Saddle riding vehicle

Abstract

To provide a saddle riding vehicle capable of minimizing an impact on an occupant at a time of a head-on collision.SOLUTION: A motorcycle 1 includes a vehicle body frame 5 having a head pipe 5A, a front wheel 3, a rear wheel 4, a seat 2 disposed behind the head pipe 5A, a first acceleration sensor 31 that detects an acceleration, and an airbag 21 that deploys on the basis of the acceleration detected by the first acceleration sensor 31. The motorcycle 1 further includes a second acceleration sensor 32. The first acceleration sensor 31 is disposed ahead of a center of gravity CG, while the second acceleration sensor 32 is disposed behind the center of gravity CG.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a saddle-type vehicle. [Background technology]

[0002] Saddle-type vehicles, which are vehicles on which a rider straddles, have been known for some time. Examples of such saddle-type vehicles include motorcycles with one front wheel and one rear wheel (see, for example, Patent Document 1) and lean-to vehicles with two front wheels and one rear wheel (see, for example, Patent Document 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2011-117339 A [Patent Document 2] JP 2017-171275 A Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present invention is to provide a saddle-type vehicle that can absorb / reduce the kinetic energy generated when an occupant separates from the vehicle body during a frontal collision, thereby reducing the impact on the occupant. [Means for solving the problem]

[0005] The saddle-type vehicle disclosed herein comprises a body frame having a head pipe, a front wheel supported by the body frame, a rear wheel supported by the body frame, a seat disposed behind the head pipe and supported by the body frame, a first acceleration sensor that detects acceleration, and an airbag that deploys based on the acceleration detected by the first acceleration sensor.

[0006] According to the above-mentioned saddle-type vehicle, when a large acceleration occurs due to a frontal collision, the airbag is deployed based on the acceleration detected by the first acceleration sensor. Since the impact of the frontal collision is absorbed by the airbag, it is expected that safety will be improved.

[0007] The saddle riding type vehicle may include a second acceleration sensor that detects acceleration. One of the first acceleration sensor and the second acceleration sensor may be disposed forward of the center of gravity of the saddle riding type vehicle, and the other may be disposed rearward of the center of gravity of the saddle riding type vehicle.

[0008] This makes it relatively easy to determine whether an impact force is applied to a position away from the center of gravity or toward the center of gravity when an impact force is applied from the side of the saddle riding type vehicle, and thus makes it possible to grasp the situation at the time of the accident.

[0009] The first acceleration sensor and / or the second acceleration sensor may be disposed above the center of gravity of the saddle riding type vehicle.

[0010] As a result, when a relatively large vehicle part is disposed below the center of gravity, the vehicle part can be prevented from interfering with the first acceleration sensor and / or the second acceleration sensor, thereby increasing the degree of freedom in arranging the vehicle parts.

[0011] One of the first acceleration sensor and the second acceleration sensor may be disposed to the left of the center of gravity of the saddle riding type vehicle, and the other may be disposed to the right of the center of gravity of the saddle riding type vehicle.

[0012] As a result, when the saddle type vehicle yawing occurs during a collision, the collision acceleration can be detected relatively accurately based on the detection results of the first acceleration sensor and the second acceleration sensor.

[0013] The first acceleration sensor and / or the second acceleration sensor may be disposed below the center of gravity of the saddle riding type vehicle.

[0014] This makes it possible to more accurately detect the collision acceleration from the initial stage to the final stage of the collision.

[0015] The front wheel may be a left front wheel disposed to the left of the head pipe, the saddle-type vehicle may include a right front wheel disposed to the right of the head pipe, and the rear wheel may be disposed on a center line of the vehicle in a plan view of the vehicle. The first acceleration sensor and the second acceleration sensor may be disposed inside an imaginary triangle having vertices defined by the center of the left front wheel, the center of the right front wheel, and the center of the rear wheel in a plan view of the vehicle.

[0016] As a result, even if the center of gravity moves toward the front of the vehicle during a collision, the acceleration during the collision can be detected near the center of gravity, reducing the influence of disturbances. Acceleration caused by a collision can be detected well. Effect of the Invention

[0017] According to the present invention, it is expected that the safety of a saddle-type vehicle during a frontal collision can be improved. [Brief description of the drawings]

[0018] [Figure 1] FIG. 1 is a left side view of the motorcycle according to the first embodiment. [Diagram 2] FIG. 2 is a front view of the motorcycle according to the first embodiment. [Diagram 3] FIG. 3 is a plan view of the motorcycle according to the first embodiment. [Figure 4] 4(a) and 4(b) are diagrams that diagrammatically show impact forces acting on a motorcycle from the side. [Diagram 5] 5(a) and 5(b) are diagrams showing lateral acceleration due to yawing detected by the first acceleration sensor and the second acceleration sensor. [Figure 6]6(a) and 6(b) are diagrams showing the acceleration in the forward / rearward direction due to yawing detected by the first acceleration sensor and the second acceleration sensor. [Figure 7] FIG. 7 is a left side view of the motorcycle according to the second embodiment. [Figure 8] FIG. 8 is a front view of the motorcycle according to the second embodiment. [Figure 9] FIG. 9 is a plan view of the motorcycle according to the second embodiment. [Figure 10] FIG. 10 is a diagram showing longitudinal acceleration caused by pitching when the acceleration sensor is disposed above the center of gravity and when it is disposed at the same height as the center of gravity. [Figure 11] FIG. 11 is a left side view of a main part of a lean vehicle according to the third embodiment. [Figure 12] FIG. 12 is a front view of a main part of a lean vehicle according to the third embodiment. [Figure 13] FIG. 13 is a plan view of a main portion of a lean vehicle according to the third embodiment. [Figure 14] FIG. 14 is a front view of the lean vehicle according to the third embodiment when it is tilted to the left. [Figure 15] FIG. 15 is a left side view of a main part of a lean vehicle according to a fourth embodiment. [Figure 16] FIG. 16 is a front view of a main portion of a lean vehicle according to the fourth embodiment. [Figure 17] FIG. 17 is a plan view of a main portion of a lean vehicle according to the fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a saddle-type vehicle according to the present invention will be described with reference to the drawings.

[0020] (First embodiment) As shown in Fig. 1, the saddle-type vehicle according to the first embodiment is a motorcycle 1 equipped with one front wheel 3 and one rear wheel 4. Fig. 1 is a left side view of the motorcycle 1. Fig. 2 is a front view of the motorcycle 1. Fig. 3 is a plan view of the motorcycle 1.

[0021] The motorcycle 1 is equipped with a seat 2 on which a rider sits. In the following description, unless otherwise specified, the terms front, rear, left, right, up, and down refer to the front, rear, left, right, up, and down as seen by a virtual rider sitting on the seat 2 when the motorcycle 1, with no rider and no baggage on it, is stopped in an upright position on a horizontal plane. In the drawings, F, Rr, L, R, U, and D represent the front, rear, left, right, up, and down, respectively.

[0022] As shown in Fig. 1, motorcycle 1 includes a body frame 5 having a head pipe 5A. A steering shaft (not shown) is inserted into head pipe 5A. The steering shaft is supported by head pipe 5A so as to be rotatable left and right. A handlebar 6 is fixed to an upper part of the steering shaft. A front fork 7 is fixed to a lower part of the steering shaft. A front wheel 3 is rotatably supported by front fork 7. Front wheel 3 is indirectly supported by body frame 5 via front fork 7 etc.

[0023] An internal combustion engine (hereinafter referred to as engine) 8 as a drive source for traveling is supported on the body frame 5. A fuel tank 9 is disposed rearward of the head pipe 5A and in front of the seat 2. The seat 2 and the fuel tank 9 are supported by the body frame 5.

[0024] A rear arm 11 is connected to the body frame 5 by a pivot shaft 10. The rear arm 11 is capable of swinging around the pivot shaft 10 relative to the body frame 5. The rear wheel 4 is rotatably supported at the rear end of the rear arm 11. The rear wheel 4 is indirectly supported by the body frame 5 via the rear arm 11. The engine 8 and the rear wheel 4 are connected to each other by a chain 12 so that power can be transmitted. The chain 12 is a power transmission member that transmits the power of the engine 8 to the rear wheel 4. However, the power transmission member is not limited to the chain 12 and may be a transmission belt, a drive shaft, etc.

[0025] The motorcycle 1 is equipped with an airbag device 20. Here, the airbag device 20 is disposed in front of the seat 2. However, the position of the airbag device 20 is not particularly limited. The airbag device 20 has an airbag 21 and an inflator 22 that generates inflation gas toward the airbag 21. When inflation gas is supplied to the airbag 21, the airbag 21 inflates outward. Hereinafter, the inflation of the airbag 21 outward will be referred to as the airbag 21 deploying.

[0026] When the motorcycle 1 receives an impact due to a frontal collision, a large acceleration occurs in the motorcycle 1. When a large acceleration occurs in the motorcycle 1, the inflator 22 generates inflation gas, and the airbag 21 is deployed. The motorcycle 1 includes a first acceleration sensor 31 and a second acceleration sensor 32 that detect acceleration. The airbag device 20 is configured to deploy the airbag 21 based on the acceleration detected by the first acceleration sensor 31 and / or the second acceleration sensor 32. The airbag device 20 deploys the airbag 21 when the acceleration detected by the first acceleration sensor 31 and / or the second acceleration sensor 32 is equal to or greater than a predetermined threshold value, for example, taking into account the driving state. The first acceleration sensor 31 and the second acceleration sensor 32 may be directly fixed to the vehicle body frame 5, or may be indirectly fixed via another member.

[0027] As shown in Figures 1 and 3, the first acceleration sensor 31 is disposed forward of the center of gravity CG of the motorcycle 1. The second acceleration sensor 32 is disposed rearward of the center of gravity CG of the motorcycle 1. As shown in Figures 2 and 3, the first acceleration sensor 31 is disposed to the right of the center of gravity CG of the motorcycle 1. The second acceleration sensor 32 is disposed left of the center of gravity CG of the motorcycle 1. As shown in Figures 1 and 2, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed above the center of gravity CG of the motorcycle 1.

[0028] The motorcycle 1 includes a control device 40 that is communicatively connected to the first acceleration sensor 31, the second acceleration sensor 32, and the inflator 22 of the airbag device 20. The control device 40 is configured with a microcomputer. The control device 40 activates the inflator 22 based on the detection results of the first acceleration sensor 31 and / or the second acceleration sensor 32. The control device 40 deploys the airbag 21, for example, when the acceleration detected by the first acceleration sensor 31 or the acceleration detected by the second acceleration sensor 32 is equal to or greater than a threshold value. The motorcycle 1 may include a storage device that stores the detection results of the first acceleration sensor 31 and the second acceleration sensor 32. The storage device may be separate from the control device 40, or the control device 40 may also function as the storage device.

[0029] It is important to correctly detect and record the lateral acceleration of the motorcycle 1 at the time of collision in order to grasp the situation at the time of accident occurrence. There are cases where another vehicle collides with the motorcycle 1 from the left or right. There are also cases where the motorcycle 1 collides obliquely with another vehicle or a wall. For example, as shown in FIG. 4(a), when a rightward impact force F is applied to the motorcycle 1 at a portion away from the center of gravity CG, the motorcycle 1 yaws about the center of gravity CG. The motorcycle 1 generates a rightward acceleration AC, and generates a rightward acceleration AR due to yawing in a portion forward of the center of gravity CG, and generates a leftward acceleration AL due to yawing in a portion rearward of the center of gravity CG. On the other hand, as shown in FIG. 4(b), when a rightward impact force F is applied toward the center of gravity CG, the motorcycle 1 generates a rightward acceleration AC, but does not generate accelerations AR and AL due to yawing.

[0030] 5(a), when the first acceleration sensor 31 and the second acceleration sensor 32 are both disposed forward of the center of gravity CG, when the yawing occurs, the left-right acceleration A1 due to the yawing detected by the first acceleration sensor 31 and the left-right acceleration A2 due to the yawing detected by the second acceleration sensor 32 are both rightward accelerations. Therefore, even if the detection results of the first acceleration sensor 31 and the second acceleration sensor 32 are compared, it is difficult to determine whether the impact force was applied at a position away from the center of gravity CG or toward the center of gravity CG.

[0031] However, according to this embodiment, the first acceleration sensor 31 is disposed in front of the center of gravity CG, and the second acceleration sensor 32 is disposed behind the center of gravity CG. As shown in FIG. 5(b), when the yawing occurs, the left-right acceleration A1 due to the yawing detected by the first acceleration sensor 31 becomes a rightward acceleration, and the left-right acceleration A2 due to the yawing detected by the second acceleration sensor 32 becomes a leftward acceleration. The difference between the left-right acceleration detected by the first acceleration sensor 31 and the left-right acceleration detected by the second acceleration sensor 32 becomes larger by the difference between the accelerations A1 and A2 due to the yawing. Therefore, the difference between the left-right acceleration detected by the first acceleration sensor 31 and the left-right acceleration detected by the second acceleration sensor 32 becomes relatively large.

[0032] For example, when the average acceleration in the left-right direction acting on the motorcycle 1 is A0, the acceleration in the left-right direction detected by the first acceleration sensor 31 is A0+A1, and the acceleration in the left-right direction detected by the second acceleration sensor 32 is A0-A2. The difference between the acceleration in the left-right direction detected by the first acceleration sensor 31 and the acceleration in the left-right direction detected by the second acceleration sensor 32 is (A0+A1)-(A0-A2)=A1+A2. On the other hand, when no yawing occurs, the difference between the acceleration in the left-right direction detected by the first acceleration sensor 31 and the acceleration in the left-right direction detected by the second acceleration sensor 32 is zero or a relatively small value. Particularly in this embodiment, the center of gravity CG is located at the center of the line connecting the first acceleration sensor 31 and the second acceleration sensor 32 in a plan view of the vehicle. Therefore, according to this embodiment, the situation at the time of the occurrence of an accident can be accurately grasped.

[0033] In the motorcycle 1 according to this embodiment, a part of the engine 8 is disposed below the center of gravity CG (see FIG. 1). Depending on the type of motorcycle, a fuel tank, an air cleaner, and the like may be disposed below the center of gravity in addition to the engine (for example, a scooter). In this manner, in the motorcycle, relatively large vehicle parts may be disposed below the center of gravity CG. By disposing the first acceleration sensor 31 and the second acceleration sensor 32 above the center of gravity CG as in this embodiment, it is possible to prevent relatively large vehicle parts disposed below the center of gravity CG from interfering with the first acceleration sensor 31 and the second acceleration sensor 32. This increases the degree of freedom in disposing the vehicle parts.

[0034] As described above, when the motorcycle 1 collides obliquely with another vehicle or a wall, yawing about the center of gravity CG occurs in the motorcycle 1. The first acceleration sensor 31 and the second acceleration sensor 32 generate acceleration due to yawing in addition to rearward acceleration that indicates the magnitude of the collision.

[0035] As shown in FIG. 6(a), when both the first acceleration sensor 31 and the second acceleration sensor 32 are disposed to the right or left of the center of gravity CG, when the yawing occurs, the longitudinal acceleration A3 caused by the yawing detected by the first acceleration sensor 31 and the longitudinal acceleration A4 caused by the yawing detected by the second acceleration sensor 32 are both rearward accelerations. The longitudinal acceleration detected by the first acceleration sensor 31 is the sum of an acceleration indicating the magnitude of the collision (hereinafter, referred to as collision acceleration) AG and the longitudinal acceleration A3 caused by the yawing. The longitudinal acceleration detected by the second acceleration sensor 32 is the sum of the collision acceleration AG and the longitudinal acceleration A4 caused by the yawing. The acceleration detected by the first acceleration sensor 31 = AG + A3 and the acceleration detected by the second acceleration sensor 32 = AG + A4 are both values ​​that are deviated from the collision acceleration AG. Therefore, if both the first acceleration sensor 31 and the second acceleration sensor 32 are disposed to the right or left of the center of gravity CG, it becomes difficult to accurately detect the collision acceleration AG when yawing occurs.

[0036] However, according to this embodiment, the first acceleration sensor 31 is disposed to the right of the center of gravity CG, and the second acceleration sensor 32 is disposed to the left of the center of gravity CG. As shown in FIG. 6B, when the yawing occurs, the acceleration A3 in the forward / backward direction caused by the yawing detected by the first acceleration sensor 31 is a backward acceleration, and the acceleration A4 in the forward / backward direction caused by the yawing detected by the second acceleration sensor 32 is a forward acceleration. The acceleration detected by the first acceleration sensor 31 is AG+A3, and the acceleration detected by the second acceleration sensor 32 is AG-A4. Therefore, by taking the average (hereinafter referred to as the average acceleration) of the acceleration detected by the first acceleration sensor 31 and the acceleration detected by the second acceleration sensor 32, a part or all of the acceleration A3 in the forward / backward direction caused by the yawing detected by the first acceleration sensor 31 can be cancelled by the acceleration A4 in the forward / backward direction caused by the yawing detected by the second acceleration sensor 32. That is, average acceleration=[(AG+A3)+(AG-A4)] / 2=AG+(A3-A4) / 2, which is a value relatively close to the collision acceleration AG. Therefore, the collision acceleration AG can be detected relatively accurately based on the detection results of the first acceleration sensor 31 and the second acceleration sensor 32.

[0037] In this embodiment, in a plan view of the vehicle, the center of gravity CG is located at the center of a line connecting the first acceleration sensor 31 and the second acceleration sensor 32. Therefore, A3=A4, and therefore the average acceleration=the collision acceleration AG. According to this embodiment, it is possible to accurately detect the collision acceleration AG based on the detection results of the first acceleration sensor 31 and the second acceleration sensor 32.

[0038] Second embodiment 7 to 9, in the second embodiment, the positions of the first acceleration sensor 31 and the second acceleration sensor 32 are changed in the motorcycle 1 according to the first embodiment. Since everything other than the positions of the first acceleration sensor 31 and the second acceleration sensor 32 is the same as in the first embodiment, a description thereof will be omitted.

[0039] As shown in Figures 7 and 9, the first acceleration sensor 31 is disposed forward of the center of gravity CG of the motorcycle 1. The second acceleration sensor 32 is disposed rearward of the center of gravity CG of the motorcycle 1. As shown in Figures 8 and 9, the first acceleration sensor 31 is disposed to the right of the center of gravity CG of the motorcycle 1. The second acceleration sensor 32 is disposed left of the center of gravity CG of the motorcycle 1. As shown in Figures 7 and 8, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed below the center of gravity CG of the motorcycle 1.

[0040] When the motorcycle 1 collides with another vehicle or a wall in front, the rear of the motorcycle 1 is lifted up, and the motorcycle 1 pitches around the center of gravity CG. As shown in FIG. 10, when the acceleration sensor 35 is disposed above the center of gravity CG, the acceleration detected by the acceleration sensor 35 is the sum of an acceleration indicating the magnitude of the collision (i.e., collision acceleration) AG and an acceleration A5 in the front-rear direction caused by the pitching. The acceleration detected by the acceleration sensor 35 is a value shifted from the collision acceleration AG by the acceleration A5 in the front-rear direction caused by the pitching. When the acceleration sensor 36 is disposed at the same height as the center of gravity CG, the acceleration in the front-rear direction caused by the pitching detected by the acceleration sensor 36 is zero. Therefore, the acceleration detected by the acceleration sensor 36 coincides with the collision acceleration AG. The collision acceleration AG can be detected correctly by the acceleration sensor 36.

[0041] However, in the early stage of the collision, the center 3c of the front wheel 3 (see FIG. 7) becomes the rotation center of the pitching, not the center of gravity CG, due to contact between the collision object and the front wheel 3. After the early stage of the collision, the center of the pitching shifts from the center 3c of the front wheel 3 to the center of gravity CG. In this embodiment, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed below the center of gravity CG. Therefore, when pitching occurs due to the collision, the first acceleration sensor 31 and the second acceleration sensor 32 are located close to the rotation center of the pitching in the vertical direction from the early stage of the collision. Therefore, the first acceleration sensor 31 and the second acceleration sensor 32 can detect the collision acceleration relatively accurately. In particular, according to this embodiment, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed above the center 3c of the front wheel 3 and below the center of gravity CG. Therefore, from the early stage to the final stage of the collision, the first acceleration sensor 31 and the second acceleration sensor 32 are located close to the rotation center of the pitching in the vertical direction. Therefore, the collision acceleration can be detected relatively accurately. The first acceleration sensor 31 is disposed behind the center 3c of the front wheel 3 and in front of the center of gravity CG. The first acceleration sensor 31 can detect the collision acceleration more accurately from the initial stage to the final stage of the collision.

[0042] Furthermore, according to this embodiment, similarly to the first embodiment, the first acceleration sensor 31 is disposed forward of the center of gravity CG, and the second acceleration sensor 32 is disposed rearward of the center of gravity CG. Therefore, similarly to the first embodiment, it is possible to determine from the detection results of the first acceleration sensor 31 and the second acceleration sensor 32 whether the impact force was applied at a position away from the center of gravity CG or toward the center of gravity CG in the vehicle longitudinal direction.

[0043] According to this embodiment, similarly to the first embodiment, the first acceleration sensor 31 is disposed to the right of the center of gravity CG, and the second acceleration sensor 32 is disposed to the left of the center of gravity CG. Therefore, even if yawing occurs due to a collision, the collision acceleration can be detected relatively accurately based on the detection results of the first acceleration sensor 31 and the second acceleration sensor 32.

[0044] Third embodiment As shown in Figs. 11 to 13, the saddle-type vehicle according to the third embodiment is a lean vehicle 1A equipped with two front wheels 3L, 3R and one rear wheel 4. The lean vehicle 1A is a three-wheeled motor vehicle. Fig. 11 is a left side view of the main parts of the lean vehicle 1A. Fig. 12 is a front view of the main parts of the lean vehicle 1A. Fig. 13 is a plan view of the main parts of the lean vehicle 1A. The lean vehicle 1A is a vehicle that leans to the right when turning right and leans to the left when turning left (see Fig. 14). In the following description, the same reference numerals will be used to designate members that are the same as or correspond to those of the first embodiment.

[0045] As shown in Fig. 11, the lean vehicle 1A is provided with a seat 2 on which an occupant 100 sits. In the following description, unless otherwise specified, the terms front, rear, left, right, top, and bottom refer to the front, rear, left, right, top, and bottom as seen from a virtual occupant 100 seated on the seat 2 when the lean vehicle 1A without the occupant 100 and without any luggage is stopped in an upright position on a horizontal plane. In the drawing, F, Rr, L, R, U, and D represent the front, rear, left, right, top, and bottom, respectively.

[0046] The lean vehicle 1A includes a body frame 5, a left front wheel 3L, a right front wheel 3R, rear wheels 4, and an engine 8 that drives the rear wheels 4. As shown in Fig. 12, the lean vehicle 1A includes a steering mechanism 50 that steers the left front wheel 3L and the right front wheel 3R, and a link mechanism 51 that tilts the left front wheel 3L and the right front wheel 3R in accordance with the tilt of the body frame 5.

[0047] As shown in Fig. 11, the body frame 5 has a head pipe 5A and a main frame 53 extending rearward from the head pipe 5A. As shown in Fig. 12, the body frame 5 has a left side member 52L disposed to the left of the head pipe 5A and a right side member 52R disposed to the right of the head pipe 5A. The left side member 52L and the right side member 52R are formed in a pipe shape and are disposed parallel to the head pipe 5A.

[0048] 13, the left front wheel 3L is disposed to the left of the head pipe 5A, and the right front wheel 3R is disposed to the right of the head pipe 5A. In a plan view of the vehicle, the left front wheel 3L is disposed to the left of the vehicle center line CL, and the right front wheel 3R is disposed to the right of the vehicle center line CL. The rear wheel 4 is disposed on the vehicle center line CL in a plan view of the vehicle.

[0049] The link mechanism 51 connects the head pipe 5A, the left side member 52L, and the right side member 52R. The link mechanism 51 is configured to tilt the left side member 52L and the right side member 52R in accordance with the tilt of the head pipe 5A (see FIG. 14). The link mechanism 51 includes a first cross member 61 and a second cross member 62 that extend in the left-right direction.

[0050] The first cross member 61 is connected to the head pipe 5A, the left side member 52L, and the right side member 52R so as to be rotatable about an upper link axis H1 extending in the front-rear direction. The second cross member 62 has a front cross member 62a disposed in front of the head pipe 5A and a rear cross member 62b disposed behind the head pipe 5A. The second cross member 62 is connected to the head pipe 5A, the left side member 52L, and the right side member 52R so as to be rotatable about a lower link axis H2 extending in the front-rear direction.

[0051] The steering mechanism 50 includes a steering shaft 54, a handlebar 55, a left front wheel support member 56L, a right front wheel support member 56R, and a tie rod 57. The steering shaft 54 ​​is inserted into the head pipe 5A and is rotatably supported by the head pipe 5A. The handlebar 55 is fixed to an upper portion of the steering shaft 54.

[0052] The left front wheel support member 56L is provided to be rotatable around the left steering axis V2L extending in the up-down direction of the body frame 5 with respect to the left side member 52L. The left front wheel 3L is rotatably supported by the left front wheel support member 56L. The left front wheel support member 56L has a left fork 57L on which the left front wheel 3L is supported, a left shaft 58L supported by the left side member 52L to be rotatable around the left steering axis V2L, and a left bracket 59L connecting the left fork 57L and the left shaft 58L. The left shaft 58L is inserted into the left side member 52L so as to be rotatable around the left steering axis V2L. The left bracket 59L has a left shaft fixing portion 60L to which the left shaft 58L is fixed, a fixing portion 61L to which the left fork 57L is fixed, and a left connecting portion 62L to which the tie rod 57 is connected.

[0053] The right front wheel support member 56R has a right shaft 58R, a right fork 57R, and a right bracket 59R. The right shaft 58R, the right fork 57R, and the right bracket 59R have shapes symmetrical to the left shaft 58L, the left fork 57L, and the left bracket 59L, respectively, with respect to the vehicle center line CL, and are arranged symmetrically.

[0054] The tie rod 57 synchronizes the rotation of the steering shaft 54 ​​about the central steering axis V2C, the rotation of the left front wheel support member 56L about the left steering axis V2L, and the rotation of the right front wheel support member 56R about the right steering axis V2R. The tie rod 57 is connected to the steering shaft 54, the left front wheel support member 56L, and the right front wheel support member 56R so as to be rotatable about an axis V1 extending in the vertical direction.

[0055] As shown in Fig. 11, the lean vehicle 1A is equipped with an airbag device 20. Although not shown in Fig. 11, the airbag device 20 has an airbag 21 and an inflator 22 (see Fig. 1), similarly to the first embodiment.

[0056] The lean vehicle 1A includes a first acceleration sensor 31 and a second acceleration sensor 32. The first acceleration sensor 31 and the second acceleration sensor 32 are directly or indirectly supported by the vehicle body frame 5. As shown in FIG. 11 and FIG. 13, the first acceleration sensor 31 is disposed forward of the center of gravity CG of the lean vehicle 1A. The second acceleration sensor 32 is disposed rearward of the center of gravity CG of the lean vehicle 1A. As shown in FIG. 12 and FIG. 13, the first acceleration sensor 31 is disposed to the right of the center of gravity CG of the lean vehicle 1A. The second acceleration sensor 32 is disposed to the left of the center of gravity CG of the lean vehicle 1A. As shown in FIG. 11 and FIG. 12, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed above the center of gravity CG of the lean vehicle 1A.

[0057] As shown in FIG. 13, in the lean vehicle 1A, the center of gravity CG is located inside a virtual triangle 70 having vertices at the center 3Lc of the left front wheel 3L, the center 3Rc of the right front wheel 3R, and the center 4c of the rear wheel 4 in a plan view of the vehicle. Here, the center 3Lc of the left front wheel 3L means a point located on the rotation center line of the left front wheel 3L and in the middle of the left and right direction of the left front wheel 3L. Similarly, the center 3Rc of the right front wheel 3R means a point located on the rotation center line of the right front wheel 3R and in the middle of the right front wheel 3R in the left and right direction. The center 4c of the rear wheel 4 means a point located on the rotation center line of the rear wheel 4 and in the middle of the left and right direction of the rear wheel 4. The first acceleration sensor 31 and the second acceleration sensor 32 are disposed inside the triangle 70 in a plan view of the vehicle.

[0058] As in the first embodiment, the lean vehicle 1A includes a control device 40 communicably connected to the first acceleration sensor 31, the second acceleration sensor 32, and the inflator of the airbag device 20 (see FIG. 11). The control device 40 deploys the airbag by activating the inflator based on the detection results of the first acceleration sensor 31 and the second acceleration sensor 32. The lean vehicle 1A includes a storage device (not shown) that stores the detection results of the first acceleration sensor 31 and the second acceleration sensor 32.

[0059] Detecting the acceleration near the center of gravity CG has the advantage of being less susceptible to disturbances in accurately grasping the acceleration occurring in the lean vehicle 1A during a collision. Detecting the acceleration during a collision near the center of gravity CG can reduce the influence of noise due to deformation and vibration of the vehicle body. When the lean vehicle 1A collides with a collision object in front, the rear part of the lean vehicle 1A may be lifted up due to braking or the like immediately before the collision, causing the center of gravity CG to move forward of the vehicle. However, even in such a case, the center of gravity CG is highly likely to be inside the triangle 70 in the lean vehicle 1A. According to this embodiment, as described above, the first acceleration sensor 31 and the second acceleration sensor 32 are arranged inside the triangle 70 in a plan view. Therefore, even if the center of gravity CG moves forward of the vehicle during a collision, the acceleration during the collision can be detected near the center of gravity CG, so that the influence of disturbances can be reduced. The acceleration occurring due to the collision can be detected well.

[0060] Furthermore, according to this embodiment, similarly to the first embodiment, the first acceleration sensor 31 is disposed forward of the center of gravity CG, and the second acceleration sensor 32 is disposed rearward of the center of gravity CG. Therefore, similarly to the first embodiment, it is possible to determine from the detection results of the first acceleration sensor 31 and the second acceleration sensor 32 whether the impact force was applied at a position away from the center of gravity CG or toward the center of gravity CG in the vehicle longitudinal direction.

[0061] According to this embodiment, similarly to the first embodiment, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed above the center of gravity CG. Therefore, it is possible to prevent a relatively large vehicle component disposed below the center of gravity CG from interfering with the first acceleration sensor 31 and the second acceleration sensor 32. This increases the degree of freedom in arranging the vehicle components.

[0062] According to this embodiment, similarly to the first embodiment, the first acceleration sensor 31 is disposed to the right of the center of gravity CG, and the second acceleration sensor 32 is disposed to the left of the center of gravity CG. Therefore, even if yawing occurs due to a collision, the collision acceleration can be detected relatively accurately based on the detection results of the first acceleration sensor 31 and the second acceleration sensor 32.

[0063] (Fourth embodiment) 15 to 17, the fourth embodiment is a lean vehicle 1A according to the third embodiment, in which the positions of the first acceleration sensor 31 and the second acceleration sensor 32 are changed. Since the fourth embodiment is similar to the third embodiment except for the positions of the first acceleration sensor 31 and the second acceleration sensor 32, a description thereof will be omitted.

[0064] As shown in FIG. 15 and FIG. 17, the first acceleration sensor 31 is disposed forward of the center of gravity CG of the lean vehicle 1A. The second acceleration sensor 32 is disposed rearward of the center of gravity CG of the lean vehicle 1A. As shown in FIG. 16 and FIG. 17, the first acceleration sensor 31 is disposed to the right of the center of gravity CG of the lean vehicle 1A. The second acceleration sensor 32 is disposed to the left of the center of gravity CG of the lean vehicle 1A. As shown in FIG. 15 and FIG. 16, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed below the center of gravity CG of the lean vehicle 1A. As shown in FIG. 17, the first acceleration sensor 31 is disposed inside an imaginary triangle 70 having vertices at the center 3Lc of the left front wheel 3L, the center 3Rc of the right front wheel 3R, and the center 4c of the rear wheel 4 in a plan view of the vehicle.

[0065] According to this embodiment, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed below the center of gravity CG, as in the second embodiment. Therefore, as in the second embodiment, when pitching occurs due to a collision, the first acceleration sensor 31 and the second acceleration sensor 32 are located near the rotation center of the pitching in the vertical direction from the initial stage of the collision. The first acceleration sensor 31 and the second acceleration sensor 32 can detect the collision acceleration relatively accurately. In particular, according to this embodiment, the first acceleration sensor 31 and the second acceleration sensor 32 are disposed above the rotation center 3c (see FIG. 16) of the left front wheel 3L and the right front wheel 3R and below the center of gravity CG. Therefore, from the initial stage to the final stage of the collision, the first acceleration sensor 31 and the second acceleration sensor 32 are located near the rotation center of the pitching in the vertical direction. Therefore, the collision acceleration can be detected relatively accurately. The first acceleration sensor 31 is disposed behind the rotation center 3c of the left front wheel 3L and the right front wheel 3R and forward of the center of gravity CG. The first acceleration sensor 31 can detect the collision acceleration more accurately from the initial stage to the final stage of the collision.

[0066] According to this embodiment, similarly to the first embodiment, the first acceleration sensor 31 is disposed forward of the center of gravity CG, and the second acceleration sensor 32 is disposed rearward of the center of gravity CG. Therefore, similarly to the first embodiment, it is possible to determine from the detection results of the first acceleration sensor 31 and the second acceleration sensor 32 whether the impact force was applied at a position away from the center of gravity CG or toward the center of gravity CG in the vehicle longitudinal direction.

[0067] According to this embodiment, similarly to the first embodiment, the first acceleration sensor 31 is disposed to the right of the center of gravity CG, and the second acceleration sensor 32 is disposed to the left of the center of gravity CG. Therefore, even if yawing occurs due to a collision, the collision acceleration can be detected relatively accurately based on the detection results of the first acceleration sensor 31 and the second acceleration sensor 32.

[0068] According to this embodiment, the first acceleration sensor 31 is disposed inside the triangle 70 in a plan view, as in the third embodiment. Therefore, even if the center of gravity CG moves forward of the vehicle during a collision, the first acceleration sensor 31 can detect the acceleration during the collision near the center of gravity CG, so that the influence of disturbances can be reduced. The first acceleration sensor 31 can detect the acceleration generated by the collision well. In this embodiment, the second acceleration sensor 32 is disposed outside the triangle 70 in a plan view, but the second acceleration sensor 32 may be disposed inside the triangle 70 in a plan view, as in the third embodiment. In this case, the same effect as in the third embodiment can be obtained.

[0069] Although several embodiments of the saddle riding type vehicle have been described above, the above embodiments are merely examples, and various other embodiments are possible.

[0070] As another embodiment, in the first to fourth embodiments, the first acceleration sensor 31 may be disposed in front of and to the left of the center of gravity CG, and the second acceleration sensor 32 may be disposed behind and to the right of the center of gravity CG. In the first to fourth embodiments or the other embodiments described above, the positions of the first acceleration sensor 31 and the second acceleration sensor 32 may be reversed.

[0071] The drive source for propelling the saddle riding type vehicle is not limited to the engine 8. The drive source for propelling the vehicle may be an electric motor.

[0072] A saddle-type vehicle is a vehicle on which a rider straddles and rides. A saddle-type vehicle is not limited to a motorcycle. A saddle-type vehicle is not limited to a three-wheeled motor vehicle having two front wheels and one rear wheel. The saddle-type vehicle according to each of the above-described embodiments is a vehicle configured such that the body frame tilts with respect to the ground when turning, but the saddle-type vehicle is not limited to one in which the body frame tilts. The saddle-type vehicle may be, for example, an ATV (All Terrain Vehicle). [Explanation of symbols]

[0073] 1. Motorcycles (saddle-type vehicles) 1A Lean vehicle (saddle type vehicle) 2 seats 3 Front wheel 3L left front wheel 3R Right front wheel 4 Rear Wheel 5 Body frame 5A Head pipe 21 Airbag 31 First acceleration sensor 32 Second acceleration sensor 70 triangle CG center of gravity

Claims

1. a body frame having a head pipe; A front wheel supported by the body frame; A rear wheel supported by the body frame; a seat disposed behind the head pipe and supported by the body frame; A first acceleration sensor that detects acceleration; an airbag that deploys based on the acceleration detected by the first acceleration sensor; A saddle-type vehicle equipped with a

2. a second acceleration sensor for detecting acceleration; 2. The saddle-ride type vehicle according to claim 1, wherein one of the first acceleration sensor and the second acceleration sensor is disposed forward of a center of gravity of the saddle-ride type vehicle, and the other is disposed rearward of the center of gravity of the saddle-ride type vehicle.

3. The saddle-type vehicle according to claim 2 , wherein the first acceleration sensor and the second acceleration sensor are disposed above a center of gravity of the saddle-type vehicle.

4. 4. The saddle-ride type vehicle according to claim 3, wherein one of the first acceleration sensor and the second acceleration sensor is disposed to the left of the center of gravity of the saddle-ride type vehicle, and the other is disposed to the right of the center of gravity of the saddle-ride type vehicle.

5. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 5. The saddle-type vehicle according to claim 4, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

6. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 4. The saddle-type vehicle according to claim 3, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

7. 3. The saddle-ride type vehicle according to claim 2, wherein one of the first acceleration sensor and the second acceleration sensor is disposed to the left of the center of gravity of the saddle-ride type vehicle, and the other is disposed to the right of the center of gravity of the saddle-ride type vehicle.

8. The saddle-ride type vehicle according to claim 7 , wherein the first acceleration sensor and the second acceleration sensor are disposed below a center of gravity of the saddle-ride type vehicle.

9. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 9. The saddle-type vehicle according to claim 8, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

10. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 8. The saddle-type vehicle according to claim 7, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

11. The saddle-type vehicle according to claim 2 , wherein the first acceleration sensor and the second acceleration sensor are disposed below a center of gravity of the saddle-type vehicle.

12. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 12. The saddle-type vehicle according to claim 11, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

13. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 3. The saddle-type vehicle according to claim 2, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

14. The saddle-type vehicle according to claim 1 , wherein the first acceleration sensor is disposed above a center of gravity of the saddle-type vehicle.

15. a second acceleration sensor for detecting acceleration; 15. The saddle-ride type vehicle according to claim 14, wherein one of the first acceleration sensor and the second acceleration sensor is disposed to the left of the center of gravity of the saddle-ride type vehicle, and the other is disposed to the right of the center of gravity of the saddle-ride type vehicle.

16. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 16. The saddle-type vehicle according to claim 15, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

17. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 15. The saddle-type vehicle according to claim 14, wherein the first acceleration sensor is disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

18. a second acceleration sensor for detecting acceleration; 2. The saddle-ride type vehicle according to claim 1, wherein one of the first acceleration sensor and the second acceleration sensor is disposed to the left of the center of gravity of the saddle-ride type vehicle, and the other is disposed to the right of the center of gravity of the saddle-ride type vehicle.

19. The saddle-type vehicle according to claim 18, wherein the first acceleration sensor and the second acceleration sensor are disposed below a center of gravity of the saddle-type vehicle.

20. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 20. The saddle-type vehicle according to claim 19, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

21. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 19. The saddle-type vehicle according to claim 18, wherein the first acceleration sensor and the second acceleration sensor are disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

22. The saddle-type vehicle according to claim 1 , wherein the first acceleration sensor is disposed below a center of gravity of the saddle-type vehicle.

23. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 23. The saddle-type vehicle according to claim 22, wherein the first acceleration sensor is disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

24. the front wheel is a left front wheel disposed to the left of the head pipe, a right front wheel disposed to the right of the head pipe, The rear wheels are disposed on a vehicle center line in a plan view of the vehicle, 2. The saddle-type vehicle according to claim 1, wherein the first acceleration sensor is disposed inside an imaginary triangle having vertices defined by a center of the left front wheel, a center of the right front wheel, and a center of the rear wheel in a plan view of the vehicle.

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