vehicle

Abstract

This vehicle comprises: at least one front wheel (2) and at least one rear wheel (12) that are respectively disposed at the front and rear of a vehicle body (1A); a suspension device (3A, 13A) that is disposed between at least one of the front wheel (2) and the rear wheel (12) and a vehicle body constituent part, and has a vehicle height adjustment function; a control device (23) that controls the driving of an actuator (43f, 43r) that expands and contracts the suspension device (3A, 13A); and a vehicle body angle detection device (34) that detects an inclination angle (θ1) of the vehicle body (1A). The control device (23), upon detecting parking of the vehicle, measures the inclination angle (θ1) of the vehicle body (1A) by means of the vehicle body angle detection device (34), and causes the actuator (43f, 43r) to be driven to expand or contract the suspension device (3A, 13A) so that the inclination angle (θ1) is brought closer to a prescribed target angle (θ2).

Description

Technical Field

[0001] The present invention relates to a vehicle. This application claims priority based on Japanese Patent Application No. 2022-191429 filed in Japan on November 30, 2022, and incorporates its content herein.

Background Art

[0002] Conventionally, there are vehicles that can easily obtain a comfortable ride and good driving performance by making the damping force and preload of a suspension device variable by electronic control (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, since the adoption of an electronically controlled suspension increases the vehicle cost, there is a demand for creating further added value, particularly in small vehicles such as motorcycles.

[0005] Therefore, an object of the present invention is to improve the added value by stabilizing the vehicle state during parking using a suspension in a vehicle equipped with an electronically controlled suspension.

Means for Solving the Problems

[0006] As a means of solving the above problems, a first aspect of the present invention provides a vehicle body (1A) with at least one front wheel (2) and one rear wheel (12) arranged at the front and rear of the vehicle body (1A), a suspension device (3A, 13A) having a vehicle height adjustment function, positioned between at least one of the front wheel (2) and the rear wheel (12) and a vehicle body component, a control device (23) that controls the driving of actuators (43f, 43r) that extend and retract the suspension device (3A, 13A), a vehicle body angle detection device (34) that detects the inclination angle (θ1) of the vehicle body (1A), and a side frame capable of supporting the vehicle body (1A) in an upright position inclined to one side. In a vehicle equipped with a stand (17), a parking operation detection unit (37) is provided to detect when the side stand (17) is used when the vehicle is parked, and the control device (23) detects when the parking operation detection unit (37) detects the use operation, and when the parking of the vehicle is detected, the vehicle body angle detection device (34) measures the inclination angle (θ1) of the vehicle body (1A), and drives the actuators (43f, 43r) to extend and retract the suspension devices (3A, 13A) so that this inclination angle (θ1) approaches a specified target angle (θ2). In this configuration, when the control device detects that the vehicle is parked (for example, when the vehicle has stopped and the prescribed parking operation has been performed), the vehicle body angle detection device measures the actual tilt angle of the vehicle body. The control device extends or retracts the suspension system (changes the vehicle height) to bring this tilt angle closer to the target angle. As a result, even if the tilt angle of the vehicle body increases or decreases due to factors such as the slope of the ground or the loading of heavy objects, the suspension system can be extended or retracted to maintain the appropriate tilt angle of the vehicle body, thereby stabilizing the vehicle when parked. Furthermore, when the parking operation detection unit detects that a parking operation has been performed by the user, the control device detects that the vehicle has been parked. This allows for more reliable detection of vehicle parking and suppresses malfunctions of the suspension system.

[0007] A second aspect of the present invention is that, in the first aspect described above, the control device (23) shortens the suspension devices (3A, 13A) when the inclination angle (θ1) is greater than the target angle (θ2), and extends the suspension devices (3A, 13A) when the inclination angle (θ1) is less than the target angle (θ2). In this configuration, in a suspension system that shortens in response to ground load, the control device extends and retracts the suspension system to maintain the appropriate tilt angle of the vehicle body. This allows for improved vehicle stability when parked.

[0009] A fourth aspect of the present invention is that, in the first or second aspect described above, the parking operation detected by the parking operation detection unit (36, 37, 38) includes an operation that restricts the movement of the vehicle. In this configuration, when the user performs an operation that restricts the vehicle's movement, the control device extends or retracts the suspension system. This enhances stability when changing the vehicle's tilt angle. If the use of the parking brake is a condition for parking detection, the operation required for parking itself becomes one of the conditions for parking angle adjustment control. This makes the parking operation required for control easier to understand and improves convenience.

[0010] A fifth aspect of the present invention is that, in the first or second aspect described above, the control device (23) detects that the vehicle is parked when it detects that the vehicle has not moved for a specified time after the vehicle's main switch (36) has been turned off. In this configuration, the control unit determines that the vehicle is parked when the vehicle's main switch is turned off and the vehicle remains stationary for a specified period of time. This eliminates the need for any parking operations other than turning off the main switch, resulting in a simplified configuration.

[0011] A sixth aspect of the present invention is, in the first aspect described above, at least one of the front wheels (2) and rear wheels (12) comprises a pair of left and right wheels (W1, W2), the suspension device (3A, 13A) comprises a pair of left and right cushion units (CS1, CS2) positioned between each of the left and right wheels (W1, W2) and the vehicle body components, the left and right wheels (W1, W2) can move up and down independently by the extension and contraction of the left and right cushion units (CS1, CS2), and the control device (23) extends one of the left and right cushion units (CS1, CS2), or contracts the other, or both, to bring the inclination angle (θ1) closer to the target angle (θ2). In this configuration, the vehicle body angle detection device measures the lateral tilt angle of the vehicle body, and the control device extends and retracts a pair of left and right cushion units, causing the left and right pair of wheels to move up and down independently. This makes it possible to maintain the lateral tilt angle of the vehicle body appropriately, thereby stabilizing the vehicle when parked. A seventh aspect of the present invention is, in the first aspect described above, a parking control button (39) supported on the steering wheel (4a), wherein while the parking control button (39) is pressed, control is performed to bring the tilt angle (θ1) closer to a predetermined target angle (θ2). An eighth aspect of the present invention is, in the first aspect described above, a seat (16a, 16b) is equipped with a seating sensor, and when a user disembarks, control is performed to bring the tilt angle (θ1) closer to a predetermined target angle (θ2). [Effects of the Invention]

[0012] According to the present invention, in a vehicle equipped with an electronically controlled suspension, the added value can be improved by using the suspension to stabilize the vehicle's state when parked. [Brief explanation of the drawing]

[0013] [Figure 1] This is a left side view of a motorcycle according to an embodiment of the present invention. [Figure 2]It is a rear view showing the first example when the above motorcycle is parked, showing the state before the parking angle adjustment control on the left side and the state after the parking angle adjustment control on the right side respectively. [Figure 3] It is a rear view showing the second example when the above motorcycle is parked, showing the state before the parking angle adjustment control on the left side and the state after the parking angle adjustment control on the right side respectively. [Figure 4] It is a rear view showing the third example when the above motorcycle is parked, showing the state before the parking angle adjustment control on the left side and the state after the parking angle adjustment control on the right side respectively. [Figure 5] It is a flowchart showing the processing performed by the control device in the above parking angle adjustment control. [Figure 6] It is a flowchart showing the content of the parking angle adjustment process in FIG. 5. [Figure 7] It is a block diagram of the control system of the above motorcycle. [Figure 8] It is a schematic configuration diagram of the suspension control device of the above motorcycle. [Figure 9] It is a rear view showing an example of the parking angle adjustment control of a vehicle having a pair of left and right wheels. [Figure 10] It is a left side view showing an example of the parking angle adjustment control of a vehicle having suspension devices on the front and rear wheels respectively.

Embodiments for Carrying Out the Invention

[0014] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the directions such as front, rear, left, and right are the same as those in the vehicle described below unless otherwise specified. Also, in the figures used in the following description, arrows FR indicating the front of the vehicle, arrow LH indicating the left side of the vehicle, arrow UP indicating the upper side of the vehicle, and line CL indicating the center of the vehicle body left and right are shown at appropriate positions.

[0015] <Vehicle Whole> FIG. 1 shows a motorcycle 1 as an example of a vehicle equipped with a parking angle control device according to an embodiment of the present invention. The motorcycle 1 is an example of a saddle-type vehicle in which a rider (user) rides straddling the vehicle body. The motorcycle 1 turns by swinging (banking) the vehicle body in the left-right direction (roll direction) with reference to the ground contact points of the front and rear wheels. The vehicle of the present invention includes not only a vehicle that turns by banking the vehicle body but also a vehicle that turns by steering a steering wheel without banking the vehicle body. Further, it includes a vehicle equipped with an electric motor as a prime mover.

[0016] The front wheel 2 of the motorcycle 1 is supported at the lower ends of a pair of left and right front forks (telescopic forks) 3. The left and right front forks 3 are supported by a head pipe 6 at the front end of a vehicle body frame 5 via a steering stem 4. A bar handle (steering handle) 4a for front wheel steering is attached to the upper part of the steering stem 4. The pair of left and right front forks 3 constitutes a front suspension device 3A of the motorcycle 1.

[0017] The vehicle body frame 5 includes a head pipe 6, a pair of left and right main frames 7 that branch left and right behind the head pipe 6 and extend obliquely downward and rearward, a pair of left and right pivot frames 8 that extend downward from the rear ends of the left and right main frames 7, and a rear frame 9 that extends behind the left and right pivot frames 8. A fuel tank 15 is supported above the left and right main frames 7, and front and rear seats 16a, 16b are supported above the rear frame 9.

[0018] A power unit P is supported below the left and right main frames 7 and in front of the left and right pivot frames 8. The power unit P is an integrated unit including an engine (for example, an internal combustion engine) E and a transmission. A collapsible side stand 17 capable of supporting the vehicle body 1A in a standing state inclined to the left is provided at the lower end of the left pivot frame 8.

[0019] The front ends of the swingarm 11 are supported by the left and right pivot frames 8. A single rear wheel 12 is supported by the rear end of the swingarm 11. A single rear cushion unit 13 is interposed between the front of the swingarm 11 and the vehicle frame 5. The rear cushion unit 13 constitutes the rear suspension system 13A of the motorcycle 1.

[0020] Referring to Figure 8, the front suspension device 3A has cushion springs and dampers positioned on each of the left and right front forks 3 (or distributed between the left and right front forks 3). The front suspension device 3A has a front suspension actuator 43f positioned on at least one of the left and right front forks 3. The front suspension actuator 43f uses, for example, an electric motor as a driving source to displace the spring seat, allowing adjustment of the preload of the cushion spring. When the preload increases, the amount of sag when a load is applied decreases, and the left and right front forks 3 extend when the vehicle is unloaded. When the preload decreases, the amount of sag when a load is applied increases, and the left and right front forks 3 shorten when the vehicle is unloaded. In other words, the front suspension actuator 43f extends or retracts (changes) the overall length of the left and right front forks 3 by adjusting the preload, making it possible to adjust the ride height of the front of the vehicle.

[0021] The rear suspension system 13A includes a cushion spring and damper, as well as a rear suspension actuator 43r, arranged in a rear cushion unit 13. The rear suspension actuator 43r, for example, uses an electric motor as a driving source to displace the spring seat, allowing adjustment of the cushion spring preload. When the preload increases, the amount of sag under load decreases, and the rear cushion unit 13 extends when the vehicle is unloaded. When the preload decreases, the amount of sag under load increases, and the rear cushion unit 13 shortens when the vehicle is unloaded. In other words, the rear suspension actuator 43r extends or retracts (changes) the overall length of the rear cushion unit 13 by adjusting the preload, enabling adjustment of the vehicle height at the rear of the vehicle. In this embodiment, the ride height is adjusted automatically (electrically) by drive control of the front and rear suspension actuators 43f and 43r, rather than manually by the user.

[0022] As the front load of the motorcycle 1 increases, the front suspension device 3A moves the front wheel 2 upward due to the increased reaction force from the ground GL (contact surface), causing the left and right front forks 3 to stroke in the compression direction. As the front load of the motorcycle 1 decreases, the front suspension device 3A moves the front wheel 2 downward due to the decrease in reaction force from the ground GL (contact surface), causing the left and right front forks 3 to stroke in the extension direction.

[0023] As the rear load of the motorcycle 1 increases, the rear suspension device 13A moves the rear wheel 12 upward due to the increased reaction force from the ground GL, causing the rear cushion unit 13 to stroke in the compression direction. As the rear load of the motorcycle 1 decreases, the rear suspension device 13A moves the rear wheel 12 downward due to the decrease in reaction force from the ground GL, causing the rear cushion unit 13 to stroke in the extension direction.

[0024] In the embodiment, suspension devices 3A and 13A with a layout that shortens with increasing load and extends with decreasing load were illustrated, but the configuration is not limited to this. That is, a suspension device with a layout that extends with increasing load and shortens with decreasing load may also be adopted.

[0025] As shown in Figures 1 and 2, the motorcycle 1 can be fitted with a top case 18 behind the rear seat 16b. The motorcycle 1 can also be fitted with a pair of pannier cases 19 on the left and right sides below the rear seat 16b. When these cases are fully loaded with luggage, the rear of the vehicle body in particular sinks down due to the weight of the load. As a result, even when the vehicle is parked using the side stand 17, the tilt angle θ1 of the vehicle body 1A (the tilt angle relative to the vertical when viewed from the front or rear direction) becomes small, which may cause instability. On the other hand, if the tilt angle θ1 of the vehicle body 1A when parked using the side stand 17 is set to be large, the tilt angle θ1 of the vehicle body 1A may become large when there is no luggage, which may cause excessive load around the side stand 17.

[0026] In this embodiment, when the motorcycle 1 detects that the vehicle is parked (for example, when the motorcycle 1 is stopped and the prescribed parking operation has been performed), it measures the actual tilt angle θ1 of the vehicle body 1A. If this tilt angle θ1 is not within the target angle range θ2 (left side in Figure 2), the system controls the front and rear suspension devices 3A and 13A to extend so that the tilt angle θ1 falls within the target angle range θ2 (right side in Figure 2). This control, which extends and retracts the front and rear suspension devices 3A and 13A to make the tilt angle θ1 of the vehicle body 1A appropriate, is called parking angle adjustment control. With parking angle adjustment control, even if the tilt angle θ1 of the vehicle body 1A in the vertical direction increases or decreases due to the loading of heavy objects or the slope of the ground GL, the tilt angle θ1 of the vehicle body 1A can be kept appropriate.

[0027] Figure 3 shows an example of parking a motorcycle 1 on ground GL that slopes upwards, for example, on the left side (side stand 17 side). In this example, as in Figure 2, the actual tilt angle θ1 of the vehicle body 1A may be smaller than the target angle range θ2 (left side in Figure 3). In this case as well, control is performed to extend the front and rear suspension devices 3A and 13A so that the tilt angle θ1 falls within the target angle range θ2 (right side in Figure 3).

[0028] Figure 4 shows an example of parking a motorcycle 1 on ground GL that slopes downwards towards the left side (side stand 17 side). In this example, the actual tilt angle θ1 of the vehicle body 1A may be greater than the target angle range θ2 (left side of Figure 4). In this case, control is performed to shorten the front and rear suspension devices 3A and 13A so that the tilt angle θ1 falls within the target angle range θ2 (right side of Figure 4).

[0029] The vehicle body 1A of this embodiment is an assembly of vehicle components that form an integral part with the vehicle frame 5 and is integrally inclined with respect to the ground GL. The vehicle body 1A of this embodiment is mainly an assembly of vehicle components excluding the front and rear wheels 2, 12 and the front and rear suspension devices 3A, 13A.

[0030] The prescribed parking operations include, for example, turning the main switch 36 (see Figure 7) OFF and using the side stand 17. Turning the main switch 36 OFF is the ignition-off operation, which involves stopping the engine. Using the side stand 17 is the operation of swinging (rotating) the side stand 17 from the retracted position flipped up to the rear (shown by a solid line in Figure 1) to the upright position lowered (shown by a dashed line in Figure 1).

[0031] A load sensor may be provided on the side stand 17 or its support part to detect the operation of placing the side stand 17 on the ground and supporting the vehicle body 1A. In other words, the operation of using the side stand 17 may be defined as the period until the load sensor detects the ground load. Seating sensors may be provided on the front and rear seats 16a and 16b to detect when the user dismounts. In other words, the user dismounting may be included as a condition for parking angle adjustment control. Details of parking angle adjustment control will be described later.

[0032] <Control device> Figure 7 is a block diagram illustrating the schematic control system of motorcycle 1. The motorcycle 1 is equipped with a control unit 23 that controls the operation of various devices 22 based on detection information acquired from various sensors and switches 21. The control unit 23 is configured, for example, as one or more electronic control units (ECUs). The control unit 23 may be implemented, at least in part, through the cooperation of software and hardware.

[0033] The control unit 23 includes an engine control unit (fuel injection control unit, ignition control unit, and throttle control unit) that controls the operation of engine E. The motorcycle 1 is configured as a by-wire engine control system. This engine control system electrically links engine accessories such as a throttle body attached to engine E with an accelerator control unit operated by the user.

[0034] The various sensors and switches 21 include a throttle sensor 31, a wheel speed sensor 32, a brake pressure sensor 33, a vehicle acceleration sensor 34, a vehicle speed sensor 35, a main switch 36, a stand switch 37, a brake switch 38, and a parking control button 39. The various sensors and switches 21 detect various user inputs and various states of the motorcycle 1. The various sensors and switches 21 output various detection information to the control unit 23.

[0035] The throttle sensor 31 detects the amount of operation (acceleration request) of the accelerator control device, such as the throttle grip. Based on this detection information, the operation of engine E is controlled. The wheel speed sensor 32 includes front and rear wheel speed sensors 32f and 32r, which are provided on the front and rear wheels 2 and 12, respectively (see Figure 8). The detection information from the wheel speed sensor 32 is used for control of ABS (Anti-lock Brake System) and TCS (Traction Control System), etc. The brake pressure sensor 33 detects the operating force (deceleration request) of the brake lever. Based on this detection information, the operation of the brake actuator 42 is controlled.

[0036] The vehicle acceleration sensor 34 is a 5-axis or 6-axis IMU (Inertial Measurement Unit). The vehicle acceleration sensor 34 detects the angular velocity and acceleration of three axes (roll axis, pitch axis, and yaw axis) of the vehicle body 1A, and further detects the angles of the three axes of the vehicle body 1A from the results. In this embodiment, the vehicle body 1A includes not only the vehicle body frame 5, but also a configuration that performs rolling, pitching, and yawing behaviors integrally with the vehicle body frame 5. The detection information from the vehicle acceleration sensor 34 is used for control of ABS, TCS, and suspension control systems, etc.

[0037] The vehicle speed sensor 35 detects, for example, the rotational speed of the output shaft (counter shaft) of the transmission of the power unit P. Based on this detection information, the vehicle speed is calculated. The main switch 36 switches the vehicle's power on and off. The main switch 36 is equipped with a key cylinder that is rotated by inserting a physical key. Alternatively, the main switch 36 is equipped with a switch knob that can be rotated or activated when the ID of a smart key carried by the user has been authenticated. When the main switch 36 is rotated to the ON position, power is supplied to the control system, enabling the engine E to start and run, and enabling the operation of various electrical components. When the main switch 36 is rotated to the OFF position, the power supply to the control system is cut off, and the engine E and various electrical components stop. The main switch 36 has an ACC position (accessory power position) between the ON position and the OFF position. In the ACC position, the power supply for starting and running the engine E is cut off, but power is supplied to other various electrical components.

[0038] The stand switch 37 is positioned, for example, around the pivot axis of the side stand 17. The stand switch 37 can detect whether the side stand 17 is in use by switching on when the side stand 17 is in the upright position and off when it is in the retracted position. The brake switch 38 turns on when the user operates the brake control on the motorcycle 1 and the brakes are applied (braking state), and turns off when the brake control returns to its previous position and the brakes are released. When the brake switch 38 is switched on, it is possible to detect that the motorcycle 1 is in a braking state. The parking control button 39 is pressed when the conditions for executing parking angle adjustment control are met, thereby executing parking angle adjustment control.

[0039] The various devices 22 include an engine control means 45, a brake actuator 42, and a suspension actuator 43. The engine control means 45 includes a fuel injector 46, an ignition system 47, and a throttle system 48, etc. In other words, the engine control means 45 includes engine auxiliary equipment that drives the engine E.

[0040] The brake actuator 42 supplies hydraulic pressure to the front and rear brakes in response to operation of the brake control element, thereby activating them. The brake actuator 42 also serves as the ABS control unit. The brake actuator 42 includes an ABS-ECU that electrically controls the operation of the hydraulic components related to the ABS.

[0041] The suspension actuator 43 includes front and rear suspension actuators 43f and 43r, which are integrally provided with the front and rear suspension units 3A and 13A, respectively. The front and rear suspension actuators 43f and 43r are driven and controlled by the control unit 23 according to detection information from various sensors and switches 21. The front and rear suspension actuators 43f and 43r operate their own electric motors under the control of the control unit 23. The front and rear suspension actuators increase or decrease the elastic force and damping force of the front and rear suspension devices 3A and 13A.

[0042] The suspension control system will be explained in detail below. The control unit 23 includes a suspension control unit 24 and a parking angle control unit 25. The suspension control unit 24 detects the movement of the front and rear suspension units 3A and 13A and the vehicle body 1A using various sensors and switches 21, and automatically changes the damping force of the front and rear suspension units 3A and 13A. When the motorcycle 1 starts moving, the control unit 23 performs damping force control of the front and rear suspension units 3A and 13A at predetermined intervals. The suspension control unit 24, for example, activates electromagnetic valves installed in each damper of the front and rear suspension units 3A and 13A. Various values ​​used for this suspension control are constantly measured while the motorcycle 1 is moving. This allows the damping force to be instantly varied in response to the situation of the motorcycle 1, improving maneuverability and ride comfort.

[0043] The parking angle control unit 25 changes the stroke amount of the front and rear suspension devices 3A and 13A based on the vehicle body tilt angle θ1 detected by the vehicle body acceleration sensor 34. This makes it possible to adjust the vehicle body tilt angle θ1 so that it falls within a predetermined target angle range θ2.

[0044] Figures 2 to 4 are rear views of the motorcycle 1 parked on a horizontal ground level (GL) using the side stand 17. In the figures, line HL is a horizontal line along the ground level (GL), and line VL is a vertical line extending from the contact points of the front and rear wheels 2 and 12. The inclination angle θ1 of the vehicle body 1A corresponds to the inclination angle of the left-right center line CL of the vehicle body relative to the vertical line VL. The angle range θ2 corresponds to a predetermined angle range (target angle) as the range of a stable parking angle.

[0045] Referring to Figures 1 and 7, the control unit 23 detects that the motorcycle 1 is parked (for example, the motorcycle 1 is stopped and the prescribed parking operation has been performed) and then performs parking angle adjustment control under the following conditions. That is, the control unit 23 performs parking angle adjustment control when, for example, the main switch 36 is set to the ACC position (accessory power position) and the user is pressing the parking control button 39 supported on the handlebars 4a. In other words, the parking angle adjustment control is performed while the user has their hands on the handlebars 4a. Extending or retracting the front and rear suspension devices 3A and 13A while the vehicle body 1A is supported by the side stand 17 may disrupt the stability of the vehicle body 1A. For this reason, in this embodiment, the parking angle adjustment control is performed while the user has their hands on the handlebars 4a.

[0046] Furthermore, in this embodiment, the parking angle adjustment control is performed when the user operates the brake lever supported on the handle 4a (the brake is applied). In this embodiment, the brake switch 38 ON (brake activated state) is included as a condition for executing the parking angle adjustment control. Alternatively, if the motorcycle 1 is equipped with a parking brake according to the specifications of the transmission, the following configuration may be used. That is, instead of (or in conjunction with) the operation of the brake lever, the operating state of the parking brake (brake switch 38 ON) may be included as an execution condition for the parking angle adjustment control.

[0047] The following describes the process performed by the control unit 23 during parking angle adjustment control, with reference to the flowcharts in Figures 5 and 6. This process is repeatedly executed at predetermined intervals when the motorcycle 1 is stopped, the user has performed the prescribed parking operation, and the accessory power is turned ON.

[0048] Referring to Figure 5, first, after the parking of the motorcycle 1 is detected and the accessory power is turned ON (step S1), the parking angle control unit 25 checks whether the conditions for performing parking angle control are met. Specifically, in step S2, it is confirmed that the engine E is stopped. In step S3, it is confirmed that the vehicle speed is zero, and in step S4, it is confirmed that the side stand 17 is extended and in use (stand switch 37 ON). In step S5, it is confirmed that the brake lever is operated and the brake is applied (brake switch 38 ON).

[0049] If steps S2 to S5 are all YES, the parking control button 39 becomes operable or enabled (step S6), and the process can proceed to step S7. If any of steps S2 to S5 are NO, the parking control button 39 becomes operable or disabled, and the process is terminated. When the parking control button 39 is operated in step S6, the parking angle control unit 25 executes the parking angle adjustment process (step S7). This process is executed as long as the parking control button 39 is pressed and stops when the button is released.

[0050] Referring to Figure 6, in the parking angle adjustment process, first, the parking angle control unit 25 reads the vehicle body tilt angle θ1 detected by the IMU 34 (step S71). Next, it is determined whether or not this vehicle body tilt angle θ1 is within the target angle range θ2 (step S72). If the result in step S72 is YES (within the target angle range θ2), the process is terminated. If the result in step S72 is NO (not within the target angle range θ2), the following conditions are reconfirmed in step S73. That is, it is reconfirmed that the parking control button 39 is pressed (ON state) and the brake switch 38 is ON state. If the result in step S73 is NO (at least one of the parking control button 39 and brake switch 38 is not ON state), the process is terminated. If the result in step S73 is YES (both the parking control button 39 and brake switch 38 are ON state), the process proceeds to step S74. In step S74, at least one of the front and rear suspension devices 3A and 13A is driven to perform preload adjustment and, consequently, vehicle height adjustment. This adjusts the vehicle's tilt angle θ1 during parking so that it falls within the target angle range θ2.

[0051] As described above, the motorcycle 1 in the above embodiment includes a front wheel 2 and a rear wheel 12, each positioned at least one at the front and rear of the vehicle body 1A; suspension devices 3A and 13A positioned between the front wheel 2 and the rear wheel 12 and the vehicle body components and having a vehicle height adjustment function; a control unit 23 that controls the driving of the suspension actuators 43f and 43r, each of the suspension devices 3A and 13A; and a vehicle body acceleration sensor 34 that detects the tilt angle θ1 of the vehicle body 1A. When the control unit 23 detects that the motorcycle 1 is parked, it measures the tilt angle θ1 of the vehicle body 1A using the vehicle body acceleration sensor 34 and drives the suspension actuators 43f and 43r to extend and retract the suspension devices 3A and 13A so that this tilt angle θ1 approaches a specified target angle (to fit within the target angle range θ2). In this configuration, when the control unit 23 detects that the motorcycle 1 is parked (for example, when the motorcycle 1 has stopped and the prescribed parking operation has been performed), the vehicle acceleration sensor 34 measures the actual tilt angle θ1 of the vehicle body 1A. The control unit 23 extends or retracts the suspension devices 3A and 13A (changes the vehicle height) to bring this tilt angle θ1 closer to the target angle. As a result, even if the tilt angle θ1 of the vehicle body 1A increases or decreases due to factors such as the slope of the ground GL or the loading of heavy objects, the suspension devices 3A and 13A can be extended or retracted to maintain the tilt angle θ1 of the vehicle body 1A appropriately, thereby suppressing the risk of the motorcycle 1 tipping over when parked.

[0052] Furthermore, in the above-mentioned motorcycle 1, the control unit 23 reduces the preload to shorten the suspension devices 3A and 13A when the inclination angle θ1 is greater than the target angle (angle range θ2), and increases the preload to extend the suspension devices 3A and 13A when the inclination angle θ1 is smaller than the target angle (angle range θ2). In this configuration, in the suspension devices 3A and 13A, which shorten in response to a load from the ground GL, the control unit 23 extends and retracts the suspension devices 3A and 13A to maintain the proper tilt angle θ1 of the vehicle body 1A. Therefore, the risk of the motorcycle 1 tipping over when parked can be suppressed.

[0053] Furthermore, the motorcycle 1 is equipped with a parking operation detection unit (main switch 36, stand switch 37, brake switch 38) that detects when a prescribed parking operation has been performed by the user when the motorcycle 1 is parked, and the control unit 23 detects that the motorcycle 1 is parked when the parking operation detection unit detects the parking operation. In this configuration, when the parking operation detection unit detects that a parking operation has been performed by the user, the control unit 23 detects that the motorcycle 1 is parked. This makes it possible to more reliably detect the parking of the motorcycle 1 and suppress malfunctions of the suspension devices 3A and 13A.

[0054] Furthermore, in the above-mentioned motorcycle 1, the parking operation detected by the parking operation detection unit includes an operation that restricts the movement of the motorcycle 1. In this configuration, when the user performs an operation to restrict the movement of the motorcycle 1, the control unit 23 extends or retracts the suspension devices 3A and 13A. This improves stability when changing the tilt angle θ1 of the vehicle body 1A. If the use of the parking brake is used as a condition for parking detection, the operation required for parking itself becomes one of the conditions for parking angle adjustment control. This makes the parking operation required for control easier to understand and improves convenience.

[0055] It should be noted that the present invention is not limited to the above embodiments. For example, the vehicle height adjustment in the embodiments is exemplified by a configuration in which the spring seat is electrically jacked up and jacked down, but the invention is not limited to this configuration. For example, a configuration in which the vehicle height is changed using fluid pressure such as gas or oil is also possible. When performing parking angle adjustment control, for example, an information display unit provided in the meter device may be activated. That is, when the motorcycle 1 is stopped and the user has performed the prescribed parking operation, and the accessory power is turned ON, the information display unit may display the following: The information display unit may display the current tilt angle θ1 of the vehicle body 1A, whether parking angle adjustment control is necessary, whether parking angle adjustment control is being performed while the parking control button 39 is pressed, or whether parking angle adjustment control has been completed and the vehicle body tilt angle θ1 has been corrected.

[0056] As a method for performing parking angle adjustment control, for example, after the main switch 36 is turned OFF, parking angle adjustment control may be made possible under the following conditions. That is, when it is detected that the motorcycle 1 has not moved or swayed for a predetermined period of time, it may be determined that the motorcycle 1 is in a parked state, and parking angle adjustment control may be made possible. With this configuration, a simple configuration can be achieved by eliminating the need for parking operations other than turning off the main switch 36.

[0057] The present invention may also be applied to saddle-type vehicles other than motorcycles. The saddle-type vehicles include all vehicles on which the rider (user) straddles the vehicle body, and include not only motorcycles (including mopeds and scooter-type vehicles) but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel) or four-wheeled vehicles (such as four-wheeled buggies). This invention is not limited to motorcycles, but can be applied to any vehicle that requires user support or the use of a side stand for self-support when parked. Furthermore, it can be applied to vehicles that do not require user support or the use of a stand for self-support when parked, in order to achieve a specified parking posture (for example, the posture when parked empty on level ground GL). In other words, it can be applied to vehicles other than saddle-type vehicles (passenger cars, buses, trucks, etc.).

[0058] In this embodiment, the use of the side stand and the brakes in a motorcycle were used as conditions for controlling the parking angle. These conditions may also be applied to a three-wheeled vehicle with a rocking body. In a three-wheeled vehicle with a rocking body, there is a configuration in which a rocking body with a single wheel rocks relative to a non-rocking body with a pair of left and right wheels that does not rock. In this configuration, the vehicle can be made to stand on its own by linking the lock of the relative rocking with the parking brake. In this case, the use of the stand may be excluded from the conditions for controlling the parking angle. Hereinafter, a vehicle that can stand on its own without requiring the use of a stand (and support from the user) will be referred to as a "self-standing vehicle".

[0059] In the case of a self-supporting vehicle having at least one of a pair of front wheels or a pair of rear wheels, the vehicle configuration shown in Figure 9 (vehicle 101) can be considered for adjusting the vehicle body tilt angle θ1. Specifically, it is possible to provide independent cushion units CS1 and CS2 to each of the left and right wheels W1 and W2. In this configuration, the cushion units CS1 and CS2 provided to each of the left and right wheels W1 and W2 are individually extended and retracted. This allows the left and right wheels W1 and W2 to move up and down independently relative to the vehicle body 101A, and the left and right tilt angle θ1 of the vehicle body 101A can be adjusted to the specified stationary position (e.g., upright position). The control unit 23 drives the suspension actuators located on each of the left and right cushion units CS1 and CS2 so that the tilt angle θ1 of the vehicle body 101A falls within the target angle range θ2. This extends one of the left and right cushion units CS1 and CS2, or retracts the other, or both.

[0060] As shown in Figure 10, vehicle 201 is equipped with independent cushion units CS3 and CS4 on the front and rear wheels W3 and W4, respectively. By individually extending and retracting these front and rear cushion units CS3 and CS4, the following effect is achieved: The longitudinal tilt angle θ1 of the vehicle body 201A can be adjusted to the aforementioned parking posture (for example, the posture when the vehicle is parked empty on a level ground GL). Furthermore, the configuration in the above embodiment is just one example of the present invention, and various modifications are possible without departing from the spirit of the invention, such as replacing the components of the embodiment with well-known components. [Explanation of symbols]

[0061] 1. Motorcycle (vehicle) 1A Car body 2 Front wheels 3 Front Fork 3A Front Suspension System 12 Rear wheels 13 Rear cushion unit 13A Rear Suspension System 17 Side stand 23 Control Unit (Control Device) 24 Suspension Control Unit 25 Parking Angle Control Unit 34. Vehicle acceleration sensor (vehicle angle detection device) 36. Main switch (parking operation detection unit) 37. Stand switch (parking operation detection unit) 38 Brake switch (parking operation detection unit) 39 Parking control button 43 Suspension Actuator 43f, 43r Front and Rear Suspension Actuators θ1 Vehicle body tilt angle θ2 Target angle range W1, W2: A pair of wheels (left and right) CS1, CS2 Left and Right Pair of Cushion Units

Claims

1. Front wheels (2) and rear wheels (12) are positioned at least one at the front and one at the rear of the vehicle body (1A), A suspension device (3A, 13A) having a ride height adjustment function is positioned between at least one of the front wheels (2) and rear wheels (12) and a vehicle body component, A control device (23) controls the drive of actuators (43f, 43r) that extend and retract the suspension device (3A, 13A), A vehicle body angle detection device (34) for detecting the inclination angle (θ1) of the vehicle body (1A), A side stand (17) capable of supporting the vehicle body (1A) in an upright position tilted to one side, In a vehicle equipped with, The vehicle is equipped with a parking operation detection unit (37) that detects when the side stand (17) is used while the vehicle is parked. The control device (23) detects the parking operation detection unit (37) when it detects the operation, and when it detects the parking of the vehicle, it measures the inclination angle (θ1) of the vehicle body (1A) using the vehicle body angle detection device (34), and drives the actuators (43f, 43r) to extend or retract the suspension devices (3A, 13A) so that this inclination angle (θ1) approaches a specified target angle (θ2).

2. The vehicle according to claim 1, wherein the control device (23) shortens the suspension devices (3A, 13A) when the inclination angle (θ1) is greater than the target angle (θ2), and extends the suspension devices (3A, 13A) when the inclination angle (θ1) is less than the target angle (θ2).

3. (delete)

4. The vehicle according to claim 1 or 2, wherein the parking operation detected by the parking operation detection unit (36, 37, 38) includes an operation that restricts the movement of the vehicle.

5. The vehicle according to claim 1 or 2, wherein the control device (23) detects that the vehicle has not moved for a specified time after the vehicle's main switch (36) has been turned off, and detects that the vehicle is parked.

6. At least one of the front wheels (2) and rear wheels (12) is equipped with a pair of left and right wheels (W1, W2), The suspension device (3A, 13A) comprises a pair of left and right cushion units (CS1, CS2) positioned between each of the left and right wheels (W1, W2) and the vehicle body components. As the pair of left and right cushion units (CS1, CS2) expand and contract, the pair of left and right wheels (W1, W2) can move up and down independently. The vehicle according to claim 1, wherein the control device (23) extends one of the left and right pair of cushion units (CS1, CS2), shortens the other, or both, so that the inclination angle (θ1) approaches the target angle (θ2).

7. The vehicle is equipped with a parking control button (39) supported on the steering wheel (4a), The vehicle according to claim 1, wherein while the parking control button (39) is pressed, control is performed to bring the tilt angle (θ1) closer to a predetermined target angle (θ2).

8. The seats (16a, 16b) are equipped with seating sensors. The vehicle according to claim 1, wherein when a user disembarks, control is performed to bring the tilt angle (θ1) closer to a predetermined target angle (θ2).

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