Saddle-type vehicle

Abstract

The invention relates to a straddle-type vehicle. A two-wheeled motor vehicle is described having a body frame, a steering device, front wheels, a steering angular velocity detection unit, a gyroscope sensor, a limiting device and a limiting control unit; the steering device is rotatably supported by the vehicle 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 is changed; a steering angular velocity detection unit that detects a steering angular velocity of the front wheel; the gyroscope sensor detects the inclination direction of the two-wheeled motor vehicle; the limiting device limits the change of the steering angle of the front wheel; and a restriction control unit that causes the restriction device to restrict the change of the steering angle of the front wheel in the tilt direction when the value detected by the steering angular velocity detection unit is equal to or greater than a predetermined value.

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] Body frame;

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

[0010] front wheels, which are steered by a steering device and which vary 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 posture detection unit that detects a tilt direction of the straddle-type vehicle;

[0013] a limiting unit capable of limiting a change in a steering angle of the front wheels; and

[0014] The control unit causes the limiting unit to limit the change of the steering angle of the front wheels in the tilt direction when the value detected by the first detection unit is equal to or greater than a predetermined value.

[0015] The straddle-type vehicle includes a vehicle body frame, a steering device, a front wheel, a first detection unit, a posture detection unit, a limiting unit, and a control unit. The steering device is rotatably supported by the vehicle 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 posture detection unit detects the tilt direction of the straddle-type vehicle. 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 and the result detected by the posture detection unit.

[0016] 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 wheels in the tilt direction. In other words, when the detection value reaches or exceeds the predetermined value, the limiting unit limits the change in the steering angle of the front wheels in the tilt direction. When the detection value reaches or exceeds the predetermined value, the limiting unit reduces the steering angular velocity of the front wheels in the tilt direction. 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.

[0017] In the above-mentioned straddle-type vehicle,

[0018] The control unit preferably causes the restriction unit to allow the steering angle of the front wheels to change in a direction opposite to the tilting direction when the value detected by the first detection unit is equal to or greater than a predetermined value.

[0019] According to the above configuration, the control unit causes the restriction unit to allow the steering angle of the front wheels to change in the direction opposite to the tilting direction. By changing the steering angle of the front wheels in the direction opposite to the tilting direction, the tilting angle can be easily reduced. By reducing the tilting angle, it is more conducive to achieving an appropriate posture of the straddle-type vehicle.

[0020] In the above-mentioned straddle-type vehicle,

[0021] 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.

[0022] According to the above configuration, when the value detected by the first detection unit is less than a predetermined value, the steering angle of the front wheels is allowed to change. With this configuration, when the value detected by the first detection unit is less than a predetermined value, it is easy for the driver to quickly change the steering angle of the front wheels. Therefore, when the value detected by the first detection unit is less than a predetermined value, it is easy for the driver to steer the straddle-type vehicle.

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

[0024] 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

[0025] 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 the steering angle of the front wheels from changing in a leaning direction.

[0026] According to the above configuration, when the straddle-type vehicle is traveling in a straight line, 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. With this configuration, a straddle-type vehicle having excellent maneuverability when traveling in a straight line can be provided. When the straddle-type vehicle turns on a curve, it is advantageous to achieve an appropriate posture of the straddle-type vehicle.

[0027] In the above-mentioned straddle-type vehicle,

[0028] 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 allow the steering angle of the front wheels to change in a direction opposite to the leaning direction.

[0029] According to the above configuration, the control unit causes the restriction unit to allow the steering angle of the front wheels to change in the direction opposite to the tilting direction. With this configuration, it is more advantageous to achieve an appropriate posture of the straddle-type vehicle.

[0030] In the above-mentioned straddle-type vehicle,

[0031] Also included is a speed detection unit that detects the speed of the straddle-type vehicle,

[0032] 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, the control unit preferably causes the restriction unit to allow the steering angle of the front wheels to be changed, and

[0033] The control unit preferably causes the restriction unit to restrict the steering angle of the front wheels from changing in the tilt direction 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.

[0034] According to the above configuration, the steering angle of the front wheels is allowed or not allowed to change depending on whether the speed of the straddle-type vehicle is high. Specifically, when the speed of the straddle-type vehicle is low, it is easy for the driver to steer the straddle-type vehicle. When the speed of the straddle-type vehicle is high, it is advantageous to achieve an appropriate posture of the straddle-type vehicle. With this configuration, it is possible to provide a straddle-type vehicle that is advantageous to achieve an appropriate posture while minimizing restrictions on the front wheels.

[0035] In the above-mentioned straddle-type vehicle,

[0036] 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.

[0037] 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

[0038] 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.

[0039] According to the above configuration, the predetermined value is greater than the upper limit value of the steering angular velocity of the front wheels with self-steering when the straddle-type vehicle turns on a curve, greater than the upper limit value of the acceleration of the steering angle of the front wheels with self-steering, or greater than the upper limit value of the steering torque of the front wheels with self-steering. With this configuration, a straddle-type vehicle that facilitates achieving an appropriate posture while reliably allowing the steering angle of the front wheels with self-steering to change can be provided.

[0040] In the above-mentioned straddle-type vehicle,

[0041] The steering angular velocity of the front wheels with self-steering, the acceleration of the steering angle of the front wheels with self-steering, or the steering torque of the front wheels with self-steering preferably depends on the angular velocity of the lean angle of the straddle-type vehicle.

[0042] According to the above configuration, the steering angular velocity of the self-steering front wheel, the acceleration of the steering angle of the self-steering front wheel, or the steering torque of the self-steering front wheel depends on the angular velocity of the tilt angle of the straddle-type vehicle. Therefore, the steering angular velocity of the self-steering front wheel can be accurately determined.

[0043] In the above-mentioned straddle-type vehicle,

[0044] When the angular velocity of the tilt angle of the straddle-type vehicle is 50 deg / s, the control unit preferably causes the restriction unit to restrict the steering angle of the front wheels from changing in the tilt direction.

[0045] According to the above configuration, when the angular velocity of the tilt angle of the straddle-type vehicle is 50 degrees per second, the control unit causes the restriction unit to restrict the steering angle of the front wheels from changing in the tilt direction. With this configuration, a straddle-type vehicle that facilitates achieving an appropriate posture can be provided.

[0046] In the above-mentioned straddle-type vehicle,

[0047] The control unit preferably causes the restriction unit to allow the steering angle of the front wheels to change when the angular velocity of the tilt angle of the straddle-type vehicle is 10 deg / s.

[0048] According to the above configuration, when the angular velocity of the inclination angle of the straddle-type vehicle is 10 degrees per second, the predetermined value causes the restriction unit to allow the steering angle of the front wheels to change in the inclination direction. With this configuration, a straddle-type vehicle that facilitates achieving an appropriate posture can be provided.

[0049] In the above-mentioned straddle-type vehicle,

[0050] The first detection unit preferably detects a rotation of the steering device relative to the vehicle body frame.

[0051] According to the above configuration, the first detection unit detects the steering angular velocity of the front wheels by detecting the relative rotation amount of the steering device with respect to the vehicle body frame. With this configuration, the steering angular velocity of the front wheels can be reliably detected.

[0052] In the above-mentioned straddle-type vehicle,

[0053] The first detection unit is preferably a torque sensor which detects a torsion of the steering device.

[0054] According to the above configuration, the first detection unit is a torque sensor that detects the twist of the steering device. According to such a configuration, the first detection unit can be constructed with a small number of components.

[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, and the braking force brakes the rotation of the steering device relative to the vehicle body frame. With this configuration, the limiting unit can actively stop the rotation of the steering device relative to the vehicle body frame. Therefore, 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 limiting unit is preferably a steering damper that resists rotation of the steering device relative to the vehicle body frame, and

[0064] The steering damper preferably comprises

[0065] Cylinder,

[0066] The piston is moved by hydraulic pressure in the cylinder.

[0067] 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

[0068] A damping force adjustment unit is capable of adjusting the hydraulic pressure experienced by the piston according to the control of the restriction unit.

[0069] The limiting unit includes a steering damper. The steering damper includes a cylinder, a piston, a spindle, and a damping force adjustment unit. The damping force adjustment unit can adjust the hydraulic pressure experienced by the piston according to the control of the limiting control unit. With this configuration, the limiting unit can be constructed by using existing components with high reliability.

[0070] The straddle-type vehicle of the present invention is advantageous in achieving a proper posture. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] Figure 1 is a top view for describing the overall structure of a two-wheeled motor vehicle according to a first embodiment;

[0072] Figure 2 is a left side view for describing a vehicle body frame according to the first embodiment;

[0073] Figure 3 is a front view for describing a steering device according to a first embodiment;

[0074] Figure 4 is a top view for describing an upper bridge according to a first embodiment;

[0075] Figure 5 is a perspective view for describing a steering device according to a first embodiment;

[0076] Figure 6 is a schematic diagram for describing the operation of the restriction device according to the first embodiment;

[0077] Figure 7 is a schematic diagram for describing the operation of the restriction device according to the first embodiment;

[0078] Figure 8 is a schematic diagram for describing the operation of the restriction device according to the first embodiment;

[0079] Fig. 9 is a flowchart for describing the operation of the restriction device according to the first embodiment;

[0080] Fig. 10A and Fig. 10Bare schematic diagrams for describing the effects of the two-wheeled motor vehicle according to the first embodiment;

[0081] Fig.11A and Fig. 11B are schematic diagrams for describing the effects of the two-wheeled motor vehicle according to the first embodiment;

[0082] Fig. 12A and Fig. 12B are schematic diagrams for describing the effects of the two-wheeled motor vehicle according to the first embodiment;

[0083] Fig.13 is a perspective view for describing a steering device according to a second embodiment;

[0084] Fig.14 is a sectional view for describing the configuration of a steering damper according to a second embodiment;

[0085] Fig.15 is a schematic diagram for describing the operation of the steering damper according to the second embodiment;

[0086] Fig.16 is a schematic diagram for describing the operation of the steering damper according to the second embodiment;

[0087] Fig.17 is a perspective view for describing a modified example of the present invention;

[0088] Fig.18 is a perspective view for describing a modified example of the present invention; and

[0089] Fig.19 It is a perspective view for describing a modified example of the present invention. DETAILED DESCRIPTION

[0090] 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.

[0091] [First embodiment]

[0092] 1. Overall structure

[0093] 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 1As 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.

[0094] 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.

[0095] 2. Body frame

[0096] 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.

[0097] 3. Gyro sensor

[0098] Figure 2 The gyro sensor 70 shown corresponds to the posture detection unit of the present invention. The gyro sensor 70 detects the tilt direction of the two-wheeled motor vehicle 1. The tilt direction is the direction in which the two-wheeled motor vehicle 1 tilts when the two-wheeled motor vehicle 1 travels on a curve. For example, when the two-wheeled motor vehicle 1 turns right on a curve, the two-wheeled motor vehicle 1 tilts to the right, and the tilt direction of the two-wheeled motor vehicle 1 is to the right. When the two-wheeled motor vehicle 1 turns left on a curve, the two-wheeled motor vehicle 1 tilts to the left, and the tilt direction of the two-wheeled motor vehicle 1 is to the left.

[0099] The gyro sensor 70 is supported by the seat frame 64. 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 two-wheeled vehicle 1 is traveling on a curve or traveling in a straight line. In addition, the gyro sensor 70 can detect in which direction the two-wheeled vehicle 1 is tilted. Similarly, the gyro sensor 70 can also detect the tilt angle of the tilted two-wheeled vehicle 1. For example, the gyro sensor 70 detects the tilt angle of the two-wheeled vehicle 1. For example, the gyro sensor 70 detects the roll angle, which indicates the degree to which the two-wheeled vehicle 1 is tilted relative to the horizontal plane relative to the axis extending in the front-rear direction.

[0100] 4. Steering device

[0101] 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 to be held by the driver at both ends thereof. 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 of the front forks 6 is arranged on the right side of the front wheel 3, and the other of the front forks 6 is arranged on the left side of the front wheel 3.

[0102] 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 clamping portions 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 clamping portions. The lower bridge 22 has a configuration similar to that of the upper bridge 21, except that the spline support portion 14 is omitted.

[0103] Figure 51 is a perspective view for describing the overall configuration of the steering device 19. The handlebar stem 24 is connected to the front fork 6. The handlebar stem 24 is connected to the front fork 6 through the upper bridge 21 and the lower bridge 22. 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 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 connected to the handlebar stem 24. The handlebar stem 24 is orthogonal to the handlebar 20.

[0104] 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.

[0105] 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.

[0106] 5. Restraining devices

[0107] 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. 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.

[0108] 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.

[0109] 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 steering 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 coincides with the steering angular velocity of the front wheel. In the present embodiment, the steering direction of the front wheel 3 refers to the direction in which the steering angle of the front wheel 3 changes. In the present embodiment, the steering direction of the front wheel 3 refers to the steering of the front wheel 3 around the rod shaft 23. Generally, 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 wheels 3 is right or left.

[0110] 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.

[0111] The restriction control unit 83 is a control unit that causes the motor 71 to restrict the steering angle of the front wheel 3 from changing in the tilt direction when the steering angular velocity detected by the steering angular velocity 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 angular velocity of the front wheel 3 during a predetermined period is equal to or greater than a predetermined value. The predetermined period is 0.1 seconds or less or 0.2 seconds or less. When 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 motor 71 to allow the steering angle of the front wheel 3 to change. In addition, when 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 allows the steering angle of the front wheel 3 to change in the direction opposite to the tilt direction. Therefore, the restriction control unit 83 operates based on the steering angular velocity detection unit 82 and the gyro sensor 70. The steering angular velocity detection unit 82 is configured to detect the steering angular velocity. The gyro sensor 70 is configured to detect the tilt direction of the two-wheeled motor vehicle 1. Hereinafter, the predetermined value of the steering angular velocity and the tilt direction according to the operation of the restriction control unit 83 will be described.

[0112] The predetermined value is a value referenced when the restriction control unit 83 determines whether to allow the steering angle of the front wheels 3 to change. That is, when the change in the steering angle is greater than the predetermined value, the restriction control unit 83 restricts the steering angle of the front wheels 3 from changing in the tilt direction.

[0113] 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. The steering angular velocity of the front wheel 3 with self-steering depends on the angular velocity of the tilt angle of the two-wheeled vehicle 1.

[0114] 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 motor 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 wheel 3 with self-steering when the two-wheeled motor vehicle 1 turns on a curve. Specifically, the predetermined value is 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 10 deg / s (10 degrees per second). Therefore, when the angular velocity of the tilt angle of the two-wheeled motor vehicle 1 is 10 deg / s, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheel 3 to change. With this configuration, the two-wheeled motor vehicle 1 can properly travel on a curve.

[0115] 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, the steering angle being 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.

[0116] Likewise, when the two-wheeled vehicle 1 is traveling straight and the steering angle velocity detected by the steering angle velocity detection unit 82 is smaller 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.

[0117] At the same time, when the two-wheeled motor vehicle 1 turns on a curve, the restriction control unit 83 can restrict the change of the steering angle of the front wheel 3. That is, when the two-wheeled motor vehicle turns quickly in a predetermined direction when turning on a curve, the restriction control unit 83 restricts the change of the steering angle of the front wheel 3. That is, when 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 restricts the steering angle of the front wheel 3 from changing in the tilt direction. At the same time, when 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 allows the steering angle of the front wheel 3 to change in the direction opposite to the tilt direction.

[0118] When traveling on a curve, a skilled driver can quickly turn the two-wheeled vehicle 1 in the direction opposite to the tilt direction when, for example, the grip performance of the front wheel 3 decreases. By this operation, the tilt angle decreases, and the posture of the two-wheeled vehicle 1 changes in a stable direction. In addition, by this operation, the driver can judge whether the front wheel 3 grips the ground when traveling on a curve. In the present embodiment, the two-wheeled vehicle 1 allows rapid steering in the direction opposite to the tilt direction when traveling on a curve, and thus the driver can perform this operation. The predetermined value is used to judge whether a rapid steering is performed on the steering device 19. Therefore, when the two-wheeled vehicle 1 turns on a curve and the value detected by the steering angular 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 steering angle of the front wheel 3 to change in the direction opposite to the tilt direction. By comparing the output from the steering angular velocity detection unit 82 with the output from the gyro sensor 70, it can be determined whether the steering of the steering device 19 according to the change in the steering angle does not match the tilt direction. This is because the steering angular velocity detection unit 82 is configured to be able to detect the rotation speed and steering of the steering device 19.

[0119] At the same time, the driver will not intentionally turn quickly in the tilt direction when driving on a curve. This is because such an operation makes the posture of the two-wheeled motor vehicle 1 unstable. In the present embodiment, the two-wheeled motor vehicle 1 is constructed so that rapid turning in the tilt direction is restricted. That is, when the two-wheeled motor vehicle 1 turns 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 causes the restriction device 32 to restrict the steering angle of the front wheel 3 from changing in the tilt direction. By comparing the output from the steering angular velocity detection unit 82 with the output from the gyro sensor 70, it can be determined whether the steering of the steering device 19 according to the change in the steering angle matches the tilt direction. This is because the steering angular velocity detection unit 82 is constructed so as to be able to detect the rotation speed and steering of the steering device 19.

[0120] That is, the predetermined value is set to a value less than the steering angular velocity of the steering device 19, which is unlikely to be generated when the two-wheeled motor vehicle 1 is traveling. For example, when the two-wheeled motor vehicle 1 is traveling, the angular velocity of the tilt angle of the two-wheeled motor vehicle 1 is unlikely to reach 50 deg / s. The predetermined value is less than the steering angular velocity of the front wheel 3 when the angular velocity of the tilt angle of the two-wheeled motor vehicle 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 with self-steering when the speed of the tilt angle of the two-wheeled motor vehicle 1 is 50 deg / s, the limiting device 32 limits the rotation of the steering device 19 in the tilt direction. When the angular velocity of the tilt angle of the two-wheeled motor vehicle 1 is 50 deg / s, the limiting control unit 83 causes the limiting device 32 to limit the steering angle of the front wheel 3 from changing in the tilt direction. With this configuration, the two-wheeled motor vehicle 1 can travel appropriately on a curved road. 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 the disturbance from the road is input to the front wheel 3 at this time, the steering angle of the front wheel 3 can be tilted, changing in the tilting direction 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 angle speed of the front wheel 3 reaches or exceeds a specific value, the restriction control unit 83 restricts the steering angle of the front wheel 3 from changing in the tilting direction. Therefore, the two-wheeled motor vehicle 1 of the present embodiment allows general tilting when traveling on a curve, but restricts the sudden change of the steering angle of the steering device 19 in the tilting direction caused by the disturbance input to the front wheel 3. Therefore, the driver can appropriately tilt the two-wheeled motor vehicle 1 while traveling on a curve.

[0121] Therefore, the predetermined value is preferably equal to or greater than the steering angular velocity of the front wheel 3 having self-steering when the angular velocity of the tilt angle of the two-wheeled vehicle 1 is 10 deg / s.

[0122] 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.

[0123] 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 point will be described below.

[0124] 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.

[0125] 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).

[0126] 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 a predetermined value, the restriction control unit 83 causes the restriction device 32 to restrict the steering angle of the front wheels 3 from changing in the tilt direction. In addition, it is assumed that 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 a predetermined value. At this time, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheels 3 to change. 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.

[0127] 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, it is assumed that 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 equal to or greater than a predetermined value. At this time, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheels 3 to change in the direction opposite to the tilt direction. Then, 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 causes the restriction device 32 to allow the steering angle of the front wheels 3 to change.

[0128] 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.

[0129] 6. Operation of restricted devices

[0130] 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.

[0131] 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.

[0132] Note that in Figure 6 The status shown is Figure 7During 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 cannot 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. Alternatively, when the motor 71 is not driven, the restriction device 32 may slightly resist 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.

[0133] 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.

[0134] Figure 8 The operation of the limiting control unit 83 is shown when the driver attempts to turn the handlebar 20 in the tilt direction at a steering angular 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 angular velocity detection unit 82 detects the steering angular velocity exceeding the predetermined value. Then, the gyro sensor 70 detects the tilt direction. Data indicating the steering angular velocity and the tilt direction are input to the limiting control unit 83. At this time, the vehicle speed is high. In addition, since the turning direction of the handlebar 20 coincides with the tilt direction, 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 F2 offsets the force E1. The rod shaft 23 does not rotate. As a result, the steering angle of the front wheel 3 does not change.

[0135] Similarly, even if the disturbance Figure 8The force indicated by the middle arrow G1 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 in the tilt direction. 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. Whether the disturbance acts on the change of the steering angle of the front wheel 3 in the tilt direction is determined by whether the steering direction is consistent with the tilt direction. 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.

[0136] Meanwhile, when traveling on a curve, when a skilled driver quickly steers the two-wheeled vehicle 1 when the grip performance of the front wheels 3 decreases so that the steering angle of the front wheels 3 changes in the direction opposite to the tilting direction, the restriction control unit 83 allows the steering angle to change (see Figure 7 ). Therefore, the driver can reduce the tilt angle of the two-wheeled vehicle 1 and change the posture of the two-wheeled vehicle in a direction of posture stability. By steering the front wheel 3 when driving on a curve, the grip performance of the front wheel 3 on the road surface can be understood.

[0137] Fig. 9 is a flowchart for describing the operation of the restriction device. Hereinafter, the flowchart will be described in order.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] Step S15: The restriction control unit 83 starts controlling the motor 71 by the control for high-speed driving. Therefore, in this case, the driver's input of quick steering in the tilt direction is restricted. Likewise, a sudden change in the steering angle of the front wheels 3 in the tilt direction due to disturbance is also restricted. Then, the process proceeds to step S16.

[0143] 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.

[0144] 7. Effects of the First Embodiment

[0145] As described above, according to the present invention, even if a disturbance is input to the front wheel 3, it is advantageous to stabilize the 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 .

[0146] 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°.

[0147] 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.

[0148] 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. This is because the disturbance attempts to rotate the steering device 19 in the tilting direction. Fig. 12Bis 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.

[0149] 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.

[0150] The two-wheeled vehicle 1 includes a vehicle body frame 60, 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 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 gyro sensor 70 detects the tilt direction of the two-wheeled vehicle 1. 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 and the detection result of the gyro sensor 70.

[0151] 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 steering angle of the front wheel 3 from changing in the tilt direction. In other words, when the detection value reaches or exceeds the predetermined value, the restriction device 32 restricts the steering angle of the front wheel 3 from changing in the tilt direction. When the detection value reaches or exceeds the predetermined value, the restriction device 32 reduces the steering angle velocity of the front wheel 3 in the tilt direction. 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, adopting the configuration according to the first embodiment is conducive to achieving an appropriate posture of the two-wheeled motor vehicle 1 even if the detection value reaches or exceeds the predetermined value.

[0152] According to the above configuration, the restriction control unit 83 causes the restriction device 32 to allow the steering angle of the front wheel 3 to change in the direction opposite to the tilt direction. By changing the steering angle of the front wheel 3 in the direction opposite to the tilt direction, the tilt angle can be easily reduced. By reducing the tilt angle, it is more conducive to achieving a proper posture of the two-wheeled vehicle 1.

[0153] According to the above configuration, when the value detected by the steering angular velocity detection unit 82 is less than a predetermined value, the steering angle of the front wheels 3 is allowed to change. With this configuration, when the value detected by the steering angular velocity detection unit 82 is less than a predetermined value, it is easy for the driver to quickly change the steering angle of the front wheels 3. Therefore, when the value detected by the steering angular velocity detection unit 82 is less than a predetermined value, it is easy for the driver to steer the two-wheeled vehicle 1.

[0154] According to the above configuration, when the motorcycle 1 is traveling straight, even if the detection value is equal to or greater than the predetermined value, the steering angle of the front wheels 3 is allowed to change. With this configuration, a motorcycle 1 having excellent operability when traveling straight can be provided.

[0155] According to the above configuration, when the two-wheeled vehicle 1 turns 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 causes the restriction device 32 to restrict the steering angle of the front wheel 3 from changing in the tilt direction. With this configuration, when the two-wheeled vehicle 1 turns on a curve, it is advantageous to achieve an appropriate posture of the two-wheeled vehicle 1.

[0156] According to the above configuration, when the two-wheeled vehicle 1 turns 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 causes the restriction device 32 to allow the steering angle of the front wheel 3 to change in the direction opposite to the tilt direction. With this configuration, it is more advantageous to achieve an appropriate posture of the two-wheeled vehicle 1.

[0157] According to the above configuration, the steering angle of the front wheels 3 is allowed or not allowed to change depending on whether the speed of the motorcycle 1 is high. By this configuration, a motorcycle 1 that facilitates achieving an appropriate posture while minimizing restrictions on the front wheels 3 can be provided.

[0158] Specifically, according to the above-described configuration, the two-wheeled vehicle 1 includes the speed detection unit 82 .

[0159] When the speed detected by the speed detection unit 82 is low and the value detected by 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 allow the steering angle of the front wheels 3 to change. Therefore, when the speed of the straddle type vehicle is low, it is easy for the driver to steer the straddle type vehicle.

[0160] When the speed detected by the speed detection unit 82 is high and the value detected by 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 steering angle of the front wheel 3 from changing in the tilt direction. Therefore, when the speed of the straddle-type vehicle is high, it is advantageous to achieve an appropriate posture of the two-wheeled motor vehicle 1.

[0161] According to the above configuration, the predetermined value is greater than the upper limit value of the steering angular velocity of the front wheel 3 when the two-wheeled vehicle 1 turns on a curved road by self-steering. By this configuration, a two-wheeled vehicle 1 can be provided that is conducive to achieving an appropriate posture while reliably allowing the front wheel 3 to change the steering angle by self-steering.

[0162] According to the above configuration, the steering angular velocity of the front wheel 3 with self-steering depends on the angular velocity of the tilt angle of the two-wheeled vehicle 1. Therefore, the steering angular velocity of the front wheel 3 with self-steering can be accurately determined.

[0163] According to the above configuration, when the angular velocity of the tilt angle of the motorcycle 1 is 50 degrees per second, the restriction control unit 83 causes the restriction device 32 to restrict the steering angle of the front wheel 3 from changing in the tilt direction.

[0164] According to the above configuration, when the angular velocity of the tilt angle of the motorcycle 1 is 10 degrees per second, the predetermined value causes the restricting device 32 to allow the steering angle of the front wheel 3 to change in the tilt direction. With this configuration, a motorcycle 1 that facilitates achieving an appropriate posture can be provided.

[0165] According to the above 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 vehicle body frame 60. With this configuration, the steering angular velocity of the front wheels 3 can be reliably detected. In addition, the acceleration of the steering angle of the front wheels 3 can be reliably detected.

[0166] According to the above-described configuration, the restricting device 32 restricts the steering device 19 from rotating relative to the vehicle body frame 60. With this configuration, the restricting device 32 easily restricts the steering angle change of the front wheel 3.

[0167] According to the above configuration, the limiting device 32 includes the motor 71, the drive gear 71a, and the 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, the limiting device 32 can actively stop the rotation of the steering device 19 relative to the vehicle body frame 60. Therefore, a two-wheeled vehicle 1 that can more reliably limit the change in the steering angle of the front wheel 3 can be provided.

[0168] [Second embodiment]

[0169] 8. Overview of the Second Embodiment

[0170] 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 73. The steering damper 73 corresponds to the limiting unit of the present invention. The steering damper 73 is a member capable of resisting the rotation of the steering device 19 relative to the vehicle 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 according to the situation. This will be described in detail later.

[0171] 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.

[0172] 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.

[0173] The bracket 73a is a member that connects the front fork 6 and the steering damper 73. The main body (cylinder) of the steering damper 73 is supported by the front fork 6.

[0174] 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 as a rod supporting the steering damper 73. Therefore, the steering damper 73 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 73 is linked to the steering device 19 and the vehicle body frame 60.

[0175] When the steering damper 73 is extended, the steering angle of the steering device 19 changes to the right relative to the vehicle body frame 60. When the steering damper 73 is extended, the steering angle of the front wheels 3 changes to the right. When the steering damper 73 is retracted, the steering angle of the steering device 19 changes to the left relative to the vehicle body frame 60. When the steering damper 73 is retracted, the steering angle of the front wheels 3 changes to the left.

[0176] 9. Steering damper structure

[0177] Fig.14 The steering damper 73 according to the present embodiment is shown in detail. The steering damper 73 includes a main pipe 200, a first sub-pipe 210, and a second sub-pipe 220. At least any one of the main pipe 200, the first sub-pipe 210, and the second sub-pipe 220 is supported by the front fork 6.

[0178] The main pipe 200 corresponds to the cylinder of the present invention. The main pipe 200 has a cylindrical shape. The first sub-pipe 210 has a cylindrical shape. The second sub-pipe 220 has a cylindrical shape. The main pipe 200 and the first sub-pipe 210 are parallel to each other. The main pipe 200 and the second sub-pipe 220 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 first sub-pipe 210 are closed, and the inside of the first sub-pipe 210 is filled with hydraulic oil. Both ends of the second sub-pipe 220 are closed, and the inside of the second sub-pipe 220 is filled with hydraulic oil. The main pipe 200 has a first chamber 201 and a second chamber 202 for storing hydraulic oil. The main pipe 200 is connected to the steering device 19 via the bracket 73a.

[0179] The piston 204 is installed in the main pipe 200. The piston 204 is a member that divides the interior 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. Therefore, the main pipe 200 includes the first chamber 201 and the second chamber 202 divided by the piston 204. The piston 204 is configured to be moved by the hydraulic pressure in the main pipe 200.

[0180] 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. The main shaft 207 has a rod end 190 connected to the U-shaped clamp 68. The pin 191 is inserted into the through hole of the rod end 190 and the through hole of the U-shaped clamp 68. The rod end 190, the U-shaped clamp 68 and the pin 191 constitute a rotatable joint. The main shaft 207 is integrated with the piston 204, and at least one end thereof extends from one end of the main pipe 200. The main shaft 207 is connected to the vehicle body frame 60 via the U-shaped clamp 68.

[0181] The first 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 first sub-tube 210. The wall portion 217 is cylindrical as a whole, and the hydraulic oil can pass through the hollow portion in the wall portion 217.

[0182] The solenoid 231 has a valve body 231a that can close the hollow portion in the wall 217 and has a configuration that can adjust the passage of hydraulic oil by extending and retracting the valve body 231a relative to the hollow portion of the wall 217. The restriction control unit 83 controls the solenoid 231 to extend and retract the valve body 231a.

[0183] The inner spaces of the main pipe 200 and the first 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 first 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 first sub-pipe 210. The first passage 215, the third chamber 213, the fourth chamber 214, and the second passage 216 constitute a first passage through which hydraulic oil passes. The first passage prohibits hydraulic oil from flowing from the first chamber 201 to the second chamber 202, and allows hydraulic oil to flow from the second chamber 202 to the first chamber 201.

[0184] The first passage does not always allow the 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 closed, the first passage prohibits the hydraulic oil from flowing from the second chamber 202 to the first chamber 201. When the solenoid valve 230 is open, the first passage allows the hydraulic oil to flow from the second chamber 202 to the first chamber 201. At the same time, the first passage always prohibits the hydraulic oil from flowing from the first chamber 201 to the second chamber 202. Regardless of whether the solenoid valve 230 is opened or closed, the first passage prohibits the 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.

[0185] The steering damper 73 includes a check valve 250 disposed 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 disposed between the third chamber 213 and the solenoid valve 230. The check valve 250 allows the hydraulic oil to flow from the fourth chamber 214 to the third chamber 213. The check valve 250 prohibits the hydraulic oil from flowing from the third chamber 213 to the fourth chamber 214.

[0186] The second sub-tube 220 has a fifth chamber 225 and a sixth chamber 226 for containing hydraulic oil. The fifth chamber 225 and the sixth chamber 226 are connected via the electromagnetic valve 240. The electromagnetic valve 240 has a solenoid 241 and a wall portion 227. The wall portion 227 is configured to narrow the inner diameter of the second sub-tube 220. The wall portion 227 is cylindrical as a whole, and the hydraulic oil can pass through the hollow portion in the wall portion 227.

[0187] The solenoid 241 has a valve body 241a that can close the hollow portion in the wall 227 and has a configuration that can adjust the passage of hydraulic oil by extending and retracting the valve body 241a relative to the hollow portion of the wall 227. The restriction control unit 83 controls the solenoid 241 to extend and retract the valve body 241a.

[0188] The inner spaces of the main pipe 200 and the second sub-pipe 220 are connected to each other at two points. That is, a third passage 223 connecting the first chamber 201 and the fifth chamber 225 is provided between the main pipe 200 and the second sub-pipe 220. In addition, a fourth passage 224 connecting the second chamber 202 and the sixth chamber 226 is provided between the main pipe 200 and the second sub-pipe 220. The third passage 223, the fifth chamber 225, the sixth chamber 226 and the fourth passage 224 constitute a second passage through which hydraulic oil passes. The second passage allows hydraulic oil to flow from the first chamber 201 to the second chamber 202, and prohibits hydraulic oil from flowing from the second chamber 202 to the first chamber 201.

[0189] The second passage does not always allow the 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 closed, the second passage prohibits the hydraulic oil from flowing from the first chamber 201 to the second chamber 202. When the solenoid valve 240 is open, the second passage allows the hydraulic oil to flow from the first chamber 201 to the second chamber 202. At the same time, the second passage always prohibits the hydraulic oil from flowing from the second chamber 202 to the first chamber 201. Regardless of whether the solenoid valve 240 is opened or closed, the second passage prohibits the 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.

[0190] The steering damper 73 includes a check valve 260 disposed in the second passage. The check valve 260 prohibits the hydraulic oil from flowing from the second chamber 202 to the first chamber 201, and allows the hydraulic oil to flow from the first chamber 201 to the second chamber 202. The check valve 260 is disposed between the fifth chamber 225 and the solenoid valve 240. The check valve 260 allows the hydraulic oil to flow from the fifth chamber 225 to the sixth chamber 226. The check valve 260 prohibits the hydraulic oil from flowing from the sixth chamber 226 to the fifth chamber 225.

[0191] 10. Operation of Steering Damper

[0192] Fig.15 2 is a schematic diagram for describing the operation of the steering damper 73 according to the second embodiment. Fig.15 As shown, when the valve body 231a is opened, 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, passes through the solenoid valve 230 and the check valve 250, passes through the third chamber 213 and the first passage 215, and then 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.

[0193] according to Fig.15 , the valve body 241a is closed. Therefore, the solenoid valve 240 prevents the hydraulic oil from flowing back and forth 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.

[0194] exist Fig.15 In the case of the second chamber 202 contracting, the first chamber 201 expanding. The piston 204 and the main shaft 207 move in one direction relative to the main pipe 200. The main shaft 207 extends from the main pipe 200. The steering damper 73 extends.

[0195] The second chamber 202 is prohibited from expanding, and the first chamber 201 is prohibited from contracting. The piston 204 and the main shaft 207 are prohibited from moving in opposite directions relative to the main pipe 200. The main shaft 207 is prohibited from retracting into the main pipe 200. The steering damper 73 is prohibited from contracting.

[0196] In addition, if Fig.16 As shown, when the valve body 241a is opened, 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, passes through the check valve 260 and the solenoid valve 240, passes through the sixth chamber 226 and the fourth passage 224, and then 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.

[0197] according to Fig.16 , the valve body 231a is closed. Therefore, the solenoid valve 230 prevents the hydraulic oil from flowing back and forth 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.

[0198] exist Fig.16 In the case of , 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 pipe 200. The main shaft 207 retracts into the main pipe 200. The steering damper 73 contracts.

[0199] The first chamber 201 is prohibited from expanding, and the second chamber 202 is prohibited from contracting. The piston 204 and the main shaft 207 are prohibited from moving in one direction relative to the main pipe 200. The main shaft 207 is prohibited from extending from the main pipe 200. The steering damper 73 is prohibited from extending.

[0200] If these two types of control are selectively used, the steering damper 73 restricts the steering angle of the front wheels 3 from changing in the leaning direction, and allows the steering angle of the front wheels 3 to change in the direction opposite to the leaning direction.

[0201] For example, when the steering angle of the front wheel 3 is restricted from changing to the right and the steering angle of the front wheel 3 is allowed to change to the left, as shown in FIG. Fig.15 The steering damper 73 is controlled as shown. That is, the valve body 231a is opened and the valve body 241a is closed. Then, the steering damper 73 is prohibited from contracting, and the steering damper 73 is allowed to extend. When the steering damper 73 is prohibited from contracting, the steering damper 73 prohibits the steering angle of the steering device 19 from changing to the right. When the steering damper 73 is prohibited from contracting, the steering damper 73 prohibits the steering angle of the front wheel 3 from changing to the right. When the steering damper 73 is allowed to extend, the steering angle of the steering device 19 is allowed to change to the left. When the steering damper 73 is allowed to extend, the steering angle of the front wheel 3 is allowed to change to the left.

[0202] Note that the valve body 241a in a half-open state can inhibit the steering device 19 from rotating to the right. When the valve body 241a is slightly opened, the hydraulic oil is allowed to pass slightly. At this time, the hydraulic oil can flow from the first chamber 201 to the second chamber 202, but its flow rate is lower than the flow rate when the valve body 241a is opened. Therefore, the piston 204 and the main shaft 207 can only move slowly in one direction K1. When rotating to the right, the steering device 19 is subjected to the reaction force from the steering damper 73. At this time, the rotational force of the steering device 19 rotating to the right is not completely eliminated, but is weakened by the steering damper 73. As a result, the steering angular velocity of the front wheel 3 to the right is reduced. At the same time, since the valve body 231a is open, the left rotation of the steering device 19 is not restricted by the steering damper 73.

[0203] Furthermore, for example, when the steering angle of the front wheels 3 is restricted from changing to the left and the steering angle of the front wheels 3 is allowed to change to the right, as shown in FIG. Fig.16 The steering damper 73 is controlled as shown. That is, the valve body 231a is closed and the valve body 241a is opened. Then, the steering damper 73 is prohibited from extending, and the steering damper 73 is allowed to retract. When the steering damper 73 is prohibited from extending, the steering damper 73 prohibits the steering angle of the steering device 19 from changing to the left. When the steering damper 73 is prohibited from extending, the steering damper 73 prohibits the steering angle of the front wheel 3 from changing to the left. When the steering damper 73 is allowed to retract, the steering angle of the steering device 19 is allowed to change to the right. When the steering damper 73 is allowed to retract, the steering angle of the front wheel 3 is allowed to change to the right.

[0204] Note that the valve body 231a in a half-open state can inhibit the steering device 19 from rotating to the left. When the valve body 231a is slightly opened, the hydraulic oil is allowed to pass slightly. At this time, the hydraulic oil can flow from the second chamber 202 to the first chamber 201, but its flow rate is lower than the flow rate when the valve body 231a is opened. Therefore, the piston 204 and the main shaft 207 can only move slowly in the opposite direction K2. When rotating to the left, the steering device 19 is subjected to the reaction force from the steering damper 73. At this time, the rotational force of the steering device 19 rotating to the left is not completely eliminated, but is weakened by the steering damper 73. As a result, the steering angular velocity of the front wheel 3 to the left is reduced. At the same time, since the valve body 241a is open, the right rotation of the steering device 19 is not restricted by the steering damper 73.

[0205] 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 adjustment unit of the present invention. The solenoid valve 230 and the solenoid valve 240 can adjust the hydraulic pressure to which the piston 204 is subjected 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. At a time point when the steering angular velocity of the front wheel 3 in the tilt direction reaches or exceeds a predetermined value or more, the restriction control unit 83 closes the solenoid valve 230 or the solenoid valve 240 to make it difficult for the piston 204 to move in one direction K1 or the opposite direction K2. Therefore, in this case, the driver's rapid steering is restricted. Similarly, the steering angle of the front wheel 3 is also restricted from changing suddenly due to disturbance. When a predetermined time has passed after the solenoid valve 230 or the solenoid valve 240 is closed, the solenoid valve 230 and the solenoid valve 240 are opened, and the steering damper 73 releases the restriction on the change of the steering angle of the front wheel 3. As a result, rapid steering is allowed again.

[0206] As described above, when the steering angle of the front wheels 3 is stopped from changing in the tilt direction, the restriction control unit 83 controls the solenoid valve 230 and the solenoid valve 240 to close one of the second passage and the first passage. When the steering angle of the front wheels 3 is allowed to change in the direction opposite to the tilt direction, the restriction control unit 83 controls the solenoid valve 230 and the solenoid valve 240 to open the other of the second passage and the first passage.

[0207] The operation of the steering damper 73 can refer to Fig. 9 Hereinafter, the flowchart will be described in order.

[0208] 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.

[0209] Step S12: When activated, the restriction control unit 83 starts to control the electromagnetic valve 230 and the electromagnetic valve 240 under the control for low-speed running. Both the electromagnetic valve 230 and the electromagnetic valve 240 are open, and the piston 204 is easily moved. 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.

[0210] Step S13: The restriction control unit 83 determines whether the engine 5 has stopped. If the determination is true, the process ends. If the determination is false, the process proceeds to step S14.

[0211] 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.

[0212] Step S15: The restriction control unit 83 starts controlling the electromagnetic valve 230 and the electromagnetic valve 240 under the control for high-speed running. The restriction control unit 83 opens and closes the electromagnetic valves 230, 240 as needed from this point in time. Then, the process proceeds to step S16.

[0213] 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.

[0214] 11. Effects of the Configuration of the Second Embodiment

[0215] The above configuration includes the steering damper 73. The steering damper 73 includes the main pipe 200, the piston 204, the main shaft 207, the solenoid valve 230, and the solenoid valve 240. The solenoid valve 230 and the solenoid valve 240 can adjust the hydraulic pressure to which the piston 204 is subjected according to the control of the restriction control unit 83. With this configuration, the restriction unit can be constructed by using existing components with high reliability.

[0216] 12. Modifications

[0217] The present invention is not limited to the above-described configuration, and may be modified as follows.

[0218] <Modification 1>

[0219] 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.17 As shown, 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.

[0220] In Modification 1, the predetermined value is greater than the upper limit value of the acceleration of the steering angle at the front wheels 3 when the two-wheeled motor vehicle 1 turns by self-steering. When the average value of the acceleration of the steering angle of the front wheels 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.

[0221] Also in Modification 1, 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, by the configuration according to Modification 1, even if the detection value reaches or exceeds the predetermined value, it is conducive to achieving an appropriate posture of the two-wheeled motor vehicle 1.

[0222] <Modification 2>

[0223] 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.18 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 torque sensor 85 detects the torsion between the first end and the second end of the handlebar 24. The first end of the handlebar 24 is connected to the front fork 6. The second end of the handlebar 24 is connected to the handlebar 20. 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. The torque sensor 85 corresponds to the first detection unit of the present invention.

[0224] According to the configuration of Modification 2, the steering device 19 includes the front fork 6, the handlebar stem 24, and the handlebar 20. The torque sensor 85 detects torque around the handlebar stem 24, which is applied to the handlebar stem 24.

[0225] In Modification 2, the predetermined value is greater than the upper limit value of the steering torque at the front wheels 3 when the two-wheeled motor vehicle 1 turns by self-steering. When the average value of the steering torque of the front wheels 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.

[0226] Also in Modification 2, 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, according to Modification 2, even if the detection value reaches or exceeds the predetermined value, it is conducive to achieving the appropriate posture of the two-wheeled motor vehicle 1.

[0227] The first detection unit is a torque sensor that detects the torsion of the steering device. According to such a configuration, the first detection unit can be configured with a small number of components.

[0228] The torque sensor 85 reliably detects a change in the relative position between the front fork 6 and the handlebar 20 due to the twisting of the handlebar stem 24. Therefore, the torque sensor 85 can reliably detect the torque input to the steering device 19.

[0229] <Variation 3>

[0230] 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.19 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.

[0231] <Variation 4>

[0232] In the above-described second embodiment, the main pipe 200 is coupled to the steering device 19, and the main shaft 207 is coupled to the vehicle body frame 60. However, the coupling between the steering damper 73, the steering device 19, and the vehicle body frame 60 is not limited thereto. For example, the main pipe 200 may be coupled to the vehicle body frame 60, and the main shaft 207 may be coupled to the steering device 19.

[0233] <Variation 5>

[0234] 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 (84) 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 posture detection unit (70) for detecting the tilt direction of the straddle-type vehicle (1); a limiting unit (32) capable of limiting a change in the steering angle of the front wheel (3); and A control unit (83) causes the limiting unit (32) to limit the change of the steering angle of the front wheel (3) along the tilting direction when the value detected by the first detection unit (84) 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 (84) 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 in a direction opposite to the tilting direction.

3. The straddle-type vehicle according to claim 1, wherein When the value detected by the first detection unit (84) 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.

4. 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 (84) 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 turns on a curve and the value detected by the first detection unit (84) is equal to or greater than the predetermined value, the control unit (83) causes the restriction unit (32) to restrict the steering angle of the front wheel (3) from changing in the tilt direction.

5. The straddle-type vehicle according to claim 4, wherein When the straddle-type vehicle turns on a curve and the value detected by the first detection unit (84) 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 in a direction opposite to the tilting direction.

6. The straddle-type vehicle according to claim 1, further comprising a speed detection unit (81, 82) that detects the speed of the straddle-type vehicle, wherein When the speed detected by the speed detection unit (81, 82) is low and the value detected by the first detection unit (84) 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 speed detected by the speed detection unit (81, 82) is high and the value detected by the first detection unit (84) is equal to or greater than the predetermined value, the control unit (83) causes the restriction unit (32) to restrict the steering angle of the front wheel (3) from changing in the tilt direction.

7. 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 acceleration of the steering angle 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.

8. The straddle-type vehicle according to claim 7, wherein The steering angular velocity of the self-steering front wheel (3), the acceleration of the steering angle of the self-steering front wheel (3), or the steering torque of the self-steering front wheel (3) depends on the angular velocity of the tilt angle of the straddle-type vehicle (1).

9. The straddle-type vehicle according to claim 1, wherein When the angular velocity of the tilt angle of the straddle-type vehicle (1) is 50 degrees per second, the control unit (83) causes the restriction unit (32) to restrict the steering angle of the front wheel (3) from changing in the tilt direction.

10. The straddle-type vehicle according to claim 1, wherein When the angular velocity of the tilt angle of the straddle-type vehicle (1) is 10 degrees per second, the control unit (83) causes the restriction unit (32) to allow the steering angle of the front wheel (3) to change.

11. The straddle-type vehicle according to claim 1, wherein The first detection unit (84) detects 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 first detection unit (84) is a torque sensor that detects the torsion of the steering device (19).

13. 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).

14. 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).

15. The straddle-type vehicle according to claim 1, wherein The limiting unit (32) is a steering damper (73) that resists the rotation of the steering device (19) relative to the vehicle body frame (60), and The steering damper (73) comprises Cylinder (200), a piston (204) which is moved by hydraulic pressure in the cylinder (200), A main shaft (207) is integrated with the piston (204), wherein: At least a distal end of the main shaft (207) extends from one end of the cylinder (200), and A damping force adjustment (240) unit is capable of adjusting the hydraulic pressure experienced by the piston (204) according to the control of the restriction unit (32).

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