Driving control system

Abstract

To provide a travel control device which avoids increasing in size or weight of a saddle-riding type vehicle, and suppresses deterioration of straight-line stability at the time of middle or high-speed travel while restraining wobble.SOLUTION: A travel control device 1 controlling travel of a saddle-riding type vehicle comprises: a speed suppression part 22 which performs speed suppression control decreasing travel speed of the vehicle when the travel speed of the vehicle exceeds a control start reference speed, and when there is vibration in a yaw direction and amplitude of inspection vibration that has a frequency within a reference frequency range exceeds a control start reference amplitude; and a speed suppression stop part 23 which stops the speed suppression control when the travel speed of the vehicle is a target speed limit or less after the speed suppression control is started by the speed suppression part 22.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a travel control device that controls the travel of a saddle-type vehicle.

Background Art

[0002] When a saddle-type vehicle such as a motorcycle is traveling straight at medium to high speeds, the vehicle body and steering may vibrate at a frequency of approximately 1 Hz to 10 Hz. This phenomenon is generally called the weave phenomenon or the wobble phenomenon. Specifically, the weave phenomenon is a phenomenon in which vibration in the direction of combined yaw and roll occurs in the saddle-type vehicle when the saddle-type vehicle is traveling straight at medium to high speeds. The wobble phenomenon is a phenomenon in which the steering axis of the steering of the saddle-type vehicle vibrates when the saddle-type vehicle is traveling straight at medium to high speeds. Also, the frequency of vibration in the weave phenomenon is approximately 1 Hz to 4 Hz, and the frequency of vibration in the wobble phenomenon is approximately 5 Hz to 10 Hz. Both the weave phenomenon and the wobble phenomenon are factors that reduce the straight-line stability of the saddle-type vehicle. Hereinafter, the concept including the vibration in the weave phenomenon and the vibration in the wobble phenomenon will be referred to as "wobble".

[0003] The following Patent Document 1 describes a caster angle variable device for a two-wheeled vehicle that increases the caster angle in order to improve the controllability of the vehicle when the vehicle speed and the swing state reach a certain level or more. This caster angle variable device for a two-wheeled vehicle includes an actuator that displaces the front wheel fork of the two-wheeled vehicle in order to change the caster angle.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] To prevent a decrease in straight-line stability during medium-to-high-speed driving of a saddle-type vehicle, it is desirable to suppress wobble. However, it is undesirable for the saddle-type vehicle to become larger or heavier in order to suppress wobble. For example, if the caster angle variable device described in Patent Document 1 is applied to a saddle-type vehicle in order to suppress wobble, it may become larger or heavier by adding an actuator to displace the front wheel fork to the saddle-type vehicle.

[0006] The present invention has been made in view of the problems described above, for example, and the object of the present invention is to provide a driving control device for a saddle-type vehicle that can suppress wobble and reduce the decrease in straight-line stability during medium-to-high speed driving, while avoiding an increase in the size or weight of the saddle-type vehicle. [Means for solving the problem]

[0007] To solve the above problems, the present invention The first travel control device This is a driving control device for controlling the movement of a saddle-type vehicle, comprising a control unit, a vehicle speed detection unit for detecting the vehicle's driving speed, and vibrations of the vehicle in the yaw direction or roll direction, and prescribed The control unit includes a vibration detection unit that detects a vibration under test, which is a vibration having a frequency within a reference frequency range, and the vehicle's travel speed detected by the vehicle speed detection unit is prescribed The control start reference speed is exceeded, and the amplitude of the vibration detected by the vibration detection unit is prescribed Control start reference amplitude The number of consecutive times the limit is exceeded reaches the predetermined control initiation threshold. In this case, a speed suppression unit performs speed suppression control to reduce the vehicle's travel speed, and after the speed suppression control is started by the speed suppression unit, the vehicle's travel speed detected by the vehicle speed detection unit is Suppression target speed is a predetermined speed that is less than or equal to the control start reference speed. The system is characterized by comprising a speed suppression stop unit that stops the speed suppression control when the following conditions are met. Furthermore, the second driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising: a control unit; a vehicle speed detection unit for detecting the driving speed of the vehicle; and a vibration detection unit for detecting a vibration under test, which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit performs speed suppression control to reduce the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed and the amplitude of the vibration under test detected by the vibration detection unit exceeds a predetermined control start reference amplitude The system includes a speed suppression unit that performs the speed suppression control, and a speed suppression stop unit that stops the speed suppression control when the vehicle's running speed detected by the vehicle speed detection unit falls below the target suppression speed after the speed suppression control has been started by the speed suppression unit, wherein the speed suppression stop unit sets the target suppression speed to a speed that is a predetermined amount lower than the vehicle's running speed detected by the vehicle speed detection unit when the amplitude of the vibration detected by the vibration detection unit falls below a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude, after the speed suppression control has been started. Furthermore, the third driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising a control unit, a vehicle speed detection unit for detecting the driving speed of the vehicle, and a vibration detection unit for detecting a vibration under test which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit controls the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the number of times the amplitude of the vibration under test detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number, and the driving speed of the vehicle The system comprises a speed reduction unit that performs speed reduction control to decrease speed, and a speed reduction stop unit that stops the speed reduction control when the vehicle's running speed detected by the vehicle speed detection unit falls below the target speed after the speed reduction control has been started by the speed reduction unit, wherein the speed reduction stop unit sets the target speed to a speed that is a predetermined amount lower than the vehicle's running speed detected by the vehicle speed detection unit when the amplitude of the vibration detected by the vibration detection unit falls below a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude, after the speed reduction control has been started. Furthermore, the fourth driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising: a control unit; a vehicle speed detection unit for detecting the driving speed of the vehicle; and a vibration detection unit for detecting a vibration under test, which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit includes a speed suppression unit that performs speed suppression control to reduce the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed and the amplitude of the vibration under test detected by the vibration detection unit exceeds a predetermined control start reference amplitude, and The system includes a speed suppression stop unit that stops the speed suppression control when the vehicle's running speed detected by the vehicle speed detection unit falls below the target suppression speed after the speed suppression control has been started by the speed suppression unit, wherein the speed suppression stop unit sets the target suppression speed to a speed that is a predetermined amount lower than the vehicle's running speed detected by the vehicle speed detection unit when the number of times the amplitude of the vibration detected by the vibration detection unit has continuously fallen below a predetermined amplitude which is smaller than the control start reference amplitude reaches a predetermined control stop reference number. Furthermore, the fifth driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising: a control unit; a vehicle speed detection unit for detecting the driving speed of the vehicle; and a vibration detection unit for detecting a vibration under test, which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit performs a speed suppression control to reduce the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the number of times the amplitude of the vibration under test detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number The system includes a speed suppression unit that performs the speed suppression control, and a speed suppression stop unit that stops the speed suppression control when the vehicle's running speed detected by the vehicle speed detection unit falls below the target suppression speed after the speed suppression control has been started by the speed suppression unit, wherein the speed suppression stop unit sets the target suppression speed to a speed that is a predetermined amount lower than the vehicle's running speed detected by the vehicle speed detection unit when the number of times the amplitude of the vibration under test detected by the vibration detection unit has continuously fallen below a predetermined amplitude which is smaller than the control start reference amplitude reaches a predetermined control stop reference number. Furthermore, the sixth driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising: a control unit; a vehicle speed detection unit for detecting the driving speed of the vehicle; and a vibration detection unit for detecting a vibration under test, which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit comprises: a speed suppression unit for performing speed suppression control to reduce the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed and the amplitude of the vibration under test detected by the vibration detection unit exceeds a predetermined control start reference amplitude; and a speed suppression stop unit for stopping the speed suppression control when the driving speed of the vehicle detected by the vehicle speed detection unit falls below the suppression target speed after the speed suppression control has been started by the speed suppression unit, At the start of speed suppression control, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed. After the speed suppression control has started, the speed suppression stop unit calculates a candidate suppression target speed value that is a predetermined amount lower than the vehicle's running speed detected by the vehicle speed detection unit when the amplitude of the vibration detected by the vibration detection unit becomes less than or equal to a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude. If the candidate suppression target speed value is greater than the initial suppression target speed value, the setting of the suppression target speed is changed from the initial suppression target speed value to the candidate suppression target speed value. If the candidate suppression target speed value is less than or equal to the initial suppression target speed value, the state in which the initial suppression target speed value is set as the suppression target speed is maintained. Furthermore, the seventh driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising: a control unit; a vehicle speed detection unit for detecting the driving speed of the vehicle; and a vibration detection unit for detecting a vibration under test, which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit includes a speed suppression unit that performs speed suppression control to reduce the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed and the number of times the amplitude of the vibration under test detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number; and a speed suppression unit that stops the speed suppression control when the driving speed of the vehicle detected by the vehicle speed detection unit falls below the suppression target speed after the speed suppression control has been started by the speed suppression unit. The speed control system includes a braking / stopping unit, in which, at the start of the speed control, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed, and after the speed control is started, the speed suppression / stopping unit calculates a speed lower by a predetermined amount than the vehicle's running speed detected by the vehicle speed detection unit as a candidate suppression target speed value when the amplitude of the vibration detected by the vibration detection unit becomes less than or equal to a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude, and changes the setting of the suppression target speed from the initial suppression target speed value to the candidate suppression target speed value if the candidate suppression target speed value is greater than the initial suppression target speed value, and maintains the state in which the initial suppression target speed value is set as the suppression target speed if the candidate suppression target speed value is less than or equal to the initial suppression target speed value. Furthermore, the eighth driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising: a control unit; a vehicle speed detection unit for detecting the driving speed of the vehicle; and a vibration detection unit for detecting a vibration under test, which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit comprises: a speed suppression unit for performing speed suppression control to reduce the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed and the amplitude of the vibration under test detected by the vibration detection unit exceeds a predetermined control start reference amplitude; and a speed suppression stop unit for stopping the speed suppression control when the driving speed of the vehicle detected by the vehicle speed detection unit falls below the suppression target speed after the speed suppression control has been started by the speed suppression unit, and at the start of the speed suppression control In this system, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed. The speed suppression stop unit, after the speed suppression control has started, calculates a candidate suppression target speed value that is a predetermined amount lower than the vehicle's running speed detected by the vehicle speed detection unit when the number of times the amplitude of the vibration detected by the vibration detection unit has continuously fallen below a predetermined amplitude, which is a control stop reference amplitude smaller than the control start reference amplitude, reaches a predetermined number of control stop reference counts. If the candidate suppression target speed value is greater than the initial suppression target speed value, the setting of the suppression target speed is changed from the initial suppression target speed value to the candidate suppression target speed value. If the candidate suppression target speed value is less than or equal to the initial suppression target speed value, the state in which the initial suppression target speed value is set as the suppression target speed is maintained. Furthermore, the ninth driving control device of the present invention is a driving control device for controlling the driving of a saddle-type vehicle, comprising: a control unit; a vehicle speed detection unit for detecting the driving speed of the vehicle; and a vibration detection unit for detecting a vibration under test, which is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a predetermined reference frequency range, wherein the control unit comprises: a speed suppression unit for performing speed suppression control to reduce the driving speed of the vehicle when the driving speed of the vehicle detected by the vehicle speed detection unit exceeds a predetermined control start reference speed and the number of times the amplitude of the vibration under test detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number; and a speed suppression stop unit for stopping the speed suppression control when the driving speed of the vehicle detected by the vehicle speed detection unit falls below the suppression target speed after the speed suppression control has been started by the speed suppression unit, At the start of speed suppression control, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed. After the speed suppression control is started, the speed suppression stop unit calculates a candidate suppression target speed value that is a predetermined amount lower than the vehicle's running speed detected by the vehicle speed detection unit when the number of times the amplitude of the vibration detected by the vibration detection unit has continuously fallen below a predetermined amplitude, which is a control stop reference amplitude smaller than the control start reference amplitude, reaches a predetermined number of control stop reference counts. If the candidate suppression target speed value is greater than the initial suppression target speed value, the setting of the suppression target speed is changed from the initial suppression target speed value to the candidate suppression target speed value. If the candidate suppression target speed value is less than or equal to the initial suppression target speed value, the state in which the initial suppression target speed value is set as the suppression target speed is maintained. [Effects of the Invention]

[0008] According to the present invention, it is possible to suppress wobble and reduce the decrease in straight-line stability during medium-to-high speed driving while avoiding an increase in the size or weight of the saddle-type vehicle. [Brief explanation of the drawing]

[0009] [Figure 1] This is a block diagram showing a driving control device according to a first embodiment of the present invention. [Figure 2] This graph shows signals related to the vibration under test in the first embodiment of the present invention, where (A) shows the signal representing the vibration under test, and (B) shows the signal representing the total amplitude of the vibration under test. [Figure 3] This is an explanatory diagram showing the total amplitude of the measured amplitude, the driving speed, the suppression target speed, the absolute value of the bank angle, the non-suppression target opening corresponding to the accelerator opening, and the target throttle opening in the driving control device of the first embodiment of the present invention, during the period when speed suppression control is started, then stopped, and then speed recovery control is performed. [Figure 4] This is a flowchart showing the processing flow in the driving control device of the first embodiment of the present invention. [Figure 5] This is a flowchart showing the speed suppression control in the travel control device of the first embodiment of the present invention. [Figure 6] This is a flowchart showing the speed recovery control in the driving control device of the first embodiment of the present invention. [Figure 7] This is a block diagram of a driving control device according to a second embodiment of the present invention. [Figure 8] This is a flowchart showing the processing flow in the driving control device of the second embodiment of the present invention. [Modes for carrying out the invention]

[0010] The traveling control device according to an embodiment of the present invention is a device that controls the traveling of a straddle-type vehicle, and includes a control unit, a vehicle speed detection unit that detects the traveling speed of the vehicle, and a vibration detection unit that detects a detected vibration that is a vibration in the yaw direction or roll direction of the vehicle and has a frequency within a reference frequency range. Further, the control unit includes a speed suppression unit and a speed suppression stop unit.

[0011] When the traveling speed of the vehicle detected by the vehicle speed detection unit exceeds a control start reference speed and the amplitude of the detected vibration detected by the vibration detection unit exceeds a control start reference amplitude, the speed suppression unit performs speed suppression control to decrease the traveling speed of the vehicle.

[0012] After the speed suppression control is started by the speed suppression unit, when the traveling speed of the vehicle detected by the vehicle speed detection unit Suppression target speed becomes the following, the speed suppression control is stopped.

[0013] According to the traveling control device of the embodiment of the present invention, by determining whether the traveling speed of the vehicle exceeds the control start reference speed and whether the amplitude of the detected vibration exceeds the control start reference amplitude, it is possible to accurately detect that wobbling has occurred in the vehicle. Further, when wobbling occurs in the vehicle, by performing speed suppression control to decrease the traveling speed of the vehicle, the wobbling generated in the vehicle can be suppressed. Thereby, it is possible to suppress a decrease in the straight running stability of the vehicle during medium and high speed traveling.

[0014] Also, after the speed suppression control is started, when the traveling speed of the vehicle Suppression target speed becomes the following, by stopping the speed suppression control, it is possible to prevent the speed suppression control from being unnecessarily continued after the wobbling is suppressed.

[0015] Furthermore, since the travel control device of this embodiment can suppress wobble by reducing the vehicle's travel speed, it is not necessary to add mechanical devices or structures to the vehicle, such as mounting a caster angle variable device, in order to suppress wobble. Therefore, wobble can be suppressed while avoiding an increase in the size or weight of the saddle-type vehicle. [Examples]

[0016] (Driving control device) Figure 1 shows a driving control device 1 of the first embodiment of the present invention. The driving control device 1 is a device that controls the driving of a saddle-type vehicle such as a motorcycle (hereinafter referred to as "vehicle"), and is installed in the vehicle. In this embodiment, the vehicle is equipped with an engine (internal combustion engine) as a power source for driving, and employs an electronically controlled fuel injection system that electronically controls fuel injection by electronically controlling the fuel injection valve, and also employs an electronically controlled throttle that electronically controls the throttle opening based on the accelerator opening, etc.

[0017] As shown in Figure 1, the driving control device 1 includes an accelerator position sensor 2, an engine speed sensor 3, a vehicle speed sensor 4, a throttle position sensor 5, a tilt angle sensor 6, an inertial measuring device 7, a throttle valve drive motor 8, a throttle valve control unit 9, a display unit 10, and an ECU (electronic control unit) 11.

[0018] The accelerator position sensor 2 is a sensor that detects the accelerator opening. The engine speed sensor 3 is a sensor that detects the engine speed. The vehicle speed sensor 4 is a sensor that detects the vehicle's travel speed. The throttle position sensor 5 is a sensor that detects the throttle opening. The tilt angle sensor 6 is a sensor that detects the tilt angle of the vehicle in the left-right direction relative to the horizontal, i.e., the bank angle. The inertial measurement device 7 is a device that detects translational motion (acceleration) and rotational motion (angular velocity) in each of the three axes in three-dimensional space. The inertial measurement device 7 has an acceleration sensor that detects acceleration in the longitudinal, left-right, and up-down directions of the vehicle, and a gyro or angular velocity sensor that detects angular velocity (yaw angular velocity, roll angular velocity, and pitch angular velocity) around the vertical axis, longitudinal axis, and left-right axis of the vehicle. As will be described later, the inertial measurement device 7 is used to detect wobble, but the inertial measurement device 7 can also be used to detect the vehicle's bank angle. The throttle valve drive motor 8 is a motor that drives the throttle valve. The throttle valve control unit 9 is a device that controls the throttle valve drive motor 8. The display unit 10 is a lamp or display provided on the vehicle's meter.

[0019] The ECU 11 is a unit that electrically and electronically controls the vehicle and includes a CPU (Central Processing Unit) 12, a memory unit 13, and a signal processing unit 14. The CPU 12 functions as a speed control unit 21, a speed suppression unit 22, and a speed suppression stop unit 23, which will be described later, by reading and executing a program stored in the memory unit 13, for example. The memory unit 13 is a memory device that stores programs and data. The signal processing unit 14 includes a filter 15 and a total amplitude calculation unit 16. The filter 15 is, for example, a low-pass filter or a band-pass filter formed by a digital circuit. The total amplitude calculation unit 16 is a circuit or device that calculates the total amplitude of an AC signal.

[0020] The accelerator position sensor 2 is a specific example of the "accelerator opening detection unit," and the vehicle speed sensor 4 is a specific example of the "vehicle speed detection unit." The inertial measurement device 7 and the signal processing unit 14 are specific examples of the "vibration detection unit." The throttle valve drive motor 8 and the throttle valve control unit 9 are specific examples of the "throttle valve drive unit." The ECU 11 is a specific example of the "control unit."

[0021] (Detection of wobble) The driving control device 1 has a function to quickly eliminate or reduce wobble when it occurs in the vehicle. To achieve this function, the inertial measuring device 7 and the signal processing unit 14 detect wobble.

[0022] As mentioned above, "wobble" refers to a concept that encompasses both the vibrations in the weave phenomenon and the vibrations in the wobble phenomenon. The vibrations in the weave phenomenon are vibrations in the direction of coupled yaw and roll, and this is the same for the vibrations in the wobble phenomenon.

[0023] Wobble can be recognized by detecting vibrations in the yaw or roll direction of the vehicle. In this embodiment, wobble is recognized by detecting vibrations in the yaw direction of the vehicle. The inertial measuring device 7 detects a periodic change in the yaw angular velocity of the vehicle, i.e., vibrations in the yaw direction of the vehicle, and outputs a detection signal indicating vibrations in the yaw direction of the vehicle to the signal processing unit 14.

[0024] Furthermore, a wobble is a vibration with a frequency of approximately 1 Hz to 10 Hz. That is, the frequency of vibrations in the weave phenomenon is approximately 1 Hz to 4 Hz, and the frequency of vibrations in the wobble phenomenon is approximately 5 Hz to 10 Hz. Therefore, the frequency range of a wobble can be considered to be from 1 Hz, the lowest frequency of vibrations in the weave phenomenon, to 10 Hz, the highest frequency of vibrations in the wobble phenomenon.

[0025] Since the yaw vibration of a vehicle includes vibrations of various frequencies in addition to wobble, vibrations with frequencies of approximately 1 Hz to 10 Hz are extracted from the yaw vibration of the vehicle in order to detect wobble. In this embodiment, the filter 15 of the signal processing unit 14 performs this extraction process. That is, the filter 15 of the signal processing unit 14 extracts vibrations with frequencies within the reference frequency range from the detection signal output from the inertial measuring device 7. The reference frequency range is set to approximately 1 Hz to 10 Hz. Although the wobble frequency is approximately 1 Hz to 10 Hz, strictly speaking, the wobble frequency differs slightly depending on the type of vehicle or from vehicle to vehicle. Therefore, it is preferable to predict or measure the wobble frequency for each type of vehicle or each vehicle and adjust the reference frequency range accordingly.

[0026] Furthermore, wobble is a vibration with an amplitude that reduces the straight-line stability of the vehicle. The driving control device 1 uses the fact that the amplitude of a vibration (hereinafter referred to as "tested vibration") which is a yaw vibration of the vehicle and has a frequency within the reference frequency range, has become large enough to reduce the straight-line stability of the vehicle as one criterion for determining wobble occurrence. Specifically, the speed suppression unit 22 of the driving control device 1 determines whether the number of times the total amplitude of the tested vibration has continuously exceeded the control start reference total amplitude has reached the control start reference number, as will be described later. Then, the total amplitude calculation unit 16 of the signal processing unit 14 calculates the total amplitude of the tested vibration. That is, the signal output from the inertial measuring device 7 and passed through the filter 15 is the signal indicating the tested vibration. This signal is input from the filter 15 to the total amplitude calculation unit 16. The total amplitude calculation unit 16 calculates the total amplitude of this signal indicating the tested vibration as the total amplitude of the tested vibration.

[0027] Figure 2(A) shows the signal output from the inertial measurement device 7 and after passing through the filter 15, i.e., the signal representing the vibration under test. Figure 2(B) shows the signal output from the total amplitude calculation unit 16, i.e., the signal representing the total amplitude of the vibration under test. The total amplitude calculation unit 16 detects the positive peak of the signal representing the vibration under test and stores the positive peak value. The total amplitude calculation unit 16 also updates the stored positive peak value each time it detects a positive peak. The total amplitude calculation unit 16 also detects the negative peak of the signal representing the vibration under test and stores the negative peak value. The total amplitude calculation unit 16 also updates the stored negative peak value each time it detects a negative peak. The dashed lines in Figure 2(A) show the trajectory of the positive peak value, which is updated each time a positive peak is detected in the signal representing the vibration under test, and the trajectory of the negative peak value, which is updated each time a negative peak is detected in the signal representing the vibration under test. Furthermore, the total amplitude calculation unit 16 calculates the difference between the positive and negative peak values ​​of the signal indicating the vibration under test, i.e., the total amplitude of the signal indicating the vibration under test, at the timing when the positive peak value of the signal indicating the vibration under test is updated, and at the timing when the negative peak value of the signal indicating the vibration under test is updated. For example, when the signal indicating the vibration under test in Figure 2(A) is input to the total amplitude calculation unit 16, the signal indicating the total amplitude of the vibration under test in Figure 2(B) is output from the total amplitude calculation unit 16.

[0028] (Normal speed control) When a wobble occurs in the vehicle, the vehicle control device 1 performs speed reduction control to eliminate or reduce the wobble by reducing the vehicle's speed. Before describing this speed reduction control, the normal control of the vehicle's speed by the vehicle control device 1 will be described. Hereinafter, the normal control of the vehicle's speed by the vehicle control device 1 will be referred to as "normal speed control." Normal speed control is performed when neither speed reduction control nor speed recovery control is being performed while the vehicle is in motion.

[0029] Normal speed control is performed by the speed control unit 21 of the driving control device 1. As normal speed control, the speed control unit 21 controls the accelerator opening detected by the accelerator position sensor 2. Non-suppression target opening Set this as the target throttle opening. For details, Non-suppression target opening This is basically determined by the accelerator opening and engine speed. The memory unit 13 stores a throttle opening control map that describes the correspondence between the accelerator opening, engine speed, and throttle opening. The speed control unit 21, as normal speed control, uses the accelerator opening detected by the accelerator position sensor 2, the engine speed detected by the engine speed sensor 3, and the throttle opening control map, Non-suppression target opening They decided and decided Non-suppression target opening Set this as the target throttle opening.

[0030] The target throttle opening is output from the ECU 11 to the throttle valve control unit 9. The throttle valve control unit 9 controls the throttle valve drive motor 8 to match the target throttle opening output from the ECU 11, and drives the throttle valve. As a result, while normal speed control is being performed, the throttle opening changes in accordance with the accelerator opening, and consequently, the vehicle's speed changes in accordance with the accelerator opening.

[0031] (Speed ​​control) When a wobble occurs in the vehicle, the driving control device 1 performs speed reduction control to eliminate or reduce the wobble by reducing the vehicle's speed. Speed ​​reduction control is performed by the speed reduction unit 22 of the driving control device 1.

[0032] While the vehicle is in motion, the speed suppression unit 22 determines whether the vehicle's speed, as detected by the vehicle speed sensor 4, exceeds the control start reference speed. The speed suppression unit 22 also determines whether the number of times the total amplitude of the vibration under test, as detected by the inertial measuring device 7 and the signal processing unit 14, has continuously exceeded the control start reference total amplitude has reached the control start reference count. The speed suppression unit 22 also determines whether the absolute value of the vehicle's bank angle, as detected by the tilt angle sensor 6 or the inertial measuring device 7, is less than or equal to the reference bank angle. Based on these determinations, the speed suppression unit 22 performs speed suppression control if the vehicle's speed exceeds the control start reference speed, the number of times the total amplitude of the vibration under test has continuously exceeded the control start reference total amplitude has reached the control start reference count, and the absolute value of the vehicle's bank angle is less than or equal to the reference bank angle.

[0033] The control initiation reference speed is set considering the lower limit of the travel speed at which wobble can occur in a saddle-type vehicle. Wobble varies depending on the size or specific structure of the saddle-type vehicle, but in many saddle-type vehicles, it occurs when the travel speed exceeds 100 km / h to 130 km / h. Furthermore, the control initiation reference speed is set considering the ability to distinguish wobble from other vibrations that occur when a saddle-type vehicle is traveling, such as vibrations due to low-speed shimmy. Low-speed shimmy varies depending on the size or type of the saddle-type vehicle, but generally occurs in the low-speed range where the travel speed of a saddle-type vehicle is between 30 km / h and 100 km / h. Considering the above points, it is preferable to set the control initiation reference speed to a value that falls within the range of approximately 100 km / h to 130 km / h. Alternatively, the control initiation reference speed may be set to a different value for each type of vehicle or individual vehicle, based on the prediction or measurement of the lower limit of the travel speed at which wobble is likely to occur. In this embodiment, the control start reference speed is set to, for example, 120 km / h.

[0034] The control initiation reference total amplitude is preferably set to a value corresponding to the total amplitude of the vibration under test in the initial stages of wobbling occurring in the vehicle, in order to eliminate or reduce the wobble as early and quickly as possible after the wobble occurs in the vehicle. Specifically, the control initiation reference total amplitude is preferably set to a value corresponding to the total amplitude of the vibration under test when the vehicle's yaw angular velocity is, for example, 0.26 rad / s to 0.33 rad / s. In addition, the control initiation reference total amplitude may also be set to a different value for each type of vehicle or for each individual vehicle. In this embodiment, the control initiation reference total amplitude is set to a value corresponding to the total amplitude of the vibration under test when the vehicle's yaw angular velocity is, for example, 0.29 rad / s.

[0035] The control initiation threshold is set considering the need to distinguish between impacts or vibrations that occur on the vehicle as a single event, such as shocks or vibrations caused by sudden steering maneuvers or kickbacks, and vibrations that subside instantaneously after occurrence, and continuous vibrations such as wobble. It is preferable to set the control initiation threshold to approximately 3 to 5 times. The control initiation threshold may also be set to a different value for each vehicle type or individual vehicle. In this embodiment, the control initiation threshold is set to, for example, 4 times.

[0036] The reference bank angle is set, for example, to the lower limit of the absolute value of the vehicle's bank angle during a turn, in order to recognize that the vehicle is turning. In this embodiment, if the vehicle is decelerated during a turn, the turning trajectory of the vehicle may become unintended by the driver, making it difficult to control the vehicle. Therefore, speed reduction control is not performed when the vehicle is turning.

[0037] The speed suppression unit 22, as part of speed suppression control, sets the opening value to be set as the target throttle opening from the throttle opening when the vehicle speed exceeds the control start reference speed, and the vehicle's travel speed Suppression target speed To Suppression target opening A control mechanism is implemented to gradually reduce it.

[0038] Suppression target speed When speed suppression control is initiated, Initial value of suppression target velocityAlthough it is set to this value, it may be changed while speed suppression control is in operation. Suppression target speed The changes will be discussed later, but here we will explain them. Initial value of suppression target velocity I will explain this. Initial value of suppression target velocity The speed is set to a level that can reliably eliminate wobble in a saddle-type vehicle, or to reliably reduce wobble to a level that does not impair the vehicle's straight-line stability. The speed at which wobble can be reliably eliminated, or to reliably reduce wobble to a level that does not impair the vehicle's straight-line stability, may vary depending on the type of vehicle or individual vehicle. Therefore, Initial value of suppression target velocity It is preferable to set this to an appropriate value for each vehicle type or individual vehicle. Specifically, the value set for each vehicle Initial value of suppression target velocity It is preferable to set it to a value lower than or equal to the control start reference speed set for the vehicle, and more preferably to a value lower than the control start reference speed set for the vehicle. In this embodiment, Initial value of suppression target velocity It is set to 100 km / h. Initial value of suppression target velocity This is stored in memory unit 13. Suppression target opening Details of speed suppression control, including how the setting is determined, will be described later.

[0039] Furthermore, even while speed suppression control is in operation, the throttle valve control unit 9 controls the throttle valve drive motor 8 to drive the throttle valve so that the throttle opening matches the target throttle opening output from the ECU 11, just as it does during normal speed control. While speed suppression control is in operation, the speed suppression unit 22 sets the opening value set as the target throttle opening from the throttle opening when the vehicle speed exceeds the control start reference speed. Suppression target opening Because the throttle opening gradually decreases, even if the driver increases the accelerator opening, the throttle opening will gradually decrease regardless of that increase. As a result, the vehicle's speed will gradually decrease.

[0040] In Figure 3, K1, K2, K3, K4, K5, and K6 represent the total amplitude of the measured amplitude, the travel speed, and the period between the start of speed suppression control, the stop of speed suppression control, and the subsequent performance of speed recovery control. Suppression target speed , the absolute value of the bank angle, corresponding to the throttle opening Non-suppression target opening The figures show the current speed and the target throttle opening, respectively. As shown in Figure 3, at time t1, the driving speed K2 exceeds the control start reference speed C, the number of times the total amplitude K1 of the vibration under test continuously exceeds the control start reference total amplitude A reaches the control start reference number of 4, and the absolute value of the bank angle K4 is less than or equal to the reference bank angle F. As a result, at time t1, speed suppression control is started by the speed suppression unit 22, and the driving speed control transitions from normal speed control to speed suppression control. After time t1, the target throttle opening K6 is set by the speed suppression control to control the driving speed Suppression target speed To Suppression target opening It gradually decreases towards G. Also, between time point t1 and time point t3, corresponding to the accelerator opening. Non-suppression target opening K5 decreases due to the driver's accelerator input, but the degree of this decrease is significantly smaller compared to the degree of decrease in the target throttle opening K6. In other words, between time t1 and time t3, the target throttle opening changes due to speed suppression control, and the target throttle opening does not follow the accelerator input during this period. Furthermore, as a result of the speed suppression control, the driving speed K2 decreases from time t1 to time t3.

[0041] (Speed ​​reduction control is stopped) The speed suppression stop unit 23 of the driving control device 1, after speed suppression control has been started by the speed suppression unit 22, will activate when the vehicle's driving speed detected by the vehicle speed sensor 4 Suppression target speed The speed reduction control will be stopped if the following conditions are met.

[0042] At the point when speed reduction control is initiated, Suppression target speed as Initial value of suppression target velocity This is set. After speed suppression control is started, the speed suppression stop unit 23 determines the number of times the total amplitude of the vibration under test continuously falls below the control stop criterion total amplitude as the control stop criterion count. Reached Determine whether or not. Then, the vehicle's speed isSuppression target speed ( Initial value of suppression target velocity The number of times the total amplitude of the vibration under test continuously falls below the control stop criterion total amplitude before it falls below this value is the control stop criterion number. Reached In that case, the vehicle's speed at that time will be set to a predetermined margin lower than the vehicle's current speed. Candidate values ​​for suppression target speed It is calculated as follows. Then, the speed suppression stop unit 23, Candidate values ​​for suppression target speed but Initial value of suppression target velocity If it is greater than Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed Change it to, Candidate values ​​for suppression target speed but Initial value of suppression target velocity If the following Initial value of suppression target velocity but Suppression target speed Maintain the state that is set as such.

[0043] Candidate values ​​for suppression target speed but Initial value of suppression target velocity If it is greater than, Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed The purpose of the change is that the vehicle's speed Initial value of suppression target velocity If the wobble in the vehicle disappears or decreases to an extent that does not impair the vehicle's straight-line stability before reaching a certain point, then the vehicle's speed is Initial value of suppression target velocity The purpose of stopping the speed reduction control before reaching a certain threshold is to prevent the inconvenience of the speed reduction control continuing even though the wobble generated in the vehicle has been eliminated or sufficiently reduced. For this purpose, the control stop reference total amplitude is set to a value corresponding to the total amplitude of the vibration under test, at which point the wobble is considered to have disappeared or been reduced to a degree that does not impair the vehicle's straight-line stability. The control stop reference total amplitude is set to a value smaller than the control start reference total amplitude. Specifically, it is preferable to set the control stop reference total amplitude to a value corresponding to the total amplitude of the vibration under test when the vehicle's yaw angular velocity is, for example, 0.18 rad / s to 0.25 rad / s. Furthermore, the control stop reference total amplitude may also be set to a different value for each type of vehicle or for each individual vehicle. In this embodiment, the control stop reference total amplitude is set to a value corresponding to the total amplitude of the vibration under test when the vehicle's yaw angular velocity is, for example, 0.22 rad / s.

[0044] Furthermore, the control stop criterion is not the vehicle's speed at the point when the total amplitude of the vibration under test falls below the control stop criterion total amplitude after speed reduction control has started, but rather the number of times the total amplitude of the vibration under test continuously falls below the control stop criterion total amplitude after speed reduction control has started. Reached The vehicle's speed at that point in time Candidate values ​​for suppression target speed The purpose of using this calculation is to determine the vehicle's speed when the wobble has completely disappeared or has been reduced to a degree that does not impair the vehicle's straight-line stability. Candidate values ​​for suppression target speed This is for the purpose of calculating the wobble. For example, while a vehicle is experiencing wobble, other vibrations may occur, and these other vibrations may momentarily cancel out the wobble. The vehicle's speed at the moment when the wobble is momentarily canceled out in this way is calculated as follows. Candidate values ​​for suppression target speed If used in the calculation, there is a risk that the speed suppression control will be stopped before the wobble is eliminated or reduced by the speed suppression control. To prevent such problems, the number of times the total amplitude of the vibration under test continuously falls below the control stop criterion total amplitude is defined as the control stop criterion number. Reached The vehicle's speed at that point in time Candidate values ​​for suppression target speed This is used in the calculation of [the value]. For this purpose, the control stop criterion number is preferably set to a number that can guarantee that the wobble has completely disappeared or has been reduced to a degree that does not impair the vehicle's straight-line stability, specifically, to about 2 to 5 times. In this embodiment, the control stop criterion number is set to, for example, 3 times.

[0045] Furthermore, after speed suppression control is initiated, the number of times the total amplitude of the vibration under test continuously falls below the control stop criterion total amplitude is the control stop criterion count. Reached The control stop criterion is not the vehicle's speed at that point in time, but rather the number of times, after speed reduction control has started, that the total amplitude of the vibration being tested has continuously fallen below the control stop criterion total amplitude. Reached A speed lower than the vehicle's current speed by a predetermined margin. Candidate values ​​for suppression target speed The purpose of calculating this is to stop the speed control after the wobble has completely disappeared, or after the wobble has decreased to a degree that does not impair the vehicle's straight-line stability. For example, if the vehicle's speed is Suppression target speedAt higher speeds, it is possible that the wobble may disappear at a certain speed, but then reappear when the speed decreases slightly. Therefore, the number of times the total amplitude of the vibration under test continuously falls below the control stop criterion is the control stop criterion count. Reached The vehicle's speed at that point in time Candidate values ​​for suppression target speed It is calculated as follows, Candidate values ​​for suppression target speed of Suppression target speed If set as such, there is a risk that wobble will immediately recur after the speed suppression control is stopped. To prevent such problems, the number of times the total amplitude of the vibration under test continuously falls below the control stop criterion number is set as the control stop criterion number. Reached A speed lower than the vehicle's current speed by a predetermined margin. Candidate values ​​for suppression target speed It is calculated as follows. For this purpose, the margin setting amount is Candidate values ​​for suppression target speed This is a margin value to ensure that the wobble, once it has disappeared, does not recur at any given speed, and is preferably 3 km / h to 10 km / h. In this embodiment, the margin setting is set to 5 km / h.

[0046] Also, Candidate values ​​for suppression target speed but Initial value of suppression target velocity If the following applies, Initial value of suppression target velocity but Suppression target speed Maintaining the state that is set as follows: Candidate values ​​for suppression target speed but Initial value of suppression target velocity If the following applies, Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed Rather than changing it, Initial value of suppression target velocity but Suppression target speed Maintaining this setting allows for the reliable elimination or reduction of wobble in the vehicle while simultaneously enabling the speed reduction control to be stopped earlier.

[0047] In Figure 3, the vehicle's travel speed K2 is Initial value of suppression target velocity Set to D Suppression target speed At time point t2, before reaching K3, the total amplitude K1 of the vibration under test has continuously exceeded the control stop criterion total amplitude B, which is 3 times. This is because the vehicle's travel speed K2 is Initial value of suppression target velocityThis means that before reaching D, the wobble that occurred in the vehicle disappeared or decreased to an extent that did not impair the vehicle's straight-line stability. Accordingly, the speed is lower than the vehicle's travel speed K2 at time t2 by a predetermined margin. Candidate values ​​for suppression target speed It is calculated as E, and Candidate values ​​for suppression target speed E Initial value of suppression target velocity Because it was larger than D, Suppression target speed The settings for K3 are Initial value of suppression target velocity From D Candidate values ​​for suppression target speed It has been changed to E. Subsequently, at time t3, the travel speed K2 is Candidate values ​​for suppression target speed Changed to E Suppression target speed Since it has reached K3, at time t3 the vehicle's speed K2 is Initial value of suppression target velocity Despite being at a speed higher than D, the speed reduction control is stopped. As will be described later, the speed reduction stop unit 23 is stopped during the execution of speed reduction control. Suppression target speed but Initial value of suppression target velocity from Candidate values ​​for suppression target speed If this is changed, immediately after the speed reduction control is stopped, Suppression target speed of Candidate values ​​for suppression target speed from Initial value of suppression target velocity Return to the previous state. Immediately after the speed suppression control stops at time t3 in Figure 3, Suppression target speed K3 Candidate values ​​for suppression target speed From E Initial value of suppression target velocity That is why we've returned to D.

[0048] (Speed ​​recovery control) The speed suppression stop unit 23 corresponds to the accelerator opening detected by the accelerator position sensor 2 at the time the speed suppression control is stopped. Non-suppression target opening However, if the throttle opening detected by the throttle position sensor 5 is greater than the throttle opening detected by the throttle position sensor 5 at the time the speed suppression control stops, the throttle opening value set as the target throttle opening will be adjusted from the throttle opening at the time the speed suppression control stops to the accelerator opening at the time the speed suppression control stops. Non-suppression target opening The system performs a speed recovery control that gradually increases the speed.

[0049] Furthermore, even while speed recovery control is in operation, the throttle valve control unit 9 controls the throttle valve drive motor 8 to match the throttle opening to the target throttle opening output from the ECU 11, and drives the throttle valve, just as it does during normal speed control. As a result, while speed recovery control is in operation, even if the vehicle driver maintains a constant accelerator opening, the throttle opening gradually increases, and the vehicle's speed gradually increases.

[0050] The accelerator opening corresponding to the point when the speed reduction control stops. Non-suppression target opening However, if the throttle opening is greater than the throttle opening at the time the speed reduction control stops, and the system directly transitions from speed reduction control to normal speed control, the throttle opening will change from the throttle opening at the time the speed reduction control stops to the accelerator opening at the time the speed reduction control stops. Non-suppression target opening The vehicle's speed can change abruptly, potentially causing it to accelerate rapidly. Speed ​​recovery control can suppress such rapid acceleration. Details of speed recovery control will be described later.

[0051] In Figure 3, the accelerator opening at time t3 corresponds to Non-suppression target opening K5 is greater than the target throttle opening K6 at time t3. Since the throttle opening follows the target throttle opening due to the control of the throttle valve control unit 9, the target throttle opening K6 at time t3 can be considered identical to the throttle opening at time t3. Therefore, it corresponds to the accelerator opening at time t3. Non-suppression target opening K5 is greater than the throttle opening. Therefore, speed recovery control is initiated at time t3. Due to the speed recovery control, the target throttle opening K6 gradually increases from time t3, and consequently, the driving speed K2 gradually increases from time t3. Furthermore, after the target throttle opening K6 has gradually increased due to the speed recovery control, at time t4, the target throttle opening K6 corresponds to the accelerator opening. Non-suppression target openingThis matches K5. At this point t4, the speed recovery control is stopped, and the control of the travel speed has shifted from speed recovery control to normal speed control.

[0052] (Specific processing steps) Figure 4 shows the specific flow of processing in the driving control device 1. In Figure 4, while the vehicle is in motion and the speed control unit 21 is performing normal speed control, the speed suppression unit 22 determines whether the vehicle's driving speed detected by the vehicle speed sensor 4 exceeds the control start reference speed (step S1).

[0053] If the vehicle speed detected by the vehicle speed sensor 4 exceeds the control start reference speed (Step S1: YES), the speed suppression unit 22 determines whether the number of times the total amplitude of the vibration under test detected by the inertial measuring device 7 and the signal processing unit 14 has continuously exceeded the control start reference total amplitude has reached the control start reference number (Step S2).

[0054] If the total amplitude of the vibration under test detected by the inertial measuring device 7 and the signal processing unit 14 continuously exceeds the control start reference total amplitude, the control start reference count is reached (Step S2: YES), the speed suppression unit 22 determines whether the absolute value of the vehicle's bank angle detected by the tilt angle sensor 6 or the inertial measuring device 7 is less than or equal to the reference bank angle (Step S3).

[0055] If the absolute value of the vehicle's bank angle detected by the tilt angle sensor 6 or the inertial measuring device 7 is less than or equal to the reference bank angle (step S3: YES), the speed control unit 21 starts speed suppression control (step S4).

[0056] Figure 5 shows the processing flow at the start of speed suppression control performed in step S4. In Figure 5, the speed suppression unit 22 outputs a signal to the display unit 10 indicating that speed suppression control is being performed, informing the vehicle operator that speed suppression control is being performed (step S21). For example, if the display unit 10 is a lamp provided on the vehicle's meter, the lamp lights up or flashes based on the signal indicating that speed suppression control is being performed. Alternatively, if the display unit 10 is a display provided on the vehicle's meter, a mark, icon, image, or string of characters indicating that speed suppression control is being performed is displayed on the display based on the signal indicating that speed suppression control is being performed.

[0057] Next, the speed suppression unit 22, at the start of speed suppression control, uses the vehicle's travel speed detected by the vehicle speed sensor 4 and, Suppression target speed The vehicle speed deviation, which is the difference from the specified speed, is calculated (step S22). Speed ​​suppression control is opened. beginning At that time, Suppression target speed teeth Initial value of suppression target velocity It is set to this. Therefore, the vehicle speed deviation is the vehicle's speed at the start of speed suppression control and Initial value of suppression target velocity This represents a deviation.

[0058] Next, the speed reduction unit 22 determines a target deceleration to reduce the vehicle's speed by the amount of the vehicle speed deviation (step S23). For example, the memory unit 13 stores a lookup table that describes the correspondence between the vehicle speed deviation and the target deceleration. The speed reduction unit 22 determines the target deceleration using the vehicle speed deviation calculated in step S22 and the lookup table.

[0059] Next, the speed reduction unit 22 calculates a target torque, which is the target value of the crankshaft torque required to reduce the vehicle's speed by the vehicle speed deviation using engine braking, based on the target deceleration determined in step S23 (step S24). For example, the speed reduction unit 22 calculates a target load from the target deceleration determined in step S23, the vehicle weight, and the estimated value of the driving resistance, and then calculates a target torque from the calculated target load, the tire diameter, and the reduction ratio in the vehicle's power transmission mechanism.

[0060] Next, the speed suppression unit 22, based on the target torque calculated in step S24 and the engine speed detected by the engine speed sensor 3 at the start of speed suppression control, Suppression target opening The system determines the target torque (step S25). For example, the memory unit 13 stores an engine control map that describes the correspondence between the throttle opening, engine speed, and crankshaft torque. The speed suppression unit 22 uses the target torque calculated in step S24, the detected engine speed, and the engine control map to determine the target torque (step S25). Suppression target opening To decide.

[0061] Next, the speed suppression unit 22, at the start of speed suppression control, uses the throttle opening detected by the throttle position sensor 5 to determine the speed. Suppression target opening Step S26: A gradual change process is initiated to gradually decrease the target throttle opening.

[0062] On the other hand, in Figure 4, if the vehicle's speed detected by the vehicle speed sensor 4 does not exceed the control start reference speed (Step S1: NO), if the number of times the total amplitude of the vibration detected by the inertial measuring device 7 and the signal processing unit 14 continuously exceeds the control start reference total amplitude has not reached the control start reference number (Step S2: NO), or if the absolute value of the vehicle's bank angle detected by the tilt angle sensor 6 or the inertial measuring device 7 is not less than or equal to the reference bank angle (Step S3: NO), then speed suppression control is not started, and the process returns to Step S1.

[0063] Now, after speed suppression control is started in step S4, the speed suppression stop unit 23 determines that the current vehicle speed detected by the vehicle speed sensor 4 is Suppression target speed Determine whether the following conditions were met (Step S5).

[0064] The vehicle speed detected by the vehicle speed sensor 4 is Suppression target speed If the following conditions are not met (Step S5: NO), the speed suppression stop unit 23 then determines the number of times the amplitude of the vibration under test has continuously been less than or equal to the total control stop criterion amplitude as the control stop criterion count. ReachedDetermine whether or not (Step S6).

[0065] The number of times the amplitude of the vibration under test continuously falls below the total amplitude of the control stop criterion is the control stop criterion count. Not reached If (step S6: NO), the process returns to step S5. Then, the vehicle's speed is Suppression target speed The amplitude of the vibration being tested falls below the control stop threshold, or the amplitude continuously falls below the total amplitude of the vibration that triggers the control stop. The number of times this occurs reaches the control stop threshold. Until then, the speed suppression stop unit 23 repeats the decisions in steps S5 and S6. During this time, the gradual change processing in speed suppression control (see step S26 in Figure 5) proceeds. As a result, the target throttle opening is Suppression target opening It gradually decreases toward and along with it, the throttle opening Suppression target opening It gradually decreases toward and along with it, the vehicle's speed Suppression target speed It gradually decreases toward the end.

[0066] Vehicle speed Suppression target speed The number of times the amplitude of the vibration under test continuously falls below the control stop criterion total amplitude before the following occurs is called the control stop criterion count. Reached In the case of (Step S6: YES), the speed suppression stop unit 23 will stop the vehicle at a speed lower than the current vehicle speed detected by the vehicle speed sensor 4 by a set margin. Candidate values ​​for suppression target speed Calculate as follows (Step S7).

[0067] Next, the speed suppression stop unit 23 calculates in step S7 Candidate values ​​for suppression target speed but, Initial value of suppression target velocity Determine whether it is greater than or equal to (Step S8).

[0068] Calculated in Step S7 Candidate values ​​for suppression target speed but, Initial value of suppression target velocity If it is greater than (Step S8: YES), the speed suppression stop unit 23 will Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed Change to (step S9). On the other hand, calculated in step S7 Candidate values ​​for suppression target speed but, Initial value of suppression target velocity If the following occurs (Step S8: NO), the speed suppression stop unit 23 will: Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed The process of changing to this will not be performed. As a result, Initial value of suppression target velocity but Suppression target speed The state in which it is set will be maintained.

[0069] Next, the speed reduction stop unit 23 determines that the current vehicle speed detected by the vehicle speed sensor 4 is Suppression target speed Determine whether the following conditions apply (Step S10).

[0070] The vehicle speed detected by the vehicle speed sensor 4 is Suppression target speed If the following conditions are not met (Step S10: NO), the speed reduction stop unit 23 will stop the vehicle's travel speed if Suppression target speed The decision in step S10 is repeated until the following is reached. During this time, the gradual change processing in speed suppression control (see step S26 in Figure 5) proceeds. As a result, the target throttle opening is Suppression target opening It gradually decreases toward and along with it, the throttle opening Suppression target opening The speed gradually decreases towards the target, and consequently, the vehicle's speed gradually decreases.

[0071] The vehicle speed detected by the vehicle speed sensor 4 is Suppression target speed If the following occurs (Step S10: YES), the speed suppression stop unit 23 stops the speed suppression control (Step S11). Specifically, the speed suppression stop unit 23 stops the gradual change process in Step S26 in Figure 5.

[0072] Furthermore, the vehicle's speed detected by the vehicle speed sensor 4 in step S5 is Suppression target speed The speed reduction stop unit 23 also stops speed reduction control if the following conditions are met. Note that in step S5, the vehicle speed detected by the vehicle speed sensor 4 is Suppression target speed The condition described below is defined as the number of times the amplitude of the vibration being tested continuously falls below the total amplitude of the control stop criterion. Reach Previously, the vehicle's speed was Initial value of suppression target velocity The following applies: As mentioned above, Initial value of suppression target velocityThe control stop threshold is set to a speed that can reliably eliminate wobble generated in a saddle-type vehicle, or reliably reduce wobble generated in a saddle-type vehicle to an extent that does not impair the vehicle's straight-line stability. The control stop threshold is set to a value corresponding to the total amplitude of the tested vibration at which the wobble is considered to have disappeared, or to which the wobble is considered to have decreased to an extent that does not impair the vehicle's straight-line stability. Therefore, the number of times the amplitude of the tested vibration continuously falls below the control stop threshold is the control stop threshold count. Reach Previously, the vehicle's speed was Initial value of suppression target velocity The following is unlikely to occur. However, it is possible in the following cases. The first case is when the vehicle decelerates in a short time, for example, by the vehicle operator applying the wheel brakes. That is, because the wobble frequency is low, the wobble period is long (for example, if the wobble frequency is 1 Hz, the wobble period is 1 second). Therefore, for example, if the vehicle operator applies the wheel brakes immediately after the start of speed control, the number of times the amplitude of the vibration under test continuously falls below the control stop criterion total amplitude is the control stop criterion number. Reach Previously, the vehicle's speed was Initial value of suppression target velocity The following may occur. Of course, in this case, the vehicle's speed is Initial value of suppression target velocity The wobble disappears or decreases to an extent that does not impair the vehicle's straight-line driving ability when the following conditions are met. The second case is when the vehicle shakes due to, for example, undulations in the road surface, and the frequency of that shaking happens to match the frequency of the wobble. In this case, even if the vehicle decelerates, the shaking of the vehicle due to undulations in the road surface does not subside, and as a result, the number of times the amplitude of the vibration under test continuously falls below the total amplitude of the control stop criterion is the control stop criterion number. Reach Previously, the vehicle's speed was Initial value of suppression target velocity The following may occur:

[0073] Furthermore, the speed suppression stop unit 23 is Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed If the process to change to (step S9) is executed, immediately after the speed suppression control is stopped, Suppression target speed The settings Candidate values ​​for suppression target speedfrom Initial value of suppression target velocity Return to the original position (step S12).

[0074] Next, the speed suppression stop unit 23 performs speed recovery control (step S13). Figure 6 shows the flow of speed recovery control performed in step S13. In Figure 6, the speed suppression stop unit 23 responds to the accelerator opening detected by the accelerator position sensor 2 when speed suppression control is stopped. Non-suppression target opening (Step S31) The speed suppression stop unit 23 then determines the value obtained in step S31 Non-suppression target opening However, when the speed suppression control is stopped, it is determined whether or not it is greater than the throttle opening detected by the throttle position sensor 5 (step S32). Non-suppression target opening If the throttle opening is greater than the throttle position sensor 5 detected when the speed suppression control is stopped (step S32: YES), the speed suppression stop unit 23 will calculate the corresponding accelerator opening at the time the speed suppression control is stopped from the throttle opening at the time the speed suppression control is stopped. Non-suppression target opening A gradual change process is performed to gradually increase the target throttle opening (step S33). As a result of this gradual change process, the throttle opening corresponds to the accelerator opening when the speed suppression control is stopped. Non-suppression target opening The number of steps gradually increases towards that point, and consequently, the vehicle's speed gradually increases.

[0075] On the other hand, the result obtained in step S31 Non-suppression target opening However, if the throttle opening is less than or equal to that detected by the throttle position sensor 5 when the speed suppression control is stopped (step S32: NO), the vehicle will not accelerate rapidly even without performing the gradual change processing in step S33, so the speed suppression stop unit 23 does not perform the gradual change processing in step S33.

[0076] After the gradual change processing in step S33 is completed, or after a decision has been made in step S32 not to perform the gradual change processing in step S33, the speed suppression stop unit 23 stops outputting a signal indicating the execution of speed suppression control to the display unit 10 (step S34). As a result, the lamp indicating the execution of speed suppression control turns off, or the mark indicating the execution of speed suppression control disappears from the display.

[0077] After the speed recovery control is completed, the process returns to step S1 in Figure 4. Also, after the speed recovery control is completed, the vehicle's speed control switches to normal speed control.

[0078] As described above, the driving control device 1 of the first embodiment of the present invention performs speed suppression control to reduce the vehicle's driving speed when the vehicle's driving speed exceeds the control start reference speed, the number of times the total amplitude of the vibration under test continuously exceeds the control start reference total amplitude reaches the control start reference number, and the vehicle's bank angle is less than or equal to the reference bank angle. This suppresses wobble and, for example, can suppress the decrease in the vehicle's straight-line stability during medium-to-high-speed driving at speeds of approximately 100 km / h or more. Furthermore, since the driving control device 1 of this embodiment can suppress wobble by reducing the vehicle's driving speed, it is not necessary to add mechanical devices or structures to the vehicle, such as mounting a caster angle variable device, in order to suppress wobble. Therefore, wobble can be suppressed while avoiding an increase in the size or weight of the saddle-type vehicle.

[0079] Furthermore, according to the driving control device 1 of this embodiment, when three conditions are met—that the vehicle's driving speed exceeds the control start reference speed, that the number of times the total amplitude of the vibration under test continuously exceeds the control start reference total amplitude reaches the control start reference number, and that the vehicle's bank angle is less than or equal to the reference bank angle—the system recognizes that a wobble has occurred in the vehicle and performs speed reduction control. This allows for high-precision recognition of the occurrence of a wobble in the vehicle and enables appropriate speed reduction control. Specifically, it prevents situations where speed reduction control is not performed because the system fails to recognize that a wobble has occurred in the vehicle, or where other vibrations occurring in the vehicle are mistakenly identified as a wobble, resulting in speed reduction control being performed even though no wobble has occurred in the vehicle.

[0080] Furthermore, in this embodiment, the driving control device 1, after speed suppression control is started, the vehicle's driving speed is Suppression target speed Speed ​​reduction control will be stopped if the following conditions are met. Also, when speed reduction control is started, the speed must be below the control start reference speed. Initial value of suppression target velocity but Suppression target speed As set, after speed suppression control is initiated, the driving control device 1 will set the vehicle speed to a predetermined amount lower than the vehicle's speed at the point when the total amplitude of the vibration under test has continuously fallen below the control stop criterion total amplitude. Candidate values ​​for suppression target speed Calculated as follows: Candidate values ​​for suppression target speed but Initial value of suppression target velocity If it is greater than Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed Change it to, Candidate values ​​for suppression target speed but Initial value of suppression target velocity If the following Initial value of suppression target velocity but Suppression target speedThe system maintains the configured state. This allows the speed control to be quickly deactivated when the wobble in the vehicle disappears or decreases to a level that does not impair the vehicle's straight-line stability. This prevents the vehicle from unnecessarily decelerating or wasting the driver's opportunity to accelerate the vehicle through accelerator input by continuing the speed control even after the wobble has disappeared or decreased to a level that does not impair the vehicle's straight-line stability.

[0081] Furthermore, in this embodiment, the driving control device 1, after speed suppression control is started, determines the control stop reference number of times when the total amplitude of the vibration under test continuously falls below the control stop reference total amplitude. Reached The vehicle's speed at that point in time Candidate values ​​for suppression target speed This is used in the calculation of the vehicle's speed at which the wobble has completely disappeared or has been reduced to such an extent that it does not impair the vehicle's straight-line stability. Candidate values ​​for suppression target speed It can be used to calculate the following: If the wobble has not disappeared, or has not decreased to the extent that it does not impair the vehicle's straight-line stability, then the vehicle's speed is Candidate values ​​for suppression target speed When used in the calculation, the speed suppression control stops before the wobble is eliminated or sufficiently reduced by the speed suppression control. This embodiment can prevent this.

[0082] Furthermore, in this embodiment, the driving control device 1, after speed suppression control is started, determines the control stop reference number of times when the total amplitude of the vibration under test continuously falls below the control stop reference total amplitude. Reached A speed lower than the vehicle's current speed by a specified margin. Candidate values ​​for suppression target speed This is calculated as follows. This prevents the speed control from stopping before the wobble disappears or before the wobble decreases to a level that does not impair the vehicle's straight-line stability.

[0083] Furthermore, the driving control device 1 of this embodiment corresponds to the accelerator opening at the time when the speed suppression control is stopped. Non-suppression target openingHowever, if the throttle opening is greater than the throttle opening at the time the speed suppression control stops, the throttle opening value set as the target throttle opening will be calculated based on the throttle opening at the time the speed suppression control stops, and will correspond to the accelerator opening at the time the speed suppression control stops. Non-suppression target opening A speed recovery control is performed to gradually increase the throttle opening. As a result, the speed suppression control makes the throttle opening correspond to the accelerator opening. Non-suppression target opening Even if the value becomes significantly smaller than that, it is still possible to suppress the vehicle from accelerating rapidly when the speed control is stopped. [Examples]

[0084] Figure 7 shows a travel control device 31 according to a second embodiment of the present invention. Figure 8 shows the processing flow in the travel control device 31. Among the components of the travel control device 31 of the second embodiment shown in Figure 7, components that are the same as those of the travel control device 1 of the first embodiment are denoted by the same reference numerals as those denoted by the components of the travel control device 1 of the first embodiment shown in Figure 1, and their descriptions are omitted. Also, among the processing steps in the travel control device 31 of the second embodiment shown in Figure 8, steps that are the same as those of the travel control device 1 of the first embodiment are denoted by the same reference numerals as those denoted by the processing steps of the travel control device 1 of the first embodiment shown in Figure 4, and their descriptions are omitted.

[0085] In Figure 7, the driving control device 31 of the second embodiment of the present invention has a speed limit control unit 34. That is, the CPU 33 of the ECU 32 of the driving control device 31 functions as a speed limit control unit 34 by reading and executing a program stored in the storage unit 13, for example. The speed limit control unit 34 limits the vehicle's driving speed to below the upper limit speed. In other words, the speed limit control unit 34 is a speed limiter in the vehicle. Before speed suppression control is performed in the vehicle for the first time, a predetermined initial upper limit speed value is set as the upper limit speed.

[0086] Furthermore, if speed suppression control is performed and then stopped, the speed suppression stop unit 35 in the driving control device 31 sets the upper limit speed from the initial upper limit speed value. Suppression target speed This is changed (step S41 in Figure 8). As a result, after speed suppression control is performed, the upper speed limit is Suppression target speed Specifically, in the processing of the travel control device 31, step S9 is not executed. Suppression target speed as Initial value of suppression target velocity If the setting remains in place, the upper speed limit will Initial value of suppression target velocity This will result in the execution of step S9 in the processing of the travel control device 31. Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed If it is changed, the maximum speed will Candidate values ​​for suppression target speed This is the result. Furthermore, the speed suppression stop unit 35 does not perform speed recovery control.

[0087] The maximum speed is Initial value of suppression target velocity or Candidate values ​​for suppression target speed If this occurs, the speed limit control unit 34 will control the vehicle's travel speed. Initial value of suppression target velocity The following or Candidate values ​​for suppression target speed The following restrictions apply. This will prevent wobbling in the vehicle in the future. However, the vehicle's speed is Initial value of suppression target velocity The following or Candidate values ​​for suppression target speed The following restrictions may cause the driver to feel inconvenienced in controlling the vehicle: The maximum speed is Initial value of suppression target velocity or Candidate values ​​for suppression target speed If this occurs, it is desirable to inspect the vehicle within a short period of time to determine the cause of the wobble and to repair the vehicle to eliminate the cause. For example, the vehicle inspector or repairer can reset or initialize the ECU11 to return the upper speed limit to its initial value.

[0088] Furthermore, the speed reduction stop unit 35 does not stop outputting a signal indicating the execution of speed reduction control to the display unit 10 after the speed reduction control has stopped. As a result, the lamp indicating the execution of speed reduction control remains lit or flashing, or a mark indicating the execution of speed reduction control is displayed on the display, so the vehicle operator can see that the vehicle's speed is Initial value of suppression target velocity The following or Candidate values ​​for suppression target speed You can be aware that the following restrictions apply (the vehicle's maximum speed is lower than normal).

[0089] In each of the above embodiments, the speed suppression stop unit 23, after the speed suppression control has started, will set the vehicle speed to a predetermined amount lower than the vehicle's running speed at the point when the number of times the total amplitude of the vibration under test has continuously fallen below the control stop criterion reaches the control stop criterion count. Candidate values ​​for suppression target speed The calculation is performed as follows, but the present invention is not limited to this. After speed suppression control is started, the vehicle's speed is set to a predetermined amount lower than the vehicle's speed at the point when the total amplitude of the vibration under test becomes less than or equal to the control stop criterion total amplitude. Candidate values ​​for suppression target speed It may also be calculated as follows.

[0090] Furthermore, in each of the above embodiments, the speed suppression stop unit 23 is Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed If changed to this, after the speed reduction control is stopped, Suppression target speed The settings Initial value of suppression target velocity Return to the original, Suppression target speed The settings Initial value of suppression target velocity from Candidate values ​​for suppression target speed If you change it, then, Suppression target speed The settings Initial value of suppression target velocity You can choose not to revert to that state. Suppression target speed The setting should always be Initial value of suppression target velocity That is also acceptable.

[0091] Furthermore, in each of the above embodiments, the speed suppression unit 22 performs speed suppression control when the vehicle's travel speed exceeds the control start reference speed and the number of times the total amplitude of the vibration under test continuously exceeds the control start reference total amplitude reaches the control start reference number. However, the speed suppression unit 22 may also perform speed suppression control when the vehicle's travel speed exceeds the control start reference speed and the total amplitude of the vibration under test exceeds the control start reference total amplitude.

[0092] Furthermore, in each of the above embodiments, the decision of whether or not to perform speed suppression control is made based on the total amplitude of the vibration under test, but the decision of whether or not to perform speed suppression control may also be made based on the positive or negative amplitude of the vibration under test.

[0093] Furthermore, the condition that the vehicle's bank angle is less than or equal to the reference bank angle may be removed from the conditions under which the speed suppression unit 22 performs speed suppression control. Alternatively, the condition that the vehicle is accelerating may be added to the conditions under which the speed suppression unit 22 performs speed suppression control.

[0094] Furthermore, while the above embodiments detect wobble based on the vehicle's yaw vibration, the present invention is not limited to this, and wobble may also be detected based on the vehicle's roll vibration, or both yaw and roll vibration.

[0095] Furthermore, if the vehicle operator performs an accelerator operation that significantly decelerates the vehicle while speed suppression control or speed recovery control is in progress, the speed suppression control or speed recovery control may be immediately stopped. The fact that the vehicle operator has performed an accelerator operation that significantly decelerates the vehicle can be recognized, for example, by detecting the accelerator opening using the accelerator position sensor 2.

[0096] Furthermore, the present invention can be applied to saddle-type vehicles other than motorcycles. It can also be applied to saddle-type vehicles that have a power source other than an engine (internal combustion engine) as the power source for propulsion.

[0097] Furthermore, the present invention can be modified as appropriate, as long as it does not contradict the gist or idea of ​​the invention as can be read from the claims and the specification as a whole, and a driving control device with such modifications is also included in the technical concept of the present invention. [Explanation of Symbols]

[0098] 1.31 Driving control device 2. Accelerator position sensor (accelerator opening detection unit) 3. Engine speed sensor 4. Vehicle speed sensor (vehicle speed detection unit) 5. Throttle position sensor 6. Tilt Angle Sensor 7. Inertial measurement device (vibration detection unit) 8. Throttle valve drive motor (throttle valve drive unit) 9. Throttle valve control unit (throttle valve drive unit) 10 Display 11.32 ECU (Control Unit) 12, 33 CPU 13 Storage section 14. Signal Processing Unit (Vibration Detection Unit) 15 filters 16 Total amplitude calculation section 21 Speed ​​control unit 22 Speed ​​suppressor 23, 35 Speed ​​control stop part 34 Speed ​​limit control unit

Claims

1. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the number of times the amplitude of the vibration detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number. A driving control device characterized by comprising a speed suppression stop unit that stops the speed suppression control when, after the speed suppression control is started by the speed suppression unit, the vehicle's driving speed detected by the vehicle speed detection unit falls below a predetermined suppression target speed which is less than or equal to the control start reference speed.

2. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's travel speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the amplitude of the vibration detected by the vibration detection unit exceeds a predetermined control start reference amplitude. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. The speed suppression stop unit is characterized in that, after the speed suppression control has started, when the amplitude of the vibration detected by the vibration detection unit becomes less than or equal to a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude, the speed suppression target speed is set to a speed lower by a predetermined amount than the vehicle's travel speed detected by the vehicle speed detection unit.

3. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the number of times the amplitude of the vibration detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. The speed suppression stop unit is characterized in that, after the speed suppression control has started, when the amplitude of the vibration detected by the vibration detection unit becomes less than or equal to a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude, the speed suppression target speed is set to a speed lower by a predetermined amount than the vehicle's travel speed detected by the vehicle speed detection unit.

4. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's travel speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the amplitude of the vibration detected by the vibration detection unit exceeds a predetermined control start reference amplitude. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. The speed suppression stop unit is characterized in that, after the speed suppression control is started, when the number of times the amplitude of the vibration detected by the vibration detection unit has continuously fallen below a predetermined amplitude, which is a control stop reference amplitude that is smaller than the control start reference amplitude, reaches a predetermined number of control stop reference counts, the speed suppression target speed is set to a speed that is a predetermined amount lower than the vehicle's travel speed detected by the vehicle speed detection unit.

5. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the number of times the amplitude of the vibration detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. The speed suppression stop unit is characterized in that, after the speed suppression control is started, when the number of times the amplitude of the vibration detected by the vibration detection unit has continuously fallen below a predetermined amplitude, which is a control stop reference amplitude that is smaller than the control start reference amplitude, reaches a predetermined number of control stop reference counts, the speed suppression target speed is set to a speed that is a predetermined amount lower than the vehicle's travel speed detected by the vehicle speed detection unit.

6. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's travel speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the amplitude of the vibration detected by the vibration detection unit exceeds a predetermined control start reference amplitude. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. At the start of the speed suppression control, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed. The speed suppression stop unit, after the speed suppression control has started, calculates a speed lower by a predetermined amount than the vehicle's running speed detected by the vehicle speed detection unit as a candidate suppression target speed when the amplitude of the vibration detected by the vibration detection unit becomes less than or equal to a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude; if the candidate suppression target speed is greater than the initial suppression target speed, the setting of the suppression target speed is changed from the initial suppression target speed to the candidate suppression target speed; and if the candidate suppression target speed is less than or equal to the initial suppression target speed, the state in which the initial suppression target speed is set as the suppression target speed is maintained.

7. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the number of times the amplitude of the vibration detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. At the start of the speed suppression control, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed. The speed suppression stop unit, after the speed suppression control has started, calculates a speed lower by a predetermined amount than the vehicle's running speed detected by the vehicle speed detection unit as a candidate suppression target speed when the amplitude of the vibration detected by the vibration detection unit becomes less than or equal to a control stop reference amplitude, which is a predetermined amplitude smaller than the control start reference amplitude; if the candidate suppression target speed is greater than the initial suppression target speed, the setting of the suppression target speed is changed from the initial suppression target speed to the candidate suppression target speed; and if the candidate suppression target speed is less than or equal to the initial suppression target speed, the state in which the initial suppression target speed is set as the suppression target speed is maintained.

8. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's travel speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the amplitude of the vibration detected by the vibration detection unit exceeds a predetermined control start reference amplitude. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. At the start of the speed suppression control, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed. The speed suppression stop unit, after the speed suppression control has started, calculates a speed lower by a predetermined amount than the vehicle's running speed detected by the vehicle speed detection unit as a candidate suppression target speed when the number of times the amplitude of the vibration detected by the vibration detection unit has continuously fallen below a predetermined amplitude which is a control stop reference amplitude that is smaller than the control start reference amplitude reaches a predetermined number of control stop reference counts; if the candidate suppression target speed is greater than the initial suppression target speed, the setting of the suppression target speed is changed from the initial suppression target speed to the candidate suppression target speed; and if the candidate suppression target speed is less than or equal to the initial suppression target speed, the state in which the initial suppression target speed is set as the suppression target speed is maintained.

9. A driving control device for controlling the movement of a saddle-type vehicle, Control unit and A vehicle speed detection unit for detecting the vehicle's travel speed, The system includes a vibration detection unit that detects a vibration under test, which is a vibration of the vehicle in the yaw or roll direction and has a frequency within a predetermined reference frequency range. The control unit is A speed suppression unit performs speed suppression control to reduce the vehicle's speed when the vehicle's speed detected by the vehicle speed detection unit exceeds a predetermined control start reference speed, and the number of times the amplitude of the vibration detected by the vibration detection unit continuously exceeds a predetermined control start reference amplitude reaches a predetermined control start reference number. The speed suppression control is stopped by a speed suppression stop unit when the vehicle's travel speed detected by the vehicle speed detection unit falls below the target speed after the speed suppression control has been started by the speed suppression unit. At the start of the speed suppression control, an initial suppression target speed value, which is a predetermined speed less than or equal to the control start reference speed, is set as the suppression target speed. The speed suppression stop unit, after the speed suppression control has started, calculates a speed lower by a predetermined amount than the vehicle's running speed detected by the vehicle speed detection unit as a candidate suppression target speed when the number of times the amplitude of the vibration detected by the vibration detection unit has continuously fallen below a predetermined amplitude which is a control stop reference amplitude that is smaller than the control start reference amplitude reaches a predetermined number of control stop reference counts; if the candidate suppression target speed is greater than the initial suppression target speed, the setting of the suppression target speed is changed from the initial suppression target speed to the candidate suppression target speed; and if the candidate suppression target speed is less than or equal to the initial suppression target speed, the state in which the initial suppression target speed is set as the suppression target speed is maintained.

10. An accelerator pedal position detection unit that detects the accelerator pedal position, It includes a throttle valve drive unit that drives the throttle valve to match the throttle opening to a target throttle opening, The control unit includes a speed control unit that controls the vehicle's travel speed by setting an unsuppressed target throttle opening, which is the throttle opening corresponding to the accelerator opening detected by the accelerator opening detection unit, as the target throttle opening, when speed recovery control or speed suppression control is not being performed. The speed suppression unit performs the speed suppression control by gradually reducing the throttle opening value set as the target throttle opening from the throttle opening when the vehicle speed exceeds the control start reference speed to the suppression target opening, which is the throttle opening that sets the vehicle's travel speed to the suppression target speed. The speed suppression stop unit is characterized in that, if the unsuppressed target opening, which is the throttle opening corresponding to the accelerator opening detected by the accelerator opening detection unit at the time the speed suppression control is stopped, is greater than the throttle opening at the time the speed suppression control is stopped, the speed recovery control unit performs the speed recovery control, which gradually increases the opening value set as the target throttle opening from the throttle opening at the time the speed suppression control is stopped to the unsuppressed target opening, which is the throttle opening corresponding to the accelerator opening detected by the accelerator opening detection unit at the time the speed suppression control is stopped.

11. The control unit includes a speed limit control unit that limits the vehicle's travel speed to below an upper limit speed. Before the speed reduction control is first performed in the aforementioned vehicle, a predetermined initial upper speed limit value is set as the upper speed limit. The speed suppression stop unit is characterized in that, after the speed suppression control has been performed, the setting of the upper limit speed is changed from the initial upper limit speed to the suppression target speed, as described in any one of claims 1 to 9.

Images