Saddle-riding type vehicle

Abstract

To provide a saddle-riding type vehicle which accelerates adequately and a saddle-riding type vehicle which decelerates adequately.SOLUTION: An ECU 70 actuates a driving force attenuation mechanism 53 when detecting at least either acceleration operation and deceleration operation, and thereby driving force which is transmitted from an engine to rear wheels is dampened. Accordingly, sudden change of the driving force transmitted from the engine to the rear wheels at acceleration time is relaxed. As a result, the saddle-riding type vehicle accelerates adequately. In addition, the saddle-riding type vehicle decelerates adequately even if resistance is caused to deterioration of rotational frequency of the engine at deceleration time.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a saddle-type vehicle that is traveled with a rider straddling the vehicle. [Background technology]

[0002] Conventionally, this type of saddle-type vehicle is equipped with a braking mechanism that is operated by the rider to decelerate the saddle-type vehicle. The braking mechanism is provided, for example, in the center of the rear wheel. In such a configuration, the rear wheel moves up and down together with the braking mechanism, so the unsprung load increases. As a result, a proposal has been made to eliminate the braking mechanism for the rear wheel and place the braking mechanism on the drive shaft of the engine (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 154972 / 1983 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the conventional example having such a configuration has the following problems. That is, an engine generally includes a crankshaft and a weight. The crankshaft outputs driving force. The driving force is transmitted from the crankshaft of the engine to the rear wheel via a drive shaft. The weight is, for example, a flywheel. The weight imparts inertia to the crankshaft. The weight reduces changes in the driving force. The weight reduces changes in the rotation speed of the crankshaft. The rotation speed of the crankshaft corresponds to the rotation speed of the engine.

[0005] For example, the weight resists an increase in driving force. For example, the weight resists an increase in engine revolutions. Therefore, even if the rider suddenly opens the accelerator, the rear wheel can be prevented from spinning. Therefore, the saddle-type vehicle accelerates appropriately. It is easy for the rider to operate the accelerator.

[0006] For example, the weight also resists a decrease in the driving force. For example, the weight also resists a decrease in the engine speed. Therefore, even if the rider operates the braking mechanism with the accelerator fully closed, the engine speed does not suddenly decrease. Therefore, there is a problem that it is difficult for the saddle-type vehicle to decelerate appropriately.

[0007] Therefore, it is conceivable to modify the engine so as to omit the weight or reduce the weight. While such modified engines can solve the problem of deceleration, they cause another problem. That is, it is difficult for the saddle-type vehicle to accelerate appropriately. With such modified engines, there is a risk that the rear wheels will spin when the saddle-type vehicle accelerates. With such modified engines, it is necessary to handle the accelerator carefully when accelerating.

[0008] The present invention has been made in consideration of the above circumstances, and a first object of the present invention is to provide a saddle-type vehicle that accelerates appropriately.

[0009] A second object of the present invention is to provide a saddle-type vehicle that decelerates appropriately. [Means for solving the problem]

[0010] In order to achieve the above object, the present invention has the following configuration.

[0011] (1) A saddle-riding type vehicle comprising an engine having a crankshaft that outputs a driving force, and a drive shaft that rotates by the crankshaft, a rear wheel that rotates by the drive shaft, an accelerator operated by a rider to accelerate the saddle-riding type vehicle, a braking mechanism operated by the rider to decelerate the saddle-riding type vehicle, a driving force damping mechanism that applies a damping force to dampen the driving force transmitted in a transmission path from the crankshaft to the rear wheel, a detection unit that detects at least one of a first action for accelerating the saddle-riding type vehicle and a second action for decelerating the saddle-riding type vehicle, and a control unit that activates the driving force damping mechanism when the detection unit detects at least one of the first action and the second action.

[0012] The control unit activates the driving force attenuation mechanism when the detection unit detects at least one of the first and second actions. This attenuates the driving force transmitted from the engine to the rear wheel. Thus, abrupt changes in the driving force transmitted from the engine to the rear wheel during acceleration are mitigated. As a result, the saddle-type vehicle accelerates appropriately. Furthermore, even if resistance is encountered in reducing the engine speed during deceleration, the saddle-type vehicle decelerates appropriately.

[0013] (2) Even if the detection unit detects the first operation, it is preferable that the control unit does not operate the driving force damping mechanism when a gear ratio in a transmission of the engine is smaller than a predetermined gear ratio.

[0014] When the gear ratio is small, the change in driving force transmitted from the engine to the rear wheel during the first operation is small, so by not operating the driving force damping mechanism, the first operation can be performed with a natural feeling for the rider.

[0015] (3) Even if the detection unit detects the first action, it is preferable that the control unit does not operate the driving force damping mechanism if an amount of change in the accelerator opening per unit time is smaller than a predetermined value.

[0016] When the throttle is opened slowly to gradually increase speed, the change per unit time in the driving force transmitted from the engine to the rear wheel during the first operation is small. Therefore, by not activating the driving force damping mechanism, the first operation can be performed in a natural way for the rider.

[0017] (4) Even if the detection unit detects the first action, it is preferable that the control unit does not operate the driving force damping mechanism when a rate of increase in the engine speed is equal to or lower than a predetermined value.

[0018] When the rate of increase in the engine speed is equal to or lower than a predetermined value, the change per unit time in the driving force transmitted from the engine to the rear wheel during the first operation is small, so that the first operation can be performed in a natural way for the rider by not operating the driving force damping mechanism.

[0019] (5) Even if the detection unit detects the second action, it is preferable that the control unit does not activate the drive force attenuation mechanism if the amount of operation of the braking mechanism by the rider is smaller than a predetermined value.

[0020] For example, when going downhill in a situation where the speed is gradually increasing with the accelerator closed and the rider is in sixth gear, the rider may operate the braking mechanism lightly to maintain a constant speed. In this case, the second operation can be performed in a natural way for the rider by not operating the driving force damping mechanism.

[0021] (6) Even if the detection unit detects the second action, it is preferable that the control unit does not operate the driving force damping mechanism when the accelerator is operated so as not to decelerate.

[0022] In partial throttle, where the accelerator is operated so as not to decelerate, the braking mechanism may be activated only for the rear wheels to adjust the turning radius during a U-turn or cornering. In this case, the second operation can be performed in a natural way for the rider by not activating the driving force damping mechanism.

[0023] (7) It is preferable that the detection unit detects an upward movement of a rear part of the vehicle as the first motion.

[0024] A saddle-type vehicle equipped with an IMU (Inertial Measurement Unit) can detect changes in the vehicle's posture when accelerating. If it detects that the rear of the vehicle is moving upward, it is considered that the first motion has been detected. The rear of the vehicle moving upward indicates that strong acceleration is occurring that causes a change in the vehicle's posture. Therefore, the first motion can be reliably detected.

[0025] (8) It is preferable that the detection unit detects downward movement of a front part of the vehicle as the second motion.

[0026] A saddle-type vehicle equipped with an IMU (Inertial Measurement Unit) can detect changes in the vehicle's posture when decelerating. If it detects that the front of the vehicle is moving downward, it is considered that the second motion has been detected. The front of the vehicle moving downward indicates that braking is being performed so strongly that the posture of the vehicle is changing. Therefore, the second motion can be reliably detected.

[0027] (9) It is preferable that the detection unit further detects a spinning motion of the rear wheels, and when the detection unit detects the spinning motion, the control unit activates the drive force damping mechanism.

[0028] For example, the mechanism of the ABS (Anti-lock Brake System) that is often installed on recent vehicles can be used as the detector. This makes it possible to reliably detect rear wheel spin from the difference in rotation between the front and rear wheels. Therefore, by operating the driving force damping mechanism even when the rear wheels are spinning, it is possible to eliminate the rear wheel spinning. As a result, the vehicle can accelerate in a stable state.

[0029] (10) It is preferable that the vehicle steering system further includes a storage unit that stores the damping force, and a setting unit that adjusts the damping force stored in the storage unit.

[0030] The degree of intervention of the drive force damping mechanism can be changed by adjusting the damping force stored in the memory unit with the setting unit. Therefore, by setting the degree of intervention as desired by the rider, the saddle type vehicle can be made easy to ride in accordance with the user's preferences.

[0031] (11) It is preferable that the control unit cancels the operation of the front driving force damping mechanism when at least one of the first operation and the second operation is no longer detected after activating the driving force damping mechanism.

[0032] When the operation of the driving force damping mechanism is released, the driving force damping mechanism restores the damping force for the driving force in the transmission path. Specifically, when the operation of the driving force damping mechanism is released, the damping force of the driving force damping mechanism disappears and the driving force received by the rear wheels is restored. Here, the damping force of the driving force damping mechanism is quickly reduced immediately after the operation of the driving force damping mechanism is released. Therefore, the driving force received by the rear wheels is quickly increased immediately after the operation of the driving force damping mechanism is released. Therefore, compared to traction control that adjusts the driving force of the engine, it takes a short time for the vehicle speed to recover after the operation of the driving force damping mechanism is released.

[0033] (12) It is preferable that the rear wheel is provided with a driven sprocket that is rotated by driving force transmitted from the drive shaft, and the driving force damping mechanism is a driven sprocket rotation suppression mechanism provided on the driven sprocket that suppresses rotation of the driven sprocket.

[0034] The driving force damping mechanism can be easily configured with a driven sprocket rotation suppression mechanism that suppresses rotation of the driven sprocket. The rear wheel is equipped with a driven sprocket. The driving force damping mechanism is a driven sprocket rotation suppression mechanism. Therefore, the driving force damping mechanism damps the driving force at a position close to the rear wheel. Therefore, it is easy to adjust the driving force received by the rear wheel.

[0035] (13) The driving force damping mechanism is preferably a drive shaft rotation suppression mechanism that is provided on the drive shaft and suppresses rotation of the drive shaft.

[0036] The engine is equipped with a drive shaft. The driving force damping mechanism is a drive shaft rotation suppression mechanism. Therefore, the drive shaft rotation suppression mechanism damps the driving force at a position close to the engine. This makes it possible to reliably damp the driving force. Furthermore, it is possible to improve the responsiveness until the driving force is damped.

[0037] (14) It is preferable that the braking mechanism includes a rear wheel brake that brakes the rear wheels, and the driving force damping mechanism is the rear wheel brake.

[0038] The rear wheel brake, which is normally equipped on the vehicle, is also used as a driving force damping mechanism. Therefore, the number of parts does not increase, and the weight does not increase. Furthermore, costs can be reduced.

[0039] (15) It is preferable that the engine does not include an inertia force imparting member that imparts inertia force to the crankshaft.

[0040] The present invention is most effective in an engine that does not have an inertia force imparting member that imparts inertia force to the crankshaft. For example, even if the engine does not have an inertia force imparting member, the saddle-type vehicle can accelerate appropriately. Effect of the Invention

[0041] According to the saddle-type vehicle of the present invention, the control unit activates the driving force attenuation mechanism when the detection unit detects at least one of the first and second actions. This attenuates the driving force transmitted from the engine to the rear wheel. Thus, abrupt changes in the driving force transmitted from the engine to the rear wheel during acceleration are mitigated. As a result, the saddle-type vehicle accelerates appropriately. Furthermore, even if resistance is encountered in reducing the engine speed during deceleration, the saddle-type vehicle decelerates appropriately. [Brief description of the drawings]

[0042] [Figure 1] 1 is a left side view of a saddle-type vehicle according to a first embodiment. [Diagram 2] 1 is a right side view of a saddle-type vehicle according to a first embodiment. [Diagram 3] 1 is a block diagram showing a control system of a saddle-type vehicle according to a first embodiment. [Figure 4] 4 is a flowchart showing the operation of the saddle riding type vehicle according to the first embodiment. [Diagram 5] FIG. 11 is a right side view of a saddle-type vehicle according to a second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0043] Hereinafter, an embodiment of the present invention will be described. EXAMPLES

[0044] A saddle-type vehicle 1 according to the present invention will now be described with reference to the drawings.

[0045] <1. Overview of saddle-type vehicle>

[0046] Fig. 1 is a left side view of the saddle riding type vehicle according to the embodiment 1. Fig. 2 is a right side view of the saddle riding type vehicle according to the embodiment 1.

[0047] The saddle-type vehicle 1 is a street-type vehicle. A driver (also called a rider) rides on the saddle-type vehicle 1 and operates the saddle-type vehicle 1.

[0048] 1 and 2 show the front-rear direction X, width direction Y, and up-down direction Z of the saddle riding type vehicle 1. The front-rear direction X, width direction Y, and up-down direction Z are defined based on a driver riding on the saddle riding type vehicle 1. The front-rear direction X, width direction Y, and up-down direction Z are perpendicular to each other. The front-rear direction X and width direction Y are horizontal. The up-down direction Z is vertical.

[0049] The terms "forward," "rear," "upward," "downward," "rightward," and "leftward" respectively refer to the "forward," "rear," "upward," "downward," "rightward," and "leftward" of a driver riding on the saddle-type vehicle 1. Unless otherwise specified in this specification, "forward" and "rearward" include not only a direction parallel to the front-rear direction X, but also a direction close to the front-rear direction X. A direction close to the front-rear direction X is, for example, a direction that forms an angle of 45 degrees or less with the front-rear direction X. Similarly, unless otherwise specified, "rightward" and "leftward" include not only a direction parallel to the width direction Y, but also a direction close to the width direction Y. Unless otherwise specified, "upward" and "downward" include not only a direction parallel to the vertical direction Z, but also a direction close to the vertical direction Z. In each figure, for reference, front, rear, top, bottom, right, and left are appropriately indicated.

[0050] In this specification, the expressions describing the arrangement have the following meanings. In the following, the width direction Y will be described as an example, but the same applies to the front-rear direction X and the up-down direction Z.

[0051] The expression "member Ma is disposed to the right / left of member Mb" specifies the position of member Ma relative to member Mb in the width direction Y, but does not specify the position of member Ma relative to member Mb in the front-rear direction X and the up-down direction Z. In the case of this expression, member Ma may or may not overlap member Mb in a side view of saddle riding type vehicle 1.

[0052] The expression "member Ma is disposed to the right / left of member Mb" without any reference to the viewing direction specifies the position of member Ma relative to member Mb in the width direction Y, the position of member Ma relative to member Mb in the front-rear direction X, and the position of member Ma relative to member Mb in the up-down direction Z. This expression means that member Ma is disposed to the right / left of member Mb, and at least a portion of member Ma overlaps with at least a portion of member Mb in a side view of saddle riding type vehicle 1.

[0053] The expression "member Ma is disposed to the right / left of member Mb in a plan view of the saddle riding type vehicle 1" specifies the position of member Ma relative to member Mb in the width direction Y and the position of member Ma relative to member Mb in the front-rear direction X, but does not specify the position of member Ma relative to member Mb in the up-down direction Z. This expression means that member Ma is disposed to the right / left of member Mb, the front end of member Ma is located forward of the rear end of member Mb, and the rear end of member Ma is located rearward of the front end of member Mb.

[0054] The expression "member Ma is disposed to the right / left of member Mb in a front view of the saddle riding type vehicle 1" specifies the position of member Ma relative to member Mb in the width direction Y and the position of member Ma relative to member Mb in the up-down direction Z, but does not specify the position of member Ma relative to member Mb in the front-rear direction X. This expression means that member Ma is disposed to the right / left of member Mb, the upper end of member Ma is located above the lower end of member Mb, and the lower end of member Ma is located below the upper end of member Mb.

[0055] In this specification, "in a side view of the saddle riding type vehicle 1" will be appropriately referred to as "in a side view of the vehicle." Similarly, "in a plan view of the saddle riding type vehicle 1" will be appropriately referred to as "in a plan view of the vehicle."

[0056] The saddle-type vehicle 1 includes a body frame 3. The body frame 3 includes a head pipe 4 and a main frame 5. The head pipe 4 is disposed at the front of the saddle-type vehicle 1. The main frame 5 extends rearward and downward from the head pipe 4 in a side view of the vehicle.

[0057] The saddle-type vehicle 1 includes a steering device 11. The steering device 11 is supported by a body frame 3. Specifically, the steering device 11 is supported by a head pipe 4. The steering device 11 is rotatable relative to the body frame 3.

[0058] The steering device 11 includes a top bridge 12, a bottom bridge 13, and a front suspension 14. The top bridge 12 is disposed above the head pipe 4. The bottom bridge 13 is disposed below the top bridge 12. The bottom bridge 13 is disposed below the head pipe 4. The front suspension 14 is supported by the top bridge 12 and the bottom bridge 13. The front suspension 14 extends forward and downward from the top bridge 12 in a side view of the vehicle. The front suspension 14 extends to a position lower than the bottom bridge 13.

[0059] The steering device 11 includes a handlebar 16. The handlebar 16 is supported by the top bridge 12. The entire handlebar 16 is disposed, for example, above the top bridge 12. A rider holds the handlebar 16 to steer the steering device 11.

[0060] The steering device 11 includes a handle holder 17. The handle holder 17 is supported by, for example, the top bridge 12. The handle holder 17 supports a handle 16.

[0061] The handlebars 16 are provided with a clutch lever 19 on the left side in the width direction Y. The clutch lever 19 controls the transmission of driving force. The clutch lever 19 is operated by the driver to control the transmission of driving force. The handlebars 16 are provided with a brake lever 20 on the right side in the width direction Y. The brake lever 20 controls the braking of the front wheels. The brake lever 20 is operated by the driver to decelerate the saddle-riding type vehicle 1. The handlebars 16 are provided with an accelerator grip 21 on the right side in the width direction Y. The accelerator grip 21 is also called a throttle. The accelerator grip 21 is operated by the driver to accelerate the saddle-riding type vehicle 1.

[0062] The steering device 11 includes a front axle 23. The front axle 23 is disposed below the bottom bridge 13. The front axle 23 is supported by a front suspension 14.

[0063] The saddle riding type vehicle 1 includes a front wheel 24. The front wheel 24 is supported by the steering device 11. Specifically, the front wheel 24 is supported by a front axle 23. The front wheel 24 is rotatable around the front axle 23. The front wheel 24 includes a front wheel brake device 25. The front wheel brake device 25 includes a brake disc 26 and a brake caliper 27. The brake disc 26 rotates together with the front wheel 24. The brake caliper 27 is attached to the front suspension 14. The brake caliper 27 pinches the brake disc 26 in the width direction Y to generate a braking force. In this saddle riding type vehicle 1, the front wheel brake device 25 is disposed on both the right and left sides in the width direction Y in a plan view of the vehicle. The front wheel brake device 25 may be disposed on only one of the left and right sides in the width direction Y. The front wheel brake device 25 can apply a braking force sufficient to stop the rotation of the front wheel 24.

[0064] A front wheel ABS sensor 28 is provided on the right side of the front wheel 24 in the width direction Y. The front wheel ABS sensor 28 includes a pulser ring 29 and a pulse sensor 30. The pulser ring 29 rotates together with the front wheel 24. The pulser ring 29 has a plurality of slits formed around its entire circumference. The plurality of slits are formed radially around the front axle 23 in a side view of the vehicle. The pulse sensor 30 is fixed to the front suspension 14. The pulse sensor 30 detects pulses generated as the pulser ring 29 rotates.

[0065] The saddle riding type vehicle 1 includes an engine 31. The engine 31 is supported by the body frame 3. Specifically, the engine 31 is supported by the main frame 5. The engine 31 is fixed to the body frame 3. The engine 31 does not swing relative to the body frame 3. The engine 31 generates driving force for propelling the saddle riding type vehicle 1.

[0066] At least a portion of the engine 31 is disposed below the main frame 5 in a side view of the vehicle. The engine 31 is disposed rearward of the steering device 11 in a side view of the vehicle.

[0067] The engine 31 includes a crankshaft 33, a flywheel 34, a transmission 35, and a driveshaft 36. The crankshaft 33 outputs a driving force. The flywheel 34 imparts an inertial force to the crankshaft 33. The flywheel 34 suppresses abrupt fluctuations in the rotation of the crankshaft 33. The flywheel 34 smoothes the rotation of the crankshaft 33. The transmission 35 performs deceleration. The transmission 35 reduces the rotation speed of the crankshaft 33 by reducing the speed in multiple stages. The transmission 35 can be switched to multiple gear ratios. The driving force that has been changed in the gear ratio 35 is transmitted to the driveshaft 36. The engine 31 includes a shift pedal 37 on the left side in the width direction Y. The shift pedal 37 is operated by the left foot of the driver. The shift pedal 37 operates the gear ratio of the transmission 37.

[0068] The drive shaft 36 is provided with a drive sprocket 38. The drive sprocket 38 is coaxial with the drive shaft 36. The drive sprocket 38 has a gear formed on its outer periphery. The drive sprocket 38 rotates together with the drive shaft 36. A chain 39 is hung on the drive sprocket 38.

[0069] The saddle riding type vehicle 1 includes a fuel tank 40. The fuel tank 40 is supported by the body frame 3. Specifically, the fuel tank 40 is supported by the main frame 5. The fuel tank 40 stores fuel.

[0070] At least a portion of the fuel tank 40 is disposed above the main frame 5 in a side view of the vehicle. The fuel tank 40 is disposed behind the steering device 11 in a side view of the vehicle. The fuel tank 40 is disposed above the engine 31 in a side view of the vehicle.

[0071] The saddle-ride type vehicle 1 includes a seat 41. The seat 41 is supported by the body frame 3. More specifically, the seat 41 is supported by a seat frame 42 of the body frame 3. The seat frame 42 extends toward the rear X of the body frame 3. The seat frame 42 is inclined upward toward the rear X in a side view of the vehicle. The seat frame 42 is attached to the main frame 5.

[0072] The seat 41 is disposed rearward and above the engine 31. The seat 41 is disposed rearward of the fuel tank 40 in a side view of the vehicle. At least a portion of the seat 41 is disposed at the same height as the fuel tank 40.

[0073] The saddle riding type vehicle 1 includes a pivot shaft 43, a swing arm 44, a rear axle 45, and a rear wheel 46. The pivot shaft 43 is supported by the body frame 3. Specifically, the pivot shaft 43 is supported by the main frame 5. The swing arm 44 is supported by the pivot shaft 43. The swing arm 44 is capable of swinging around the pivot shaft 43 with respect to the body frame 3. The swing arm 44 extends rearward from the pivot shaft 43 in a side view of the vehicle. The rear axle 45 is supported by a rear portion of the swing arm 44. The rear wheel 46 is supported by the rear axle 45. The rear wheel 46 is capable of rotating around the rear axle 45. The swing arm 44 and the rear wheel 46 are disposed behind the engine 31 in a side view of the vehicle. The swing arm 44 and the rear wheel 46 are disposed below the fuel tank 40 and the seat 41.

[0074] The rear wheel 46 is provided with a driven sprocket 47 on the left side in the width direction Y. The rear wheel 46 is provided with a rear wheel braking device 48 on the right side in the width direction Y. The rear wheel braking device 48 includes a brake disc 49 and a brake caliper 50. The driven sprocket 47 and the brake disc 49 rotate together with the rear wheel 46. The brake caliper 50 is attached to the swing arm 44. The brake caliper 50 pinches the brake disc 49 in the width direction Y to generate a braking force. The rear wheel braking device 48 can apply to the brake disc 49 a braking force sufficient to stop the rotation of the rear wheel 46.

[0075] The driven sprocket 47 includes a disk and a gear formed on the outer periphery of the disk. The disk is located inward from the gear. The chain 39 is hooked around the gear on the outer periphery of the driven sprocket 47. The chain 39 transmits driving force from the drive shaft 36 and the drive sprocket 38 of the engine 31 to the rear wheel 46. The driving force transmitted from the chain 39 causes the rear wheel 46 to rotate around the rear axle 45. That is, the rear wheel 46 is rotated by the drive shaft 36.

[0076] The swing arm 44 is provided with a caliper 51 on the left side in the width direction Y. The caliper 51 is disposed on the swing arm 44. The caliper 51 pinches the disk of the driven sprocket 47 to apply a damping force that attenuates the driving force. The driven sprocket 47 has a large coefficient of friction in the disk portion between the gear on the outer periphery and the rear axle 45. The caliper 51 applies a damping force between the gear on the outer periphery of the disk and the rear axle 45. The driven sprocket 47 and the caliper 51 configure a driving force damping mechanism 53.

[0077] The driving force damping mechanism 53 applies a damping force smaller than the braking force applied by the rear wheel brake device 48. The driving force damping mechanism 53 does not apply a force sufficient to stop the rotation of the rear wheel 46 in a short period of time. The driving force damping mechanism 53 prevents the rotation speed of the rear wheel 46 from increasing suddenly during acceleration. The driving force damping mechanism 53 prevents the engine 31 from making it difficult to reduce the rotation speed of the rear wheel 46 during deceleration. In other words, the driving force damping mechanism 53 assists in reducing the rotation speed of the rear wheel 46 during deceleration.

[0078] A rear wheel ABS sensor 54 is provided on the right side of the rear wheel 46 in the width direction Y. The rear wheel ABS sensor 54 includes a pulser ring 55 and a pulse sensor 56. The pulser ring 55 rotates together with the rear wheel 46. The pulser ring 55 has a plurality of slits formed around its entire circumference. The plurality of slits are formed radially around the rear axle 45 in a side view of the vehicle. The pulse sensor 56 is fixed to the sling arm 44. The pulse sensor 55 detects pulses generated as the pulser ring 56 rotates.

[0079] The saddle riding type vehicle 1 is provided with a brake pedal 57 on the right side in the width direction Y. The brake pedal 57 is operated by the right foot of the driver. The brake pedal 57 operates the rear wheel braking device 48. The brake pedal 57 is operated by the driver to decelerate the saddle riding type vehicle 1.

[0080] The saddle riding type vehicle 1 includes a meter 58. The meter 58 is supported by the steering device 11. The meter 58 is disposed in front of the steering device 11 when viewed from the side of the vehicle. The meter 58 is also called an instrument. The meter 58 presents information related to the saddle riding type vehicle 1. The information related to the saddle riding type vehicle 1 includes, for example, at least one of the speed of the saddle riding type vehicle 1 and the rotation speed of the engine 31. The meter 58 can display a "damping force" which will be described later.

[0081] The meter 58 includes a setting unit 59. The setting unit 59 is operated by the driver. The setting unit 59 causes the meter 58 to display information desired by the driver. The setting unit 59 can change the information displayed on the meter 58. The setting unit 59 can store the changed information.

[0082] The accelerator grip 21 is equipped with an accelerator opening sensor 61. The accelerator opening sensor 61 detects the opening of the accelerator grip 21. A fuel supply device 63 is disposed behind the engine 31 in the front-rear direction X. The fuel supply device 63 supplies fuel in the fuel tank 40 to the engine 31. The fuel supply device 63 is equipped with a throttle valve opening sensor 65. The throttle valve opening sensor 65 detects the opening of a throttle valve that adjusts the amount of fuel supplied. The opening of the throttle valve is proportional to the driving force output by the engine 31.

[0083] The engine 31 is provided with a gear position sensor 65 that detects the gear position of the transmission 35. The gear position sensor 65 detects information related to the gear ratio of the transmission 35. The handlebar 16 is provided with a front brake operation detection unit 66 on the right side in the width direction Y. The front brake operation detection unit 66 detects that the brake lever 20 has been operated. The front brake operation detection unit 66 detects that the driver applies the brakes. The brake pedal 57 is provided with a rear brake operation detection unit 67. The rear brake operation detection unit 67 detects that the brake pedal 57 has been operated. The rear brake operation detection unit 67 detects that the driver applies the brakes. The front brake operation detection unit 66 and the rear brake operation detection unit 67 are, for example, configured with limit switches.

[0084] The engine 31 is provided with a crankshaft position sensor 68 on the left side in the width direction Y. The crankshaft position sensor 68 detects the angle of the crankshaft 33 and the rotation speed of the engine 31. The crankshaft position sensor 68 detects the phase of the crankshaft. The crankshaft position sensor 68 is provided with a pickup rotor (not shown). The pickup rotor is attached to the crankshaft 33 and rotates together with the crankshaft 33. The crankshaft position sensor 68 is provided with a pickup coil (not shown). The pickup coil detects the position of the pickup rotor (not shown).

[0085] The saddle riding type vehicle 1 includes an electronic unit 69 at a central portion in the front-rear direction X. The electronic unit 69 includes an ECU 70, a storage unit 71, and an IMU 72.

[0086] <2. Control system of saddle riding type vehicle 1>

[0087] Here, reference is made to Fig. 3. Fig. 3 is a block diagram showing a control system of the saddle riding type vehicle according to the first embodiment.

[0088] The ECU 70 includes a CPU (Central Processing Unit). The ECU 70 controls the entire saddle riding type vehicle 1 including the engine 31. The memory unit 71 stores a control program for the CPU 70, as well as the damping force, operation conditions, and exclusion conditions described below. The memory unit 71 is rewritable. The damping force is a force that weakens the driving force transmitted from the engine 31. The ECU 70 operates the driving force damping mechanism 53 in accordance with the damping force stored in the memory unit 71. The damping force stored in the memory unit 71 can be changed by a setting unit 59. The damping force can be adjusted by operating the setting unit 59 as desired by the driver. The damping force can also be canceled by the setting unit 59.

[0089] The driving force damping mechanism 53 is operated only by the ECU 70. The driving force damping mechanism 53 is not operated by the driver.

[0090] The IMU 72 is also called an inertial measurement unit. The IMU 72 detects three-dimensional inertial motion (translational motion and rotational motion in three orthogonal axial directions). The IMU 72 can detect the attitude of the saddle riding type vehicle 1. The IMU 72 detects an angle (called pitch) around an axis in the width direction Y of the saddle riding type vehicle 1, that is, an inclination in the front-rear direction X. The IMU 72 detects an angle (called roll) around an axis in the front-rear direction X of the saddle riding type vehicle 1, that is, an inclination in the width direction Y. The IMU 72 detects an angle (called yaw) around an axis in the up-down direction Z of the saddle riding type vehicle 1. That is, the ECU 70 can detect the attitude of the saddle riding type vehicle 1 via the IMU 72. The ECU 70 can detect that the rear part of the saddle riding type vehicle 1 moves upward by the IMU 72. The ECU 70 can detect that the front part of the saddle riding type vehicle 1 moves downward by the IMU 72.

[0091] The ECU 70 can determine whether the driver is attempting to accelerate or decelerate the saddle riding type vehicle 1 based on the accelerator opening sensor 61, the throttle valve opening sensor 64, the front brake operation detection unit 66, the front wheel braking device 25, the front wheel ABS sensor 28, the rear brake operation detection unit 67, the rear wheel ABS sensor 54, the rear wheel braking device 48, the crankshaft position sensor 68, and the IMU 72. Similarly, the ECU 70 can determine whether the driver is attempting to neither accelerate nor decelerate the saddle riding type vehicle 1. The ECU 70 can detect that the rear wheels 46 are spinning. Specifically, the ECU 70 can detect spinning of the rear wheels 46 by the front wheel ABS sensor 28 and the rear wheel ABS sensor 54. The ECU 70 can also detect spinning of the rear wheels 46 from the difference between the vehicle speed based on the rotation speed of the front wheels 24 obtained from the front wheel ABS sensor 28, the appropriate rotation speed of the rear wheels 46 corresponding to this vehicle speed, and the rotation speed of the rear wheels 46 obtained from the rear wheel ABS sensor 54. The ECU 70 can detect spinning of the rear wheels 46.

[0092] The ECU 70 can detect the state of the transmission 35 by the gear position sensor 65. The ECU 70 can detect what gear the transmission 35 is in by the gear position sensor 65. The ECU 70 can detect the gear ratio of the transmission 35.

[0093] The ECU 70 can detect the amount of operation of the accelerator grip 21 by the accelerator opening sensor 61. The ECU 70 can detect an operation by the driver to accelerate. The ECU 70 can detect an operation by the driver to decelerate. The ECU 70 can detect the amount of change in the opening of the accelerator grip 21. The ECU 70 can detect that the driver is maintaining a constant speed without accelerating or decelerating.

[0094] The ECU 70 detects the angle of the crankshaft 33 and the rotation speed of the engine 31 by the crankshaft position sensor 68. The ECU 70 can obtain the rate of increase of the rotation speed of the engine 31.

[0095] The ECU 70 can determine the operating state of the front wheel braking device 25 by the front brake operation detection unit 66. The ECU 70 can detect the operation amount of the front wheel braking device 25 by the front brake operation detection unit 66 and the front wheel ABS sensor 28. After the front brake operation detection unit 66 operates, the ECU 70 can obtain the operation amount of the front wheel braking device 25 based on a change in the signal from the front wheel ABS sensor 28.

[0096] The ECU 70 can determine the operating state of the rear wheel braking device 48 by the rear brake operation detection unit 67. The ECU 70 can detect the operation amount of the rear wheel braking device 48 by the rear brake operation detection unit 67 and the rear wheel ABS sensor 54. After the rear brake operation detection unit 67 operates, the ECU 70 can obtain the operation amount of the rear wheel braking device 48 based on a change in the signal from the rear wheel ABS sensor 54.

[0097] The storage unit 71 pre-stores at least the damping force, the operating condition, and the exclusion condition.

[0098] The damping force is a force that the driving force damping mechanism 53 applies to the transmission path from the crankshaft 33 to the rear wheel 46 to dampen the driving force. The driving force damping mechanism 53 weakens the driving force transmitted to the rear wheel 46. The driving force damping mechanism 53 suppresses the rotation of the rear wheel 46. The driving force damping mechanism 53 applies a force that resists the driving force applied by the engine 31 to the rear wheel 46.

[0099] It should be noted that the driving force attenuation mechanism 53 does not reduce the braking force of the front wheel brake device 25. The driving force attenuation mechanism 53 attenuates the driving force in the transmission path without weakening the braking force of the front wheel brake device 25. The driving force attenuation mechanism 53 does not reduce the braking force of the rear wheel brake device 48. The driving force attenuation mechanism 53 attenuates the driving force in the transmission path without weakening the braking force of the rear wheel brake device 48. The driving force attenuation mechanism 53 has a function different from that of a typical ABS system.

[0100] <3. Operating conditions>

[0101] The operating conditions are conditions under which the ECU 70 operates the driving force damping mechanism 53 .

[0102] Specifically, the activation condition may be at least one of acceleration, deceleration, and spinning. When at least one of these operations is detected and it is determined that the activation condition is satisfied, the ECU 70 activates the driving force damping mechanism 53 in principle.

[0103] The operating conditions are, for example, as follows:

[0104] <3-1. Acceleration>

[0105] The acceleration operation is an operation for accelerating the saddle riding vehicle 1. When the acceleration operation is detected, the saddle riding vehicle 1 may already be accelerating. However, the acceleration operation does not mean that the saddle riding vehicle 1 is accelerating. For example, when the acceleration operation is detected, the saddle riding vehicle 1 may not yet be accelerating. In other words, the acceleration operation may be detected when the saddle riding vehicle 1 is accelerating. For example, the acceleration operation may be detected before the saddle riding vehicle 1 accelerates.

[0106] The accelerating operation is the operation of twisting the accelerator grip 21 in the direction to fully open. The accelerating operation is the operation of twisting the accelerator grip 21 backward in the fore-and-aft direction X. The ECU 70 can determine the operation amount and operation direction of the accelerator grip 21 by the throttle opening sensor 61. When the accelerator grip 21 is twisted backward in the fore-and-aft direction X by the throttle opening sensor 61, the ECU 70 can detect the accelerating operation. The ECU 70 can detect the operation of attempting to accelerate, or the operation of actually accelerating, even if the vehicle is not accelerating.

[0107] An accelerating operation is also an operation in which the opening of the throttle valve of the fuel supply device 63 increases. This operation can be detected by an increase in the output value of the throttle valve opening sensor 64. The magnitude of the output value of the throttle valve opening sensor 64 is linked to the amount of operation of the accelerator grip 21. The ECU 70 detects an accelerating operation from the output value of the throttle valve opening sensor 64. The ECU 70 can detect an operation in which the vehicle is not accelerating but is attempting to accelerate, or an operation in which the vehicle is actually accelerating.

[0108] The accelerating motion is a motion in which the rear part of the saddle riding type vehicle 1 moves upward. In the saddle riding type vehicle 1, the seat frame 42 moves upward in the vertical direction Z in response to the accelerating motion. The ECU 70 can detect this motion by the IMU 72. The ECU 70 can detect the actual accelerating motion by the IMU 72.

[0109] When the ECU 70 detects any one of the above-mentioned accelerating operations, it determines that the saddle riding type vehicle 1 is in an accelerating state.

[0110] <3-2. Deceleration operation>

[0111] The deceleration operation is an operation for decelerating the saddle riding type vehicle 1. When the deceleration operation is detected, the saddle riding type vehicle 1 may already be decelerating. However, the deceleration operation does not mean that the saddle riding type vehicle 1 is decelerating. For example, when the deceleration operation is detected, the saddle riding type vehicle 1 may not yet be decelerating. In other words, the deceleration operation may be detected when the saddle riding type vehicle 1 is decelerating. For example, the deceleration operation may be detected before the saddle riding type vehicle 1 decelerates.

[0112] The deceleration operation is an operation in which the driver twists the accelerator grip 21 in a direction to fully close the accelerator grip. The deceleration operation is an operation to twist the accelerator grip 21 forward in the fore-and-aft direction X. The ECU 70 can determine the operation amount and operation direction of the accelerator grip 21 by the throttle opening sensor 61. When the accelerator grip 21 is twisted forward in the fore-and-aft direction X by the throttle opening sensor 61, the ECU 70 can detect the deceleration operation. The ECU 70 can detect an operation in which the vehicle is not decelerating but is attempting to decelerate, or an operation in which the vehicle is actually decelerating.

[0113] The deceleration operation is also an operation in which the opening of the throttle valve of the fuel supply device 63 becomes smaller. This operation can be detected by a decrease in the output value of the throttle valve opening sensor 64. The magnitude of the output value of the throttle valve opening sensor 64 is linked to the amount of operation of the accelerator grip 21. The ECU 70 detects the deceleration operation from the output value of the throttle valve opening sensor 64. The ECU 70 can detect an operation in which the vehicle is not decelerating but is attempting to decelerate, or an operation in which the vehicle is actually decelerating.

[0114] The deceleration operation is an operation in which the driver operates the brake lever 20. The deceleration operation is an operation in which the driver pulls the brake lever 20 rearward in the front-rear direction X. The deceleration operation is an operation in which the front brake operation detection unit 66 is activated. The ECU 70 can detect an operation in which the vehicle is not decelerating but is attempting to decelerate, or an operation in which the vehicle is actually decelerating.

[0115] The deceleration operation is an operation in which the driver depresses the brake pedal 57. The deceleration operation is an operation in which the driver depresses the brake pedal 57. The deceleration operation is an operation in which the driver lowers the brake pedal 57 downward in the up-down direction Z. The deceleration operation is an operation in which the rear brake operation detection unit 67 operates. The ECU 70 can detect an operation in which the vehicle is not decelerating but is attempting to decelerate, or an operation in which the vehicle is actually decelerating.

[0116] The deceleration operation is an operation in which the front part of the saddle riding type vehicle 1 moves downward. As the saddle riding type vehicle 1 decelerates, the front part moves downward in the up-down direction Z. The ECU 70 can detect this operation by the IMU 72. The ECU 70 can detect the actual deceleration operation by the IMU 72.

[0117] When the ECU 70 detects any one of the above-mentioned deceleration operations, it determines that the saddle riding type vehicle 1 is in a deceleration state.

[0118] <3-3. Idling operation>

[0119] The spinning motion is a motion in which the rear wheels 46 spin. For example, when the rear wheels 46 lose grip on the road surface, the rear wheels 46 spin. "The rear wheels 46 spin" can also be said as "the rear wheels 46 skid."

[0120] The spinning motion is an operation in which the rotation speed of the rear wheels 46 is greater than the normal rotation speed of the rear wheels 46 at the vehicle speed of the saddle riding type vehicle 1. The spinning motion is an operation in which the rotation speed of the rear wheels 46 is greater than the rotation speed of the front wheels 24. The ECU 70 can determine the difference in rotation speed between the front wheels 24 and the rear wheels 46 using the front wheel ABS sensor 28 and the rear wheel ABS sensor 54. The ECU 70 can detect that the rear wheels 46 are spinning by determining the difference in rotation speed. The ECU 70 can also detect the spinning of the rear wheels 46 from the vehicle speed obtained from the rotation speed of the front wheels 24, and the difference between the appropriate rotation speed of the rear wheels 46 corresponding to this vehicle speed and the actual rotation speed of the rear wheels 46.

[0121] <4. Exclusion Conditions>

[0122] The exclusion conditions are conditions that do not activate the driving force attenuation mechanism 53 even if the above-mentioned operation conditions are satisfied. Examples of the exclusion conditions are as follows.

[0123] The exclusion condition is a condition for not activating the driving force damping mechanism 53 even if the ECU 70 detects an acceleration operation, a deceleration operation, or a spin operation. In other words, even if the activation condition is satisfied, if the exclusion condition is satisfied, the ECU 70 does not activate the driving force damping mechanism 53.

[0124] The exclusion condition may be, for example, a case where the magnitude of the gear ratio of the transmission 35 is smaller than a predetermined gear ratio. Specifically, it is a gear position related to the gear ratio of the transmission 35. For example, when the gear of the transmission 35 is a third gear, a fourth gear, a fifth gear, or a sixth gear, which has a smaller gear ratio than that of the second gear, even if an acceleration operation is detected and an operation condition is satisfied, the exclusion condition is satisfied, so that the ECU 70 does not attenuate the driving force. Even if an acceleration operation is detected, if the gear ratio is smaller than a predetermined gear ratio, the driving force attenuation mechanism 53 is not operated. In other words, if an acceleration operation is detected and the gear ratio is larger than or equal to the gear ratio of the second gear (for example, first gear, second gear), the driving force attenuation mechanism 53 is operated.

[0125] When the gear ratio is small, the change in driving force transmitted from the engine 31 to the rear wheels 46 during acceleration is small. Therefore, by not operating the driving force damping mechanism 53, acceleration can be performed with a natural feeling for the driver.

[0126] The exclusion condition may be, for example, a case where the change in the operation amount of the accelerator grip 21 per unit time is equal to or less than a predetermined value. Specifically, it is a change in the output value of the accelerator opening sensor 61 per unit time. For example, even if the accelerator grip 21 is operated and an acceleration operation is detected, and the activation condition is satisfied, if the change in the output value of the accelerator opening sensor 61 per unit time is smaller than a predetermined value, the exclusion condition is satisfied. Therefore, the ECU 70 does not activate the driving force damping mechanism 53. In other words, if an acceleration operation is detected and the change in the output value of the accelerator opening sensor 61 per unit time is larger than a predetermined value, the driving force damping mechanism 53 is activated.

[0127] When the accelerator grip 21 is slowly turned in the direction to increase the speed and the speed is gradually increased, the change per unit time of the driving force transmitted from the engine 31 to the rear wheels 46 during acceleration is small. Therefore, by not operating the driving force damping mechanism 53, the acceleration can be performed with a natural feeling for the driver.

[0128] Instead of the accelerator opening sensor 61, the activation condition and the exclusion condition may be determined based on the amount of change per unit time in the output value of the throttle valve opening sensor 64.

[0129] The exclusion condition may be, for example, that the rate of increase in the rotation speed of the engine 31 is equal to or less than a predetermined value. More specifically, this is the case when the rate of increase in the rotation speed of the engine 31 detected by the crankshaft position sensor 68 is equal to or less than a predetermined value. When an acceleration operation is detected, if the rate of increase in the rotation speed of the engine 31 detected by the crankshaft position sensor 68 is equal to or less than a predetermined value, the exclusion condition is met. Therefore, the ECU 70 does not operate the driving force damping mechanism 53. In other words, when an acceleration operation is detected and the rate of increase in the rotation speed of the engine 31 detected by the crankshaft position sensor 68 is greater than a predetermined value, the ECU 70 does not operate the driving force damping mechanism 53.

[0130] When the rate of increase in the rotation speed of the engine 31 is equal to or less than a predetermined value, the change per unit time of the driving force transmitted from the engine 31 to the rear wheels 46 during acceleration is small. Therefore, by not operating the driving force damping mechanism 53, acceleration can be performed with a natural feeling for the driver.

[0131] An example of an exclusion condition is when the amount of operation of the front wheel braking device 25 is smaller than a predetermined value. In detail, the ECU 70 can determine the amount of operation of the front wheel braking device 25 by the front brake operation detection unit 66 and the front wheel ABS sensor 28. Even if a deceleration operation is detected and the operation condition is satisfied, the ECU 70 does not operate the driving force damping mechanism 53 if the amount of operation of the front wheel braking device 25 is smaller than a predetermined value. In other words, the ECU 70 operates the driving force damping mechanism 53 if a deceleration operation is detected and the amount of operation of the front wheel braking device 25 is equal to or larger than a predetermined value.

[0132] An example of the exclusion condition is when the amount of operation of the rear wheel braking device 48 is smaller than a predetermined value. In detail, the ECU 70 can determine the amount of operation of the rear wheel braking device 48 by the rear brake operation detection unit 67 and the rear wheel ABS sensor 54. Even if a deceleration operation is detected and the operation condition is satisfied, the ECU 70 does not operate the driving force damping mechanism 53 if the amount of operation of the rear wheel braking device 48 is smaller than a predetermined value. In other words, the ECU 70 operates the driving force damping mechanism 53 if a deceleration operation is detected and the amount of operation of the rear wheel braking device 48 is equal to or larger than a predetermined value.

[0133] For example, when going downhill in a situation where the speed is gradually increasing with the sixth gear and the accelerator grip 21 closed, in order to keep the speed constant, the front wheel brake device 25 or the rear wheel brake device 48 may be operated lightly. In this case, by not operating the driving force damping mechanism 53, the deceleration operation can be performed in a natural way for the driver.

[0134] As an example of an exclusion condition, when a deceleration operation is detected, the accelerator grip 21 may be operated so as not to decelerate. When the accelerator grip 21 is operated so as not to decelerate, the accelerator grip 21 is neither fully closed nor fully open, but is fixed at any intermediate position between them. This is also called partial throttle. Even if a deceleration operation is detected and the activation condition is satisfied, the ECU 70 does not activate the driving force damping mechanism 53 if the accelerator grip 21 is operated so as not to decelerate. In other words, when a deceleration operation is detected and the accelerator grip 21 is operated so as to decelerate, the ECU 70 activates the driving force damping mechanism 53.

[0135] In partial throttle where the accelerator grip 21 is operated so as not to decelerate, only the rear wheel brake device 48 may be operated to adjust the turning radius during a U-turn or cornering. In this case, the driving force damping mechanism 53 is not operated, so that the deceleration operation can be performed in a natural way for the driver.

[0136] <5. Operation details>

[0137] The operation of the saddle riding type vehicle 1 described above will be described in detail with reference to Fig. 4. Fig. 4 is a flowchart showing the operation of the saddle riding type vehicle according to the first embodiment.

[0138] Step S1 The driver turns on the ignition of the saddle riding type vehicle 1. The driver branches the process depending on whether or not he / she wants to adjust the damping force of the driving force damping mechanism 53. If the driver does not want to adjust the damping force, the process proceeds to step S3.

[0139] Step S2 When the driver adjusts the damping force, he or she operates setting unit 59. The driver calls up the damping force from memory unit 71, displays it on meter 58, and checks the damping force. The driver adjusts the damping force displayed on meter 58 to a desired value by operating setting unit 59. The adjusted damping force is stored in memory unit 71 by operating setting unit 59.

[0140] Step S3 The driver starts the engine 31. After starting the engine 31, the driver drives the saddle riding type vehicle 1. When the saddle riding type vehicle 1 starts to drive, the ECU 70 starts to constantly monitor whether the operating conditions and the exclusion conditions are satisfied. Therefore, the ECU 70 does not operate unnecessarily when the vehicle is stopped, so the load on the ECU 70 can be reduced and the power consumption of the saddle riding type vehicle 1 can be reduced. When the saddle riding type vehicle 1 is stopped, the ECU 70 stops monitoring whether the operating conditions and the exclusion conditions are satisfied. The ECU 70 starts to monitor the operating conditions and the exclusion conditions from the point in time when, for example, the front wheel brake device 25 and the rear wheel brake device 48 are released, the rotation speed of the engine 31 becomes higher than the idling rotation speed, and the pulse sensor 30 detects a pulse.

[0141] The ECU 70 starts monitoring whether the activation condition and the exclusion condition are satisfied after the saddle riding type vehicle 1 starts traveling. Therefore, when the saddle riding type vehicle 1 is stationary, the activation condition is not satisfied even if the rear wheel 46 spins. Such spinning of the rear wheel 46 in a stationary state is performed intentionally by the driver. Therefore, by not applying a damping force to such spinning, the operation intended by the driver can be permitted.

[0142] Note that monitoring of whether the activation conditions and the exclusion conditions are satisfied may be started when the ignition of the saddle riding type vehicle 1 is turned on. This allows for appropriate response to cases where, for example, the driver is unskilled and the driver unintentionally causes the vehicle to spin while stationary.

[0143] Step S4 The process branches depending on whether any one of the above-mentioned operating conditions is satisfied. Specifically, the ECU 70 branches the process depending on whether the operating condition is satisfied. If the operating condition is not satisfied, the process proceeds to step S9.

[0144] Step S5 The process branches depending on whether any one of the above-mentioned exclusion conditions is satisfied. Even if the operation condition is satisfied, the ECU 70 branches the process depending on whether the exclusion condition is satisfied. If the exclusion condition is satisfied, the process branches to step S9. That is, the driving force damping controller 53 is not operated to apply damping force.

[0145] Step S6 Specifically, the ECU 70 operates the driving force damping mechanism 53 to apply the damping force, which causes the caliper 51 to operate and suppresses the rotation of the driven sprocket 47.

[0146] Specifically, if the operating condition is an acceleration operation, the driving force can be attenuated before the rear wheel 46 spins. In other words, the pre-operation can prevent spinning. Therefore, the saddle riding type vehicle 1 can be accelerated with the posture of the saddle riding type vehicle 1 being stable. As a result, the saddle riding type vehicle 1 accelerates appropriately.

[0147] If the operating condition is deceleration operation, resistance to a reduction in the rotation speed of the engine 31 is generated due to the inertia of the flywheel 34 of the engine 31. However, the driving force transmitted can be attenuated by the driving force attenuation mechanism 53. Therefore, the saddle riding type vehicle 1 can be appropriately decelerated.

[0148] If the operating condition is a spinning motion, even if the rear wheel 46 spins, the spinning motion of the rear wheel 46 can be eliminated. In other words, the subsequent action can prevent the spinning from continuing. As a result, the saddle riding type vehicle 1 can accelerate in a stable state.

[0149] Step S7 The process branches depending on whether the actuation operation is no longer detected. The ECU 70 constantly monitors whether the operating conditions are met. If the ECU 70 determines that the operating conditions are met, the process returns to step S6 and continues to apply the damping force. On the other hand, if the ECU 70 determines that the operating conditions are no longer met, the process branches to step S8.

[0150] Step S8 The application of the damping force is released. When the ECU 70 determines that the exclusion condition is satisfied, the ECU 70 releases the applied damping force by operating the driving force damping mechanism 53. The ECU 70 sets the damping force output from the driving force damping mechanism 53 to zero.

[0151] When the operation of the driving force damping mechanism 53 is released, the driving force damping mechanism 53 restores the damping force for the driving force in the transmission path. Specifically, when the operation of the driving force damping mechanism 53 is released, the damping force of the driving force damping mechanism 53 disappears, and the driving force received by the rear wheels 46 is restored. Here, immediately after the operation of the driving force damping mechanism 53 is released, the damping force of the driving force damping mechanism 53 is quickly reduced. Therefore, immediately after the operation of the driving force damping mechanism 53 is released, the driving force received by the rear wheels 46 is quickly increased. Therefore, compared to traction control that adjusts the driving force of the engine 31, it takes a short time for the vehicle speed to recover after the operation of the driving force damping mechanism 53 is released.

[0152] Step S9 The process branches depending on the operating state of the engine 31. When the engine 31 is stopped, the ECU 70 stops monitoring the operating conditions and the exclusion conditions. On the other hand, when the engine 31 is operating, the process branches to step S4. In other words, the ECU 70 continues to constantly monitor the operating conditions and the exclusion conditions.

[0153] According to the first embodiment, the ECU 70 operates the driving force attenuation mechanism 53 when it detects any one of acceleration, deceleration, or spinning and satisfies the activation condition but does not satisfy the exclusion condition. This attenuates the driving force transmitted from the engine 31 to the rear wheel 46. This reduces abrupt changes in the driving force transmitted from the engine 31 to the rear wheel 46 during acceleration. As a result, the saddle riding type vehicle 1 accelerates appropriately. Furthermore, even if resistance is encountered in the reduction in the rotation speed of the engine 31 during deceleration, the saddle riding type vehicle 1 decelerates appropriately.

[0154] According to the first embodiment, it is easy to configure the driving force damping mechanism 53 that suppresses rotation of the driven sprocket 47. The rear wheel 46 is equipped with the driven sprocket 47. The driving force damping mechanism 53 damps the driving force at the driven sprocket 47. Therefore, the driving force damping mechanism 53 damps the driving force at a position close to the rear wheel 46. It is therefore easy to adjust the driving force received by the rear wheel 46. EXAMPLES

[0155] Next, a second embodiment of the present invention will be described with reference to the drawings.

[0156] 5 is a right side view of a saddle riding type vehicle according to Example 2. The same components as those in Example 1 described above are given the same reference numerals and detailed description thereof will be omitted.

[0157] A saddle riding type vehicle 1A according to the second embodiment has a different configuration of a driving force damping mechanism 53A.

[0158] The driving force attenuation mechanism 53A is provided to the engine 31. The driving force attenuation mechanism 53A is provided to the right of the engine 31 in the width direction Y.

[0159] The driving force damping mechanism 53A includes a disc 81 and a caliper 82. The disc 81 is attached to the end of the drive shaft 36. The disc 81 is attached to the right side of the drive shaft 36 in the width direction Y. The caliper 82 is disposed so as to straddle the disc 81 in the width direction Y. The caliper 82 is fixed to the engine 31. In FIG. 5, the disc 81 and the caliper 82 are drawn with solid lines for ease of illustration. The disc 81 and the caliper 82 are covered by a case (not shown). The disc 81 and the caliper 82 cannot be seen from the side.

[0160] The ECU 70 constantly monitors the operating conditions and the exclusion conditions, and when any of the operating conditions is satisfied and none of the exclusion conditions is met, the ECU 70 operates the driving force damping mechanism 53A to apply a damping force to the drive shaft 36.

[0161] According to the second embodiment, the same effects as those of the first embodiment described above can be achieved. Furthermore, according to the second embodiment, the engine 31 includes the drive shaft 36. The driving force damping mechanism 53A damps the driving force at the drive shaft 36. Therefore, the driving force damping mechanism 53A damps the driving force at a position close to the engine 31. Therefore, the driving force can be damped reliably. Furthermore, the responsiveness until the driving force is damped can be improved.

[0162] The driving force damping mechanism 53A may be disposed on the left side in the width direction Y of the saddle riding type vehicle 1A. In this case, it is preferable to dispose it outboard of the drive sprocket 38. In such a configuration, it is preferable to dispose a partition plate between the drive sprocket 38 and the chain 39 and the disc 81 so that chain lube scattered from the drive sprocket 38 and the chain 39 does not adhere to the disc 81.

[0163] The correspondence between the above-mentioned first and second embodiments and the configuration of the present invention is as follows.

[0164] The accelerator grip 21 corresponds to the "accelerator" in the present invention. The brake lever 20, the brake pedal 57, the front wheel brake device 25, and the rear wheel brake device 48 correspond to the "braking mechanism" in the present invention. The accelerator opening sensor 61, the throttle valve opening sensor 64, the gear position sensor 65, the front brake operation detection unit 66, the rear brake operation detection unit 67, the front wheel ABS sensor 28, the rear wheel ABS sensor 54, the crankshaft position sensor 68, and the IMU 72 correspond to the "detection unit" in the present invention. The ECU 70 corresponds to the "control unit" in the present invention. The acceleration operation corresponds to the "first operation" in the present invention. The deceleration operation corresponds to the "second operation" in the present invention. The driving force damping mechanism 53 corresponds to the "driven sprocket rotation suppression mechanism" in the present invention. The driving force damping mechanism 53A corresponds to the "drive shaft rotation suppression mechanism" in the present invention. The rear wheel brake device 48 corresponds to the "rear wheel brake" in the present invention. The flywheel 34 corresponds to the "inertia force imparting member" of the present invention.

[0165] The present invention is not limited to the above-described embodiment, but can be modified as follows.

[0166] (1) In each of the first and second embodiments described above, even if the operating conditions are satisfied, if the exclusion conditions are satisfied, the damping force is not applied. However, the present invention does not require such a configuration. In other words, a configuration may be adopted in which the damping force is always applied if the operating conditions are satisfied. This eliminates the need for the ECU 70 to determine whether the exclusion conditions are satisfied. This reduces the load on the ECU 70.

[0167] (2) In the above-described first and second embodiments, the driving force damping mechanism 53 that damps the driving force in the driven sprocket 47 and the driving force damping mechanism 53A that damps the driving force in the drive shaft 36 have been described as examples. However, the present invention is not limited to these configurations.

[0168] For example, the rear wheel brake device 48 may be used as the driving force attenuation mechanism 53B. That is, when the ECU 70 detects an operating condition, the rear wheel brake device 48 attenuates the driving force of the rear wheel 46. The rear wheel brake device 48 that is normally provided is also used as the driving force attenuation mechanism. Therefore, there is no increase in parts and weight. Furthermore, costs can be suppressed.

[0169] The ECU 70 operates the driving force attenuation mechanism 53B only when the activation condition is satisfied. When the exclusion condition is satisfied, the ECU 70 does not operate the driving force attenuation mechanism 53B even if the activation condition is satisfied.

[0170] (3) In addition to the configurations of the above-described embodiments 1 and 2 and (2), for example, the crankshaft position sensor 68 may be used as the driving force attenuation mechanism. That is, a damping force is applied to the pickup rotor of the crankshaft position sensor 68. The driving force attenuation mechanism may be constituted by a pickup rotor rotation suppression mechanism having such a configuration. This suppresses the rotational force of the crankshaft 33, thereby attenuating the driving force output from the engine 31.

[0171] (4) In each of the above-described first and second embodiments, the engine 31 includes a flywheel 34 that corresponds to an inertia force imparting member. However, the present invention is not limited to this type of engine 31. For example, the present invention can be applied to an engine 31 that does not include a flywheel 34. Such an engine 31 is particularly suitable for implementing the present invention because the rate of change in rotation speed during acceleration is large. The inertia force imparting member is not limited to the flywheel 34. For example, the inertia force imparting member does not have to be the flywheel 34 as long as the crank mass that imparts inertia force to the crankshaft 33 is increased.

[0172] (5) In each of the above-described first and second embodiments, the driving force attenuation mechanism 53 is operated during both the acceleration and deceleration operations. However, the present invention is not limited to such embodiments.

[0173] For example, the driving force damping mechanism 53 may not be operated during deceleration, and may be operated only during acceleration.For example, the driving force damping mechanism 53 may not be operated during acceleration, and may be operated only during deceleration.

[0174] Furthermore, it is not essential to operate the driving force damping mechanism 53 in a spinning motion. This is because the occurrence of a spinning motion can be prevented by operating the driving force damping mechanism 53 in an accelerating motion. However, depending on the road surface conditions, the rear wheel 46 may spin without accelerating motion. When a spinning motion occurs, the posture of the saddle riding type vehicle 1 may change significantly. In this case, it is preferable to operate the driving force damping mechanism 53 by detecting either an accelerating motion or a spinning motion.

[0175] (6) In the above-described first and second embodiments and modified example, a configuration in which a damping force is applied to the driven sprocket 47, the drive shaft 36, and the crankshaft 33 has been given as an example. However, the present invention is not limited to such an embodiment. In other words, it is sufficient if the driving force transmitted in the transmission path from the crankshaft 33 to the rear wheel 46 can be damped. For example, a configuration in which resistance is applied to the chain 39 may be used. Specifically, for example, a chain movement suppression mechanism may be employed that pinches the chain 39 located between the drive shaft 33 and the driven sprocket 47 in the width direction Y to prevent the movement of the chain 39.

[0176] (7) In the above-described first and second embodiments, the damping force is adjustable by the setting unit 59. However, for example, the damping force may not be adjustable.

[0177] (8) In each of the above-described first and second embodiments, the saddle-ride type vehicles 1, 1A in which the driving force is transmitted to the rear wheel 46 by the chain 39 have been described as examples. However, the present invention is not limited to drive by the chain 39. For example, the present invention can also be applied to a saddle-ride type vehicle in which the driving force is transmitted to the rear wheel 46 by a shaft drive system. In this configuration, a mechanism for suppressing rotation of the shaft drive may be employed.

[0178] (9) In the above-described first and second embodiments, the saddle-type vehicle 1 is a street-type vehicle. However, the present invention is not limited to street-type vehicles. For example, the present invention can be applied to vehicles suitable for off-road use and all-terrain vehicles capable of running on various types of terrain, including rough ground.

[0179] (10) In each of the above-mentioned first and second embodiments, the saddle riding type vehicle 1 equipped with the accelerator opening sensor 61 has been described as an example. However, the present invention is not limited to this type of saddle riding type vehicle 1. In other words, the present invention can also be applied to a saddle riding type vehicle 1 in which the accelerator grip 21 and the throttle valve are connected by a wire and which does not include the accelerator opening sensor 61. In this case, the function of the accelerator opening sensor 61 can be substituted by the throttle valve opening sensor 64.

[0180] (11) In each of the above-mentioned first and second embodiments, the saddle riding type vehicle 1 including the front wheel ABS sensor 28 and the rear wheel ABS sensor 54 has been described as an example. However, the present invention is not limited to this type of saddle riding type vehicle 1. In other words, the present invention can be applied to a saddle riding type vehicle 1 that does not include the front wheel ABS sensor 28 and the rear wheel ABS sensor 54. In this case, the ECU 70 detects only the operating conditions for acceleration and deceleration.

[0181] (12) In each of the above-described first and second embodiments, the saddle-ride type vehicle 1 including the IMU 72 has been described as an example. However, the present invention is not limited to this type of saddle-ride type vehicle 1. In other words, the present invention can be applied to a saddle-ride type vehicle 1 that does not include the IMU 72. [Explanation of symbols]

[0182] 1,1A … Saddle-type vehicle 21 ... Accelerator grip 25 ... Front wheel brake device 28 ... Front wheel ABS sensor 28 33 ... Crankshaft 34 ... Flywheel 35 ... Transmission 36 … Drive shaft 38 ... Drive sprocket 39 ... Chain 46 ... Rear wheel 47 ... Driven sprocket 48 ... Rear wheel brake device 53, 53A, 53B ... Driving force damping mechanism 54 ... Rear wheel ABS sensor 54 58 ... Meter 59 ... Setting section 61 ... Accelerator opening sensor 64 … Throttle valve opening sensor 65 … Gear position sensor 66 … Front brake operation detector 67 … Rear brake operation detector 68 … Crankshaft position sensor 69 … Electronic unit 70 ... ECU 71 … Storage section 72 … IMU 81 ... Disk 82 ... Caliper

Claims

1. In a saddle-type vehicle, an engine including a crankshaft that outputs a driving force and a drive shaft that is rotated by the crankshaft; A rear wheel rotated by the drive shaft; an accelerator operated by a rider to accelerate the saddle-type vehicle; a braking mechanism operated by a rider to decelerate the saddle-type vehicle; a driving force damping mechanism that applies a damping force to dampen the driving force transmitted through a transmission path from the crankshaft to the rear wheel; a detection unit that detects at least one of a first action for accelerating the saddle riding type vehicle and a second action for decelerating the saddle riding type vehicle; a control unit that activates the driving force attenuation mechanism when the detection unit detects at least one of the first operation and the second operation; A saddle-type vehicle equipped with:

2. The saddle type vehicle according to claim 1, A saddle-type vehicle in which the control unit does not operate the driving force damping mechanism when the gear ratio in the engine transmission is smaller than a predetermined gear ratio even if the detection unit detects the first operation.

3. The saddle type vehicle according to claim 1, A saddle-type vehicle, wherein the control unit does not operate the driving force damping mechanism when the amount of change in the accelerator opening per unit time is smaller than a predetermined value even if the detection unit detects the first action.

4. The saddle type vehicle according to claim 1, A saddle-type vehicle, wherein the control unit does not operate the driving force damping mechanism when the rate of increase in the engine speed is equal to or lower than a predetermined value even if the detection unit detects the first operation.

5. The saddle type vehicle according to claim 1, The control unit does not operate the driving force damping mechanism when the amount of operation of the braking mechanism by the rider is smaller than a predetermined value even if the detection unit detects the second action.

6. The saddle type vehicle according to claim 1, The control unit does not operate the driving force damping mechanism when the accelerator is operated so as not to decelerate, even if the detection unit detects the second action.

7. The saddle type vehicle according to claim 1, The detection unit detects an upward movement of a rear portion of the vehicle as the first motion.

8. The saddle type vehicle according to claim 1, The detection unit detects a downward movement of a front part of the vehicle as the second motion.

9. The saddle type vehicle according to claim 1, The detection unit further detects a spinning operation in which the rear wheels spin freely, When the detection unit detects a spinning motion, the control unit activates the driving force damping mechanism.

10. 10. The saddle-type vehicle according to claim 1, A storage unit that stores the damping force; A setting unit for adjusting the damping force stored in the memory unit; A saddle-type vehicle further equipped with:

11. 10. The saddle-type vehicle according to claim 1, A saddle-type vehicle in which the control unit cancels the operation of the front drive force damping mechanism when at least one of the first operation and the second operation is no longer detected after activating the drive force damping mechanism.

12. 10. The saddle-type vehicle according to claim 1, The rear wheel includes a driven sprocket that is rotated by a driving force transmitted from the drive shaft, The driving force damping mechanism is a driven sprocket rotation suppression mechanism that is provided to the driven sprocket and suppresses rotation of the driven sprocket.

13. 10. The saddle-type vehicle according to claim 1, The driving force damping mechanism is a drive shaft rotation suppression mechanism that is provided on the drive shaft and suppresses rotation of the drive shaft.

14. 10. The saddle-type vehicle according to claim 1, The braking mechanism includes a rear wheel brake that applies a brake to the rear wheel. The driving force damping mechanism is the rear wheel brake.

15. 10. The saddle-type vehicle according to claim 1, The engine of the saddle-type vehicle does not include an inertia force imparting member that imparts inertia force to the crankshaft.

Images