Vehicle control device

Abstract

A vehicle control device (50) includes a travel control force adjustment unit (55) that adjusts a travel control force of a vehicle (10) that has a suspension system including a suspension (19) and a swing arm (11) that connects a tire of a rear wheel (15) and a vehicle body including a vehicle body frame (2), and a vehicle motion determination unit (52) that determines motion of the vehicle (10). The vehicle control device (50) uses a force acting on the swing arm (11) when the driving force and braking force are generated in the vehicle (10) by the travel control force adjustment unit (55), within a predetermined control target period, simultaneously, for example, and suppresses motion such as, for example, sprung vertical speed, sprung pitch angular velocity, and unsprung pitch angular velocity, which are determined by the vehicle motion determination unit (52).

Description

Vehicle control device

[0001] The present invention relates to a vehicle control device for controlling the running of a vehicle or the movement of a vehicle body.

[0002] In a vehicle, for example, a saddle-ride type vehicle such as a motorcycle, the vehicle attitude (the distance and angle of the sprung mass relative to the road surface) can change due to disturbances such as acceleration / deceleration operations by the driver or rider, weight shifts of the rider, and unevenness in the road surface on which the vehicle is traveling. Generally, the sprung mass is suspended by a suspension, and the changes in vehicle attitude are damped by the suspension, and the vehicle is usually set up so as not to provide an uncomfortable ride.

[0003] For example, Patent Document 1 discloses a technique for controlling the drive torque of a vehicle so as to suppress sprung vibration based on a motion model. Patent Document 2 discloses a technique for controlling the wheel brakes of a vehicle depending on the pitching angle of the vehicle body. Patent Document 3 discloses a technique for correcting the drive torque or braking torque based on an estimation of the sprung behavior during acceleration or deceleration of the vehicle. Patent Document 4 discloses a technique for controlling the vehicle body posture by operating the swing arm of the vehicle body with a reaction force of the drive torque or braking torque.

[0004] JP 2010-106817 A JP 2021-008751 A JP 2013-122104 A JP 2004-306733 A

[0005] Adjusting only one of the control forces for vehicle travel, for example, the driving torque or the braking torque, i.e., using the techniques disclosed in Patent Documents 1 to 4 above, does not sufficiently suppress changes in vehicle posture; in other words, it is desirable to improve the ride comfort when adjusting the control forces.

[0006] It is an object of the present invention to provide a vehicle control device that can improve ride comfort when the vehicle attitude changes due to an external disturbance. Other objects of the present invention will become apparent to those skilled in the art by referring to the following exemplary aspects and best modes, as well as the accompanying drawings.

[0007] In order to facilitate an understanding of the outline of the present invention, the following examples are given of embodiments according to the present invention.

[0008] In an aspect according to the present invention, a vehicle control device includes a driving control force adjustment unit that adjusts the driving control force of a vehicle having a suspension system including a swing arm that connects tires and a vehicle body, and a vehicle motion determination unit that determines the motion of the vehicle, and suppresses the motion determined by the vehicle motion determination unit using the force acting on the swing arm when the driving control force adjustment unit generates driving force and braking force in the vehicle within a predetermined control period.

[0009] According to the above aspect, both the driving force and the braking force are applied to the swing arm within a predetermined control period to suppress the movement of the vehicle, thereby improving the ride comfort.

[0010] Those skilled in the art will easily understand that the exemplified embodiments according to the present invention can be further modified without departing from the spirit of the present invention.

[0011] Figures 1(A) and 1(B) show schematic configuration diagrams of a motorcycle, and Figures 1(A) and 1(B) each show an explanatory diagram of the force acting on a spring when only driving torque and braking torque are generated. Figure 2 shows an explanatory diagram of the reaction force acting on a swing arm when driving torque and braking torque are generated simultaneously (including substantially simultaneously). Figure 3 shows a schematic configuration diagram of a vehicle control device. Figure 4 shows a conceptual diagram of skyhook control. Figure 5 shows a conceptual diagram of sprung pitch angular velocity suppression control. Figure 6 shows a conceptual diagram of unsprung pitch angular velocity suppression control for sprung mass. Figure 7(A) shows an explanatory diagram of another example configuration of the braking section of Figure 3, and Figure 7(B) shows an explanatory diagram of the force acting on a spring when only braking torque is generated in a motorcycle having the braking section of Figure 7(A).

[0012] The best mode described below is used to facilitate understanding of the present invention, and therefore, those skilled in the art should be aware that the present invention is not unduly limited by the embodiments described below.

[0013] 1(A) and 1(B) are schematic diagrams of a vehicle (typically a motorcycle), and when only a driving force, such as a driving torque 21, that controls the running or acceleration of the vehicle 10 is generated, a reaction force 22 of the driving torque acts on the swing arm 11, lifting the sprung mass 31, as also shown in Patent Document 4 (see FIG. 1(A)). On the other hand, when only a braking force, such as a braking torque 23, that controls the running or deceleration of the vehicle 10 is generated, a reaction force 24 of the braking torque acts on the swing arm 11, pressing the sprung mass 31 against the road surface 1 (see FIG. 1(B)).

[0014] FIG. 2 is an explanatory diagram of the reaction force acting on the swing arm 11 provided between the drive shaft 12 and the axle 13 when a driving torque 21 and a braking torque 23 are simultaneously generated. In FIG. 2, the drive shaft 12 corresponds to the output of a driving source (not shown), such as an engine, of the vehicle 10. When the driver accelerates the vehicle 10 by operating, for example, an accelerator (not shown), the drive shaft 12 rotates (counterclockwise in FIG. 2). The rotation of the drive shaft 12 is transmitted to the rear wheel 15 by a driving force transmission member, such as a chain 14. On the other hand, when the driver decelerates the vehicle 10 by operating, for example, a brake pedal (not shown), the rotation of the rear wheel 15 (counterclockwise in FIG. 2) is suppressed. Note that the driving force transmission method is not limited to a chain type, and may be a belt type, a shaft type, or the like.

[0015] When the brake caliper 17 pinches the brake disc 16 while the rear wheel 15 and brake disc 16 rotate around the axle 13 (wheel shaft), a braking torque 23 is generated. Here, by controlling the driving torque 21 to balance with the braking torque 23, the angle of the swing arm 11 (vehicle attitude) can be changed without changing the speed of the vehicle 10. Specifically, due to the vehicle geometry, the force 25 acting on the swing arm 11 at the axle 13 is split into a force toward the pivot 18 and a force perpendicular thereto toward the road surface 1. As a result, even when the driving torque 21 balances with the braking torque 23, a force remains that pushes the rear wheel 15 downward, and the suspension 19 (spring portion) extends.

[0016] 2, one end (upper end) of a suspension 19 (a cushion unit including a suspension spring and a damping section) is connected to the vehicle body or the spring, while the other end (lower end) of the suspension 19 is connected to a swing arm 11. The swing arm 11, which supports a rear wheel 15, is supported by a pivot 18 that is supported by the body frame 2 (see FIGS. 1(A) and 1(B)). The pivot 18 is inserted into the front end of the swing arm 11, which connects the tire of the rear wheel 15 to the body including the body frame 2, and the swing arm 11 can swing up and down around the pivot 18. The rear wheel 15 is supported by an axle 13 provided at the rear end of the swing arm 11.

[0017] Those skilled in the art may refer to a suspension system including the suspension 19, swing arm 11, etc. as a swing arm suspension. The structure of the swing arm 11 and its attachment to the vehicle body are well known, and therefore a detailed description thereof will be omitted in this specification. However, for example, Japanese Patent Application Laid-Open Publication No. 2022-157856 discloses a cast swing arm. Note that, like this cast swing arm, the brake caliper 17 can be fixed to the rear end of the swing arm 11. The vehicle geometry shown in FIG. 2 is typical, and the suspension 19 (spring portion) extends when the driving torque 21 balances with the braking torque 23.

[0018] FIG. 3 shows a schematic configuration diagram of a vehicle control device. As shown in FIG. 3, the vehicle control device 50 includes a driving control force adjustment unit 55 that adjusts the driving control force of the vehicle 10, typically either the driving force or the braking force, and a vehicle motion determination unit 52 that determines the motion of the vehicle 10. Those skilled in the art may refer to the vehicle control device 50 as an ECU (Electronic Control Unit). In FIG. 3, the sensor group 40 includes multiple sensors, and sensor values ​​detected by each sensor are input to the vehicle control device 50. As an example, the sensor group 40 includes an accelerator position sensor (not shown) that detects the accelerator operation amount or opening degree. When the driver operates the accelerator to accelerate the vehicle 10, the driving force control unit 53 can output a driving force control amount to the drive unit 61 so that the drive unit 61 generates a driving force according to the driver's intention.

[0019] The sensor group 40 can detect a sensor value (e.g., sprung vertical acceleration) that represents the attitude of the vehicle 10 using, for example, an acceleration sensor (not shown), and the vehicle motion determination unit 52 can determine, for example, whether the absolute value of the sprung vertical acceleration is equal to or greater than a threshold value, in other words, whether the ride is uncomfortable or not. The sensor group 40 or multiple sensors in Figure 3 are typically provided outside the vehicle control device 50, but at least one sensor of the sensor group 40 may be built into the vehicle control device 50.

[0020] The vehicle motion determination unit 52 can instruct or control the driving control force adjustment unit 55, for example, to reduce the absolute value of the sprung vertical acceleration or to improve ride comfort. The driving control force adjustment unit 55 (typically, the braking force addition unit 57) can input the driving force control amount output from the driving force control unit 53 to the driving unit 61, and output an adjustment control amount or a braking force addition amount to the braking unit 62 so that the driving force of the driving unit 61 corresponding to the driving force control amount balances with the braking force of the braking unit 62 within a predetermined control target period.

[0021] The vehicle control device 50 can improve ride comfort by, for example, simultaneously applying both a driving force that complies with the driver's intention and a braking force that goes against the driver's intention (the driving control force adjustment unit 55 automatically adjusts the driving force) to the swing arm 11, thereby suppressing the movement of the vehicle 10.

[0022] The driving control force adjustment unit 55 adjusts the control force (e.g., braking force, e.g., driving force) at an appropriate timing. In other words, the driving control force adjustment unit 55 does not always output an adjusted control amount or an additional braking force amount to the braking unit 62 while a predetermined accelerator operation amount or a predetermined opening degree is detected. Specifically, the driving control force adjustment unit 55 allows adjustment of the control force against the will of the driver of the vehicle 10 within a predetermined control target period, but does not adjust the control force against the will of the driver outside the predetermined control target period.

[0023] In other words, while a predetermined accelerator operation amount or opening degree is detected, the cruise control force adjuster 55 adjusts the control force at the necessary timing so as to improve ride comfort.

[0024] Preferably, the vehicle control device 50 includes a damping force control unit 71 that controls the damping force of a damping unit 72 that damps vibrations of the suspension springs of the suspension 19. In other words, if the damping force of the damping unit 72 of the suspension 19 cannot be electronically controlled, the vehicle control device 50 does not include the damping force control unit 71. The damping force control unit 71 can be equipped with, for example, a well-known skyhook control, and the damping force control unit 71 determines the damping force control amount based on, for example, the sprung vertical acceleration, and operates an actuator (not shown) of the damping unit 72.

[0025] The damping force control unit 71 increases or decreases the damping force control amount so as to reduce the absolute value of the sprung vertical velocity of the rear wheel 15, for example. Specifically, the vehicle motion determination unit 52 may estimate the amount of extension or contraction (stroke amount) of the suspension 19 based on the sprung vertical acceleration, for example. When the sprung vertical velocity indicates an upward movement and the suspension 19 is in an extension process, the damping force control unit 71 can increase the damping force control amount so as to increase the damping force of the damping unit 72 (first timing). Alternatively, when the sprung vertical velocity indicates an upward movement and the suspension 19 is in a compression process, the damping force control unit 71 can decrease the damping force control amount so as to decrease the damping force of the damping unit 72 (second timing). Alternatively, when the sprung vertical velocity indicates a downward movement and the suspension 19 is in an extension process, the damping force control unit 71 can decrease the damping force control amount so as to decrease the damping force of the damping unit 72 (third timing). Alternatively, when the sprung vertical velocity indicates a downward direction and the suspension 19 indicates a compression process, the damping force control unit 71 can increase the damping force control amount so as to increase the damping force of the damping unit 72 (fourth timing).

[0026] If the suspension 19 has, for example, a stroke sensor, the vehicle motion determination unit 52 or the damping force control unit 71 may input the stroke amount of the suspension 19 and determine whether the suspension 19 is in the extension stroke or compression stroke. Alternatively, if the sensor group 40 detects sprung vertical acceleration and, for example, unsprung vertical acceleration, the vehicle motion determination unit 52 or the damping force control unit 71 may calculate the stroke amount of the suspension 19 based on the sprung vertical acceleration and the unsprung vertical acceleration.

[0027] Although the damping force control unit 71 can increase or decrease the damping force of the damping unit 72 when the sprung vertical velocity indicates a downward movement, there is room for further improvement in ride comfort. That is, when the sprung vertical velocity indicates a downward movement, the braking force application unit 57 generates a driving force control amount so that the driving force of the drive unit 61 balances the braking force of the brake unit 62, thereby causing the lower end of the suspension spring of the suspension 19 to extend via the swing arm 11. In this way, at the timings (third and fourth timings) when the sprung vertical velocity is downward, the braking force applied via the braking force application unit 57 adjusts or offsets the driving force of the drive unit 61, causing the swing arm 11 to extend the suspension 19, thereby further improving ride comfort. Of course, the braking force application unit 57 or the cruise control force adjustment unit 55 can itself determine the driving force control amount or control force adjustment amount so as to improve ride comfort by suppressing the sprung vertical movement, regardless of the presence or absence of the damping force control unit 71.

[0028] 3 , the vehicle control device 50 may include a driver intention determination unit 51, which can determine whether or not the driver is operating the accelerator, brake pedal, etc. The driver intention determination unit 51 can output sense values ​​from the sensor group 40 in accordance with the driver's operation to the driving force control unit 53 and the braking force control unit 54. The vehicle control device 50 may also output other sense values ​​(for example, the speed of the vehicle 10 based on a wheel speed sensor, etc.) to the driving force control unit 53 and the braking force control unit 54.

[0029] FIG. 4 shows a conceptual diagram of skyhook control. In FIG. 4 (arrows U and D indicate the upward and downward directions, respectively), the vehicle control device 50 or the damping force control unit 71 can determine the vertical speed of the sprung parts (such as the vehicle body including the body frame 2) of the front and rear wheel axles (axles 13) and control the damping force of the damping unit 72 so as to reduce the vertical speed. In other words, if the vehicle 10 has not only a suspension 19 on the rear wheel 15 side but also a front wheel side suspension, the vehicle control device 50 or the damping force control unit 71 in FIG. 3 can determine the damping force control amount for each suspension.

[0030] 3 , when the driver operates a brake pedal (not shown) to decelerate the vehicle 10, the braking force control unit 54 can output a braking force control amount to the braking unit 62 so that the braking unit 62 generates a braking force according to the driver's intention. The vehicle motion determination unit 52 can instruct or control the driving control force adjustment unit 55 so that, for example, the absolute value of the sprung vertical acceleration is reduced or ride comfort is improved. The driving control force adjustment unit 55 (typically, a driving force addition unit 56) receives the braking force control amount output from the braking force control unit 54 to the braking unit 62, and can output an adjustment control amount or a driving force addition amount to the driving unit 61 so that the braking force of the braking unit 62 corresponding to the braking force control amount is balanced with the driving force of the driving unit 61.

[0031] The vehicle control device 50 can improve ride comfort by, for example, simultaneously applying to the swing arm 11 both a braking force that complies with the driver's intention and a driving force that goes against the driver's intention (the braking force is automatically adjusted by the driving control force adjustment unit 55), thereby suppressing the movement of the vehicle 10.

[0032] 3, the vehicle control device 50 may further include adders 58 and 59. In other words, when the driver simultaneously operates the accelerator and brake pedals to instruct the vehicle 10 to travel, the travel control force adjustment unit 55 may operate the driving force application unit 56 and the braking force application unit 57 independently of each other and simultaneously activate the driving force application unit 56 and the braking force application unit 57. Alternatively, when the driver simultaneously operates the accelerator and brake pedals to instruct the vehicle 10 to travel, the driving force and the braking force may be input and compared, and only one of the driving force application unit 56 or the braking force application unit 57 may be activated so that the driving force and the braking force are balanced.

[0033] FIG. 5 is a conceptual diagram of skyhook control (sprung mass pitch angular velocity suppression control) in a broad sense. In FIG. 5 (arrows UN and UW indicate the nose-dive and wheelie directions, respectively), the vehicle control device 50 or the damping force control unit 71 can control the damping force of the damping unit 72 so as to reduce the sprung mass pitch angular velocity. Specifically, the vehicle motion determination unit 52 can determine whether, for example, the sprung mass pitch angular velocity detected by the sensor group 40 is in the nose-dive direction or the wheelie direction. Preferably, the vehicle motion determination unit 52 can further determine whether the front wheel suspension is in a compression stroke or an extension stroke, and whether the rear wheel 15 suspension 19 is in a compression stroke or an extension stroke.

[0034] When the sprung mass pitch angular velocity indicates a nose-dive direction, the front-wheel suspension is undergoing a compression process, and the suspension 19 is undergoing an extension process, the damping force control unit 71 can increase the damping force control amount to increase the damping force of the damping unit 72 (timing 5). Alternatively, when the sprung mass pitch angular velocity indicates a nose-dive direction, the front-wheel suspension is undergoing an extension process, and the suspension 19 is undergoing a compression process, the damping force control unit 71 can decrease the damping force control amount to decrease the damping force of the damping unit 72 (timing 6). Alternatively, when the sprung mass pitch angular velocity indicates a wheelie direction, the front-wheel suspension is undergoing a compression process, and the suspension 19 is undergoing an extension process, the damping force control unit 71 can decrease the damping force control amount to decrease the damping force of the damping unit 72 (timing 7). Alternatively, when the sprung pitch angular velocity indicates a wheelie direction, the front wheel suspension indicates an extension process, and the suspension 19 indicates a compression process, the damping force control unit 71 can increase the damping force control amount so that the damping force of the damping unit 72 increases (8th timing).

[0035] Although the damping force control unit 71 can increase or decrease the damping force of the damping unit 72 when the sprung mass pitch angular velocity indicates a wheelie direction, there is room for further improvement in ride comfort. That is, when the sprung mass pitch angular velocity indicates a wheelie direction, the braking force application unit 57 generates a driving force control amount so that the driving force of the drive unit 61 balances the braking force of the brake unit 62, causing the lower end of the suspension spring of the suspension 19 to extend via the swing arm 11. In this way, at the timings (seventh and eighth timings) when the sprung mass pitch angular velocity indicates a wheelie direction, the braking force applied by the braking force application unit 57 adjusts or offsets the driving force of the drive unit 61, causing the swing arm 11 to extend the suspension 19, thereby further improving ride comfort. Of course, the braking force application unit 57 or the driving control force adjustment unit 55 can itself determine the driving force control amount or control force adjustment amount so as to improve ride comfort by suppressing the sprung mass pitch motion, regardless of the presence or absence of the damping force control unit 71.

[0036] FIG. 6 is a conceptual diagram of broad-sense skyhook control (control for suppressing the pitch angular velocity of unsprung parts relative to sprung parts). In FIG. 6 (arrows DN and DW indicate the nose-dive and wheelie directions, respectively), the vehicle control device 50 or the damping force control unit 71 can control the damping force of the damping unit 72 so as to reduce the pitch angular velocity of unsprung parts (such as the axle 13 and rear wheels 15) relative to sprung parts. Specifically, the vehicle motion determination unit 52 can determine whether the unsprung pitch angular velocity relative to sprung parts, based on the stroke amounts of the front-wheel suspension and the rear-wheel 15 suspension 19, is in the nose-dive direction or the wheelie direction. Preferably, the vehicle motion determination unit 52 can further determine whether the front-wheel suspension is in a compression stroke or an extension stroke, and whether the rear-wheel 15 suspension 19 is in a compression stroke or an extension stroke.

[0037] When the unsprung pitch angular velocity indicates a wheelie direction, the front wheel side suspension is undergoing a compression process, and the suspension 19 is undergoing an extension process, the damping force control unit 71 can decrease the damping force control amount so as to decrease the damping force of the damping unit 72 (timing 9). Alternatively, when the unsprung pitch angular velocity indicates a wheelie direction, the front wheel side suspension is undergoing an extension process, and the suspension 19 is undergoing a compression process, the damping force control unit 71 can increase the damping force control amount so as to increase the damping force of the damping unit 72 (timing 10). Alternatively, when the unsprung pitch angular velocity indicates a nose dive direction, the front wheel side suspension is undergoing a compression process, and the suspension 19 is undergoing an extension process, the damping force control unit 71 can increase the damping force control amount so as to increase the damping force of the damping unit 72 (timing 11). Alternatively, when the unsprung pitch angular velocity indicates a nose dive direction, the front wheel suspension indicates an extension process, and the suspension 19 indicates a compression process, the damping force control unit 71 can reduce the damping force control amount so that the damping force of the damping unit 72 decreases (12th timing).

[0038] Although the damping force control unit 71 can increase or decrease the damping force of the damping unit 72 when the unsprung pitch angular velocity indicates a wheelie direction, there is room for further improvement in ride comfort. That is, when the unsprung pitch angular velocity indicates a wheelie direction, the braking force application unit 57 generates a driving force control amount so that the driving force of the drive unit 61 balances the braking force of the brake unit 62, causing the lower end of the suspension spring of the suspension 19 to extend via the swing arm 11. In this way, at the timings (the ninth and tenth timings) when the unsprung pitch angular velocity is in the wheelie direction, the braking force applied by the braking force application unit 57 adjusts or offsets the driving force of the drive unit 61, causing the swing arm 11 to extend the suspension 19, thereby further improving ride comfort. Of course, the braking force application unit 57 or the driving control force adjustment unit 55 can itself determine the driving force control amount or control force adjustment amount so as to improve ride comfort by suppressing unsprung pitch motion, regardless of the presence or absence of the damping force control unit 71.

[0039] Three operation examples (three damping force control examples) of the damping force control unit 71 have been described using Figures 4, 5, and 6. However, the damping force control unit 71 may arbitrarily combine the operation examples. In other words, it can determine a gain or ratio for each operation and calculate a damping force control amount corresponding to the final or combined damping force. Furthermore, a damping force control amount or damping force that depends on the speed of the vehicle 10 based on, for example, a wheel speed sensor may be determined. Any method, such as that disclosed in International Publication No. 2020 / 129202, may be used to determine the damping force. Similarly, the driving control force adjustment unit 55 may arbitrarily combine the operation examples. In other words, it can determine a gain or ratio for each operation and calculate an adjustment control amount corresponding to the final or combined adjustment force.

[0040] 5 and 6 are combined, the cruise control force adjuster 55 can adjust the control force at the timings when the sprung pitch angular velocity is in the wheelie direction and the unsprung pitch angular velocity is in the nosedive direction (the eleventh and twelfth timings within the seventh and eighth timings). In other words, the cruise control force adjuster 55 does not adjust the control force at the timings when the sprung pitch angular velocity is in the wheelie direction and the unsprung pitch angular velocity is in the wheelie direction (the ninth and tenth timings within the seventh and eighth timings). With this adjustment, for example, when the driver operates the accelerator to accelerate the vehicle 10 while the vehicle 10 is traveling on a flat road surface, it is possible to suppress only the pitch motion generated by unevenness in the road surface 1.

[0041] 4 or 5, when the vehicle 10 is turning, the sprung vertical velocity is downward, or the sprung pitch angular velocity is in the wheelie direction during a predetermined control period. The vehicle motion determination unit 52 can estimate or determine the bank angle of the vehicle 10 based on, for example, the sprung roll angular velocity detected by the sensor group 40 and the speed of the vehicle 10 based on, for example, a wheel speed sensor. The larger the bank angle, the weaker the adjustment by the driving control force adjustment unit 55 can be, thereby prioritizing the turning of the vehicle 10. The bank angle indicates how much the vehicle 10 leans toward the road surface 1. When the vehicle 10 is traveling straight, the bank angle is set to zero. The bank angle can be detected or calculated using well-known techniques.

[0042] FIG. 7A is an explanatory diagram of another example configuration of the braking unit 62. The braking unit 62 in FIG. 3 is configured to include the brake caliper 17 in FIG. 2. The braking unit 62 in FIG. 3 may be configured to include the brake caliper 17a (first caliper or main caliper) and the brake caliper 17b (second caliper or sub-caliper) in FIG. 7. The configuration of the vehicle control device in FIG. 3 can be changed so that the brake caliper 17a is controlled by the braking force control unit 54 and the brake caliper 17b is controlled by the braking force application unit 57. In other words, the brake caliper 17 in FIG. 2 can be divided into a main caliper for normal control (brake caliper 17a) and a sub-caliper for attitude control (brake caliper 17b), or can further include a sub-caliper for attitude control (brake caliper 17b).

[0043] 7A , the brake caliper 17b is connected to the vehicle body via the torque rod 9. In other words, one end (upper end) of the torque rod 9 is connected to the vehicle body, while the other end (lower end) of the torque rod 9 is connected to the brake caliper 17b. Furthermore, the connection point (position) between the torque rod 9 and the vehicle body is located higher with respect to the height direction of the vehicle 10 and rearward with respect to the direction of travel of the vehicle 10, compared to the connection point (position) between the suspension 19 and the vehicle body. When the brake caliper 17b is actuated, a force acting on the brake caliper 17b acts in a direction that causes the spring to sink into the road surface 1. In other words, the braking force application unit 57 generates a driving force control amount, and the upper end of the suspension spring of the suspension 19 is compressed via the torque rod 9 and the swing arm 11.

[0044] The vehicle geometry shown in Fig. 7(A) is not common but novel. Therefore, for example, in the special vehicle geometry shown in Fig. 7(A), when the brake caliper 17b operates, the sprung mass 31 is pulled down (see Fig. 7(B)). In other words, a reaction force 24 of the braking torque acts on the swing arm 11 via the torque rod 9, compressing the suspension 19 (spring portion).

[0045] In the previous embodiment (vehicle geometry of FIG. 2 ), the suspension 19 (spring portion) can be extended when the driving torque 21 and the braking torque 23 are generated simultaneously. In the vehicle geometry of FIG. 7A , the suspension 19 (spring portion) can be compressed when the braking torque 23 is generated by the brake caliper 17 b. Furthermore, in the vehicle geometry of FIG. 7A , the suspension 19 (spring portion) can be preferably compressed when the driving torque 21 and the braking torque 23 are generated simultaneously. In addition, in the vehicle geometry of FIG. 7A , the suspension 19 (spring portion) can be further preferably compressed when the driving torque 21 balances with the braking torque 23.

[0046] In the previous embodiment (vehicle geometry of FIG. 2), the suspension 19 (spring portion) can be expanded within a predetermined control period to suppress vehicle motion or improve ride comfort. In the vehicle geometry of FIG. 7(A), the suspension 19 (spring portion) can be compressed within a predetermined control period to suppress vehicle motion or improve ride comfort.

[0047] Specifically, in the vehicle geometry of Figure 7 (A), in the operation example of Figure 4, the specified control period is, for example, the timing (first and second timings) when the sprung vertical velocity is upward so that the absolute value of the sprung vertical velocity on the rear wheel 15 side becomes smaller, and at such timings, for example, the braking force of the brake caliper 17b via the braking force application unit 57 adjusts or cancels out the driving force of the drive unit 61, causing the swing arm 11 to compress the suspension 19, thereby further improving ride comfort.

[0048] Alternatively, in the vehicle geometry of FIG. 7(A), in the operation example of FIG. 5, the predetermined control period is, for example, the timings (fifth and sixth timings) when the sprung pitch angular velocity is in the nose dive direction so that the sprung pitch angular velocity decreases, and at such timings, for example, the braking force of the brake caliper 17b via the braking force application unit 57 adjusts or cancels out the driving force of the drive unit 61, causing the swing arm 11 to compress the suspension 19, thereby further improving ride comfort.

[0049] Alternatively, for the vehicle geometry of FIG. 7(A), in the operation example of FIG. 6, the predetermined control period is, for example, the timings (11th and 12th timings) when the unsprung pitch angular velocity is in the nose dive direction so that the unsprung pitch angular velocity relative to the sprung pitch angular velocity becomes smaller, and at such timings, for example, the braking force of the brake caliper 17b via the braking force application unit 57 adjusts or cancels out the driving force of the drive unit 61, causing the swing arm 11 to compress the suspension 19, thereby further improving ride comfort.

[0050] Alternatively, for the vehicle geometry of FIG. 7(A), in the combined operation example of FIGS. 5 and 6, the specified control period is, for example, the timings (ninth and tenth timings within the fifth and sixth timings) when the sprung pitch angular velocity is in the nose-dive direction and the unsprung pitch angular velocity is in the wheelie direction so that the sprung pitch angular velocity and the unsprung pitch angular velocity become small, and at such timings, for example, the braking force of the brake caliper 17b via the braking force application unit 57 adjusts or cancels out the driving force of the drive unit 61, causing the swing arm 11 to compress the suspension 19, thereby further improving ride comfort.

[0051] Alternatively, in the vehicle geometry of Fig. 7(A), when the vehicle 10 is turning in the operation example of Fig. 4 or Fig. 5, the sprung vertical velocity is in the upward direction or the sprung pitch angular velocity is in the nose-dive direction during the predetermined control period. Here, the vehicle motion determination unit 52 can estimate or determine the bank angle of the vehicle 10, and the larger the bank angle, the weaker the adjustment by the driving control force adjustment unit 55 can be made to give priority to the turning of the vehicle 10.

[0052] In the above embodiment, the driving control force adjustment unit 55 generates the driving force and the braking force on the vehicle 10, for example, simultaneously within a predetermined control period. Here, "simultaneous" is a concept that includes not only completely simultaneous but also substantially simultaneous. "Completely simultaneous" means that the driving force and the braking force are always generated at some or all of the specific timing within the predetermined control period. In other words, the time when the driving force is not zero overlaps with the time when the braking force is not zero. "Substantially simultaneous" means that the driving force and the braking force are alternately generated at some or all of the specific timing within the predetermined control period. In other words, for example, when the braking force is zero, the predetermined delay period from the time when the driving force becomes zero to the time when the braking force is no longer zero is less than 0.1 seconds.

[0053] The predetermined delay period is preferably less than 0.05 seconds, more preferably less than 0.03 seconds, and even more preferably less than 0.001 seconds. The driving force and braking force may each vary periodically, for example, by a pulse train. When the duty ratio is, for example, 0.25% or 25%, the driving force and braking force may be zero. However, if the predetermined delay period is short—in other words, if a delay occurs in the transmission of the driving force due to a driving force transmission member such as the chain 14—and braking force is generated within that delay, the driving force and braking force can be substantially balanced (i.e., the average or integral values ​​of the driving force and braking force within the predetermined control period can be made equal).

[0054] In the above embodiment, the driving control force adjustment unit 55 generates an adjustment control amount when the driver operates the accelerator, brake pedal, or the like. However, the driving control force adjustment unit 55 may also generate an adjustment control amount when the driver does not operate the accelerator or brake pedal at all. Specifically, when the driver does not operate either the accelerator or the brake pedal, the driving control force adjustment unit 55 may generate an additional driving force amount and an additional braking force amount simultaneously (including substantially simultaneously) during a predetermined control period. When the additional driving force amount balances the additional braking force amount, the angle of the swing arm 11 (vehicle attitude) can be changed without changing the speed of the vehicle 10.

[0055] The present invention is not limited to the above-described exemplary embodiments, and those skilled in the art will be able to easily modify the above-described exemplary embodiments to the extent that they fall within the scope of the claims.

[0056] 1...road surface, 2...vehicle body frame, 9...torque rod, 10...vehicle, 11...swing arm, 12...drive shaft, 13...axle, 14...chain, 15...rear wheel, 16...brake disc, 17, 17a, 17b...brake caliper, 18...pivot, 19...suspension, 21...driving torque, 22...reaction force, 23...braking torque, 24...reaction force, 25...force, 31...sprung mass, 40...sensor group, 50...vehicle control device, 51...driver intention determination unit, 52...vehicle motion determination unit, 53...driving force control unit, 54...braking force control unit, 55...driving control force adjustment unit, 56...driving force application unit, 57...braking force application unit, 58, 59...addition unit, 61...driving unit, 62...braking unit, 71...damping force control unit, 72...damping unit.

Claims

1. A vehicle control device comprising: a driving control force adjustment unit that adjusts the control force for driving of a vehicle having a suspension system including a swing arm connecting tires and a vehicle body; and a vehicle motion judgment unit that judges the motion of the vehicle, wherein the motion judged by the vehicle motion judgment unit is suppressed by using the force acting on the swing arm when driving force and braking force are generated in the vehicle by the driving control force adjustment unit within a specified control period.

2. The vehicle control device according to claim 1, wherein the driving control force adjustment unit generates the driving force and the braking force simultaneously in the vehicle within the predetermined control period.

3. A control device for a vehicle as described in claim 1, wherein the movement of the vehicle is the sprung vertical velocity on the rear wheel side, the specified control period is the timing when the sprung vertical velocity is in a downward direction, and the driving control force adjustment unit adjusts the control force at said timing to extend the suspension.

4. A control device for a vehicle as described in claim 1, wherein the motion of the vehicle is a sprung pitch angular velocity, the specified control period is a timing when the sprung pitch angular velocity is in a wheelie direction, and the driving control force adjustment unit adjusts the control force at said timing to extend the suspension.

5. A control device for a vehicle as described in claim 1, wherein the motion of the vehicle is an unsprung pitch angular velocity relative to a sprung mass, the specified control period is a timing when the unsprung pitch angular velocity is in a wheelie direction, and the driving control force adjustment unit adjusts the control force at said timing to extend the suspension.

6. A vehicle control device as described in claim 1, wherein the motion of the vehicle is a sprung pitch angular velocity and an unsprung pitch angular velocity, the specified control period is a timing when the sprung pitch angular velocity is in a wheelie direction and the unsprung pitch angular velocity is in a nose dive direction, and the driving control force adjustment unit adjusts the control force at said timing to extend the suspension.

7. A vehicle control device as described in claim 3 or 4, wherein the vehicle motion determination unit further determines a bank angle of the vehicle, and the driving control force adjustment unit extends the suspension by weakening the adjustment of the control force as the bank angle becomes larger.

8. A control device for a vehicle as described in claim 1, wherein the movement of the vehicle is a sprung vertical velocity on the rear wheel side, the specified control period is a timing when the sprung vertical velocity is in an upward direction, and the driving control force adjustment unit adjusts the control force at said timing to compress the suspension.

9. The vehicle control device according to claim 1, wherein the motion of the vehicle is a sprung pitch angular velocity, the predetermined control period is a timing when the sprung pitch angular velocity is in a nose dive direction, and the driving control force adjustment unit adjusts the control force at said timing to compress the suspension.

10. A control device for a vehicle as described in claim 1, wherein the motion of the vehicle is an unsprung pitch angular velocity relative to a sprung mass, the specified control period is a timing when the unsprung pitch angular velocity is in a nose dive direction, and the driving control force adjustment unit adjusts the control force at said timing to compress the suspension.

11. A vehicle control device as described in claim 1, wherein the motion of the vehicle is a sprung pitch angular velocity and an unsprung pitch angular velocity, the specified control period is a timing when the sprung pitch angular velocity is in a nose dive direction and the unsprung pitch angular velocity is in a wheelie direction, and the driving control force adjustment unit adjusts the control force at said timing to compress the suspension.

12. A vehicle control device as described in claim 8 or 9, wherein the vehicle motion determination unit further determines a bank angle of the vehicle, and the driving control force adjustment unit weakens the adjustment of the control force to compress the suspension as the bank angle increases.

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