Straddle type vehicle

Abstract

To prevent a straddle type vehicle, such as an electric motorcycle, from starting to move against the intention of a rider, by making the rider aware that an electric motor can be activated.SOLUTION: A straddle type vehicle includes: a grip sensor that detects that a rider is gripping a throttle grip; a rotation angle sensor that detects an amount of rotation of the throttle grip; and a vibrator that vibrates the throttle grip. When the grip sensor detects gripping of the throttle grip while a vehicle speed is zero or equal to or lower than a second predetermined vehicle speed that is lower than a first predetermined vehicle speed that is a driving speed of an electric motor, the vibrator is activated to vibrate the throttle grip. In a state where the rider pushes a handle so as to hold the position of the straddle type vehicle on a slope or pushes and walks the straddle type vehicle, the vibrator is activated to vibrate the throttle grip, so that it is possible to intuitively make the rider aware that the electric motor can be activated. Accordingly, the straddle type vehicle is prevented from starting against the intention of the rider.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present specification relates to a saddle-ride vehicle such as a two-wheeled vehicle, and in particular to a saddle-ride vehicle in which drive wheels are driven solely by an electric motor at least when the vehicle is traveling at or below a first predetermined vehicle speed. [Background technology]

[0002] In Patent Document 1, when an electric motorcycle is turned on, the user is notified that the vehicle is ready to run by a startup sound, a display on the meter, an audio buzzer, etc. Furthermore, Patent Document 2 focuses on a push-walking mode for electric motorcycles and discloses that in push-walking mode, the electric motor assists the user. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6776455 [Patent Document 2] Japanese Patent Application Laid-Open No. 2006-51853 Summary of the Invention [Problem to be solved by the invention]

[0004] The electric motorcycle described in Patent Document 1 only notifies the rider that the electric motor is ready to start the first time after it is started. Therefore, if the rider starts the motorcycle, drives it, and then stops it, there is a possibility that the rider will forget that the electric motor is ready to start unless they are looking at the monitor. If the rider operates the throttle in this state, the motorcycle may start moving unintentionally. In particular, if the rider operates the throttle accidentally while pushing the electric motorcycle after stopping, the electric motorcycle may start moving against the rider's intention.

[0005] The electric motorcycle described in Patent Document 2 discloses assistance from the electric motor in a push-walk mode, but this is premised on the rider receiving assistance from the electric motor. Therefore, for example, if the rider loses balance while not seated and accidentally operates the throttle while regaining balance, there is a risk that the electric motorcycle will start moving in push-walk mode against the rider's intention.

[0006] To provide a method for preventing a saddle-ride vehicle such as an electric motorcycle from moving against the intention of the occupant by notifying the occupant that an electric motor can be started not only at the time of starting but also after the vehicle has stopped after traveling. [Means for solving the problem]

[0007] The first aspect of the present disclosure relates to a saddle-ride vehicle that includes a handlebar having a throttle grip and a gripping grip on the left and right sides, a seat for a passenger to sit on, drive wheels, and an electric motor that drives the drive wheels alone at least when the vehicle is traveling at or below a first predetermined vehicle speed.

[0008] The throttle grip of a first saddle-ride vehicle of the present disclosure includes a grip sensor that detects that the occupant is gripping the throttle grip, a rotation angle sensor that detects the amount of rotation of the throttle grip, and a vibrator that vibrates the throttle grip. After the saddle-ride vehicle has been traveling and the vehicle speed is equal to or lower than a second predetermined vehicle speed that is lower than the first predetermined vehicle speed, the grip sensor detects that the occupant is gripping the throttle grip, and the vibrator is activated to vibrate the throttle grip.

[0009] When a rider pushes the handlebars to maintain the position of the saddle-ride vehicle on a slope or pushes the saddle-ride vehicle while walking, the vehicle speed is zero or below a second predetermined vehicle speed that is slower than the first predetermined vehicle speed. Furthermore, when the rider is maintaining the position or pushing the vehicle while walking, the grip sensor can detect the rider's grip on the throttle grip. Therefore, by activating the vibrator to vibrate the throttle grip in this state, the rider can intuitively know that the electric motor can be started. This makes it possible to prevent the saddle-ride vehicle from starting against the rider's intention.

[0010] Note that the push-walking mode often moves the saddle-ride vehicle forward, but is not limited to forward movement. As described above, it also includes a state in which the occupant grips the handlebars to hold the saddle-ride vehicle in position on a slope. It also includes a state in which the occupant pulls the saddle-ride vehicle backward. The first aspect of the present disclosure is that it is sufficient to prevent unintentional movement of the saddle-ride vehicle in the push-walking mode. Even when the occupant gets into the saddle-ride vehicle and intentionally starts the saddle-ride vehicle, the vibrator may be activated to vibrate the throttle grip when the vehicle speed is equal to or less than a second predetermined vehicle speed.

[0011] In the second aspect of the present disclosure, the seat is equipped with a seat sensor that detects whether a rider is seated on the seat. The seat sensor can determine whether the rider is seated and intending to ride or is trying to push the saddle-ride vehicle. The vibrator is activated to vibrate the throttle grip when the seat sensor does not detect a rider seated on the seat. The first aspect of the present disclosure includes a state in which a rider is riding on the vehicle and intentionally operates the throttle. On the other hand, the second aspect of the present disclosure can also prevent the vibrator from vibrating when a rider is riding on the vehicle. That is, the second aspect of the present disclosure actively detects whether the rider is pushing the saddle-ride vehicle. This prevents unintentional rotation of the throttle grip when the rider is pushing the vehicle. At the same time, it can also prevent the rider from experiencing annoyance caused by the vibrator vibrating when the rider intentionally operates the throttle while riding on the vehicle.

[0012] However, the second aspect of this disclosure only requires that it be possible to determine whether the occupant is seated or pushing the throttle, and does not exclude the possibility of activating the vibrator to vibrate the throttle grip while the occupant is seated. It is also possible to make the vibration of the throttle grip different when the occupant is seated and when the occupant is pushing the throttle. In this case, more detailed notifications can be given to the occupant.

[0013] A third saddle-ride vehicle of the present disclosure further includes a stand that maintains the saddle-ride vehicle in a stopped state. The stand is provided with a stand sensor that detects whether the stand is stored. When the stand sensor detects that the stand is stored, the vibrator is activated to vibrate the throttle grip.

[0014] In the push-walk or start-ride mode, the stand is stored, so by using the stand sensor, it is possible to determine whether the saddle-type vehicle is in the push-walk or start-ride mode or is stopped.

[0015] In a fourth aspect of the present disclosure, the grip sensor has a function of detecting that the occupant is pushing the saddle-riding vehicle forward. When the grip sensor detects that the occupant is pushing the saddle-riding vehicle forward, the grip sensor causes the electric motor to generate a forward assist force that causes the saddle-riding vehicle to move at a speed equal to or less than a second predetermined vehicle speed. Note that this forward assist force can also be used to maintain the position of the saddle-riding vehicle on an uphill slope.

[0016] In the fifth aspect of the present disclosure, contrary to the fourth aspect, the grip sensor has a function of detecting that the occupant is pulling the saddle-ride vehicle in the reverse direction. When the grip sensor detects that the occupant is pulling the saddle-ride vehicle in the reverse direction, the electric motor generates a reverse assist force that causes the saddle-ride vehicle to move at a speed equal to or less than a second predetermined vehicle speed. Like the fourth aspect, this reverse assist force can also be used to maintain the position of the saddle-ride vehicle on a downhill slope.

[0017] In a sixth aspect of the present disclosure, the grip includes a grip sensor that detects that an occupant is gripping the grip, and a grip vibrator that vibrates the grip. After the saddle-ride vehicle has been traveling and the vehicle speed is equal to or lower than a second predetermined vehicle speed that is lower than the first predetermined vehicle speed, when the grip sensor detects that the occupant is gripping the grip, the grip vibrator is activated to vibrate the grip.

[0018] In the sixth aspect of the present disclosure, both the throttle grip and the hand grip can alert the rider to grip vibrations, allowing the rider to sense the vibrations with both hands, more effectively preventing unintentional starts of the saddle-ride vehicle.

[0019] A seventh saddle-riding vehicle of the present disclosure further includes an internal combustion engine that drives the drive wheels when the vehicle speed is equal to or greater than a first predetermined vehicle speed, and an electronic throttle that opens and closes a throttle valve of the internal combustion engine. That is, the seventh saddle-riding vehicle of the present disclosure is a hybrid vehicle in which the electric motor is driven at start-up and the internal combustion engine is driven at vehicle speeds equal to or greater than the first predetermined vehicle speed.

[0020] In the eighth aspect of the present disclosure, the electronic throttle is equipped with a throttle motor that drives the throttle valve to open and close. The vibrator utilizes the driving force of the throttle motor. By vibrating the throttle grip with a throttle motor installed for an internal combustion engine, the number of motors used can be reduced. [Brief explanation of the drawings]

[0021] [Figure 1] FIG. 1 is a side view of a saddle-ride vehicle. [Figure 2] FIG. 2 is a perspective view showing the throttle grip. [Figure 3] FIG. 3 is a perspective view of the throttle grip shown in FIG. 2 with a part of the cover removed. [Figure 4] FIG. 4 is a perspective view showing a rotation angle sensor. [Figure 5] FIG. 5 is a perspective view showing a grip sensor. [Figure 6] FIG. 6 is a perspective view showing the sensor mounting positions of a saddle-ride vehicle. [Figure 7] FIG. 7 is a configuration diagram showing the drive system of the electric saddle-ride vehicle. [Figure 8] FIG. 8 is a configuration diagram showing a control system of the electric saddle-ride vehicle. [Figure 9] FIG. 9 is a diagram illustrating the relationship between the rotation amount of the throttle grip and the assist force. [Figure 10] FIG. 10 is a flowchart illustrating the notification of readiness to travel. [Figure 11] FIG. 11 is a diagram showing the configuration of a drive system of a hybrid saddle-ride vehicle. [Figure 12] FIG. 12 is a block diagram showing a control system of the hybrid saddle-ride vehicle. [Figure 13] FIG. 13 is a perspective view of the electronic throttle. [Figure 14] FIG. 14 is a configuration diagram showing another example of the vibrator. [Figure 15] FIG. 15 is an enlarged perspective view of a part of FIG. [Figure 16] FIG. 16 is a perspective view showing still another example of the vibrator. [Figure 17] FIG. 17 is a perspective view showing still another example of the vibrator. DETAILED DESCRIPTION OF THE INVENTION

[0022] An example of the present disclosure will now be described with reference to the drawings. Fig. 1 is a side view of a saddle-ridden vehicle 100, and the saddle-ridden vehicle in Fig. 1 is a two-wheeled scooter. However, a two-wheeled scooter is just one example of the saddle-ridden vehicle 100, and the saddle-ridden vehicle may also be a motorcycle, a snowmobile, or a four-wheeled all-terrain vehicle (ATV). Furthermore, the vehicle does not have to be two-wheeled, and may have multiple front wheels 101 and multiple rear wheels 102.

[0023] The front wheel 101 is journaled on a front fork 110, which is supported by a head pipe 111. An upper portion of the front fork 110 is connected to a handlebar 112, which allows the front wheel 101 to rotate left and right. Grips are provided on the left and right sides of the handlebar 112 (shown in FIG. 6), and the grip on the right side serves as a throttle grip 200 for adjusting the driving force. The rider accelerates the saddle-riding vehicle 100 by rotating the throttle grip 200 clockwise, and conversely, decelerates the saddle-riding vehicle 100 by rotating it counterclockwise. The grip on the left side is a hand-held grip 113.

[0024] The forward and backward directions of the saddle-ride vehicle 100 are defined as the forward direction and the backward direction, respectively. The left-right direction is determined by the right or left side of the forward direction of the saddle-ride vehicle 100. The up-down direction is also defined as the top side of the saddle-ride vehicle 100 being the top and the bottom side being the bottom.

[0025] A meter 115 is disposed approximately in the center of the handlebar 112. A headlight 116 is disposed in front of the meter 115. A start switch 300 is also disposed on the handlebar 112, and a key switch 301 is disposed near the meter 115. Note that in a saddle-ride vehicle 100 that is driven without a key, a main switch is also disposed therein. In the present disclosure, the key switch 301 also includes the main switch.

[0026] The head pipe 111 forms part of a body frame 120. The body frame 120 is made up of a front frame 121, an intermediate frame 122, and a rear frame 123. The front frame 121 holds the head pipe 111. The intermediate frame 122 is disposed substantially horizontally and supports a footrest 130 on which a rider places their feet. In addition, a stand 119 used to park the saddle-ride vehicle 100 is rotatably attached to the intermediate frame 122.

[0027] The rear frame 123 extends obliquely upward and supports the power unit 140. Specifically, the front of the power unit 140 is rotatably held by a support bolt 124, and the rear of the power unit 140 is held by a shock absorber 125.

[0028] An electric motor 141 and an inverter 142 (shown in FIG. 7) are arranged in the power unit 140. The electric motor 141 drives and rotates the rear wheels 102 when the vehicle is running. Therefore, the rear wheels 102 are the driving wheels in this example. Hereinafter, the rear wheels will be referred to as driving wheels 102. When the saddle-ride vehicle 100 applies regenerative braking, the electric motor 141 operates as a generator.

[0029] The rotation speed of the electric motor 141 while it is rotating is controlled by the inverter 142. Specifically, the inverter 142 converts the direct current of the battery 143 into three-phase alternating current, and the frequency of this current is varied to control the rotation speed of the electric motor 141. The inverter 142 can also control the rotation direction of the electric motor 141. Therefore, the saddle riding vehicle 100 can move both forward and backward. When the electric motor 141 operates as a generator, the inverter 142 converts the current into direct current to charge the battery 143. There are various types of batteries 143, including fuel cells.

[0030] The power unit 140 is also provided with a reduction gear 144. The rotation of the electric motor 141 is reduced to a predetermined ratio by this reduction gear 144 and then transmitted to the drive wheels 102. In other words, the drive torque of the electric motor 141 is increased by the reduction gear 144 and then transmitted to the drive wheels 102.

[0031] The periphery of the rear frame 123 is covered by a body cover 190. A seat 191 on which a passenger sits is fixed to the upper part of the approximate center of the body cover 190. A utility space is provided below the seat 191 in which luggage such as a helmet can be stored. Furthermore, a battery 143 is disposed below the utility space.

[0032] As shown in Fig. 2, a cylindrical grip portion 201 is disposed on the throttle grip 200, and this grip portion 201 is rotatable relative to the handlebars 112. Fig. 3 is a perspective view of Fig. 2 with the grip cover 202 removed. As shown in Fig. 3, a rotation angle sensor 210 and a vibrator 220 are disposed within the grip cover 202.

[0033] The vibrator 220 includes a vibrator motor 221, a small gear 222 rotated by the vibrator motor 221, and a large gear 223 meshing with the small gear 222. The vibrator motor 221 is controlled to rotate forward and backward, and the rotation of the vibrator motor 221 is transmitted to the large gear 223 via the small gear 222. The large gear 223 is fixed to the grip portion 201, and the grip portion 201 vibrates in response to the movement of the large gear 223.

[0034] The vibration of the grip portion 201 is a vibration that repeatedly rotates in a forward (clockwise) and reverse (counterclockwise) direction around the central axis of the throttle grip 200, and the vibration angle is about 3 to 10 degrees. The vibration occurs at a rate of about 5 times per second. The vibration is continuous for about 1 second and then stops for about 1 second. However, the vibration pattern and cycle are merely examples, and it is sufficient that the vibration is transmitted to the rider gripping the throttle grip 200.

[0035] As shown in Fig. 4, the rotation angle sensor 210 includes a first magnet 211, a second magnet 212, and a Hall sensor 213 disposed between the first magnet 211 and the second magnet 212. The first magnet 211 and the second magnet 212 are fixed to the grip portion 201, and their positions move in response to the rotation of the grip portion 201. On the other hand, the Hall sensor 213 is fixed to the handlebar 112, and its position does not change. Therefore, when the rider rotates the grip portion 201, the relative positions of the first magnet 211 and the second magnet 212 and the Hall sensor 213 change. The Hall sensor 213 detects the change in magnetic flux accompanying this position change, and thereby detects the amount of rotation of the grip portion 201.

[0036] The detection angle of the rotation angle sensor 210 is approximately 0.1 degrees. However, the angle at which rotation of the throttle grip 200 by the rider is detected is set to 10 degrees. This is to take into account play in the throttle grip 200 and to prevent the rider from unconsciously operating the grip portion 201. Therefore, even if the vibrator 220 vibrates the grip portion 201, the angle change caused by the vibrator 220 is within the dead band of the rotation angle sensor 210. Therefore, even if the rotation angle sensor 210 detects a change in the angle of the vibrator 220, it will not determine that the rider is operating the throttle grip 200 to adjust the driving force.

[0037] Grip portion 201 is also provided with grip sensor 230. Grip sensor 230 is composed of first grip sensor 231 shown by solid lines in Fig. 3 and second grip sensor 232 shown by dashed lines. First grip sensor 231 is placed at a position where the occupant's palm comes into contact, and second grip sensor 232 is placed at a position where the occupant's fingers come into contact.

[0038] 5, grip sensor 230 is a pressure-sensitive sensor such as a strain gauge or a piezoelectric element. The voltage between input line 234 and output line 235 changes depending on the pressure received by sensing unit 233. This change in voltage detects whether or not grip unit 201 is being gripped, and with what degree of force.

[0039] 2 and 3, the grip sensor 230 disposed on the throttle grip 200 has been described, but the grip sensor 230 is also disposed on the grip 113. The grip sensor 230 is the same on both the throttle grip 200 and the grip grip 113, but the grip sensor 230 on the grip grip 113 is called a grip sensor. The grip grip 113 also has a vibrator 220. Therefore, when the vibrator 220 vibrates, it vibrates on both the left and right grips, and the vibration of the vibrator 220 can be accurately transmitted to the rider. The vibrator 220 on the grip grip 113 is also similar to the vibrator 220 on the throttle grip 200, but the vibrator 220 on the grip grip 113 is called a grip vibrator. The vibration pattern and cycle of the grip vibrator are the same as those of the vibrator 220 on the throttle grip 200.

[0040] The sensors arranged on the throttle grip 200 and the hand grip 113 have been described above, but the saddle-riding vehicle 100 also includes many other sensors. The locations of the various sensors and the objects they sense will be described using Figure 6. As mentioned above, the start switch 300 is located near the throttle grip 200. The start switch 300 is a button switch that is pressed to start the saddle-riding vehicle 100. Also, as mentioned above, the key switch 301 is located near the meter 115. To start the saddle-riding vehicle 100, both the key switch 301 and the start switch 300 must be turned on.

[0041] A seating sensor 302 is disposed on the seat 191 to detect whether or not an occupant is seated in the seat 191. The seating sensor 302 uses a pressure-sensitive sensor similar to the grip sensor 230. However, instead of a pressure-sensitive sensor, a contact switch that detects on / off may be used. In this case, the switch is turned on when the occupant is seated in the seat, and turned off when the occupant gets off.

[0042] A tilt angle sensor 303 is also provided on the seat 191. The tilt angle sensor 303 is made up of a gyro sensor and detects whether the saddle riding vehicle 100 is tilting left or right and to what extent it is tilted. In addition, a center of gravity position sensor 304 is provided on the head pipe 111. This center of gravity position sensor 304 is also made up of a gyro sensor and detects whether the center of gravity position of the saddle riding vehicle 100 has moved forward or backward. The center of gravity position sensor 304 can detect whether the occupant is in a forward leaning posture.

[0043] A step sensor 305 is disposed on the footrest 130. The step sensor 305 is also a pressure-sensitive sensor that determines whether or not the occupant's feet are resting on the footrest 130. A contact switch or a photocell may be used instead of the pressure-sensitive sensor. Either sensor may be used as long as it can detect whether or not the occupant's feet are on the footrest.

[0044] As described above, the stand 119 used when parking the saddle-ride vehicle 100 is attached to the intermediate frame 122. A stand sensor 306 that detects whether the stand 119 is in the parking position or the storage position is disposed on the intermediate frame 122. The stand sensor 306 is a contact switch that detects the position of the stand 119, and is turned on when the stand is in either the parking position or the storage position, and turned off when the stand is in the other position.

[0045] A battery remaining amount sensor 307 for detecting the remaining amount of the battery is disposed in the battery 143. The battery remaining amount sensor 307 detects the voltage value or current value of the battery 143.

[0046] The vehicle speed measured by the vehicle speed sensor 308 is displayed on the meter 115. The vehicle speed sensor 308 calculates the vehicle speed of the saddle-ride vehicle 100 based on the rotation speed of the electric motor 141. However, the vehicle speed may also be calculated from the rotation speed of the front wheel 101.

[0047] As shown in Fig. 8, signals from the key switch 301, start switch 300, grip sensor 230, rotation angle sensor 210, seat sensor 302, stand sensor 306, step sensor 305, battery remaining amount sensor 307, tilt angle sensor 303, center of gravity position sensor 304, and vehicle speed sensor 308 are input to a control section 351 of a control unit 350. Based on the signals from the key switch 301 and start switch 300, the control section 351 determines whether it is OK to start the saddle riding vehicle 100. Also, based on the signal from the rotation angle sensor 210, the control section 351 calculates whether to increase or decrease the vehicle speed and outputs a speed signal to the inverter 142. The inverter 142 controls the rotation speed of the electric motor 141 based on instructions from the control section 351.

[0048] The control unit 351 determines whether the saddle-ride vehicle 100 is stopped or not by using signals from various sensors to prevent the rider from unintentionally operating the throttle grip 200 except during normal driving. When the rider is pushing the saddle-ride vehicle 100, the control unit 351 notifies the rider using the vibrator 220 whether assistance is possible. Also, even when the rider is seated and about to start driving, the control unit 351 notifies the rider using the vibrator 220 that driving is possible.

[0049] The flowchart is shown in Figure 10. After the control start step S400, if the key switch 301 is on (S401), the control unit 351 starts up (S402). Next, it is determined whether the start switch 300 is on (S403). If the start switch 300 is off, running is prohibited (S404).

[0050] If the start switch 300 is on, a signal from the grip sensor 230 is detected (S405). If a signal cannot be detected, the occupant is not gripping the steering wheel 112, and driving is prohibited (S404). If it is confirmed from the signal from the grip sensor 230 that the occupant is gripping the steering wheel 112, the process proceeds to a stop determination step S406.

[0051] In the stop determination step S406, it is determined whether the state is A. movable, B. moving, or C. prohibited. In the A. movable state, there are two states: A. the state in which the A-1 saddle riding vehicle 100 is permitted to move, and A. the state in which the A-2 saddle riding vehicle 100 is assisted in being pushed.

[0052] First, the state A-1 in which the saddle riding vehicle 100 is permitted to travel will be described. Based on a signal from the vehicle speed sensor 308, it is determined whether the vehicle speed of the saddle riding vehicle 100 is zero or a speed lower than a predetermined low speed. This predetermined low speed is a second predetermined vehicle speed, for example, a speed of about 1 kilometer per hour. Furthermore, in the stop determination step S406, a signal from the stand sensor 306 is used to confirm that the stand 119 is in the stored position. Furthermore, the seating sensor 302 confirms that an occupant is seated in the seat 191. Furthermore, the tilt angle sensor 303 confirms that the saddle riding vehicle 100 is not tilted significantly.

[0053] This makes it possible to determine that the saddle riding vehicle 100 is not parked on a stand, nor is the saddle riding vehicle 100 tilted due to loss of balance, but is in a state in which the occupant is operating the throttle grip 200 to start moving. In this case, a travel-ready notification S4071 is issued to the occupant. This travel-ready notification S4071 is issued by activating the vibrator 220 to vibrate the throttle grip 200 and the holding grip 113. The vibration pattern is the repeated one-second vibration and one-second pause described above. After the travel-ready notification S4071 is issued, the saddle riding vehicle 100 is permitted to move S4081. The occupant can start the saddle riding vehicle 100 by rotating the throttle grip 200 clockwise.

[0054] Next, the A-2 state in which the saddle riding vehicle 100 is capable of being pushed by hand will be described. In this state, too, it is determined that the signal from the vehicle speed sensor 308 is equal to or less than a second predetermined vehicle speed. Then, using a signal from the stand sensor 306, it is confirmed that the stand 119 is in the stored position. Furthermore, it is confirmed by the tilt angle sensor 303 that the saddle riding vehicle 100 is not tilted significantly. However, the determination by the seating sensor 302 confirms that the occupant is not seated on the seat 191. This confirms that the occupant is not seated on the seat 191 and about to start the vehicle. A typical state is detected when the occupant gets off the saddle riding vehicle 100 and is about to push it. Furthermore, it is confirmed that the occupant does not lose balance and cause the saddle riding vehicle 100 to tilt even when pushing it.

[0055] If the above confirmation is successful, a hand push assist possible notification S4072 is sent to the rider. This hand push assist possible notification S4072 is also sent by activating the vibrator 220 to vibrate the throttle grip 200 and the holding grip 113. However, the vibration pattern is different from that of the travel permission notification S4071. For example, the vibration is repeated for 0.5 seconds followed by a 0.5 second pause.

[0056] The hand push assist possible notification S4072 notifies the rider that assistance is possible from the electric motor 141. The hand push assist possible notification S4072 also notifies the rider that the electric motor 141 is rotatable. This notification can be used to prevent the rider from unintentionally rotating the throttle grip 200 and causing the saddle riding vehicle 100 to start.

[0057] After the hand push assist availability notification S4072 is sent, the state is changed to hand push assist permission S4082. This hand push assist permission S4082 provides three levels of assistance according to the opening of the throttle grip 200, as shown in FIG.

[0058] Assist 1 is a weak assist to prevent the saddle-riding vehicle 100 from rolling down a slope. Even if the throttle grip 200 is not rotating, the necessary assist force is calculated from the grip force detected by the grip sensor 230. Whether the slope is uphill or downhill is detected from the difference in pressure between the first grip sensor 231 on the palm side and the second grip sensor 232 on the finger side. The inclination angle of the slope is calculated based on the pressure difference, and the control unit 351 calculates the necessary assist force based on the inclination angle of the slope. The accuracy of the calculation of the assist force can be improved by adding a signal from the center-of-gravity position sensor 304 to the signals from the first grip sensor 231 and the second grip sensor 232. The inverter 142 outputs an assist force to the electric motor 141 according to the calculation result of the control unit 351.

[0059] In this state, the saddle riding vehicle 100 is stopped, so the push-assistance available notification S4072 is issued periodically until the notification condition is resolved. In this example, the vibration pattern is a repeat of 0.5-second vibration and 0.5-second pause, and the vibration pattern continues for about 3 seconds, then stops for about 2 seconds, and then resumes, thereby issuing the push-assistance available notification S4072. However, this periodic pattern can also be changed in various ways. For example, the vibration pattern may continue for 5 seconds and then stop for 5 seconds. Also, the vibration pattern may be continuous rather than periodic.

[0060] Assist 2 is a slow speed, for example, about 1 kilometer per hour, sufficient to move the saddle-riding vehicle 100 when parking it. The control unit 351 instructs the inverter 142 to drive at a speed of 1 kilometer per hour, and the inverter 142 outputs control of 1 kilometer per hour to the electric motor 141. At this slow speed, which is below the second predetermined vehicle speed, the hand-push assist available notification S4072 is also periodically sent to the occupant. Assist 2 is a weak assist force, so there is a risk that the occupant may forget that they are receiving assistance. However, by periodically sending the hand-push assist available notification S4072, it is possible to prevent the occupant from unintentionally rotating the throttle grip 200. The hand-push assist available notification S4072 continues until the notification condition is resolved.

[0061] Assist 3 is a speed equivalent to that of pushing the saddle-riding vehicle 100 in a residential area or the like, which is less than 5 kilometers per hour, which is the walking speed. The control unit 351 instructs the inverter 142 to a speed less than 5 kilometers per hour in accordance with the output of the rotation angle sensor 210. The inverter 142 rotates the electric motor 141 in accordance with the instructed speed. In this state, the vehicle is moving faster than the second predetermined vehicle speed, so the travel-ready notification S4071 is not issued. This is because the occupant understands that they are receiving an assist force and are therefore pushing the saddle-riding vehicle 100, so the travel-ready notification S4071 is unnecessary. There is no need to issue the travel-ready notification S4071 unnecessarily, which would bother the occupant. However, it is possible to set the second predetermined vehicle speed to about 6 kilometers per hour and issue the travel-ready notification S4071 even at assist 3.

[0062] As shown in FIG. 9, the rotation amount of the throttle grip 200 when shifting from Assist 2 to Assist 3 is larger than the rotation amount of the throttle grip 200 when shifting from Assist 1 to Assist 2. For example, the rotation amount of the throttle grip 200 when shifting from Assist 2 to Assist 3 is set to a large rotation amount of about 45 degrees or more. Therefore, the rider needs to intentionally rotate the throttle grip 200 a large amount to shift to Assist 3. This is to prevent a shift from Assist 2 to Assist 3 against the rider's will.

[0063] If the stop determination S406 determines that the saddle riding vehicle 100 is not in the A movable state but is in the B traveling state, the vehicle speed is controlled in accordance with the intentions of the occupant. In this B traveling state, the vehicle speed obtained from the vehicle speed sensor 308 is faster than a second predetermined vehicle speed. Also, the stand sensor 306 detects the stored position of the stand, and the seat sensor 302 detects that the occupant is seated. In the B traveling state, the traveling possible notification S4071 and the hand push assist possible notification S4072 are not issued, so the occupant is not bothered.

[0064] When the rider rotates the throttle grip 200, the control unit 351 calculates the vehicle speed according to the output of the rotation angle sensor 210 and notifies the inverter 142 of the calculation result. Then, the inverter 142 rotates the electric motor 141 so as to achieve the instructed vehicle speed.

[0065] The vehicle speed is determined solely according to the output of the rotation angle sensor 210, but the step sensor 305 and center-of-gravity position sensor 304 can also be used as auxiliary means for detecting whether the rider is attempting to accelerate further. The step sensor 305 is used in scooters to confirm that the rider is in the correct riding position. The center-of-gravity position sensor 304 is mainly used in motorcycles to confirm that the rider is in a forward-leaning position.

[0066] In the stop determination S406, a state where neither A-1 traveling permission S4081 nor A-2 hand-push assist permission S4082 is set, and B traveling is not in progress, is a state that is not normally expected. There is also a possibility that the sensor is outputting an incorrect signal. In this case, the control unit 351 sets C traveling prohibition S404.

[0067] In the control flow of Figure 10, after determining in stop determination S406 that A movement is possible, B that the vehicle is moving, or C that driving is prohibited (S404), it is confirmed whether the key switch 301 is still on (S409). If it is confirmed that the key switch 301 is on, the flow is repeated from step S403 for determining whether the start switch 300 is on. If the key switch 301 is off, it is determined that operation of the saddle riding vehicle 100 has ended, and the control flow ends (S410). However, even if the key switch 301 is off, it is possible to continue the determination of the control unit 351 for a while using a self-holding power supply.

[0068] Although the above example has been described in which the saddle-ride vehicle 100 is an electric vehicle driven only by the electric motor 141, it may also be a hybrid vehicle driven by both the electric motor 141 and the internal combustion engine 150. As shown in FIG. 11 , the internal combustion engine 150 has a piston 152 that reciprocates within a cylinder block 151. The reciprocating movement of the piston 152 rotates a drive shaft 154 via a connecting rod 153. The rotation of the drive shaft 154 is transmitted to a drive shaft 158 ​​via a drive pulley 155, a belt 156, and a driven pulley 157. The drive shaft 158 ​​can receive drive force from the internal combustion engine 150 or from the electric motor 141, and a clutch 160 switches between the drive forces to be used. The drive force of the drive shaft 158 ​​is transmitted to the drive wheels 102 via a reduction gear 144, as in an electric vehicle.

[0069] 11 is an example of a driving force transmission mechanism for a hybrid vehicle. As long as the saddle-ride vehicle 100 can be driven by both the electric motor 141 and the internal combustion engine 150, the driving form of the hybrid vehicle may include other examples of power transmission.

[0070] The rotation of the internal combustion engine 150 is also transmitted to the second motor 170. When starting the internal combustion engine 150, the second motor 170 functions as a starter, and rotates to rotate the drive shaft 154 of the internal combustion engine 150. At that time, the DC current from the battery 143 is converted into three-phase AC current by the second inverter 171 to rotate the second motor. When the remaining charge of the battery 143 decreases, the second motor functions as a generator. The second inverter 171 converts AC current into DC current and supplies it to the battery 143. The remaining charge of the battery 143 is detected by a battery remaining charge sensor 307.

[0071] 12, in a hybrid vehicle, the control unit 351 determines whether the drive wheels 102 are to be driven only by the electric motor 141, only by the internal combustion engine 150, or by both the electric motor 141 and the internal combustion engine 150. This determination is made mainly based on a vehicle speed signal from the vehicle speed sensor 308 and the rotation of the throttle grip 200 by the occupant as determined by the rotation angle sensor 210.

[0072] At the start, the drive wheels 102 are driven only by the electric motor 141. At low speeds, the electric motor 141 has a higher torque than the internal combustion engine 150, allowing for a smooth start using the electric motor 141. From the start up to a predetermined low speed, the drive wheels 102 are driven only by the electric motor 141. This predetermined low speed is, for example, about 10 to 15 kilometers per hour. This is the first predetermined vehicle speed. Therefore, the first predetermined vehicle speed is the predetermined low speed in a hybrid vehicle. In an electric vehicle, the first predetermined vehicle speed is the full range of vehicle speeds at which the saddle-ride vehicle 100 can travel.

[0073] Therefore, in both hybrid vehicles and electric vehicles, the saddle-ride vehicle 100 is propelled solely by the electric motor 141 when the vehicle is traveling at or below a first predetermined vehicle speed. This state includes a state in which the saddle-ride vehicle 100 is started while seated, and a state in which the saddle-ride vehicle 100 is being pushed. When the internal combustion engine 150 is used, the operating noise and vibration of the internal combustion engine 150 can be felt tactilely by holding the handlebars 112 or sitting on the seat 191. In contrast, when the electric motor 141 is driven solely, the driving noise is low and there is no operating noise or vibration like when the internal combustion engine 150 is idling. Therefore, there is a risk that the occupant may not realize that the saddle-ride vehicle 100 is ready to be started and may unintentionally rotate the throttle grip 200. However, as described above, in such a state, the occupant's attention can be drawn by issuing the driving enable notification S4071 and the hand-push assist enable notification S4072.

[0074] When the vehicle speed of the hybrid vehicle reaches or exceeds a first predetermined vehicle speed, the internal combustion engine 150 drives the drive shaft 158 ​​instead of the electric motor 141. Since the internal combustion engine 150 is most efficient when operated at a high, constant speed, the saddle-ride vehicle 100 can be operated with high efficiency.

[0075] When the hybrid vehicle is being driven by the internal combustion engine 150 at or above a first predetermined vehicle speed, if the occupant further rotates the throttle grip 200 to accelerate the saddle-ride vehicle 100, the driving force of the electric motor 141 can be utilized. This driving force of the electric motor 141 is utilized by increasing the rotation speed of the internal combustion engine 150 and also rotating the electric motor 141 to add driving force. Alternatively, the rotation speed of the internal combustion engine 150 can be maintained constant, and the driving force of the electric motor 141 can be added to increase the rotation speed of the drive shaft 158.

[0076] The rotation speed of the internal combustion engine 150 is controlled by controlling the electronic throttle 180 to adjust the amount of intake air to the internal combustion engine 150. The rotation speed of the internal combustion engine 150 is also controlled by adjusting the amount of fuel supplied to the cylinder block 151. As shown in FIG. 13, the electronic throttle 180 controls the rotation of a throttle valve 181 to vary the area of ​​the intake passage.

[0077] The throttle valve 181 is rotated by a throttle motor 183. The throttle motor 183 is housed in a housing 184, and therefore the reference numeral 183 in Figure 13 indicates the location where the throttle motor is housed. By transmitting the movement of this throttle motor 183 to the grip portion 201 of the throttle grip 200 via a mechanical wire 185, it is possible to have the throttle motor 183 of the electronic throttle 180 take on the function of the oscillator motor 221. The opening of the housing 184 is closed by a case 186.

[0078] However, in the case of the internal combustion engine 150, the electronic throttle 180 is not always used. There are also cases where the rotation amount of the throttle grip 200 is transmitted to the throttle valve 181 by a mechanical wire. In such cases, the throttle motor 183 is not provided, and therefore the vibrator motor 221 is required.

[0079] Even in the case of a hybrid vehicle, the stop determination S406 is performed when the vehicle speed of the saddle-ride vehicle 100 is zero or equal to or less than a second predetermined vehicle speed, as in the example of Fig. 10. Similarly, the travel-ready notification S4071 and the hand-push-assistance-available notification S4072 are performed by vibrating the throttle grip 200 and the holding grip 113. The vibration of the travel-ready notification S4071 and the hand-push-assistance-available notification S4072 may be performed using the vibrator motor 221 shown in Fig. 3, or the throttle grip 200 may be vibrated by the throttle motor 183 of the electronic throttle 180 shown in Fig. 13. However, the vibrator motor 221 is used to vibrate the holding grip 113 in both electric vehicles and hybrid vehicles.

[0080] Various means other than forward and reverse rotation of the vibrator motor 221 can be used to vibrate the throttle grip 200 or the holding grip 113. As shown in Fig. 14, the vibrator motor 221 may be rotated in a fixed direction, and the small gear 222 may be rotated using a link mechanism 225. Fig. 15 shows an enlarged view of the link mechanism 225, and by using the link mechanism 225, the small gear 222 held in a predetermined position can be rotated forward and reverse. Although adding the crank mechanism 225 increases costs, the vibrator motor 221 only needs to rotate in a fixed direction, making it easier to control the vibrator motor 221.

[0081] 16, a vibrator motor 221 may be disposed inside the grip portion 201, and an eccentric weight 226 may be rotated by this vibrator motor 221. The rotation of the eccentric weight 226 causes the grip portion 201 to vibrate.

[0082] As shown in Fig. 17, a vibrator solenoid 227 may be disposed inside the grip portion 201. In this example, a solenoid shaft 228 of the vibrator solenoid 227 is connected to the grip portion 201. In the example of Fig. 17, the grip portion 201 is engaged with the handle 112 so as to be movable in the axial direction. When energized, the vibrator solenoid 227 is displaced in one direction by excitation force, and when not energized, it is displaced in the other direction by spring force. By repeatedly energizing and cutting off the vibrator solenoid 227 at predetermined intervals, the grip portion 201 can be vibrated in the axial direction of the handle 112.

[0083] 14 to 17 are explained using the throttle grip 200, but the configuration of the vibrator 220 is the same for the grip 113. Vibrators 220 with various structures can be used for the grip 113. The rider usually grips the handlebars 112 of the saddle-ride vehicle 100 with both the left and right hands. For this reason, it is desirable to provide a grip sensor 230 for the grip 113 not only on the right throttle grip 200 but also on the left grip 113. This makes it possible to detect whether the rider is gripping the left and right grips correctly.

[0084] However, the placement of the vibrator 220 is essential only for the throttle grip 200. The vibrator 220 may be placed on the grip grip 113 as needed. It is also possible to use a grip grip 113 without the vibrator 220. Vibrating both the grip grip 113 and the throttle grip 200 allows the rider to be more accurately notified of the ready-to-drive notification S4071. However, even if only the throttle grip 200 is used for notification, the rider can still sense the ready-to-drive notification S4071.

[0085] Even if the vibrator 220 is not disposed on the grip 113, the grip sensor 230 may be disposed on the grip 113. Since the saddle-ride vehicle 100 is usually pushed while gripping the left and right grips, it is possible to accurately detect the pushing state. However, the grip sensor 230 on the grip 113 is not essential. The grip sensor 230 may also be disposed only on the throttle grip 200.

[0086] In the above example, the signal from the seat sensor 302 and the signal from the stand sensor 306 are used in the stop determination S406. This is desirable because it can accurately detect a state in which the occupant is trying to push the saddle-ride vehicle 100. However, even if the stand sensor 306 is eliminated, it is possible to determine that the occupant is pushing the vehicle 100 using the grip sensor 230, the vehicle speed sensor 308, and the seat sensor 302.

[0087] Furthermore, the seat sensor 302 may also be eliminated as needed. In this case, it becomes difficult to determine whether the occupant is in the saddle-ride vehicle 100 or has gotten off and is trying to push it. However, it is possible to detect at least the state in which the occupant is trying to push it using the grip sensor 230 and the vehicle speed sensor 308. Even in this case, if the occupant is in the saddle-ride vehicle 100 and the vehicle speed is equal to or less than the second predetermined vehicle speed, the travel-ready notification S4071 will be issued. Therefore, even if the seat sensor 302 is eliminated, the occupant will be notified that the saddle-ride vehicle 100 can be started. The effect of preventing unexpected start-up can be achieved even while the occupant is riding.

[0088] In general, the saddle riding vehicle 100 is pushed and walked after stopping and then being pushed again. However, the present disclosure does not exclude a usage mode in which the saddle riding vehicle 100 is pushed and walked immediately after the key switch 301 and the start switch 300 are turned on. If it is possible to prevent unintentional rotation of the throttle grip 200 when pushing and walking after normal driving, the occupant may be notified of the ready-to-drive notification S4071 even when pushing and walking before the saddle riding vehicle 100 is started.

[0089] Furthermore, in the above example, the grip sensor 230 is configured as two sensors: the first grip sensor 231 that can detect the pushing force in the forward direction and the second grip sensor 232 that can detect the pulling state when the saddle riding vehicle 100 is being pushed and walked. This is desirable in terms of determining whether the assist force should be in the forward direction or the backward direction. However, it is possible to use only one grip sensor 230, if necessary. In that case, it is reasonable to leave the first grip sensor 231, which is more likely to detect pushing and walking.

[0090] In the above example, the vibration pattern of the vibrator 220 is different for the A-1 travel possible notification S4071 and the hand-push assist possible notification S4072. This is desirable so that the passenger can tell whether they are riding or pushing the vehicle. However, the vibration pattern of the vibrator 220 may be the same for the A-1 travel possible notification S4071 and the hand-push assist possible notification S4072.

[0091] In the above example, the A mobility status is further divided into the A-1 travel possible notification S4071 and the hand push assist possible notification S4072. It is desirable to be able to notify the occupant of the A-1 travel possible notification S4071. However, what is particularly required in this disclosure is the hand push assist possible notification S4072. If necessary, the A-1 travel possible notification S4071 may be eliminated.

[0092] This specification discloses the following technical ideas and their combinations.

[0093] (Technical thought 1) a handle having a throttle grip and a holding grip on the left and right sides; A seat on which a passenger sits; Drive wheels and an electric motor that drives the drive wheels alone at least in a traveling state at or below a first predetermined vehicle speed, the throttle grip includes a grip sensor that detects whether a rider is gripping the throttle grip, a rotation angle sensor that detects the amount of rotation of the throttle grip, and a vibrator that vibrates the throttle grip, After the saddle-ride vehicle has been traveling, when the vehicle speed is zero or a second predetermined vehicle speed lower than the first predetermined vehicle speed, and the grip sensor detects that the rider is gripping the throttle grip, the vibrator is activated to vibrate the throttle grip. A saddle-riding vehicle characterized by:

[0094] (Technical thought 2) The seat is equipped with a seating sensor that detects whether an occupant is seated. A saddle-ride vehicle according to Technical Idea 1.

[0095] (Technical Thought 3) The saddle-ride vehicle further includes a stand for maintaining the saddle-ride vehicle in a stopped state, and a stand sensor for detecting a stored state of the stand is provided. When the stand sensor detects that the throttle grip is in the housed state, the vibrator is activated to vibrate the throttle grip. 3. A saddle-ride vehicle according to Technical Idea 1 or 2.

[0096] (Technical Thought 4) the grip sensor has a function of detecting that the rider is pushing the saddle-ride vehicle in a forward direction, When the grip sensor detects that the rider is pushing the saddle-ride vehicle in a forward direction, the electric motor generates a forward assist force that moves the saddle-ride vehicle forward. A saddle-ride vehicle according to any one of technical ideas 1 to 3.

[0097] (Technical Thought 5) the grip sensor has a function of detecting that the occupant is pulling the saddle-ride vehicle in a backward direction, When the grip sensor detects that the rider is pulling the saddle-ride vehicle in a backward direction, the electric motor generates a backward assist force that moves the saddle-ride vehicle backward. A saddle-ride vehicle according to any one of technical ideas 1 to 4.

[0098] (Technical Thought 6) The grip includes a grip sensor that detects that an occupant is gripping the grip, and a grip vibrator that vibrates the grip, After the saddle-ride vehicle has been driven, when the vehicle speed is equal to or less than a second predetermined vehicle speed, and the grip sensor detects that the rider has grasped the grip, the grip vibrator is activated to vibrate the grip. A saddle-ride vehicle according to any one of technical ideas 1 to 5.

[0099] (Technical Thought 7) The saddle-ride vehicle further includes an internal combustion engine that drives the drive wheels when the vehicle speed is equal to or higher than the first predetermined vehicle speed, and an electronic throttle that opens and closes a throttle valve of the internal combustion engine. A saddle-ride vehicle according to any one of technical ideas 1 to 6.

[0100] (Technical Thought 8) the electronic throttle is provided with a throttle motor that drives the throttle valve to open and close, The vibrator utilizes the driving force of this throttle motor. A saddle-ride vehicle according to Technical Idea 7, characterized in that [Explanation of symbols]

[0101] 100 Saddle-ride vehicles 102 Drive wheels 141 Electric motor 150 Internal combustion engine 191 seats 200 throttle grip 210 Rotation angle sensor 220 vibrator 230 Grasping Sensor 302 Seat sensor 306 Stand Sensor 308 Vehicle speed sensor

Claims

1. a handle having a throttle grip and a holding grip on the left and right sides; A seat on which a passenger sits; Drive wheels and an electric motor that solely drives the drive wheels at least in a traveling state at or below a first predetermined vehicle speed, the throttle grip includes a grip sensor that detects whether a rider is gripping the throttle grip, a rotation angle sensor that detects the amount of rotation of the throttle grip, and a vibrator that vibrates the throttle grip, After the saddle-ride vehicle has been traveling, when the grip sensor detects that the occupant is gripping the throttle grip while the vehicle speed is zero or equal to or lower than a second predetermined vehicle speed that is slower than the first predetermined vehicle speed, the vibrator is activated to vibrate the throttle grip. A saddle-riding vehicle characterized by:

2. The seat is equipped with a seating sensor that detects whether an occupant is seated.

2. The saddle-ride vehicle according to claim 1.

3. The saddle-riding vehicle further includes a stand for maintaining the saddle-riding vehicle in a stopped state, and a stand sensor for detecting a stored state of the stand is provided. When the stand sensor detects that the throttle grip is in the housed state, the vibrator is activated to vibrate the throttle grip.

2. The saddle-ride vehicle according to claim 1.

4. the grip sensor has a function of detecting that the rider is pushing the saddle-ride vehicle in a forward direction, When the grip sensor detects that the rider is pushing the saddle-ride vehicle in a forward direction, the electric motor generates a forward assist force that moves the saddle-ride vehicle forward.

2. The saddle-ride vehicle according to claim 1.

5. the grip sensor has a function of detecting that the occupant is pulling the saddle-ride vehicle in a backward direction, When the grip sensor detects that the rider is pulling the saddle-ride vehicle in a backward direction, the electric motor generates a backward assist force that moves the saddle-ride vehicle backward.

2. The saddle-ride vehicle according to claim 1.

6. The grip includes a grip sensor that detects that an occupant is gripping the grip, and a grip vibrator that vibrates the grip, After the saddle-ride vehicle has been traveling, when the grip sensor detects that the occupant has grasped the grip, while the vehicle speed is equal to or less than a second predetermined vehicle speed, the grip vibrator is activated to vibrate the grip.

2. The saddle-ride vehicle according to claim 1.

7. The saddle-ride vehicle further includes an internal combustion engine that drives the drive wheels when the vehicle speed is equal to or greater than the first predetermined vehicle speed, and an electronic throttle that opens and closes a throttle valve of the internal combustion engine.

2. The saddle-ride vehicle according to claim 1.

8. The electronic throttle includes a throttle motor that drives the throttle valve to open and close, The vibrator utilizes the driving force of this throttle motor.

8. The saddle-ride vehicle according to claim 7.

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