JP2009126432A - Steering damper control device and steering damper control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering damper control device suppressing of vibration of a vehicle body at speed-reduction. <P>SOLUTION: The steering damper control device applied to a two-wheel vehicle is provided with the steering damper for applying attenuation force to turning action of a steering device; and a variable valve (adjustment mechanism) for adjusting magnitude of the attenuation force. The control device is provided with a control means S50 for controlling the attenuation force by controlling operation of the variable valve; and a deceleration state obtaining means S10 for obtaining a detection signal from a rear stroke sensor (detection means) for detecting the deceleration state of the two-wheel vehicle. Further, when the control means S50 obtains the detection signal of the matter that it is during deceleration by the deceleration state obtaining means S10, it performs control so as to increase the attenuation force as compared with that at regular traveling that acceleration and deceleration are not performed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a steering damper control device that controls a damping force of a steering damper for a motorcycle.

  2. Description of the Related Art Conventionally, in a two-wheeled vehicle equipped with a steering device that is rotated by a driver's steering operation, a steering device is used to prevent the steering wheel from swinging due to a road surface disturbance (kickback) against the driver's intention. It is known to provide a steering damper that applies a damping force to the pivoting movement of the motor (see Patent Documents 1 and 2).

In the devices described in Patent Documents 1 and 2, paying attention to the fact that the load on the front wheel is reduced during the acceleration and the kickback is likely to occur, control is performed to increase the damping force by the steering damper during the acceleration.
Japanese Patent Laid-Open No. 2002-302085 JP 2005-219617 A

  While the above Patent Documents 1 and 2 focus on the behavior of a motorcycle during acceleration, the inventor further examined the behavior of the motorcycle during deceleration. That is, for example, when sudden braking is performed during high-speed driving, the knowledge that a vehicle body swings around the steering device is generated when the load on the rear wheel is reduced due to deceleration.

  That is, in Patent Documents 1 and 2 described above, the present inventor focuses on the problem that “the steering device swings relative to the vehicle body during acceleration” as indicated by the arrow in FIG. Focused on the problem of “the vehicle body swings around the steering device during deceleration” as shown by the arrow in FIG.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a steering damper control device that suppresses the vehicle body from being shaken during deceleration.

  Hereinafter, means for solving the above-described problems and the effects thereof will be described.

  Each of the following inventions includes a steering device that is rotated by a driver's steering operation, a steering damper that applies a damping force to the turning operation of the steering device, and an adjustment mechanism that adjusts the magnitude of the damping force. Applies to motorcycles.

  According to the first aspect of the present invention, the deceleration state is acquired by the control means for controlling the damping force by controlling the operation of the adjusting mechanism and the detection signal from the detection means for detecting the deceleration state of the two-wheeled vehicle. And the control means controls to increase the damping force as compared to during steady running without acceleration or deceleration when the detection signal indicating that the vehicle is decelerating is acquired by the deceleration state acquisition means. It is characterized by.

  According to this, during deceleration, the damping force applied to the turning operation of the steering device is increased, and as a result, the vehicle body shakes around the steering device (hereinafter simply referred to as “vehicle shake”). ) Is increased. Therefore, it is possible to suppress the vehicle body shake that may occur due to the reduction of the rear wheel load due to deceleration.

  Since vehicle body shake can occur when the vehicle decelerates rapidly, it is not necessary to increase the damping force with a slight deceleration during traveling. Therefore, in the invention according to claim 2, the detection means detects a deceleration value or a value corresponding to the deceleration value (hereinafter simply referred to as a deceleration value) as the deceleration state, and the control means obtains the acquired deceleration value. Is controlled so as to increase the damping force as compared with the steady running when the vehicle exceeds a preset threshold value. According to this, it is possible to prevent the driver from feeling uncomfortable by increasing the damping force when unnecessary.

  Further, the greater the degree of deceleration (deceleration value), the more likely the vehicle body shake occurs. Therefore, if the control is performed such that the damping force increases as the deceleration value increases, the certainty of suppressing the vehicle body shake is ensured. Can be improved.

  Further, the greater the vehicle speed of the two-wheeled vehicle, the more likely that the vehicle body shake will occur. Therefore, if the control is performed such that the damping force increases as the vehicle speed increases, the reliability of the vehicle body shake suppression can be improved.

  According to a fifth aspect of the present invention, the detecting means includes at least a rear stroke sensor for detecting a stroke amount of the rear suspension, and the stroke amount of the rear suspension is set to a value corresponding to the deceleration value. And When the rear wheel load decreases with deceleration, the stroke amount of the rear suspension increases (the rear suspension extends). Therefore, it can be said that the stroke amount corresponds to the deceleration value. For example, if the stroke amount exceeds a predetermined value, it may be determined that the deceleration value has exceeded a threshold value.

  In addition, since the present invention suppresses vehicle shake that may occur due to reduction of the rear wheel load due to deceleration, in determining whether or not the deceleration value exceeds the threshold, the rear that is directly related to the reduction of the rear wheel load. According to the invention of the fifth aspect, which is determined based on the stroke amount of the suspension, it is possible to improve the accuracy of determining whether or not the deceleration value exceeds the threshold value.

  According to a sixth aspect of the present invention, the detection means includes at least a front stroke sensor that detects a stroke amount of the front suspension, and sets the stroke amount of the front suspension to a value corresponding to the deceleration value. And When the rear wheel load is reduced as the vehicle is decelerated, the stroke amount of the front suspension is reduced (the front suspension is contracted). Therefore, it can be said that the stroke amount corresponds to the deceleration value. For example, if the stroke amount falls below a predetermined value, it may be determined that the deceleration value has exceeded a threshold value.

  Further, by combining the inventions according to claims 5 and 6, the ratio or difference of the stroke amount of the rear suspension with respect to the stroke amount of the front suspension is calculated, and if the ratio (difference) exceeds a predetermined value, the deceleration value is calculated. You may make it determine with having exceeded the threshold value.

  According to a seventh aspect of the present invention, the detection means includes at least a rear wheel peripheral speed sensor that detects a peripheral speed of the rear wheel, and the control means is configured to perform the control based on the acquired change in the rear wheel peripheral speed. It is characterized by determining whether the deceleration value or its equivalent value exceeded the said threshold value. If the rear wheel load becomes extremely small as a result of deceleration, the rear wheel may bounce to repeat the floating state and the ground contact state, and in that case, the rear wheel peripheral speed may change rapidly. Become. Therefore, for example, if the rate of change of the rear wheel peripheral speed (the amount of change per unit time) is equal to or greater than a predetermined value, it may be determined that the deceleration value has exceeded the threshold value.

  In the invention according to claim 8, the detection means compares a reference transition indicating a transition of the vehicle speed change of the two-wheeled vehicle with a rear wheel peripheral speed transition indicating a transition transition of the rear wheel peripheral speed, and Based on the fluctuation state of the rear wheel peripheral speed transition, it is determined whether or not the deceleration value or an equivalent value exceeds the threshold value. The change in vehicle speed is less affected by the above bounce than the change in rear wheel peripheral speed change, so it is determined that the deceleration value exceeds the threshold based on the fluctuation state of the rear wheel peripheral speed change based on the change in vehicle speed change. According to the invention described in claim 8, the determination accuracy can be improved.

  In the invention according to claim 9, the detection means compares the reference transition indicating the transition of the change in the front wheel peripheral speed with the rear wheel peripheral speed transition indicating the transition of the rear wheel peripheral speed, and the reference transition. It is characterized in that it is determined whether or not the deceleration value or an equivalent value thereof exceeds the threshold value based on the fluctuation state of the rear wheel peripheral speed transition. The change in the front wheel peripheral speed is less influenced by the bounce than the change in the rear wheel peripheral speed change, so the deceleration value is a threshold based on the fluctuation state of the rear wheel peripheral speed change based on the change in the front wheel peripheral speed change. According to the invention described in claim 9, it is possible to improve the determination accuracy.

  According to a tenth aspect of the present invention, there is provided the steering damper control device, a steering device that is rotated by a driver's steering operation, a steering damper that applies a damping force to the turning operation of the steering device, and a magnitude of the damping force. A steering damper control system comprising: at least one adjusting mechanism for adjusting. According to this steering damper control system, the above-described various effects can be similarly exhibited.

  Hereinafter, embodiments embodying the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
FIG. 1 is a configuration diagram showing an ECU 10 (electronic control unit) as a steering damper control device according to the present embodiment, a steering damper 40 to be controlled by the ECU 10, and a two-wheeled vehicle 20 on which the steering damper 40 is mounted. is there. In FIG. 1, illustration of the internal combustion engine, the fuel tank, the cowl, and the like of the motorcycle 20 is omitted.

  Speed sensors 31f and 31r (rotational speed detection sensors) for detecting the rotational speed of the wheels 21a (tires 21f and 21r) are attached to the respective wheels 21a of the front tire 21f and the rear tire 21r of the motorcycle 20. The speed sensors 31f and 31r include a rotor portion (not shown) that rotates together with a rotating shaft (not shown) that supports the wheel 21a, and a pickup that is disposed to face a plurality of grooves formed at an equal pitch on the rotor. It consists of a part. An analog signal of AC voltage output from the pickup unit is input to the ECU 10 and converted into a pulse signal that rises at each predetermined rotation angle of the rotating rotor unit by an input processing circuit (not shown) provided in the ECU 10. . The predetermined rotation angle corresponds to the pitch at which the grooves are formed. The converted pulse signal is input to a microcomputer 11 provided in the ECU 10.

  The vehicle body 22 of the motorcycle 20 includes a front wheel suspension mechanism and a rear wheel suspension mechanism that suspends the tires 21f and 21r and the wheel 21a and absorbs an impact received from the road surface. Each suspension mechanism includes suspensions 23f and 23r and shock absorbers 24f and 24r. The suspensions 23f and 23r are constituted by, for example, coil springs. The shock absorbers 24f and 24r are constituted by, for example, hydraulic or pneumatic cylinders, and exhibit a damping force against an impact received from the road surface.

  Stroke sensors 32f and 32r (detection means) for detecting the stroke amount of the suspensions 23f and 23r (value corresponding to the deceleration value of the two-wheeled vehicle 20) are attached to both the suspensions 23f and 23r. As the stroke sensors 32f and 32r, known contact sensors may be used, or optical or magnetic non-contact sensors may be used.

  Incidentally, in this embodiment, a contact type sensor that outputs a voltage according to the stroke amount is used, and a lower voltage is output as the suspensions 23f and 23r extend, and the stroke amount is small. On the other hand, it is assumed that as the suspensions 23f and 23r contract, a higher voltage is output and the stroke amount is large. Analog signals output from the stroke sensors 32 f and 32 r are input to the ECU 10, converted into digital signals by an input processing circuit (not shown) provided in the ECU 10, and then input to the microcomputer 11.

  FIG. 2 is a schematic view for explaining the operation of the steering damper 40 according to the present embodiment, as viewed from the direction indicated by the arrow A in FIG.

  The front fork 25 (steering device) is a member that rotatably supports the wheel 21a of the front wheel tire 21f. Further, the front fork 25 is rotatably supported by a head pipe 22a constituting the front end portion of the vehicle body 22, and when the driver operates the handle H (steering device) shown in FIG. The front fork 25 rotates with the front tire 21f with respect to the vehicle body 22.

  The steering damper 40 applies a damping force to the turning operation of the steering devices H, 25, and 21f. Specifically, the steering damper 40 includes a damper case 41 that forms a damper chamber 41a and a damper rod 42 that slides in the damper case 41. The bracket portion 41b of the damper case 41 is a head pipe. The bracket portion 42 a of the damper rod 42 is attached to the front fork 25.

  The damper chamber 41a is divided into two damper chambers by a piston 42b attached to the tip of the damper rod 42. An incompressible liquid such as oil is sealed in the damper chamber 41 a, and the two damper chambers 41 a are communicated by a bypass passage 43. The bypass passage 43 is provided with a variable valve 44 (adjustment mechanism). The variable valve 44 adjusts the damping force by changing the throttle passage for generating the damping force and the cross-sectional area of the throttle passage. A linear solenoid 45 is provided. The linear solenoid 45 changes the damping force by changing the cross-sectional area of the throttle passage according to the magnitude of the drive current value, and the drive current is controlled by the ECU 10.

  Incidentally, the damping force of the steering damper 40 varies depending on the flow speed (flow rate / time) of the liquid passing through the throttle passage of the variable valve 44. That is, even when a liquid having the same flow rate passes through a throttle passage having the same passage cross-sectional area, if the liquid moves slowly over time, the generated damping force is not so great. On the contrary, if it moves rapidly in a short time, the damping force increases.

  What gives this flow speed is the sliding speed of the rod 42, that is, the rotational speed of the steering devices H, 25, and 21f. In addition, the rotational speed of the steering devices H, 25, and 21f is greater due to an external factor that is an impact load during kickback or vehicle shake than that due to manual operation during intentional handling such as turning. . This means that even when the throttle degree of the variable valve 44 is the same, the generated damping force is different between normal handling and kickback or vehicle shake input.

  The ECU 10 controls the damping force by the steering damper 40 by controlling the drive current to the linear solenoid 45. As basic control contents, the following kickback suppression control and body shake suppression control are executed.

  The kickback suppression control means that the steering devices H, 25, and 21f (shaded portions in FIG. 3A) swing with respect to the vehicle body 22 as indicated by arrows in FIG. 3A (kickback). When the two-wheeled vehicle 20 accelerates, when the acceleration value exceeds a preset threshold value (when a sudden acceleration operation is performed), compared to during steady driving without acceleration / deceleration This control increases the damping force.

  The vehicle body shake suppression control means that the vehicle body 22 (shaded portion in FIG. 3B) swings around the steering devices H, 25, and 21f as indicated by arrows in FIG. 3B (vehicle shake). When the two-wheeled vehicle 20 decelerates, when the deceleration value exceeds a preset threshold value (when a sudden deceleration operation is performed), compared to during steady driving without acceleration / deceleration This control increases the damping force.

  Next, vehicle shake suppression control, which is a main part of the present embodiment, will be described in more detail with reference to FIGS. 4 and 5.

  FIG. 4 is a flowchart showing the processing contents of the vehicle shake suppression control executed by the microcomputer 11 of the ECU 10. The process shown in FIG. 4 is started with the ignition switch being turned on as a trigger, and is repeatedly executed at a predetermined cycle (for example, a calculation cycle performed by the CPU of the microcomputer 11) or every predetermined crank angle. In addition, ECU10 at the time of performing this process is corresponded to a steering damper control apparatus.

  First, in step S10 (deceleration state acquisition means), the output value (rear stroke amount) of the stroke sensor 32r of the rear suspension 23r is captured. In the subsequent step S20, the output value (vehicle speed) of at least one of the speed sensors 31f and 31r is captured. In the ROM or EEPROM of the microcomputer 11, the value of the damping force specified from the rear stroke amount and the vehicle speed is stored as map data (three-dimensional map). In the subsequent step S30, a damping force is calculated using the map based on the rear stroke amount acquired in step S10 and the vehicle speed acquired in step S20.

  Here, when the rear wheel load decreases with deceleration, the rear stroke amount increases (the rear suspension 23r extends). Therefore, it can be said that the rear stroke amount is a value corresponding to the deceleration value. Therefore, the map is set so that if the rear stroke amount exceeds a predetermined value, the deceleration value is determined to exceed the threshold value and the damping force is increased.

  The solid line in FIG. 5 shows the relationship between the rear stroke amount specified by the map and the damping force at a certain vehicle speed. As shown in this figure, when the rear suspension 23r is extended as the vehicle decelerates and the rear stroke amount suddenly increases, the damping force is increased if the rear stroke amount exceeds the first threshold value Ld1. If the rear stroke amount is equal to or less than the first threshold value Ld1, the damping force is fixed to the minimum value c1.

  Thereafter, when the rear stroke amount further increases, the damping force is linearly increased in accordance with the increase in the rear stroke amount. Thereafter, if the rear stroke amount exceeds the second threshold value Ld2 (Ld2> Ld1), the damping force is fixed to the maximum value c2. In the present embodiment, the rear stroke amount when the rear suspension 23r is fully extended is set as the second threshold Ld2.

  The dashed-dotted line in FIG. 5 shows the relationship between the rear stroke amount specified by the map and the damping force when the vehicle speed is higher than that of the solid line. Thus, the threshold Ld1 is set smaller as the vehicle speed increases. Further, as the vehicle speed increases, the inclination is set to be larger when the damping force is linearly increased in accordance with the increase in the rear stroke amount.

  Incidentally, in the kickback suppression control, when the rear suspension 23r is contracted with acceleration travel and the rear stroke amount is rapidly reduced, the damping force is increased if the rear stroke amount exceeds the third threshold value La1. If the rear stroke amount is greater than or equal to the third threshold Ld1, the damping force is fixed to the minimum value c1.

  Thereafter, when the rear stroke amount further decreases, the damping force is linearly increased in accordance with the decrease in the rear stroke amount. Thereafter, if the rear stroke amount exceeds the fourth threshold value La2 (La2 <La1), the damping force is fixed to the maximum value c2. In the present embodiment, the rear stroke amount when the rear suspension 23r is completely contracted is set as the fourth threshold value La2.

  Returning to the description of FIG. 4, in the following step S40, the drive current value to the linear solenoid 45 is calculated so that the damping force calculated in step S30 is generated. In subsequent step S50 (control means), the driving current having the value calculated in step S30 is applied to the linear solenoid 45 to drive the variable valve 44, and the steering damper 40 is caused to generate the damping force calculated in step S30. Control the operation.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) In the case where the rear suspension 23r extends as the vehicle decelerates and the rear stroke amount suddenly increases, if the rear stroke amount exceeds the first threshold value Ld1, it is added to the turning operation of the steering devices H, 25, 21f. Increase the damping force. Therefore, the suppression force is increased with respect to the force that the vehicle body 22 tends to swing around the steering devices H, 25, and 21f. Therefore, it is possible to suppress the vehicle body shake that may occur due to the reduction of the rear wheel load due to deceleration.

  (2) Since vehicle shake can occur when the vehicle is decelerating rapidly, it is not necessary to increase the damping force for a slight deceleration during traveling. In this embodiment in view of this point, the damping force is not increased unless the rear stroke amount exceeds the first threshold value Ld1, so that the damping force does not need to be increased as in the case of slight deceleration during traveling. It is possible to avoid making the driver feel uncomfortable by increasing the.

  (3) In view of the fact that the greater the degree of deceleration (deceleration value), the more likely the vehicle body shake occurs. In the present embodiment, in the region of Ld1 to Ld2 in FIG. Set as follows. Therefore, the certainty of suppressing the vehicle shake can be improved.

  (4) In view of the fact that the greater the vehicle speed, the more likely the vehicle shake will occur. In the present embodiment, the damping force is set to increase as the vehicle speed increases as shown by the dashed line in FIG. Therefore, the certainty of suppressing the vehicle shake can be improved.

(Second Embodiment)
When the rear wheel tire 21r is in a state of bouncing so as to repeat the state of floating with respect to the ground and the state of ground contact, vehicle shake occurs. And in the said 1st Embodiment, when the rear stroke amount exceeds 1st threshold value Ld1, it is considered that it is in the said bound state, and damping force is increased.

  On the other hand, in the present embodiment, when the value of the rear wheel peripheral speed pulsates greatly, that is, when the rate of change of the rear wheel peripheral speed is greater than a predetermined threshold value, it is considered that the bounce state has been reached and is attenuated. Increasing power.

  More specifically, the ECU 10 calculates the rear wheel peripheral speed based on the detection value of the rear speed sensor 31r (detection means). When the vehicle is in the bound state, the calculated rear wheel peripheral speed value varies as shown by the solid line in FIG. In addition, the dotted line in FIG. 6 has shown the front-wheel peripheral speed value or the vehicle speed value, and even if these values are in a bound state, a fluctuation | variation is small compared with the rear-wheel peripheral speed value. Therefore, the transition of the front wheel circumferential speed value or the vehicle speed value is used as the reference transition, the transition of the rear wheel circumferential speed value is defined as the rear wheel circumferential speed transition, and the reference transition and the rear wheel circumferential speed transition are compared, and the rear wheel relative to the reference transition is compared. When the variation (for example, deviation value) in the peripheral speed transition is larger than a predetermined threshold, it is considered that the bounce state, that is, the vehicle body shake is likely to occur, and the damping force is increased.

(Third embodiment)
In the first embodiment, the damping force is controlled based on the rear stroke amount. In the present embodiment, the damping force is controlled based on the front stroke amount in addition to the rear stroke amount.

  Specifically, in step S10 of FIG. 4, in addition to the rear stroke amount, the output value (front stroke amount) of the stroke sensor 32f (detection means) of the front suspension 23f is captured. Then, the ratio or difference (hereinafter simply referred to as difference) of the rear stroke amount with respect to the front stroke amount is calculated, and the coordinate axis (horizontal axis in FIG. 5) of the rear stroke amount used in step S30 is replaced with the difference. A map is created, and the damping force is set based on the calculated difference in the same manner as in FIG.

  That is, if the calculated difference exceeds the first threshold, the damping force is increased. If the difference further increases thereafter, the damping force is linearly increased in accordance with the increase in the difference. Thereafter, if the calculated difference exceeds the second threshold, the damping force is fixed at the maximum value c2. As described above, the same effects as those of the first embodiment are also exhibited by this embodiment.

(Other embodiments)
The above embodiments may be implemented with the following modifications. Further, the present invention is not limited to the description of the above embodiment, and the characteristic structures of the embodiments may be arbitrarily combined.

  In the first embodiment, the rear stroke amount is used as a value corresponding to the deceleration value, but the front stroke amount may be used. In other words, the control may be performed so that the damping force is increased when the front stroke amount becomes smaller (shrinks) than the threshold as the vehicle decelerates.

  In the first embodiment, until the rear stroke amount exceeds the first threshold value Ld1, the damping force is not increased and is fixed to the minimum value C1. That is, the damping force is controlled based on the rear stroke amount. On the other hand, the damping force may be controlled based on the rate of change of the rear stroke amount (the amount of change per unit time). For example, when the rate of change suddenly changes to be greater than a predetermined threshold. The damping force may be controlled to increase.

  A gyro sensor (detection means) is mounted to detect the pitching angle of the vehicle body (that is, the amount by which the rear wheel tire 21r is lifted from the ground or the compression collapse amount of the rear wheel tire 21r), and the pitching angle is a predetermined threshold value. Control may be performed so that the damping force is increased when the value exceeds.

  -It is equipped with at least one sensor (detection means) of a sensor that detects the operating pressure when the occupant operates the front brake and a sensor that detects the operating pressure when the rear brake is operated. Control may be made so that the damping force is increased when the threshold value is exceeded.

  A sensor (detection means) that detects the amount of compressive crushing of the rear tire 21r is mounted, and the damping force is controlled to increase when the amount of compressive crushing exceeds a predetermined threshold and the amount of crushing decreases. Also good. Further, a sensor (detection means) for detecting the amount of compression crush of the front wheel tire 21f is mounted, and the damping force is controlled to increase when the amount of crushing exceeds a predetermined threshold and the amount of crushing increases. Also good.

  In each of the above embodiments, the rear wheel peripheral speed value is calculated based on the detected value of the rear speed sensor 31r, but the rear wheel peripheral speed is determined based on the detected value of the crank angle sensor that detects the rotational speed of the crankshaft and the gear position. The speed value may be calculated. This is because the peripheral speed value of the rear wheel tire 21r functioning as the drive wheel is uniquely determined by the rotational speed of the crankshaft and the gear position.

  In the first embodiment, the first threshold value Ld1 is set to a value smaller than the rear stroke amount Ld2 when the rear suspension 23r is fully extended, but the rear stroke amount when it is fully extended. Ld2 may be set to the first threshold value. In this case, the damping force is increased only when the rear suspension 23r is fully extended.

  The map used in step S30 in FIG. 4 is a three-dimensional map of the rear stroke amount, the vehicle speed, and the damping force, but the steering angle is added to the map to change the setting of the damping force according to the steering angle. It may be a dimension map.

  In the first embodiment, the value of the damping force is calculated using the map in step S30 of FIG. 4, but the calculation formula for calculating the damping force using the rear stroke amount and the vehicle speed as parameters is a microcomputer 11. In step S30, the damping force may be calculated using the calculation formula.

It is a block diagram which shows the steering damper control apparatus (ECU) etc. which concern on 1st Embodiment of this invention. FIG. 2 is a schematic view for explaining an operation of a steering damper, as viewed from the direction indicated by an arrow A in FIG. 1. (A) is a top view of a two-wheeled vehicle explaining the behavior of kickback, and (b) is a top view of the two-wheeled vehicle explaining the behavior of vehicle shake. It is a flowchart which shows the processing content of the vehicle body shake suppression control which concerns on 1st Embodiment. It is a figure which shows the relationship between the rear stroke amount and damping force for demonstrating the map used by the process of FIG. In 2nd Embodiment of this invention, it is a figure which shows the time change with a rear-wheel peripheral speed value transition and a front-wheel peripheral speed transition (reference transition).

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... ECU (steering damper control device), 20 ... Two-wheeled vehicle, 21f ... Front wheel tire (steering device), 25 ... Front fork (steering device), 32r ... Rear stroke sensor (detection means), 40 ... Steering damper, 44 ... Variable Valve (adjustment mechanism), S10 ... deceleration state acquisition means, S50 ... control means, H ... steering wheel (steering device).

Claims (10)

A two-wheeled vehicle including a steering device supported by a vehicle body and rotated by a driver's steering operation, a steering damper that applies a damping force to the turning operation of the steering device, and an adjustment mechanism that adjusts the magnitude of the damping force Applies to
Control means for controlling the damping force by controlling the operation of the adjusting mechanism;
A deceleration state acquisition means for acquiring a detection signal from a detection means for detecting a deceleration state of the motorcycle;
With
The control unit, when acquiring a detection signal indicating that the vehicle is decelerating by the deceleration state acquisition unit, controls to increase the damping force as compared with a steady traveling that is not accelerated or decelerated. Control device. The detection means detects a deceleration value or a value corresponding to a deceleration value as the deceleration state,
2. The control unit according to claim 1, wherein when the acquired deceleration value or an equivalent value thereof exceeds a preset threshold value, the control unit performs control so that the damping force is increased as compared to the steady running. The steering damper control device described.   The steering damper control device according to claim 2, wherein the control unit controls the damping force to increase as the deceleration value or an equivalent value thereof increases.   4. The steering damper control device according to claim 2, wherein the control unit controls the damping force to increase as the vehicle speed of the two-wheeled vehicle increases. 5.   The said detection means has at least a rear stroke sensor for detecting the stroke amount of the rear suspension, and sets the stroke amount of the rear suspension to a value corresponding to the deceleration value. The steering damper control device according to any one of the above.   The said detection means has at least a front stroke sensor for detecting the stroke amount of the front suspension, and sets the stroke amount of the front suspension to a value corresponding to the deceleration value. The steering damper control device according to any one of the above. The detection means has at least a rear wheel peripheral speed sensor for detecting a peripheral speed of the rear wheel,
The said control means determines whether the said deceleration value or its equivalent value exceeded the said threshold value based on the change of the acquired said rear-wheel peripheral speed, The any one of Claims 2-6 characterized by the above-mentioned. The steering damper control device described. The detection means includes
Compare the reference transition indicating the change in the vehicle speed of the two-wheeled vehicle and the rear wheel peripheral speed change indicating the change in the rear wheel peripheral speed,
The steering damper control device according to claim 7, wherein it is determined whether or not the deceleration value or an equivalent value thereof exceeds the threshold based on a fluctuation state of the rear wheel peripheral speed transition with respect to the reference transition. The detection means includes
Compare the reference transition indicating the change in the front wheel peripheral speed with the rear wheel peripheral speed change indicating the change in the rear wheel peripheral speed,
The steering damper control device according to claim 7, wherein it is determined whether or not the deceleration value or an equivalent value thereof exceeds the threshold based on a fluctuation state of the rear wheel peripheral speed transition with respect to the reference transition. The steering damper control device according to any one of claims 1 to 9,
At least one of a steering device that is rotated by a driver's steering operation, a steering damper that applies a damping force to the rotating operation of the steering device, and an adjustment mechanism that adjusts the magnitude of the damping force;
A steering damper control system comprising:

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