Rocking control device for two front wheels rocking vehicle

The rocking control device for a two front wheels rocking vehicle includes a controller that executes a first rocking control which assists a rocking of the two front wheels rocking vehicle and a second rocking control which assists the two front wheels rocking vehicle so that the two front wheels rocking vehicle self-stands at a rocking balanced position where a rocking moment of the vehicle body is canceled out in a lateral direction, wherein controller is configured to switch the first rocking control and the second rocking control to OFF state, and is configured to operate the first rocking control and the second rocking control in combination.

CROSS-REFERENCE TO RELATED APPLICATION

Priority is claimed on Japanese Patent Application No. 2016-191046, filed Sep. 29, 2016, the content of which is incorporated herein by reference.

BACKGROUND

Field of the Invention

The present invention relates to a rocking control device for a two front wheels rocking vehicle.

Description of Related Art

In the related art, in a rocking control device for a two front wheels rocking vehicle, a technology of performing rocking assistance according to a vehicle speed is known (for example, Japanese Unexamined Patent Application, First Publication No. 2010-143474).

SUMMARY

Incidentally, in the related art, a control executed according to the vehicle speed is prepared for only one type, it is not possible to choose a rocking control corresponding to the driving condition.

An aspect of the present invention is provided to make it possible to select a desired rocking control corresponding to the driving condition.

A rocking control device for a two front wheels rocking vehicle according to the present invention employs the following configurations.

(1) A rocking control device for a two front wheels rocking vehicle according to an aspect of the present invention is a rocking control device for a two front wheels rocking vehicle comprising a pair of left and right front wheels and configured to laterally rock a vehicle body, the rocking control device for a two front wheels rocking vehicle including a controller that executes a first rocking control which assists a rocking of the two front wheels rocking vehicle and a second rocking control which assists the two front wheels rocking vehicle so that the two front wheels rocking vehicle self-stands at a rocking balanced position where a rocking moment of the vehicle body is canceled out in a lateral direction, wherein the controller is configured to switch the first rocking control and the second rocking control to OFF state, and is configured to operate the first rocking control and the second rocking control in combination.

According to this above mentioned configuration of (1), it is possible to make the rocking of the two front wheels rocking vehicle more easier to be balanced by performing the assistance with respect to the driver's driving, and to make the two front wheels rocking vehicle more easier to self-stand by assisting so as to self-stand at the rocking balanced position. In addition, it is possible to choose a desired rocking control corresponding to the driving condition by making it possible to select different types of rocking control.

(2) In the aspect of above mentioned (1), the first rocking control may include a weight shift roll assist control that detects a shift of a driver's weight and assists the rocking of the two front wheels rocking vehicle in a weight shifted direction.

According to this above mentioned configuration of (2), as the rocking of the two front wheels rocking vehicle is assisted and controlled according to the driver's weight shift, it is possible to rock the two front wheels rocking vehicle in an arbitrary direction according to the weight shift only.

(3) In the aspect of above mentioned (1) or (2), the first rocking control may include a dual effect roll damper control that applies a resisting force in both of a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle and a direction in which the vehicle body rises with respect to the rocking of the two front wheels rocking vehicle.

According to this above mentioned configuration of (3), it is possible to prevent an excessive with respect to the roll angle intended by the driver.

(4) In the aspect of any one of the above mentioned (1) to (3), the first rocking control may include a single effect roll damper control that applies a resisting force in only a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle.

According to this above mentioned configuration of (4), by attenuating a rocking force only for rocking in the falling down direction of the two front wheels rocking vehicle using the single effect roll damper control, the two front wheels rocking vehicle can be prevented from falling down abruptly, and rocking in the direction in which the vehicle body rises can be performed smoothly. In addition, as a resisting force is generated simultaneously with the dual effect roll damper control, a damper effect can be further increased.

(5) In the aspect of any one of above mentioned (1) to (4), the first rocking control may include a weight shift roll assist control that detects a driver's weight shift and assists the rocking of the two front wheels rocking vehicle in a weight shifted direction, and a steering roll assist control that assists the rocking of the two front wheels rocking vehicle in a direction opposite to a steering direction of the driver.

According to this above mentioned configuration of (5), since an assistance force of the weight shift roll assist control is suppressed when the vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed, the driver can roll the vehicle body in an arbitrary direction during traveling.

(6) In the aspect of above mentioned (5), the first rocking control may include a dual effect roll damper control that applies a resisting force in both of a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle and a direction in which the vehicle body rises with respect to the rocking of the two front wheels rocking vehicle, and the controller controls the dual effect roll damper so that an assistance force in the dual effect roll damper control is weaken when a vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed.

According to this above mentioned configuration of (6), a driver can roll the vehicle in an arbitrary direction during traveling since the assistance force of the dual effect roll damper control is suppressed when the vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed.

(7) In the aspect of the above mentioned (5) or (6), when a vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed, the controller may control the weight shift roll assist control so that an assistance force is weaken in the weight shift roll assist control and the steering roll assist control so that an assistance force is strengthen in the steering roll assist control.

According to this above mentioned configuration of (7), by strengthening the assistance force of the steering roll assist control when the vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed, the roll assistance of the vehicle body can be performed by the driver's operation of the steering handle.

(8) In the aspect of any one of the above mentioned (1) to (7), the second rocking control may include a high rigidity self-standing control that maintains a state in which the two front wheels rocking vehicle is disposed at the rocking balanced position, and the controller controls the high rigidity self-standing control so that the high rigidity self-standing control is released when a vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed.

According to this above mentioned configuration of (8), even the driver has maintained the self-standing state to the ON state, it is possible to maintain a driving state that can appropriately roll after the start of the traveling by releasing the high rigidity self-standing when the vehicle speed of the two front wheels rocking vehicle exceeds the predetermined speed.

(9) In the aspect of the above mentioned (8), the controller may include an offset cancellation control that maintains the torque of the high rigidity self-standing control at the time when the high rigidity self-standing control is released.

According to this above mentioned configuration of (9), when rocking lock is released, an abrupt variation in roll torque due to the release of the high rigidity self-standing control can be suppressed by an offset cancellation effect that suppresses the rocking of the two front wheels rocking vehicle.

(10) In the aspect of the above mentioned (9), the controller may control the offset cancellation control so that the offset cancellation control weakens a rocking restricting force according to an increase of the vehicle speed.

According to this above mentioned configuration of (10), since rolling is allowed gradually according to the increase of the vehicle speed, it is possible to perform a smooth transition to a rollable state while variation during release of the rocking lock is suppressed.

(11) In the aspect of any one of the above mentioned (8) to (10), the second rocking control may include a self-standing auxiliary spring control that suppresses the rocking of the two front wheels rocking vehicle according to a decrease of a vehicle speed during a deceleration before reaching the high rigidity self-standing control.

According to this above mentioned configuration of (11), a self-standing property at a low speed can be improved while allowing rolling of the vehicle body according to a decrease of the vehicle speed, and the two front wheels rocking vehicle can be smoothly guided to self-standing.

(12) In the aspect of the above mentioned (11), the controller may control the self-standing auxiliary spring control so that the self-standing auxiliary spring control works simultaneously with the first rocking control.

According to this above mentioned configuration of (12), the rocking assistance from the first rocking control can also be performed in the self-standing auxiliary spring control.

(13) In the aspect of any one of the above mentioned (1) to (12), the rocking control device for a two front wheels rocking vehicle may further include a second rocking control switch that switches the second rocking control to ON or OFF state, wherein the second rocking control switch may be operated by a rotating operation of a handle grip which the driver grips.

According to this above mentioned configuration of (13), since the handle grip is set as an operation device for the second rocking control switch, it is not necessary for the driver to change the position of the hand in order to operate the second rocking control switch, and therefore, the operation during driving is easy for the driver and it is possible for the driver to directly control the ON and OFF state of the second rocking control based on the driver's intention.

According to the aspects of the present invention, it is made possible to select a desired rocking control corresponding to the driving condition in the rocking control device for a two front wheels rocking vehicle.

DESCRIPTION OF EMBODIMENTS

Hereinafter, an embodiment of the present invention will be described based on the accompanying drawings. Further, directions of forward, rearward, left, right, and so on, described below are the same as directions in a vehicle described below unless the context clearly indicates otherwise. In addition, in appropriate places in the drawings used in the following description, an arrow FR showing a forward direction with respect to a vehicle, an arrow LH showing a leftward direction with respect to the vehicle and an arrow UP showing an upward direction with respect to the vehicle are provided.

As shown inFIG. 1toFIG. 3, a two front wheels rocking vehicle1according to an embodiment is configured as a two front wheels saddle riding type vehicle in which a pair of left and right front wheels (steering wheels)2L and2R are laterally symmetrically provided in a front section of a vehicle body, a single rear wheel (a drive wheel)3is provided at a center of a rear section of the vehicle body in a leftward/rightward direction, and the vehicle body can be rocked laterally (rolling motion). The two front wheels rocking vehicle1has a laterally symmetrical configuration unless the context clearly indicates otherwise. In the embodiment, a pair of left and right components is distinguished by adding the reference character L to the left component and the reference character R to the right component, and only reference numerals from which “L” and “R” are removed may be indicated.

A vehicle body frame5of the two front wheels rocking vehicle1includes a front suspension frame body20configured to support a two front wheels suspension system4in a front end portion of the vehicle body frame5, left and right main frames13extending rearward and downward from an upper section of the front suspension frame body20while branching off leftward and rightward, left and right down frames14extending rearward and downward from a lower section of the front suspension frame body20while branching off leftward and rightward, left and right pivot frames15extending downward from rear end portions of the left and right main frames13, and a seat frame16extending rearward and upward from upper sections of the left and right pivot frames15.

An engine (an internal combustion engine)6serving as a prime mover of the two front wheels rocking vehicle1is mounted below the main frames13. A rear wheel3driven by power from the engine6is supported by rear end portions of swing arms7. Front end portions of the swing arms7are vertically swingably supported by the left and right pivot frames15. A knee grip section8sandwiched between both knees of a rider (a driver) is disposed over the engine6, and an occupant seat9is disposed behind the knee grip section8. The knee grip section8is constituted by a fuel tank of the engine6, an article storage box, or the like.

A head pipe12through which a steering shaft12ais supported is installed on a rear section of the front suspension frame body20. A bar type steering handle11is attached to an upper end portion of the steering shaft12aprotruding upward from the head pipe12. A bottom bracket12bto which a steering link mechanism18is connected is attached to a lower end portion of the steering shaft12aprotruding downward from the head pipe12. Left and right front fork units28are connected to the steering link mechanism18via left and right tie rods19L and19R. Line C1of the drawing represents a central axis (a steering axis) of the head pipe12and the steering shaft12a.

An upper rocking shaft25passing through a lateral center of an integrated upper arm24in the two front wheels suspension system4is supported to the upper section of the front suspension frame body20. A lower rocking shaft27coaxially passing through left and right inner end portions of left and right lower arms26L and26R, which are separated at left and right sides, in the two front wheels suspension system4is supported to the lower section of the front suspension frame body20. The upper and lower rocking shafts25and27are parallel to each other and inclined forward and upward.

The upper arm24and left and right lower arms26of the two front wheels suspension system4extend leftward and rightward in front of the head pipe12. Upper sections of left and right front fork units28L and28R that independently suspend the left and right front wheels2L and2R are supported to the upper arm24and left and right outer end portions of the left and right lower arms26such that they may be steered. The left and right front fork units28L and28R can be steered via left and right steering shafts (king pin shafts)29L and29R parallel to the head pipe12and offset forward and outward from the head pipe12when seen in a side view of the vehicle. Reference characters C4L and C4R in the drawing represent central axes (king pin axes) of the left and right steering shafts29L and29R.

The two front wheels suspension system4can laterally rock a vehicle body main body1A including the vehicle body frame5, the engine6, the rear wheel3, and so on, while the left and right front wheels2L and2R remain in contact with the ground, and can laterally rock the left and right front fork units28L and28R and the left and right front wheels2L and2R to match the lateral rocking of the vehicle body main body1A. Here, the two front wheels suspension system4alternately vertically moves the left and right front fork units28L and28R and the left and right front wheels2L and2R with respect to the vehicle body main body1A. Line CL of the drawing represents a lateral central surface of the vehicle body.

The left and right front fork units28L and28R constitute a leading link type front suspension which laterally approaches the inner sides of the left and right front wheels2L and2R. The left and right front fork units28L and28R include fork main bodies31having upper sections supported by the upper arm24and left and right outer end portions of the left and right lower arms26, leading arms32having rear end portions that are swingably supported by lower end portions of the fork main bodies31, cushion units33configured to bridge the leading arms32and the fork main bodies31, front wheel axles34integrally swingably installed on front end portions of the leading arms32, caliper brackets35swingably supported by the front wheel axles34while supporting brake calipers36in front of the front wheel axles34, and torque rods37configured to bridge the caliper brackets35and the fork main bodies31above the front wheel axle34.

King pin axes C4of left and right steering shafts29are inclined to be disposed further backward as they go upward in a vertical direction when seen in a side view of the vehicle. In other words, left and right king pin axes C4L and C4R are inclined to be parallel to a steering axis C1. The left and right king pin axes C4L and C4R extend in the vertical direction when seen in a front view of the vehicle.

An extension portion extending downward from the king pin axis C4when seen in a side view of the vehicle reach an intersection point T1′ in front of a ground contact point T1of the front wheel2with respect to a road surface R and a predetermined trail amount is generated. An inclined angle θ of the king pin axis C4with respect to the vertical direction when seen in a side view of the vehicle is a caster angle. The front wheel axle34is offset forward from the extension point of the king pin axis C4when seen in a side view of the vehicle.

The two front wheels rocking vehicle1includes an actuator41configured to control lateral rocking (rolling) of the vehicle body.

The actuator41has a rotary drive shaft42parallel to the upper and lower rocking shafts25and27of the two front wheels suspension system4. The actuator41fixes a housing that functions as a frame configured to receive and support the rotary drive shaft42to a portion of the front suspension frame body20above the upper rocking shaft25. The actuator41is an electric motor or a fluidic device configured to generate a torque in the rotary drive shaft42, and integrally supports a rocking arm43on the rotary drive shaft42. A portion of the upper arm24offset from the upper rocking shaft25toward one of left and right sides is connected to the rocking arm43via a connecting link44. The upper and lower rocking shafts of the connecting link44and an area that connects the rotary drive shaft42and the upper rocking shaft25form a parallel link when seen in a side view of the vehicle, the upper arm24is rocked according to a rotation angle of the rotary drive shaft42, and thus, rolling of the vehicle body is controlled.

Next, roll control (lateral rocking control) of the two front wheels rocking vehicle1will be described.

As shown inFIG. 4, roll control of the two front wheels rocking vehicle1is generally classified as first rocking control (self-standing OFF control, part (a) ofFIG. 4) of assisting a roll operation of a rider, and second rocking control (self-standing ON control, parts (b) to (d) ofFIG. 4) allowing self-standing a vehicle body without support by a driver during stoppage.

Referring to part (a) ofFIG. 4, the first rocking control includes weight shift roll assist control L1and dual effect roll damper control L2performed during stoppage and reducing an effect strength shortly after the start of traveling, and steering roll assist control L4and single effect roll damper control L3that are not performed during stoppage and increasing an effect strength instead of a decrease of the effect strength of the weight shift roll assist control L1and the dual effect roll damper control L2.

The first rocking control can be turned on/off by a first rocking control switch (not shown) attached to a handle, a vehicle body, or the like, and it is needless to say that the form of the switch is not limited.

The first rocking control and the second rocking control can be caused to operate in combination, and when the first rocking control and the second rocking control are turned on together, in a predetermined speed range in which self-standing auxiliary spring control L5works, each of the weight shift roll assist control L1, the dual effect roll damper control L2, the single effect roll damper control L3and the steering roll assist control L4also works in the same way. That is, the self-standing auxiliary spring control L5works simultaneously with the first rocking control L1to L4.

Referring toFIG. 4(b),FIG. 4(d)andFIG. 5, the second rocking control is performed when a second rocking control switch (a self-standing ON/OFF switch)45is turned on and when it has become to a predetermined traveling state such as a vehicle speed is below a predetermined value. For example, when a throttle grip11ais used as an operating piece, the second rocking control switch45of the embodiment is turned off (OFF) from a fully closed position of the throttle grip11a(a throttle fully closed position) toward an operation range in a throttle opening direction, and is turned on (ON) when over-stroked further from the fully closed position in the throttle closing direction. That is, a throttle is fully closed when the second rocking control switch45is turned on. In other words, the second rocking control switch45of the present embodiment is operated by a rotating operation of a throttle grip11a(handle grip) which the driver grips.

The second rocking control includes the self-standing auxiliary spring control L5in which the effect strength is gradually increased as a vehicle speed is decreased from a time point when the vehicle speed has reached a low speed (for example, 15 km/h) during deceleration when the second rocking control switch45is turned on, and high rigidity self-standing control L6in which the effect strength is increased to a predetermined value from a time point when the vehicle speed has reached an ultra low speed (for example, 3 km/h) until the stoppage of the vehicle during deceleration when the second rocking control switch45is turned on.

The self-standing auxiliary spring control L5overlaps with the steering roll assist control L4. In a speed range exceeding a predetermined speed of the self-standing auxiliary spring control L5, the steering roll assist control L4is continued even when the second rocking control switch45is turned on. Here, the weight shift roll assist control L1, the dual effect roll damper control L2and the single effect roll damper control L3are also continued.

In the high rigidity self-standing control L6, various roll moments applied to the vehicle body are suppressed by a control system. The high rigidity self-standing control L6maintains a state in which the two front wheels rocking vehicle1is disposed at the rocking balanced position. For this reason, when the high rigidity self-standing is released, the various roll moments cannot be suppressed simultaneously. Here, in the second rocking control, offset cancellation control L7(see part (c) ofFIG. 4) that stores a rocking torque instruction value during the high rigidity self-standing and that applies the same rocking torque at the time of releasing the self-standing in order to gradually decrease the rocking torque is performed.

Referring to part (c) ofFIG. 4, the offset cancellation control L7gradually reduces a rocking restricting force according to an increase in vehicle speed, and terminates at a time point, for example, when the vehicle has traveled a predetermined distance (for example, 9 m) after starting the control. The offset cancellation control L7outputs a value of “0” until a predetermined storage condition is input.

Here, the high rigidity self-standing control L6maintains the high rigidity self-standing until the vehicle speed has reached a predetermined speed (for example, 3 km/h) even when the vehicle travels while the second rocking control switch45is not turned off (line L6′ in the drawing) and releases the high rigidity self-standing when the vehicle speed exceeds the predetermined speed. The high rigidity self-standing control L6is released when a vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed. Also at this time, the offset cancellation control L7outputs a stored value by using the release of the high rigidity self-standing as a trigger (line L7′ in the drawing). In addition, when the previously stored value is lowered, a new value is not input until the next storage condition is satisfied. The offset cancellation control L7suppress the rocking of the two front wheels rocking vehicle1at the time when the high rigidity self-standing control L6is released.

Next, a control block of the two front wheels rocking vehicle1will be described.

As shown inFIG. 6, various information such as a vehicle speed, on/off of the second rocking control switch45, a roll rate (an angular velocity), a roll angle, a steering force and a steering angle is input to a rocking control ECU50. A weight shift roll assist controller51, a dual effect roll damper controller52, a steering roll assist controller54, a single effect roll damper controller53, a self-standing auxiliary spring controller55, a high rigidity self-standing controller56and an offset cancellation controller57are installed in the rocking control ECU50.

In the weight shift roll assist controller51, a state in which a weight shift of a rider can be balanced during stoppage, i.e., a state in which inclination of the vehicle body follows the weight shift of the rider is created, and a transition from stoppage to traveling can be performed without stepping the ground with a foot (the weight shift roll assist control L1). The weight shift roll assist control (L1) detects a shift of a driver's weight and assists the rocking of the two front wheels rocking vehicle (1) in a weight shifted direction.

In the weight shift roll assist control L1, a weight shift amount (calculated by a rocking torque, a roll rate, a roll angle, a steering angle and a vehicle speed) and a vehicle speed are input information. The rocking torque is detected by, for example, a torque sensor installed in the vicinity of the upper and lower rocking shafts25and27in the two front wheels suspension system4, the roll rate and the roll angle are detected by, for example, a gyro sensor installed on the vehicle body, the steering angle and the steering force are detected by, for example, a steering angle/steering force sensor installed in the vicinity of the steering shaft12a, and the vehicle speed is detected by, for example, a vehicle speed sensor installed in the vicinity of the front wheel axle34.

In the weight shift roll assist control L1, a rocking torque in proportion to an estimated roll moment value due to a weight shift of a rider is instructed. In actuality, the weight shift itself is not instructed, and a total value (an estimated weight shift amount and an estimated external force moment) of the moment applied to the vehicle body other than from the rocking unit is estimated, and an instruction value (a weight shift roll assist instruction value) of the rocking torque is output based on the estimated total value. The output value refers to a map in which the effect strength is set according to a vehicle speed. In the embodiment, each of the controllers has a similar map.

Further, in consideration of a roll angle with respect to a rocking reference position, when an instruction value of the rocking torque is a value indicating an output of the rocking torque toward a side at which the vehicle body is tilted toward the ground, a rocking torque instruction value is fixed to zero. That is, the rocking torque is only output toward a side that the vehicle body is raised, and rolling to the side where the vehicle body is tilted toward the ground is not assisted. Specifically, when the vehicle body rolls rightward from the rocking reference position and the weight shift is directed rightward or when the vehicle body rolls leftward from the rocking reference position and the weight shift is directed leftward, the rocking torque instruction value is set to zero. Since the torque toward the side where the vehicle body is tilted toward the ground is fixed to zero, even when input of a torque toward the side where the vehicle body is tilted toward the ground is caused due to a reaction with respect to the weight shift in order to raise the vehicle body, the influence with respect to an operation of raising the vehicle body is suppressed.

An assistance force of the first rocking control is not applied in a direction in which the vehicle body is tilted toward the ground from the rocking reference position and is applied only in a direction in which the vehicle body is raised toward the reference position. The rocking reference position is a rocking position at which a vertical axis (an axis in the vertical direction) coincides with a vehicle body lateral central surface CL during stoppage, and is a rocking position at which an inclined axis inclined with respect to the vertical axis by a predetermined angle in the steering direction coincides with the vehicle body lateral central surface CL when the vehicle travels with a steering angle (during turns). The rocking reference position during turning is determined based on a rocking reference position map in which a steering angle and a vehicle speed are used as parameters. The rocking reference position is a rocking balanced position at which rocking moments of the vehicle body are canceled out in the lateral direction.

For example, when a leftward steering angle is applied, the front wheels2L and2R are inclined leftward from setting of the caster angle and the trail amount, and the vehicle body and the rider will start moving leftward with respect to the ground contact points T1L and T1R of the front wheels2L and2R. With respect to this, the rider will naturally move rightward in order to balance in a self-standing state. Provided that a self-standing rocking angle obtained as a result of this movement of the rider is a balance reference angle, in the embodiment, a rocking angle less than the balance reference angle is set as a dead zone for the weight shift roll assist control L1.

In the weight shift roll assist control L1, there is a case where the reaction may be delayed. In addition, since the rocking torque instruction rises after the weight shift of the rider has terminated, there is a case where the reaction may be delayed after the operation. In addition, since the torque is merely applied to the vehicle body rolling, it is necessary to provide an element configured to stop the rolling after the rolling starts to proceed. For these reasons, it is preferable to use the weight shift roll assist control L1together with the dual effect roll damper control L2.

In the dual effect roll damper controller52, traveling stability is increased by improving the stability of rolling (the dual effect roll damper control L2). In the dual effect roll damper control L2, the roll rate and the vehicle speed are input information. In the dual effect roll damper control L2, as a rocking torque (a damping torque) of reverse polarity is instructed in proportion to the roll rate, a behavior of viscous friction is reproduced. The dual effect roll damper control L2applies a resisting force in both of a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle1and a direction in which the vehicle body rises with respect to the rocking of the two front wheels rocking vehicle1.

In the single effect roll damper controller53, wobbling is reduced by making tilting of the vehicle body gentle during, in particular, low speed turning (the single effect roll damper control L3). In the single effect roll damper control L3, the roll rate, the roll angle, the vehicle speed and the steering angle are input information. In the single effect roll damper control L3, like the dual effect roll damper control L2, as a rocking torque (a damping torque) of reverse polarity is instructed in proportion to the roll rate, a behavior of the viscous friction is reproduced. In the single effect roll damper control L3, a torque resisting against the side at which the vehicle body is tilted toward the ground is generated, but a control which interferes with the side at which the vehicle body is raised is not performed. The single effect roll damper control L3applies a resisting force in only a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle1.

For example, when the vehicle is traveling in a rightward inclination state, the vehicle body angular velocity is rightward, and when the vehicle is traveling in a leftward inclination state, the vehicle body angular velocity is leftward. Accordingly, a switching circuit sw3determines whether the vehicle body angular velocity is rightward or leftward.

In the steering roll assist controller54, a roll reaction with respect to the steering (a reaction of rolling in a direction opposite to the steering direction) is created by a motor torque (the steering roll assist control L4). The steering roll assist control L4assists the rocking of the two front wheels rocking vehicle1in a direction opposite to a steering direction of the driver. For this reason, roll controllability can be maintained up to a low speed range in which normally a counter steering becomes not effective, and it is possible to keep the vehicle body rocking under a rider's control. However, since a rider's discomfort is increased when the steering roll assist control L4is performed at a vehicle speed of zero, the weight shift roll assistance is performed when the vehicle speed is about zero instead of the steering roll assistance.

In the steering roll assist control L4, the steering force and the steering angle are input information.

In the steering roll assist control L4, a rocking torque in a direction opposite to the steering force direction (a left roll torque when a steering force is in a rightward direction, and a right roll torque when a steering force is in a leftward direction) is instructed in proportion to the steering force. The instruction value is increased or decreased according to the steering angle, a proportional coefficient is decreased in the vicinity of traveling in a straight line, and a proportional coefficient is increased as the steering angle is increased.

The second rocking control switch45transmits a balancing intention of a rider to a control system. That is, when self-standing is released with only conditions such as a vehicle speed or the like, the rider's balancing may not be in time. With respect to this, by making the rider to indicate the rider's intention through the second rocking control switch45, it is possible to make the rider to prepare for balancing and suppress the delay for starting the balancing.

In addition, since the second rocking control switch45has the throttle grip11aserving as an operating part, it is not necessary for a rider to change the position of the hand for handling, and the vehicle can be started immediately after release of self-standing. In addition, the rider's self-standing intention can be transmitted to the control system in a series of the accelerator OFF operation during stoppage. In addition, operations during driving are also easy, and ON/OFF of the second rocking control can be directly controlled according to the rider's intention.

In the self-standing auxiliary spring controller55, the vehicle body is guided to a vertical standing state (a standing state in the vertical direction) in preparation for self-standing during stoppage while allowing rolling at a low speed before the stoppage (the self-standing auxiliary spring control L5). The self-standing auxiliary spring control L5suppresses the rocking of the two front wheels rocking vehicle1according to a decrease of a vehicle speed during a deceleration before reaching the high rigidity self-standing control L6. In the self-standing auxiliary spring control L5, the roll angle and the vehicle speed are input information. In the self-standing auxiliary spring control L5, a rocking torque with a reverse polarity in proportion to the roll angle is instructed. In addition, the self-standing auxiliary spring control L5works when the second rocking control switch45is turned on.

In the high rigidity self-standing controller56, a necessity for a rider to support the vehicle body during stoppage is eliminated (the high rigidity self-standing control L6). In the high rigidity self-standing control L6, the roll angle, the roll rate and the vehicle speed are input information. In the high rigidity self-standing control L6, regardless of a center of gravity of the vehicle body and the rider, a rocking torque is instructed such that a geometric center of the vehicle body is disposed on a vertical axis. The high rigidity self-standing control L6is positioning control having a positioning (roll angle) loop and a speed (roll rate) loop, and has the same effect as a combination of a rigid roll damper and a rigid roll spring.

In the offset cancellation controller57, the rocking torque instruction value, the roll rate and the vehicle speed are input information. In the offset cancellation control L7, in a state in which the second rocking control switch45is turned on, the roll rate is about zero and a vehicle speed of zero continues for 0.5 sec or more, the switching circuit is closed, and memory update with respect to a capture of a rocking torque instruction value is started. When the second rocking control switch45is turned off, the memory update is canceled and the stored instruction value is added to the instructed torque. The stored instruction value is decreased along with, for example, the traveling of the vehicle, and is made zero after a predetermined distance has been traveled (about 9 m). In addition, when the second rocking control switch45is turned off, an offset value (bias) is set to 0 and added to the instructed torque.

The stored rocking torque instruction value includes all influences related to the roll moment such as a cant gradient at that time, an offset of the rocking torque, a stepping state of the rider using a foot, a center of gravity of a rider, a steering angle (a ground contact position), and so on.

Next, operations will be described.

When only the first rocking control switch is turned on, while the weight shift roll assist control L1and the dual effect roll damper control L2reduce the effect strength shortly after the start of traveling, the weight shift roll assist control L1maintains the effect continuing during low speed traveling. Accordingly, even when the vehicle body is inclined and the rider uses a foot during low speed traveling, raising the vehicle body by the rider with the usage of the foot can be assisted by the weight shift roll assist control L1. The weight shift roll assist control L1is continued to about 10 km/h, the single effect roll damper control L3is continued to about 15 km/h, and the dual effect roll damper control L2is continued to about 20 km/h. That is, the weight shift roll assist control L1, the single effect roll damper control L3and the dual effect roll damper control L2weaken each of the assistance forces when a vehicle speed of the two front wheels rocking vehicle1exceeds the respective predetermined speeds.

In addition, after the vehicle has started traveling, the steering roll assist control L4raises the effect strength thereof so as to replace the weight shift roll assist control L1or the like. Accordingly, it is possible to make the vehicle body rocking under the rider's control while maintaining the roll controllability obtained by the steering.

In the intermediate speed range of about 30 to 50 km/h, the steering roll assist control L4gradually reduces the effect strength thereof according to an increase in vehicle speed, and the effect strength is set to 0 at about 50 km/h. That is, when a vehicle speed of the two front wheels rocking vehicle1exceeds a predetermined speed, the steering roll assist control L4strengths the assistance force.

Further, in the vehicle speed range in which the high rigidity self-standing control L6and the self-standing auxiliary spring control L5are not started, there is no difference whether the second rocking control switch45is in the ON or OFF state, and it is possible to roll the vehicle body even when the second rocking control switch45is turned on.

Meanwhile, when the throttle is fully closed and the second rocking control switch45is turned on, the self-standing auxiliary spring control L5is started from a time point when the vehicle speed reaches the low speed range (about 15 km/h or less). The self-standing auxiliary spring control L5gradually increases the effect strength (rocking restricting force) from the low speed range to the ultra low speed range (about 3 km/h or less). Accordingly, wobbling at a low speed can be reduced during deceleration while allowing rolling of the vehicle body, and it is possible to establish both the self-standing during stoppage and the controllability similar to a two-wheeled vehicle.

When reaching the ultra low speed range, the high rigidity self-standing control L6is started instead of the self-standing auxiliary spring control L5. Accordingly, self-standing of the vehicle can be performed before stoppage. Therefore, since the high rigidity self-standing control L6is continued with the self-standing auxiliary spring control L5, it is possible to easily and securely stop the two front wheels rocking vehicle1in a self-standing state.

In addition, during restarting from the high rigidity self-standing, even when various roll moments (due to a load, luggage, or the like) are applied to the vehicle body, since the rocking torque during the high rigidity self-standing is maintained by the offset cancellation control L7, it is possible to reduce the wobbling during release of the self-standing.

As described above, the rocking control device for the two front wheels rocking vehicle1according to the embodiment includes the controller (circuit) configured to execute the first rocking control L1to L4which assists a rocking of the two front wheels rocking vehicle1and a second rocking control L5to L7which assists the two front wheels rocking vehicle1so that the two front wheels rocking vehicle1self-stands at the rocking balanced position where a rocking moment of the vehicle body is canceled out in a lateral direction, wherein the controller50is configured to switch the first rocking control L1to L4and the second rocking control L5to L7to OFF state, and is configured to operate the first rocking control L1to L4and the second rocking control L5to L7in combination.

According to this configuration, as a driver's driving is assisted, rocking of the two front wheels rocking vehicle1is easily balanced, and as self-standing at the rocking balanced position is assisted, the self-standing state of the two front wheels rocking vehicle1can be easily obtained. Thus, as different kinds of rocking control are switched between, desired rocking control can be selected to match driving circumstances.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the first rocking control includes the weight shift roll assist control L1that detects a shift of a driver's weight and assists the rocking of the two front wheels rocking vehicle (1) in a weight shifted direction.

According to this configuration, since the rocking of the two front wheels rocking vehicle1is assisted and controlled according to the driver's weight shift, it is possible to rock the two front wheels rocking vehicle1in an arbitrary direction according to the weight shift only.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the first rocking control includes the dual effect roll damper control L2that applies a resisting force in both of a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle1and a direction in which the vehicle body rises with respect to the rocking of the two front wheels rocking vehicle1.

According to this configuration, an excessive with respect to the roll angle intended by the driver can be prevented.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the first rocking control includes the single effect roll damper control L3that applies a resisting force in only a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle1.

According to this configuration, by attenuating a rocking force only for rocking in the falling down direction of the two front wheels rocking vehicle1using the single effect roll damper control L3, the two front wheels rocking vehicle1can be prevented from falling down abruptly, and rocking in the direction in which the vehicle body rises can be performed smoothly. In addition, as a resisting force is generated simultaneously with the dual effect roll damper control L2, a damper effect can be further increased.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the first rocking control includes the weight shift roll assist control L1that detects the driver's weight shift and assists the rocking of the two front wheels rocking vehicle1in a weight shifted direction, and a steering roll assist control L4that assists the rocking of the two front wheels rocking vehicle1in a direction opposite to a steering direction of the driver.

According to this configuration, since an assistance force of the weight shift roll assist control L1is suppressed when the vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed, the driver can roll the vehicle body in an arbitrary direction during traveling.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the first rocking control includes the dual effect roll damper control L2that applies a resisting force in both of a direction in which the vehicle body falls with respect to the rocking of the two front wheels rocking vehicle1and a direction in which the vehicle body rises with respect to the rocking of the two front wheels rocking vehicle1, and the controller50controls the dual effect roll damper control L2so that an assistance force in the dual effect roll damper control L2is weaken when a vehicle speed of the two front wheels rocking vehicle1exceeds a predetermined speed.

According to this configuration, a driver can roll the vehicle in an arbitrary direction during traveling since the assistance force of the dual effect roll damper control L2is suppressed when the vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, when the vehicle speed of the two front wheels rocking vehicle1exceeds the predetermined speed, the controller50controls the weight shift roll assist control L1so that an assistance force is weaken in the weight shift roll assist control L1and the steering roll assist control L4so that an assistance force is strengthen in the steering roll assist control L4.

According to this embodiment, by strengthening the assistance force of the steering roll assist control L4when the vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed, the roll assistance of the vehicle body can be performed by the driver's operation of the steering handle.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the second rocking control includes the high rigidity self-standing control L6that maintains a state in which the two front wheels rocking vehicle1is disposed at the rocking balanced position, and the controller50controls the high rigidity self-standing control L6so that the high rigidity self-standing control L6is released when the vehicle speed of the two front wheels rocking vehicle exceeds a predetermined speed.

According to this configuration, even the driver has maintained the self-standing state to the ON state, it is possible to maintain a driving state that can appropriately roll after the start of the traveling by releasing the high rigidity self-standing when the vehicle speed of the two front wheels rocking vehicle exceeds the predetermined speed.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the controller50includes the offset cancellation control L7that maintains a torque of the high rigidity self-standing control L6at the time when the high rigidity self-standing control L6is released.

According to this configuration, when rocking lock is released, an abrupt variation in roll torque due to the release of the high rigidity self-standing control L6can be suppressed by an offset cancellation effect that suppresses the rocking of the two front wheels rocking vehicle1.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the controller50executes the offset cancellation control L7in any one of a case in which the high rigidity self-standing control L6is released by an OFF operation of the second rocking control switch and a case in which the high rigidity self-standing control L6is released when the vehicle speed of the two front wheels rocking vehicle exceeds the predetermined speed.

According to this configuration, even when rocking lock is released in any of a case of turning OFF the second rocking control switch and a case of the vehicle speed of the two front wheels rocking vehicle exceeding a predetermined speed, since the offset cancellation control L7suppressing the rocking of the two front wheels rocking vehicle1operates, it is possible to suppress the variation in roll restriction due to the release of the rocking lock.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the controller50controls the offset cancellation control L7so that the offset cancellation control L7weakens a rocking restricting force according to an increase of the vehicle speed.

According to this configuration, since rolling is allowed gradually according to the increase of the vehicle speed, it is possible to perform a smooth transition to a rollable state while variation during release of the rocking lock is suppressed.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the second rocking control includes the self-standing auxiliary spring control L5that suppresses the rocking of the two front wheels rocking vehicle1according to a decrease of the vehicle speed during deceleration before reaching the high rigidity self-standing control L6.

According to this configuration, a self-standing property at a low speed can be improved while allowing rolling of the vehicle body according to a decrease of the vehicle speed, and the two front wheels rocking vehicle1can be smoothly guided to self-standing.

In addition, in the rocking control device for the two front wheels rocking vehicle1according to the embodiment, the controller50controls the self-standing auxiliary spring control L5so that the self-standing auxiliary spring control L5works simultaneously with the first rocking control.

According to this configuration, the rocking assistance from the first rocking control can also be performed in the self-standing auxiliary spring control L5.

In addition, in the rocking control device for a two front wheels rocking vehicle1according to the embodiment, the rocking control device for a two front wheels rocking vehicle1further includes a second rocking control switch45that switches the second rocking control to ON or OFF state, wherein the second rocking control switch45is operated by a rotating operation of a throttle grip11awhich the driver grips.

According to this configuration, since the throttle grip11ais set as an operation device for the second rocking control switch45, it is not necessary for the driver to change the position of the hand in order to operate the second rocking control switch, and therefore, the operation during driving is easy for the driver and it is possible for the driver to directly control the ON and OFF state of the second rocking control based on the driver's intention.

Further, the present invention is not limited to the embodiment and, for example, the two front wheels rocking vehicle is not limited to a three-wheeled vehicle having two front wheels and a single rear wheel and also includes a four-wheeled vehicle having two front wheels and two rear wheels. While the offset cancellation control maintains a rocking restricting force until reaching a predetermined distance traveled after control starts, the rocking restricting force may be maintained until a vehicle speed exceeds a predetermined value. Similarly, the self-standing auxiliary spring control may be configured to weaken the rocking restricting force according to a vehicle speed rather than a distance traveled.