WO2017090666A1

WO2017090666A1 - Leanable vehicle

Info

Publication number: WO2017090666A1
Application number: PCT/JP2016/084762
Authority: WO
Inventors: 将行三木
Original assignee: ヤマハ発動機株式会社
Priority date: 2015-11-24
Filing date: 2016-11-24
Publication date: 2017-06-01
Also published as: JP6646683B2; JPWO2017090666A1

Abstract

This leanable vehicle is equipped with a vehicle chassis frame, a left steered wheel, a right steered wheel, and a left-right tilt moment control device. The left-right tilt moment control device includes: a left-right tilt state detection unit for detecting the state of tilt of the vehicle chassis frame; and a left-right-steered-wheel torque difference adjustment unit for adjusting the difference between the torque of the left steered wheel and the torque of the right steered wheel during at least part of a period of travel while tires are gripping, on the basis of the state of tilt. In addition, the left-right tilt moment control device controls the moment at which the vehicle chassis frame of the traveling leanable vehicle is tilted to the left and right, by adjusting the difference between the torque of the left steered wheel and the torque of the right steered wheel.

Description

Lean vehicle

The present invention relates to a lean vehicle having two steered wheels arranged side by side in the left-right direction and capable of tilting in the left-right direction.

Conventionally, in a four-wheel lean vehicle, a technique for adjusting the amount of leaning in the left-right direction of the vehicle body is disclosed in Patent Document 1 below. The lean vehicle includes a pair of left and right rear arms and a pair of left and right hydraulic actuators. The angle of the pair of rear arms is adjusted with a hydraulic actuator. Thereby, the amount of inclination of the vehicle body in the left-right direction is adjusted.

Japanese Patent No. 5237783

An object of the present invention is to realize a lean vehicle having a function of adjusting the horizontal inclination of the vehicle body by a method different from that of Patent Document 1.

The inventor conducted behavior analysis during travel on a lean vehicle having a pair of steered wheels arranged side by side in the left-right direction. In particular, we studied how the vehicle behaves depending on how braking force is applied to the right and left steering wheels, which are a pair of steering wheels.

In lean vehicles, the direction of travel can be changed to the left or right by tilting the body frame to the left or right while driving. That is, when the lean vehicle turns, the body frame tilts in the direction in which the lean vehicle turns. The inventor studied the behavior of a lean vehicle when the distribution of braking force between the right steering wheel and the left steering wheel was variously changed while traveling on a slope. As a result, it was found that when the braking force is equally distributed to the right steering wheel and the left steering wheel in a state where the body frame is inclined, a roll moment is generated in the body frame in a direction to raise the body frame to the outside of the turn. In addition, it was found that this characteristic changes when an experiment is performed in which the difference in braking force between the right steering wheel and the left steering wheel is extremely changed. In the following, when the lean vehicle is turning, the side closer to the turning center of the left and right sides of the lean vehicle is turned inside. Of the left and right sides of the lean vehicle, the opposite side to the turning center is the turning outside.

The inventor examined the relationship between the distribution of braking force and the inclination state of the body frame in more detail, and found the following. First, if the braking force of the steering wheel, ie, the outer wheel, located on the outside of the turn is greater than the braking force of the steering wheel, ie, the inner wheel, located on the inside of the turn, the vehicle body frame is further inclined to the inside of the turn. It was found that a roll moment in the direction occurred. That is, it has been found that the rising to the outside of the body frame is suppressed. On the other hand, it was found that when the braking force of the inner wheel is made larger than the braking force of the outer wheel during the inclined running, a roll moment is generated in a direction that causes the body frame to rise to the outside of the turn. That is, it has been found that the rising of the vehicle body frame to the outside of the turn is greater. As a result, the inventor has found that the tilt state of the vehicle body frame can be adjusted by adjusting the difference in braking force between the left steering wheel and the right steering wheel that are running on the slope. The braking force has the same meaning as the braking torque.

Furthermore, the inventor obtained the following knowledge in view of the fact that the braking force is opposite in direction to the driving force. That is, by adjusting the difference in driving force between the left steering wheel and the right steering wheel, it is possible to adjust the roll moment that tilts the vehicle body frame in the left-right direction when the lean vehicle is traveling. The driving force has the same meaning as the driving torque.

Further, the inventor adjusts the difference in braking torque or drive torque between the left and right steering wheels even when the rear wheels are a pair of left and right steering wheels, as in the case where the front wheels are a pair of left and right steering wheels. The inventors have come up with the idea that the moment for tilting the body frame in the left-right direction can be adjusted while the vehicle is running.

Based on the above findings, the inventor has come up with a lean vehicle having the following configuration. The lean vehicle in the embodiment of the present invention is arranged side by side in the left-right direction of the lean vehicle, and the left steering wheel and the right steering wheel to be steered, and the left steering wheel that controls the rotation torque around the axle of the left steering wheel A wheel drive device, a right steering wheel drive device that controls torque of rotation of the right steered wheel around the axle, a vehicle body frame, and a left / right tilt moment control device. The body frame supports the left steering wheel, the right steering wheel, the left steering wheel braking / driving device, and the right steering wheel braking / driving device. The body frame tilts to the left in the left-right direction of the lean vehicle when the lean vehicle turns to the left, and tilts to the right in the left-right direction of the lean vehicle when the lean vehicle turns to the right. The left / right tilt moment control device includes a left / right tilt state detection unit and a left / right steering wheel torque difference adjustment unit. The left / right tilt state detection unit is mounted on the body frame and detects a tilt state of the body frame in the left / right direction of the lean vehicle. The left and right steered wheel torque difference adjustment unit is based on the tilt state detected by the left and right tilt state detection unit, and at least during a period during which the left steered wheel and the right steered wheel are gripping the road surface. The difference between the torque of the left steering wheel controlled by the left steering wheel braking / driving device and the torque of the right steering wheel controlled by the right steering wheel braking / driving device is adjusted. The left / right tilt moment control device controls a moment for tilting the vehicle body frame during travel of the lean vehicle in the left / right direction of the lean vehicle by adjusting a difference between the torque of the left steered wheel and the torque of the right steered wheel. (Configuration 1) In the lean vehicle having the configuration 1, the moment for tilting the vehicle body frame in the left-right direction is controlled by adjusting the difference between the torque of the left steering wheel and the torque of the right steering wheel. Therefore, it is possible to adjust the inclination of the body frame in the left-right direction.

In the lean vehicle configured as described above, the left and right steered wheel torque difference adjustment unit is controlled by the left steered wheel braking and driving device when the vehicle body frame is tilted to the left in the left and right direction of the lean vehicle. The left steered wheel when the torque of the steered wheel and the torque of the right steered wheel controlled by the right steered wheel braking / driving device are tilted to the right in the left-right direction of the lean vehicle. The torque of the left steered wheel and the right steering wheel are different so that the magnitude relationship between the torque of the left steered wheel controlled by the braking / driving device and the torque of the right steered wheel controlled by the right steering wheel braking / driving device is different. The difference in torque between the wheels can be adjusted (Configuration 2).

According to Configuration 2, the direction of the roll moment due to the difference between the torque of the left steering wheel and the torque of the right steering wheel when the body frame is tilted to the left, and the direction of the left steering wheel when the body frame is tilted to the right The direction of the roll moment due to the difference between the torque and the torque of the right steering wheel is reversed. Therefore, it is possible to generate either a moment that raises the vehicle body frame or a moment that further tilts the vehicle body frame when the vehicle is tilted left or right.

The state in which the body frame is tilted to the left in the left-right direction of the lean vehicle is a state in which the vertical line of the body frame is tilted to the left in the left-right direction of the vehicle with respect to the vertical line. The state in which the body frame is tilted to the right in the left-right direction of the lean vehicle is a state in which the vertical line of the body frame is tilted to the right in the left-right direction of the vehicle with respect to the vertical line. If the vehicle body frame is tilted to the left when the lean vehicle is turning, the left steering wheel is the inner wheel and the right steering wheel is the outer wheel. If the vehicle body frame is tilted to the right when the lean vehicle is turning, the left steering wheel is the outer wheel and the right steering wheel is the inner wheel.

Rotational torque around the axle of the left and right steering wheels includes braking torque and drive torque. The driving torque is a force that rotates the left steering wheel or the right steering wheel so that the lean vehicle moves forward. The braking torque is a force that brakes the rotation of the left steering wheel or the right steering wheel in the direction in which the lean vehicle moves forward. The direction of the driving torque and the direction of the braking torque are opposite.

In the lean vehicle having the above-described configuration 2, the left and right steering wheel torque difference adjustment unit includes:
When the vehicle body frame is tilted to the left in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The braking torque of the right steering wheel is greater than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the difference between the torque of the left steering wheel and the torque of the right steering wheel so as to be smaller than the driving torque,
When the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking drive is controlled by the right steering wheel braking / driving device. Driving the right steering wheel, which is smaller than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device The torque difference between the left steered wheel and the right steered wheel can be adjusted to be greater than the torque (Configuration 3).

According to the above configuration 3, the braking torque of the left steering wheel and the right steering wheel that becomes the inner wheel during turning is greater than the braking torque that becomes the outer wheel. Alternatively, the driving torque of the outer ring becomes larger than the driving torque of the inner ring. Due to this torque difference, a roll moment is generated in a direction in which the vehicle body frame is raised when the lean vehicle turns. Therefore, it is possible to adjust the inclination of the body frame in the left-right direction.

Here, when the braking torque of the left steering wheel is larger or smaller than the braking torque of the right steering wheel, the magnitude of the braking torque of the left steering wheel, that is, the absolute value, is greater than the magnitude of the braking torque of the right steering wheel, that is, the absolute value. Increase or decrease. That the driving torque of the left steering wheel is larger or smaller than the driving torque of the right steering wheel is that the magnitude of the driving torque of the left steering wheel, that is, the absolute value is larger or smaller than the magnitude of the driving torque of the right steering wheel, that is, the absolute value. Suppose that

In the lean vehicle having the above-described configuration 2, the left and right steering wheel torque difference adjustment unit includes:
When the vehicle body frame is tilted to the left in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The driving torque of the left steering wheel is smaller than the braking torque of the right steering wheel, or the driving torque of the left steering wheel is controlled by the right steering wheel braking / driving device. Adjust the difference between the torque of the left steering wheel and the torque of the right steering wheel so as to increase,
When the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The braking torque of the right steering wheel is greater than the braking torque of the right steering wheel, or the driving torque of the left steering wheel by the left steering wheel braking / driving device is greater than the driving torque of the right steering wheel controlled by the right steering wheel braking / driving device. The difference between the torque of the left steered wheel and the torque of the right steered wheel can be adjusted so as to decrease (Configuration 4).

According to the above configuration 3, the braking torque of the left steering wheel and the right steering wheel that becomes the outer wheel during turning is greater than the braking torque that becomes the inner wheel. Or, the driving torque of the inner ring becomes larger than the driving torque of the outer ring. Due to this torque difference, when the lean vehicle turns, a roll moment is generated in a direction in which the body frame is further tilted. Therefore, it is possible to adjust the inclination of the body frame in the left-right direction.

In the lean vehicle according to any one of the above configurations 1 to 4, the left and right steering wheel torque difference adjustment unit is configured to control the vehicle body frame according to an inclination angle of the lean vehicle in the left-right direction detected by the left-right inclination state detection unit. The difference between the torque of the left steering wheel controlled by the left steering wheel braking / driving device and the torque of the right steering wheel controlled by the right steering wheel braking / driving device can be adjusted (Configuration 5). With the configuration 5, the inclination of the body frame in the left-right direction can be adjusted according to the inclination angle. For example, the magnitude of the torque of the left steering wheel and the magnitude of the torque of the right steering wheel can be set in accordance with the inclination angle of the vehicle body frame.

In the lean vehicle having any one of the configurations 1 to 5, the left and right steered wheel torque difference adjustment unit is responsive to the lean angular velocity of the vehicle body frame in the left and right direction of the lean vehicle detected by the left and right lean state detection unit. The difference between the torque of the left steering wheel controlled by the left steering wheel braking / driving device and the torque of the right steering wheel controlled by the right steering wheel braking / driving device can be adjusted (Configuration 6).

The configuration 6 makes it possible to adjust the inclination of the body frame in the left-right direction according to the inclination angular velocity. For example, the magnitude of the torque of the left steering wheel and the magnitude of the torque of the right steering wheel can be set in accordance with the inclination angular velocity of the vehicle body frame.

In the lean vehicle configured as described above, the left and right steered wheel torque difference adjustment unit is configured to determine a tilt angular velocity at which the lean of the vehicle body frame changes toward the left in the left-right direction of the lean vehicle. The magnitude relationship between the torque of the left steering wheel controlled by the left steering wheel braking / driving device when detected and the torque of the right steering wheel controlled by the right steering wheel braking / driving device, and the left / right tilt state detection unit The left steering wheel torque controlled by the left steering wheel braking and driving device when the lean angular velocity at which the lean of the body frame is about to change toward the right in the left-right direction of the lean vehicle is detected and the right The difference between the torque of the left steering wheel and the torque of the right steering wheel can be adjusted so that the magnitude relationship of the torque of the right steering wheel controlled by the steering wheel braking / driving device is different. (Configuration 7).

According to the configuration 7, the direction of the roll moment due to the difference between the torque of the left steered wheel and the torque of the right steered wheel when the body frame is tilted toward the left, and when the body frame is tilted toward the right The direction of the roll moment due to the difference between the torque of the left steering wheel and the torque of the right steering wheel is reversed. Therefore, the direction of the roll moment with respect to the direction to incline can be made the same even if it is going to incline toward either the left or the right.

In the lean vehicle configured as described above, the left and right steered wheel torque difference adjustment unit includes:
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the left in the left / right direction of the lean vehicle. The braking torque of the wheel is smaller than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the torque difference between the left steering wheel and the right steering wheel so as to be larger than the driving torque of the right steering wheel controlled by the right steering wheel braking and driving device;
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the right in the left / right direction of the lean vehicle. The braking torque of the wheel becomes larger than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is The difference between the torque of the left steering wheel and the torque of the right steering wheel can be adjusted to be smaller than the driving torque of the right steering wheel controlled by the right steering wheel braking / driving device (Configuration 8). According to the above-described configuration 8, it is possible to generate a roll moment that causes the body frame to tilt in the direction in which the vehicle body frame tends to tilt due to the torque difference between the left steering wheel and the right steering wheel.

In the lean vehicle of any one of the above configurations 1 to 8, the left and right steered wheel torque difference adjustment unit is configured when an inclination angle of the lean vehicle in the left-right direction of the vertical direction line of the body frame with respect to the vertical direction is smaller than a first threshold value. The torque of the left steering wheel is different from the torque of the left steering wheel controlled by the left steering wheel braking / driving device and the torque of the right steering wheel controlled by the right steering wheel braking / driving device. The difference in torque of the right steering wheel can be adjusted (Configuration 9). According to the above-described configuration 9, when the horizontal inclination of the vehicle body frame is smaller than the first threshold value, it is possible to generate a roll moment due to the difference between the torque of the left steering wheel and the torque of the right steering wheel.

In the lean vehicle of any of the above configurations 1 to 9,
The left and right steered wheel torque difference adjusting unit is controlled by the left steered wheel braking / driving device when the lean angle of the lean vehicle in the left and right direction of the vertical direction line of the body frame with respect to the vertical direction is larger than a second threshold value. The difference between the torque of the left steering wheel and the torque of the right steering wheel is adjusted so that the torque of the left steering wheel and the torque of the right steering wheel controlled by the right steering wheel braking / driving device are different.

In the lean vehicle having the above-described configuration 9, when the inclination angle of the vertical direction line of the body frame with respect to the vertical direction in the left-right direction of the lean vehicle is smaller than a first threshold value, the left and right steered wheel torque difference adjustment unit is
When the vehicle body frame is tilted to the left in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The braking torque of the right steering wheel is greater than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the difference between the torque of the left steering wheel and the torque of the right steering wheel so as to be smaller than the driving torque,
When the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking drive is controlled by the right steering wheel braking / driving device. Driving the right steering wheel, which is smaller than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device The torque difference between the left steered wheel and the right steered wheel can be adjusted to be greater than the torque (Configuration 11). According to the configuration 11, when the inclination of the body frame in the left-right direction is smaller than the first threshold value, it is possible to generate the roll moment in the direction in which the body frame is raised.

In the lean vehicle having the above-described configuration 11, when the lean angle in the left-right direction of the lean vehicle with respect to the vertical direction of the vertical direction line of the body frame is larger than a first threshold, the left and right steered wheel torque difference adjustment unit is
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the left in the left / right direction of the lean vehicle. The braking torque of the wheel is smaller than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the torque difference between the left steering wheel and the right steering wheel so as to be larger than the driving torque of the right steering wheel controlled by the right steering wheel braking and driving device;
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the right in the left / right direction of the lean vehicle. The braking torque of the wheel becomes larger than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is The difference between the torque of the left steering wheel and the torque of the right steering wheel can be adjusted to be smaller than the driving torque of the right steering wheel controlled by the right steering wheel braking / driving device (Configuration 12). According to the above configuration 12, when the inclination of the body frame in the left-right direction is smaller than the first threshold value, it is possible to generate a roll moment in a direction in which the body frame is raised. When the lateral inclination of the body frame is larger than the first threshold, the roll moment can be generated in the direction in which the body frame tends to tilt.

The lean vehicle of any of the above configurations 1 to 12 may further include an operation element that can be operated by the rider and an operation state detection unit that detects an operation state of the operation element. In this case, the left and right steering wheel torque difference adjustment unit is configured to generate the left steering wheel braking / driving device generated by the left steering wheel braking / driving device based on the tilt state detected by the tilt state detection unit and the operation state detected by the operation state detection unit. The difference between the torque of the steering wheel and the torque of the right steering wheel generated by the right steering wheel braking / driving device can be adjusted (Configuration 13). With the configuration 13, the roll moment of the vehicle body frame can be generated according to the rider's operation.

In the lean vehicle of configuration 13, the left and right steered wheel torque difference adjustment unit includes a torque of the left steered wheel controlled by the left steered wheel braking / driving device and a right steered wheel controlled by the right steered wheel braking / driving device. The total amount of torque may be determined according to the amount of operation of the operating element by the rider. In this case, the total amount of the left steering torque and the right steering wheel torque with respect to the operation amount of the operating element when the vehicle body frame is tilted in the left-right direction of the lean vehicle is calculated as follows: The total amount of the left steering torque and the right steering wheel torque with respect to the operation amount of the operation element when the vehicle is not tilted in the left-right direction can be made equal (Configuration 14).

The lean vehicle according to any one of the above configurations 1 to 14, wherein the link mechanism includes an arm that is rotatably supported with respect to the vehicle body frame and supports the right wheel and the left wheel. A link mechanism that changes the relative position of the right wheel and the left wheel in the vertical direction with respect to the vehicle body frame to incline the vehicle body frame in the horizontal direction of the lean vehicle. . In this case, the left-right inclination state detection unit can detect the inclination state of the body frame in the left-right direction of the lean vehicle by detecting the rotation of the arm with respect to the body frame (Configuration 15).

According to the above configuration, it is possible to provide a lean vehicle that can adjust the inclination state of the body frame during traveling.

It is a typical side view when a saddle-ride type vehicle is viewed from the left in the left-right direction of the body frame. It is a typical front view when the front part of a saddle-ride type vehicle is seen from the front under a state where the body frame is in an upright state. It is drawing which expanded a part of FIG. FIG. 3 is a schematic plan view when the vehicle of FIG. 2 is viewed from above. It is a typical top view of the vehicle front part of the state which steered the vehicle. It is a typical front view of the vehicle front part of the state which inclined the vehicle. FIG. 2 is a schematic front view of the front portion of the vehicle in a state where the vehicle is steered and tilted. It is a functional block diagram which shows typically the structure of an inclination detection part. Fig. 2 schematically illustrates acceleration generated at the center of gravity of a vehicle. 1 schematically illustrates an angular velocity generated in a vehicle. It is a typical side view of the left shock absorber seen from the right side of the vehicle of FIG. It is a block diagram which shows typically the composition of the brake system with which vehicles are provided. It is a block diagram which shows typically the structure of a torque control part. 4 is a schematic drawing for explaining the behavior of a vehicle when a braking torque larger than that of the outer ring is generated for the inner ring. 4 is a schematic drawing for explaining the behavior of a vehicle when a braking torque greater than that of the inner ring is generated for the outer ring. It is a block diagram which shows typically the structure of the torque control part of 3rd embodiment. It is a figure which shows the example of centrifugal force Fc and gravity Fg when a vehicle body frame inclines. It is a figure which shows the example of the centrifugal force Fc, the gravity Fg, and the yaw moment when a vehicle body frame inclines. It is a flowchart which shows the operation example of the left-right inclination moment control apparatus.

In the following, the “saddle-type vehicle” is an example of the “lean vehicle”. The following “body” has the same meaning as the above “body frame”. The following “tilt detector” is an example of the “left / right tilt state detector”. The following “torque control unit” is an example of the “left and right steering wheel torque difference adjustment unit”.

A saddle-ride type vehicle according to an embodiment of the present invention includes a left steering wheel, a right steering wheel, and non-steering wheels positioned in the front-rear direction of the vehicle body with respect to the left steering wheel and the right steering wheel. The saddle-ride type vehicle includes an inclination detection unit that detects an inclination state of the vehicle body, a left braking / driving torque that the left steering wheel transmits to the road surface according to the inclination state of the vehicle body, and the right steering wheel on the road surface. A torque control unit for controlling distribution of the transmitted right braking drive torque (first configuration).

According to said 1st structure, since the magnitude | size of the braking torque or drive torque which each of a left steering wheel and a right steering wheel transmits to a road surface is adjusted according to the inclination state of a vehicle body, according to the driving | running state The vehicle body posture can be adjusted.

In the first configuration, the saddle riding type vehicle is configured to be operable by a rider, a left braking unit that brakes rotation of the left steering wheel, a right braking unit that brakes rotation of the right steering wheel, and the like. A braking operator may be provided.

In this case, the torque control unit
A total braking torque calculating unit that calculates a total value of a left braking torque that is a braking torque of the left braking unit and a right braking torque that is a braking torque of the right braking unit according to an operation amount of the braking operator; ,
Each braking torque calculation unit that calculates the left braking torque and the right braking torque, respectively, by allocating the total value based on a reference determined according to the inclination state of the vehicle body detected by the inclination detection unit; ,
The left braking torque calculated by each braking torque calculation unit is controlled to be generated for the left braking unit, and the right braking torque calculated by each braking torque calculation unit is applied to the right braking unit. And a braking control section that performs control to be generated (second configuration).

According to the second configuration, the braking torque corresponding to the rider's operation amount is distributed to the left and right steering wheels.

In the second configuration, the saddle riding type vehicle includes a left pipe that is in communication with the left brake unit and filled with brake fluid, and a right pipe that is in communication with the right brake unit and is filled with brake fluid. You may prepare. In this case, the left brake portion can brake the rotation of the left steered wheel according to the hydraulic pressure of the brake fluid filled in the left pipe. The right braking unit can brake the rotation of the right steering wheel according to the hydraulic pressure of the brake fluid filled in the right pipe. The brake control unit can independently control the hydraulic pressure of the brake fluid filled in the left pipe and the hydraulic pressure of the brake fluid filled in the right pipe (third configuration).

In the second or third configuration, the torque control unit may determine which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel, based on the tilt state of the vehicle body detected by the tilt detection unit. You may provide the inner-outer ring specific | specification part which pinpoints whether there exists. Each of the braking torque calculators transmits to the road surface the braking torque transmitted to the road surface by the steering wheel identified as the inner wheel by the inner / outer wheel identification unit, and the steering wheel identified by the inner / outer wheel identification unit as the outer wheel to the road surface. The left braking torque and the right braking torque can be calculated so as to be larger than the braking torque (fourth configuration).

According to the fourth configuration, it is possible to generate a roll moment that raises the vehicle body when traveling in an inclined state.

In the second or third configuration, the torque control unit may determine which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel, based on the tilt state of the vehicle body detected by the tilt detection unit. You may provide the inner-outer ring specific | specification part which pinpoints whether there exists. Each of the braking torque calculation units transmits the braking torque transmitted to the road surface by the steering wheel identified as the outer wheel by the inner / outer wheel identification unit, and the steering wheel identified by the inner / outer wheel identification unit transmits the braking wheel to the road surface. The left braking torque and the right braking torque can be calculated so as to be larger than the braking torque (fifth configuration).

According to the fifth configuration, it is possible to generate a roll moment that further tilts the vehicle body when traveling in an inclined state.

In the second or third configuration, the torque control unit may determine which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel, based on the tilt state of the vehicle body detected by the tilt detection unit. An inner / outer wheel specifying unit for specifying whether or not there is a storage unit storing priority performance information regarding which of the vehicle body posture maintaining property during driving and the vehicle body posture variability during driving is prioritized. You may prepare. When each of the braking torque calculation units reads the priority performance information indicating that the vehicle body posture maintenance is prioritized from the storage unit, the steering wheel on the side identified as the inner wheel by the inner / outer wheel identification unit is the road surface. The left braking torque and the right braking torque can be calculated such that the braking torque transmitted to the vehicle is greater than the braking torque transmitted to the road surface by the steering wheel identified as the outer wheel by the inner / outer wheel identifying unit. . In addition, when each of the braking torque calculation units reads the priority performance information indicating that priority is given to the posture variability of the vehicle body from the storage unit, the steering wheel on the side specified as the outer wheel by the inner / outer wheel specifying unit The left braking torque and the right braking torque are respectively calculated so that the braking torque transmitted to the road surface is larger than the braking torque transmitted to the road surface by the steering wheel identified as the inner wheel by the inner / outer wheel identifying unit. (Sixth configuration). According to the sixth configuration, posture adjustment according to the performance required for the vehicle can be performed.

In any one of the second to sixth configurations, the tilt detection unit may include a roll angle sensor that detects a roll angle of the vehicle body. Each of the braking torque calculation units can calculate the left braking torque and the right braking torque by allocating the total value based on a reference determined according to the roll angle of the vehicle body (first 7 configuration). According to the seventh configuration, it is possible to adjust the posture according to the roll angle of the vehicle body.

In any one of the second to sixth configurations, the tilt detection unit may include a roll angular velocity sensor that detects a roll angular velocity of the vehicle body. Each of the braking torque calculation units can calculate the left braking torque and the right braking torque by allocating the total value based on a criterion determined according to a roll angular velocity of the vehicle body (first 8 configuration). According to the eighth configuration, it is possible to adjust the posture according to the roll angular velocity of the vehicle body.

In the eighth configuration, the torque control unit determines which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel based on the tilt state of the vehicle body detected by the tilt detection unit. An inner / outer wheel specifying unit for specifying, and a storage unit storing priority performance information regarding which of the vehicle body posture maintaining property during driving and the vehicle body posture variability during driving is prioritized. Good. In this case, each of the braking torque calculation units moves from the roll angular velocity sensor in a direction in which the vehicle body tilts when the priority performance information indicating that the posture maintenance property of the vehicle body is prioritized is read from the storage unit. Is detected, the braking torque transmitted to the road surface by the steering wheel specified as the outer wheel by the inner / outer wheel specifying unit is transmitted to the road surface by the steering wheel specified by the inner / outer wheel specifying unit as the inner wheel. The left braking torque and the right braking torque can be calculated so as to be larger than the torque. Further, each of the braking torque calculation units moves in a direction in which the vehicle body rises from the roll angular velocity sensor when the priority performance information indicating that the posture maintaining property of the vehicle body is prioritized is read from the storage unit. When this is detected, the braking torque transmitted to the road surface by the steered wheel identified as the inner wheel by the inner / outer wheel identifying unit is greater than the braking torque transmitted to the road surface by the steered wheel identified by the inner / outer wheel identifying unit as the outer wheel. The left braking torque and the right braking torque can be calculated so as to increase (9th configuration).

According to the ninth configuration, it is possible to generate a roll moment in a direction that maintains the posture of the vehicle body.

In the eighth or ninth configuration, the torque control unit is configured to determine which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel based on the tilt state of the vehicle body detected by the tilt detection unit. An inner / outer wheel specifying unit for specifying whether or not there is a storage unit storing priority performance information regarding which of the vehicle body posture maintaining property during driving and the vehicle body posture variability during driving is prioritized. You may prepare. In this case, each of the braking torque calculation units moves in a direction in which the vehicle body is more inclined than the roll angular velocity sensor when the priority performance information indicating that the posture variability of the vehicle body is given priority is read from the storage unit. When the steering wheel is detected, the braking torque transmitted to the road surface by the steering wheel specified as the inner ring by the inner / outer wheel specifying unit is transmitted to the road surface by the steering wheel specified as the outer wheel by the inner / outer wheel specifying unit. The left braking torque and the right braking torque can be calculated so as to be larger than the braking torque. Further, each of the braking torque calculation units moves in a direction in which the vehicle body rises from the roll angular velocity sensor when the priority performance information indicating that the posture variability of the vehicle body is prioritized is read from the storage unit. If this is detected, the braking torque transmitted to the road surface by the steered wheel identified as the outer wheel by the inner / outer wheel identifying unit is greater than the braking torque transmitted to the road surface by the steered wheel identified as the inner wheel by the inner / outer wheel identifying unit. The left braking torque and the right braking torque can be calculated so as to increase (tenth configuration).

According to the tenth configuration, the roll moment can be easily generated.

In the second or third configuration, the torque control unit may determine which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel, based on the tilt state of the vehicle body detected by the tilt detection unit. You may provide the inner-outer ring specific | specification part which pinpoints whether there exists. The tilt detection unit may include a roll angle sensor that detects a roll angle of the vehicle body and a roll angular velocity sensor that detects a roll angular velocity of the vehicle body. In this case, each braking torque calculation unit distributes the total value based on both a reference determined according to the roll angle of the vehicle body and a reference determined according to the roll angular velocity of the vehicle body, The left braking torque and the right braking torque can be calculated (eleventh configuration).

According to the eleventh configuration, it is possible to easily maintain the posture of the vehicle body.

In the first configuration, the saddle riding type vehicle is configured to be operable by a rider, a left driving unit that drives rotation of the left steering wheel, a right driving unit that drives rotation of the right steering wheel, and a rider. A drive operator may be provided.

In this case, the torque control unit
A total drive torque calculation unit that calculates a total value of a left drive torque that is a drive torque of the left drive unit and a right drive torque that is a drive torque of the right drive unit according to an operation amount of the drive operator; ,
Each driving torque calculation unit for calculating the left driving torque and the right driving torque, respectively, by allocating the total value based on a reference determined according to the inclination state of the vehicle body detected by the inclination detection unit; ,
The left driving torque calculated by each driving torque calculation unit is controlled to be generated for the left driving unit, and the right driving torque calculated by each driving torque calculation unit is applied to the right driving unit. And a drive control unit that performs control to be generated (a twelfth configuration).

According to the twelfth configuration, drive torque corresponding to the rider's operation amount can be distributed to the left and right steered wheels.

In the twelfth configuration, the torque control unit determines which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel based on the tilt state of the vehicle body detected by the tilt detection unit. You may provide the inner / outer ring specific | specification part to identify. Each of the driving torque calculation units transmits the driving torque transmitted to the road surface by the steering wheel identified as the inner wheel by the inner / outer wheel identification unit, and the steering wheel identified by the inner / outer wheel identification unit as the outer wheel transmits to the road surface. The left driving torque and the right driving torque may be calculated so as to be larger than the driving torque (a thirteenth configuration).

According to the thirteenth configuration, it is possible to generate a roll moment in a direction in which the vehicle body further tilts during traveling in the tilted state.

In the twelfth configuration, the torque control unit determines which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel based on the tilt state of the vehicle body detected by the tilt detection unit. You may provide the inner / outer ring specific | specification part to identify. Each of the driving torque calculation units transmits the driving torque transmitted to the road surface by the steering wheel specified as the outer wheel by the inner / outer wheel specifying unit, and the steering wheel specified by the inner / outer wheel specifying unit transmits the driving torque to the road surface. The left driving torque and the right driving torque can be calculated so as to be larger than the driving torque (fourteenth configuration).

According to the fourteenth configuration, it is possible to generate a roll moment in a direction in which the vehicle body is raised when traveling in an inclined state.

In the twelfth configuration, the torque control unit determines which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel based on the tilt state of the vehicle body detected by the tilt detection unit. An inner / outer wheel specifying unit for specifying, and a storage unit storing priority performance information regarding which of the vehicle body posture maintaining property during driving and the vehicle body posture variability during driving is prioritized. Good. In this case, when each of the driving torque calculation units reads the priority performance information that prioritizes the posture maintenance of the vehicle body from the storage unit, the steering on the side identified as the outer wheel by the inner / outer wheel identification unit The left driving torque and the right driving torque are respectively calculated so that the driving torque transmitted to the road surface by the wheels is greater than the driving torque transmitted to the road surface by the steering wheel identified as the inner wheel by the inner / outer wheel identifying unit. be able to. Further, when each of the driving torque calculation units reads the priority performance information indicating that priority is given to the posture variability of the vehicle body from the storage unit, the steering wheel on the side specified as the inner wheel by the inner / outer wheel specifying unit Calculating the left driving torque and the right driving torque so that the driving torque transmitted to the road surface is greater than the driving torque transmitted to the road surface by the steering wheel identified as the outer wheel by the inner / outer wheel identifying unit. (Fifteenth configuration). According to the fifteenth configuration, posture adjustment according to the performance required for the vehicle can be performed.

In any one of the twelfth to fifteenth configurations, the tilt detection unit may include a roll angle sensor that detects a roll angle of the vehicle body. Each of the driving torque calculation units can calculate the left driving torque and the right driving torque by allocating the total value based on a reference determined according to a roll angle of the vehicle body (first 16 configuration). According to the sixteenth configuration, the posture can be adjusted according to the roll angle of the vehicle body.

In any one of the twelfth to fifteenth configurations, the tilt detection unit may include a roll angular velocity sensor that detects a roll angular velocity of the vehicle body. Each of the driving torque calculation units can calculate the left driving torque and the right driving torque by allocating the total value based on a reference determined according to a roll angle of the vehicle body (first 17 configuration). According to the seventeenth configuration, posture control according to the roll angular velocity of the vehicle body is possible.

In the seventeenth configuration, the torque control unit determines which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel based on the tilt state of the vehicle body detected by the tilt detection unit. An inner / outer wheel specifying unit for specifying, and a storage unit storing priority performance information regarding which of the vehicle body posture maintaining property during driving and the vehicle body posture variability during driving is prioritized. Good. In this case, each of the drive torque calculation units moves in a direction in which the vehicle body is inclined more than the roll angular velocity sensor when the priority performance information indicating that the posture maintenance property of the vehicle body is prioritized is read from the storage unit. When it is detected, the driving torque transmitted to the road surface by the steering wheel specified as the outer wheel by the inner / outer wheel specifying unit is transmitted to the road surface by the steering wheel specified as the inner wheel by the inner / outer wheel specifying unit. The left driving torque and the right driving torque can be calculated so as to be larger than the driving torque. Furthermore, each of the drive torque calculation units moves in a direction in which the vehicle body rises from the roll angular velocity sensor when the priority performance information indicating that the posture maintenance property of the vehicle body is prioritized is read from the storage unit. If this is detected, the driving torque transmitted to the road surface by the steering wheel specified as the inner wheel by the inner / outer wheel specifying unit is based on the driving torque transmitted from the steering wheel specified by the inner / outer wheel specifying unit to the road surface as the outer wheel. The left braking torque and the right braking torque can be calculated so as to increase (18th configuration).

In the seventeenth or eighteenth configuration, the torque control unit may determine which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel, based on the tilt state of the vehicle body detected by the tilt detection unit. An inner / outer wheel specifying unit for specifying whether or not there is a storage unit storing priority performance information regarding which of the vehicle body posture maintaining property during driving and the vehicle body posture variability during driving is prioritized. You may prepare. In this case, each of the driving torque calculation units moves in a direction in which the vehicle body is more inclined than the roll angular velocity sensor when the priority performance information indicating that the posture variability of the vehicle body is prioritized is read from the storage unit. When it is detected, the driving torque transmitted to the road surface by the steering wheel specified as the inner ring by the inner / outer wheel specifying unit is transmitted to the road surface by the steering wheel specified as the outer wheel by the inner / outer wheel specifying unit. The left driving torque and the right driving torque can be calculated so as to be larger than the driving torque. Further, each of the drive torque calculation units moves in a direction in which the vehicle body rises from the roll angular velocity sensor when the priority performance information indicating that the posture variability of the vehicle body is prioritized is read from the storage unit. If this is detected, the driving torque transmitted to the road surface by the steering wheel identified as the outer wheel by the inner / outer wheel identifying unit is determined from the braking torque transmitted to the road surface by the steering wheel identified as the inner wheel by the inner / outer wheel identifying unit. The left driving torque and the right driving torque can be calculated so as to increase (19th configuration).

In the twelfth configuration, the torque control unit determines which of the left steering wheel and the right steering wheel is an inner wheel and which is an outer wheel based on the tilt state of the vehicle body detected by the tilt detection unit. You may provide the inner / outer ring specific | specification part to identify. The tilt detection unit may include a roll angle sensor that detects a roll angle of the vehicle body and a roll angular velocity sensor that detects a roll angular velocity of the vehicle body. In this case, each driving torque calculation unit distributes the total value based on both a reference determined according to the roll angle of the vehicle body and a reference determined according to the roll angular velocity of the vehicle body, The left driving torque and the right driving torque can be calculated (twentieth configuration).

According to the above configuration, it is possible to easily maintain the posture of the vehicle body.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

In the following description, “vehicle” means a lean vehicle. In the present specification, the “yaw angle” represents the rotation angle of the vehicle body frame around the vertical axis of the vehicle. “Yaw angular velocity” represents the rate of change of the “yaw angle”. In the present specification, the “roll angle” represents the rotation angle of the vehicle body frame about the longitudinal axis of the vehicle. The roll angle is the same as the inclination angle of the vehicle body frame in the left-right direction of the lean vehicle. “Roll angular velocity” represents the rate of change of the “roll angle”. In the present specification, the “pitch angle” represents the rotation angle of the body frame around the left-right axis of the vehicle. “Pitch angular velocity” represents the rate of change of the “pitch angle”. Here, the “vertical direction of the vehicle” represents the vertical direction viewed from the rider driving the vehicle. The “left-right direction of the vehicle” represents the left-right direction as viewed from the rider driving the vehicle body. The “front-rear direction of the vehicle” represents the front-rear direction viewed from the rider driving the vehicle body.

In the drawings, the arrow F indicates the front direction of the vehicle. Arrow B indicates the backward direction of the vehicle. An arrow U indicates the upward direction of the vehicle. An arrow D indicates the downward direction of the vehicle. An arrow R indicates the right direction of the vehicle. An arrow L indicates the left direction of the vehicle.

The vehicle turns with the body frame tilted in the left-right direction of the vehicle with respect to the vertical direction. Therefore, in addition to the direction based on the vehicle, the direction based on the body frame is determined. In the accompanying drawings, an arrow FF indicates the front direction of the body frame. An arrow FB indicates the rear direction of the vehicle body frame. An arrow FU indicates the upward direction of the vehicle body frame. An arrow FD indicates the downward direction of the vehicle body frame. An arrow FR indicates the right direction of the body frame. An arrow FL indicates the left direction of the body frame.

When the vehicle travels with the vertical direction of the body frame aligned with the vertical direction of the road surface, the vehicle body travels in an upright state. At this time, the direction of the vehicle coincides with the direction of the body frame.

The saddle-ride type vehicle targeted by this embodiment travels while the vehicle body is turning when traveling while tilting the vehicle body frame in the left-right direction of the vehicle with respect to the vertical direction of the road surface. At this time, the left-right direction of the vehicle does not match the left-right direction of the body frame, and the up-down direction of the vehicle does not match the up-down direction of the body frame. However, the longitudinal direction of the vehicle coincides with the longitudinal direction of the body frame.

<Body structure>
FIG. 1 is a left side view of the entire vehicle 1 as viewed from the left. The vehicle 1 shown in FIG. 1 assumes that the front wheels are steering wheels and the rear wheels are non-steering wheels.

As shown in FIG. 1, the vehicle 1 includes a left wheel 3a and a right wheel 3b, which are a pair of left and right front wheels 3, a rear wheel 5, a steering mechanism 7, a link mechanism 9, a power unit 11, a seat 13, a body frame 15, and the like. I have. The left wheel 3a and the right wheel 3b are steering wheels. In FIG. 1, for the sake of illustration, only the left wheel 3a is displayed, and the right wheel 3b is not displayed. Moreover, in FIG. 1, the part hidden in the vehicle body among the vehicle body frames 15 is illustrated by broken lines.

The body frame 15 includes a head pipe 21, a down frame 22, an under frame 23, and a rear frame 24. The vehicle body frame 15 supports the power unit 11, the seat 13, and the like.

The power unit 11 includes a drive source such as an engine or an electric motor, a transmission device, and the like. A rear wheel 5 is supported on the power unit 11. The driving force of the driving source is transmitted to the rear wheel 5 through the transmission device. The power unit 11 is supported by the body frame 15 so as to be swingable, and the rear wheel 5 is configured to be displaceable in the vertical direction of the body frame 15.

The head pipe 21 is disposed at the front of the vehicle 1 and rotatably supports a steering shaft 31 (see FIG. 2 described later) of the steering mechanism 7. The head pipe 21 is disposed so that the upper part of the head pipe 21 is located behind the lower part of the head pipe 21 when the body frame 15 is viewed from the left-right direction of the vehicle 1. The rotation axis of the head pipe 21 is inclined with respect to the vertical direction of the body frame 15 and extends above and behind the body frame 15.

A steering mechanism 7 and a link mechanism 9 are arranged around the head pipe 21. The head pipe 21 supports the link mechanism 9. More specifically, the head pipe 21 supports at least a part of the link mechanism 9 in a rotatable manner.

The down frame 22 is connected to the head pipe 21. The down frame 22 is disposed behind the head pipe 21 and extends along the vertical direction of the vehicle 1. An under frame 23 is connected to the lower portion of the down frame 22.

The under frame 23 extends rearward from the lower part of the down frame 22. A rear frame 24 extends rearward and upward behind the underframe 23. The rear frame 24 supports the seat 13, the power unit 11, the tail lamp, and the like.

The body frame 15 is covered with a body cover 17. The vehicle body cover 17 includes a front cover 26, a pair of left and right front fenders 27 (27 a and 27 b), a leg shield 28, a center cover 29, and a rear fender 30. The vehicle body cover 17 covers at least a part of vehicle body components mounted on the vehicle such as the pair of left and right front wheels 3, the vehicle body frame 15, and the link mechanism 9.

The front cover 26 is located in front of the seat 13 and covers at least a part of the steering mechanism 7 and the link mechanism 9 from the front. The leg shield 28 covers the down frame 22 from behind. The down frame 22 is arranged behind the pair of left and right front wheels 3 and ahead of the seat 13. The center cover 29 is disposed so as to cover at least a part of the periphery of the rear frame 24.

At least a part of the front fender 27 is disposed below the front cover 26 and above the front wheel 3. At least a part of the rear fender 30 is disposed above the rear wheel 5.

In a state where the vehicle 1 is upright, at least a part of the front wheels 3 (3a, 3b) is disposed below the head pipe 21 and below the front cover 26. Further, at least a part of the rear wheel 5 is disposed below the center cover 29 or the seat 13 and below the rear fender 30.

A front wheel speed sensor 41 is provided on the front wheel 3. A rear wheel speed sensor 42 is provided on the rear wheel 5. Based on the detection results obtained by these sensors (41, 42), the vehicle speed of the vehicle 1 is estimated by calculation. The vehicle 1 includes an inclination detection unit 50 that detects the inclination state of the vehicle 1 at an arbitrary position. The inclination detection unit 50 detects the inclination state of the vehicle 1 based on the vehicle speed and other values. The inclination detection unit 50 includes a sensor group and an arithmetic device. Details will be described later.

Furthermore, the vehicle 1 includes a torque control unit 100. The torque control unit 100 controls the braking torque transmitted to the road surface by the front wheels 3 (3a, 3b) corresponding to the steered wheels. The torque control unit 100 is composed of an electronic control unit or the like, and is provided, for example, at the lower portion of the seat 13.

<Steering mechanism>
FIG. 2 is a front view when the front portion of the vehicle 1 is viewed from the front under the body frame 15 in an upright state. FIG. 3 is an enlarged view of a part of FIG. FIG. 4 is a schematic plan view when the vehicle 1 of FIG. 2 is viewed from above. For convenience of drawing, the vehicle body cover 17 is not shown in FIGS. 2 and 4.

2 and 4, the steering mechanism 7 has a steering force transmission mechanism 71 and a shock absorber 73 (73a, 73b).

The steering force transmission mechanism 71 includes a steering shaft 31, a handle bar 32, a tie rod 33, and brackets 34 (34a, 34b). A part of the steering shaft 31 is rotatably supported by the head pipe 21. The steering shaft 31 rotates in conjunction with the operation of the handle bar 32. The rotation axis of the steering shaft 31 extends rearward and upward of the body frame 15.

The handle bar 32 is connected to the upper part of the steering shaft 31. The handle bar 32 and the steering shaft 31 constitute a steering member. The steering force of the rider is input to the steering member.

The tie rod 33 is connected to the lower part of the steering shaft 31. A left bracket 34 a is connected to the left part of the tie rod 33. A right bracket 34 b is connected to the right part of the tie rod 33. The rotation of the steering shaft 31 is transmitted to the left bracket 34a and the right bracket 34b via the tie rod 33. Thus, the steering member transmits the steering force for the rider to operate the handlebar 32 to the bracket 34 (34a, 34b).

The left shock absorber 73a is attached to the left bracket 34a. The left shock absorber 73a rotates in conjunction with the left bracket 34a. The right shock absorber 73b is attached to the right bracket 34b. The right shock absorber 73b rotates in conjunction with the right bracket 34b. The shock absorber 73 (73a, 73b) is a so-called telescopic shock absorber. The left shock absorber 73a attenuates the vibration caused by the load received by the left wheel 3a to be supported from the road surface. The right shock absorber 73b attenuates vibration caused by a load received from the road surface by the right wheel 3b to be supported.

The rider inputs the steering force by rotating the handlebar 32. The steering force transmission mechanism 71 transmits the rotation of the handle bar 32 to the left wheel 3a and the right wheel 3b. The steering force is transmitted to the left shock absorber 73a and the right shock absorber 73b by the steering force transmission mechanism 71. As the left shock absorber 73a and the right shock absorber 73b rotate, the left wheel 3a and the right wheel 3b also rotate. Thereby, the left wheel 3a and the right wheel 3b are steered. Thus, the steering force input to the handlebar 32 is transmitted to the right wheel 3b and the left wheel 3a, which are the steering wheels, via the steering force transmission mechanism 71.

The left wheel 3a is supported by the left shock absorber 73a. The left wheel 3 a is disposed on the left side of the down frame 22. A left front fender 27a is disposed above the left wheel 3a. The right wheel 3b is supported by the right shock absorber 73b. The right wheel 3 b is disposed on the right side of the down frame 22. A right front fender 27b is disposed above the right wheel 3b.

<Link mechanism>
The vehicle 1 has a link mechanism 9 of a parallel four-bar link (also referred to as “parallelogram link”) system.

The link mechanism 9 is disposed below the handle bar 32 when viewed from the front of the vehicle 1 with the body frame 15 in an upright state, and is supported by the head pipe 21. The link mechanism 9 includes a cross member 35.

As shown in FIG. 3, the cross member 35 includes an upper cross member 35a, a left cross member 35b, a right cross member 35c, and a lower cross member 35d. The upper cross member 35a and the lower cross member 35d are examples of arms that are provided between the vehicle body frame 15, the right wheel 3b, and the left wheel 3a, and are rotatably supported with respect to the vehicle body frame 15. When the arm rotates with respect to the vehicle body frame 15, the relative position in the vertical direction of the right wheel 3b and the left wheel 3a with respect to the vehicle body frame 15 changes. Accordingly, the body frame 15 is inclined with respect to the vertical direction.

The upper cross member 35a is disposed in front of the head pipe 21 and extends in the vehicle width direction. An intermediate portion of the upper cross member 35a is supported on the head pipe 21 by a support portion 36a. The support portion 36 a is a boss portion provided on the head pipe 21. The upper cross member 35a is rotatable about the middle upper axis extending in the front-rear direction of the vehicle body frame 15 with respect to the head pipe 21.

The left end of the upper cross member 35a is supported by the left cross member 35b by the support portion 36b. The support portion 36b is a boss portion provided on the left cross member 35b. The right end of the upper cross member 35a is supported by the right cross member 35c by the support portion 36c. The support portion 36c is a boss portion provided on the right cross member 35c.

The upper cross member 35a is rotatable around the upper left axis extending in the front-rear direction of the body frame 15 with respect to the left cross member 35b. Further, the upper cross member 35a is rotatable around the upper right axis extending in the front-rear direction of the body frame 15 with respect to the right cross member 35c. The middle upper axis, the upper left axis, and the upper right axis are substantially parallel to each other. The middle upper axis, the upper left axis, and the upper right axis extend forward in the front-rear direction of the body frame 15 and upward in the up-down direction of the body frame 15.

The intermediate part of the lower cross member 35d is supported by the head pipe 21 by the support part 36d. The support portion 36 d is a boss portion formed on the head pipe 21. The lower cross member 35d is rotatable about an intermediate lower axis extending in the front-rear direction of the body frame 15 with respect to the head pipe 21. The lower cross member 35d is disposed below the upper cross member 35a in the vertical direction of the body frame 15 when the vehicle with the body frame 15 standing upright is viewed from the front. The lower cross member 35d is disposed substantially parallel to the upper cross member 35a. The lower cross member 35d has substantially the same length in the vehicle width direction as the upper cross member 35a.

The left end of the lower cross member 35d is supported by the left cross member 35b by the support portion 36e. The support portion 36e is a boss portion provided on the left cross member 35b. The right end of the lower cross member 35d is supported by the right cross member 35c by the support portion 36f. The support portion 36f is a boss portion provided on the right cross member 35c. The lower cross member 35d is rotatable around the lower left axis extending in the front-rear direction of the body frame 15 with respect to the left cross member 35b. Similarly, the lower cross member 35d can rotate about the lower right axis extending in the front-rear direction of the body frame 15 with respect to the right cross member 35c. The middle lower axis, the lower left axis, and the lower right axis are substantially parallel to each other. The middle lower axis, the lower left axis, and the lower right axis extend forward and upward of the body frame 15.

At least a part of the link mechanism 9 can rotate around an intermediate axis extending in the front-rear direction of the vehicle 1. Further, at least a part of the link mechanism 9 is rotatable around an intermediate axis (rotation axis) extending forward and upward of the body frame 15. The intermediate axis (rotation axis) is inclined with respect to the horizontal and extends forward and upward with respect to the horizontal.

The left cross member 35b is disposed on the left side of the head pipe 21. The left cross member 35b is provided above the left wheel 3a and the left shock absorber 73a. The left shock absorber 73a is arranged to be rotatable about the left central axis Y1 with respect to the left cross member 35b. The left central axis Y1 is provided substantially parallel to the rotation axis of the head pipe 21.

The right cross member 35 c is disposed on the right side of the head pipe 21. The right cross member 35c is provided above the right wheel 3b and the right shock absorber 73b. The right shock absorber 73b is disposed to be rotatable about the right center axis Y2 with respect to the right cross member 35c. The right center axis Y2 is provided substantially parallel to the rotation axis of the head pipe 21.

Thus, the cross member 35 (35a, 35b, 35c, 35d) is the upper cross member 3
The left cross member 35b and the right cross member 35c are supported so as to maintain a substantially parallel posture with each other and the left cross member 35b and the right cross member 35c.

<Steering operation>
FIG. 4 shows a state in which the body frame 15 is upright and the pair of left and right front wheels 3 are not steered. FIG. 5 is a plan view of the front portion of the vehicle in a state where the vehicle 1 is steered. FIG. 5 corresponds to a view of the vehicle 1 as viewed from above the body frame 15 when the pair of left and right front wheels 3 are steered with the body frame 15 standing upright.

When the handle bar 32 is turned from the state shown in FIG. 4, the steering mechanism 7 operates and the steering operation is performed. For example, as shown in FIG. 5, when the steering shaft 31 rotates in the direction of the arrow T1 in FIG. 5, the tie rod 33 moves to the left rear. As the tie rod 33 moves to the left rear, the bracket 34 (34a, 34b) rotates in the direction of the arrow T1. Along with this, the left wheel 3a rotates around the left central axis Y1 (see FIGS. 2 and 3). Further, the right wheel 3b rotates around the right center axis Y2 (see FIGS. 2 and 3).

<Inclined motion>
FIG. 6 is a view for explaining the tilting operation of the vehicle 1 and is a front view of the front portion of the vehicle 1 in a state where the vehicle 1 is tilted. FIG. 6 corresponds to a view of the vehicle 1 with the body frame 15 tilted to the left of the vehicle 1 as viewed from the front of the vehicle 1.

The link mechanism 9 shows a substantially rectangular shape when the vehicle 1 with the body frame 15 in an upright state is viewed from the front, and when the vehicle 1 with the body frame 15 inclined to the left of the vehicle 1 is viewed from the front, Shows a nearly parallelogram shape. The deformation of the link mechanism 9 and the inclination of the body frame 15 in the left-right direction are linked. The operation of the link mechanism 9 means that the cross member 35 (35a, 35b, 35c, 35d) for performing the tilting operation in the link mechanism 9 rotates relative to each support point as an axis, and the shape of the link mechanism 9 changes. It means that.

For example, when the vehicle 1 is in an upright state, the cross member 35 (35a, 35b, 35c, 35d) arranged in a substantially rectangular shape when viewed from the front is deformed into a substantially parallelogram shape when the vehicle 1 is inclined. ing. In conjunction with the inclination of the body frame 15, the left wheel 3 a and the right wheel 3 b are also inclined in the left-right direction of the vehicle 1.

For example, when the rider tilts the vehicle 1 to the left, the head pipe 21 tilts to the left with respect to the vertical direction. When the head pipe 21 (body frame 15) is inclined, the upper cross member 35a rotates with respect to the head pipe 21 around the support portion 36a. Further, the lower cross member 35d rotates with respect to the head pipe 21 around the support portion 36d. Then, the upper cross member 35a moves to the left from the lower cross member 35d. The left cross member 35b and the right cross member 35c are inclined with respect to the vertical direction while maintaining a state substantially parallel to the head pipe 21. At this time, the left cross member 35b rotates with respect to the upper cross member 35a and the lower cross member 35d. The right cross member 35c also rotates with respect to the upper cross member 35a and the lower cross member 35d. That is, when the vehicle 1 is tilted, the left wheel 3a supported by the left cross member 35b and the right wheel 3b supported by the right cross member 35c are also tilted with the tilt of the left cross member 35b and the right cross member 35c. To do. The left wheel 3 a and the right wheel 3 b are inclined with respect to the vertical direction while maintaining a state substantially parallel to the head pipe 21.

Thus, the right wheel 3b and the left wheel 3a and the vehicle body frame 15 are connected via the link mechanism 9. The link mechanism 9 links the inclination of the body frame 15 with the inclination of the right wheel 3b and the left wheel 3a. That is, the link mechanism 9 causes the right wheel 3b and the left wheel 3a to be inclined as the body frame 15 is inclined.

Also, the tie rod 33 maintains a substantially parallel posture with respect to the upper cross member 35a and the lower cross member 35d even when the vehicle 1 is inclined.

Thus, the link mechanism 9 that tilts the left wheel 3a and the right wheel 3b by performing the tilting operation is disposed above the left wheel 3a and the right wheel 3b. That is, the rotation shaft of each cross member 35 (35a, 35b, 35c, 35d) constituting the link mechanism 9 is disposed above the left wheel 3a and the right wheel 3b.

<Steering motion + tilt motion>
FIG. 7 is a front view of the front portion of the vehicle 1 in a state where the vehicle 1 is steered and tilted. FIG. 7 shows a state in which the vehicle is steered to the left and tilted to the left. FIG. 7 is a view of the vehicle 1 as viewed from the front of the vehicle 1 when the pair of left and right front wheels 3 (3 a, 3 b) are steered with the body frame 15 tilted to the left of the vehicle 1. 7, the direction of the front wheels 3 (3a, 3b) is changed by the steering operation, and the front wheels 3 (3a, 3b) are tilted together with the vehicle body frame 15 by the tilting operation. In this state, each cross member 35 (35a, 35b, 35c, 35d) of the link mechanism 9 is deformed into a parallelogram, and the tie rod 33 moves rearward in the steering direction (leftward in FIG. 7).

<Inclination detection>
FIG. 8 is a functional block diagram illustrating a configuration of the inclination detection unit 50. In the present embodiment, the inclination detection unit 50 includes a vehicle speed detection unit 51, a gyro sensor 53, and a roll angle detection unit 54. The vehicle speed detection unit 51 and the roll angle detection unit 54 are realized by, for example, an arithmetic processing device. In addition, if the inclination detection part 50 is a structure which can detect the inclination state of the vehicle 1, it will not be restricted to the aspect shown in FIG.

When turning a curve, for example, as shown in FIG. 5, when the rider steers the handlebar 32 of the vehicle 1, the yaw rate of the vehicle 1 changes. For example, as shown in FIG. 6, when the rider tilts the vehicle 1 toward the center of the curve, the roll rate of the vehicle 1 changes. The gyro sensor 53 detects the angular velocity in the biaxial direction of the yaw and roll of the vehicle 1. That is, the gyro sensor 53 detects the yaw rate and roll rate of the vehicle 1.

The rear wheel speed sensor 42 detects the rotational speed of the rear wheel 5. The front wheel speed sensor 41 can be provided on at least one of the pair of front wheels 3 (3a, 3b).

The vehicle speed detection unit 51 detects the vehicle speed of the vehicle 1 based on the detection values input from the front wheel vehicle speed sensor 41 and the rear wheel vehicle speed sensor 42. The roll angle detector 54 receives the roll rate of the vehicle 1 from the gyro sensor 53. The roll angle detector 54 detects the roll angle of the vehicle body frame 15 based on the input value. This roll angle is an example of information indicating the tilt state detected by the left-right tilt state detection unit. An example of a method for detecting the roll angle of the body frame 15 will be described with reference to FIGS. 9A and 9B.

FIG. 9A illustrates the acceleration generated at the center of gravity 10 of the vehicle 1. FIG. 9B illustrates the angular velocity generated in the vehicle 1. 9A and 9B, it is assumed that the vehicle body fixing shaft (Y1 axis) passes through the center of gravity 10 of the vehicle 1 for convenience. Here, the method for detecting the roll angle of the vehicle body frame 15 described with reference to FIGS. 9A and 9B is a method for detecting the roll angle in an ideal state in a lean with state. The ideal state is a state in which the pitching of the vehicle 1 and the tire thickness can be ignored, and the vehicle is turning at a speed V. The lean with state is a state where the vehicle body fixed axis (Y1 axis) and the upper body of the rider are in a straight line.

Referring to FIG. 9A, the relationship between the roll angle θ of the body frame 15 during the turning of the vehicle 1, the body speed V, the Euler yaw angle ψ differential, and the gravitational acceleration g is expressed by the following equation. (DΨ / dt) is a yaw rate (yaw angular velocity) that is a time derivative of the yaw angle.

θ = arctan (V · (dΨ / dt) / g) (1)
Referring to FIG. 9B, the relationship between roll angle θ of body frame 15 during turning of vehicle 1, yaw rate ω detected by gyro sensor 53 fixed to body frame 15, and differential of Euler yaw angle Ψ. Is represented by the following equation. In FIG. 9B, ω is an angular velocity generated around an axis in the vertical direction fixed to the vehicle body, and the length of the arrow represents the size. (DΨ / dt) is an angular velocity generated around the vertical axis.

θ = arccos (ω _z / (dΨ / dt)) (2)
From the expressions (1) and (2), the following relational expression is derived.

θ = arcsin (V · ω / g) (3)
<Brake operation>
FIG. 10 is a side view of the left shock absorber 73a viewed from the right side of the vehicle 1 of FIG. In addition, since it is the same also about a right shock absorber, description is omitted.

As shown in FIG. 10, the left shock absorber 73a includes a left rear telescopic element 80a, a left front telescopic element 81a, a left cross member support portion 82a, and a left bracket 34a. The left rear telescopic element 80a has, for example, an elastic structure (not shown) such as a spring and a shock absorbing member (not shown) such as oil provided therein, so that the left rear telescopic element 80a expands and contracts in the direction of the left central axis Y1. Further, the left rear telescopic element 80a has a damper function of absorbing vibrations and impacts caused by a load that the left wheel 3a receives from the road surface.

The left front telescopic element 81a is arranged on the same side as the left rear telescopic element 80a in the rotational axis direction of the left wheel shaft 83a with respect to the left wheel 3a. The left rear telescopic element 80a and the left front telescopic element 81a are arranged side by side in the vehicle front-rear direction in the upright state of the vehicle 1 on the right side of the left wheel 3a. The left front telescopic element 81a is disposed in front of the left rear telescopic element 80a. The left front telescopic element 81a has an expansion / contraction structure that expands and contracts in the direction of the left central axis Y1, as with the left rear telescopic element 80a. The expansion / contraction direction of the left rear telescopic element 80a and the expansion / contraction direction of the left front telescopic element 81a are parallel to each other when viewed from the rotational axis direction of the left wheel 3a.

The upper part of the left rear telescopic element 80a and the upper part of the left front telescopic element 81a are connected by the left bracket 34a. The lower end of the left front telescopic element 81a is connected and fixed near the lower end of the left rear telescopic element 80a. The left wheel 3a is supported on the left bracket 34a by two telescopic elements, a left rear telescopic element 80a and a left front telescopic element 81a, which are arranged in parallel in the front-rear direction of the vehicle 1. Therefore, the outer element 84a located on the lower side of the left shock absorber 73a does not rotate relative to the inner element 85a located on the upper side of the left shock absorber 73a around an axis parallel to the telescopic direction of the telescopic element.

The left bracket 34a is positioned below the front cover 26 when the vehicle 1 with the body frame 15 in an upright state is viewed from above.

The left wheel 3a includes a left front brake 91a that generates the braking force of the left wheel 3a. The left front brake 91a includes a left brake disc 92a and a left caliper 93a. The left brake disc 92a is formed in an annular shape centering on the left wheel shaft 83a. The left brake disc 92a is fixed to the left wheel 3a. The left caliper 93a is fixed to the lower part of the left rear telescopic element 80a of the left shock absorber 73a. The left caliper 93 is connected to one end of the left front brake pipe 94a and receives hydraulic pressure via the left front brake pipe 94a. The left caliper 93a moves the brake pad by the received hydraulic pressure. The brake pad contacts the right side surface and the left side surface of the left brake disk 92a. The left caliper 93a clamps the rotation of the left brake disc 92a by holding the left brake disc 92a between the brake pads.

FIG. 11 is a block diagram showing a configuration of a brake system 120 provided in the vehicle 1. The brake system 120 includes a left front brake 91a and a right front brake 91b. As described above with reference to FIG. 10, the left front brake 91a is provided on the left wheel 3a and generates the braking force of the left wheel 3a. The right front brake 91b is provided on the right wheel 3b and generates the braking force of the right wheel 3b. The left front brake 91a corresponds to the “left braking portion”, and the right front brake 91b corresponds to the “right braking portion”. The brake system 120 includes a brake actuator 123.

The brake system 120 includes an input member 121 and an input member 131 that can be operated by a rider who drives the vehicle 1. The

input members

121 and 131 have a lever shape as an example. The

input members

121 and 131 correspond to “braking operators”.

The brake system 120 includes a torque control unit 100. The torque control unit 100 includes a hydraulic pressure control unit 102 and an electronic control unit 101. The electronic control unit 101 controls the operation of the hydraulic pressure control unit 102. The hydraulic control unit 102 distributes the hydraulic pressure generated by the rider's operation to the

input members

121 and 131 to the left front brake 91a and the right front brake 91b. The electronic control unit 101 determines the distribution of the hydraulic pressures of the left front brake 91a and the right front brake 91b based on the operation amounts of the

input members

121 and 131 and the inclination state of the vehicle body frame 15. Thereby, the braking torque of the left wheel 3a and the braking torque of the right wheel 3b are determined. The electronic control unit 101 controls the hydraulic pressure control unit 102 to apply hydraulic pressure to the left front brake 91a, the right front brake 91b, and the rear brake 91c with the determined distribution. The hydraulic pressure control unit 102 corresponds to a “braking control unit”.

The hydraulic pressure control unit 102 can include a valve that controls the flow of hydraulic pressure based on the operation of the

input members

121 and 131 and a pump that increases the hydraulic pressure to be transmitted. The hydraulic pressure control unit 102 can control the hydraulic pressure, that is, the braking torque of each of the left front brake 91a, the right front brake 91b, and the rear brake 91c by operating the valve and the pump in accordance with a control signal from the electronic control unit 101. That is, the hydraulic pressure control unit 102 has a configuration in which the hydraulic pressures of the left front brake 91a, the right front brake 91b, and the rear brake 91c are independently controlled according to the control of the electronic control unit 101.

For example, the hydraulic pressure control unit 102 can include a holding valve, a pump, a pressure reducing valve, and the like. The holding valve controls the flow rate of the brake fluid in each of the

input members

121 and 131, the right front brake 91b, and the left front brake 91a. The pump increases the hydraulic pressure of the right front brake 91b and the left front brake 91a. The pressure reducing valve reduces the hydraulic pressure of the right front brake 91b and the left front brake 91a. The torque control unit 100 controls the hydraulic pressure distribution of the right front brake 91b and the left front brake 91a by controlling the operation of the holding valve, the pump, the pressure reducing valve, and other members. The control method of the hydraulic pressure control unit 102 is not particularly limited. Any other method such as a device that electrically controls the fluid pressure, a device that combines a fluid pressure pipe and a mechanical valve, or the like can be adopted as the control method of the fluid pressure control unit 102.

Hereinafter, a portion that brakes the left wheel 3 a and the right wheel 3 b based on the brake operation input by the input member 121 is referred to as a brake operation device 123. A portion that brakes the rear wheel 5 based on the brake operation input by the input member 131 is referred to as a brake operation device 133.

The brake operating device 123 includes a front master cylinder 125. When the input member 121 is operated by the rider, the front master cylinder 125 is activated to generate hydraulic pressure. The generated hydraulic pressure is transmitted to the torque control unit 100 via the front brake pipe 127. The electronic control unit 101 provided in the torque control unit 100 controls the hydraulic pressure control unit 102 to generate a hydraulic pressure corresponding to the transmitted hydraulic pressure, the rotational speed of each wheel, the inclination state of the vehicle 1, and the like. To do.

The front brake pipe 127 is connected to the hydraulic pressure control unit 102. The hydraulic pressure control unit 102 can include a front master cylinder pressure sensor (not shown) that detects the hydraulic pressure of the front master cylinder 125. The torque control unit 100 can detect the operation amount of the input member 121 based on the hydraulic pressure detected by the front master cylinder pressure sensor.

When the input member 121 is operated, a hydraulic pressure based on the hydraulic pressure of the front master cylinder 125 is generated in the hydraulic pressure control unit 102. The hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the left caliper 93a via the left front brake pipe 94a. As a result, the left front brake 91a operates. Similarly, the hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the right caliper 93b through the right front brake pipe 94b. As a result, the right front brake 91b operates. The left front brake pipe 94a corresponds to the “left pipe”, and the right front brake pipe 94b corresponds to the “right pipe”.

The brake operating device 123 operates the right front brake 91b and the left front brake 91a by operating the input member 121. The torque control unit 100 controls the distribution of the hydraulic pressures of the right front brake 91b and the left front brake 91a according to the operation amount of the input member 121, the left-right inclination state of the body frame, and the like. That is, the torque control unit 100 controls the distribution of the braking force of the right front brake 91b and the left front brake 91a. As a result, the difference between the braking torque of the left wheel 3a and the braking torque of the right wheel 3b is adjusted.

The hydraulic pressure control unit 102 adjusts independently the hydraulic pressure of the brake fluid filled in the left front brake pipe 94a and the hydraulic pressure of the brake fluid filled in the right front brake pipe 94b under the control of the electronic control unit 101. It is configured to be possible.

Further, the brake system 120 may include a WC pressure sensor that detects the hydraulic pressure (hydraulic pressure of the wheel cylinder: WC pressure) of the

calipers

93a, 93b, and 93c of the left front brake 91a, the right front brake 91b, and the rear brake 91c. . The electronic control unit 101 can acquire the hydraulic pressure of each brake detected by the WC pressure sensor, that is, the WC pressure, and use it for the control process.

In the vehicle 1 of the present embodiment, the brake system 120 includes a rear brake 91c that generates the braking force of the rear wheels 5. The brake system 120 includes an input member 131 that is different from the input member 121. The brake system 120 includes a brake actuator 133.

The brake operating device 133 includes a rear master cylinder 135. When the input member 131 is operated by the rider, the rear master cylinder 135 is activated to generate hydraulic pressure. The generated hydraulic pressure is transmitted to the torque control unit 100 via the rear brake pipe 137.

The rear brake pipe 137 is connected to the hydraulic pressure control unit 102. The hydraulic pressure control unit 102 can include a rear master cylinder pressure sensor (not shown) that detects the hydraulic pressure of the rear master cylinder 135. The torque control unit 100 can detect the operation amount of the input member 131 based on the hydraulic pressure detected by the rear master cylinder pressure sensor.

The brake operating device 133 operates the left front brake 91a, the right front brake 91b, and the rear brake 91c by operating the input member 131. That is, the hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the left caliper 93a via the left front brake pipe 94a. As a result, the left front brake 91a operates. Similarly, the hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the right caliper 93b through the right front brake pipe 94b. As a result, the right front brake 91b operates. Similarly, the hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the rear caliper 93c via the rear brake pipe 94b. As a result, the rear brake 91c operates.

It should be noted that when the input member 131 is operated, only the rear brake 91c may be operated. On the other hand, when the input member 121 is operated, the rear brake 91c may be operated in addition to the left front brake 91a and the right front brake 91b.

<Torque control unit>
FIG. 12 is a block diagram illustrating a configuration of the torque control unit 100. As described above, the torque control unit 100 includes the electronic control unit 101 and the hydraulic pressure control unit 102.

The electronic control unit 101 is given information related to the tilt state of the vehicle 1 from the tilt detection unit 50. Also, the electronic control unit 101 is given information regarding the operation amount by which the rider operated the input member 121. This information may be based on the hydraulic pressure generated through the front master cylinder 125 and the rear master cylinder 135.

In the example shown in FIG. 12, the electronic control unit 101 includes an inner and outer wheel specifying unit 151, a total braking torque calculating unit 153, and each braking torque calculating unit 155.

The inner / outer wheel specifying unit 151 specifies which of the left wheel 3a and the right wheel 3b is the inner wheel and which is the outer wheel based on the information regarding the tilt state of the vehicle body frame 15 given from the tilt detection unit 50. As an example, the inclination angle (roll angle) of the vertical line of the body frame 14 from the axis orthogonal to the horizontal plane can be set to the inclination state of the vehicle 1. In this case, for example, it is possible to identify which of the left wheel 3a and the right wheel 3b is the inner ring and which is the outer ring by the sign of the roll angle.

Based on the amount of operation of the input member 121 by the rider, the total braking torque calculation unit 153 generates a braking torque (left braking torque) to be generated for the left wheel 3a and a braking torque to be generated for the right wheel 3b ( Right braking torque) (hereinafter referred to as “total braking torque”). The manipulated variable and the total braking torque may be positively correlated at least within a certain range.

Each braking torque calculation unit 155 should generate the total braking torque calculated by the total braking torque calculation unit 153, the braking torque to be generated for the left wheel 3a (left braking torque), and the right wheel 3b. A braking torque (right braking torque) is calculated. Each braking torque calculation unit 155 calculates the left braking torque and the right braking torque based on the inclination state given from the inclination detection unit 50 and the result specified by the inner / outer wheel specifying unit 151. The result specified by the inner / outer wheel specifying unit 151 is information indicating whether the left wheel 3a and the right wheel 3b are inner wheels or outer wheels, respectively. For example, the distribution ratio of the left and right braking torques may be determined in advance according to the total braking torque value and the inclination state (roll angle) of the body frame 15. Each braking torque calculation unit 155 uses the data indicating the predetermined distribution ratio to calculate the left and right corresponding to the total braking torque calculated by the total braking torque calculation unit 153 and the inclination state given from the inclination detection unit 50. The distribution ratio of the braking torque can be determined.

Then, the hydraulic pressure control unit 102 adjusts the brake hydraulic pressure filled in the left front brake pipe 94a so that the left braking torque calculated by each braking torque calculation unit 155 is generated in the left wheel 3a. Further, the hydraulic pressure control unit 102 adjusts the brake hydraulic pressure filled in the right front brake pipe 94b so that the right braking torque calculated by each braking torque calculation unit 155 is generated in the right wheel 3b.

Each braking torque calculation unit 155 can perform calculations based on various criteria. Hereinafter, each embodiment will be described.

(First embodiment)
In the aspect of the first embodiment, each braking torque calculation unit 155 is configured such that the braking torque transmitted to the road surface by the front wheel specified as the inner ring by the inner / outer wheel specifying unit 151 is specified as the outer wheel by the inner / outer wheel specifying unit 151. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so that the front wheel of the vehicle is larger than the braking torque transmitted to the road surface.

FIG. 13A is a diagram for explaining the behavior of the vehicle 1 when a larger braking torque is generated for the inner ring than for the outer ring. FIG. 13A is a diagram assuming a case where the braking torque Fx is generated for the right wheel 3b while the vehicle 1 is traveling while drawing a right curve along the locus 60a. In this state, the right wheel 3b corresponds to the inner wheel, and the left wheel 3a corresponds to the outer wheel. That is, FIG. 13A simulates a case where a larger braking torque is generated for the inner ring than for the outer ring.

* While the vehicle 1 is moving in a right curve, the rider tilts the vehicle body of the vehicle 1 to the right. In this state, a larger braking torque is generated for the right wheel 3b, which is the inner wheel, than for the left wheel 3a, which is the outer wheel. In this case, while the braking force is generated in the direction opposite to the traveling direction for the right wheel 3b, this force is not generated for the left wheel 3a. An inward yaw moment 61 is generated with respect to the vehicle body frame 15 due to the difference in braking force between the inner ring and the outer ring. This yaw moment increases the outward centrifugal force. Therefore, the rotational force in the roll direction that raises the vehicle 1 is increased. As a result, the vehicle 1 travels along the locus 60b after generating the braking torque Fx for the right wheel 3b.

(Second embodiment)
In the aspect of the second embodiment, each braking torque calculation unit 155 is configured such that the braking torque transmitted to the road surface by the front wheel specified as the outer ring by the inner / outer wheel specifying unit 151 is specified as the inner ring by the inner / outer wheel specifying unit 151. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so that the front wheel of the vehicle is larger than the braking torque transmitted to the road surface.

FIG. 13B is a schematic diagram for explaining the behavior of the vehicle 1 when a larger braking torque is generated with respect to the outer wheel than the inner wheel. FIG. 13B is a diagram assuming a case where the braking torque Fx is generated for the left wheel 3a while the vehicle 1 is traveling while drawing a right curve along the locus 60a. In this state, the right wheel 3b corresponds to the inner wheel, and the left wheel 3a corresponds to the outer wheel. That is, FIG. 13B simulates the case where a larger braking torque is generated for the outer ring than for the inner ring.

* While the vehicle 1 is moving in a right curve, the rider tilts the vehicle body of the vehicle 1 to the right. In this state, a larger braking torque is generated for the left wheel 3a that is the outer wheel than the right wheel 3b that is the inner wheel. In this case, a braking force is generated for the left wheel 3a in the direction opposite to the traveling direction, but this force is not generated for the right wheel 3b. Due to the difference in braking force between the inner wheel and the outer wheel, an outward yaw moment 62 is generated with respect to the left wheel 3a. Therefore, the inward yaw moment is reduced. The inward yaw moment is a yaw moment in the same direction as the turning direction. The outward yaw moment is a yaw moment in the direction opposite to the turning direction. This outward yaw moment 62 is opposite to the inward yaw moment 61 shown in FIG. 13A. This outward yaw moment 62 reduces the force to raise the vehicle body frame 15. That is, a roll moment is generated in a direction in which the body frame 15 is tilted inward of the turn. When the outward yaw moment 62 is generated in the vehicle body frame 15, the vehicle body frame 15 may be inclined inward of the turn. The vehicle 1 travels along the locus 60b after generating the braking torque Fx for the left wheel 3a by the outward yaw moment 62.

(Third embodiment)
FIG. 14 is a block diagram illustrating a configuration of the torque control unit 100 according to the third embodiment. The torque control unit 100 further includes a storage unit 157 in addition to the configuration of the above embodiment. The storage unit 157 stores priority performance information regarding which of the vehicle body posture maintaining property during driving and the vehicle body posture variability during driving is prioritized. This information may be configured to be appropriately rewritable.

In this embodiment, each braking torque calculation unit 155 adjusts which braking torque of the inner ring or the outer ring is increased according to the content of the priority performance information.

Specifically, when the priority performance information is a content that gives priority to the posture maintenance of the vehicle body, each braking torque calculation unit 155 performs the same processing as in the first embodiment. That is, each braking torque calculation unit 155 transmits the braking torque transmitted to the road surface by the front wheel identified as the inner ring by the inner / outer wheel identification unit 151, and the front wheel identified by the inner / outer wheel identification unit 151 as the outer wheel to the road surface. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the braking torque.

Further, when the priority performance information is a content that gives priority to the posture variability of the vehicle body, each braking torque calculation unit 155 performs the same processing as in the second embodiment. That is, each braking torque calculation unit 155 transmits the braking torque transmitted to the road surface by the front wheel identified as the outer wheel by the inner / outer wheel identification unit 151, and the front wheel identified by the inner / outer wheel identification unit 151 as the inner wheel to the road surface. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the braking torque.

(Fourth embodiment)
In the configuration shown in FIG. 14, each braking torque calculation unit 155 is provided with, for example, information on the roll angular velocity of the vehicle 1 from the inclination detection unit 50, so that the vehicle 1 is moving in a more inclined direction or in a rising direction. Whether it is moving or not can be detected.

Specifically, when the priority performance information is a content that prioritizes the posture maintenance of the vehicle body, each braking torque calculation unit 155 moves from the value of the roll angular velocity of the vehicle 1 in a direction in which the vehicle body is more inclined. If it is detected, the same processing as in the first embodiment is performed. That is, each braking torque calculation unit 155 transmits the braking torque transmitted to the road surface by the front wheel identified as the inner ring by the inner / outer wheel identification unit 151, and the front wheel identified by the inner / outer wheel identification unit 151 as the outer wheel to the road surface. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the braking torque.

Further, when the priority performance information is a content that gives priority to the posture maintenance of the vehicle body, each braking torque calculation unit 155 detects that the vehicle 1 is moving in the direction of rising from the value of the roll angular velocity of the vehicle 1. The same processing as in the second embodiment is performed. That is, each braking torque calculation unit 155 transmits the braking torque transmitted to the road surface by the front wheel identified as the outer wheel by the inner / outer wheel identification unit 151, and the front wheel identified by the inner / outer wheel identification unit 151 as the inner wheel to the road surface. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the braking torque.

Further, when the priority performance information is a content indicating that the posture variability of the vehicle body is prioritized, each braking torque calculation unit 155 indicates that the vehicle body is moving in a direction in which the vehicle body is tilted from the value of the roll angular velocity of the vehicle 1. When detected, the same processing as in the second embodiment is performed. That is, each braking torque calculation unit 155 transmits the braking torque transmitted to the road surface by the front wheel identified as the outer wheel by the inner / outer wheel identification unit 151, and the front wheel identified by the inner / outer wheel identification unit 151 as the inner wheel to the road surface. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the braking torque.

Further, when the priority performance information is a content indicating that the posture variability of the vehicle body is prioritized, each braking torque calculation unit 155 detects that the vehicle 1 is moving in the direction of rising from the value of the roll angular velocity of the vehicle 1. The same processing as in the embodiment is performed. That is, each braking torque calculation unit 155 transmits the braking torque transmitted to the road surface by the front wheel identified as the inner ring by the inner / outer wheel identification unit 151, and the front wheel identified by the inner / outer wheel identification unit 151 as the outer wheel to the road surface. The braking torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the braking torque.

(Fifth embodiment)
Each braking torque calculation unit 155 may distribute the total braking torque based on a reference determined in accordance with the roll angle information of the vehicle 1 given from the inclination detection unit 50. In addition, each braking torque calculation unit 155 may distribute the total braking torque based on a reference determined according to information on the roll angular velocity of the vehicle 1 given from the inclination detection unit 50. Further, each braking torque calculation unit 155 may distribute the total braking torque based on a criterion determined according to both the roll angle information and the roll angular velocity information of the vehicle 1 given from the inclination detection unit 50. I do not care.

[Another embodiment]
Hereinafter, another embodiment will be described.

<1> In the embodiment described above, the torque control unit 100 individually controls the braking torque of the left wheel 3a and the right wheel 3b. Instead of or in addition to this control, the torque control unit 100 may individually control the drive torque of the left wheel 3a and the right wheel 3b. For example, this control can be realized by mounting the wheel-in motor on both the left wheel 3a and the right wheel 3b.

FIG. 13A shows an example in which the braking torque of the inner ring is made larger than the braking torque of the outer ring. In FIG. 13A, instead of the braking force Fx of the inner ring, a driving force opposite to the braking force Fx can be applied to the outer ring. Even when the driving force is applied in this way, the vehicle 1 exhibits the same behavior as the behavior illustrated in FIG. 13A. FIG. 13B shows an example in which the braking torque of the outer ring is larger than the braking torque of the inner ring. In FIG. 13B, instead of the braking force Fx of the outer ring, a driving force opposite to the braking force Fx can be applied to the inner ring. Even when the driving force is applied in this way, the vehicle 1 exhibits the same behavior as the behavior illustrated in FIG. 13B.

When controlling the driving torque instead of the braking torque, the “total braking torque calculation unit 153” appearing in FIGS. 12 and 14 is replaced with the “total driving torque calculation unit 153”. "Is replaced with" each driving torque calculation unit 155 ". The “hydraulic pressure control unit 102” is replaced with a “drive control unit”.

Further, when controlling the driving torque instead of the braking torque, the left front brake 91a and the right front brake 91b of the vehicle 1 are replaced with a left driving unit that rotates the left wheel and a right driving unit that rotates the right wheel, respectively. Each of the right drive unit and the left drive unit may include a wheel-in motor that applies a rotational force to the wheels. The drive control unit controls the driving of the wheel-in motor of the left wheel 3a and the wheel-in motor of the right wheel 3b. Further, each braking torque calculation unit 155 is configured to determine the driving force of the left wheel 3a and the driving force of the right wheel 3b according to the inclination state of the vehicle body frame 15. The electronic control unit 101 is configured to control the right driving unit and the left driving unit so as to generate the driving force of the left wheel 3a and the driving force of the right wheel 3b determined by each braking torque calculation unit 155.

When a larger driving torque is generated for the inner ring than for the outer ring, a force acts in the direction in which the vehicle 1 tilts. On the other hand, when a larger driving torque is generated for the outer ring than for the inner ring, a force for raising the vehicle 1 works.

Further, each driving torque calculation unit 155 may adjust which driving torque of the inner ring or the outer ring is increased according to the content of the priority performance information. Specifically, when the priority performance information indicates that priority is given to maintaining the posture of the vehicle body, the driving torque transmitted to the road surface by the front wheel identified as the outer wheel is the front wheel identified as the inner wheel. The driving torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the driving torque transmitted to the road surface. On the other hand, if the priority performance information is the content that priority is given to the posture variability of the vehicle body, the driving torque transmitted to the road surface by the front wheel identified as the inner wheel is on the road surface. The drive torque to be generated for each front wheel 3 (3a, 3b) is calculated so as to be larger than the transmitted drive torque.

Specifically, when the priority performance information is a content that gives priority to the posture maintenance of the vehicle body, each drive torque calculation unit 155 moves from the value of the roll angular velocity of the vehicle 1 in the direction in which the vehicle body tilts. When this is detected, the driving torque to be generated for each front wheel 3 (3a, 3b) is calculated so that the driving torque of the inner ring is larger than the driving torque of the outer ring. Further, when the priority performance information is the content that priority is given to the posture maintenance of the vehicle body, each driving torque calculation unit 155 detects that the vehicle 1 is moving in the direction of rising from the value of the roll angular velocity of the vehicle 1, The driving torque to be generated for each of the front wheels 3 (3a, 3b) is calculated so that the driving torque becomes larger than the driving torque of the inner wheel.

Further, when the priority performance information is a content indicating that the posture variability of the vehicle body is prioritized, each driving torque calculation unit 155 indicates that the vehicle body is moving in the direction in which the vehicle body is inclined from the value of the roll angular velocity of the vehicle 1. When detected, the driving torque to be generated for each front wheel 3 (3a, 3b) is calculated so that the driving torque of the outer wheel becomes larger than the driving torque of the inner wheel. Further, when the priority performance information is a content to give priority to the posture variability of the vehicle body, each driving torque calculation unit 155 detects that the vehicle 1 is moving in the direction of rising from the value of the roll angular velocity of the vehicle 1, The driving torque to be generated for each front wheel 3 (3a, 3b) is calculated so that the driving torque of the front wheel 3 becomes larger than the driving torque of the outer wheel.

Further, each drive torque calculation unit 155 may distribute the total drive torque based on a reference determined according to the roll angle information of the vehicle 1 given from the inclination detection unit 50. Further, each drive torque calculation unit 155 may distribute the total drive torque based on a reference determined according to the roll angular velocity information of the vehicle 1 given from the inclination detection unit 50. In addition, each drive torque calculation unit 155 may distribute the total drive torque based on a reference determined according to both the roll angle information and the roll angular velocity information of the vehicle 1 given from the inclination detection unit 50. I do not care.

In this embodiment, the torque control unit 100 may individually control both the braking torque and the driving torque of the left wheel 3a and the right wheel 3b.

<2> In the vehicle 1 of the above embodiment, the left wheel 3a and the right wheel 3b are steering wheels. On the other hand, the left rear wheel and the right rear wheel arranged in the left-right direction can be steered wheels to be steered. When the steered wheel is a rear wheel, the torque control unit 100 may be configured to individually control the braking torque or the drive torque of these two rear wheels. Further, the front wheels and the rear wheels may be steered wheels. The rear wheel is not limited to one wheel, and may be two wheels arranged in the left-right direction.

<3> In the vehicle 1, the center in the left-right direction of the rear wheel 5 may not necessarily coincide with the center in the left-right direction of the left wheel 3a and the right wheel 3b. The vehicle 1 may include a vehicle body cover that covers the vehicle body frame 15. Further, the power source of the vehicle 1 may be an engine or an electric motor.

<4> In the above embodiment, the input member (121, 131) is a lever that can be operated by the rider's hand. However, the input member (121, 131) may be a pedal that is operated by the driver's foot. It may be a push-in button or a rotary grip. The input members (121, 131) are configured to be operable between an initial state where the rider is not touching and a maximum operation state where the rider's operation amount is maximum. The operating element as the input member may be an operating element capable of operating both the braking and driving of the wheels in addition to the operating element capable of operating the braking or driving of the wheels. The brake operator is, for example, a brake lever, a brake pedal, or the like. The drive operator is, for example, an accelerator lever or an accelerator pedal.

The operation amount of the input member (121, 131) may be the position from the initial state of the input member (121, 131). In this case, the operation amount can be detected by providing a sensor for detecting the position of the input member (121, 131). The operation amount of the input member (121, 131) may be the amount of change in pressure from the initial state of the input member. In this case, the operation amount can be detected by providing a sensor for detecting the hydraulic pressure generated by the master cylinder (125, 135). Moreover, the operation amount can be detected by providing a sensor for detecting the pressure directly acting on the input member (121, 131). The operation amount of the input member is a physical amount that changes according to the operation of the driver. The operation amount does not necessarily need to be detected by a sensor, and may be a mechanism that operates mechanically in conjunction with the operation amount.

<5> In the above embodiment, the vehicle 1 employs a disc brake that uses brake fluid pressure. However, in the present invention, the type of brake is not limited to this, and various types such as a drum brake, an electromagnetic brake, and a wet multi-plate brake may be adopted. Moreover, in the said embodiment, although the brake actuator (123, 133) was set as the structure which controls a brake hydraulic pressure electronically, you may control a hydraulic pressure with a mechanical mechanism.

The configuration of the inclination detector 50 is not limited to the above example. The inclination detection unit 50 may be configured to estimate the roll angle using at least one of 6-axis acceleration and 6-axis speed detected in the vehicle. The inclination detection unit 50 may be configured to measure a physical quantity related to the roll angle of the body frame. The inclination detection unit 50 may include a sensor that detects the relative rotation between the vehicle body frame and the link mechanism, such as a potentiometer. Alternatively, the inclination detection unit 50 may include a proximity sensor (distance sensor). In this case, the distance between the vehicle body frame and the road surface can be measured by the proximity sensor, and the roll angle can be estimated using the distance.

The structure of the link mechanism 9 is not limited to the parallelogram link. For example, the link mechanism 9 may be configured to include a shock tower as an arm that rotates with respect to the vehicle body frame. Further, the link mechanism 9 may be configured to include a double wishbone suspension structure. Further, the link mechanism 9 may be configured to include a left arm and a right arm that are arranged side by side in the left-right direction and are rotatably attached to the vehicle body frame. In this case, the left arm supports the left steering wheel so as to be movable in the vertical direction with respect to the vehicle body frame, and the right arm supports the left steering wheel so as to be movable in the vertical direction with respect to the vehicle body frame.

Further, the link mechanism 9 may include an actuator that applies a force for rotating the arm to the body frame. Thereby, the inclination of the body frame in the left-right direction can be controlled by the actuator. In this case, the control of the roll moment of the vehicle body frame by the torque control unit 100 and the control of the roll moment by the actuator of the link mechanism are combined.

The body frame is a member that receives stress applied to the lean vehicle during traveling. For example, a monocoque (stressed skin structure), a semi-monocoque, or a structure in which a vehicle part also serves as a member that receives stress is also included in the example of the body frame. For example, parts such as an engine and an air cleaner may be a part of the body frame.

The inventor considered the operation of the vehicle in the above embodiment in more detail as follows. When traveling while tilting the body frame, centrifugal force acts on the body frame. At this time, a side slip occurs with respect to the steered wheel, but when the steered wheel itself bends, a force acts to return to the opposite direction. This force is a component of the frictional force acting on the grounding point of the steered wheel, and acts in a direction perpendicular to the traveling direction of the vehicle. This force is called “cornering force” and results from the side slip angle with respect to the tire (wheel).

In addition, as the vehicle body frame is inclined, the steered wheel tends to advance in this inclination direction. As a result, the roll angle of the vehicle body frame (ie, the inclination angle with respect to the vertical line of the road surface (also referred to as camber angle)) is almost equal. A proportionally large force acts in a direction perpendicular to the direction of travel of the vehicle. This force is commonly referred to as “camber thrust” and results from the camber angle. The resultant force of the cornering force and the camber thrust acts as a “lateral force” and acts in the opposite direction to the centrifugal force. FIG. 15A shows an example of centrifugal force Fc and gravity Fg when the body frame is inclined.

Here, the case where the rotation of the steering wheel is braked while traveling with the vehicle body tilted with respect to the road surface, that is, the case where the rider applies the brake is considered. When the steering wheel is viewed in the traveling direction, the steering wheel has a shape with a smaller inner diameter on the inner side of the slope than the center. For this reason, as shown in FIG. 15A, when the vehicle is tilted, the ground contact point B of the steered wheel is not a center position but a position shifted inward from the center when viewed from the front of the vehicle body. In this position, the steering wheel receives a braking force from the road surface. Therefore, a rotational force (yaw moment Yr) in the yaw direction is generated inward, that is, in the same direction as the turning direction with respect to the steered wheels (see FIG. 15B). The centrifugal force Fc increases as a reaction force against the rotational force in the yaw direction. As a result, a force for raising the vehicle body is generated. The force for raising the vehicle body is a rotational force (roll moment) in the roll direction.

Considering the case where braking force is generated only for the steering wheel located on the inner side of the turn, that is, the inner wheel, and no braking force is generated for the steering wheel located on the outer side of the turn, that is, the outer wheel. First, the inner ring receives a force resulting from the braking force from the road surface. Therefore, a rotational force (yaw moment Yr) in the yaw direction is generated inward with respect to the inner ring. Further, a braking force is generated for the inner wheel in a direction opposite to the traveling direction of the vehicle, while no braking force is generated for the outer wheel. Due to the difference in braking force between the inner ring and the outer ring, an inward yaw moment is additionally generated with respect to the body frame. That is, when a braking force is generated only on the steering wheel corresponding to the inner wheel, the inward yaw moment increases. As the inward yaw moment increases, the yaw rate (yaw rotation speed) increases. Therefore, the centrifugal force increases. Thereby, the roll moment which raises a vehicle body frame is raised.

Next, a case will be examined in which the braking force is generated only on the steering wheel located on the outer side of the turn, that is, the outer wheel, while the braking force is not generated on the steering wheel located on the inner side of the turn, that is, the inner wheel. First, the outer ring receives a force resulting from the braking force from the road surface. An inward yaw moment is generated with respect to the outer ring. Further, while the braking force is generated in the direction opposite to the traveling direction for the outer ring, no braking force is generated for the inner ring. Due to the difference in braking force between the inner ring and the outer ring, an outward yaw moment is generated with respect to the body frame. That is, when the braking force is generated only on the steering wheel corresponding to the outer wheel, the inward yaw moment is reduced. As the inward yaw moment decreases, the yaw rate (yaw rotation speed) decreases. Therefore, the centrifugal force is reduced. That is, the roll moment for raising the vehicle body is weakened. Depending on the difference in braking force between the inner ring and the outer ring, there may be a roll moment that causes the body frame to tilt further inward.

Based on the above examination, the present inventor controls the posture of the vehicle body in a saddle-ride type vehicle having two left and right steering wheels by providing a difference in the braking force generated for the left and right steering wheels during traveling. I found out that I could do it. Based on this knowledge, the inventor has conceived the configuration of the above-described embodiment. In the above-described embodiment, the braking torque of the left steering wheel and the right steering wheel are determined based on the left-right inclination state of the body frame during at least a part of the period in which the right steering wheel and the left steering wheel are gripping the road surface. The difference in braking torque between the steered wheels is adjusted. By adjusting the difference in braking torque, the roll moment of the body frame in the traveling vehicle is controlled. Here, the braking torque may be replaced with driving torque. This makes it possible to adjust the inclination of the body frame in the left-right direction.

From this point of view, the configuration of the lean vehicle of the above embodiment is expressed as follows. The lean vehicle is arranged side by side in the left-right direction of the lean vehicle, and a left steering wheel and a right steering wheel to be steered, a left steering wheel braking / driving device that controls torque of rotation around the axle of the left steering wheel, A right steering wheel braking / driving device that controls a torque of rotation of the right steering wheel around an axle, a vehicle body frame, and a right / left tilt moment control device; The body frame supports the left steering wheel, the right steering wheel, the left steering wheel braking / driving device, and the right steering wheel braking / driving device. The body frame tilts to the left in the left-right direction of the lean vehicle when the lean vehicle turns to the left, and tilts to the right in the left-right direction of the lean vehicle when the lean vehicle turns to the right. The left / right tilt moment control device includes a left / right tilt state detection unit and a left / right steering wheel torque difference adjustment unit. The left / right tilt state detection unit is mounted on the body frame and detects a tilt state of the body frame in the left / right direction of the lean vehicle. The left and right steered wheel torque difference adjustment unit is based on the tilt state detected by the left and right tilt state detection unit, and at least during a period during which the left steered wheel and the right steered wheel are gripping the road surface. The difference between the torque generated by the left steering wheel braking / driving device and the torque generated by the right steering wheel braking / driving device is adjusted. The left / right tilt moment control device controls a moment for tilting the vehicle body frame while the lean vehicle is traveling in the left / right direction of the lean vehicle by adjusting the torque difference adjusted by the left / right steering wheel torque difference adjustment. (Configuration 1)

In the configuration 1, the moment for tilting the vehicle body frame in the left-right direction of the lean vehicle is a roll moment. The information detected as the tilt state by the left-right tilt state detection unit can include, for example, a roll angle, a roll angular velocity, or a value indicating whether the body frame is tilted to the right or left.

The left steering wheel braking / driving device controls the torque transmitted from the left steering wheel to the road surface by controlling the torque of rotation of the left steering wheel around the axle. The right steering wheel braking / driving device controls the torque transmitted to the road surface by the right steering wheel by controlling the torque of rotation of the right steering wheel around the axle.

The state where the left steering wheel and the right steering wheel grip the road surface is a state where the left steering wheel and the right steering wheel are not slipping. It can be said that the left steering wheel and the right steering wheel are in a gripped state when the anti-lock braking system (ABS) or the traction control is not required to operate. For example, a state where the slip ratio is not within the range of the slip ratio where the ABS or the traction control operates can be set as the grip state.

The roll moment control of the vehicle body frame by adjusting the torque difference between the left and right steered wheels according to the tilt state by the left and right tilt moment control device is running while the left and right steered wheels are gripping the road surface. This may be performed over at least a part of the period and during a period in which the left steered wheel and the right steered wheel are not gripping the road surface. The state of not gripping is, for example, a state where ABS or traction control is operating. That is, the roll moment control by adjusting the torque difference of the left / right tilt moment control device may be performed only in the grip state, or in both the grip state and the slip state. In a slip state, a difference in braking or driving torque between the left steering wheel and the right steering wheel may occur.

The roll moment control by adjusting the torque difference of the left / right tilt moment control device may be combined with ABS. For example, you may comprise a left-right inclination moment control apparatus using the brake control system used for ABS. Further, when the ABS is operated, that is, in the slip state, roll moment control by adjusting the torque difference may be performed. In this case, in the slip state, the fluctuation of the braking torque of the left steering wheel and the right steering wheel due to ABS is more likely to have a greater influence on the roll moment of the vehicle body frame than the adjustment of the torque difference. On the other hand, when the slip ratio is so low that the ABS does not operate, the roll moment control by adjusting the torque difference of the left / right tilt moment control device tends to affect the tilt of the body frame.

Note that the lean vehicle may not include a means for detecting the slip state or the grip state. The left / right inclination moment control device does not necessarily have to monitor the slip ratio of the left steering wheel and the right steering wheel. Further, the left / right tilt moment control device may not determine whether or not the grip state is set. Lean vehicles are gripped in the grip state for most of the traveling period, and rarely slip. Therefore, even if the slip rate is not particularly monitored, the left / right tilt moment control device can adjust the left / right steering wheel torque difference according to the tilt state during the entire grip travel period or a part of the grip travel period. The moment control of the direction inclination can be performed.

On the other hand, the left / right tilt moment control device may adjust the torque difference according to the grip state of the left steering wheel and the right steering wheel, for example, the slip ratio. For example, when the difference between the slip ratios of the left steering wheel and the right steering wheel is within a predetermined range, the torque difference can be adjusted. For example, the left / right tilt moment control device may monitor the slip ratio of the left steering wheel and the right steering wheel and adjust the torque difference only when the left steering wheel and the right steering wheel are in the grip state. Thereby, moment control can be performed more efficiently. In this case, the lean vehicle can include a left slip ratio calculation unit that calculates the slip ratio of the left steering wheel and a right slip ratio calculation unit that calculates the slip ratio of the right steering wheel.

The left / right tilting moment control device is configured so that the left steered wheel and the right steered wheel have a torque difference between the left steered wheel and the right steered wheel according to the tilt state at least during a period when the left steered wheel and the right steered wheel are traveling on the same μ value road surface. Roll moment control of the body frame can be performed by adjustment. When the left steering wheel and the right steering wheel are traveling on the same μ-value road surface, the roll moment is efficiently controlled by adjusting the torque difference between the left steering wheel and the right steering wheel using the left / right tilt moment control device. I can. The μ value represents the friction coefficient of the road surface. Note that the left / right tilt moment control device does not necessarily have a function of monitoring the μ value.

In the above embodiment, the torque control unit 100 is an example of a left and right steering wheel torque difference adjustment unit. The tilt detection unit 50 is an example of a left / right tilt state detection unit. The torque control unit 100 and the tilt detection unit 50 described above can constitute a left / right tilt moment control device. An example of the operation of the left / right tilt moment control device including the torque control unit 100 and the tilt detection unit 50 will be described.

FIG. 16 is a flowchart showing an operation example of the right / left tilt moment control device. In the example illustrated in FIG. 16, the inclination detection unit 50 detects the inclination state of the vehicle body frame 15 in the left-right direction of the vehicle 1 (S1). The torque control unit 100 determines whether to control the torque of rotation of the left wheel (left steering wheel) 3a and the right wheel (right steering wheel) 3b (S2). The torque control unit 100 can make the above determination based on, for example, an operation on the input member 121 by the rider. Instead of the rider's operation or in addition to the rider's operation, the above determination may be made based on other vehicle conditions. For example, the torque control unit 100 can make the above determination based on the tilt state detected in S1, the steering torque, the vehicle speed of the vehicle 1, and other information indicating the vehicle state.

That is, the left / right tilt moment control device is not limited to a mode that adjusts the torque difference between the left steering wheel and the right steering wheel when the rider operates. Regardless of the rider's operation, the torque difference between the left steering wheel and the right steering wheel may be adjusted. It is also possible to control whether or not the torque difference between the left steered wheel and the right steered wheel is adjusted according to a vehicle state other than the tilted state. For example, the left / right tilt moment device can adjust the torque difference between the left steered wheel and the right steered wheel in at least part of a period in which the vehicle speed is greater than the threshold value.

When it is determined YES in S2, the torque control unit 100 determines the torque of the left wheel 3a and the torque of the right wheel 3b according to the tilt state detected in S1 (S3). The torque control unit 100 can determine the braking torque of the left wheel 3a and the right wheel 3b, the driving torque of the left wheel 3a and the right wheel 3b, or both. Thereby, the difference between the torque of the left wheel 3a and the torque of the right wheel 3b is determined. That is, the torque difference adjusted according to the tilt state is determined.

In S3, the torque control unit 100 uses, for example, prerecorded data indicating the torque of the left wheel 3a and the right wheel 3b corresponding to a plurality of tilt states, and the left wheel 3a corresponding to the detected tilt state. And the torque of the right wheel 3b can be determined. For example, it is possible to determine the torque of the left wheel 3a and the right wheel 3b according to the detected inclination state using map data indicating the correspondence relationship between the inclination state and the torque of the left steering wheel and the right steering wheel. . Moreover, the torque control part 100 may calculate the torque of the left wheel 3a and the right wheel 3b according to the detected inclination state according to a predetermined program.

As in the above embodiment, the torque control unit 100 obtains the total amount, that is, the total value of the torque of the left wheel 3a and the torque of the right wheel 3b, and distributes the torque, that is, the ratio of the torque of the left wheel 3a and the right wheel 3b according to the inclination state May be determined. Alternatively, the torque control unit 100 calculates the torque of the left wheel 3a and the torque of the right wheel 3b corresponding to the tilt state detected in S1, without obtaining the total amount of torque of the left wheel 3a and right wheel 3b. May be.

In S3, the torque control unit 100 may determine the torque of the left wheel 3a and the torque of the right wheel 3b using information indicating other vehicle states in addition to the tilt state detected in S1. For example, the torque of the left wheel 3a and the torque of the right wheel 3b are determined using information indicating the vehicle state such as the vehicle speed or acceleration of the vehicle 1, the steering torque, the steering angle, the brake operation amount, or the access operation amount. Can do.

The torque control unit 100 causes the left steering wheel braking / driving device to generate the torque of the left wheel 3a determined in S3, and causes the right steering wheel braking / driving device to generate the torque of the right wheel 3b determined in S3. In the case of a configuration in which braking torque is applied, the left steering wheel braking / driving device is a left steering wheel brake that applies braking force to the left steering wheel, and the right steering wheel braking / driving device applies braking force to the right steering wheel. Right steering wheel brake. In the case of a configuration in which driving torque is applied, the left steering wheel braking / driving device is a left steering wheel driving device that applies a rotational force around the axle to the left steering wheel, and the right steering wheel braking / driving device is around the axle on the right steering wheel. This is a right steering wheel drive device that applies a rotational force of. For example, the right steering wheel driving device and the right steering wheel driving device may include a motor or an engine as a power source.

The left steering wheel braking / driving device applies both braking torque and driving torque to the left steering wheel, and the right steering wheel braking / driving device applies both braking torque and driving torque to the right steering wheel. May be. In this case, for example, the left steering wheel braking / driving device includes a left steering wheel brake and a left steering wheel driving device, and the right steering wheel braking / driving device includes a right steering wheel brake and a right steering wheel driving device. Can do.

1: Vehicle 3: Front wheel 3a: Left wheel 3b: Right wheel 5: Rear wheel 7: Steering mechanism 9: Link mechanism 10: Center of gravity 11: Power unit 13: Seat 15: Body frame 17: Body cover 21: Head pipe 22: Down Frame 23: Under frame 24: Rear frame 26: Front cover 27: Front fender 27a: Left front fender 27b: Right front fender 28: Leg shield 29: Center cover 30: Rear fender 31: Steering shaft 32: Handlebar 33: Tie rod 34: Bracket 34a: Left bracket 34b: Right Racket 35: Cross member 35a: Upper cross member 35b: Left cross member 35c: Right cross member 35d: Lower cross member 36a, 36b, 36c, 36d, 36e, 36f: Support part 41: Front wheel vehicle speed sensor 42: Rear wheel vehicle speed sensor 50: Inclination detection unit 51: Vehicle speed detection unit 53: Gyro sensor 54: Roll angle detection unit 71: Steering force transmission mechanism 73: Shock absorber 73a: Left shock absorber 73b: Right shock absorber 80a: Left rear telescopic element 81a: Left front telescopic Element 82a: Left cross member support portion 83a: Left wheel shaft 84a: Outer element of left shock absorber 85a: Inner element of left shock absorber 91a: Left front brake 91b: Right front blur Key 91c: Rear brake 92a: Left brake disc 93a: Left front caliper 93b: Right front caliper 93c: Rear caliper 94a: Left front brake pipe 94b: Right front brake pipe 94c: Rear brake pipe 100: Torque control unit 101: Electronic control unit 102: Hydraulic pressure control unit 120: Brake system 121: Input member 123: Brake actuator 125: Front master cylinder 127: Front brake pipe 131: Input member 133: Brake actuator 135: Rear master cylinder 137: Rear brake pipe 151: Inner and outer rings Specific unit 153: Total braking torque calculation unit (total driving torque calculation unit)
155: Each braking torque calculation unit (each driving torque calculation unit)
157: Storage unit

Claims

A lean vehicle,
A left steering wheel and a right steering wheel that are arranged side by side in the left-right direction of the lean vehicle and are steered;
A left steering wheel braking / driving device for controlling torque of rotation around the axle of the left steering wheel;
A right steering wheel braking / driving device for controlling torque of rotation of the right steering wheel around the axle;
The left steering wheel, the right steering wheel, the left steering wheel braking / driving device, and the right steering wheel braking / driving device are supported, and when the lean vehicle turns to the left, the lean vehicle tilts to the left in the left-right direction of the lean vehicle. A vehicle body frame that tilts to the right in the left-right direction of the lean vehicle when the lean vehicle turns to the right;
A left and right tilt state detection unit that is mounted on the body frame and detects a tilt state of the body frame in the left and right direction of the lean vehicle, and based on the tilt state detected by the left and right tilt state detection unit, The left steering wheel torque controlled by the left steering wheel braking / driving device and the right steering wheel braking / driving device are controlled by the right steering wheel braking / driving device during at least a part of the period when the right steering wheel is gripping the road surface. A right and left steering wheel torque difference adjustment unit that adjusts a difference in torque between the right steering wheel and adjusting the difference between the torque of the left steering wheel and the torque of the right steering wheel. A left / right tilt moment control device for controlling a moment for tilting the body frame in the left / right direction of the lean vehicle;
Lean vehicle equipped with.
The lean vehicle according to claim 1,
The left and right steered wheel torque difference adjustment unit is configured to control the torque of the left steered wheel and the right steering controlled by the left steered wheel braking / driving device when the vehicle body frame is tilted to the left in the left and right direction of the lean vehicle. The magnitude relationship of the torque of the right steered wheel controlled by the wheel drive device and the left steered wheel drive device controlled by the left steered wheel drive device when the body frame is tilted to the right in the left-right direction of the lean vehicle. The difference between the torque of the left steering wheel and the torque of the right steering wheel is adjusted so that the magnitude relationship between the torque of the left steering wheel and the torque of the right steering wheel controlled by the right steering wheel braking / driving device is different. Lean vehicle.
The lean vehicle according to claim 2,
The left and right steering wheel torque difference adjustment unit is
When the vehicle body frame is tilted to the left in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The braking torque of the right steering wheel is greater than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the difference between the torque of the left steering wheel and the torque of the right steering wheel so as to be smaller than the driving torque,
When the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking drive is controlled by the right steering wheel braking / driving device. Driving the right steering wheel, which is smaller than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device A lean vehicle that adjusts a torque difference between the left steered wheel and the right steered wheel so as to be larger than the torque.
The lean vehicle according to claim 2,
The left and right steering wheel torque difference adjustment unit is
When the vehicle body frame is tilted to the left in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The driving torque of the left steering wheel is smaller than the braking torque of the right steering wheel, or the driving torque of the left steering wheel is controlled by the right steering wheel braking / driving device. Adjust the difference between the torque of the left steering wheel and the torque of the right steering wheel so as to increase,
When the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The braking torque of the right steering wheel is greater than the braking torque of the right steering wheel, or the driving torque of the left steering wheel by the left steering wheel braking / driving device is greater than the driving torque of the right steering wheel controlled by the right steering wheel braking / driving device. A lean vehicle that adjusts the difference between the torque of the left steered wheel and the torque of the right steered wheel so as to be reduced.
The lean vehicle according to any one of claims 1 to 4,
The left and right steering wheel torque difference adjustment unit is controlled by the left steering wheel braking / driving device according to an inclination angle of the vehicle body frame in the left and right direction of the lean vehicle detected by the left and right inclination state detection unit. A lean vehicle for adjusting a difference between a wheel torque and a torque of the right steering wheel controlled by the right steering wheel braking / driving device.
A lean vehicle according to any one of claims 1 to 5,
The left and right steering wheel torque difference adjustment unit is controlled by the left steering wheel braking / driving device in accordance with an inclination angular velocity of the vehicle body frame in a left and right direction of the lean vehicle detected by the left and right inclination state detection unit. A lean vehicle that adjusts a difference between a wheel torque and a torque of the right steering wheel controlled by the right steering wheel braking / driving device.
The lean vehicle according to claim 6,
The left and right steering wheel torque difference adjustment unit is
The left steering controlled by the left steering wheel braking / driving device when the left / right inclination state detection unit detects an inclination angular velocity at which the inclination of the vehicle body frame changes toward the left in the left / right direction of the lean vehicle. The magnitude relationship between the torque of the wheel and the torque of the right steering wheel controlled by the right steering wheel braking / driving device, and the leaning of the body frame toward the right in the left-right direction of the lean vehicle is detected by the left-right tilt state detection unit. The magnitude relationship between the torque of the left steering wheel controlled by the left steering wheel braking / driving device and the torque of the right steering wheel controlled by the right steering wheel braking / driving device when a tilt angular velocity at which the inclination is about to change is detected The lean vehicle adjusts the difference between the torque of the left steered wheel and the torque of the right steered wheel so as to differ from each other.
The lean vehicle according to claim 7,
The left and right steering wheel torque difference adjustment unit is
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the left in the left / right direction of the lean vehicle. The braking torque of the wheel is smaller than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the torque difference between the left steering wheel and the right steering wheel so as to be larger than the driving torque of the right steering wheel controlled by the right steering wheel braking and driving device;
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the right in the left / right direction of the lean vehicle. The braking torque of the wheel becomes larger than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is A lean vehicle that adjusts the difference between the torque of the left steering wheel and the torque of the right steering wheel to be smaller than the driving torque of the right steering wheel controlled by the right steering wheel braking / driving device.
The lean vehicle according to any one of claims 1 to 8,
The left and right steered wheel torque difference adjustment unit is controlled by the left steered wheel braking / driving device when the lean angle of the lean vehicle in the left / right direction of the lean vehicle with respect to the vertical direction is smaller than a first threshold value. The lean is adjusted to adjust the difference between the torque of the left steering wheel and the torque of the right steering wheel so that the torque of the left steering wheel and the torque of the right steering wheel controlled by the right steering wheel braking / driving device are different. vehicle.
The lean vehicle according to any one of claims 1 to 9,
The left and right steered wheel torque difference adjusting unit is controlled by the left steered wheel braking / driving device when the lean angle of the lean vehicle in the left and right direction of the vertical direction line of the body frame with respect to the vertical direction is larger than a second threshold value. Adjusting the difference between the torque of the left steering wheel and the torque of the right steering wheel so that the torque of the left steering wheel and the torque of the right steering wheel controlled by the right steering wheel braking / driving device are different. Lean vehicle.
A lean vehicle according to claim 9, wherein
When the inclination angle of the lean vehicle in the left-right direction of the vertical direction line of the body frame with respect to the vertical direction is smaller than a first threshold value, the left-right steering wheel torque difference adjustment unit is
When the vehicle body frame is tilted to the left in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device. The braking torque of the right steering wheel is greater than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the difference between the torque of the left steering wheel and the torque of the right steering wheel so as to be smaller than the driving torque,
When the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the braking torque of the left steering wheel controlled by the left steering wheel braking drive is controlled by the right steering wheel braking / driving device. Driving the right steering wheel, which is smaller than the braking torque of the right steering wheel, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is controlled by the right steering wheel braking / driving device A lean vehicle that adjusts a torque difference between the left steered wheel and the right steered wheel so as to be larger than the torque.
A lean vehicle according to claim 11, wherein
When the lean angle in the left and right direction of the lean vehicle with respect to the vertical direction of the vertical line of the body frame is larger than a first threshold, the left and right steered wheel torque difference adjustment unit is
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the left in the left / right direction of the lean vehicle. The braking torque of the wheel is smaller than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is Adjusting the torque difference between the left steering wheel and the right steering wheel so as to be larger than the driving torque of the right steering wheel controlled by the right steering wheel braking and driving device;
The left steering controlled by the left steering wheel braking / driving device when the left / right tilt state detection unit detects a tilt angular velocity at which the lean of the vehicle body frame changes toward the right in the left / right direction of the lean vehicle. The braking torque of the wheel becomes larger than the braking torque of the right steering wheel controlled by the right steering wheel braking / driving device, or the driving torque of the left steering wheel controlled by the left steering wheel braking / driving device is A lean vehicle that adjusts the difference between the torque of the left steering wheel and the torque of the right steering wheel to be smaller than the driving torque of the right steering wheel controlled by the right steering wheel braking / driving device.
A lean vehicle according to any one of claims 1 to 12,
An operator that can be operated by the rider;
An operation state detection unit for detecting an operation state of the operation element;
The left and right steering wheel torque difference adjustment unit is configured to control the left steering wheel generated by the left steering wheel braking / driving device based on the tilt state detected by the tilt state detection unit and the operation state detected by the operation state detection unit. A lean vehicle for adjusting a difference between torque and torque of the right steering wheel generated by the right steering wheel braking / driving device.
A lean vehicle according to claim 13,
The left and right steered wheel torque difference adjustment unit determines a total amount of torque of the left steered wheel controlled by the left steered wheel brake drive device and a right steered wheel torque controlled by the right steered wheel brake drive device by a rider. Determined according to the operation amount of the operation element,
The total amount of the left steering torque and the right steering wheel torque with respect to the operation amount of the operating element when the vehicle body frame is tilted in the left-right direction of the lean vehicle is determined by: A lean vehicle, which is equal to a total amount of the left steering torque and the right steering wheel torque with respect to the operation amount of the operation element when not tilting in the direction.
The lean vehicle according to any one of claims 1 to 14,
A link mechanism that is rotatably supported with respect to the vehicle body frame and includes an arm that supports the right wheel and the left wheel, and by rotating the arm with respect to the vehicle body frame, A link mechanism that changes the relative position of the left wheel with respect to the vehicle body frame in the vertical direction to incline the vehicle body frame in the horizontal direction of the lean vehicle;
The lean vehicle is a lean vehicle that detects the lean state of the vehicle body frame in the left-right direction of the lean vehicle by detecting rotation of the arm with respect to the vehicle body frame.