Vehicle

Abstract

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

Description

vehicle

[0001] This application claims priority to Japanese Patent Application No. 2022-191429, filed on November 30, 2022, the contents of which are incorporated herein by reference.

[0002] 2. Description of the Related Art Conventionally, there are vehicles that can easily achieve a comfortable ride and good driving performance by electronically varying the damping force and preload of a suspension device (see, for example, Patent Document 1).

[0003] Japanese Patent Application Laid-Open No. 2021-49812

[0004] However, since the adoption of electronically controlled suspensions increases vehicle costs, there is a demand for the creation of further added value, particularly in small vehicles such as motorcycles.

[0005] SUMMARY OF THE INVENTION It is therefore an object of the present invention to improve added value in a vehicle equipped with an electronically controlled suspension by using the suspension to stabilize the vehicle state when parking.

[0006] As a means for solving the above problem, a first aspect of the present invention is a vehicle including front wheels (2) and rear wheels (12) arranged at least one at the front and one at the rear of a vehicle body (1A), suspension devices (3A, 13A) arranged between at least one of the front wheels (2) and the rear wheels (12) and a vehicle body component and having a vehicle height adjustment function, a control device (23) controlling the drive of actuators (43f, 43r) that extend and retract the suspension devices (3A, 13A), and a vehicle body angle detection device (34) that detects an inclination angle (θ1) of the vehicle body (1A), wherein, when the control device (23) detects that the vehicle is parked, it measures the inclination angle (θ1) of the vehicle body (1A) using the vehicle body angle detection device (34), and drives the actuators (43f, 43r) to extend and retract the suspension devices (3A, 13A) so that the inclination angle (θ1) approaches a specified target angle (θ2). With this configuration, when the control device detects that the vehicle is being parked (for example, when the vehicle is stopped and a specified parking maneuver is being performed), it measures the actual inclination angle of the vehicle body using the vehicle body angle detection device.The control device then expands or contracts the suspension device (changes the vehicle height) to bring this inclination angle closer to the target angle.As a result, even if the inclination angle of the vehicle body increases or decreases due to, for example, the inclination of the ground or the loading of heavy objects, it is possible to expand or contract the suspension device to maintain the appropriate inclination angle of the vehicle body, thereby stabilizing the vehicle when parking.

[0007] In a second aspect of the present invention, in the first aspect, the control device (23) shortens the suspension device (3A, 13A) when the tilt angle (θ1) is greater than the target angle (θ2), and extends the suspension device (3A, 13A) when the tilt angle (θ1) is smaller than the target angle (θ2). With this configuration, in a suspension device that shortens in response to a load from the ground, the control device extends or contracts the suspension device to maintain an appropriate tilt angle of the vehicle body. This makes it possible to stabilize the vehicle when parking.

[0008] A third aspect of the present invention is the first or second aspect, further comprising a parking operation detection unit (36, 37, 38) that detects that a specified parking operation has been performed by the user when parking the vehicle, and the control device (23) detects that the vehicle has been parked when the parking operation detection unit (36, 37, 38) detects the parking operation. According to this configuration, when the parking operation detection unit detects that a parking operation has been performed by the user, the control device detects that the vehicle has been parked. This makes it possible to more reliably detect that the vehicle has been parked, and to suppress malfunction of the suspension device.

[0009] In a fourth aspect of the present invention, in the third aspect, the parking operation detected by the parking operation detection unit (36, 37, 38) includes an operation to restrict the movement of the vehicle. With this configuration, when the user performs an operation to restrict the movement of the vehicle, the control device extends or contracts the suspension device. This improves stability when changing the tilt angle of the vehicle body. If the use of the parking brake is set as a condition for parking detection, the operation required for parking itself becomes one of the conditions for parking angle adjustment control. This makes it easier to understand the parking operation required for control, improving convenience.

[0010] In a fifth aspect of the present invention, in the first or second aspect, the control device (23) detects that the vehicle is parked when it detects that the vehicle has not moved for a specified time after the main switch (36) of the vehicle is turned off. According to this configuration, the control device determines that the vehicle is parked when it detects that the main switch of the vehicle has been turned off and that the vehicle has not moved for a specified time. This makes it possible to achieve a simple configuration, as no parking operation other than turning off the main switch is required.

[0011] In a sixth aspect of the present invention, in the first aspect, at least one of the front wheels (2) and the rear wheels (12) comprises a pair of left and right wheels (W1, W2), the suspension device (3A, 13A) comprises a pair of left and right cushion units (CS1, CS2) arranged between each of the pair of left and right wheels (W1, W2) and the vehicle body component, the pair of left and right cushion units (CS1, CS2) expand and contract to allow the pair of left and right wheels (W1, W2) to move up and down independently, and the control device (23) expands or contracts one of the pair of left and right cushion units (CS1, CS2) or the other, or both, so as to bring the tilt angle (θ1) closer to the target angle (θ2). According to this configuration, a vehicle body angle detection device measures the tilt angle in the lateral direction of the vehicle body, and the control device expands or contracts the pair of left and right cushion units to move the pair of left and right wheels up and down independently. This makes it possible to maintain an appropriate left-right tilt angle of the vehicle body, thereby stabilizing the vehicle when parking.

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

[0013] FIG. 1 is a left side view of a motorcycle according to an embodiment of the present invention. FIG. 2 is a rear view showing a first example of parking the motorcycle, with the left side showing a state before parking angle adjustment control and the right side showing a state after parking angle adjustment control. FIG. 3 is a rear view showing a second example of parking the motorcycle, with the left side showing a state before parking angle adjustment control and the right side showing a state after parking angle adjustment control. FIG. 4 is a rear view showing a third example of parking the motorcycle, with the left side showing a state before parking angle adjustment control and the right side showing a state after parking angle adjustment control. FIG. 5 is a flowchart showing processing performed by a control device in the parking angle adjustment control. FIG. 6 is a flowchart showing the contents of the parking angle adjustment processing of FIG. 5. FIG. 7 is a block diagram of a control system for the motorcycle. FIG. 8 is a schematic configuration diagram of a suspension control device for the motorcycle. FIG. 9 is a rear view showing an example of parking angle adjustment control for a vehicle equipped with a pair of left and right wheels. FIG. 10 is a left side view showing an example of parking angle adjustment control for a vehicle equipped with suspension devices for each of the front and rear wheels.

[0014] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, unless otherwise specified, the directions of front, rear, left, right, etc. are the same as the directions in the vehicle described below. In addition, in the drawings used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the top of the vehicle, and a line CL indicating the center of the left and right sides of the vehicle body are shown in appropriate positions.

[0015] <Overall Vehicle> Fig. 1 shows a motorcycle 1 as an example of a vehicle that employs a parking angle control device according to an embodiment of the present invention. Motorcycle 1 is an example of a saddle-ride vehicle in which a rider (user) straddles the vehicle body. Motorcycle 1 turns by swinging (banking) the body in the left-right direction (roll direction) based on the contact points of the front and rear wheels. The vehicle of the present invention is not limited to vehicles that turn by banking the body, but also includes vehicles that turn by steering the steering wheels without banking the body. It also includes vehicles that have an electric motor as a prime mover.

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

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

[0018] A power unit P is supported below the left and right main frames 7 and in front of the left and right pivot frames 8. The power unit P is an integrated unit that includes an engine (e.g., an internal combustion engine) E and a transmission. A foldable side stand 17 is provided at the lower end of the left pivot frame 8, which can support the vehicle body 1A in an upright position with the body tilted to the left.

[0019] The front ends of swing arms 11 are supported by the left and right pivot frames 8. A single rear wheel 12 is supported at the rear end of the swing arm 11. A single rear cushion unit 13 is interposed between the front end of the swing arm 11 and the body frame 5. The rear cushion unit 13 constitutes a rear suspension device 13A of the motorcycle 1.

[0020] Referring also to FIG. 8 , the front suspension unit 3A has a cushion spring and a damper disposed in each of the left and right front forks 3 (or distributed between the left and right front forks 3). The front suspension unit 3A has a front suspension actuator 43f disposed in at least one of the left and right front forks 3. The front suspension actuator 43f is driven, for example, by an electric motor to displace a spring seat, thereby adjusting the preload of the cushion spring. Increasing the preload reduces the amount of sagging when a load is applied, and the left and right front forks 3 extend when the vehicle is unloaded. Decreasing the preload increases the amount of sagging when a load is applied, and the left and right front forks 3 shorten when the vehicle is unloaded. In other words, the front suspension actuator 43f adjusts the preload to expand or contract (change) the overall length of the left and right front forks 3, thereby enabling adjustment of the vehicle height at the front of the vehicle body.

[0021] The rear suspension system 13A includes a rear cushion unit 13, a cushion spring, a damper, and a rear suspension actuator 43r. The rear suspension actuator 43r, driven by, for example, an electric motor, displaces a spring seat to adjust the preload of the cushion spring. Increasing the preload reduces the amount of collapse under load, extending the rear cushion unit 13 when the vehicle is unladen. Decreasing the preload increases the amount of collapse under load, shortening the rear cushion unit 13 when the vehicle is unladen. In other words, the rear suspension actuator 43r adjusts the preload to expand or contract (change) the overall length of the rear cushion unit 13, thereby enabling adjustment of the vehicle height at the rear of the vehicle body. In this embodiment, vehicle height adjustment is performed automatically (electrically) by drive control of the front and rear suspension actuators 43f, 43r, rather than manually by the user.

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

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

[0024] In the embodiment, the suspension units 3A and 13A have been illustrated as having a layout in which they shorten when the load increases and extend when the load decreases, but this configuration is not limiting. That is, suspension units having a layout in which they extend when the load increases and shorten when the load decreases may also be employed.

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

[0026] When the motorcycle 1 of this embodiment detects that the vehicle is parked (for example, when the motorcycle 1 is stopped and a specified parking operation has been performed), it measures the actual inclination angle θ1 of the vehicle body 1A. If this inclination angle θ1 is not within the target angle range θ2 (left side in FIG. 2 ), control is performed to extend the front and rear suspension devices 3A, 13A so that the inclination angle θ1 falls within the target angle range θ2 (right side in FIG. 2 ). This control of extending and contracting the front and rear suspension devices 3A, 13A to maintain the inclination angle θ1 of the vehicle body 1A at an appropriate value is called parking angle adjustment control. The parking angle adjustment control can maintain the inclination angle θ1 of the vehicle body 1A at an appropriate value even when the inclination angle θ1 of the vehicle body 1A relative to the vertical direction increases or decreases due to the loading of a heavy object or the inclination of the ground GL.

[0027] 3 shows an example in which the motorcycle 1 is parked on ground GL that is inclined so that the left side (the side closest to the side stand 17) is higher. In this example, as in FIG. 2, the actual tilt angle θ1 of the vehicle body 1A may be smaller than the target angle range θ2 (left side in FIG. 3). In this case, too, control is performed to extend the front and rear suspension units 3A, 13A so that the tilt angle θ1 falls within the target angle range θ2 (right side in FIG. 3).

[0028] 4 shows an example in which the motorcycle 1 is parked on ground GL that is inclined so that the left side (the side closest to the side stand 17) is lower. In this example, the actual tilt angle θ1 of the vehicle body 1A may be greater than the target angle range θ2 (left side in FIG. 4). In this case, control is performed to shorten the front and rear suspension units 3A, 13A so that the tilt angle θ1 falls within the target angle range θ2 (right side in FIG. 4).

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

[0030] Examples of the prescribed parking operation include turning off the main switch 36 (see FIG. 7) and using the side stand 17. Turning off the main switch 36 is equivalent to turning off the ignition, which is accompanied by stopping the engine. Using the side stand 17 is equivalent to swinging (rotating) the side stand 17 from a rearward-flip stored position (shown by a solid line in FIG. 1) to a downward-down standing position (shown by a chain line in FIG. 1).

[0031] A load sensor may be provided on the side stand 17 or a support thereof to detect the operation of placing the side stand 17 on the ground to support the vehicle body 1A. That is, the operation of using the side stand 17 may be determined to be the time when the load sensor detects a ground load. Seat sensors may be provided on the front and rear seats 16a, 16b to detect when the user has dismounted from the vehicle. That is, the user's dismounting may be included in the conditions for the parking angle adjustment control. Details of the parking angle adjustment control will be described later.

[0032] <Control Device> Figure 7 is a block diagram showing an outline of the control system of the motorcycle 1. The motorcycle 1 is equipped with a control unit 23 that controls the operation of various devices 22 based on detection information obtained from various sensors and switches 21. The control unit 23 is configured, for example, as a single or multiple electronic control units (ECUs). At least a portion of the control unit 23 may be realized by a combination of software and hardware.

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

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

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

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

[0037] The vehicle speed sensor 35 detects, for example, the rotation speed of the output shaft (counter shaft) of the transmission of the power unit P. The vehicle speed is calculated based on this detection information. The main switch 36 switches the vehicle power supply on and off. The main switch 36 includes a key cylinder into which a physical key is inserted and rotated. Alternatively, the main switch 36 includes a switch knob that can be rotated or enabled after ID authentication of the smart key carried by the user has been completed. When the main switch 36 is rotated to the ON position, power is supplied to the control system, enabling the engine E to start and operate and the various electrical components to operate. When the main switch 36 is rotated to the OFF position, power supply to the control system is cut off, and the engine E and various electrical components are stopped. The main switch 36 has an ACC position (accessory power position) between the ON position and the OFF position. In the ACC position, power supply related to starting and operating the engine E is cut off, but power is supplied to various other electrical components.

[0038] The stand switch 37 is disposed, for example, near the pivot axis of the side stand 17. The stand switch 37 can detect that the side stand 17 is in use by, for example, switching on when the side stand 17 is in the upright position and switching off when it is in the retracted position. The brake switch 38 switches on when the user operates the brake operator of the motorcycle 1 to put the brakes into an applied state (braking state) and switches off when the brake operator returns to its original position and the brake operation (braking) is released. When the brake switch 38 switches on, it can detect that the motorcycle 1 is in a braking state. The parking control button 39 can be pressed when the conditions for executing parking angle adjustment control are met to execute parking angle adjustment control.

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

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

[0041] The suspension actuators 43 include front and rear suspension actuators 43f, 43r that are provided integrally with the front and rear suspension units 3A, 13A, respectively. The front and rear suspension actuators 43f, 43r are drive-controlled by the control unit 23 in accordance with detection information from the various sensors and switches 21. The front and rear suspension actuators 43f, 43r operate electric motors, which are their drive sources, under the control of the control unit 23. The front and rear suspension actuators increase or decrease the elastic force and damping force of the front and rear suspension units 3A, 13A.

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

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

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

[0045] 1 and 7 , after detecting that the motorcycle 1 is parked (for example, that the motorcycle 1 is stopped and a specified parking operation has been performed), the control unit 23 executes the parking angle adjustment control under the following conditions. That is, the control unit 23 executes the parking angle adjustment control while, for example, the main switch 36 is in the ACC position (accessory power position) and the user is pressing the parking control button 39 supported on the handlebars 4a. That is, the parking angle adjustment control is executed while the user has their hands on the handlebars 4a. Extending and retracting the front and rear suspension units 3A, 13A while the vehicle body 1A is supported by the side stand 17 may disrupt the stability of the vehicle body 1A. For this reason, in this embodiment, the parking angle adjustment control is executed while the user has their hands on the handlebars 4a.

[0046] Furthermore, in this embodiment, the parking angle adjustment control is executed when the user operates the brake lever supported on the handlebar 4a (when the brakes are applied). In this embodiment, the brake switch 38 ON (brake activated state) is included in the execution conditions for the parking angle adjustment control. Alternatively, if the motorcycle 1 is equipped with a parking brake according to the specifications of the transmission, the following aspect may be adopted. That is, instead of (or in addition to) the operation of the brake lever, the execution conditions for the parking angle adjustment control may include the activated state of the parking brake (brake switch 38 ON).

[0047] The process executed by the control unit 23 during parking angle adjustment control will be described below with reference to the flowcharts in Figures 5 and 6. This process is executed repeatedly at a predetermined cycle when the accessory power is turned ON after the motorcycle 1 is stopped and the user has performed a specified parking operation.

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

[0049] If all of steps S2 to S5 are YES, the parking control button 39 becomes operable or valid (step S6), and the process can proceed to step S7. If any of steps S2 to S5 is NO, the parking control button 39 becomes inoperable or invalid, and the process ends temporarily. When the parking control button 39 is operated in step S6, the parking angle control unit 25 executes the parking angle adjustment process (step S7). This process is executed while the parking control button 39 is being pressed, and is stopped when the pressing operation is stopped.

[0050] Referring to FIG. 6 , in the parking angle adjustment process, the parking angle control unit 25 first reads the vehicle body tilt angle θ1 detected by the IMU 34 (step S71). Next, it is determined whether or not this vehicle body tilt angle θ1 is within the target angle range θ2 (step S72). If the answer is YES in step S72 (within the target angle range θ2), the process is temporarily terminated. If the answer is NO in step S72 (not within the target angle range θ2), the following conditions are reconfirmed in step S73: that the parking control button 39 is pressed (ON state) and that the brake switch 38 is ON. If the answer is NO in step S73 (at least one of the parking control button 39 and the brake switch 38 is not ON), the process is temporarily terminated. If the answer is YES in step S73 (both the parking control button 39 and the brake switch 38 are ON), the process proceeds to step S74. In step S74, the suspension actuator of at least one of the front and rear suspension units 3A, 13A is driven to adjust the preload and, ultimately, the vehicle height, so that the vehicle body tilt angle θ1 during parking is adjusted to fall within the target angle range θ2.

[0051] As described above, the motorcycle 1 in the above embodiment comprises: at least one front wheel 2 and one rear wheel 12 arranged at the front and rear of the vehicle body 1A; suspension units 3A, 13A arranged between the front wheel 2 and the rear wheel 12 and vehicle body components and having a vehicle height adjustment function; a control unit 23 that controls the drive of suspension actuators 43f, 43r provided in each of the suspension units 3A, 13A; and a vehicle body acceleration sensor 34 that detects the inclination angle θ1 of the vehicle body 1A. When the control unit 23 detects that the motorcycle 1 is parking, it measures the inclination angle θ1 of the vehicle body 1A using the vehicle body acceleration sensor 34, and drives the suspension actuators 43f, 43r to extend or contract the suspension units 3A, 13A so that the inclination angle θ1 approaches a specified target angle (so that it falls within the target angle range θ2). With this configuration, when the control unit 23 detects that the motorcycle 1 is parking (for example, that the motorcycle 1 has stopped and a specified parking maneuver has been performed), the control unit 23 measures the actual inclination angle θ1 of the vehicle body 1A using the vehicle body acceleration sensor 34. The control unit 23 expands or contracts the suspension devices 3A, 13A (changes the vehicle height) so that the inclination angle θ1 approaches the target angle. As a result, even if the inclination angle θ1 of the vehicle body 1A increases or decreases due to, for example, the inclination of the ground GL or the loading of a heavy object, the suspension devices 3A, 13A can be expanded or contracted to maintain the inclination angle θ1 of the vehicle body 1A at an appropriate value, thereby reducing the risk of the motorcycle 1 tipping over when parking.

[0052] Furthermore, in the motorcycle 1, when the tilt angle θ1 is greater than the target angle (angle range θ2), the control unit 23 decreases the preload to shorten the suspension unit 3A, 13A, and when the tilt angle θ1 is smaller than the target angle (angle range θ2), the control unit 23 increases the preload to extend the suspension unit 3A, 13A. With this configuration, in the suspension units 3A, 13A that shorten in response to a load from the ground GL, the control unit 23 extends or contracts the suspension units 3A, 13A to maintain the tilt angle θ1 of the vehicle body 1A at an appropriate value. This reduces the risk of the motorcycle 1 tipping over when parking.

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

[0054] Furthermore, in the motorcycle 1, the parking operation detected by the parking operation detection unit includes an operation to limit the movement of the motorcycle 1. With this configuration, when the user performs an operation to limit the movement of the motorcycle 1, the control unit 23 expands and contracts the suspension devices 3A, 13A. This improves stability when changing the tilt angle θ1 of the vehicle body 1A. If the use of the parking brake is set as a condition for parking detection, the operation required for parking itself becomes one of the conditions for parking angle adjustment control. This makes it easier to understand the parking operation required for control, improving convenience.

[0055] The present invention is not limited to the above-described embodiment. For example, while the vehicle height adjustment in the embodiment is exemplified by electrically jacking up and down a spring seat, the present invention is not limited to this configuration. For example, a configuration in which the vehicle height is changed using fluid pressure, such as gas or oil, may also be used. When performing parking angle adjustment control, an information display unit provided in a meter device may be activated. That is, when the motorcycle 1 is stopped, the user performs a prescribed parking operation, and the accessory power is turned ON, the information display unit may display the following: the current tilt angle θ1 of the vehicle body 1A, whether or not parking angle adjustment control is required, whether parking angle adjustment control is being performed while the parking control button 39 is pressed, or whether the parking angle adjustment control has ended and the vehicle body tilt angle θ1 has become appropriate.

[0056] As a method for executing the parking angle adjustment control, for example, after the main switch 36 is turned OFF, the parking angle adjustment control may be executed under the following conditions. That is, if it is detected that the motorcycle 1 has not moved or swung for a predetermined period of time, it may be determined that the motorcycle 1 is in a parked state, and the parking angle adjustment control may be executed. This configuration makes it possible to simplify the configuration by eliminating the need for any parking operations other than turning off the main switch 36.

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

[0058] In the embodiment, the conditions for performing parking angle adjustment control are the use of the side stand and the brake on a motorcycle. This condition may also be applied to a swinging tricycle. A swinging tricycle may also have a configuration in which a swinging body, which has a single wheel, swings relative to a non-swinging body, which has a pair of left and right wheels and does not swing. In this configuration, the vehicle can stand on its own by interlocking the lock on the relative swing and the parking brake. In this case, the use of the stand may be excluded from the conditions for performing parking angle adjustment control. Hereinafter, a vehicle that can stand on its own without the use of a stand (and support from the user) will be referred to as a "self-standing vehicle."

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

[0060] 10, the front and rear wheels W3, W4 are provided with independent cushion units CS3, CS4, respectively, and the front and rear cushion units CS3, CS4 can be individually expanded and contracted to achieve the following effect: That is, the longitudinal tilt angle θ1 of the vehicle body 201A can be adjusted to the specified parking position (for example, the position when the vehicle is parked empty on a horizontal ground GL). The configuration of the above embodiment is one example of the present invention, and various modifications are possible without departing from the spirit of the present invention, such as replacing the components of the embodiment with well-known components.

[0061] REFERENCE SIGNS LIST 1 Motorcycle (vehicle) 1A Body 2 Front wheel 3 Front fork 3A Front suspension device 12 Rear wheel 13 Rear cushion unit 13A Rear suspension device 17 Side stand 23 Control unit (control device) 24 Suspension control unit 25 Parking angle control unit 34 Vehicle body acceleration sensor (vehicle body angle detection device) 36 Main switch (parking operation detection unit) 37 Stand switch (parking operation detection unit) 38 Brake switch (parking operation detection unit) 39 Parking control button 43 Suspension actuator 43f, 43r Front and rear suspension actuators θ1 Vehicle body tilt angle θ2 Target angle range W1, W2 Pair of left and right wheels CS1, CS2 Pair of left and right cushion units

Claims

1. Front wheels (2) and rear wheels (12) arranged at least one each in front of and behind the vehicle body (1A), A suspension device (3A, 13A) arranged between at least one of the front wheel (2) and the rear wheel (12) and a vehicle body component, and having a vehicle height adjustment function, A control device (23) for controlling the drive of an actuator (43f, 43r) that expands and contracts the suspension device (3A, 13A), A vehicle body angle detection device (34) for detecting the inclination angle (θ1) of the vehicle body (1A), A side stand (17) capable of supporting the vehicle body (1A) in an upright state with the vehicle body tilted to one side left and right, In a vehicle equipped with, A parking operation detection unit (37) for detecting that the side stand (17) has been used during parking of the vehicle, When the parking operation detection unit (37) detects the use operation, the control device (23) detects the parking of the vehicle, and when the parking of the vehicle is detected, the inclination angle (θ1) of the vehicle body (1A) is measured by the vehicle body angle detection device (34), and the actuator (43f, 43r) is driven to expand and contract the suspension device (3A, 13A) so as to bring this inclination angle (θ1) closer to a specified target angle (θ2).

2. When the inclination angle (θ1) is greater than the target angle (θ2), the control device (23) shortens the suspension device (3A, 13A), and when the inclination angle (θ1) is smaller than the target angle (θ2), the vehicle according to Claim 1, wherein the suspension device (3A, 13A) is extended.

3. (Deleted)

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

5. When the main switch (36) of the vehicle is turned off and the control device (23) detects that the vehicle has not moved for a specified time, the vehicle according to Claim 1 or 2, wherein the parking of the vehicle is detected.

6. At least one of the front wheel (2) and the rear wheel (12) includes a pair of left and right wheels (W1, W2), The suspension device (3A, 13A) includes a pair of left and right cushion units (CS1, CS2) arranged between each of the pair of left and right wheels (W1, W2) and the vehicle body component. By expanding and contracting the pair of left and right cushion units (CS1, CS2), the pair of left and right wheels (W1, W2) can move vertically independently. The vehicle according to claim 1, wherein the control device (23) extends one of the pair of left and right cushion units (CS1, CS2), contracts the other, or performs both so as to bring the tilt angle (θ1) closer to the target angle (θ2). **Claim 7** It includes a parking control button (39) supported by the steering wheel (4a). The vehicle according to claim 1, wherein while the parking control button (39) is being pressed, control is executed to bring the tilt angle (θ1) closer to a specified target angle (θ2). **Claim 8** The seat (16a, 16b) is provided with a seating sensor. The vehicle according to claim 1, wherein when it is detected that the user has gotten off, control is executed to bring the tilt angle (θ1) closer to a specified target angle (θ2).