Saddle-type vehicle

Abstract

The invention relates to a straddle type vehicle. A saddled vehicle (1) is provided with a vehicle body frame (60), a steering device (19), front wheels (3), a steering angular velocity detection means (82), a restriction device (32), and a restriction control means (83). Wherein the steering device (19) is rotatably supported by the vehicle body frame (60); the front wheel (3) is steered by the steering device (19); the steering angle of the front wheel (3) changes when the front wheel (3) is steered by the steering device (19); a steering angular velocity detection unit (82) that detects the steering angular velocity of the front wheel (3); the limiting device (32) limits the change of the steering angle of the front wheel (3); a restriction control means (83) controls the restriction device (32) on the basis of the detection result of the steering angular velocity detection means (82).

Description

Technical Field

[0001] The present invention relates to a straddle-type vehicle. Background Art

[0002] The straddle-type vehicle described in JP 2013-60187A 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. Based on the result detected by the steering angle sensor, the control device controls the steering torque generated by the actuator.

[0003] JP 2013-60187A

[0004] In a conventional straddle-type vehicle, a control device controls the steering torque based on the steering angle. Therefore, it may be difficult to appropriately maintain the posture of the straddle-type vehicle. Summary of the invention

[0005] The present invention has been made in view of such circumstances, and an object of the present invention is to provide a straddle-type vehicle with control that facilitates achieving an appropriate posture of the straddle-type vehicle.

[0006] In order to solve the above-mentioned problems, the present invention has the following configuration.

[0007] That is, the present invention is a straddle-type vehicle comprising:

[0008] Vehicle frame;

[0009] a steering device rotatably supported by the vehicle body frame;

[0010] the front wheels, which are steered by the steering device and change the steering angle of the steering device,

[0011] a first detection unit that detects at least any 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;

[0012] a limiting unit capable of limiting a change in a steering angle of the front wheels; and

[0013] The control unit causes the limiting unit to limit the change of the steering angle of the front wheels when the value detected by the first detecting unit is equal to or greater than a predetermined value.

[0014] The straddle-type vehicle includes a body frame, a steering device, a front wheel, a first detection unit, a limiting unit, and a control unit. The steering device is rotatably supported by 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 angular velocity of the front wheel, the acceleration of the steering angle of the front wheel, or the steering torque of the front wheel. The limiting unit limits the change of the steering angle of the front wheel. The control unit controls the limiting unit based on the result detected by the first detection unit.

[0015] Specifically, when the value detected by the first detection unit is equal to or greater than a predetermined value, the control unit causes the limiting unit to limit the change in the steering angle of the front wheel. In other words, when the detection value reaches or exceeds the predetermined value, the limiting unit reduces the steering angular velocity. The period during which the detection value reaches or exceeds the predetermined value is not a long period. The period during which the detection value is equal to or greater than the predetermined value is short. Therefore, even if the detection value reaches or exceeds the predetermined value, it is conducive to achieving an appropriate posture of the straddle-type vehicle.

[0016] In the above-mentioned straddle-type vehicle,

[0017] When the value detected by the first detection unit is smaller than a predetermined value, the control unit preferably causes the restriction unit to allow the steering angle of the front wheels to be changed.

[0018] In the above configuration, when the value detected by the first detection unit is less than a predetermined value, the control unit causes the restriction unit to allow the steering angle of the front wheels to change. When the value detected by the first detection unit is less than a predetermined value, the control unit does not cause the restriction unit to restrict the steering angle change of the front wheels. With such a configuration, the driver can operate the steering device at a desired steering angle speed.

[0019] In the above-mentioned straddle-type vehicle,

[0020] When the straddle-type vehicle is traveling straight and the value detected by the first detection unit is equal to or greater than a predetermined value, the control unit preferably causes the restriction unit to allow the steering angle of the front wheels to be changed, and

[0021] When the straddle-type vehicle turns on a curve and the value detected by the first detection unit is equal to or greater than a predetermined value, the control unit preferably causes the restriction unit to restrict a change in the steering angle of the front wheels.

[0022] In the above configuration, when the straddle-type vehicle travels straight, the steering angle of the front wheels is allowed to change. With this configuration, the driver can freely operate the steering device.

[0023] In the above-mentioned straddle-type vehicle,

[0024] Also included is a speed detection unit that detects the speed of the straddle-type vehicle,

[0025] When the speed detected by the speed detection unit is high and the value detected by the first detection unit is equal to or greater than a predetermined value, the control unit preferably causes the restriction unit to restrict the change in the steering angle of the front wheels, and

[0026] The control unit preferably causes the restriction unit to allow the steering angle of the front wheels to be changed when the speed detected by the speed detection unit is low and the value detected by the first detection unit is equal to or greater than a predetermined value.

[0027] In the above configuration, when the speed (travel speed) of the straddle-type vehicle is low, the steering angle of the front wheels is allowed to change. With this configuration, the driver can freely operate the steering device.

[0028] In the above-mentioned straddle-type vehicle,

[0029] When the speed of the straddle-type vehicle is 40 km / h, the control unit preferably operates on the assumption that the speed of the straddle-type vehicle is high.

[0030] In the above configuration, for example, when the speed of the straddle-type vehicle (travel speed) is 40 km / h or less, the steering angle of the front wheels is allowed to change. With such a configuration, the driver can freely operate the steering device.

[0031] In the above-mentioned straddle-type vehicle,

[0032] The predetermined value is preferably greater than an upper limit value of the steering angular velocity of the front wheels having self-steering when the straddle-type vehicle turns on a curve.

[0033] The predetermined value is preferably greater than an upper limit value of the acceleration of the steering angle of the front wheels having self-steering when the straddle-type vehicle turns on a curve, or

[0034] The predetermined value is preferably larger than an upper limit value of the steering torque of the front wheels having self-steering when the straddle-type vehicle turns on a curve.

[0035] In the above configuration, the predetermined value is greater than the steering angular velocity of the front wheel with self-steering, the acceleration of the steering angle at the front wheel with self-steering, or the steering torque at the front wheel with self-steering, which is generated when the straddle-type vehicle turns. With this configuration, the change in the steering angle of the front wheel due to the self-steering is not affected by the control unit. The change in the steering angle of the front wheel due to the self-steering is not restricted.

[0036] In the above-mentioned straddle-type vehicle,

[0037] When the average value of the steering angular velocity of the front wheels during a predetermined period is equal to or greater than a predetermined value, when the average value of the acceleration of the steering angle of the front wheels during a predetermined period is equal to or greater than a predetermined value, or when the average value of the steering torque of the front wheels during a predetermined period is equal to or greater than a predetermined value,

[0038] The control unit preferably determines that the detected value is greater than a predetermined value, and

[0039] The predetermined period is preferably 0.2 seconds or less.

[0040] In the above configuration, when the average value of the steering angular velocity of the front wheels, the average value of the acceleration of the steering angle of the front wheels, or the average value of the steering torque of the front wheels during a predetermined period of 0.2 or less is equal to or greater than a predetermined value, the control unit determines that the detection value is greater than the predetermined value and restricts the front wheel steering angle from changing. With this configuration, even if an unexpected disturbance is input, it is advantageous to achieve a stable posture of the straddle-type vehicle.

[0041] In the above-mentioned straddle-type vehicle,

[0042] The first detection unit preferably detects a rotation of the steering device relative to the vehicle body frame.

[0043] According to the above configuration, the first detection unit detects the steering angular velocity of the front wheels or the acceleration at the steering angle of the front wheels by detecting the relative rotation amount of the steering device relative to the vehicle body frame. According to such a configuration, the steering angular velocity of the front wheels can be reliably detected.

[0044] In the above-mentioned straddle-type vehicle,

[0045] The first detection unit is preferably a torque sensor which detects a torsion of the steering device.

[0046] According to the above configuration, the first detection unit is a torque sensor that detects the twist of the steering device and detects the steering torque of the front wheels. According to such a configuration, the first detection unit can be constructed with a small number of components.

[0047] In the above-mentioned straddle-type vehicle,

[0048] The steering device preferably comprises

[0049] The front fork, which supports the front wheel,

[0050] an axle member connected to the front fork,

[0051] a handlebar coupled to the shaft member, and

[0052] The torque sensor detects torque around the shaft member, the torque being applied to the shaft member.

[0053] According to the above configuration, the steering device includes a front fork, a shaft member and a handlebar, and the torque sensor detects torque around the shaft member, which is applied to the shaft member. With this configuration, a change in the relative position between the front fork and the handlebar can be reliably detected by torsion of the shaft member, and the torque input to the steering device can be reliably detected.

[0054] (Claim 11: The limiting unit (EPS / damper) acts on the steering device)

[0055] In the above-mentioned straddle-type vehicle,

[0056] The restriction unit preferably restricts rotation of the steering device relative to the vehicle body frame.

[0057] According to the above configuration, the restriction unit restricts the rotation of the steering device relative to the vehicle body frame. With this configuration, the restriction unit easily restricts the change in the steering angle of the front wheels.

[0058] In the above-mentioned straddle-type vehicle,

[0059] The restriction unit preferably comprises

[0060] A brake mechanism applies a braking force to brake the rotation of the steering device relative to the vehicle body frame.

[0061] According to the above configuration, the limiting unit includes a braking mechanism. The braking mechanism applies a braking force that brakes the rotation of the steering device relative to the vehicle body frame. With this configuration, since the limiting unit can actively limit the rotation of the steering device, a straddle-type vehicle that can more reliably limit the change in the steering angle of the front wheels can be provided.

[0062] In the above-mentioned straddle-type vehicle,

[0063] The braking mechanism preferably includes

[0064] an actuator, which generates the braking force, and

[0065] Transmission mechanism, which transmits the braking force from the actuator to the steering device.

[0066] According to the above configuration, the brake mechanism includes the actuator and the transmission mechanism that transmits the braking force of the actuator to the steering device. With this configuration, the brake mechanism can easily apply the braking force to the steering device.

[0067] In the above-mentioned straddle-type vehicle,

[0068] The limiting unit is preferably a steering damper that resists rotation of the steering device relative to the vehicle body frame, and

[0069] The steering damper preferably comprises

[0070] Cylinder,

[0071] The piston is moved by hydraulic pressure in the cylinder.

[0072] a main shaft integrated with the piston, wherein at least a distal end of the main shaft protrudes from one end of the cylinder, and

[0073] A damping force adjustment unit is capable of adjusting the hydraulic pressure experienced by the piston according to the control of the control unit.

[0074] According to the above configuration, the limiting unit is a steering damper. The steering damper includes a cylinder, a piston, a spindle, and a damping force adjustment unit, and the damping force adjustment unit can adjust the hydraulic pressure to which the piston is subjected according to the control of the control unit. With this configuration, the limiting unit can be constructed by using existing components with high reliability.

[0075] In the above-mentioned straddle-type vehicle,

[0076] The piston is preferably mounted in the cylinder.

[0077] The cylinder preferably comprises a first chamber and a second chamber separated by a piston,

[0078] The first chamber preferably stores hydraulic oil,

[0079] The second chamber preferably stores hydraulic oil,

[0080] The steering damper preferably has a first passage connecting the first chamber and the second chamber.

[0081] The damping force adjustment unit preferably opens and closes the first passage,

[0082] When the limiting unit limits the change of the front wheel steering angle, the damping force adjustment unit preferably closes the first passage, and

[0083] The damping force adjustment unit preferably opens the first passage when the restriction unit allows a change in the front wheel steering angle.

[0084] According to the above configuration, the cylinder includes a first chamber and a second chamber separated by a piston, and the first chamber and the second chamber store hydraulic oil. The first passage is connected to the first chamber and the second chamber. The damping force adjustment unit opens and closes the first passage. When the restriction unit restricts the change of the front wheel steering angle, the damping force adjustment unit closes the first passage. When the restriction unit allows the change of the front wheel steering angle, the damping force adjustment unit opens the first passage. With this configuration, the restriction unit can be constructed using existing components with high reliability.

[0085] According to the above configuration, the restriction unit can more reliably restrict the front wheel steering angle change.

[0086] The straddle-type vehicle of the present invention is advantageous in achieving a proper posture. BRIEF DESCRIPTION OF THE DRAWINGS

[0087] Figure 1 is a top view for describing the overall structure of a two-wheeled motor vehicle according to a first embodiment;

[0088] Figure 2 is a left side view for describing a vehicle body frame according to the first embodiment;

[0089] Figure 3is a front view for describing a steering device according to a first embodiment;

[0090] Figure 4 is a top view for describing an upper bridge according to a first embodiment;

[0091] Figure 5 is a perspective view for describing a steering device according to a first embodiment;

[0092] Figure 6 is a schematic diagram for describing the operation of the restriction device according to the first embodiment;

[0093] Figure 7 is a schematic diagram for describing the operation of the restriction device according to the first embodiment;

[0094] Figure 8 is a schematic diagram for describing the operation of the restriction device according to the first embodiment;

[0095] Fig. 9 is a flowchart for describing the operation of the restriction device according to the first embodiment;

[0096] Fig. 10A and Fig. 10B are schematic diagrams for describing the effects of the two-wheeled motor vehicle according to the first embodiment;

[0097] Fig.11A and Fig. 11B are schematic diagrams for describing the effects of the two-wheeled motor vehicle according to the first embodiment;

[0098] Fig. 12A and Fig. 12B are schematic diagrams for describing the effects of the two-wheeled motor vehicle according to the first embodiment;

[0099] Fig.13 is a perspective view for describing a steering device according to a second embodiment;

[0100] Fig.14 is a sectional view for describing the configuration of a steering damper according to a second embodiment;

[0101] Fig.15 is a schematic diagram for describing the operation of the steering damper according to the second embodiment;

[0102] Fig.16 is a schematic diagram for describing the operation of the steering damper according to the second embodiment;

[0103] Fig.17 is a sectional view for describing the configuration of a steering damper according to a third embodiment;

[0104] Fig.18is a schematic diagram for describing the operation of the steering damper according to the third embodiment;

[0105] Fig.19 is a schematic diagram for describing the operation of the steering damper according to the third embodiment;

[0106] Fig. 20 is a perspective view for describing a modified example of the present invention;

[0107] Fig.21 is a perspective view for describing a modified example of the present invention; and

[0108] Fig. 22 It is a perspective view for describing a modified example of the present invention. DETAILED DESCRIPTION

[0109] Each embodiment of the present invention will be described in detail below with reference to the drawings. The vehicle of the present invention is a straddle-type vehicle and includes, for example, an internal combustion engine as a power source. The straddle-type vehicle according to each embodiment includes a vehicle body frame, front wheels, and rear wheels.

[0110] First embodiment

[0111] 1. Overall structure

[0112] The first embodiment of the present invention will be described in detail below with reference to the accompanying drawings. The vehicle of the first embodiment is an example of a straddle-type vehicle (road vehicle) including front wheels and rear wheels. Figure 1 As shown, the two-wheeled vehicle 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. In addition, the two-wheeled vehicle 1 according to the first embodiment includes a front fork 6 that supports the front wheel 3 and a handlebar 20 for rotating the front fork 6. In order to ride on the two-wheeled vehicle 1, the driver sits on the seat 53 while holding a grip 54 that is located at the end of the handlebar 20 and straddles the two-wheeled vehicle 1. When the driver operates the handlebar 20 in this state, the steering device 19 including the front fork 6 and the like rotates, and the steering angle of the front wheel 3 changes.

[0113] Notice, Figure 1 The reference symbol F in FIG. 1 represents the front of the vehicle, and the reference symbol Re represents the rear of the vehicle. Figure 1 , reference numeral U represents the upward direction of the vehicle, and reference numeral D represents the downward direction of the vehicle. The width direction Y is a direction orthogonal 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 reference to the driver. In the following drawings, these reference numerals are also appropriately indicated to clarify the direction of each member installed in the two-wheeled motor vehicle 1. Note that the front-rear direction of the vehicle will be described based on the vehicle body frame 60. Therefore, the front-rear direction of the vehicle will not change according to the driver's operation of the steering device 19.

[0114] 2. Body frame

[0115] Figure 2 The vehicle body frame 60 of the first embodiment is described. The vehicle body frame 60 is configured to be equipped with the engine 5 and the like, and is formed of a plurality of pipes that are combined to form a frame of the two-wheeled vehicle 1. The two-wheeled vehicle 1 is configured by integrating the steering device 19, the front wheel 3, the rear wheel 4, etc. into the vehicle body frame 60. The vehicle body frame 60 includes a head pipe 61, an upper pipe 62, a down pipe 63, and a seat frame 64. The head pipe 61 rotatably supports the steering device 19. The upper pipe 62 is a support pipe connected to the seat frame 64. The seat frame 64 is located below the seat 53 and is configured to support the weight of the driver.

[0116] The seat frame 64 supports a gyro sensor 70. The gyro sensor 70 is a three-axis sensor that detects the degree of inclination of the vehicle (body frame 60) 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.

[0117] 3. Steering device

[0118] Figure 3 The steering device 19 of the first embodiment is described. The steering device 19 is configured 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 mainly includes a handlebar 20, an upper bridge 21, a lower bridge 22, and two front forks 6. The handlebar 20 is a rod-shaped member extending in the width direction Y and including a grip 54 at both ends thereof to be gripped by a driver. The upper bridge 21 is located below the handlebar 20 and is configured to support the front forks 6. The lower bridge 22 is located below the upper bridge 21 and is configured to support the front forks 6. The two front forks 6 are parallel to each other and rotatably support the front wheel 3. One front fork 6 is provided on the right side of the front wheel 3, and the other front fork 6 is provided on the left side of the front wheel 3.

[0119] Figure 4 The upper bridge 21 is described. The upper bridge 21 is a plate-like member extending in the width direction Y, and includes a plurality of through holes. The rod support portion 13 is located at the central portion of the upper bridge 21 in the width direction Y and has a circular through hole. When the steering device 19 rotates, the center of the through hole coincides with the rotation axis A1 used as a reference. The spline support portion 14 is located in front of the rod support portion 13 and has a through hole provided with a spline groove. The handlebar rod 24 is inserted into the through hole. Therefore, the upper bridge 21 and the handlebar rod 24 are firmly combined together. The handlebar rod 24 will be described later. The clamps 16 are located at both ends of the upper bridge 21 in the width direction Y, and each front fork 6 is inserted through the clamps 16. The lower bridge 22 has a configuration similar to that of the upper bridge 21, except that the spline support portion 14 is omitted.

[0120] Figure 5 1 is a perspective view for describing the overall configuration of the steering device 19. The handlebar stem 24 corresponds to the shaft member of the present invention. The handlebar stem 24 is a member extending in parallel with the front fork 6, and a handlebar mounting bracket 25 is mounted at the end thereof. The handlebar stem 24 is coupled to the front fork 6 through the upper bridge 21 and the lower bridge 22. The handlebar mounting bracket 25 holds two handlebar mounting seats 31 that hold the handlebar 20. Each handlebar mounting seat 31 has a clamp through which the handlebar 20 is inserted. The handlebar 20 is fixed to the handlebar mounting bracket 25 by the clamp. Therefore, the handlebar 20 is coupled to the handlebar stem 24. The handlebar stem 24 is orthogonal to the handlebar 20.

[0121] The rod shaft 23 is a columnar member, one end of which is fixed to the upper bridge 21 and the other end of which is fixed to the lower bridge 22. The rod shaft 23 is inserted through the head pipe 61 having a cylindrical shape, and couples the steering device 19 and the vehicle body frame 60. The head pipe 61 is provided with a bearing 66 of the rod shaft 23, and the head pipe 61 rotatably supports the rod shaft 23 through the bearing 66. The rod shaft 23 is parallel to the front fork 6 and is concentric with the rotation axis A1 of the steering device 19.

[0122] In this way, according to the configuration of the present embodiment, the steering device 19 is configured by integrating and integrating the handlebar 20, the handlebar mount 31, the handlebar mount bracket 25, the handlebar stem 24, the upper bridge 21, the lower bridge 22, the stem shaft 23, and the front fork 6. The steering device 19 is coupled to the vehicle body frame 60 through the head pipe 61, and can rotate relative to the vehicle body frame 60 about the rotation axis A1.

[0123] 4. Restraining devices

[0124] Figure 5 A limiting device 32 that limits the rotation of the steering device 19 is also described. The limiting device 32 corresponds to the limiting unit of the present invention. The limiting device 32 is configured to limit the rotation of the steering device 19 relative to the vehicle body frame 60. The limiting device 32 includes a motor 71, a drive gear 71a, and a driven gear 23a. The motor 71 can limit the change of the steering angle of the front wheel 3. The motor 71, the drive 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 vehicle body frame 60. The motor 71 is configured to generate a braking force and corresponds to the actuator of the present invention. The drive gear 71a and the driven gear 23a are configured to transmit the braking force from the motor 71 to the steering device 19, and correspond to the transmission mechanism of the present invention.

[0125] The motor 71 can rotate left and right, and its output shaft is parallel to the rod 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 rod shaft 23. When the rotation of the steering device 19 is restricted by the restriction device 32, the motor 71 rotates in the 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 body of the motor 71. Therefore, the body of the motor 71 is supported by the vehicle body frame 60.

[0126] 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 vehicle body frame 60. The steering angular velocity detection unit 82 may include, but is not particularly limited to, for example, 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 time change of the steering angle. The steering angular velocity detection unit 82 detects the steering angular velocity of the front wheel 3 by detecting the rotation speed and the rotation direction of the steering device 19 relative to the vehicle body frame 60. In the present embodiment, the steering angular velocity of the front wheel refers to the rotation speed of the front wheel 3 around the rod shaft 23. Generally, the steering angular velocity of the steering device 19 is consistent with the steering angular velocity of the front wheel. In the present embodiment, the steering direction of the front wheel refers to the steering of the front wheel 3 around the rod shaft 23. Generally, the steering direction of the steering device 19 is consistent with the steering direction of the front wheel 3.

[0127] The restriction control unit 83 corresponds to the control unit of the present invention. The restriction control unit 83 may be implemented by, for example, a central processing unit (CPU). When the restriction control unit 83 restricts the change of the steering angle of the front wheel 3 through the motor 71, the restriction control unit 83 controls the motor 71 so as to input a force to the rod shaft 23 in a direction opposite to the direction of the front wheel 3. That is, when the motor 71 inputs a force to the rod shaft 23, the force is applied to the steering device 19 integrated with the rod shaft 23. In this way, the change of the steering angle of the front wheel 3 is restricted. For example, "restricting the change of the steering angle of the front wheel 3" may mean completely stopping the change of the steering angle of the front wheel 3. Or, "restricting the change of the steering angle of the front wheel 3" may mean reducing the change of the steering angle of the front wheel 3. Specifically, the restriction control unit 83 may control the motor 71 so as to input a reaction force to the rod shaft 23 that resists the change of the steering angle of the front wheel 3. The direction of the reaction force is opposite to the steering direction of the front wheel 3. The reaction force may be large enough to completely stop the change of the steering angle of the front wheel 3. Alternatively, the reaction force may be relatively small, and the change in the steering angle of the front wheel 3 may not be completely prohibited. At this time, the restriction control unit 83 may control the motor 71 to input a force to the lever shaft 23 in the opposite direction to completely prevent the rotation of the front wheel 3. In addition, the restriction control unit 83 may not completely prohibit the rotation of the front wheel 3, for example, the motor 71 may be controlled so that the rotation of the front wheel 3 is gradually prevented as the front wheel 3 rotates. Alternatively, the motor 71 may be controlled so that the rotation of the front wheel 3 is prevented with the same reaction force as the front wheel 3 rotates.

[0128] The restriction control unit 83 is a control unit that, when the steering angular velocity detected by the steering angular velocity detection unit 82 is equal to or greater than a predetermined value, causes the motor 71 to limit the change in the steering angle of the front wheels 3. When the steering angular velocity detected by the steering angular velocity detection unit 82 is less than the predetermined value, the restriction control unit 83 causes the motor 71 to allow the steering angle of the front wheels 3 to change.

[0129] When the average value of the steering angular velocity of the front wheels 3 during a predetermined period is equal to or greater than a predetermined value, the restriction control unit 83 determines that the detection value is greater than a predetermined value. The predetermined period is 0.1 seconds or less or 0.2 seconds or less.

[0130] The predetermined value is a value referred to when the restriction control unit 83 determines whether to allow the steering angle change of the front wheels 3, as described above. That is, when the change in the steering angle is greater than the predetermined value, the restriction control unit 83 restricts the steering angle change of the front wheels 3.

[0131] Incidentally, when the two-wheeled vehicle 1 is about to turn, the driver tilts the vehicle body. When the driver tilts the vehicle body while driving on a curve, the angular velocity of the tilt angle is generally 10 deg / s or less. When the tilt angle changes, the steering angle of the steering device 19 changes by self-steering. Incidentally, the change in the steering angle caused by self-steering increases as the angular velocity of the tilt angle of the vehicle body increases.

[0132] Therefore, the predetermined value is set to a value greater than the general steering angular velocity of the steering device 19 when the two-wheeled vehicle 1 is traveling. That is, the predetermined value is set to a value greater than the upper limit value of the steering angular velocity of the front wheels 3 with self-steering when the two-wheeled vehicle 1 turns on a curve. Specifically, the predetermined value is greater than the steering angular velocity of the front wheels 3 with self-steering when the angular velocity of the tilt angle of the two-wheeled vehicle 1 is 10 deg / s (10 degrees per second). With this configuration, the two-wheeled vehicle 1 can properly travel on a curve.

[0133] In the case of the present embodiment, when the driver merely tilts the vehicle body to travel on a curve, the change in the steering angle of the front wheel 3 is less than a predetermined value. Therefore, the change in the steering angle of the front wheel 3 is not limited simply because the driver tilts the vehicle body to travel on a curve. Specifically, the two-wheeled motor vehicle 1 of the present embodiment allows the steering angle of the front wheel 3 to change, which is generated by self-steering, wherein the angular velocity of the tilt angle is at least 10 deg / s or less. Therefore, the two-wheeled motor vehicle 1 of the present embodiment allows general tilting when traveling on a curve. Therefore, the driver can appropriately tilt the two-wheeled motor vehicle 1 while traveling on a curve.

[0134] Therefore, when the two-wheeled vehicle 1 is traveling in a straight line and the steering angular velocity detected by the steering angular velocity detection unit 82 is less than a predetermined value, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheels 3 to change. When the two-wheeled vehicle 1 is turning on a curve and the steering angular velocity detected by the steering angular velocity detection unit 82 is less than a predetermined value, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheels 3 to change.

[0135] At the same time, the predetermined value is set to a value less than the steering angular velocity of the steering device 19, and the steering angular velocity is unlikely to be generated when the two-wheeled motor vehicle 1 is traveling. Therefore, for example, when the speed of the tilt angle of the two-wheeled motor vehicle 1 is 50 deg / s, the restriction device 32 restricts the steering device 19 at the steering angular velocity of the front wheel 3 with self-steering. With this configuration, the two-wheeled motor vehicle 1 can properly travel on a curve. When the two-wheeled motor vehicle 1 is about to turn, the driver tilts the vehicle body. Then, the steering angle of the steering device 19 changes by self-steering. However, when a disturbance from the road is input to the front wheel 3 at this time, the steering angle of the front wheel 3 may tilt, changing at a higher speed than the self-steering generated when the driver tilts the vehicle body. In the two-wheeled motor vehicle 1 of the present embodiment, when the steering angular velocity of the front wheel 3 reaches or exceeds a specific value, the restriction control unit 83 restricts the change of the steering angle of the front wheel 3. Therefore, the two-wheeled motor vehicle 1 of the present embodiment allows general tilting when traveling on a curve, but restricts a sudden change in the steering angle of the steering device 19 caused by the disturbance input to the front wheel 3. This helps to keep the lean angle of the two-wheeled vehicle 1 traveling on a curve within an appropriate range.

[0136] Therefore, the predetermined value is preferably equal to or less than the steering angular velocity of the front wheel 3 with self-steering when the angular velocity of the tilt angle of the two-wheeled motor vehicle 1 is 50deg / s, and the predetermined value is preferably equal to or greater than the steering angular velocity of the front wheel 3 with self-steering when the angular velocity of the tilt angle of the two-wheeled motor vehicle 1 is 10deg / s.

[0137] Therefore, when the front wheels 3 are subjected to a significant force from at least the steering device 19 or a 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.

[0138] Note that when the two-wheeled vehicle 1 is traveling at a low speed, the steering angle of the front wheels 3 is allowed to change regardless of whether the steering angle speed of the steering device 19 is equal to or greater than a predetermined value. This will be described below.

[0139] Figure 5The vehicle speed detection unit 81 in corresponds to the speed detection unit of the present invention. The vehicle speed detection unit 81 is configured to detect the speed of the two-wheeled motor vehicle 1. The vehicle speed detection unit 81 is a sensor that detects the travel speed of the two-wheeled motor vehicle 1 by detecting the rotation speed of the front wheel 3. The vehicle speed detection unit 81 inputs the travel speed of the two-wheeled motor vehicle 1 to the restriction control unit 83. The restriction control unit 83 changes the control of the restriction device 32 according to the detected vehicle speed. That is, when the vehicle speed is less than a predetermined speed, the restriction 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 such a configuration, for example, when the driver pushes the two-wheeled motor vehicle 1 of the present embodiment, the steering angle of the steering device 19 can be greatly changed. In addition, when the two-wheeled motor vehicle 1 of the present embodiment is traveling at a low speed, the driver can greatly change the steering angle of the steering device 19 and make the two-wheeled motor vehicle 1 turn quickly.

[0140] The predetermined speed is preferably 40 km / h (40 km per hour). That is, when the speed of the two-wheeled vehicle 1 is 40 km / h, the restriction control unit 83 operates based on the assumption that the vehicle speed is higher. Therefore, the predetermined speed may be, for example, 40 km / h. In addition, the predetermined speed may also be a value less than 40 km / h (for example, 35 km / h).

[0141] Therefore, when the vehicle speed detected by the vehicle speed detection unit 81 is high (for example, 40 km / h or more) and the value detected by the steering angle velocity detection unit 82 is equal to or greater than the 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. When the speed detected by the vehicle speed detection unit 81 is low (for example, less than 40 km / h) and the value detected by the steering angle velocity detection unit 82 is equal to or greater than the predetermined value. 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 based on the premise that the vehicle speed is equal to or greater than the predetermined speed.

[0142] That is, when the speed detected by the vehicle speed detection unit 81 is 40 km / h or more, and the steering angular velocity detected by the steering angular velocity detection unit 82 is less than a predetermined value, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheels 3 to change. In addition, when the speed detected by the vehicle speed detection unit 81 is less than 40 km / h and the steering angular velocity detected by the steering angular velocity detection unit 82 is less than a predetermined value, the restriction control unit 83 allows the steering angle of the front wheels 3 to change through the restriction device 32.

[0143] Furthermore, when the stopped vehicle starts running, the restriction control unit 83 controls the restriction device 32 based on the control for low-speed running.

[0144] 5. Operation of restricted devices

[0145] Figures 6 to 8 2 and 3 show a state in which the restriction control unit 83 selectively restricts the change in the steering angle of the steering device 19. Hereinafter, these drawings will be described.

[0146] Figure 6 2 shows the operation of the restriction control unit 83 when the driver rotates the handlebar 20 at a steering angular velocity 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 angular velocity detected by the steering angular velocity detection unit 82 is always input to the restriction control unit 83. When the driver applies a force D1 to the handlebar 20, a force E1 acts on the rod shaft 23. The steering angular velocity exceeding the predetermined value is detected by the steering angular velocity detection unit 82 and is input to the restriction control unit 83. Since the vehicle speed at this time is low, the restriction control unit 83 allows the steering angle input by the driver to change. Then, as Figure 7 As shown, the restriction control unit 83 allows the handlebar 20 to rotate, and the steering angle of the front wheel 3 changes according to the force E1.

[0147] Note that in Figure 6 The status shown is Figure 7 During the period of the state shown, the restriction device 32 does not resist the change of the steering angle of the front wheel 3. For example, when the motor 71 is not driven, the restriction device 32 does not resist the change of the steering angle of the front wheel 3. In this case, the restriction control unit 83 may allow the steering angle of the front wheel 3 to change without driving the motor 71. At this time, since the motor 71 is not driven, the restriction device 32 slightly resists the change of the steering angle of the front wheel 3. In this case, the restriction control unit 83 may drive the motor 71. Then, the restriction control unit 83 can eliminate the slight resistance of the restriction device 32 to the change of the steering angle of the front wheel 3 by the driving force of the motor 71. As a result, the steering angle of the front wheel 3 changes according to the force E1.

[0148] In from Figure 6 The status shown is Figure 7 During the period of the state shown, the limiting device 32 can promote the change of the steering angle of the front wheel 3. For example, the limiting control unit 83 actively drives the motor 71. Therefore, the limiting device 32 outputs the force F1. The force F1 acts on the rod shaft 23. The force F1 acts in the same direction as the force E1. The resultant force of the force E1 and the force F1 rotates the rod shaft 23. The steering angle of the front wheel 3 changes according to the resultant force of the force E1 and the force F1. That is, the force F1 assists the driver's operation of the handlebar 20.

[0149] Figure 8FIG. 8 shows the operation of the limiting control unit 83 when the driver attempts to turn the handlebar 20 at a steering angle velocity equal to or greater than a predetermined value during high-speed driving. When the driver applies force D1 to the handlebar 20, force E1 acts on the shaft 23. The steering angle velocity exceeding the predetermined value is detected by the steering angle velocity detection unit 82 and input to the limiting control unit 83. Since the vehicle speed is high at this time, the limiting control unit 83 limits the steering angle change input by the driver. Then, as shown in FIG. Figure 8 As shown, the restriction control unit 83 prohibits the handlebar 20 from turning, and prohibits the steering angle of the front wheel 3 from changing. Specifically, the restriction control unit 83 controls the motor 71 so that the restriction device 32 outputs the force F2. The force F2 acts on the rod shaft 23. The force F2 acts in the direction opposite to the direction of the force E1. The force F1 cancels the force E1. The rod shaft 23 does not rotate. As a result, the steering angle of the front wheel 3 does not change.

[0150] Similarly, even if the disturbance Figure 8 The force indicated by the middle arrow D2 is applied to the front wheel 3, and the limiting control unit 83 also prohibits the steering angle of the front wheel 3 from changing. Disturbances of various sizes can be input to the two-wheeled motor vehicle 1. When the disturbance input is large enough to make the vehicle unstable, the limiting control unit 83 prohibits the steering angle of the front wheel 3 from changing. Whether the disturbance is large is determined by whether the steering angular velocity of the front wheel 3 is equal to or greater than a predetermined value. Therefore, the limiting control unit 83 does not distinguish between the external force input acting on the front wheel 3 and the driver's input to the handlebar 20 when operating.

[0151] Fig. 9 is a flowchart for describing the operation of the restriction device. Hereinafter, the flowchart will be described in order.

[0152] Step S11: First, the driver starts the engine 5 of the two-wheeled vehicle 1. Then, the restriction control unit 83 is activated to start the control operation. Then, the process proceeds to step S12.

[0153] Step S12: When activated, the restriction control unit 83 starts controlling the motor 71 through the control for low-speed running. Therefore, in this case, the driver is allowed to turn quickly. When the two-wheeled vehicle 1 starts running, the control for low-speed running is continued.

[0154] Step S13: The restriction control unit 83 determines whether the engine 5 has stopped. "The engine 5 has stopped" means that the running of the two-wheeled vehicle 1 has ended. If the determination is true, the process ends. If the determination is false, the process proceeds to step S14.

[0155] Step S14: The restriction control unit 83 determines whether the vehicle speed is 40 km / h or more. If the determination is true, the process proceeds to step S15. If the determination is false, the process returns to step S12.

[0156] Step S15: The control unit 83 is restricted to start controlling the motor 71 by the control for high-speed running. Therefore, in this case, the driver's quick steering is restricted. Likewise, a sudden change in the steering angle of the front wheels 3 due to disturbance is also restricted. Then, the process proceeds to step S16.

[0157] Step S16: The restriction control unit 83 determines whether the vehicle speed is less than 40 km / h. If the determination is true, the process returns to step S12 and the control for low-speed running is started again. If the determination is false, the process returns to step S16.

[0158] 6. Effects of the Invention

[0159] As described above, according to the present invention, even if a disturbance is input to the front wheel 3, it is advantageous to achieve a stable posture of the two-wheeled vehicle 1. FIG. 10A to FIG. 12B 1 is a schematic diagram for describing the advantageous effects of the present invention. Figures 10A to 12B The muffler 9 is shown attached to the rear wheel 4. In addition, in order to understand the posture of the two-wheeled vehicle 1, reference can be made to FIG. 10A to FIG. 12B A front axle 7 is shown attached to the front wheels 3 .

[0160] Fig. 10A The schematic diagram shows a two-wheeled motor vehicle 1 traveling in a straight line. Since the two-wheeled motor vehicle 1 is not tilted at this time, the front wheel 3 and the rear wheel 4 are in contact with the road surface at right angles. Fig. 10B This is a schematic diagram of the two-wheeled vehicle 1 traveling straight as viewed from above. At this time, the steering angle of the steering device 19 in the two-wheeled vehicle 1 is 0°.

[0161] Fig.11A The two-wheeled vehicle 1 is schematically shown traveling on a curve. At this time, the two-wheeled vehicle 1 is tilted at a predetermined tilt angle. Fig. 11B Schematic diagram of the two-wheeled vehicle 1 traveling on a curve, as viewed from above. At this time, the steering device 19 in the two-wheeled vehicle 1 has a predetermined steering angle determined by self-steering.

[0162] Fig. 12A The diagram schematically shows a state where a two-wheeled motor vehicle 1 traveling on a curve is disturbed. When the disturbance from the road surface is input to the front wheel 3, as shown in FIG. Fig. 12A As shown, the steering angle of the steering device 19 tends to be Fig.11A The state shown is further increased. That is, the disturbance attempts to further cause the handlebar 20 to naturally rotate in one direction in the same direction by self-steering. Fig. 12B is a schematic diagram of a two-wheeled vehicle 1 traveling on a curve, viewed from above, and shows a state in which a disturbance attempts to increase the steering angle.

[0163] According to the two-wheeled vehicle 1 of the present invention, the steering angle of the steering device 19 is suppressed based on the following Fig. 12A and Fig. 12B Therefore, the posture of the two-wheeled vehicle 1 of the present invention can be prevented from becoming unstable even when traveling on a curve.

[0164] The two-wheeled motor vehicle 1 includes a vehicle body frame 60, a steering device 19, a front wheel 3, a steering angular velocity detection unit 82, a restriction device 32, and a restriction control unit 83. The steering device 19 is rotatably supported by the vehicle body frame 60. The front wheel 3 is steered by the steering device 19. When the steering device 19 steers the front wheel 3, the steering angle of the front wheel 3 changes. The steering angular velocity detection unit 82 detects the steering angular velocity of the front wheel 3. The restriction device 32 restricts the change in the steering angle of the front wheel 3. The restriction control unit 83 controls the restriction device 32 based on the detection result of the steering angular velocity detection unit 82.

[0165] Specifically, when the value detected by the steering angle 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 other words, when the detection value reaches or exceeds the predetermined value, the restriction device 32 reduces the steering angle velocity. The period during which the detection value reaches or exceeds the predetermined value is not a long period. The period during which the detection value is equal to or greater than the predetermined value is short. Therefore, even if the detection value reaches or exceeds the predetermined value, it is conducive to achieving a stable posture of the two-wheeled motor vehicle 1.

[0166] When the value detected by the steering angle velocity detection unit 82 is less than a predetermined value, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheels 3 to change, and does not cause the restriction unit to restrict the change. With such a configuration, the driver can operate the steering device 19 at a desired steering angle velocity.

[0167] When the two-wheeled vehicle 1 is traveling straight, the steering angle of the front wheels 3 is allowed to change. With this configuration, the driver can freely operate the steering device 19.

[0168] When the speed (vehicle speed) of the two-wheeled vehicle 1 is low, the steering angle of the front wheels 3 is allowed to change. With this configuration, the driver can freely operate the steering device 19.

[0169] When the speed (vehicle speed) of the two-wheeled vehicle 1 is, for example, less than 40 km / h, the steering angle of the front wheels 3 is allowed to change. With this configuration, the driver can freely operate the steering device 19.

[0170] The predetermined value is greater than the steering angular velocity of the front wheel 3 with self-steering generated when the two-wheeled vehicle 1 turns. With this configuration, the rotation of the front wheel 3 due to the self-steering is not affected by the restriction control unit 83.

[0171] When the average value of the steering angle velocity of the front wheels 3 during the predetermined period of 0.2 seconds or less 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, and restricts the change in the steering angle of the front wheels 3. With this configuration, even when an unexpected disturbance is input, it is advantageous to achieve a stable posture of the two-wheeled motor vehicle 1.

[0172] The steering angular velocity detection unit 82 detects the steering angular velocity of the front wheels 3 and the acceleration at the steering angle of the front wheels 3 by detecting the relative rotation amount of the steering device 19 with respect to the vehicle body frame 60. According to such a configuration, the steering angular velocity of the front wheels 3 can be reliably detected.

[0173] The restricting device 32 restricts the rotation of the steering device 19 relative to the vehicle body frame 60. With this configuration, the restricting device 32 can reliably restrict the rotation of the steering device 19 relative to the vehicle body frame 60.

[0174] The limiting device 32 includes a motor 71, a drive gear 71a, and a driven gear 23a. The motor 71, the drive gear 71a, and the driven gear 23a apply a braking force for braking the rotation of the steering device 19 relative to the vehicle body frame 60. With this configuration, since the limiting device 32 can actively limit the rotation of the steering device 19, a two-wheeled vehicle 1 that can more reliably limit the change in the steering angle of the front wheel 3 can be provided.

[0175] According to the above configuration, the restricting device 32 includes the motor 71, the drive gear 71a and the driven gear 23a that transmit the braking force of the motor 71 to the steering device 19. With this configuration, the motor 71, the drive gear 71a and the driven gear 23a easily apply the braking force to the steering device 19.

[0176] Second embodiment

[0177] 7. Overview of the Second Embodiment

[0178] Next, the construction of the two-wheeled vehicle 1 according to the second embodiment will be described. Fig.13 As shown, the two-wheeled motor vehicle 1 according to the present embodiment includes a steering damper 72. The steering damper 72 corresponds to the limiting unit of the present invention. The steering damper 72 is a member capable of resisting the rotation of the steering device 19 relative to the vehicle body frame 60. The steering damper 72 does not always suppress the rotation of the steering device 19. The steering damper 72 suppresses or allows the rotation of the steering device 19 according to the situation. This will be described in detail later.

[0179] In the present embodiment, the steering angular velocity detection unit 82, the restriction device 32 (the motor 71, the drive gear 71a, and the driven gear 23a), and the connecting member 67 described in the first embodiment are not necessarily required.

[0180] In other configurations, the steering device 19 and each member around the steering device 19 of the present embodiment are similar to those according to the first embodiment.

[0181] The bracket 72a is a member that connects the front fork 6 and the steering damper 72. A main body (cylinder) of the steering damper 72 is supported by the front fork 6.

[0182] The U-shaped clip 68 is a plate-shaped member provided on the upper tube 62 of the vehicle body frame 60. The U-shaped clip 68 is configured to support a rod of the steering damper 72. Therefore, the steering damper 72 is provided to bridge the vehicle body frame 60 and the steering device 19 so that the rotation of the steering device 19 relative to the vehicle body frame 60 can be restricted. Therefore, the steering damper 72 is linked to the steering device 19 and the vehicle body frame 60.

[0183] 8. Steering damper structure

[0184] refer to Fig.14 , the structure of the steering damper 72 of the present embodiment is described. The steering damper 72 includes a cylinder 100 having a cylindrical shape. The cylinder 100 is connected to the steering device 19. Both ends of the cylinder 100 are closed, and hydraulic oil is contained inside. The cylinder 100 includes a first chamber 101 for storing hydraulic oil and a second chamber 102 for storing hydraulic oil. The first chamber 101 and the second chamber 102 are collectively referred to as a fluid receiver 103. The piston 104 is located between the first chamber 101 and the second chamber 102. The piston 104 is installed in the cylinder 100. Then, the cylinder 100 includes the first chamber 101 and the second chamber 102 separated by the piston 104. The piston 104 moves according to the hydraulic pressure in the cylinder 100.

[0185] The main shaft 106 is integrated with the piston 104 and has a terminal end extending from one end of the cylinder 100. That is, a through hole is provided at the closed end defining the first chamber 101 in the cylinder 100. The main shaft 106 is inserted into the through hole. The rod 107 is integrated with the piston 104 and extends in a direction opposite to the main shaft 106. Then, the terminal end of the rod 107 extends from the other end of the cylinder 100. That is, a through hole is provided at the closed end defining the second chamber 102 in the cylinder 100. The rod 107 is configured to be inserted into the through hole.

[0186] A rod end 120 to be connected to the U-shaped clamp 68 is provided at the end of the rod 107. The rod 107 is connected to the vehicle body frame 60. The rod end 120 and the U-shaped clamp 68 are each provided with a through hole, and a pin 121 is inserted into each through hole. The rod end 120, the pin 121 and the U-shaped clamp 68 constitute a joint. Through the joint, the steering device 19 can rotate relative to the vehicle body frame 60.

[0187] The main shaft 106 is hollow, and a needle 105 is inserted therein. The tip of the needle 105 can move back and forth relative to the piston 104.

[0188] The piston 104 is provided with an orifice 110 that allows communication between the first chamber 101 and the second chamber 102. The orifice 110 corresponds to the first passage of the present invention. Due to the presence of the orifice 110, the hydraulic oil in the first chamber 101 can move to the second chamber 102. In addition, the hydraulic oil in the second chamber 102 can move to the first chamber 101. The orifice 110 is configured to allow communication between the first chamber 101 and the second chamber 102.

[0189] Needle 105 is provided for regulating the amount of hydraulic oil passing through orifice 110 .

[0190] The needle motor 130 is a motor provided at the base end of the needle 105, and moves the needle 105 forward and backward relative to the main shaft 106 by rotating the needle 105. For example, the main shaft 106 and the needle 105 are threadedly connected together. When the needle 105 moves forward and backward relative to the main shaft 106, the needle 105 opens and closes the orifice 110. When the needle 105 opens and closes the orifice 110, the hydraulic pressure experienced by the piston 104 changes. The needle motor 130 can adjust the hydraulic pressure experienced by the piston 104 according to the control of the restriction control unit 83. The needle motor 130 corresponds to the damping force adjustment unit of the present invention.

[0191] refer to Fig.15 When the needle 105 is rotated to one side, the tip of the needle 105 moves away from the orifice 110. Fig.15 In the process, the needle motor 130 closes the orifice 110. Fig.15 , the orifice 110 is in an open state. When the orifice 110 is in an open state, the hydraulic oil easily passes through the orifice 110, and the piston 104 easily moves. When the piston 104 easily moves, the steering damper 72 allows the steering angle of the front wheel 3 to change.

[0192] refer to Fig.16 When the needle 105 is rotated to the other side, the tip of the needle 105 approaches the orifice 110. Fig.16 In the process, the needle motor 130 opens the orifice 110. Fig.16 In the embodiment, the orifice 110 is in a closed state. When the orifice 110 is in a closed state, the hydraulic oil is unlikely to pass through the orifice 110, and the piston 104 is unlikely to move. When the piston 104 is difficult to move, the steering damper 72 limits the change in the steering angle of the front wheel 3.

[0193] Therefore, the needle motor 130 opens and closes the orifice 110. That is, if the needle motor 130 is controlled, the ease with which the steering device 19 can rotate relative to the vehicle body frame 60 is changed.

[0194] The restriction control unit 83 is configured to control the needle motor 130. Fig.14As shown, in addition to the hydraulic oil, air bubbles 111 may also exist in the cylinder 100 .

[0195] In this embodiment as well, as in the first embodiment, the steering angle change of the front wheels 3 is allowed by the control for low-speed running, and the steering angle change of the front wheels 3 is restricted by the control for high-speed running. In this embodiment, in order to perform the control for low-speed running, the restriction control unit 83 separates the tip of the needle 105 from the orifice 110, as shown in FIG. Fig.15 As shown. When the restriction control unit 83 allows the steering angle of the front wheel 3 to change, the needle motor 130 opens the orifice 110. Even if the driver turns the handlebar 20 at a high speed in this state, the hydraulic oil easily moves from the first chamber 101 to the second chamber 102 (or from the second chamber 102 to the first chamber 101) through the orifice 110. Therefore, the piston 104 is actuated according to the steering of the driver, and the steering device 19 rotates accordingly.

[0196] In this embodiment, in order to perform control for high-speed driving, the restriction control unit 83 brings the tip of the needle 105 close to the orifice 110, as shown in FIG. Fig.16 As shown. When the restriction control unit 83 restricts the change in the steering angle of the front wheel 3, the needle motor 130 closes the orifice 110. Even if a disturbance from the road surface is input to the front wheel 3 in this state, the hydraulic oil is unlikely to move from the first chamber 101 to the second chamber 102 (or from the second chamber 102 to the first chamber 101) through the orifice 110. Therefore, the piston 104 is not actuated according to the disturbance input to the front wheel 3, thereby restricting the rotation of the steering device 19.

[0197] Meanwhile, if the driver turns the handlebar 20 at a low speed in this state, the hydraulic oil slowly moves from the first chamber 101 to the second chamber 102 (or from the second chamber 102 to the first chamber 101) through the orifice 110. Therefore, the piston 104 is actuated according to the steering of the driver, and the steering device 19 rotates accordingly. Therefore, under the control for high-speed running, the steering damper 72 restricts the change in the steering angle of the front wheel 3 at a high speed, and allows steering at a low speed (that is, the change in the steering angle of the front wheel 3 at a low speed).

[0198] 9. Operation of steering damper

[0199] You can refer to Fig. 9 The flowchart is used to describe the operation of the steering damper 72. The flowchart will be described in order below.

[0200] Step S11: First, the driver starts the engine 5 of the two-wheeled vehicle 1. Then, the restriction control unit 83 is also activated to start the control operation. Then, the process proceeds to step S12.

[0201] Step S12: When activated, the restriction control unit 83 starts to control the needle motor 130 under the control for low-speed running. Then, the tip of the needle 105 in the steering damper 72 moves away from the orifice 110. That is, the orifice 110 is opened. The piston 104 is easy to move. Therefore, in this case, the driver is allowed to steer quickly. When the two-wheeled vehicle 1 starts running, the control for low-speed running is continued.

[0202] Step S13: The restriction control unit 83 determines whether the engine 5 is stopped. If the determination is true, the process ends. If the determination is false, the process proceeds to step S14.

[0203] Step S14: The restriction control unit 83 determines whether the vehicle speed is 40 km / h or more. If the determination is true, the process proceeds to step S15. If the determination is false, the process returns to step S12.

[0204] Step S15: The restriction control unit 83 starts controlling the needle motor 130 under the control for high-speed driving. Then, the tip of the needle 105 in the steering damper 72 approaches the orifice 110. That is, the orifice 110 is closed. The piston 104 is unlikely to move. Therefore, in this case, the driver's quick steering is restricted. Likewise, a sudden change in the steering angle of the front wheels 3 due to disturbance is also restricted. Then, the process proceeds to step S16.

[0205] Step S16: The restriction control unit 83 determines whether the vehicle speed is less than 40 km / h. If the determination is true, the process returns to step S12 and the control for low-speed running is started again. If the determination is false, the process returns to step S16.

[0206] 10. Effects of the Configuration of the Second Embodiment

[0207] As described above, according to the configuration of the present embodiment, the limiting unit is the steering damper 72. The steering damper 72 includes the cylinder 100, the piston 104, the spindle 106, and the needle motor 130, and the needle motor 130 can adjust the hydraulic pressure to which the piston 104 is subjected according to the control of the limiting control unit 83. With this configuration, the limiting unit can be configured using existing components with high reliability.

[0208] In addition, according to the configuration of the present embodiment, the cylinder 100 includes a first chamber 101 and a second chamber 102 separated by a piston 104, and the first chamber 101 and the second chamber 102 store hydraulic oil. The orifice 110 is communicated with the first chamber 101 and the second chamber 102. The needle motor 130 opens and closes the orifice 110. When the steering damper 72 limits the change in the steering angle of the front wheel 3, the needle motor 130 closes the orifice 110. When the steering damper 72 allows the change in the steering angle of the front wheel 3, the needle motor 130 opens the orifice 110. With this configuration, the limiting unit can be constructed using existing components with high reliability.

[0209] Third embodiment

[0210] 11. Overview of the Third Embodiment

[0211] Next, the configuration of the two-wheeled vehicle 1 according to the third embodiment will be described. The two-wheeled vehicle 1 according to the present embodiment is configured to restrict the change in the steering angle of the front wheel 3 using the steering damper, as described in the second embodiment. The steering damper of the present embodiment is different in structure from the steering damper 72 of the second embodiment. However, the steering damper of the present embodiment has a similar function to the steering damper 72 of the second embodiment, and exhibits a similar effect to the steering damper 72 of the second embodiment.

[0212] 12.Structure of steering damper

[0213] Fig.17 The specific configuration of the steering damper 73 according to the present embodiment is shown. The steering damper 73 includes a main pipe 200 and a sub-pipe 210. At least one of the main pipe 200 or the sub-pipe 210 is supported by the front fork 6.

[0214] The main pipe 200 has a cylindrical shape. The sub-pipe 210 has a cylindrical shape. The main pipe 200 and the sub-pipe 210 are parallel to each other. Both ends of the main pipe 200 are closed, and the inside of the main pipe 200 is filled with hydraulic oil. Both ends of the sub-pipe 210 are closed, and the inside of the sub-pipe 210 is filled with hydraulic oil. The main pipe 200 has a first chamber 201 and a second chamber 202 for accommodating hydraulic oil. The piston 204 is a member that divides the inside of the main pipe 200 into the first chamber 201 and the second chamber 202, and can move in the main pipe 200 along the extension direction of the main pipe 200. Therefore, the sizes of the first chamber 201 and the second chamber 202 are changed.

[0215] The main shaft 207 is a member connected to the piston 204, and is a member that passes through the first chamber 201 and penetrates the closed end of the main pipe 200. In addition, the main shaft 207 passes through the second chamber 202 from the piston 204, and penetrates the closed end of the main pipe 200. Therefore, the main shaft 207 is configured to extend from both ends of the main pipe 200. One end of the main shaft 207 is connected to the U-shaped clamp 68 provided on the vehicle body frame 60. That is, the main shaft 207 has a rod end 220 and a pin 221 similar to those of the second embodiment.

[0216] The sub-tube 210 has a third chamber 213 and a fourth chamber 214 for containing 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 to narrow the inner diameter of the sub-tube 210. The wall portion 217 is cylindrical as a whole, and the hydraulic oil can flow back and forth through the hollow portion in the wall portion 217.

[0217] The solenoid 231 has a valve body 231a capable of closing the hollow portion in the wall portion 217, and has a configuration capable of regulating the back and forth flow of hydraulic oil by extending and retracting the valve body 231a relative to the hollow portion of the wall portion 217. The restriction control unit 83 controls the speed at which the solenoid 231 extends and retracts the valve body 231a. The solenoid 231 operates approximately 10 times per second.

[0218] The inner spaces of the main pipe 200 and the sub-pipe 210 are connected to each other at two points. That is, a first passage 215 connecting the first chamber 201 and the third chamber 213 is provided between the main pipe 200 and the sub-pipe 210. In addition, a second passage 216 connecting the second chamber 202 and the fourth chamber 214 is provided between the main pipe 200 and the sub-pipe 210.

[0219] 13. Operation of Steering Damper

[0220] Fig.18 2 is a schematic diagram for describing the operation of the steering damper 73 according to the third embodiment. Fig.18 As shown, when the valve body 231a is opened, the hydraulic oil in the first chamber 201 passes through the first passage 215 and the third chamber 213, passes through the solenoid valve 230, passes through the fourth chamber 214 and the second passage 216, and then reaches the second chamber 202. In addition, the hydraulic oil in the second chamber 202 passes through the second passage 216 and the fourth chamber 214, passes through the solenoid valve 230, passes through the third chamber 213 and the first passage 215, and then reaches the first chamber 201. That is, the hydraulic oil in the first chamber 201 and the hydraulic oil in the second chamber 202 can flow back and forth indirectly. Then, the first chamber 201 contracts and the second chamber 202 expands. The piston 204 operates toward the first chamber 201. Therefore, the main shaft 207 is actuated. When the solenoid valve 230 is frequently operated, the valve body 231a is opened.

[0221] Fig.19 2 is a schematic diagram for describing the operation of the steering damper 73 according to the third embodiment. Fig.19 As shown, when the valve body 231a is closed, the hydraulic oil in the first chamber 201 cannot pass through the solenoid valve 230. Similarly, the hydraulic oil in the second chamber 202 cannot pass through the solenoid valve 230. That is, the hydraulic oil in the first chamber 201 and the second chamber 202 cannot flow back and forth. Then, the piston 204 and the main shaft 207 are not actuated. When the solenoid valve 230 is not frequently operated, the valve body 231a is closed.

[0222] In this way, the restriction control unit 83 operates the solenoid valve 230 to control whether to actuate the spindle 207. Actually, the solenoid valve 230 operates about 10 times per second, and the actuation mode of the spindle 207 is changed by changing the number of operations.

[0223] The operation of the steering damper 73 can refer to Fig. 9 Hereinafter, the flowchart will be described in order.

[0224] Step S11: First, the driver starts the engine 5 of the two-wheeled vehicle 1. Then, the restriction control unit 83 is also activated to start the control operation. Then, the process proceeds to step S12.

[0225] Step S12: When activated, the restriction control unit 83 starts to control the solenoid valve 230 under the control for low-speed running. Then, the solenoid valve 230 is frequently operated, and it is easy to move the piston 204. Therefore, in this case, the driver is allowed to turn quickly. When the two-wheeled vehicle 1 starts running, the control for low-speed running is continued.

[0226] Step S13: The restriction control unit 83 determines whether the engine 5 is stopped. If the determination is true, the process ends. If the determination is false, the process proceeds to step S14.

[0227] Step S14: The restriction control unit 83 determines whether the vehicle speed is 40 km / h or more. If the determination is true, the process proceeds to step S15. If the determination is false, the process returns to step S12.

[0228] Step S15: The restriction control unit 83 starts to control the electromagnetic valve 230 for high-speed driving. Then, the operation frequency of the electromagnetic valve 230 is low, and the piston 204 is less likely to move. Therefore, in this case, the driver's quick steering is restricted. Similarly, the sudden change of the steering angle of the front wheel 3 due to disturbance is also restricted. Then, the process proceeds to step S16.

[0229] Step S16: The restriction control unit 83 determines whether the vehicle speed is lower than 40 km / h. If the determination is true, the process returns to step S12 and the control for low-speed running is started again. If the determination is false, the process returns to step S16.

[0230] 14. Modifications

[0231] The present invention is not limited to the above-described embodiments, and may be modified as follows.

[0232] <Modification 1>

[0233] 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 such a configuration. Fig. 20 As shown, the change of the steering angle may be detected by the 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 wheel 3, and corresponds to the first detection unit of the present invention. In this case, the predetermined value is greater than the upper limit value of the acceleration of the steering angle of the front wheel 3 with self-steering when the two-wheeled motor vehicle 1 turns on a curve. When the average value of the acceleration of the steering angle of the front wheel 3 during a predetermined period is equal to or greater than the predetermined value, the restriction control unit 83 determines that the detection value is greater than the predetermined value. The predetermined period is 0.1 seconds or less or 0.2 seconds or less.

[0234] <Modification 2>

[0235] 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 such a configuration. Fig.21 As shown, the change of the steering angle can be detected by the torque sensor 85, which detects the steering torque applied to the handlebar 24. The handlebar 24 corresponds to the shaft member of the present invention. The torque sensor 85 is a sensor that detects the steering torque of the front wheel 3. The torque sensor 85 is a magnetostrictive sensor that detects the torsion of the steering device 19, and corresponds to the first detection unit of the present invention. According to the configuration of the present modification, the steering device 19 includes the front fork 6, the handlebar 24 and the handlebar 20, and the torque sensor 85 detects the torque around the handlebar 24, which is applied to the handlebar 24. In addition, in this case, the predetermined value is greater than the upper limit value of the steering torque of the front wheel 3 with self-steering when the two-wheeled motor vehicle 1 turns on a curve. When the average value of the steering torque of the front wheel 3 during the predetermined period is equal to or greater than the predetermined value, the limit control unit 83 determines that the detection value is greater than the predetermined value. The predetermined period is 0.1 seconds or less or 0.2 seconds or less. With such a configuration, a change in the relative position between the front fork 6 and the handlebar 20 can be reliably detected by the twisting of the handlebar stem 24 , and the torque input to the steering device 19 can be reliably detected.

[0236] <Variation 3>

[0237] The limiting device 32 includes the motor 71 in the above-mentioned first embodiment, but the present invention is not limited to such a configuration. Fig. 22 As shown, a drum brake 74 may be provided as the restriction device 32. The drum brake 74 is provided in the head pipe 61, and may brake the rotation of the rod shaft 23 passing through the hollow portion of the head pipe 61. The restriction control unit 83 restricts the change of the steering angle of the front wheel 3 by operating the drum brake 74 as needed.

[0238] <Variation 4>

[0239] In addition to the above configuration, when the two-wheeled vehicle 1 is traveling in a straight line and the value detected by the steering angular velocity detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 may cause the restriction device 32 to allow the change in the steering angle of the front wheels 3. Furthermore, when the two-wheeled vehicle 1 is turning on a curve and the value detected by the steering angular velocity detection unit 82 is equal to or greater than a predetermined value, the restriction control unit 83 may cause the restriction device 32 to restrict the change in the steering angle of the front wheels 3. Whether the two-wheeled vehicle 1 is traveling in a straight line or turning on a curve can be determined based on the output of the gyro sensor 70 supported by the vehicle body frame 60.

[0240] <Variation 5>

[0241] The present invention relates to a two-wheeled motor vehicle 1, but the present invention is not limited to such a configuration. The present invention can also be applied to other straddle-type vehicles. For example, there is one rear wheel 4. The number of rear wheels 4 is not limited thereto. There may be two rear wheels 4.

Claims

1. A straddle-type vehicle (1), comprising: Vehicle body frame (60); A steering device (19) rotatably supported by the vehicle body frame (60); The front wheel (3) is steered by the steering device (19) and changes the steering angle of the steering device (19); a first detection unit (82, 85) for detecting at least any one of a steering angular velocity of the front wheel (3), an acceleration of the steering angle of the front wheel (3), and a steering torque of the front wheel (3); a limiting unit (32) capable of limiting the change in the steering angle of the front wheel (3); and A control unit (83) causes the limiting unit (32) to limit the change in the steering angle of the front wheel (3) when the value detected by the first detection unit (82, 85) is equal to or greater than a predetermined value.

2. The straddle-type vehicle according to claim 1, wherein When the value detected by the first detection unit (82, 85) is smaller than the predetermined value, the control unit (83) causes the restriction unit (32) to allow the steering angle of the front wheel (3) to change.

3. The straddle-type vehicle according to claim 1, wherein When the straddle-type vehicle (1) travels straight and the value detected by the first detection unit (82, 85) is equal to or greater than the predetermined value, the control unit (83) causes the restriction unit (32) to allow the steering angle of the front wheel (3) to change, and When the straddle-type vehicle (1) turns on a curve and the value detected by the first detection unit (82, 85) is equal to or greater than the predetermined value, the control unit (83) causes the restriction unit (32) to restrict the change in the steering angle of the front wheel (3).

4. The straddle-type vehicle according to claim 1, further comprising a speed detection unit (81) that detects the speed of the straddle-type vehicle, wherein When the speed detected by the speed detection unit (81) is high and the value detected by the first detection unit (82, 85) is equal to or greater than the predetermined value, the control unit (83) causes the restriction unit (32) to restrict the change in the steering angle of the front wheel (3), and When the speed detected by the speed detection unit (81) is low and the value detected by the first detection unit (82, 85) is equal to or greater than the predetermined value, the control unit (83) causes the restriction unit (32) to allow the steering angle of the front wheel (3) to change.

5. The straddle-type vehicle according to claim 4, wherein When the speed of the straddle-type vehicle (1) is 40 km / h, the control unit (83) operates based on the assumption that the speed of the straddle-type vehicle (1) is high.

6. The straddle-type vehicle according to claim 1, wherein The predetermined value is greater than an upper limit value of the steering angular velocity of the front wheel (3) having self-steering when the straddle-type vehicle (1) turns on a curve, The predetermined value is greater than an upper limit value of the steering angular acceleration of the front wheel (3) having self-steering when the straddle-type vehicle (1) turns on a curve, or The predetermined value is greater than an upper limit value of the steering torque of the front wheels (3) having self-steering when the straddle-type vehicle (1) turns on a curve.

7. The straddle-type vehicle according to claim 1, wherein The control unit (83) determines that the detection value is greater than the predetermined value when the average value of the steering angular velocity of the front wheel (3) during a predetermined period is equal to or greater than the predetermined value, when the average value of the acceleration of the steering angle of the front wheel (3) during a predetermined period is equal to or greater than the predetermined value, or when the average value of the steering torque of the front wheel (3) during a predetermined period is equal to or greater than the predetermined value, and The predetermined period of time is less than 0.2 seconds.

8. The straddle-type vehicle according to claim 1, wherein The first detection unit (82, 85) detects the rotation of the steering device (19) relative to the vehicle body frame (60).

9. The straddle-type vehicle according to claim 1, wherein The first detection unit (82, 85) is a torque sensor that detects the torsion of the steering device (19).

10. The straddle-type vehicle according to claim 9, wherein The steering device (19) comprises a front fork (6) supporting the front wheel (3), an axle member (24) connected to the front fork (6), a handlebar (20) coupled to the shaft member (24), and The torque sensor detects torque about the shaft member (24), the torque being applied to the shaft member (24).

11. The straddle-type vehicle according to claim 1, wherein The limiting unit (32) limits the rotation of the steering device (19) relative to the vehicle body frame (60).

12. The straddle-type vehicle according to claim 1, wherein The limiting unit (32) includes A brake mechanism applies a braking force to brake the rotation of the steering device (19) relative to the vehicle body frame (60).

13. The straddle-type vehicle according to claim 12, wherein The braking mechanism comprises an actuator, which generates a braking force, and A transmission mechanism transmits the braking force from the actuator to the steering device (19).

14. The straddle-type vehicle according to claim 1, wherein The limiting unit (32) is a steering damper (72) that resists the rotation of the steering device (19) relative to the vehicle body frame (60), and The steering damper (71) comprises Cylinder (100), a piston (104) which is moved by hydraulic pressure in the cylinder (100), A main shaft (106) is integrated with the piston (104), wherein: At least a distal end of the main shaft (106) extends from one end of the cylinder (100), and A damping force adjustment unit (130) is capable of adjusting the hydraulic pressure experienced by the piston (104) according to the control of the control unit (83).

15. The straddle-type vehicle according to claim 14, wherein The piston (104) is installed in the cylinder (100). The cylinder (100) comprises a first chamber and a second chamber separated by the piston (104), The first chamber (101) stores hydraulic oil. The second chamber (102) stores hydraulic oil. The steering damper (71) has a first passage connecting the first chamber (101) and the second chamber (102). The damping force adjustment unit (130) opens and closes the first passage, When the limiting unit (32) limits the change of the steering angle of the front wheel (3), the damping force adjustment unit (130) closes the first passage, and When the restriction unit (32) allows the steering angle of the front wheel (3) to change, the damping force adjustment unit (130) opens the first passage.

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