Saddled vehicle

Abstract

The saddled vehicle (1) has a front wheel (2), a rear wheel (3), a seat (4), a mode selector (5) capable of selecting between a crawling mode and a driving mode, a control device (6), and a power unit (100). The power unit (100) has an engine (110), a centrifugal clutch and / or an electronically controlled clutch (120), and a gearbox (130). The control device (6) performs crawling control depending on the crawling mode when the crawling mode is selected with the mode selector (5) and no operation is performed on the accelerating means (7) input.With the creep control, the control device (6): (i) automatically controls the power of the engine (110); (ii) and controls the gearbox (130) so that the degree of change of the gear ratio in creep mode is lower than the degree of change of the gear ratio in driving mode for the same variation in vehicle speed, and / or so that the gear ratio in creep mode is lower than the gear ratio in driving mode for the same vehicle speed. Figure for abstract: Fig. 1.

Description

Title of the invention: Saddled vehicle Technical field

[0001] The present invention relates to a saddled vehicle on which a driver can choose between a crawling mode and a driving mode depending on the operation he is performing. State of the art

[0002] There have been saddled vehicles so far on which a driver can select between a creeping mode and a driving mode depending on the operation he is performing (Patent No. 1). In creeping mode, the saddled vehicle moves forward even if the accelerator is not operated. Here, the saddled vehicle has a power unit that is at least partially arranged in a space where the driver is seated. For this reason, the driver is more likely to hear the operating sound of the power unit. For a saddled vehicle in creeping mode, the wind noise is low because the speed is low. Prior technical documentation Patent documentation

[0003] Patent No. 1: Patent filed No. 2012-237206 Overview of the invention Problems that the invention attempts to solve

[0004] It is desired to maintain the maneuverability of the saddled vehicle even in crawling mode. When performing a control of the power unit to maintain maneuverability, an operating noise from the power unit may be emitted.

[0005] The present invention aims to provide a saddled vehicle making it possible to suppress the feeling of discomfort in relation to the noise heard by the driver, while maintaining maneuverability in crawling mode. Ways to solve problems

[0006] The saddled vehicle of one embodiment of the present invention has the following structure: the saddled vehicle has at least one front wheel, at least one rear wheel placed at the rear of the anteroposterior axis of the at least one front wheel, a seat on which a driver can sit, and a power unit which is at least partially arranged in a space where the driver sits; the saddled vehicle is equipped with: - said engine group which has an engine, allowing the power to be modified both with and without engagement of an acceleration means manipulated by the driver, as well as a centrifugal clutch and / or an electronically controlled clutch, and which comprises a gearbox transmitting the power of said engine to said at least one front wheel and / or to said at least one rear wheel; - a mode selector to choose between a rampage mode, which performs a creep control, and a driving mode, which performs normal control, depending on the operation performed by the driver; - and a control device which controls said gearbox and said engine which at least said power unit has. When the creep mode is selected with said mode selector, and no manipulation is carried out on said acceleration means, said control device has the following characteristics: (i) - to automatically control the power of said engine; (ii) - and to perform a creep control according to the creep mode, which controls said gearbox so that the degree of gear change in creep mode is lower than the degree of gear change in driving mode for the same vehicle speed variation, and / or so that the gear ratio in creep mode is lower than the gear ratio in driving mode for the same vehicle speed.

[0007] According to this configuration, it is possible to suppress the operating noise heard by the driver from at least a part of the power unit located in the same space as that in which the driver is seated, by carrying out said creep control by the control device, when the creep mode is selected with said mode selector, and the acceleration means is not manipulated. Specifically, during a conventional creep mode, the engine rotational speed increases even if the driver does not operate the acceleration means. In other words, when the wind noise is low in creep mode, the driver feels noise discomfort because the engine operating noise produced is louder than in driving mode, regardless of the operation performed by the driver on the acceleration means. In addition, if the gearbox has a centrifugal clutch, the feeling of discomfort is more likely to be felt because the engine rotational speed increases easily in creep mode without the driver operating the acceleration means, compared to the case where the gearbox has an electronically controlled clutch without a centrifugal clutch.It is possible to reduce the rotational speed of the engine in the creeping mode and to suppress the operating noise of the engine while maintaining drivability, by the control device which controls the gearbox so that the gear ratio in the creeping mode without manipulation of the acceleration means by the driver is lower than the gear ratio in the driving mode for the same vehicle speed, compared to the case where the control device does not control in this way for the same vehicle speed. In addition, it is possible to suppress the operating noise of the engine unit by crawling mode while maintaining maneuverability, thanks to the control device that controls the gearbox so that the degree of change of the gear ratio in crawling mode without manipulation of the acceleration means by the driver is lower than the degree of change of the gear ratio in driving mode for the same variation of vehicle speed. Therefore, it is possible to suppress the feeling of discomfort from the noise heard by the driver while maintaining maneuverability in crawl mode.

[0008] The saddled vehicle of one embodiment of the present invention may have the following structure: said engine has a heat engine equipped with an electronically controlled throttle valve, a starter connected to a crankshaft, or at least one electronically controlled valve installed on a bypass that bypasses a throttle valve, and / or has an electric traction motor, and said gearbox has one of the following: an electronically controlled continuously variable transmission, an electronically controlled multi-speed transmission, a dual-clutch transmission, a centrifugal-type continuously variable transmission capable of fixing the speed ratio electrically, or a combination of a transmission for the driving mode, which is a multi-speed transmission or a continuously variable transmission, with a transmission for the creeping mode and with an electronically controlled clutch for transmission switching.

[0009] If the gearbox has an electronically controlled continuously variable transmission, the gear ratio changes frequently according to the variation of the vehicle speed to maintain drivability even if the driver does not operate the acceleration means during a conventional crawling mode. Actuators contained in the electronically controlled continuously variable transmission move frequently to change the gear ratio frequently. In other words, when the wind noise is low in the crawling mode, the driver experiences noise discomfort due to the operating noise produced by the electronically controlled continuously variable transmission regardless of the operation performed by the driver on the acceleration means.It is possible to lower the amount of movement of the actuators and to suppress the operating noise of the actuators of the electronically controlled continuously variable transmission, by controlling the gearbox so that the degree of change of the speed ratio in the creeping mode without manipulation of the acceleration means by the driver is lower than the degree of change of the speed ratio in the driving mode for the same variation of the vehicle speed, compared to the case where it is not controlled in this way for the same variation of the vehicle speed. In addition, if the transmission has an electronically controlled multi-speed transmission and an electronically controlled clutch, a gear (ratio) change occurs frequently according to the variation in vehicle speed to maintain drivability even if the driver does not operate the acceleration means during a conventional crawl mode. The actuators of the electronically controlled clutch and the multi-speed transmission move frequently to change gears (ratios) frequently. In other words, when the wind noise is low in the crawl mode, the driver experiences noise discomfort due to the operating noise produced by the electronically controlled clutch and the gear and actuators of the electronically controlled multi-speed transmission, regardless of the operation performed by the driver on the acceleration means.It is possible to reduce the frequency of occurrence of the operating noise of the electronically controlled clutch and the gear and actuators of the electronically controlled multi-speed transmission, by controlling the gearbox so that the degree of change of the gear ratio in the creeping mode without manipulation of the acceleration means by the driver is lower than the degree of change of the gear ratio in the driving mode for the same variation of vehicle speed, compared to the case where it is not controlled in this way for the same variation of vehicle speed. Furthermore, it is possible to reduce the rotational speed of the engine in creep mode and to suppress the operating noise of the engine by means of the control device which controls the gearbox so that the gear ratio in creep mode without manipulation of the acceleration means by the driver is lower than the gear ratio in driving mode for the same vehicle speed, even in the case where the gearbox is a centrifugal type continuously variable transmission capable of fixing the gear ratio electrically.In addition, it is possible to reduce the rotational frequency of the engine in the creeping mode and to suppress the operating noise of the engine by the control device that controls the gearbox so that the gear ratio in the creeping mode without manipulation of the acceleration means by the driver is lower than the gear ratio in the driving mode for the same vehicle speed, even in the case where the gearbox has a transmission for the driving mode, which is a multi-speed transmission or a continuously variable transmission, and a transmission for the creeping mode as well as an electronically controlled clutch for transmission switching.

[0010] The saddled vehicle of one embodiment of the present invention may have the following structure: said control device cancels said rampage mode and switches it to rampage mode driving when there is an operation performed on said acceleration means during the creep mode, or when there is an operation performed on a braking means by the driver in creep mode, or when there is an operation performed on the clutch means by the driver in creep mode, or when there is an operation performed on said acceleration means or on said braking means during the creep mode, or when there is an operation performed on said acceleration means or on said clutch means during the creep mode, or when there is an operation performed on said braking means or on said clutch means during the creep mode, or when there is an operation performed by said driver during the creep mode on at least one of the following: the braking means, the clutch means and the acceleration means.

[0011] According to this configuration, the ramp mode is canceled and enters the driving mode when there is an operation performed on the accelerating means by the driver in the ramp mode. Or, the ramp mode is canceled and enters the driving mode when there is an operation performed on the braking means by the driver in the ramp mode. Or, the ramp mode is canceled and enters the driving mode when there is an operation performed on the clutch means by the driver in the ramp mode. Or, the ramp mode is canceled and enters the driving mode when there is an operation performed on the accelerating means or the braking means by the driver in the ramp mode. Or, the ramp mode is canceled and enters the driving mode when there is an operation performed on the accelerating means or the clutch means by the driver in the ramp mode.Or, the ramp mode is canceled and switches to the driving mode when there is an operation performed on the braking means or the clutch means by the driver in the ramp mode. Or, the ramp mode is canceled and switches to the driving mode when there is an operation performed by the driver in the ramp mode on at least one of the following: the braking means, the acceleration means and the clutch means. Here, the feeling of discomfort with respect to the noise disappears even if the operation performed on the acceleration means is slight because there is an intention of manipulation on the part of the driver. The feeling of discomfort with respect to the noise disappears even if the operation performed on the braking means is slight because there is an intention of manipulation on the part of the driver.The control of the control device to suppress the operating noise then becomes unnecessary. In addition, the saddled vehicle may or may not have a clutch means.

[0012] Definition of a saddled vehicle In the present invention and its embodiments, the term "vehicle to "saddle" means any vehicle in which the driver rides astride a saddle. A "saddle-mounted vehicle" has at least one front wheel and at least one rear wheel. The term "saddle-mounted vehicle" includes motorcycles, three-wheeled motor vehicles, and four-wheeled buggies (All-Terrain Vehicles (ATVs), among others. Motorcycles include, among others, scooters, motorized bicycles, and mopeds.

[0013] Definition of the engine group In the present invention and its embodiments, the term "power unit" includes the engine and the gearbox. Here, in the present invention and its embodiments, the term "power unit" does not include an exhaust system, which receives the inflow of exhaust gases from the heat engine and then discharges the cleaned exhaust gases into the atmosphere, in the case where the engine includes a heat engine. In the present invention and its embodiments, the expression "exposing at least a portion of the power unit" means that at least a portion of the engine, or at least a portion of the gearbox, is exposed in the same space in which the driver is seated, without being covered by a body protection. In the present invention and its embodiments, the term "engine" is the source of motive power for driving a drive wheel (at least one front wheel and / or at least one rear wheel) of the saddled vehicle. The engine may comprise a heat engine. In this case, the engine power may be the power of the heat engine. The power of the heat engine corresponds to the motive force delivered by the crankshaft of the heat engine. The engine may comprise a heat engine and an electric motor. In this case, the engine power may be at least one of the following: the power of the heat engine, the power of the electric motor, or the combined power of the heat engine and the electric motor. For example, the controller may be capable of switching the engine power among these three powers.In addition, the control device may, for example, be capable of switching the engine power with the power of the heat engine and that of the electric motor. The engine may comprise a heat engine, and an electric motor with a generator function (or a generator and an electric motor) that produces electricity with the power of the heat engine. For example, the power of the heat engine may be used solely for electricity production. In this case, the engine power is always the power of the electric motor. In the present invention and its embodiments, the term "gearbox" includes at least one centrifugal clutch and / or one electronically controlled clutch. electronic clutch operating even without driver manipulation during the crawling mode, and does not include a manual clutch (mechanical clutch) operating with driver manipulation during the crawling mode. Furthermore, in the present invention and its embodiments, the term "gearbox" may include at least one centrifugal clutch and / or an electronically controlled clutch operating even without driver manipulation during the crawling mode, and a manual clutch (mechanical clutch) operating with driver manipulation during the driving mode. A clutch is a mechanism that transmits or interrupts the motive force of the engine. In the present invention and its embodiments, the "gearbox" is placed at least on a portion of the power transmission path. The power transmission path is the path where the motive force is transmitted from the engine to the drive wheels.The gearbox changes the gear ratio. The "gear ratio" is the ratio between the rotational speed of the gearbox input shaft and the rotational speed of the gearbox output shaft. The "gearbox" may include a transmission that changes the gear ratio, and a reduction gear that reduces the rotational speed of the power supplied by the transmission with gears or other means. The reduction ratio, which depends on the reduction gear, does not change. The transmission may be an electronically controlled continuously variable transmission where the gear ratio is changed using actuators for transmission control. The transmission may also be an electronically controlled multi-speed transmission where the gear ratio is changed using actuators for transmission control.The transmission may also be a centrifugal-type continuously variable transmission capable of electrically fixing the gear ratio with actuators for transmission control. The continuously variable transmission may also be a belt-type continuously variable transmission or a chain-type continuously variable transmission. The transmission may also be a dual-clutch transmission that automates clutch operation and gearshift lever operation, and is equipped with two electronically controlled clutches (e.g., one clutch for starting in first / third / fifth gear and one clutch for second / fourth / sixth gear).The transmission can also be a combination of a transmission for the driving mode, which is a multi-speed transmission or a continuously variable transmission, with a transmission for the crawling mode and with an electronically controlled clutch for transmission switching.

[0014] Definition of the mode selector In the present invention and its embodiments, a "mode selector" is a means for selecting between the creeping mode and the driving mode with a movement of the driver. The mode selector may be a member actuated by the driver, a seating sensor that detects whether the driver is sitting on the seat or not, or may be both: a member to be actuated and a seating sensor. In addition, during the creeping mode there may be a pushing assistance mode and a sitting mode. In this case, the mode selector may be a switch for selecting between the pushing assistance mode and the sitting mode. In the present invention and its embodiments, the term "normal control" means a control that is not a "creeping control" of the present invention and its embodiments.

[0015] Definition of the creep command In the present invention and its embodiments, the "crawling control" is the control of the ramping mode, and automatically controls, among other things, the opening of the throttle control, the rotational speed, the acceleration, the torque and the engine power in order to start the saddled vehicle even if the acceleration means is not operated. Furthermore, the creeping control is not limited to starting. The creeping control is executed from the start of the ramping mode until it is canceled.In addition, in the "creeping control" of the present invention and embodiments thereof, the expression "the control device controls the gearbox so that the degree of change of the speed ratio in the creeping mode is lower than the degree of change of the speed ratio in the driving mode for the same variation in vehicle speed" includes cases where the speed ratio in the creeping mode is fixed, continuously changes, and discontinuously changes, and includes cases where the speed ratio in the driving mode continuously changes and discontinuously changes. Here, the expression "the same variation in vehicle speed in the driving mode" means that the vehicle speed varies from zero, which corresponds to a stationary position of the saddled vehicle, to a determined speed where the creeping control is executed.The expression "the degree of change of the speed ratio in the creeping mode is lower than the degree of change of the speed ratio in the driving mode for the same variation in vehicle speed" means that the degree of change of the speed ratio in the creeping mode is lower than the degree of change of the speed ratio for the same variation in vehicle speed in the driving mode where the speed ratio of the transmission is automatically changed. Furthermore, in the "creeping control" of the present invention and its embodiments, the expression "controlling the transmission so that the speed ratio in the creeping mode is lower than the speed ratio in the driving mode for the same vehicle speed" means that the speed ratio in the creeping mode is lower than the speed ratio in the mode. driving for any speed taken between zero, when the saddled vehicle is stopped, and a determined speed where the creeping control is executed. The expression "the speed ratio in creeping mode is lower than the speed ratio for the same speed of the vehicle in driving mode" means that the speed ratio in creeping mode is lower than the speed ratio for the same speed of the vehicle in driving mode where the speed ratio of the gearbox is automatically changed. Furthermore, with the "creeping control" in the present invention and its embodiments, the control device does not perform control in order to automatically change the steering angle. Furthermore, with the "creeping control" in the present invention and its embodiments, the control device can perform control in order not to change the steering angle.

[0016] Others Furthermore, in the present invention and its embodiments, the expression "at least one of several choices" includes all possible combinations of several choices. "At least one of several choices" may mean a single choice of several choices, or all choices of several choices. For example, "at least one of A, B and C" may be only A, only B, only C, or may be A and B, or A and C, or B and C, or may be A, B and C.

[0017] Further, in the present invention and its embodiments, the terms "including, having, comprising, possessing and their derivatives" are used with the intention of encompassing all additional elements in addition to the listed elements and their equivalents.

[0018] Furthermore, in the present invention and its embodiments, the terms "mounted, connected, coupled, supported" are used in a broad sense. Concretely, it does not only refer to direct mounting, connection, coupling or support, but also includes indirect mounting, connection, coupling and support. Furthermore, the terms "connected and coupled" are not limited to physical or mechanical connections / couplings. They also include direct or indirect electrical connections / couplings.

[0019] Furthermore, in the present invention and its embodiments, the combination of the above-mentioned desirable structures with each other is not limited. Before explaining the details of the embodiments of the present invention, the present invention should be interpreted without being limited to the configuration and arrangement details of the structural members mentioned in the explanations below or illustrated in the drawings. The present invention may have embodiments different from those described below. The present invention may have embodiments with various modifications further to the embodiments described below. In addition, the present invention may be implemented in suitably combining the embodiments and modification examples described below. Effects of the invention

[0020] The saddle vehicle of the present invention can suppress the feeling of discomfort from the noise heard by the driver while maintaining the maneuverability in crawling mode. Brief description of the drawings

[0021] [Fig. 1]: Diagram explaining the saddle vehicle of the first embodiment of the present invention. [Fig.2]: Graphs showing an example of the gear ratios of the saddle vehicle gearbox of the first embodiment of the present invention versus the vehicle speed. [Fig.3]: Graphs showing an example of the gear ratios of the saddle vehicle gearbox of the first embodiment of the present invention versus the vehicle speed. [Fig.4]: Diagram explaining the power unit of the saddle vehicle of the second embodiment of the present invention. [Fig.5]: Diagram explaining the gearbox of the saddle vehicle of the second embodiment of the present invention. [Fig.6]: Diagram explaining the saddle vehicle of the third embodiment of the present invention. [Fig.7]: Schematic diagram of the programming flowchart showing the processing procedure of the control device of the saddle vehicle of the third embodiment of the present invention. Forms of implementation of the invention

[0022] First embodiment The saddled vehicle 1 of the first embodiment of the present invention will be explained below with reference to [Fig. 1]. As shown in [Fig. 1], the saddled vehicle 1 has at least one front wheel 2, at least one rear wheel 3, and a seat 4, a power unit 100, a mode selector 5, and a control device 6. At least one rear wheel 3 is disposed at the rear of the anteroposterior axis of at least one front wheel 2. The seat 4 serves as a seat for the driver R. In addition, the driver R may sit on the seat 4, or not, during the crawling mode described below. For example, the driver R may walk while pushing the saddled vehicle 1 without sitting on the seat 4 during the crawling mode. The saddled vehicle 1 is a vehicle on which the driver R rides by straddling a saddle. [Fig.l] shows a motorcycle having a front wheel 2 and a rear wheel 3 as an example of a saddled vehicle 1. The saddled vehicle 1 of the 。 The present invention also includes three-wheeled motor vehicles, four-wheeled buggies, among others, in addition to motorcycles. In addition, [Fig.l] shows a sports-type motorcycle as an example of a saddled vehicle 1, but the motorcycle representing the saddled vehicle 1 of the present invention includes scooters, motorized bicycles, and mopeds, among others.

[0023] The engine group 100 is at least partially arranged in the same space as that in which the driver R is seated. In other words, at least a part of the engine group 100 is exposed to the open air. The engine group 100 comprises an engine 110, and a gearbox 130 having a clutch 120. The engine 110 can modify the power with the engagement of an acceleration means 7, here an accelerator 7, manipulated by the driver R. Furthermore, the engine 110 can modify the power without engagement of the accelerator 7. In this case, the power of the engine 110 is modified by the control device 6. The clutch 120 is a centrifugal clutch, an electronically controlled clutch or both at the same time, namely a centrifugal clutch and an electronically controlled clutch, but it does not include a manual (mechanical) clutch. The 120 clutch is a mechanism that transmits or interrupts the driving force of the 110 engine.The centrifugal clutch and the electronically controlled clutch are clutches that operate even without manipulation by the driver R, while the manual (mechanical) clutch operates with manipulation by the driver R. The gearbox 130 transmits the power of the engine 110 to at least one front wheel 2, to at least one rear wheel 3, or to at least one front wheel 2 and one rear wheel 3 at a time. The gearbox 130 is placed at least on a part of the power transmission path. The power transmission path is the path where the driving force is transmitted from the engine 110 to the driven wheels (front wheel 2 and / or rear wheel 3). The gearbox 130 changes the gear ratio. The gearbox 130 may include a transmission that changes the gear ratio, and a reduction gear that reduces with gears or the like the rotational speed of the power supplied by the transmission.In addition, the reduction ratio which depends on the reducer does not change.

[0024] The mode selector 5 makes it possible to choose between the rampage mode, which performs a ramping control, and the driving mode, which performs a normal control, depending on the operation performed by the driver R. The mode selector 5 may be an element dedicated to the mode selection, such as a switch making it possible to choose between the rampage mode and the driving mode, depending on the operation performed by the driver R. In this case, the mode selector 5 may be configured to choose the rampage mode when the driver R manipulates the element dedicated to the mode selection, and to choose the driving mode without the driver R manipulating the element dedicated to the mode selection. In addition, the mode selector 5 may be a seat sensor that detects whether the driver R is sitting on the seat or not. In this case, it can be configured to select the rampage mode when the seat sensor has detected that the driver R is not sitting on the seat, and to select the driving mode when the seat sensor has detected that the driver R is sitting on the seat. In addition, the mode selector 5 can be both at the same time, namely, an element dedicated to mode selection and a seat sensor. In this case, it can be configured to select the rampage mode when the driver R manipulates the element dedicated to mode selection or when the seat sensor detects that the driver R is not sitting on the seat, and to select the driving mode when the seat sensor detects that the driver R is sitting on the seat and without the driver R manipulating the element dedicated to mode selection.

[0025] The control device 6 controls at least the engine 110 and the gearbox 130 belonging to the engine group 100. The control device 6 can control each type of device other than the engine 110 and the gearbox 130. The control device 6 performs creep control even if the creep mode is selected with the mode selector 5 and the accelerator 7 is not manipulated. Furthermore, the control device 6 can also perform creep control when the accelerator 7 is operated. The creep control is the control of the creep mode. With the creep control, the control device 6 automatically controls the power of the engine 110.In other words, with the creep control, the control device 6 automatically controls, among other things, the throttle opening, speed, rotational speed, acceleration, torque, and power of the engine 110 in order to start the saddled vehicle 1 even if the accelerator 7 is not operated. In addition, with the creep control, the control device controls the gearbox 130 so that the degree of change of the gear ratio in the creep mode without manipulation of the accelerator 7 by the driver R is lower than the degree of change of the gear ratio in the driving mode for the same variation in vehicle speed. Or, with the creep control, the control device 6 controls the gearbox 130 so that the gear ratio in the creep mode without manipulation of the accelerator 7 by the driver R is lower than the gear ratio in the driving mode for the same variation in vehicle speed.Or, with the creep control, the control device 6 controls the gearbox 130 so that the degree of change of the gear ratio in the creep mode is lower than the degree of change of the gear ratio in the driving mode for the same variation in vehicle speed, and so that the gear ratio in the creep mode is lower than the gear ratio in the driving mode for the same vehicle speed.

[0026] Figures 1 and 2 schematically illustrate the variation of the speed ratio relative to the vehicle speed in the case where the gearbox 130 has a multi-speed transmission, and in the case where it has a continuously variable transmission, respectively. In addition, [Fig.l] schematically illustrates in solid lines the speed ratio relative to the vehicle speed when the driver R does not operate the accelerator 7 and the gearbox 130 is in creeping mode, and schematically illustrates in dotted lines the speed ratio relative to the vehicle speed in driving mode. [Fig.l] shows an example of variation of the speed ratio relative to the vehicle speed when the gearbox 130 is in creeping mode in the case where the gearbox 130 has a multi-speed transmission, and in the case where it has a continuously variable transmission, respectively. [Fig.2] schematically illustrates in solid lines the speed ratio relative to the vehicle speed when the driver R does not operate the accelerator 7 and the gearbox 130 is in creep mode, and schematically illustrates in a dotted line the speed ratio relative to the vehicle speed in driving mode. Figures 2(a) and 2(c) each show an example of variation of the speed ratio relative to the vehicle speed when the gearbox 130 is in creep mode in the case where the gearbox 130 has a multi-speed transmission. Figures 2(b) and 2(d) each show an example of variation of the speed ratio relative to the vehicle speed when the gearbox 130 is in creep mode in the case where the gearbox 130 has a continuously variable transmission.Furthermore, Figures 1 and 2 show the graphs when the saddled vehicle 1 starts from a standstill from zero and its speed varies up to the creep speed, which is the speed up to which the creep command is executed. Furthermore, the minimum value of the vertical axis on the graphs of [Fig.l] can be zero or greater than zero. Furthermore, the creep command is executed from the start of the creep mode until it is canceled, and is not limited to the start command. The creep speed shown in the figures is the maximum speed at which the creep command is executed. In other words, with the creep command, the vehicle speed varies from zero, which corresponds to a stationary position of the saddled vehicle 1, up to the creep speed.Furthermore, with the creep control, the control device 6 automatically controls as control variables, among others, the opening of the throttle control, the rotational speed, the acceleration, the torque and the power of the engine 110. .

[0027] In the case where the gearbox 130 has a multi-speed transmission, and when in driving mode, the speed ratio of the gearbox 130 changes, passing in order from the first speed, which is the lowest speed ratio, to the second speed and then to the third speed until reaching the speed of creeping, as shown in Figures 1 and 2(a). On the other hand, when the driver R does not operate the accelerator 7 in creeping mode, the gear ratio of the gearbox 130 changes, passing in order from the second gear, which is a gear ratio higher than the lowest gear ratio, to the third gear until reaching the creeping speed, as shown in Figures 1 and 2(a). Furthermore, the transmission levels are only examples, and can be changed with other transmission levels. In addition, if the gearbox 130 has a multi-speed transmission, and when the driver R does not operate the accelerator 7 in creeping mode, the gear ratio of the gearbox 130 is maintained in the third gear, which is a gear ratio higher than the lowest gear ratio, until reaching the creeping speed, as shown in [Fig.2](c).Furthermore, the transmission levels are only examples, and can be changed with other gear ratios. In the case of Figures 1, 2(a) and 2(c), the gear ratio in creep mode is the same as or lower than the gear ratio in drive mode for the same speed, but the degree of change of the gear ratio in creep mode is lower than the degree of change of the gear ratio in drive mode for the same vehicle speed.

[0028] In the case where the gearbox 130 has a continuously variable transmission, and when in driving mode, the speed ratio of the gearbox 130 changes, in order to gradually shift from the lowest speed ratio to a high speed ratio until reaching the crawling speed, as shown in Figures 1 and 2(b). On the other hand, when the driver R does not operate the accelerator 7 in crawling mode, the speed ratio of the gearbox 130 changes, in order to maintain a speed ratio higher than the lowest speed ratio and then gradually shift to a high speed ratio until reaching the crawling speed, as shown in Figures 1 and 2(b).Furthermore, if the gearbox 130 has a continuously variable transmission, and when the driver R does not operate the accelerator 7 in the creeping mode, the gear ratio of the gearbox 130 is maintained with a gear ratio higher than the lowest gear ratio, until reaching the creeping speed, as shown in [Fig. 2](d). Furthermore, in the case of FIGS. 1 and 2(b), the gear ratio in the creeping mode is the same as or lower than the gear ratio in the driving mode for the same speed, but the degree of change of the gear ratio in the creeping mode is lower than the degree of change of the gear ratio in the driving mode for the same vehicle speed. In the case of [Fig.2](d), the speed ratio in crawling mode is lower than the speed ratio in driving mode for the same speed, and the degree of change of the speed ratio in crawling mode is lower than the degree of change of the speed ratio in driving mode for the same speed of the . vehicle.

[0029] As shown in Figures 1 and 2, the creeping mode speed ratio includes the case where it is fixed, the case where it changes continuously, and the case where it changes discontinuously. When the creeping mode speed ratio changes continuously or discontinuously, the control device 6 can control the speed ratio based on, for example, the rotational speed of the output shaft of the gearbox 130, or can change the speed ratio based on the rotational speed on the input shaft of the gearbox 130, or can change the speed ratio based on the vehicle speed. In addition, the control device 6 can control the speed ratio based on the throttle opening, torque, and power, when the engine 110 is, for example, a heat engine.In addition, the driving mode gear ratio includes the case where it varies continuously, and the case where it varies discontinuously. As shown in FIGS. 1 and 2, with the creep control, the control device 6 controls the gearbox 130 so that the degree of change of the gear ratio in the creep mode without manipulation of the accelerator 7 by the driver R is lower than the degree of change of the gear ratio in the driving mode for the same variation in vehicle speed. Or, with the creep control, the control device 6 controls the gearbox 130 so that the gear ratio in the creep mode without manipulation of the accelerator 7 by the driver R is lower than the gear ratio in the driving mode for the same variation in vehicle speed.Or, with the creep control, the control device 6 controls the gearbox 130 so that the degree of change of the gear ratio in the creep mode is lower than the degree of change of the gear ratio in the driving mode for the same variation in vehicle speed, and so that the gear ratio in the creep mode is lower than the gear ratio in the driving mode for the same vehicle speed.

[0030] In addition, [Fig. 3] shows another example of a change in gear ratio relative to the vehicle speed when the gearbox 130 is in the creep mode. [Fig. 3](e) shows another example of a change in gear ratio relative to the vehicle speed when the gearbox 130 is in the creep mode in the case where the gearbox 130 has a continuously variable transmission. FIGS. 3(f) and 3(g) each show an example of a change in gear ratio relative to the vehicle speed when the gearbox 130 is in the creep mode, in the case where the gearbox 130 has a multi-speed transmission and a continuously variable transmission. In [Fig. 3], the change in gear ratio relative to the vehicle speed in the driving mode is indicated by a dotted line, and the change in gear ratio relative to the vehicle speed in the creep mode is indicated in solid line. In the case where the gearbox 130 has a continuously variable transmission, and when in driving mode, the gear ratio of the gearbox 130 changes, in order to gradually go from the lowest gear ratio to a higher gear ratio until reaching the creeping speed, as shown in [Fig. 3](e). On the other hand, when the driver R does not operate the accelerator 7 in creeping mode, the gear ratio of the gearbox 130 changes, in order to gradually go from a gear ratio higher than the lowest gear ratio to a high gear ratio until reaching the creeping speed, as shown in [Fig.3](e), the degree of change of the speed ratio in creep mode and the degree of change of the speed ratio in driving mode for the same vehicle speed variation are the same, but the speed ratio in creep mode is lower than the speed ratio in driving mode for the same vehicle speed.

[0031] If the gearbox 130 has a multi-speed transmission and a continuously variable transmission, and when in the driving mode, the multi-speed transmission is used as the gearbox 130, and the speed ratio of the gearbox 130 changes in order from the second speed, which is a higher speed ratio than the lowest speed ratio, to the third speed until reaching the crawling speed, as shown in [Fig. 3](f). On the other hand, when the driver R does not operate the accelerator 7 in the crawling mode, the continuously variable transmission is used as the gearbox 130, and the speed ratio of the gearbox 130 changes, so as to maintain a higher speed ratio than the lowest speed ratio and then gradually shift to a high speed ratio until reaching the crawling speed, as shown in [Fig. 3](f).In this case, the gear ratio of the gearbox 130 can change in order to gradually change from a gear ratio higher than the lowest gear ratio to a high gear ratio. Furthermore, in the case of [Fig. 3](f), the degree of change of the gear ratio in the creeping mode and the degree of change of the gear ratio in the driving mode for the same variation in vehicle speed are the same. Furthermore, the transmission levels are only examples, and can be changed with other gear ratios. In the case of [Fig. 3](f), the gear ratio in the creeping mode is at times lower, and at times higher than the gear ratio in the driving mode for the same speed, but the degree of change of the gear ratio in the creeping mode is lower than the degree of change of the gear ratio in the driving mode for the same variation in vehicle speed.

[0032] If the gearbox 130 has a multi-speed transmission and a continuously variable transmission, and when in driving mode, the transmission continuously variable transmission is used as the 130 gearbox, and the speed ratio of the 130 gearbox changes in order to gradually shift from the lowest speed ratio to a high speed ratio until reaching the crawling speed, as shown in [Fig. 3](f). On the other hand, when the driver R does not operate the accelerator 7 in the crawling mode, the multi-speed transmission is used as the 130 gearbox, and the speed ratio of the 130 gearbox changes in order from the second speed, which is a higher speed ratio than the lowest speed ratio, to the third speed and then to the fourth speed until reaching the crawling speed, as shown in [Fig. 3](g). Furthermore, the transmission levels are only examples, and can be changed with other speed ratios. In the case of [Fig.3](g), the speed ratio in creep mode is lower than the speed ratio in driving mode for the same speed, and the degree of change of the speed ratio in creep mode is lower than the degree of change of the speed ratio in driving mode for the same vehicle speed variation.

[0033] The saddle vehicle 1 of the first embodiment has the following effects:

[0034] It is possible to suppress the operating noise heard by the driver R from at least a part of the power unit 100 located in the same space as that in which the driver R is seated, by carrying out the creeping control by the control device 6, when the creeping mode is selected with the mode selector 5, and the accelerator 7 is not manipulated.

[0035] Specifically, during a conventional creep mode, the engine rotational speed increases even if the driver does not operate the accelerator. In other words, when the wind noise is low in creep mode, the driver feels discomfort from the noise because the engine operating noise produced is louder than in driving mode, regardless of the driver's operation of the accelerator. In addition, if the gearbox has a centrifugal clutch, the feeling of discomfort is more likely to be felt because the engine rotational speed increases easily in creep mode without the driver operating the accelerator, compared to the case where the gearbox has only an electronically controlled clutch without a centrifugal clutch.It is possible to reduce the rotational speed of the engine 110 in the creeping mode and to suppress the operating noise of the engine 110 while maintaining drivability, by the control device 6 which controls the gearbox 130 so that the speed ratio in the creeping mode without manipulation of the accelerator 7 by the driver R is lower than the speed ratio in the driving mode for the same vehicle speed, compared to the case where the control device does not control in this way for the same vehicle speed. Furthermore, it is possible to suppress the operating noise of the power unit 100 in the creeping mode by controlling the gearbox 130 so that the degree of change of the gear ratio in the creeping mode without manipulation of the accelerator 7 by the driver R is lower than the degree of change of the gear ratio in the driving mode for the same variation in vehicle speed. Therefore, it is possible to suppress the feeling of discomfort with respect to the noise heard by the driver R while maintaining the drivability in the creeping mode.

[0036] Second embodiment The saddled vehicle 1 of the second embodiment of the present invention will be explained below with reference to FIGS. 4 and 5. The saddled vehicle 1 of the second embodiment has, in addition to the structure of the first embodiment, the following structure:

[0037] [Fig. 4] shows some examples of the engine 110 of the power unit 100 of the saddled vehicle 1. In addition, [Fig. 5] shows some examples of the gearbox 130 of the power unit 100 of the saddled vehicle 1. Furthermore, the power unit 100 of the saddled vehicle 1 of the present invention may have a structure other than that illustrated in [Fig. 4]. In addition, the gearbox 130 of the saddled vehicle 1 of the present invention may have a structure other than that illustrated in [Fig. 5].

[0038] The motor 110 of the motor group 100 illustrated in [Fig. 4] is the source of motive force used to drive a driving wheel (at least one front wheel 2 and / or at least one rear wheel 3) of the saddled vehicle 1. The motor 110 has a thermal engine 111, an electric traction motor 119, or both: a thermal engine 111 and an electric traction motor 119. If the motor 110 has only a thermal engine 111, the power of the motor 110 is that of the thermal engine 111. The power of the thermal engine 111 corresponds to the motive force delivered by the crankshaft (not illustrated) of the thermal engine 111. If the motor 110 has only an electric traction motor 119, the power of the motor 110 is that of the electric traction motor 119. The power of the electric traction motor 119 is the motive force delivered by the rotation axis of the electric traction motor 119.If the engine 110 has a heat engine 111 and a traction electric motor 119, the power of the engine 110 corresponds to at least the power of the heat engine 111, the power of the traction electric motor 119, or the combined power of the heat engine 111 and the traction electric motor 119. If the engine 110 does not have a traction electric motor 119, the heat engine 111 has at least one electronically controlled throttle valve 112, a starter 113, or an electronically controlled valve installed on a bypass that bypasses the throttle valve 115.

[0039] The control device 6 can control the degree of opening of the valve electronically controlled throttle valve 112, as shown in [Fig.4](a). The control device 6 automatically controls the power of the heat engine 111 without engaging the accelerator 7 by controlling the degree of opening of the electronically controlled throttle valve 112 during the creep mode. The opening of the electronically controlled throttle valve 112 is adjusted by an actuator. When the power of the heat engine 111 is adjusted frequently, the operating noise of the electronically controlled throttle valve 112 and the actuator occurs frequently because the electronically controlled throttle valve 112 and the actuator move frequently.

[0040] As shown in [Fig.4](b), the starter 113 is coupled to enable rotation of the crankshaft belonging to the heat engine 111. The starter 113 is connected to the battery 114 and is rotated by the electric power supplied by the battery 114. The control device 6 can rotate the starter 113 by supplying the electric power from the battery 114. The control device 6 automatically controls the rotational speed of the crankshaft belonging to the heat engine 111 without engaging the accelerator 7 by performing control to rotate the starter 113 in the creeping mode. Furthermore, the starter 113 can be used also when starting the heat engine 111 in the creeping mode and in the driving mode. When the required rotational speed of the heat engine 111 is high, the operating noise of the starter 113 becomes louder because the rotational speed of the starter is high.

[0041] The control device 6 can perform control to flow air into the heat engine 111 from the bypass that bypasses the throttle valve 115, by opening and closing the electronically controlled valve 116 installed on the bypass, as shown in [Fig.4](c). The control device 6 automatically controls the power of the heat engine 111 without engaging the accelerator 7 by controlling the electronically controlled valve 116 in a ramping mode. Furthermore, the throttle valve 115 can be an electronically controlled throttle valve controlled by the control device 6, or a manual (mechanical) type throttle valve whose opening is changed by the driver R engaging the accelerator 7. The opening and closing of the electronically controlled valve 116 are controlled by an actuator.When the opening or closing command of the electronically controlled valve 116 is performed, the electronically controlled valve 116 and the actuator produce an operating noise.

[0042] The motor 110 may have only an electric traction motor 119, without having a thermal engine 111, as shown in [Fig.4](d). The electric traction motor 119 is connected to the battery 114 and is rotated by the electrical energy supplied by the battery 114. The controller 6 can rotate the traction electric motor 119 by supplying the electric power from the battery 114. The controller 6 automatically controls the rotation of the traction electric motor 119 without engaging the accelerator 7 by controlling the traction electric motor 119 during the crawling mode. When the required rotation speed of the traction electric motor 119 is high, the operating noise of the traction electric motor 119 becomes louder.

[0043] The engine 110 may have both a heat engine 111 and a traction electric motor 119, as shown in [Fig.4](e). In the case of [Fig.4](e), the throttle valve 115 may be an electronically controlled throttle valve, or a manual (mechanical) type throttle valve. Furthermore, in the case of [Fig.4](e), the heat engine 111 may have a starter 113 or an electronically controlled valve 116.

[0044] As shown in [Fig. 5], the gearbox 130 of the power unit 100 has one of the following transmissions: an electronically controlled continuously variable transmission 131, an electronically controlled multi-speed transmission 132, a dual-clutch transmission 133, a centrifugal-type continuously variable transmission 134 capable of fixing the speed ratio electrically, or a combination of a transmission for the driving mode 1352, which is a multi-speed transmission or a continuously variable transmission, with a transmission for the creeping mode 1353 and with an electronically controlled clutch for transmission switching 1351.

[0045] As shown in [Fig.5](f), the electronically controlled continuously variable transmission 131 has a belt 1314 wound around a primary pulley 1312, installed on the primary shaft which is the input axis where the driving force is input, and a secondary pulley 1313, installed on the secondary shaft which is the output axis where the driving force is delivered. If the gearbox 130 has an electronically controlled continuously variable transmission 131, the clutch 120 is a centrifugal clutch or an electronically controlled clutch. The clutch 120 may be, for example, between the primary pulley 1312 of the electronically controlled continuously variable transmission 131 and the engine 110.The speed ratio of the electronically controlled continuously variable transmission 131 changes by changing the winding diameter of the belt 1314 by changing the width of the groove where the belt 1314 of the primary pulley 1312 is adjusted by using the actuator for transmission control 1311. Furthermore, the belt 1314 may be a chain. If the speed ratio changes frequently, the operating noise of the actuator 1311 occurs frequently because the actuator 1311 moves frequently.

[0046] As shown in [Fig.5](g), the electronically controlled multi-speed transmission 132 has an input shaft 1322 where the driving force is input, an output shaft 1323 where the driving force is output, and an intermediate shaft 1324 which transmits the driving force from the input shaft 1322 to the output shaft 1323. If the gearbox 130 has an electronically controlled multi-speed transmission 132, the clutch 120 is an electronically controlled clutch, or a centrifugal clutch and an electronically controlled clutch at the same time. The clutch 120 may be, for example, between the input shaft 1322 of the electronically controlled multi-speed transmission 132 and the engine 110. The output shaft 1323 is composed of several gears for transmitting the driving force with several kinds of speed ratio. The intermediate shaft 1324 has several gears corresponding to several clutches of the output shaft 1323.The intermediate shaft 1324 rotates in conjunction with the rotation of the input shaft 1322. The speed ratio of the electronically controlled multi-speed transmission 132 changes by selecting a specific clutch transmitting the driving force from multiple gears of the intermediate shaft 1324 to the output shaft 1323 by using the actuator for transmission control 1321. The electronically controlled multi-speed transmission 132 produces an operating noise when the gears move in the axial direction, and when the dogs formed on the axial surface of the gears engage. If the speed ratio changes frequently, the operating noise of the actuator 1321 occurs frequently because the actuator 1321 for transmission control moves frequently.In addition, when the gear ratio changes frequently, noise generated by the gears of the electronically controlled multi-speed transmission 132 occurs frequently.

[0047] As shown in [Fig.5](h), the dual clutch transmission 133 has a starting clutch 1332 where the motive force is input, and a driving clutch 1334 where the motive force is input. The starting clutch 1332 and the driving clutch 1334 are both electronically controlled clutches and form the clutch 120. The starting clutch 1332 has a plurality of gears used for starting. The starting clutch 1332 can, for example, also be used during driving in first, third, and fifth gears. The driving clutch 1334 has a plurality of gears used for driving in second, fourth, and sixth gears, without being used for starting in second, fourth, and sixth gears, for example. The actuator 1331 for controlling the clutch and the lever changes the connection to the engine 110 between the starting clutch 1332 and the driving clutch 1334.In addition, the dual-clutch transmission 133 has a starter intermediate shaft 1333, having gears corresponding to several gears of the clutch. starting clutch 1332, and a driving intermediate shaft 1335 having gears corresponding to a plurality of gears of the driving clutch 1334. The speed ratio of the dual clutch transmission 133 changes by selecting a specific gear that transmits driving force from a plurality of gears of the starting clutch 1332 or the driving clutch 1334 to the starting intermediate shaft 1333 or the driving intermediate shaft 1335, using the actuator 1331 for clutch and lever control. The dual clutch transmission 133 produces an operating noise when the gears move in the axial direction, and when the dogs formed on the axial surface of the gears engage. If the speed ratio changes frequently, the operating noise of the actuator 1331 occurs frequently because the actuator 1331 moves frequently.In addition, when the gear ratio changes frequently, noise generated by the gears of the 133 dual-clutch transmission frequently occurs.

[0048] The centrifugal type continuously variable transmission 134 capable of fixing the speed ratio electrically has a belt 1344 wound around a primary pulley 1342, installed on the primary shaft which is the input axis where the driving force is input, and a secondary pulley 1343, installed on the secondary shaft which is the output axis where the driving force is delivered. If the gearbox 130 has a centrifugal type continuously variable transmission 134 capable of fixing the speed ratio electrically, the clutch 120 is a centrifugal clutch or an electronically controlled clutch. The clutch 120 may be, for example, between the primary pulley 1342 of the centrifugal type continuously variable transmission 134 and the engine 110.Since the winding diameter of the belt 1344 is changed by changing the width of the groove in which the belt 1344 of the primary pulley 1342 is adjusted, with the centrifugal force of the weight 1345 mounted on the primary pulley 1342, the speed ratio of the electronically controlled continuously variable transmission 131 changes. Furthermore, the belt 1344 may be a chain. The speed ratio of the electronically controlled continuously variable transmission 131 may be electrically fixed by fixing the width of the groove in which the belt 1344 of the primary pulley 1342 is adjusted with an electronically controlled actuator 1341. In the creeping mode, the speed ratio may be electrically fixed.In addition, when the rotational speed of the engine 110 or the vehicle speed is between zero and a value determined in the creep mode, the speed ratio can be electrically fixed, and when the rotational speed of the engine 110 or the vehicle speed exceeds the value determined from zero in the creep mode, the speed ratio can change from a state where it is electrically fixed to a state of continuous change.

[0049] As shown in [Fig.5](j), if the gearbox 130 is a combination of a transmission for driving mode 1352 with a transmission for creeping mode 1353 and with an electronically controlled clutch for transmission switching 1351, it is possible to transmit the driving force by switching the transmission for driving mode 1352 and the transmission for creeping mode 1353. The electronically controlled clutch for transmission switching 1351 constitutes the clutch 120. The electronically controlled clutch for transmission switching 1351 is operated by the actuator 1354. The electronically controlled clutch for transmission switching 1351 may be formed, for example, of a first electronically controlled clutch connected to the transmission for driving mode 1352, and a second electronically controlled clutch connected to the transmission for creeping mode 1353. The transmission for driving mode 1352 is a multi-speed transmission or a continuously variable transmission.The transmission for the creep mode 1353 may be a fixed speed ratio reducer, a transmission with only one speed, a multi-speed transmission, or a continuously variable transmission. During the driving mode, the electronically controlled clutch for transmission switching 1351 transmits the driving force of the engine 110 using the transmission for the driving mode 1352. The transmission for the creep mode 1353 is configured so that the degree of change of the speed ratio for the same variation in vehicle speed is lower than the transmission for the driving mode 1352, and / or so that the speed ratio for the same vehicle speed is lower than the transmission for the driving mode 1352. During the creep mode, the electronically controlled clutch for transmission switching 1351 transmits the driving force of the engine 110 using the transmission for the creep mode 1353.During the ramping mode, the transmission for the ramping mode 1353 can constantly transmit the driving force. If the speed ratio of the transmission for the ramping mode is fixed or changes discontinuously, the electronically controlled clutch for transmission switching 1351 can be configured as follows: when the rotational speed of the engine 110 or the vehicle speed is between zero and a predetermined value in the ramping mode, the transmission for the ramping mode 1353 transmits the driving force, and when the rotational speed of the engine 110 or the vehicle speed has exceeded a predetermined value from zero in the ramping mode, it is possible to switch from a state where the transmission for the ramping mode 1353 transmits the driving force to a state where the transmission for the driving mode 1352 transmits the driving force.

[0050] The saddled vehicle 1 of the second embodiment has, in addition to the effects of the first embodiment of the saddled vehicle 1, the following effects:

[0051] If the gearbox has a continuously variable transmission with control electronic, the gear ratio changes frequently as the vehicle speed changes to maintain drivability even if the driver does not operate the accelerator during a conventional crawl mode. Actuators contained in the electronically controlled continuously variable transmission move frequently to change the gear ratio frequently. In other words, when the wind noise is low in crawl mode, the driver experiences noise discomfort due to the operating noise produced by the electronically controlled continuously variable transmission, regardless of the driver's operation of the accelerator.It is possible to lower the amount of movement of the actuator 1311 and suppress the operating noise of the actuator 1311 of the electronically controlled continuously variable transmission 131, by controlling the gearbox 130 so that the degree of change of the speed ratio in the creeping mode without manipulation of the accelerator 7 by the driver R is lower than the degree of change of the speed ratio in the driving mode for the same variation of vehicle speed, compared to the case of not controlling in this way for the same variation of vehicle speed.

[0052] If the transmission has an electronically controlled multi-speed transmission and an electronically controlled clutch, a gear (ratio) change occurs frequently according to the variation of the vehicle speed to maintain drivability even if the driver does not operate the accelerator during a conventional creep mode. The actuators of the electronically controlled clutch and the multi-speed transmission move frequently to change gears (ratios) frequently. In other words, when the wind noise is low in the creep mode, the driver experiences noise discomfort due to the operating noise produced by the electronically controlled clutch and the gear and actuators of the electronically controlled multi-speed transmission, regardless of the driver's operation on the accelerator.It is possible to reduce the frequency of occurrence of the operating noise of the electronically controlled clutch 120 and the gears and actuator 1311 of the multi-speed transmission 131, by controlling the gearbox 130 so that the degree of change of the speed ratio in the creeping mode without manipulation of the accelerator 7 by the driver R is lower than the degree of change of the speed ratio in the driving mode for the same variation in vehicle speed, compared to the case where it is not controlled in this way for the same variation in vehicle speed. Furthermore, the operating noise of the gears of the electronically controlled multi-speed transmission 131 is a noise of movement of the gears in the axial direction, and a noise of engagement of the dogs formed on the axial surface of the gears.

[0053] It is possible to reduce the rotational speed of the engine 110 in creep mode and to suppress the operating noise of the engine 110 by means of the control device 6 which controls the gearbox 130 so that the speed ratio in creep mode without manipulation of the accelerator 7 by the driver R is lower than the speed ratio in driving mode for the same vehicle speed, even in the case where the gearbox 130 is a centrifugal type continuously variable transmission 134 capable of fixing the speed ratio electrically.In addition, it is possible to reduce the rotational frequency of the engine 110 in the creeping mode and to suppress the operating noise of the engine 110 by the control device 6 which controls the gearbox 130 so that the gear ratio in the creeping mode without manipulation of the accelerator 7 by the driver R is lower than the gear ratio in the driving mode for the same vehicle speed, even in the case where the gearbox 130 has a transmission for the driving mode 1352, which is a multi-speed transmission or a continuously variable transmission, and a transmission for the creeping mode 1353 as well as an electronically controlled clutch for transmission switching 1351.

[0054] Third embodiment The saddled vehicle 1 of the third embodiment of the present invention will be explained below with reference to FIGS. 6 and 7. The saddled vehicle 1 of the third embodiment has, in addition to the structure of the first or second embodiment, the following structure:

[0055] The saddled vehicle 1 has an acceleration means 7, here an accelerator 7; a braking means 8, here a brake 8; and a clutch means 9, here a clutch lever 9. The accelerator 7, the brake 8 and the clutch lever 9 are elements actuated by the driver R. The accelerator 7 makes it possible to modify the power of the engine 110 in conjunction with the manipulation of the driver R. The accelerator 7 can be actuated, for example, with the hand of the driver R, but it can also be actuated with the foot. The brake 8 makes it possible to apply a braking force to at least one front wheel 2 and / or one rear wheel 3 in conjunction with the manipulation of the driver R. Furthermore, the brake 8 can be actuated, for example, with both a hand-actuated element and a foot-actuated element of the driver R, or can be actuated by one of the two.The clutch lever 9 allows the gear ratio of the gearbox 130 to be changed in conjunction with the manipulation of the driver R. The clutch lever 9 can be operated, for example, with both a hand-operated element and a foot-operated element of the driver R, or can be operated by one of the two.

[0056] The start and cancellation of the ramp mode of the controller 6 will be explained based on [Fig.7]. The controller 6 determines whether the ramping mode is selected with the mode selector 5 (step S1). The controller 6 controls the driving of the saddled vehicle 1 in the driving mode (step S6) if it determines that the ramping mode is not selected with the mode selector 5 (step S1: no). The controller 6 determines whether an operation has been input to the accelerator 7 (step S2) if it determines that the ramping mode has been selected with the mode selector 5 (step S1: yes). The controller 6 controls the driving of the saddled vehicle 1 in the driving mode (step S6) if it determines that an operation has been input to the accelerator 7 (step S2: no). The ramping mode starts and the controller 6 performs ramping control (step S3) if it determines that no operation has been input to the accelerator 7 (step S2: yes).The controller 6 determines whether no operation has been input during the ramping mode on at least one of the accelerator 7, the brake 8, and the clutch lever 9 (step S4). The controller 6 cancels the ramping mode and switches it to the driving mode (step S5) if there is an operation input during the ramping mode on at least one of the accelerator 7, the brake 8, and the clutch lever 9 (step S4: no). The controller 6 continues the ramping control (step S3) if there is no operation input during the ramping mode on the accelerator 7, the brake 8, and the clutch lever 9 (step S4: yes). In addition, the controller 6 returns to step S1 after step S6. In other words, the control device 6 determines during the driving mode whether the crawling mode is selected with the mode selector 5 (step S1).

[0057] The saddled vehicle 1 of the third embodiment has, in addition to the effects of the first or second embodiment of the saddled vehicle 1, the following effects:

[0058] The creeping mode is canceled and switches to the driving mode when there is an input operation performed on the accelerator 7 by the driver R. Here, the feeling of discomfort with respect to the noise disappears even if the operation performed on the accelerator 7 is slight because there is an intention of manipulation on the part of the driver R. The feeling of discomfort with respect to the noise disappears even if the operation performed on the brake 8 is slight because there is an intention of manipulation on the part of the driver R. The feeling of discomfort with respect to the noise disappears even if the operation performed on the clutch lever 9 is slight because there is an intention of manipulation on the part of the driver R. Control of the control device 6 to suppress the operating noise then becomes unnecessary.

[0059] Furthermore, in the saddled vehicle 1 of the third embodiment, the saddled vehicle 1 may have a clutch lever 9, or not. For example, in the case where the gearbox 130 is a continuously variable transmission, the saddled vehicle 1 does not have a clutch lever 9. In addition, the creep mode is canceled and the The control device 6 enters the driving mode if there is an operation input by the driver during the ramp mode on at least one of the accelerator 7, the brake 8, and the clutch lever 9, but it is not limited to this. For example, the ramp mode can be canceled and the control device 6 can enter the driving mode when there is an operation input to the accelerator 7 by the driver in the ramp mode. In addition, the ramp mode can be canceled and the control device 6 can enter the driving mode when there is an operation input to the brake 8 by the driver in the ramp mode. In addition, the ramp mode can be canceled and the control device 6 can enter the driving mode when there is an operation input to the clutch lever 9 by the driver in the ramp mode.In addition, the ramping mode can be canceled and the control device 6 can enter the driving mode when there is an operation input to the accelerator 7 or the brake 8 by the driver in the ramping mode. In addition, the ramping mode can be canceled and the control device 6 can enter the driving mode when there is an operation input to the accelerator 7 or the clutch lever 9 by the driver in the ramping mode. In addition, the ramping mode can be canceled and the control device 6 can enter the driving mode when there is an operation input to the brake 8 or the clutch lever 9 by the driver in the ramping mode.

[0060] Legend 1: Saddled vehicle 2: Front wheel 3: Rear wheel 4: Seat 5: Mode selector 6: Control device 7: Means of acceleration, accelerator 8: Braking means, brake 9: Clutch means, clutch lever 100: Engine group 110: Engine 111: Heat engine 112: Electronically controlled throttle valve 113: Starter 115: Throttle valve 116: Electronically controlled valve 119: Electric traction motor 120: Clutch 130: Gearbox 131: Electronically controlled continuously variable transmission 132: Electronically controlled multi-speed transmission 133: Dual clutch transmission 134: Centrifugal type continuously variable transmission 1351: Electronically controlled clutch for transmission switching 1352: Transmission for driving mode 1353: Transmission for rampage mode A: Driver

Claims

Claims

1. Saddled vehicle (1) having: at least one front wheel (2), at least one rear wheel (3) placed at the rear of the anteroposterior axis of at least one front wheel (2), a seat (4) on which a driver can sit, and a power unit (100) which is at least partially arranged in a space where the driver sits; the saddle vehicle (1) is equipped with: - said engine group (100) which has an engine (110), allowing the power to be modified both with and without engagement of an acceleration means (7) manipulated by the driver, as well as a centrifugal clutch and / or an electronically controlled clutch, and which comprises a gearbox (130) transmitting the power of said engine (110) to said at least one front wheel (2) and / or to said at least one rear wheel (3); - a mode selector (5) for choosing between a creeping mode, which performs creeping control, and a driving mode, which performs normal control, depending on the operation performed by the driver; - and a control device (6) which controls said gearbox (130) and said engine (110) which at least said engine group (100) has; when the creep mode is selected with said mode selector, and no manipulation is carried out on said accelerator, said control device (6) has the following characteristics: (i) automatically controlling the power of said engine (110); (ii) and performing creep control according to the creep mode, which controls said gearbox (130) so that the degree of gear change in creep mode is lower than the degree of gear change in drive mode for the same vehicle speed variation, and / or so that the gear ratio in creep mode is lower than the gear ratio in drive mode for the same vehicle speed variation.

2. The saddled vehicle (1) according to claim 1, the characteristic of which is that: said engine (110) has a heat engine (111) equipped with a

3. electronically controlled throttle valve (115), a starter (113) connected to a crankshaft, or at least one electronically controlled valve (116) installed on a bypass that bypasses a throttle valve (115), and / or has an electric traction motor (119), and said gearbox (130) has one of the following: an electronically controlled continuously variable transmission (131), an electronically controlled multi-speed transmission (132), a dual-clutch transmission (133), a centrifugal-type continuously variable transmission (134) capable of fixing the gear ratio electrically, or a combination of a transmission for the driving mode, which is a multi-speed transmission or a continuously variable transmission, with a transmission for the creeping mode and with an electronically controlled clutch for transmission switching. The saddled vehicle (1) according to claim 1 or 2, characterized in that said control device (6) cancels said creep mode and switches it to driving mode when there is an operation performed on said acceleration means (7) during the creep mode, or when there is an operation performed on a braking means (8) by the driver in the creep mode, or when there is an operation performed on a clutch means (9) by the driver in the creep mode, or when there is an operation performed on said acceleration means (7) or said braking means (8) during the creep mode, or when there is an operation performed on said acceleration means (7) or said clutch means (9) during the creep mode, or when there is an operation performed on said braking means (8) or said clutch means (9) during the creep mode,or when there is an operation carried out by said driver during the creeping mode on at least one of the following elements: the braking means (8), the clutch means (9) and the acceleration means (7).,

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