Saddle-riding type vehicle

Abstract

To provide a saddle-riding type vehicle advantageous for achieving an appropriate posture.SOLUTION: A motorcycle 1 includes a vehicle body frame 6, a steering device 19, a front wheel 3, a steering angular velocity detection unit 82, a gyro sensor 70, a restriction device 32, and a restriction control unit 83. The steering device 19 is rotatably supported by the vehicle body frame 6. The front wheel 3 is steered by the steering device 19. When the front wheel 3 is steered by the steering device 19, a steering angle of the front wheel 3 is changed. The steering angular velocity detection unit 82 detects a steering angular velocity of the front wheel 3. The gyro sensor 70 detects a bank direction of the motorcycle 1. The restriction device 32 restricts a change in the steering angle of the front wheel 3. When a value detected by the steering angular velocity detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 causes the restriction device 32 to restrict the change in the steering angle of the front wheel 3 in the bank direction.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to a saddle-type vehicle. [Background technology]

[0002] The saddle-type vehicle described in Patent Document 1 includes a steering angle sensor, an actuator, and a control device. The steering angle sensor detects a steering angle. The actuator generates a steering torque. The control device controls the steering torque generated by the actuator based on the detection result of the steering angle sensor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-60187 A Summary of the Invention [Problem to be solved by the invention]

[0004] In a conventional saddle-type vehicle, a control device controls the steering torque based on the steering angle, which can make it difficult to maintain an appropriate posture of the saddle-type vehicle.

[0005] The present invention has been made in consideration of the above circumstances, and has an object to provide control of a saddle-type vehicle that is advantageous in realizing an appropriate posture in the saddle-type vehicle. [Means for solving the problem]

[0006] In order to solve the above problems, the present invention has the following configuration. That is, the present invention provides The vehicle frame, a steering device rotatably supported by the vehicle body frame; front wheels that are steered by the steering device to change their steering angle; a first detection unit that detects at least one of a steering angular velocity of the front wheels, an acceleration of the steering angle of the front wheels, and a steering torque of the front wheels; a posture detection unit for detecting a bank direction of the saddle riding type vehicle; a restricting portion capable of restricting a change in the steering angle of the front wheels; and a control unit that controls the regulating unit to restrict a change in the steering angle of the front wheels in the bank direction when the detection value of the first detection unit is equal to or greater than a predetermined value. It is a saddle-type vehicle.

[0007] [Function and Effect] The saddle-type vehicle includes a body frame, a steering device, a front wheel, a first detection unit, a posture detection unit, a regulation unit, and a control unit. The steering device is rotatably supported on the body frame. The front wheel is steered by the steering device. When the front wheel is steered by the steering device, the steering angle of the front wheel changes. The first detection unit detects at least one of the steering angle speed of the front wheel, the acceleration of the steering angle at the front wheel, or the steering torque at the front wheel. The posture detection unit detects the bank direction of the saddle-type vehicle. The regulation unit regulates the change in the steering angle of the front wheel. The control unit controls the regulation unit based on the detection result of the first detection unit and the detection result of the posture detection unit.

[0008] Specifically, when the detection value of the first detection unit is equal to or greater than a predetermined value, the control unit causes the regulating unit to restrict the change in the steering angle of the front wheels in the bank direction. In other words, when the detection value is equal to or greater than the predetermined value, the regulating unit restricts the change in the steering angle of the front wheels in the bank direction. When the detection value is equal to or greater than the predetermined value, the regulating unit reduces the steering angular speed of the front wheels in the bank direction. The period during which the detection value is equal to or greater than the predetermined value is not long. The period during which the detection value is equal to or greater than the predetermined value is short. Therefore, even if the detection value is equal to or greater than the predetermined value, it is advantageous to achieve an appropriate posture in the saddle-type vehicle.

[0009] In the above-mentioned saddle riding type vehicle, It is preferable that, when the detection value of the first detection portion is equal to or greater than the predetermined value, the control portion causes the regulation portion to permit a change in the steering angle of the front wheels in a direction opposite to the bank direction.

[0010] [Function and Effect] According to the above-mentioned configuration, the control unit allows the regulating unit to change the steering angle of the front wheels in the direction opposite to the bank direction. By changing the steering angle of the front wheels in the direction opposite to the bank direction, it is easy to reduce the bank angle. By reducing the bank angle, it is more advantageous to achieve an appropriate posture in the saddle-type vehicle.

[0011] In the above-mentioned saddle riding type vehicle, It is preferable that, when the detection value of the first detection portion is less than the predetermined value, the control portion causes the regulation portion to allow the steering angle of the front wheels to change.

[0012] [Functions and Effects] According to the above-mentioned configuration, when the detection value of the first detection unit is less than the predetermined value, the steering angle of the front wheels is permitted to change. With this configuration, when the detection value of the first detection unit is less than the predetermined value, it is easy for the driver to quickly change the steering angle of the front wheels. Therefore, when the detection value of the first detection unit is less than the predetermined value, it is easy for the driver to steer the saddle-type vehicle.

[0013] In the above-mentioned saddle riding type vehicle, when the saddle riding type vehicle is traveling straight and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit causes the regulation unit to allow the steering angle of the front wheels to change; It is preferable that, when the saddle-type vehicle is rounding a curve and the detection value of the first detection unit is equal to or greater than a predetermined value, the control unit controls the regulating unit to limit the change in the steering angle of the front wheels in the bank direction.

[0014] [Function and Effect] According to the above-mentioned configuration, if the saddle riding type vehicle is traveling straight, even if the detection value is equal to or greater than a predetermined value, the steering angle of the front wheels is allowed to change. This configuration provides a saddle riding type vehicle with excellent maneuverability when traveling straight. This is advantageous in realizing an appropriate posture for the saddle riding type vehicle when it turns a curve.

[0015] In the above-mentioned saddle riding type vehicle, It is preferable that, when the saddle-type vehicle is turning a curve and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit causes the regulating unit to allow the steering angle of the front wheels to change in a direction opposite to the banking direction.

[0016] [Operation and Effect] According to the above-mentioned configuration, the control unit causes the regulating unit to allow the change in the steering angle of the front wheels in the direction opposite to the banking direction. This configuration is more advantageous in realizing an appropriate posture in a saddle-type vehicle.

[0017] In the above-mentioned saddle riding type vehicle, a speed detection unit for detecting a speed of the saddle riding type vehicle, When the speed detected by the speed detection unit is a low speed and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit causes the regulating unit to allow the steering angle of the front wheels to change, It is preferable that, when the speed detected by the speed detection unit is high and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit controls the regulating unit to limit the change in the steering angle of the front wheels in the bank direction.

[0018] [Actions and Effects] According to the above-mentioned configuration, the steering angle of the front wheels is allowed or not allowed to change depending on whether the speed of the saddle riding type vehicle is high or not. Specifically, when the speed of the saddle riding type vehicle is low, it is easy for the driver to steer the saddle riding type vehicle. When the speed of the saddle riding type vehicle is high, it is advantageous for realizing an appropriate posture of the saddle riding type vehicle. With this configuration, it is possible to provide a saddle riding type vehicle that is advantageous for realizing an appropriate posture while minimizing the restriction of the front wheels.

[0019] In the above-mentioned saddle riding type vehicle, the predetermined value is greater than an upper limit of a steering angular speed of the front wheels due to self-steering when the saddle riding type vehicle turns a curve. The predetermined value is greater than an upper limit of acceleration of the steering angle of the front wheels due to self-steering when the saddle riding type vehicle turns a curve, or The predetermined value is preferably greater than an upper limit of steering torque at the front wheels due to self-steering when the saddle riding type vehicle goes around a curve.

[0020] [Functions and Effects] According to the above-mentioned configuration, the predetermined value is greater than the upper limit of the steering angle speed of the front wheels due to self-steering when the saddle-type vehicle turns a curve, greater than the upper limit of the acceleration of the steering angle of the front wheels, or greater than the upper limit of the steering torque of the front wheels. With this configuration, it is possible to provide a saddle-type vehicle that is advantageous in realizing an appropriate posture while reliably allowing changes in the steering angle of the front wheels due to self-steering.

[0021] In the above-mentioned saddle riding type vehicle, It is preferable that the steering angle velocity of the front wheels due to self-steering, the acceleration of the steering angle of the front wheels due to self-steering, or the steering torque of the front wheels due to self-steering depend on the angular velocity of a bank angle of the saddle-ride type vehicle.

[0022] [Functions and Effects] According to the above-mentioned configuration, the steering angular velocity of the front wheels due to self-steering, the acceleration of the steering angle of the front wheels, or the steering torque of the front wheels depends on the angular velocity of the bank angle of the saddle riding type vehicle. Therefore, the steering angular velocity of the front wheels due to self-steering can be accurately determined.

[0023] In the above-mentioned saddle riding type vehicle, It is preferable that the control unit controls the regulation unit to restrict a change in the steering angle of the front wheels in the bank direction when an angular velocity of the bank angle of the saddle type vehicle is 50 deg / s.

[0024] [Function and Effect] According to the above-mentioned configuration, the control unit controls the regulating unit to restrict the change in the steering angle of the front wheels in the bank direction when the angular velocity of the bank angle of the saddle riding type vehicle is 50 deg / s. With this configuration, it is possible to provide a saddle riding type vehicle that is advantageous in realizing an appropriate posture.

[0025] In the above-mentioned saddle riding type vehicle, It is preferable that the control unit causes the restriction unit to permit a change in the steering angle of the front wheels when the angular velocity of the bank angle of the saddle-type vehicle is 10 deg / s.

[0026] [Function and Effect] According to the above-mentioned configuration, the predetermined value is set so that the regulating unit allows the steering angle of the front wheels to change in the bank direction when the angular velocity of the bank angle of the saddle riding type vehicle is 10 deg / s. With this configuration, it is possible to provide a saddle riding type vehicle that is advantageous in realizing an appropriate posture.

[0027] In the above-mentioned saddle riding type vehicle, It is preferable that the first detection portion detects rotation of the steering device relative to the vehicle body frame.

[0028] [Functions and Effects] According to the above-mentioned configuration, the first detection unit detects the steering angular velocity of the front wheels by detecting the amount of rotation of the steering device relative to the body frame. With this configuration, the steering angular velocity of the front wheels can be reliably detected.

[0029] In the above-mentioned saddle riding type vehicle, The first detection unit is preferably a torque sensor that detects a twist of the steering device.

[0030] [Operation and Effect] According to the above-mentioned configuration, the first detection unit is a torque sensor that detects the twist of the steering device. With such a configuration, the first detection unit can be configured with a small number of parts.

[0031] In the above-mentioned saddle riding type vehicle, It is preferable that the restricting portion restricts rotation of the steering device relative to the body frame.

[0032] [Functions and Effects] According to the above-mentioned configuration, the restricting portion restricts the rotation of the steering device relative to the vehicle body frame. With this configuration, it is easy for the restricting portion to restrict the change in the steering angle of the front wheels.

[0033] In the above-mentioned saddle riding type vehicle, The regulating portion is It is preferable to provide a braking mechanism for applying a braking force to brake the rotation of the steering device relative to the body frame.

[0034] [Function and Effect] According to the above-mentioned configuration, the regulating portion includes a braking mechanism. The braking mechanism applies a braking force that brakes the rotation of the steering device relative to the body frame. With this configuration, the regulating portion can actively stop the rotation of the steering device relative to the body frame. This makes it possible to provide a saddle-type vehicle that can more reliably limit changes in the steering angle of the front wheels.

[0035] In the above-mentioned saddle riding type vehicle, the restriction portion is a steering damper that resists rotation of the steering device relative to the vehicle body frame, The steering damper comprises: A cylinder tube; a piston that is moved by the hydraulic pressure in the cylinder tube; a main shaft that is integrated with the piston and has at least a tip that protrudes from one end of the cylinder tube; It is preferable to further include a damping force adjusting section capable of adjusting the hydraulic pressure received by the piston in response to control by the restricting section.

[0036] [Function and Effect] The regulating portion includes a steering damper. The steering damper includes a cylinder tube, a piston, a main shaft, and a damping force adjusting portion. The damping force adjusting portion is capable of adjusting the hydraulic pressure that the piston receives according to the control by the control portion. By configuring in this manner, the regulating portion can be configured using existing highly reliable parts. Effect of the Invention

[0037] The saddle-type vehicle of the present invention is advantageous in realizing an appropriate posture. [Brief description of the drawings]

[0038] [Figure 1]FIG. 1 is a plan view illustrating an overall configuration of a motorcycle according to a first embodiment. [Diagram 2] FIG. 2 is a left side view illustrating the body frame according to the first embodiment. [Diagram 3] FIG. 1 is a front view illustrating a steering device according to a first embodiment. [Figure 4] FIG. 2 is a plan view illustrating a top bridge according to the first embodiment. [Diagram 5] FIG. 1 is a perspective view for explaining a steering device according to a first embodiment. [Figure 6] 5A to 5C are schematic diagrams illustrating the operation of the regulating device according to the first embodiment. [Figure 7] 5A to 5C are schematic diagrams illustrating the operation of the regulating device according to the first embodiment. [Figure 8] 5A to 5C are schematic diagrams illustrating the operation of the regulating device according to the first embodiment. [Figure 9] 4 is a flowchart illustrating an operation of the regulating device according to the first embodiment. [Figure 10] FIG. 2 is a schematic diagram illustrating the effects of the motorcycle according to the first embodiment. [Figure 11] FIG. 2 is a schematic diagram illustrating the effects of the motorcycle according to the first embodiment. [Figure 12] FIG. 2 is a schematic diagram illustrating the effects of the motorcycle according to the first embodiment. [Figure 13] FIG. 11 is a perspective view for explaining a steering device according to a second embodiment. [Figure 14] FIG. 11 is a cross-sectional view illustrating a configuration of a steering damper according to a second embodiment. [Figure 15] 10 is a schematic diagram illustrating the operation of the steering damper according to the second embodiment. FIG. [Figure 16] 10 is a schematic diagram illustrating the operation of the steering damper according to the second embodiment. FIG. [Figure 17] FIG. 13 is a perspective view illustrating a modified example of the present invention. [Figure 18] FIG. 13 is a perspective view illustrating a modified example of the present invention. [Figure 19] FIG. 13 is a perspective view illustrating a modified example of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0039] Hereinafter, embodiments of the present invention will be described with reference to the drawings. The vehicle of the present invention is a saddle-type vehicle and includes, for example, an internal combustion engine as a power source. The saddle-type vehicle according to each embodiment includes a body frame, and front and rear wheels. EXAMPLES

[0040] 1. Overall structure A first embodiment of the present invention will be described below with reference to the drawings. The vehicle of the first embodiment is an example of a saddle-type vehicle (on-road vehicle) equipped with a front wheel and a rear wheel. As shown in FIG. 1, the motorcycle 1 according to the first embodiment includes a vehicle body frame 60, a front wheel 3, a rear wheel 4, an internal combustion engine (engine) 5, and a seat 53. The motorcycle 1 according to the first embodiment also includes a front fork 6 that supports the front wheel 3, and a handlebar 20 for rotating the front fork 6. To board the motorcycle 1, a rider sits on the seat 53 while gripping a grip 54 located at the tip of the handlebar 20, and straddles the motorcycle 1. When the rider operates the handlebar 20 in this state, a steering device 19 composed of the front fork 6 and the like is rotated, and the steering angle of the front wheel 3 is changed.

[0041] In addition, the symbol F in FIG. 1 indicates the front of the vehicle, and the symbol Re indicates the rear of the vehicle. In addition, the symbol U in FIG. 1 indicates the upward direction of the vehicle, and the symbol D indicates the downward direction of the vehicle. The width direction Y is a direction perpendicular to the front-rear direction and the up-down direction. The front-rear direction, the up-down direction, and the width direction Y are defined with respect to the rider. In the subsequent figures, these symbols are also used as appropriate to clarify the direction of each member installed on the motorcycle 1. In addition, the front-rear direction of the vehicle is described based on the body frame 60. Therefore, the front-rear direction of the vehicle does not change depending on the operation of the steering device 19 by the rider.

[0042] 2. Body frame 2 illustrates a body frame 60 of the first embodiment. The body frame 60 is configured to be able to mount the engine 5 and the like, and is formed by connecting a plurality of pipes that form the framework of the motorcycle 1. The motorcycle 1 is configured by assembling the steering device 19, the front wheel 3, the rear wheel 4, and the like to the body frame 60. The body frame 60 includes a head pipe 61, a top tube 62, a down tube 63, and a seat frame 64. The head pipe 61 supports the steering device 19 so that it can rotate. The top tube 62 is a branch pipe that is connected to the seat frame 64. The seat frame 64 is located under the seat 53, and is configured to support the weight of the rider.

[0043] 3. Gyro sensor The gyro sensor 70 shown in Fig. 2 corresponds to the attitude detection unit of the present invention. The gyro sensor 70 detects the bank direction of the motorcycle 1. The bank direction is the direction in which the motorcycle 1 leans when the motorcycle 1 travels around a curve. For example, when the motorcycle 1 turns around a curve to the right, the motorcycle 1 banks to the right, and the bank direction of the motorcycle 1 is to the right. When the motorcycle 1 turns around a curve to the left, the motorcycle 1 banks to the left, and the bank direction of the motorcycle 1 is to the left.

[0044] The gyro sensor 70 is supported by the seat frame 64. The gyro sensor 70 is a three-axis sensor that detects the degree to which the vehicle (body frame 60) is tilted in the front-rear direction, the up-down direction, and the width direction Y. The gyro sensor 70 can detect whether the motorcycle 1 is traveling on a curve or traveling straight. The gyro sensor 70 can also detect the direction in which the motorcycle 1 is banking. Similarly, the gyro sensor 70 can also detect the tilt angle of the banking motorcycle 1. For example, the gyro sensor 70 detects the bank angle of the motorcycle 1. For example, the gyro sensor 70 detects a roll angle that indicates the degree to which the motorcycle 1 is tilted around an axis extending in the front-rear direction with the horizontal as a reference.

[0045] 4. Steering device FIG. 3 explains the steering device 19 of the first embodiment. The steering device 19 is provided to steer the front wheel 3 to change the steering angle of the front wheel 3. The steering device 19 is rotatably supported by the vehicle body frame 60. The steering device 19 is mainly composed of a handlebar 20, a top bridge 21, a bottom bridge 22, and two front forks 6. The handlebar 20 is a rod-shaped member extending in the width direction Y and provided with grips 54 at both ends for the rider to hold. The top bridge 21 is located below the handlebar 20 and is configured to support the front fork 6. The bottom bridge 22 is located below the top bridge 21 and is configured to support the front fork 6. The two front forks 6 are parallel to each other and rotatably support the front wheel 3. One front fork 6 is disposed to the right of the front wheel 3, and the other front fork 6 is disposed to the left of the front wheel 3.

[0046] FIG. 4 explains the top bridge 21. The top bridge 21 is a plate-like member extending in the width direction Y, and has a plurality of through holes. The stem bearing portion 13 is located at the center of the top bridge 21 in the width direction Y, and has a circular through hole. The center of this through hole coincides with the rotation axis A1 that is the reference when the steering device 19 rotates. The spline bearing portion 14 is located forward of the stem bearing portion 13, and has a through hole with a spline groove. The handle stem 24 is inserted into this through hole. Therefore, the top bridge 21 and the handle stem 24 are firmly connected. The handle stem 24 will be described later. The clamp portions 16 are located at both ends of the top bridge 21 in the width direction Y, and the front forks 6 are inserted into each of them. The bottom bridge 22 has the same configuration as the top bridge 21, except that the spline bearing portion 14 is omitted.

[0047] FIG. 5 is a perspective view for explaining the overall configuration of the steering device 19. The handle stem 24 is connected to the front fork 6. The handle stem 24 is connected to the front fork 6 via the top bridge 21 and the bottom bridge 22. The handle stem 24 is a member that extends parallel to the front fork 6, and a handle mount stay 25 is attached to the tip of the handle stem 24. The handle mount stay 25 holds two handle mounts 31 that grip the handle 20. The handle mount 31 has a clamp through which the handle 20 is inserted. The handle 20 is fixed to the handle mount stay 25 by the clamp. Therefore, the handle 20 is connected to the handle stem 24. The handle stem 24 is perpendicular to the handle 20.

[0048] The stem shaft 23 is a columnar member having one end fixed to the top bridge 21 and the other end fixed to the bottom bridge 22. The stem shaft 23 is inserted into a cylindrical head pipe 61, connecting the steering device 19 to the body frame 60. A bearing 66 for the stem shaft 23 is provided in the head pipe 61, which enables the head pipe 61 to rotatably support the stem shaft 23. The stem shaft 23 is parallel to the front fork 6 and is concentric with the rotation axis A1 of the steering device 19.

[0049] Thus, according to the configuration of this example, the steering device 19 is integrally constructed by assembling the handlebars 20, the handlebar mount 31, the handlebar mount stays 25, the handlebar stem 24, the top bridge 21, the bottom bridge 22, the stem shaft 23, and the front fork 6. The steering device 19 is connected to the body frame 60 through the head pipe 61, and is capable of rotating around the rotation axis A1 relative to the body frame 60.

[0050] 5. Regulating device FIG. 5 also describes the regulating device 32 that regulates the rotation of the steering device 19. The regulating device 32 corresponds to the regulating section of the present invention. The regulating device 32 is configured to regulate the rotation of the steering device 19 relative to the body frame 60. The regulating device 32 is composed of a motor 71, a driving gear 71a, and a driven gear 23a. The motor 71 can regulate the change in the steering angle of the front wheels 3. The motor 71, the driving gear 71a, and the driven gear 23a correspond to the braking mechanism of the present invention. The braking mechanism is configured to apply a braking force that brakes the rotation of the steering device 19 relative to the body frame 60. The motor 71 is configured to generate this braking force. The driving gear 71a and the driven gear 23a are configured to transmit the braking force from the motor 71 to the steering device 19.

[0051] The motor 71 is capable of rotating clockwise and counterclockwise, and its output shaft is parallel to the stem shaft 23. The driving gear 71a is fixed to the output shaft of the motor 71 and meshes with the driven gear 23a. The driven gear 23a is fixed to the stem shaft 23. When the rotation of the steering device 19 is restricted by the restricting device 32, the motor 71 rotates in a direction opposite to the rotation of the steering device 19. The connecting member 67 is a member that connects the head pipe 61 and the main body of the motor 71. Therefore, the main body of the motor 71 is supported by the body frame 60.

[0052] The steering angular velocity detection unit 82 corresponds to the first detection unit of the present invention. The steering angular velocity detection unit 82 is a sensor that detects the steering angular velocity of the front wheel 3. The steering angular velocity detection unit 82 is configured to detect the rotation of the steering device 19 relative to the body frame 60. The steering angular velocity detection unit 82 is not particularly limited, but for example, the steering angular velocity detection unit 82 can be configured with a rotary encoder that detects the steering angle of the front wheel 3 and a differential calculator that calculates the steering angular velocity based on the change in the steering angle over time. The steering angular velocity detection unit 82 detects the steering angular velocity of the front wheel 3 by detecting the rotation speed and rotation direction of the steering device 19 relative to the body frame 60. The steering angular velocity of the front wheel in this example means the rotation speed of the front wheel 3 around the stem shaft 23. Usually, the steering angular velocity of the steering device 19 coincides with the steering angular velocity of the front wheel. The steering direction of the front wheel 3 in this example means the direction in which the steering angle of the front wheel 3 changes. In this embodiment, the steering direction of the front wheel 3 means the rotation direction of the front wheel 3 around the stem shaft 23. Usually, the steering direction of the steering device 19 coincides with the steering direction of the front wheel. For example, the steering direction of the front wheel 3 is either to the right or to the left.

[0053] The restriction control unit 83 corresponds to the control unit of the present invention. The restriction control unit 83 can be realized by, for example, a CPU (Central Processing Unit). When the restriction control unit 83 restricts the change in the steering angle of the front wheel 3 through the motor 71, the restriction control unit 83 controls the motor 71 to input a force in the opposite direction to the steering direction of the front wheel 3 to the stem shaft 23. That is, when the motor 71 inputs a force to the stem shaft 23, the force is applied to the steering device 19 integrated with the stem shaft 23. In this way, the change in the steering angle of the front wheel 3 is restricted. For example, "restricting the change in the steering angle of the front wheel 3" may mean completely stopping the change in the steering angle of the front wheel 3. Alternatively, "restricting the change in the steering angle of the front wheel 3" may mean reducing the change in the steering angle of the front wheel 3. Specifically, the restriction control unit 83 may control the motor 71 to input a reaction force against the change in the steering angle of the front wheel 3 to the stem shaft 23. The reaction force is directed in the opposite direction to the steering direction of the front wheel 3. The reaction force may be large enough to completely prevent the change in the steering angle of the front wheel 3. Alternatively, the reaction force may be relatively small and not completely prohibit the change in the steering angle of the front wheel 3. In this case, the restriction control unit 83 may control the motor 71 to input a force in the opposite direction to the stem shaft 23 so as to completely prevent the turning of the front wheel 3. Alternatively, the restriction control unit 83 may not completely prevent the turning of the front wheel 3, but may control the motor 71 so that, for example, as the front wheel 3 turns, the turning of the front wheel 3 is gradually prevented. Alternatively, as the front wheel 3 turns, the motor 71 may be controlled so that the same reaction force is applied to prevent the turning of the front wheel 3.

[0054] The restriction control unit 83 is a control unit that causes the motor 71 to restrict the change in the steering angle of the front wheel 3 in the bank direction when the steering angle speed detected by the steering angle speed detection unit 82 is equal to or greater than a predetermined value. The restriction control unit 83 determines that the detection value is greater than the predetermined value when the average value of the steering angle speed of the front wheel 3 for a predetermined period is equal to or greater than a predetermined value. The predetermined period is equal to or less than 0.1 seconds, or equal to or less than 0.2 seconds. The restriction control unit 83 causes the motor 71 to allow the change in the steering angle of the front wheel 3 when the steering angle speed detected by the steering angle speed detection unit 82 is less than the predetermined value. In addition, the restriction control unit 83 allows the change in the steering angle of the front wheel 3 in the direction opposite to the bank direction when the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value. Therefore, the restriction control unit 83 operates based on the steering angle speed detection unit 82 and the gyro sensor 70. The steering angle speed detection unit 82 is configured to detect the steering angle speed. The gyro sensor 70 is configured to detect the bank direction of the motorcycle 1. The predetermined value of the steering angular speed and the bank direction related to the operation of the restriction control unit 83 will be described below.

[0055] The predetermined value is a value that is referred to when the restriction control unit 83 determines whether or not to permit a change in the steering angle of the front wheels 3. In other words, if the change in the steering angle is greater than the predetermined value, the restriction control unit 83 restricts the change in the steering angle of the front wheels 3 in the bank direction.

[0056] When the motorcycle 1 approaches a curve, the rider banks the body. When the rider banks the body while traveling around a curve, the angular velocity of the bank angle is generally 10 deg / s or less. When the bank angle changes, the steering angle of the steering device 19 changes due to self-steering. Incidentally, the change in steering angle due to self-steering becomes larger as the angular velocity of the bank angle of the body increases. The steering angular velocity of the front wheel 3 due to self-steering depends on the angular velocity of the bank angle of the motorcycle 1.

[0057] Therefore, the predetermined value is set to a value larger than a typical steering angular speed of the steering device 19 when the motorcycle 1 is traveling. In other words, the predetermined value is set to a value larger than an upper limit of the steering angular speed of the front wheel 3 by self-steering when the motorcycle 1 turns a curve. Specifically, the predetermined value is larger than the steering angular speed of the front wheel 3 by self-steering when the angular speed of the bank angle of the motorcycle 1 is 10 deg / s (10 degrees per second). Therefore, the regulation control unit 83 causes the regulation device 32 to allow a change in the steering angle of the front wheel 3 when the angular speed of the bank angle of the motorcycle 1 is 10 deg / s. With this configuration, the motorcycle 1 can properly travel around a curve.

[0058] In this example, when the driver banks the vehicle body to travel around a curve, the change in the steering angle of the front wheel 3 is smaller than a predetermined value. Therefore, when the driver banks the vehicle body to travel around a curve, the change in the steering angle of the front wheel 3 is not limited. Specifically, the motorcycle 1 of this example allows a change in the steering angle of the front wheel 3 caused by self-steering where the angular velocity of the bank angle is at least 10 deg / s or less. Therefore, the motorcycle 1 of this example allows a normal bank when traveling around a curve. This allows the driver to travel around a curve while appropriately banking the motorcycle 1.

[0059] Similarly, when the motorcycle 1 is moving straight and the steering angular speed detected by the steering angular speed detection unit 82 is less than a predetermined value, the regulation control unit 83 causes the regulation device 32 to allow the steering angle of the front wheel 3 to change.

[0060] On the other hand, when the motorcycle 1 is turning a curve, the restriction control unit 83 may limit the change in the steering angle of the front wheel 3. That is, the restriction control unit 83 limits the change in the steering angle of the front wheel 3 when the handlebars are quickly operated in a predetermined direction while the motorcycle is turning a curve. That is, when the detection value of the steering angle velocity detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 limits the change in the steering angle of the front wheel 3 in the banking direction. On the other hand, when the detection value of the steering angle velocity detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 allows the change in the steering angle of the front wheel 3 in the direction opposite to the banking direction.

[0061] A skilled rider may perform a quick steering operation on the motorcycle 1 in the direction opposite to the banking direction when the grip of the front wheel 3 tends to decrease while traveling around a curve. This operation reduces the banking angle, and the attitude of the motorcycle 1 changes to a stable direction. This operation also enables the rider to determine whether the front wheel 3 is gripping the road surface while traveling around a curve. The motorcycle 1 in this example allows a quick steering operation in the direction opposite to the banking direction while traveling around a curve, so the rider can perform this operation. A predetermined value is used to determine whether a quick steering operation is performed on the steering device 19. In this way, when the motorcycle 1 is turning a curve and the detection value of the steering angle speed detection unit 82 is equal to or greater than the predetermined value, the regulation control unit 83 causes the regulation device 32 to allow a change in the steering angle of the front wheel 3 in the direction opposite to the banking direction. Whether the rotation direction of the steering device 19 according to the change in steering angle does not match the bank direction can be determined by comparing the output of the steering angle velocity detection unit 82 with the output of the gyro sensor 70. This is because the steering angle velocity detection unit 82 is configured to be able to detect the rotation speed and rotation direction of the steering device 19.

[0062] On the other hand, a driver will not intentionally perform quick steering in the banking direction while traveling on a curve. This is because such an operation makes the attitude of the motorcycle 1 unstable. The motorcycle 1 in this example is configured to restrict quick steering in the banking direction. That is, when the motorcycle 1 is turning a curve and the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 causes the restriction device 32 to restrict the change in the steering angle of the front wheel 3 in the banking direction. It can be determined whether the rotation direction of the steering device 19 according to the change in the steering angle coincides with the banking direction by comparing the output of the steering angle speed detection unit 82 with the output of the gyro sensor 70. This is because the steering angle speed detection unit 82 is configured to be able to detect the rotation speed and rotation direction of the steering device 19.

[0063] That is, the predetermined value is set to a value smaller than the steering angular velocity of the steering device 19 that is unlikely to occur when the motorcycle 1 is traveling. For example, it is unlikely that the angular velocity of the bank angle of the motorcycle 1 will be 50 deg / s when the motorcycle 1 is traveling. The predetermined value is smaller than the steering angular velocity of the front wheel 3 due to self-steering when the angular velocity of the bank angle of the motorcycle 1 is 50 deg / s. Therefore, for example, when the steering angle of the front wheel 3 changes at the steering angular velocity of the front wheel 3 due to self-steering when the angular velocity of the bank angle of the motorcycle 1 is 50 deg / s, the steering device 19 is restricted by the regulating device 32 in terms of rotation in the bank direction. When the angular velocity of the bank angle of the motorcycle 1 is 50 deg / s, the regulating control unit 83 causes the regulating device 32 to restrict the change in the steering angle of the front wheel 3 in the bank direction. With this configuration, the motorcycle 1 can properly travel around a curve. When the motorcycle 1 approaches a curve, the rider banks the vehicle body. Then, the steering angle of the steering device 19 changes due to self-steering. However, if an external disturbance from the roadway is input to the front wheel 3 at this time, the steering angle of the front wheel 3 may try to change in the bank direction at a speed faster than the self-steering that occurs when the rider banks the vehicle body. In the motorcycle 1 of this example, when the steering angular speed of the front wheel 3 reaches a certain level or more, the regulation control unit 83 restricts the change in the steering angle of the front wheel 3 in the bank direction. Therefore, the motorcycle 1 of this example allows a general bank when traveling around a curve, but restricts a sudden change in the steering angle of the steering device 19 in the bank direction due to an external disturbance input to the front wheel 3. This allows the rider to travel around a curve while appropriately banking the motorcycle 1.

[0064] Therefore, the predetermined value is preferably equal to or greater than the steering angular speed of the front wheel 3 due to self-steering when the angular speed of the bank angle of the motorcycle 1 is 10 deg / s.

[0065] In this way, when the front wheels 3 receive a significant force from at least one of the steering device 19 and the road surface in contact with the front wheels 3, the steering angle of the front wheels 3 changes at a steering angle speed greater than a predetermined value.

[0066] When the motorcycle 1 is traveling at a low speed, the steering angle of the front wheel 3 is allowed to change regardless of whether the steering angular speed of the steering device 19 is equal to or greater than a predetermined value. This point will be described below.

[0067] The vehicle speed detection unit 81 in FIG. 5 corresponds to the speed detection unit of the present invention. The vehicle speed detection unit 81 is configured to detect the speed of the motorcycle 1. The vehicle speed detection unit 81 is a sensor that detects the traveling speed of the motorcycle 1 by detecting the rotation speed of the front wheel 3. The vehicle speed detection unit 81 inputs the traveling speed of the motorcycle 1 to the regulation control unit 83. The regulation control unit 83 changes the control of the regulation device 32 according to the detected vehicle speed. That is, when the vehicle speed is less than a predetermined speed, the regulation control unit 83 allows the steering angle of the front wheel 3 to change regardless of whether the steering angle speed of the steering device 19 is equal to or greater than a predetermined value. With this configuration, for example, when the rider pushes the motorcycle 1 of this example, the steering angle of the steering device 19 can be changed significantly. Also, when the motorcycle 1 of this example is traveling at a low speed, the rider can change the steering angle of the steering device 19 significantly to perform quick steering.

[0068] The predetermined speed is preferably 40 km / h (40 kilometer per hour). That is, when the speed of the motorcycle 1 is 40 km / h, the regulation control unit 83 operates assuming that the vehicle speed is high. Therefore, the predetermined speed may be, for example, 40 km / h. The predetermined speed may also be a value less than 40 km / h, such as 35 km / h.

[0069] In this way, when the vehicle speed detected by the vehicle speed detection unit 81 is high, for example, 40 km / h or more, and the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 causes the restriction device 32 to restrict the change in the steering angle of the front wheels 3 in the bank direction. Also, suppose that the speed detected by the vehicle speed detection unit 81 is low, for example, less than 40 km / h, and the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value. In that case, the restriction control unit 83 causes the restriction device 32 to allow the change in the steering angle of the front wheels 3. Therefore, the operation of the restriction control unit 83 using the above-mentioned predetermined value is premised on the vehicle speed being equal to or greater than the predetermined speed.

[0070] That is, when the speed detected by the vehicle speed detection unit 81 is 40 km / h or more and the steering angle speed detected by the steering angle speed detection unit 82 is less than a predetermined value, the restriction control unit 83 allows the restriction device 32 to change the steering angle of the front wheels 3. Also, assume that the speed detected by the vehicle speed detection unit 81 is 40 km / h or more and the steering angle speed detected by the steering angle speed detection unit 82 is a predetermined value or more. At that time, the restriction control unit 83 allows the restriction device 32 to change the steering angle of the front wheels 3 in the opposite direction to the bank direction. Then, when the speed detected by the vehicle speed detection unit 81 is less than 40 km / h and the steering angle speed detected by the steering angle speed detection unit 82 is less than the predetermined value, the restriction control unit 83 allows the restriction device 32 to change the steering angle of the front wheels 3.

[0071] Furthermore, when the stopped vehicle is caused to start traveling, the restriction control unit 83 controls the restriction device 32 based on the control for low-speed traveling.

[0072] 6. Operation of the Regulating Device 6 to 8 show how the change in the steering angle of the steering device 19 is selectively restricted by the restriction control unit 83. These figures will be described below.

[0073] FIG. 6 shows the operation of the restriction control unit 83 when the driver turns the steering wheel 20 at a steering angle speed equal to or greater than a predetermined value during low-speed driving. The vehicle speed detected by the vehicle speed detection unit 81 is always input to the restriction control unit 83. The steering angle speed detected by the steering angle speed detection unit 82 is always input to the restriction control unit 83. When the driver applies a force D1 to the steering wheel 20, a force E1 acts on the stem shaft 23. The steering angle speed exceeding a predetermined value is detected by the steering angle speed detection unit 82 and input to the restriction control unit 83. Since the vehicle speed at this time is low, the restriction control unit 83 allows the change in the steering angle input by the driver. Then, as shown in FIG. 7, the restriction control unit 83 allows the steering wheel 20 to rotate, and the steering angle of the front wheels 3 changes according to the force E1.

[0074] In addition, during the transition from the state of FIG. 6 to the state of FIG. 7, the regulating device 32 does not resist the change in the steering angle of the front wheels 3. For example, when the motor 71 is not driven, the regulating device 32 may not resist the change in the steering angle of the front wheels 3. In this case, the regulation control unit 83 may allow the change in the steering angle of the front wheels 3 without driving the motor 71. Alternatively, when the motor 71 is not driven, the regulating device 32 may slightly resist the change in the steering angle of the front wheels 3. In this case, the regulation control unit 83 may drive the motor 71. Then, the regulation control unit 83 may eliminate the slight resistance of the regulating device 32 to the change in the steering angle of the front wheels 3 by the driving force of the motor 71. As a result, the steering angle of the front wheels 3 changes according to the force E1.

[0075] During the transition from the state of FIG. 6 to the state of FIG. 7, the regulating device 32 may promote a change in the steering angle of the front wheel 3. For example, the regulation control unit 83 actively drives the motor 71. This causes the regulating device 32 to output a force F1. The force F1 acts on the stem shaft 23. The force F1 acts in the same direction as the force E1. The stem shaft 23 rotates due to the resultant force of the forces E1 and F1. The steering angle of the front wheel 3 changes according to the resultant force of the forces E1 and F1. In other words, the force F1 assists the operation of the steering wheel 20 by the driver.

[0076] FIG. 8 shows the operation of the restriction control unit 83 when the driver tries to turn the steering wheel 20 in the bank direction at a steering angle speed equal to or greater than a predetermined value during high-speed driving. When the driver applies force D1 to the steering wheel 20, force E1 acts on the stem shaft 23. The steering angle speed exceeding the predetermined value is detected by the steering angle speed detection unit 82. Then, the bank direction is detected by the gyro sensor 70. Data indicating the steering angle speed and the bank direction are input to the restriction control unit 83. The vehicle speed at this time is high. Furthermore, since the direction in which the steering wheel 20 is turned coincides with the bank direction, the restriction control unit 83 restricts the change in the steering angle input by the driver. Then, as shown in FIG. 8, the restriction control unit 83 prohibits the rotation of the steering wheel 20, and accordingly, the change in the steering angle of the front wheel 3 is prohibited. Specifically, the restriction control unit 83 controls the motor 71 to cause the restriction device 32 to output a force F2. The force F2 acts on the stem shaft 23. The force F2 acts in the opposite direction to the force E1. The force F2 cancels out the force E1. The stem shaft 23 does not rotate. As a result, the steering angle of the front wheel 3 does not change.

[0077] Similarly, even if a force indicated by an arrow G1 in FIG. 8 is applied to the front wheel 3 due to an external disturbance, the restriction control unit 83 prohibits a change in the steering angle of the front wheel 3. There is a possibility that various types of disturbances, large and small, are input to the motorcycle 1. If the input disturbance is large enough to impair the stability of the vehicle, the restriction control unit 83 prohibits a change in the steering angle of the front wheel 3 in the banking direction. Whether the disturbance is large or not is determined based on whether the steering angular speed of the front wheel 3 is equal to or greater than a predetermined value. Whether the disturbance acts to change the steering angle of the front wheel 3 in the banking direction is determined based on whether the steering direction matches the banking direction. In this way, the restriction control unit 83 operates without distinguishing between an input of an external force to the front wheel 3 and an input to the handlebars 20 by the driver.

[0078] On the other hand, when the grip of the front wheel 3 is decreasing while traveling around a curve, if a skilled rider performs a quick steering operation to change the steering angle of the front wheel 3 in the opposite direction to the banking direction, the restriction control unit 83 allows the change in the steering angle (see FIG. 7). This allows the rider to reduce the banking angle of the motorcycle 1 and change the attitude of the motorcycle 1 in a direction that stabilizes it. By steering the front wheel 3 while traveling around a curve, the rider can know the state of grip of the front wheel 3 to the road surface.

[0079] 9 is a flowchart for explaining the operation of the regulating device. The flowchart will be explained step by step below.

[0080] Step S11: First, the rider starts the engine 5 of the motorcycle 1. Then, the regulation control unit 83 is also started and starts a control operation. Then, the process proceeds to step S12.

[0081] Step S12: When the regulation control unit 83 is started, it starts controlling the motor 71 with the control for low-speed driving. Therefore, at this time, quick steering by the rider is permitted. The control for low-speed driving is continued when the motorcycle 1 starts to move.

[0082] Step S13: The regulation control unit 83 judges whether or not the engine 5 has stopped. "The engine 5 has stopped" means that the traveling of the motorcycle 1 has ended. If the judgment is true, the process ends. If the judgment is false, the process proceeds to step S14.

[0083] Step S14: The regulation control unit 83 judges whether or not the vehicle speed is 40 km / h or more. If the judgment is true, the process proceeds to step S15. If the judgment is false, the process returns to step S12.

[0084] Step S15: The restriction control unit 83 starts controlling the motor 71 by controlling for high-speed driving. Therefore, at this time, the driver's quick steering input in the banking direction is restricted. Similarly, a sudden change in the steering angle of the front wheels 3 in the banking direction caused by an external disturbance is also restricted. Then, the process proceeds to step S16.

[0085] Step S16: The regulation control unit 83 judges whether the vehicle speed is less than 40 km / h. If the judgment is true, the process returns to step S12, and the control for low-speed driving is started again. If the judgment is false, the process returns to step S16.

[0086] 7. Effects of Example 1 As described above, according to the present invention, it is advantageous to stabilize the posture of the motorcycle 1 even if an external disturbance is input to the front wheel 3. Figures 10 to 12 are schematic diagrams for explaining the effects of the present invention. To know the posture of the motorcycle 1, the muffler 9 attached to the rear wheel 4 in Figures 10 to 12 can be referred to. Also, to know the posture of the motorcycle 1, the front axle 7 attached to the front wheel 3 in Figures 10 to 12 can be referred to.

[0087] Fig. 10(a) is a schematic diagram of a motorcycle 1 traveling straight ahead. At this time, the motorcycle 1 is not banked, so the front wheel 3 and rear wheel 4 are in contact with the road surface at right angles. Fig. 10(b) is a schematic diagram of a motorcycle 1 traveling straight ahead, as seen from above. At this time, the steering angle of the steering device 19 of the motorcycle 1 is 0°.

[0088] Fig. 11(a) is a schematic diagram of a motorcycle 1 traveling around a curve. At this time, the motorcycle 1 is banked at a predetermined bank angle. Fig. 11(b) is a schematic diagram of a motorcycle 1 traveling around a curve, as viewed from above. At this time, the steering device 19 of the motorcycle 1 has a predetermined steering angle determined by self-steering.

[0089] Fig. 12(a) is a schematic diagram showing a state when a motorcycle 1 traveling around a curve receives an external disturbance. When an external disturbance is input to the front wheel 3 from the road surface, the steering angle of the steering device 19 tends to become larger than the state shown in Fig. 11(a) as shown in Fig. 12(a). In other words, the external disturbance tends to turn the handlebars 20, which have naturally been turned in one direction by self-steering, further in the same direction. This is because the external disturbance tends to rotate the steering device 19 in the banking direction. Fig. 12(b) is a schematic diagram showing a motorcycle 1 traveling around a curve as seen from above, showing a state in which the external disturbance tends to increase the steering angle.

[0090] According to the motorcycle 1 of the present invention, changes in the steering angle of the steering device 19 due to disturbances such as those shown in Fig. 12 are suppressed. Therefore, the motorcycle 1 of the present invention can prevent its posture from becoming unstable even when traveling around a curve.

[0091] The motorcycle 1 includes a body frame 60, a steering device 19, a front wheel 3, a steering angle velocity detection unit 82, a gyro sensor 70, a regulating device 32, and a regulation control unit 83. The steering device 19 is rotatably supported by the body frame 60. The front wheel 3 is steered by the steering device 19. When the front wheel 3 is steered by the steering device 19, the steering angle of the front wheel 3 changes. The steering angle velocity detection unit 82 detects the steering angle velocity of the front wheel 3. The gyro sensor 70 detects the bank direction of the motorcycle 1. The regulating device 32 regulates the change in the steering angle of the front wheel 3. The regulation control unit 83 controls the regulating device 32 based on the detection result of the steering angle velocity detection unit 82 and the detection result of the gyro sensor 70.

[0092] Specifically, when the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value, the regulation control unit 83 causes the regulation device 32 to restrict the change in the steering angle of the front wheel 3 in the banking direction. In other words, when the detection value is equal to or greater than the predetermined value, the regulation device 32 restricts the change in the steering angle of the front wheel 3 in the banking direction. When the detection value is equal to or greater than the predetermined value, the regulation device 32 reduces the steering angle speed of the front wheel 3 in the banking direction. The period during which the detection value is equal to or greater than the predetermined value is not long. The period during which the detection value is equal to or greater than the predetermined value is short. Therefore, according to the configuration of the first embodiment, it is advantageous to achieve an appropriate posture of the motorcycle 1 even if the detection value is equal to or greater than the predetermined value.

[0093] According to the above-mentioned configuration, the regulation control section 83 allows the regulation device 32 to change the steering angle of the front wheel 3 in the direction opposite to the banking direction. It is easy to reduce the banking angle by changing the steering angle of the front wheel 3 in the direction opposite to the banking direction. Reducing the banking angle is more advantageous in achieving an appropriate posture of the motorcycle 1.

[0094] According to the above-mentioned configuration, when the detection value of the steering angular velocity detection unit 82 is less than the predetermined value, the steering angle of the front wheel 3 is permitted to change. With this configuration, when the detection value of the steering angular velocity detection unit 82 is less than the predetermined value, it is easy for the driver to quickly change the steering angle of the front wheel 3. Therefore, when the detection value of the steering angular velocity detection unit 82 is less than the predetermined value, it is easy for the driver to steer the motorcycle 1.

[0095] According to the above-mentioned configuration, if the motorcycle 1 is traveling straight, even if the detection value is equal to or greater than a predetermined value, the steering angle of the front wheel 3 is allowed to change. This configuration provides a motorcycle 1 with excellent operability when traveling straight.

[0096] According to the above-mentioned configuration, when the motorcycle 1 is going around a curve and the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value, the regulation control unit 83 causes the regulation device 32 to restrict the change in the steering angle of the front wheel 3 in the banking direction of the steering angle. This configuration is advantageous in realizing an appropriate posture of the motorcycle 1 when the motorcycle 1 goes around a curve.

[0097] According to the above-mentioned configuration, when the motorcycle 1 is turning a curve and the detection value of the steering angular velocity detection unit 82 is equal to or greater than a predetermined value, the regulation control unit 83 allows the regulation device 32 to change the steering angle of the front wheel 3 in the direction opposite to the banking direction. This configuration is more advantageous in realizing an appropriate posture of the motorcycle 1.

[0098] According to the above-mentioned configuration, the change in the steering angle of the front wheel 3 is allowed or not allowed depending on whether the speed of the motorcycle 1 is high or not. With this configuration, it is possible to provide a motorcycle 1 that is advantageous in realizing an appropriate posture while minimizing restrictions on the front wheel 3.

[0099] Specifically, according to the above-mentioned configuration, the motorcycle 1 includes the speed detection unit . When the speed detected by the speed detection unit 82 is low and the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value, the regulation control unit 83 causes the regulation device 32 to permit a change in the steering angle of the front wheel 3. Therefore, when the speed of the saddle riding type vehicle is low, it is easy for the driver to steer the saddle riding type vehicle.

[0100] When the speed detected by the speed detection unit 82 is high and the detection value of the steering angle speed detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 causes the restriction device 32 to restrict the change in the steering angle of the front wheel 3 in the banking direction. This is therefore advantageous in realizing an appropriate posture for the motorcycle 1 when the speed of the saddle riding type vehicle is high.

[0101] According to the above-mentioned configuration, the predetermined value is greater than the upper limit of the steering angular speed of the front wheel 3 due to self-steering when the motorcycle 1 turns a curve. This configuration makes it possible to provide a motorcycle 1 that is advantageous in realizing an appropriate posture while reliably allowing changes in the steering angle of the front wheel 3 due to self-steering.

[0102] According to the above-mentioned configuration, the steering angular speed of the front wheel 3 due to self-steering depends on the angular speed of the bank angle of the motorcycle 1. Therefore, the steering angular speed of the front wheel 3 due to self-steering can be accurately determined.

[0103] According to the above-mentioned configuration, when the angular velocity of the bank angle of the motorcycle 1 is 50 deg / s, the restriction control unit 83 causes the restriction device 32 to restrict the change in the steering angle of the front wheel 3 in the bank direction. With this configuration, it is possible to provide a motorcycle 1 that is advantageous in realizing an appropriate posture.

[0104] According to the above-mentioned configuration, the predetermined value is set so that the regulating device 32 allows the steering angle of the front wheel 3 to change in the bank direction when the angular velocity of the bank angle of the motorcycle 1 is 10 deg / s. With this configuration, it is possible to provide a motorcycle 1 that is advantageous in realizing an appropriate posture.

[0105] According to the above-mentioned configuration, the steering angular velocity detection unit 82 detects the steering angular velocity of the front wheels 3 by detecting the relative rotation amount of the steering device 19 with respect to the body frame 60. With this configuration, it is possible to reliably detect the steering angular velocity of the front wheels 3. Furthermore, it is possible to reliably detect the acceleration of the steering angle of the front wheels 3.

[0106] According to the above-mentioned configuration, the regulating device 32 regulates the rotation of the steering device 19 relative to the body frame 60. With this configuration, it is easy for the regulating device 32 to regulate whether the steering angle of the front wheels 3 is large or small.

[0107] According to the above-mentioned configuration, the regulating device 32 includes the motor 71, the driving gear 71a, and the driven gear 23a. The motor 71, the driving gear 71a, and the driven gear 23a apply a braking force that brakes the rotation of the steering device 19 relative to the body frame 60. With this configuration, the regulating device 32 can actively stop the rotation of the steering device 19 relative to the body frame 60. Therefore, it is possible to provide a motorcycle 1 that can more reliably limit changes in the steering angle of the front wheel 3. EXAMPLES

[0108] 8. Overview of Example 2 Next, the configuration of the motorcycle 1 according to the second embodiment will be described. The motorcycle 1 according to this embodiment is characterized in that it includes a steering damper 73 as shown in FIG. 13. The steering damper 73 corresponds to a regulating section of the present invention. The steering damper 73 is a member capable of resisting rotation of the steering device 19 relative to the body frame 60. The steering damper 73 does not always suppress the rotation of the steering device 19. The steering damper 73 suppresses or allows the rotation of the steering device 19 depending on the situation. This point will be described in detail later.

[0109] In this example, the steering angular velocity detector 82, the regulating device 32 (the motor 71, the driving gear 71a, and the driven gear 23a), and the connecting member 67 described in the first embodiment are not necessarily required.

[0110] As for the other configurations, the steering device 19 of this embodiment and the respective peripheral members are similar to those of the first embodiment.

[0111] The bracket 73a is a member that connects the front fork 6 and the steering damper 73. A main body portion (cylinder tube) of the steering damper 73 is supported by the front fork 6.

[0112] The clevis 68 is a plate-shaped member provided on the top tube 62 of the body frame 60. The clevis 68 is configured to support the rod of the steering damper 73. In this manner, the steering damper 73 is provided to bridge the body frame 60 and the steering device 19 so as to limit the rotation of the steering device 19 relative to the body frame 60. In this manner, the steering damper 73 is connected to the steering device 19 and the body frame 60.

[0113] When the steering damper 73 expands, the steering angle of the steering device 19 changes to the right relative to the body frame 60. When the steering damper 73 expands, the steering angle of the front wheels 3 changes to the right. When the steering damper 73 contracts, the steering angle of the steering device 19 changes to the left relative to the body frame 60. When the steering damper 73 contracts, the steering angle of the front wheels 3 changes to the left.

[0114] 9. Steering damper configuration 14 shows a specific configuration of the steering damper 73 according to this example. The steering damper 73 includes a main tube 200, a first sub-tube 210, and a second sub-tube 220. At least one of the main tube 200, the first sub-tube 210, and the second sub-tube 220 is supported by the front fork 6.

[0115] The main tube 200 corresponds to a cylinder tube of the present invention. The main tube 200 has a cylindrical shape. The first sub-tube 210 has a cylindrical shape. The second sub-tube 220 has a cylindrical shape. The main tube 200 and the first sub-tube 210 are arranged in parallel to each other. The main tube 200 and the second sub-tube 220 are arranged in parallel to each other. Both ends of the main tube 200 are closed, and the inside is filled with hydraulic oil. Both ends of the first sub-tube 210 are closed, and the inside is filled with hydraulic oil. Both ends of the second sub-tube 220 are closed, and the inside is filled with hydraulic oil. The main tube 200 has a first chamber 201 and a second chamber 202 that store hydraulic oil. The main tube 200 is connected to the steering device 19 via a bracket 73a.

[0116] The piston 204 is installed inside the main tube 200. The piston 204 is a member that divides the inside of the main tube 200 into a first chamber 201 and a second chamber 202, and can move inside the main tube 200 in the extension direction of the main tube 200. This causes the sizes of the first chamber 201 and the second chamber 202 to change. Therefore, the main tube 200 includes the first chamber 201 and the second chamber 202 that are separated by the piston 204. The piston 204 is configured to move due to the hydraulic pressure inside the main tube 200.

[0117] The main shaft 207 is a member connected to the piston 204, and passes through the first chamber 201 and penetrates the closed end of the main tube 200. The main shaft 207 also passes through the second chamber 202 from the piston 204 and penetrates the closed end of the main tube 200. Therefore, the main shaft 207 is configured to protrude from both ends of the main tube 200. One end of the main shaft 207 is connected to a clevis 68 provided on the body frame 60. The main shaft 207 has a rod end 190 connected to the clevis 68. A pin 191 is inserted through a through hole of the rod end 190 and a through hole of the clevis 68. The rod end 190, the clevis 68, and the pin 191 constitute a freely rotatable joint. The main shaft 207 is integrated with the piston 204, and at least a tip end protrudes from one end of the main tube 200. The main shaft 207 is connected to the body frame 60 via the clevis 68.

[0118] The first sub-tube 210 has a third chamber 213 and a fourth chamber 214 that hold hydraulic oil. The third chamber 213 and the fourth chamber 214 are connected via a solenoid valve 230. The solenoid valve 230 has a solenoid 231 and a wall portion 217. The wall portion 217 is provided for the purpose of narrowing the inner diameter of the first sub-tube 210. The wall portion 217 has a cylindrical shape as a whole, and the hydraulic oil can pass through the hollow inside.

[0119] The solenoid 231 has a valve body 231a capable of closing the hollow inside the wall portion 217, and is configured to be able to adjust the passage of hydraulic oil by the valve body 231a protruding and retracting into the hollow of the wall portion 217. The restriction control unit 83 controls the solenoid 231 to cause the valve body 231a to protrude and retract.

[0120] The internal spaces of the main tube 200 and the first sub-tube 210 are connected to each other at two points. That is, a first passage 215 that connects the first chamber 201 and the third chamber 213 is provided between the main tube 200 and the first sub-tube 210. A second passage 216 that connects the second chamber 202 and the fourth chamber 214 is provided between the main tube 200 and the first sub-tube 210. The first passage 215, the third chamber 213, the fourth chamber 214, and the second passage 216 constitute a first passage through which the hydraulic oil passes. The first passage prohibits the hydraulic oil from flowing from the first chamber 201 to the second chamber 202, and allows the hydraulic oil to flow from the second chamber 202 to the first chamber 201.

[0121] The first passage does not always allow hydraulic oil to flow from the second chamber 202 to the first chamber 201. The solenoid valve 230 opens and closes the first passage. When the solenoid valve 230 is in a closed state, the first passage prohibits hydraulic oil from flowing from the second chamber 202 to the first chamber 201. When the solenoid valve 230 is in an open state, the first passage allows hydraulic oil to flow from the second chamber 202 to the first chamber 201. On the other hand, the first passage always prohibits hydraulic oil from flowing from the first chamber 201 to the second chamber 202. Regardless of whether the solenoid valve 230 is open or closed, the first passage prohibits hydraulic oil from flowing from the first chamber 201 to the second chamber 202. This is because the check valve 250 is provided in the first passage.

[0122] The steering damper 73 includes a check valve 250 provided in the first passage. The check valve 250 allows the hydraulic oil to flow from the second chamber 202 to the first chamber 201, and prohibits the hydraulic oil from flowing from the first chamber 201 to the second chamber 202. The check valve 250 is provided between the third chamber 213 and the solenoid valve 230. The check valve 250 allows the hydraulic oil to pass from the fourth chamber 214 to the third chamber 213. The check valve 250 prohibits the hydraulic oil from passing from the third chamber 213 to the fourth chamber 214.

[0123] The second sub-tube 220 has a fifth chamber 225 and a sixth chamber 226 that hold hydraulic oil. The fifth chamber 225 and the sixth chamber 226 are connected via a solenoid valve 240. The solenoid valve 240 has a solenoid 241 and a wall portion 227. The wall portion 227 is provided for the purpose of narrowing the inner diameter of the second sub-tube 220. The wall portion 227 has a cylindrical shape overall, and the hydraulic oil can pass through the hollow inside.

[0124] The solenoid 241 has a valve body 241a capable of closing the hollow inside the wall portion 227, and is configured to be able to adjust the passage of hydraulic oil by the valve body 241a protruding and retracting into the hollow of the wall portion 227. The restriction control unit 83 controls the solenoid 241 to cause the valve body 241a to protrude and retract.

[0125] The internal spaces of the main tube 200 and the second sub-tube 220 are connected to each other at two points. That is, a third passage 223 that connects the first chamber 201 to the fifth chamber 225 is provided between the main tube 200 and the second sub-tube 220. A fourth passage 224 that connects the second chamber 202 to the sixth chamber 226 is provided between the main tube 200 and the second sub-tube 220. The third passage 223, the fifth chamber 225, the sixth chamber 226, and the fourth passage 224 constitute a second passage through which the hydraulic oil passes. The second passage allows the hydraulic oil to flow from the first chamber 201 to the second chamber 202, and prohibits the hydraulic oil from flowing from the second chamber 202 to the first chamber 201.

[0126] The second passage does not always allow hydraulic oil to flow from the first chamber 201 to the second chamber 202. The solenoid valve 240 opens and closes the second passage. When the solenoid valve 240 is in a closed state, the second passage prohibits hydraulic oil from flowing from the first chamber 201 to the second chamber 202. When the solenoid valve 240 is in an open state, the second passage allows hydraulic oil to flow from the first chamber 201 to the second chamber 202. On the other hand, the second passage always prohibits hydraulic oil from flowing from the second chamber 202 to the first chamber 201. Regardless of whether the solenoid valve 240 is open or closed, the second passage prohibits hydraulic oil from flowing from the second chamber 202 to the first chamber 201. This is because the check valve 260 is provided in the second passage.

[0127] The steering damper 73 includes a check valve 260 provided in the second passage. The check valve 260 prohibits hydraulic oil from flowing from the second chamber 202 to the first chamber 201, and allows hydraulic oil to flow from the first chamber 201 to the second chamber 202. The check valve 260 is provided between the fifth chamber 225 and the solenoid valve 240. The check valve 260 allows hydraulic oil to pass from the fifth chamber 225 to the sixth chamber 226. The check valve 260 prohibits hydraulic oil from passing from the sixth chamber 226 to the fifth chamber 225.

[0128] 10. Steering damper operation Fig. 15 is a schematic diagram for explaining the operation of the steering damper 73 according to the second embodiment. As shown in Fig. 15, when the valve body 231a is in an open state, the hydraulic oil in the second chamber 202 reaches the first chamber 201 through the first passage. Specifically, the hydraulic oil in the second chamber 202 passes through the second passage 216 and the fourth chamber 214, the solenoid valve 230 and the check valve 250, the third chamber 213 and the first passage 215, and reaches the first chamber 201. However, the hydraulic oil in the first chamber 201 is blocked by the check valve 250 and does not reach the second chamber 202.

[0129] 15, the valve body 241a is in a closed state. Therefore, the solenoid valve 240 blocks the flow of hydraulic oil between the fifth chamber 225 and the sixth chamber 226. Therefore, the hydraulic oil in the first chamber 201 is blocked by the solenoid valve 240 and does not reach the second chamber 202.

[0130] 15, the second chamber 202 contracts and the first chamber 201 expands. The piston 204 and the main shaft 207 move in one direction relative to the main tube 200. The main shaft 207 protrudes from the main tube 200. The steering damper 73 extends.

[0131] The second chamber 202 is prohibited from expanding and the first chamber 201 is prohibited from contracting. Reverse movement of the piston 204 and main shaft 207 relative to the main tube 200 is prohibited. Retraction of the main shaft 207 into the main tube 200 is prohibited. Contraction of the steering damper 73 is prohibited.

[0132] 16, when the valve body 241a is in an open state, the hydraulic oil in the first chamber 201 reaches the second chamber 202 through the second passage. Specifically, the hydraulic oil in the first chamber 201 passes through the third passage 223 and the fifth chamber 225, the check valve 260 and the solenoid valve 240, the sixth chamber 226 and the fourth passage 224, and reaches the second chamber 202. However, the hydraulic oil in the second chamber 202 is blocked by the check valve 260 and does not reach the first chamber 201.

[0133] 16, the valve body 231a is in a closed state. Therefore, the solenoid valve 230 blocks the flow of hydraulic oil between the third chamber 213 and the fourth chamber 214. Therefore, the hydraulic oil in the second chamber 202 is blocked by the solenoid valve 230 and does not reach the first chamber 201.

[0134] 16, the first chamber 201 contracts and the second chamber 202 expands. The piston 204 and the main shaft 207 move in opposite directions relative to the main tube 200. The main shaft 207 retracts into the main tube 200. The steering damper 73 contracts.

[0135] The first chamber 201 is prohibited from expanding, and the second chamber 202 is prohibited from contracting. Movement of the piston 204 and the main shaft 207 in one direction relative to the main tube 200 is prohibited. Protrusion of the main shaft 207 from the main tube 200 is prohibited. Extension of the steering damper 73 is prohibited.

[0136] By selectively using these two types of control, the steering damper 73 limits the change in the steering angle of the front wheels 3 in the banking direction, and allows the change in the steering angle of the front wheels 3 in the direction opposite to the banking direction.

[0137] For example, in order to restrict the change in the steering angle of the front wheels 3 to the right and to permit the change in the steering angle of the front wheels 3 to the left, the steering damper 73 is controlled as shown in FIG. 15. That is, the valve body 231a is opened and the valve body 241a is closed. Then, the contraction of the steering damper 73 is prohibited and the extension of the steering damper 73 is permitted. When the contraction of the steering damper 73 is prohibited, the change in the steering angle of the steering device 19 to the right is prohibited by the steering damper 73. When the contraction of the steering damper 73 is prohibited, the change in the steering angle of the front wheels 3 to the right is prohibited by the steering damper 73. When the extension of the steering damper 73 is permitted, the change in the steering angle of the steering device 19 to the left is permitted. When the extension of the steering damper 73 is permitted, the change in the steering angle of the front wheels 3 to the left is permitted.

[0138] In addition, the right rotation of the steering device 19 can be weakened by setting the valve body 241a in a half-open state. When the valve body 241a is slightly opened, the passage of hydraulic oil is permitted slightly. At this time, the hydraulic oil can flow from the first chamber 201 to the second chamber 202, but the flow rate is lower than when the valve body 241a is in an open state. Therefore, the piston 204 and the main shaft 207 can only move slowly in one direction K1. In other words, when the steering device 19 rotates to the right, it receives a reaction force from the steering damper 73. Although the rotational force of the right rotation of the steering device 19 at this time is not completely eliminated, it is weakened by the steering damper 73. As a result, the steering angular velocity of the front wheels 3 to the right decreases. On the other hand, since the valve body 231a is in an open state, the left rotation of the steering device 19 is not restricted by the steering damper 73.

[0139] Also, for example, in the case where the change in the steering angle of the front wheels 3 to the left is restricted and the change in the steering angle of the front wheels 3 to the right is permitted, the steering damper 73 is controlled as shown in FIG. 16. That is, the valve body 231a is closed and the valve body 241a is opened. Then, the extension of the steering damper 73 is prohibited and the contraction of the steering damper 73 is permitted. When the extension of the steering damper 73 is prohibited, the change in the steering angle of the steering device 19 to the left is prohibited by the steering damper 73. When the extension of the steering damper 73 is prohibited, the change in the steering angle of the front wheels 3 to the left is prohibited by the steering damper 73. When the contraction of the steering damper 73 is permitted, the change in the steering angle of the steering device 19 to the right is permitted. When the contraction of the steering damper 73 is permitted, the change in the steering angle of the front wheels 3 to the right is permitted.

[0140] In addition, the valve body 231a can be half-opened to weaken the left rotation of the steering device 19. When the valve body 231a is slightly opened, the passage of hydraulic oil is slightly permitted. At this time, the hydraulic oil can flow from the second chamber 202 to the first chamber 201, but the flow rate is lower than when the valve body 231a is open. Therefore, the piston 204 and the main shaft 207 can only move slowly in the reverse direction K2. In other words, when the steering device 19 rotates left, it receives a reaction force from the steering damper 73. Although the rotational force of the left rotation of the steering device 19 at this time is not completely eliminated, it is weakened by the steering damper 73. As a result, the steering angular velocity of the front wheel 3 to the left decreases. On the other hand, since the valve body 241a is open, the right rotation of the steering device 19 is not restricted by the steering damper 73.

[0141] The restriction control unit 83 is configured to control the solenoid valve 230 and the solenoid valve 240. The solenoid valve 230 and the solenoid valve 240 correspond to the damping force adjusting unit of the present invention. The solenoid valve 230 and the solenoid valve 240 can adjust the hydraulic pressure that the piston 204 receives according to the control of the restriction control unit 83. The solenoid valve 230 is configured to open and close the first passage. The solenoid valve 240 is configured to open and close the second passage. The restriction control unit 83 closes the solenoid valve 230 or the solenoid valve 240 when the steering angular speed of the front wheels 3 in the bank direction becomes equal to or greater than a predetermined value, making it difficult for the piston 204 to move in one direction K1 or the reverse direction K2. Therefore, at this time, quick steering operation by the driver is restricted. Similarly, a sudden change in the steering angle of the front wheels 3 caused by a disturbance is also restricted. When a predetermined time has elapsed since the solenoid valve 230 or the solenoid valve 240 was closed, the solenoid valve 230 or the solenoid valve 240 is opened, and the steering damper 73 releases the restriction on the change in the steering angle of the front wheels 3. As a result, quick steering operations are permitted again.

[0142] As described above, when the restriction control unit 83 stops the change in the steering angle of the front wheels 3 in the bank direction, it controls the solenoid valves 230 and 240 to close one of the second passage and the first passage. When the restriction control unit 83 allows the steering angle of the front wheels 3 to change in the direction opposite to the bank direction, it controls the solenoid valves 230 and 240 to open the other of the second passage and the first passage.

[0143] The operation of the steering damper 73 can be explained using the flowchart shown in Fig. 9. The flowchart will be explained step by step below.

[0144] Step S11: First, the rider starts the engine 5 of the motorcycle 1. Then, the regulation control unit 83 is also started and starts a control operation. Then, the process proceeds to step S12.

[0145] Step S12: When the restriction control unit 83 is started, it starts controlling the solenoid valve 230 and the electronic valve 240 under the control for low-speed driving. Both the solenoid valve 230 and the electronic valve 240 are in an open state, making it easier for the piston 204 to move. Therefore, at this time, quick steering operation by the rider is permitted. The control for low-speed driving continues when the motorcycle 1 starts to move.

[0146] Step S13: The regulation control unit 83 judges whether or not the engine 5 has stopped. If the judgment is true, the process ends. If the judgment is false, the process proceeds to step S14.

[0147] Step S14: The regulation control unit 83 judges whether or not the vehicle speed is 40 km / h or more. If the judgment is true, the process proceeds to step S15. If the judgment is false, the process returns to step S12.

[0148] Step S15: The restriction control unit 83 starts controlling the solenoid valves 230 and 240 under the control for high speed driving. From this point on, the restriction control unit 83 starts opening and closing the solenoid valves 230 and 240 as necessary. Then, the process proceeds to step S16.

[0149] Step S16: The regulation control unit 83 judges whether the vehicle speed is less than 40 km / h. If the judgment is true, the process returns to step S12, and the control for low-speed driving is started again. If the judgment is false, the process returns to step S16.

[0150] 11. Effects of the Configuration of Example 2 The above-mentioned configuration includes a steering damper 73. The steering damper 73 includes a main tube 200, a piston 204, a main shaft 207, and solenoid valves 230 and 240. The solenoid valves 230 and 240 are capable of adjusting the hydraulic pressure that the piston 204 receives in response to control by the restriction control unit 83. With this configuration, the restriction unit can be configured using existing parts with high reliability.

[0151] 12. Variations The present invention is not limited to the above configuration, and can be modified as follows.

[0152] <Variation 1> In the above-described embodiment, the change in the steering angle of the front wheels 3 is detected by the steering angle velocity detection unit 82, but the present invention is not limited to this configuration. As shown in Fig. 17, the acceleration of the steering angle may be detected by an acceleration sensor 84 instead of the steering angle velocity detection unit 82. The acceleration sensor 84 is a sensor that detects the acceleration of the steering angle of the front wheels 3. The acceleration sensor 84 corresponds to the first detection unit of the present invention.

[0153] In the first modification, the predetermined value is greater than the upper limit of the acceleration of the steering angle of the front wheel 3 due to self-steering when the motorcycle 1 turns a curve. The regulation control unit 83 determines that the detected value is greater than the predetermined value when the average value of the acceleration of the steering angle of the front wheel 3 for a predetermined period is equal to or greater than the predetermined value. The predetermined period is equal to or less than 0.1 seconds or equal to or less than 0.2 seconds.

[0154] Even with the first modification, the period during which the detection value is equal to or greater than the predetermined value is not long. The period during which the detection value is equal to or greater than the predetermined value is short. Therefore, the configuration of the first modification is advantageous in realizing an appropriate posture of the motorcycle 1 even if the detection value becomes equal to or greater than the predetermined value.

[0155] <Variation 2> In the above-described embodiment, the change in the steering angle of the front wheel 3 is detected by the steering angle velocity detection unit 82, but the present invention is not limited to this configuration. As shown in FIG. 18, the change in the steering angle may be detected by a torque sensor 85 that detects the steering torque applied to the handle stem 24. The torque sensor 85 detects the twist between the first end and the second end of the handle stem 24. The first end of the handle stem 24 is connected to the front fork 6. The second end of the handle stem 24 is connected to the handle 20. The torque sensor 85 is a sensor that detects the steering torque at the front wheel 3. The torque sensor 85 is a magnetostrictive sensor that detects the twist of the steering device 19. The torque sensor 85 corresponds to the first detection unit of the present invention.

[0156] According to the configuration of the second modified example, the steering device 19 includes the front fork 6, the handle stem 24, and the handle 20. The torque sensor 85 detects the torque acting on the handle stem 24 and rotating around the handle stem 24.

[0157] In the second modification, the predetermined value is greater than an upper limit of the steering torque of the front wheel 3 due to self-steering when the motorcycle 1 turns a curve. The restriction control unit 83 determines that the detected value is greater than the predetermined value when the average value of the steering torque of the front wheel 3 for a predetermined period is equal to or greater than the predetermined value. The predetermined period is equal to or less than 0.1 seconds, or equal to or less than 0.2 seconds.

[0158] Even with the second modification, the period during which the detection value is equal to or greater than the predetermined value is not long. The period during which the detection value is equal to or greater than the predetermined value is short. Therefore, the second modification is advantageous in realizing an appropriate posture of the motorcycle 1 even if the detection value becomes equal to or greater than the predetermined value.

[0159] The first detection unit is a torque sensor that detects the twist of the steering device. With this configuration, the first detection unit can be configured with a small number of parts.

[0160] The torque sensor 85 reliably detects a change in the relative position between the front fork 6 and the handlebar 20 by the twist of the handlebar stem 24. Therefore, the torque sensor 85 can reliably detect the torque input to the steering device 19.

[0161] <Variation 3> In the above-described first embodiment, the regulating device 32 includes the motor 71, but the present invention is not limited to this configuration. As shown in Fig. 19, the regulating device 32 may include a drum brake 74. The drum brake 74 is provided on the head pipe 61, and can brake the rotation of the stem shaft 23 passing through the hollow of the head pipe 61. The regulation control unit 83 operates the drum brake 74 as necessary to limit the change in the steering angle of the front wheel 3.

[0162] <Modification 4> In the above-described second embodiment, the main tube 200 is connected to the steering device 19, and the main shaft 207 is connected to the vehicle body frame 60. However, the connection between the steering damper 73, the steering device 19, and the vehicle body frame 60 is not limited to this. For example, the main tube 200 may be connected to the vehicle body frame 60, and the main shaft 207 may be connected to the steering device 19.

[0163] <Variation 5> Although the present invention relates to the motorcycle 1, the present invention is not limited to this configuration. The present invention can also be applied to other straddle-type vehicles. For example, the number of rear wheels 4 is one. The number of rear wheels 4 is not limited to this. The number of rear wheels 4 may be two. [Explanation of symbols]

[0164] 1. Motorcycles 3 Front wheel 4 Rear Wheel 5 Engine 6 Front fork 13 Stem bearing 14 Spline bearing part 16 Clamp section 19 Steering device 20 Handle 21 Top bridge 22 Bottom Bridge 23 Stem shaft 23a Driven gear 24 Handle stem 25 Handlebar mount stay 31 Handlebar mount 32 Regulatory device 53 seats 54 Grip 60 Body frame 61 Head pipe 62 Top tube 63 Downtube 64 Seat rail 66 Bearings 67 Connecting member 68 Clevis 70 Gyro sensor 71 Motor 71a Drive gear 72 Steering damper 72a Bracket 73 Steering damper 74 Drum brake 81 Vehicle speed detection unit 82 Steering angle speed detector 83 Regulatory Control Section 84 Acceleration Sensor 85 Torque Sensor 190 Lot End 191 Pin 200 Main Tube 201 First Chamber 202 Second Chamber 204 Piston 207 Main shaft 210 1st sub-tube 213 Chamber 3 214 4th Chamber 215 First Passage 216 Second Passage 217 Wall 220 Second sub-tube 223 Third Passage 224 Fourth Passage 225 5th Chamber 226 Chamber 6 227 Wall 230 Solenoid valve 231 Solenoid 213a Valve body 240 Solenoid valve 241 Solenoid 243a Valve body A1 Rotational Axis Y Width direction

Claims

1. The vehicle frame, a steering device rotatably supported by the vehicle body frame; front wheels that are steered by the steering device to change their steering angle; a first detection unit that detects at least one of a steering angular velocity of the front wheels, an acceleration of the steering angle of the front wheels, and a steering torque of the front wheels; a posture detection unit for detecting a bank direction of the saddle riding type vehicle; a restricting portion capable of restricting a change in the steering angle of the front wheels; a control unit that controls the regulating unit to restrict a change in the steering angle of the front wheels in the bank direction when the detection value of the first detection unit is equal to or greater than a predetermined value. Saddle-type vehicle.

2. The saddle type vehicle according to claim 1, When the detection value of the first detection portion is equal to or greater than the predetermined value, the control portion causes the regulation portion to allow the steering angle of the front wheels to change in a direction opposite to the bank direction. Saddle-type vehicle.

3. The saddle type vehicle according to claim 1, When the detection value of the first detection unit is less than the predetermined value, the control unit causes the regulation unit to allow the steering angle of the front wheels to change. Saddle-type vehicle.

4. The saddle type vehicle according to claim 1, when the saddle riding type vehicle is traveling straight and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit causes the regulation unit to allow the steering angle of the front wheels to change; when the saddle riding type vehicle is turning a curve and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit controls the regulation unit to regulate a change in the steering angle of the front wheels in the bank direction. Saddle-type vehicle.

5. The saddle type vehicle according to claim 4, when the saddle riding type vehicle is turning a curve and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit causes the regulation unit to allow the steering angle of the front wheels to change in a direction opposite to the bank direction. Saddle-type vehicle.

6. The saddle type vehicle according to claim 1, a speed detection unit for detecting a speed of the saddle riding type vehicle, When the speed detected by the speed detection unit is a low speed and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit causes the regulating unit to allow the steering angle of the front wheels to change, when the speed detected by the speed detection unit is high and the detection value of the first detection unit is equal to or greater than the predetermined value, the control unit controls the regulating unit to restrict a change in the steering angle of the front wheels in the bank direction. Saddle-type vehicle.

7. The saddle type vehicle according to claim 1, the predetermined value is greater than an upper limit of a steering angular speed of the front wheels due to self-steering when the saddle riding type vehicle turns a curve. the predetermined value is greater than an upper limit of acceleration of the steering angle of the front wheels due to self-steering when the saddle riding type vehicle is turning a curve, or the predetermined value is greater than an upper limit value of a steering torque applied to the front wheels by self-steering when the saddle riding type vehicle is turning a curve. Saddle-type vehicle.

8. The saddle type vehicle according to claim 7, a steering angular velocity of the front wheels due to the self-steering, an acceleration of the steering angle of the front wheels due to the self-steering, or a steering torque of the front wheels due to the self-steering depends on an angular velocity of a bank angle of the saddle riding type vehicle. Saddle-type vehicle.

9. The saddle type vehicle according to claim 1, the control unit causes the regulating unit to restrict a change in the steering angle of the front wheels in the bank direction when an angular velocity of a bank angle of the saddle riding type vehicle is 50 deg / s. Saddle-type vehicle.

10. The saddle type vehicle according to claim 1, the control unit causes the regulating unit to allow the steering angle of the front wheels to change when an angular velocity of a bank angle of the saddle riding type vehicle is 10 deg / s. Saddle-type vehicle.

11. The saddle type vehicle according to claim 1, The first detection unit detects a rotation of the steering device relative to the vehicle body frame. Saddle-type vehicle.

12. The saddle type vehicle according to claim 1, The first detection unit is a torque sensor that detects a twist of the steering device. Saddle-type vehicle.

13. The saddle type vehicle according to claim 1, The restricting portion restricts rotation of the steering device relative to the vehicle body frame. Saddle-type vehicle.

14. The saddle type vehicle according to claim 1, The regulating portion is a braking mechanism that applies a braking force to brake the rotation of the steering device relative to the vehicle body frame; Saddle-type vehicle.

15. The saddle type vehicle according to claim 1, the restriction portion is a steering damper that resists rotation of the steering device relative to the vehicle body frame, The steering damper comprises: A cylinder tube; a piston that is moved by the hydraulic pressure in the cylinder tube; a main shaft that is integrated with the piston and has at least a tip that protrudes from one end of the cylinder tube; a damping force adjusting unit capable of adjusting the hydraulic pressure received by the piston in response to control by the restricting unit, Saddle-type vehicle.

Images