Suspension device and suspension control unit

Abstract

A suspension device (S) of a semi-trailer truck (M), comprising: a front-wheel damper (FD) with adjustable damping force, which is placed between a vehicle body (B) and a front wheel (FW) in the semi-trailer truck (M); a rear-wheel damper (RD) with adjustable damping force, which is placed between the vehicle body (B) and a rear wheel (RW) in the semi-trailer truck; and a control device (C) which controls the damping force of the front-wheel damper (FD) and the rear-wheel damper (RD), wherein a higher response sensitivity of a damping force setting of the front-wheel damper (FD) is effected than a response sensitivity in a damping force setting of the rear-wheel damper (RD).

Description

TECHNICAL FIELDThe present invention relates to a suspension apparatus and a suspension control device.BACKGROUND ARTFor example, as disclosed in JP 2017-30 577 A, a suspension apparatus including a front wheel side damper and a rear wheel side damper with variable damping force between a vehicle body and front and rear wheels of a vehicle has a controller that controls the damping force of the front wheel side damper and the rear wheel side damper in response to a change in position of the vehicle body (see, for example, Patent Literature 1).Furthermore, an electronic suspension system for a wheeled vehicle is known from the laid-open specification DE 698 38 994 T2.SUMMARY OF THE INVENTIONIn such a suspension device, a front wheel-side damper and a rear wheel-side damper have the same configuration, and circuit configurations in a controller have similar configurations, these configurations corresponding to the front wheel-side damper and the rear wheel-side damper, respectively.Here, in the case of a saddle riding vehicle, the front-wheel-side damper has a longer stroke than the rear-wheel-side damper. When responsiveness of damping force adjustment of the front wheel side damper is low, it takes time to optimize the damping force of the front wheel side damper, and there is a case where a driving posture of a passenger is disturbed and riding comfort is deteriorated. Thereby, high responsiveness of damping force adjustment in the front wheel side damper is required. However, in a conventional suspension device, the front wheel-side damper has the same responsiveness as the rear wheel-side damper.Therefore, a conventional suspension apparatus or a suspension control apparatus used in the suspension apparatus is very expensive and requires a cost reduction.Therefore, the present invention is to provide a suspension device and a suspension control device with which costs can be reduced while securing riding comfort in the saddle riding vehicle.In order to achieve the above purpose, a suspension apparatus of the present invention includes: a front wheel-side damping force adjustable damper placed between a vehicle body and a front wheel of a saddled vehicle; a rear wheel-side damping force adjustable damper placed between the vehicle body and a rear wheel; and a controller to control the damping force of the front wheel-side damper and the rear wheel-side damper, wherein a higher responsiveness of the damping force setting of the front wheel-side damper is caused than the responsiveness of the damping force setting of the rear wheel-side damper.Further, in order to achieve the above purpose, a suspension control device of the present invention includes: a front wheel side driving circuit to operate a front wheel side solenoid valve that adjusts damping force in a front wheel side damper placed between a vehicle body and a front wheel in a saddled vehicle; and a rear wheel side driving circuit to operate a rear wheel side solenoid valve that adjusts damping force in a rear wheel side damper placed between the vehicle body and the rear wheel, wherein a demagnetization circuit to degauss a solenoid in the front wheel side solenoid valve is provided only in the front wheel side driving circuit.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is a schematic configuration view of a suspension device in an embodiment applied to a two-wheeled vehicle. FIG. 2 is a schematic diagram of a front wheel side damper and a rear wheel side damper of the suspension device in the one embodiment. FIG. 3 is a view illustrating a drive circuit of a front wheel side solenoid valve. FIG. 4 is a view illustrating a drive circuit of a rear wheel side solenoid valve. FIG. 5 is a view illustrating a transition of current flowing in a solenoid supplied with current from the drive circuit of the rear wheel side solenoid valve. FIG. 6 is a view for describing an operation of the drive circuit of the front wheel side solenoid valve when demagnetization of a solenoid is performed. FIG. 7 is a view illustrating a transition of current flowing in the solenoid supplied with current from the drive circuit of the front wheel side solenoid valve.DESCRIPTION OF EMBODIMENTSHereinafter, the present invention will be explained based on an embodiment illustrated in the drawings. As illustrated in FIG. 1, in this example, a suspension apparatus S in an embodiment includes a front wheel side damping force adjustable damper FD placed between a vehicle body B and a front wheel FW of a two-wheeled vehicle M as a saddle vehicle, a rear wheel side damping force adjustable damper RD placed between the vehicle body B and a rear wheel RW, and a controller C as suspension control means to control the damping force in the front wheel side damper FD and the rear wheel side damper RD. Although it is the two-wheeled vehicle in the present example, the saddled vehicle only needs to be a vehicle in which a passenger sits on a saddle, and it may be a three-wheeler or a four-wheeler buggy.Hereinafter, each component will be described in detail. As illustrated in FIG. 2, each of the front wheel side damper FD and the rear wheel side damper RD includes, for example, a cylinder 10, a piston 11 slidably inserted into the cylinder 10 and partitioning the cylinder 10 into an extension side chamber R 1 and a pressure side chamber R 2 filled with liquid, a piston rod 12 movably inserted into the cylinder 10 as well and coupled to the piston 11, a tank 13 including, in an inner part, a reservoir R communicating with the pressure side chamber R 2, a damping path 14 making the extension side chamber R 1 and the pressure side chamber R 2 communicate with each other, a discharge path 15 making a resistance to a flow of liquid from the pressure side chamber R 2 through the reservoir R, an intake path 16, and the like, allowing only liquid flow from the reservoir R into the pressure side chamber R2, and a solenoid valve V provided in the damping path 14 and performing damping force adjustment. Here, the extension side chamber R 1 and the pressure side chamber R 2 are filled with liquid, and the reservoir R is filled with gas and liquid. As the liquid, not only a hydraulic oil but also other liquids such as water or a solution may be used.Further, in the present example, the front-wheel-side damper FD is accommodated in an expandable / contractable telescopic hollow front fork that hangs the front wheel FW on the vehicle body B and is placed between the front wheel and the vehicle body, although not illustrated. The front fork is coupled to a steering wheel (not illustrated) of the two-wheeled vehicle M, and steering of the front wheel may be performed by a steering wheel operation of a passenger. Further, although not illustrated, the rear wheel side damper RD is placed between the vehicle body B and an arm that slidably supports the rear wheel RW with respect to this vehicle body B of the present example. In the present example, the front wheel side damper FD and the rear wheel side damper RD are installed in the two-wheeled vehicle such that a leading end of the piston rod 12 is coupled to the front wheel FW and the rear wheel RW of the two-wheeled vehicle M and the cylinder 10 is coupled to the vehicle body B of the two-wheeled vehicle. Note that in a case where the gas and the liquid in the reservoir R are separated by an elastic partition wall or a sliding partition wall, the front wheel-side damper FD and the rear wheel-side damper RD may be installed upside down in the two-wheeled vehicle M as in FIG. 2.The solenoid valve V is, for example, a solenoid valve in which a valve body is operated by a solenoid. A flow channel area is changed by adjusting a valve body position with an applied current amount, thereby changing a resistance acting on the liquid flowing in the damping path. The solenoid valve V may be a variable throttle that can adjust the flow passage area in such a manner or a pressure regulating valve that regulates a valve opening pressure.Then, in a case where these front wheel-side damper and rear wheel-side damper RD perform an extension action, liquid moves from the compressed extension-side chamber R 1 into the extended pressure-side chamber R 2 through the damping path 14, at which time the liquid passes through the solenoid valve V and the solenoid valve V exerts resistance to a flow of the liquid. Therefore, a differential pressure is generated between the extension side chamber R 1 and the pressure side chamber R 2. The front wheel side damper FD and the rear wheel side damper RD provide an extension side damping force to suppress the extension action according to this differential pressure. Note that the liquid is supplied from the reservoir R to the inside of the expanded pressure side chamber R 2 through the inlet path 16, and a volume of the piston rod 12 retracted from the cylinder 10 is compensated. The differential pressure between the extension side chamber R 1 and the pressure side chamber R 2 may be adjusted by the solenoid valve V, and damping force generated by the front wheel side damper FD and the rear wheel side damper RD may be adjusted during the extension action by the solenoid valve V.On the other hand, in a case where the front wheel-side damper FD and the rear wheel-side damper RD perform a contraction action, liquid moves from the compressed pressure-side chamber R 2 into the expanded extension-side chamber R 2 through the damping path 14. In such a manner, liquid corresponding to the volume of the piston rod 12 moving into the cylinder 10 is discharged, and the volume of the piston rod 12 moving into the cylinder is compensated. Then, in a case where the front wheel-side damper FD and the rear wheel-side damper RD perform the contracting action, the discharge path 15 and the solenoid valve V make resistance to the movement of the liquid. Therefore, the pressure inside the cylinder 10 is increased, and a differential pressure is generated between the pressure side chamber R 2 and the extension side chamber R 1. Therefore, in a case of performing the contraction action, the front wheel side damper FD and the rear wheel side damper RD provide pressure side damping force to suppress the contraction action according to a pressure increase in the cylinder 10 and the differential pressure between the pressure side chamber R 2 and the extension side chamber R 1. Since the differential pressure between the pressure side chamber R 2 and the extension side chamber R 1 can be adjusted by the solenoid valve V, damping force generated by the front wheel side damper FD and the rear wheel side damper during the contraction action can be adjusted by the solenoid valve V.Note that the front wheel side damper FD and the rear wheel side damper RD are not limited to the above configuration. In a case of a magnetoviscid damper in which a hydraulic fluid is a magnetoviscid fluid, only one coil may be provided instead of the solenoid valve V to cause a magnetic field on a damping path 14.As illustrated in FIG. 1, the controller C includes a control unit 20 that calculates a target value of a damping force provided by the front wheel-side damper FD and the rear wheel-side damper RD and that generates a current control command for instructing an amount of current supplied to each solenoid valve V in the front wheel-side damper FD and the rear wheel-side damper, and drive circuits 21 and 22 that supply current to a solenoid of each solenoid valve V according to the current control command.For example, the control unit 20 monitors a position of the vehicle body B, reduces tilting or seating of the two-wheeled vehicle M, or calculates, as a target value, damping force to be provided by the front wheel-side damper FD and the rear wheel-side damper RD to suppress vibration of the vehicle body B. For monitoring a position of the vehicle body B, a gyroscope sensor, an accelerometer, or a stroke sensor is used to detect an extension / contraction displacement of the front and rear dampers FD and RD, which sensor is installed in the vehicle body.Further, in the calculation of the target value of the damping force, the control unit 20 calculates, from the target value, an amount of current supplied to each of the solenoid valves of the front wheel side damper FD and the rear wheel side damper RD, and generates a current control command. For example, in the generation of the current control command, the control unit 20 previously acquires a relationship between a current amount and a damping force provided by the front wheel side damper FD and the rear wheel side damper RD, and generates a current control command by calculating the current amount from a value of the target damping force.As illustrated in FIG. 3, the drive circuit 21 includes, to drive a front wheel side solenoid valve V, which is the solenoid valve V in the front wheel side damper FD, a main circuit MC to perform PWM driving of a solenoid Sol 1 of the front wheel side solenoid valve V, and a demagnetization circuit DC to degauss the solenoid Sol 1. On the other hand, as illustrated in FIG. 4, to drive a rear wheel side solenoid valve V, which is the solenoid valve V in the rear wheel side damper, the drive circuit 22 includes only a main circuit MC to perform PWM driving of a solenoid Sol 2 of the rear wheel side solenoid valve. That is, the drive circuit 21 of the front wheel side solenoid valve V has a circuit configuration in which the demagnetization circuit DC is added to the circuit configuration of the drive circuit 22 of the rear wheel side solenoid valve V. Therefore, first, the drive circuit 22 that includes only the main circuit MC and that drives only the rear wheel side solenoid valve V will be described in detail.As illustrated in FIG. 4, the drive circuit 22 of the rear-wheel-side solenoid valve V includes only the main circuit MC that supplies electric power to the solenoid Sol 2 to perform PWM driving of the rear-wheel-side solenoid valve V. The main circuit MC includes a power supply line PSL for connecting one end of the solenoid coil Sol 2 to a power supply Bat and grounding the other end thereof to a ground GND, a main switch MS including an N-channel MOSFET provided between the solenoid coil Sol 2 and the power supply Bat in the middle of the power supply line PSL, an overvoltage killer SK including a diode D 1 placed between the main switch MS and the solenoid coil Sol 2 in the power supply line PSL, and the ground GND having a direction from a ground side to a power supply side as a forward direction, a first line L 1, and a second line L 2, connecting both sides of the solenoid Sol2 in the power supply line PSL and the ground GND, a first capacitance C1 for noise removal placed in the first line L1 and a second capacitance for noise removal placed in the second line L2, and a smoothing capacitance SC placed between the power supply Bat and the overvoltage killer SK, and the ground GND. Further, although not illustrated, the drive circuit 22 includes a switch control unit that receives a control command from the control unit 20 and performs the switching control of the main switch MS.The main circuit MC configured in such a manner can supply electric power from the power supply Bat to the solenoid coil Sol 2 when the main switch MS is closed, and supply of power from the power supply Bat to the solenoid coil Sol 2 is interrupted when the main switch MS is opened. When the main switch MS is opened from a state where the main switch MS is closed and electric power is supplied to the solenoid coil Sol2, counter electromotive force is generated in the solenoid coil Sol2. However, the overvoltage kill SK acts and the generation of an increased overvoltage in the solenoid coil Sol 2 is prevented, thereby gradually decreasing current flowing in the solenoid coil Sol 2. More specifically, as shown in FIG. 5, the solenoid Sol 2 is applied and the current is increased when the main switch MS is turned on and the solenoid Sol 2 is energized, and the current flowing into the solenoid Sol 2 is gradually decreased when the main switch MS is turned off. Thus, current adjustment is performed by switching the main switch according to the current to flow in the solenoid 2.Thus, when a current command is output from the control unit 20, the drive circuit 22 applies voltage to the solenoid coil Sol 2 such that a current value provided by the current command to the solenoid coil Sol 2 is assumed. In order to set the voltage applied to the solenoid Sol 2 so as to assume the current value following the current command, the drive circuit 22 sets an ON duty ratio (ON) of the main switch MS so that the current flowing in the solenoid Sol 2 follows the current command and switches the main switch MS. In such a manner, the drive circuit 22 performs PWM driving of the solenoid valve V by switching the main switch MS and adjusting the voltage applied to the solenoid Sol2. Note that voltage transmitted from the power supply Bat to one side of the main switch is smoothed by the smoothing capacitor SC. Thus, the drive circuit 22 can accurately control the voltage applied to the solenoid Sol 2 even when an output voltage of the power supply Bat varies.On the other hand, as illustrated in FIG. 3, the drive circuit 21 of the front wheel side solenoid valve V includes the demagnetization circuit DC for demagnetizing the solenoid Sol 1 in addition to the main circuit MC that supplies electric power to the solenoid Sol 1 for performing the PWM drive of the front wheel side solenoid valve. The main circuit MC has a configuration similar to that of the main circuit MC of the drive circuit 22 of the rear wheel side solenoid valve V.The demagnetization circuit DC includes a demagnetization switch DS including an N-channel MOSFET provided between the solenoid Sol 1 and the ground GND in the center of the power supply line PSL, a demagnetization line DL that is in the center of the power supply line PSL and that connects the main switch MS and the power supply Bat and connects the solenoid Sol 1 and the demagnetization switch DS, a demagnetization diode D 2 provided in the center of the demagnetization line DL in a direction from a ground side to a power supply side as a forward direction, and a smoothing capacitor SC placed between the power supply Bat and the overvoltage killer SK, and the ground GND. Further, although not illustrated, the drive circuit 21 includes a switch control unit that receives input of a control command from the control unit 20 and performs switching control of the main switch and the demagnetization switch DS.In a closed state, the demagnetization switch connects the solenoid Sol 1 to the ground GND. Thus, when the demagnetization switch DS is in an ON state, by switching the main switch MS provided in the power supply line PSL, the drive circuit 21 can set the voltage applied to the solenoid coil Sol 1 similarly to the drive circuit 22. Then, in order to set the voltage applied to the solenoid coil Sol 1 so as to assume the current value following from the current command, the drive circuit 21 sets a relative ON duty of the main switch MS in such a manner that current flowing in the solenoid coil Sol 1 follows the current command, and switches the main switch MS. In this manner, the drive circuit 21 performs the PWM drive of the solenoid valve V by switching the main switch MS and setting the voltage applied to the solenoid coil Sol 1.On the other hand, in a case of rapid demagnetization of the solenoid Sol 1, the main switch MS is turned off and supply of electric power from the power supply Bat to the solenoid Sol 1 is stopped, and the demagnetization switch DS is turned off and connection between the solenoid Sol 1 and the ground GND on a downward side is cut off.Then, as illustrated in FIG. 6, a route is effected in which a left end of the solenoid coil Sol 1 in FIG. 6 is connected to the ground GND through the diode D 1 in the overvoltage killer SK, and a right end of the solenoid coil Sol 1 in FIG. 6 is connected to the power supply Bat via the demagnetization line DL. In this situation, the voltage applied to the solenoid Sol1 rapidly becomes 0 by turning off the main switch MS, and counter electromotive force is generated in the solenoid Sol1. As indicated by an arrow in FIG. 6, in the caused circuit described above, current flows in a direction from the ground GND to the power supply Bat. Then, in this state, because the power supply Bat performs reverse excitation of the solenoid coil Sol 1 in a manner opposite to the counter electromotive force of the solenoid coil Sol 1, the current flowing in the solenoid coil Sol 1 promptly disappears and demagnetization of the solenoid coil Sol 1 is promptly performed. When the solenoid Sol 1 is thus promptly demagnetized, the front wheel side solenoid valve V promptly returns to a position where the solenoid Sol 1 is in a non-excitation state. Note that even in current adjustment of the solenoid Sol 1 by switching the main switch MS, in a case where it is necessary to rapidly reduce the current in the solenoid Sol 1, the demagnetization switch DS can be turned off together with the main switch MS, and demagnetization of the solenoid Sol 1 can be performed.More specifically, as shown in FIG. 7, the solenoid Sol 1 is applied and current is increased when both the main switch MS and the demagnetization switch DS are turned on and the solenoid Sol 1 is energized, the current flowing in the solenoid Sol 1 is gradually decreased when the main switch MS is turned off while the demagnetization switch DS remains turned on, and the current flowing in the solenoid Sol 1 is promptly decreased when both the main switch MS and the demagnetization switch DS are turned off. In such a manner, the demagnetization switch DS functions as a switch that switches the effectiveness and non-effectiveness of the demagnetization circuit DC.Since the control unit 20 includes the above-described drive circuits 21 and 22 in such a manner, current decreases more promptly in the solenoid Sol 1 of the front wheel side solenoid valve V than in the solenoid Sol 2 of the rear wheel side solenoid valve V. Thus, in the suspension device S of the present example, the front wheel side damper FD has higher responsiveness than the rear wheel side damper RD in terms of responsiveness in the damping force adjustment.Here, as described above, in a case of the two-wheeled vehicle M being a saddle-riding vehicle, damping force adjustment with high responsiveness is required at the front-wheel-side damper FD. However, the responsiveness in the damping force adjustment of the rear wheel side damper RD is not required to be equivalent to that of the front wheel side damper FD. Thus, even if the front wheel side damper FD can perform damping force adjustment with high responsiveness and the rear wheel side damper RD has lower responsiveness in damping force adjustment than the front wheel side damper FD according to the suspension device S of the present example, the riding comfort in the two-wheeled vehicle M can be ensured.In such a manner, as compared with a conventional suspension device in which responsiveness of damping force adjustment of a rear wheel side damper is equivalent to that of a front wheel side damper, responsiveness of the rear wheel side damper RD can be reduced with the front wheel side damper in the suspension device S of the present example as a basis, thereby reducing cost thereof and reducing price. Thus, according to the suspension device S of the present example, it is possible to reduce cost while securing riding comfort in the two-wheeled vehicle (saddle riding vehicle) M.Further, in the controller (suspension controller) C of the present example, the front wheel side driving circuit 21 that drives the front wheel side solenoid valve V to adjust damping force in the front wheel side damper FD placed between the vehicle body B and the front wheel FW in the two-wheeled vehicle (saddle riding vehicle) M and the rear wheel side driving circuit 22 that drives the rear wheel side solenoid valve V to adjust damping force in the rear wheel side damper RD placed between the vehicle body B and the rear wheel RW are included, and the demagnetization circuit DC to degauss the solenoid Sol 1 in the front wheel side solenoid valve V is provided only in the front wheel side driving circuit 21. According to the control device (suspension control device) C configured in such a manner, the drive circuit 22 to drive the solenoid valve V for damping force adjustment of the rear wheel side damper RD has a circuit configuration with a lower price than that of the drive circuit 21 to drive the solenoid valve V for damping force adjustment of the front wheel side damper FD, and there is a difference in responsiveness. Thus, in the present control device (suspension control device) C of the present example, it is possible to provide a difference in responsiveness of the damping force adjustment of the front wheel side damper FD and the rear wheel side damper RD and reduce cost.Note that in a case where each of the front wheel-side damper FD and the rear wheel-side damper RD is a damper using a magnetoviscid fluid described above, a magnetic field applied to the magnetoviscid fluid is adjusted by an amount of current in a coil. Thus, it is only necessary that a drive circuit 22 in which a demagnetization circuit DC is omitted is used for damping force adjustment of a rear wheel side damper RD, while a drive circuit 21 including a demagnetization circuit DC is used for damping force adjustment of the front wheel side damper FD. In this way, a suspension control device has a low price, and cost of a suspension device S as a whole can be reduced.More specifically, in the present example, the front wheel side driving circuit 21 has, with respect to one switch, two switches which are the main switch MS for adjusting a voltage applied to the solenoid coil Sol 1 and the demagnetization switch DS for switching effectiveness and non-effectiveness of the demagnetization circuit, and the rear wheel side driving circuit DC has, with respect to only one switch, the main switch MS for adjusting a voltage applied to the solenoid coil Sol 2. Thus, it is possible to make a price of the rear wheel side driving circuit 22 lower than that of the front wheel side driving circuit 21.Further, it is possible to reduce cost by providing a difference in responsiveness of the own physical components (hardware) of the front wheel side damper FD and the rear wheel side damper RD. That is, it is possible to reduce cost of the suspension device S as a whole by making the front wheel side damper FD have a structure responding with high responsiveness to the solenoid valve V that performs the damping force adjustment and making the rear wheel side damper RD have a structure using the solenoid valve V with low responsiveness and low price. Moreover, it is possible to reduce cost of a suspension device as a whole by making hydraulic circuit configurations of a front wheel side damper FD and a rear wheel side damper RD different and providing a difference in responsiveness.Moreover, in a case where the solenoid valve V is set to increase a flow passage area when an amount of current flowing into the solenoid Sol 1 increases and minimize the flow passage area when not excited, or decrease a valve opening pressure when an amount of current flowing into the solenoid Sol 1 increases and maximize the valve opening pressure when not excited, it becomes possible to set the responsiveness and damping force in the front wheel side damper FD high. In such a manner, in a case where the front wheel-side damper FD causes a high damping force upon non-excitation, the front wheel-side damper FD promptly makes the damping force high in a case where it becomes impossible to supply current to the solenoid coil Sol 1. Thus, a time is reduced in a state where the damping force during failure is small. Note that, similar to the front wheel side damper FD, in a case where a high damping force is caused upon non-energization of the solenoid valve of the rear wheel side damper RD, damping force of the front and rear dampers FD and RD becomes high. Thus, it is possible to prevent significant deterioration of riding comfort in a vehicle by providing the damping force even in a failure.Further, in a case where the solenoid valve V is set to decrease a flow passage area when an amount of current flowing into the solenoid Sol 1 becomes larger and maximize the flow passage area when not excited, or to make valve opening pressure higher when an amount of current flowing into the solenoid Sol 1 becomes larger and minimize the valve opening pressure when not excited, it becomes possible to make responsiveness high and a damping force low in the front wheel side damper FD. In such a manner, in a case where the front wheel side damper FD causes a low damping force when not excited, it is possible to promptly reduce the damping force of the front wheel side damper FD based on a Karnopp rule in a case where the vehicle body B is excited by the damping force. Thus, this is optimal for a Karnopp rule based control.Then, since the damping force adjustment of the front wheel side damper FD can be performed with a long stroke with high responsiveness, it is possible to prevent a bad influence of a driving posture of a passenger of the two-wheeled vehicle. Thus, the suspension device S is optimal for the two-wheeled vehicle M.Further, in each of the front wheel side damper FD and the rear wheel side damper RD in the suspension device S of the present example, the damping force upon extension and contraction can be adjusted by a single solenoid valve V. However, a damping path 14 may include an extension side path that allows only liquid flow from the pressure side chamber R 2 into the extension side chamber R 1, and a solenoid valve may be provided in the extension side path and the pressure side path, respectively. When the front wheel side damper FD and the rear wheel side damper RD are configured in this manner, two solenoid valves V, which are a solenoid valve V that provides a damping force upon expansion and a solenoid valve V that provides a damping force upon contraction, are provided in the front wheel side damper FD and the rear wheel side damper RD, respectively. Thus, two front wheel side driving circuits 21 and rear wheel side driving circuit 22 are provided in a controller C, respectively. Further, in a case where the damping path 14 includes the extension side path and the pressure side path, and an extension side damping valve for switching the extension side path and a pressure side damping valve for switching the pressure side path are provided, pressure of a back pressure chamber that excites an extension side valve and a pressure side valve in a valve closing direction can be adjusted with internal pressure by the solenoid valve V, and damping force adjustment can be performed.The present patent application claims priority to Japanese Patent Application No. 2017-089234, filed in the Japanese Patent Office on Apr. 28, 2017, which is hereby incorporated by reference.

Claims

A suspension apparatus (S) of a saddled vehicle (M) comprising: a front wheel side damping force adjustable damper (FD) placed between a vehicle body (B) and a front wheel (FW) in the saddled vehicle (M); a rear wheel side damping force adjustable damper (RD) placed between the vehicle body (B) and a rear wheel (RW) in the saddled vehicle; and a controller (C) that controls the damping force of the front wheel side damper (FD) and the rear wheel side damper (RD), wherein a higher responsiveness of damping force adjustment of the front wheel side damper (FD) is caused than a responsiveness in damping force adjustment of the rear wheel side damper (RD).The suspension device (S) of the saddle-riding vehicle (M) according to claim 1, wherein the front-wheel-side damper (FD) causes a high damping force when not excited.The suspension device of the saddle riding vehicle according to claim 1, wherein the front wheel side damper (FD) causes a low damping force when not excited.A suspension control device comprising: a front wheel side driving circuit (21) for driving a front wheel side solenoid valve (V) that adjusts damping force in a front wheel side damper (FD) placed between a vehicle body (B) and a front wheel (FW) in a saddled vehicle (M); and a rear wheel side driving circuit (22) for driving a rear wheel side solenoid valve (V) that adjusts damping force in a rear wheel side damper (RD) placed between the vehicle body (B) and a rear wheel (RW) in the saddled vehicle (M), wherein a demagnetization circuit (DC) for demagnetizing a solenoid (Sol1) in the front wheel side solenoid circuit (V) is provided only in the front wheel side driving circuit (21).The suspension control device according to claim 4, wherein the front wheel side switch driving circuit (21) includes two switches (MS, DS) that are a main switch (MS) for adjusting voltage applied to the solenoid coil (Sol1) and a demagnetization switch (DS) for switching between effectiveness and non-effectiveness of the demagnetization circuit (DC), and the rear wheel side switch driving circuit (22) includes only one main switch (MS) for adjusting voltage applied to the solenoid coil (Sol2).

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