electric two-wheeled vehicle

Abstract

To provide electric motorcycles that allow for more accurate assessment of the vehicle's condition. [Solution] An electric two-wheeled vehicle that adjusts the output of a motor by the amount of operation of a throttle grip provided on the steering handle, and is driven by the power generated by the motor, comprising a vibrator and a control device that operates the vibrator according to the amount of operation of the throttle grip.

Description

Technical Field

[0001] This disclosure relates to an electric two-wheeler.

Background Art

[0002] Patent Document 1 below discloses a motor-driven saddle-type vehicle in which a vibrator is provided in a head stem, and the vibrator vibrates in response to the rotation of a motor to realize a pseudo-experience of an internal combustion engine.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in a motor-driven saddle-type vehicle, namely an electric two-wheeler, it is difficult for a driver to grasp the rotational state of a power source (motor) through auditory and tactile means such as sound and vibration compared to a two-wheeler with an internal combustion engine. Therefore, there is a problem that it is difficult for a driver to grasp the vehicle state in an electric two-wheeler.

[0005] This disclosure has been made in view of the above circumstances, and an object thereof is to provide an electric two-wheeler capable of more accurately grasping the vehicle state.

Means for Solving the Problems

[0006] In order to achieve the above object, in this disclosure, as a first solution means for an electric two-wheeler, there is adopted a means of an electric two-wheeler that adjusts the output of a motor according to the operation amount of a throttle grip provided on a steering handle and travels by the power generated by the motor, and includes a vibrator and a control device that operates the vibrator according to the operation amount.

[0007] In this disclosure, as a second solution relating to an electric motorcycle, the first solution described above adopts the means that the control device is equipped with a clutch, and the steering handle is provided with a clutch operator for operating the clutch.

[0008] In this disclosure, as a third solution relating to an electric motorcycle, the control device employs the means of operating the vibrator while the throttle grip is being operated and the clutch lever is being operated, in the second solution described above.

[0009] In this disclosure, as a fourth solution relating to an electric motorcycle, the control device is configured to operate the vibrator while the throttle grip is being operated and the motor is stopped, in accordance with the first or second solution described above.

[0010] In this disclosure, as a fifth solution relating to an electric motorcycle, the control device employs the means that, in the first or second solution described above, activates the vibrator while the throttle grip is being operated, when the brake lever is not being operated, and when the motor is stopped.

[0011] In this disclosure, as a sixth solution relating to an electric motorcycle, the method adopted is that, in the first or second solution described above, the vibrator is provided on the steering handle.

[0012] In this disclosure, as a seventh solution relating to an electric motorcycle, the means adopted is that, in the first or second solution described above, the vibrator is provided on the steering handle on the side of the throttle grip.

[0013] In this disclosure, as a seventh solution relating to an electric motorcycle, the method adopted is that, in the first or second solution described above, the vibrator is provided at multiple locations on the steering handle. [Effects of the Invention]

[0014] According to this disclosure, it is possible to provide an electric motorcycle that allows for a more accurate assessment of the vehicle's condition. [Brief explanation of the drawing]

[0015] [Figure 1] This is a left side view showing the overall configuration of an electric motorcycle according to one embodiment of the present disclosure. [Figure 2] This is a front view showing the handlebars of the electric motorcycle described above. [Figure 3] This is a first perspective view showing the area near the left handlebar of the above-mentioned electric motorcycle. [Figure 4] This is a second perspective view showing the area near the left handlebar of the above-mentioned electric motorcycle. [Figure 5] This block diagram shows the control configuration of the main parts of the electric motorcycle described above. [Figure 6] This is a timing chart showing the operation of key components of the above-mentioned electric motorcycle. [Modes for carrying out the invention]

[0016] Hereinafter, an embodiment of the present disclosure will be described with reference to the above drawings. In the following description, directions such as front, rear, up, down, left, and right are the same as directions in the vehicle described below. That is, the up and down direction coincides with the vertical direction, and the left and right direction coincides with the vehicle width direction. In the vehicle width direction, the direction away from the center of the vehicle width is called the outward direction in the vehicle width direction, and the direction approaching the center of the vehicle width is called the inward direction in the vehicle width direction. Also, in Figure 1, the arrow UP indicates upward, and the arrow FR indicates forward.

[0017] First, the mechanical configuration of the electric two-wheeler 1 according to this embodiment will be described with reference to FIGS. 1 to 4. As shown in FIG. 1, the electric two-wheeler 1 according to this embodiment is an off-road type saddle-riding electric vehicle. The electric two-wheeler 1 ensures a large vertical stroke amount of the wheels, a large ground clearance of the vehicle body, aims to reduce the size and weight of the vehicle body, and concentrate the vehicle body weight. As shown in FIG. 1, the electric two-wheeler 1 includes a front wheel 2, a rear wheel 3, a front wheel suspension system 4, a vehicle body frame 5, a vehicle body cover 6, a rear wheel suspension system 7, a power unit 8, and a battery unit 100.

[0018] The front wheel suspension system 4 includes a pair of left and right front forks 10 that pivotally support the front wheel 2 at the lower end, a top bridge 11 and a bottom bridge 12 provided across the upper parts of the pair of front forks 10, and a stem pipe (not shown) provided across the top bridge 11 and the bottom bridge 12 and inserted into the head pipe 16. The front wheel 2 is steerably supported on the head pipe 16 of the vehicle body frame 5 via the front wheel suspension system 4. A steering handle 13 is supported on the top bridge 11.

[0019] The vehicle body frame 5 includes a head pipe 16, a pair of left and right main frames 17, a pair of left and right pivot frames 18, a single down frame 19, a pair of left and right lower frames 20, a gusset pipe 21 that connects the left and right main frames 17 and the down frame 19, a cross member 22, and a lower cross member 23, and these are integrally joined by welding or the like. Hereinafter, an aggregate in which these frame members are integrally integrated inseparably is referred to as a "frame body".

[0020] The head pipe 16 is located at the center of the vehicle width and is provided singly at the front end of the vehicle body frame 5. The head pipe 16 rotatably supports the stem pipe by inserting it therethrough. A pair of main frames 17 branch left and right from the upper part of the head pipe 16 and extend rearward and downward. The pair of main frames 17 are joined to each other at the front end portions thereof. The front portions of the pair of main frames 17 extend while curving so as to bulge outward in the vehicle width direction behind the head pipe 16 in a plan view seen from above. The rear portions of the pair of main frames 17 extend linearly along the front-rear direction in a plan view seen from above.

[0021] A pair of pivot frames 18 extend rearward and downward from the rear end portions of the left and right same-side main frames 17, respectively. The pair of pivot frames 18 extend while curving so as to form an arc shape convex rearward in a side view. A pivot shaft 33 extending in the vehicle width direction is installed between intermediate portions closer to the lower part in the vertical direction in the pair of pivot frames 18.

[0022] The down frame 19 extends rearward and downward from the lower part of the head pipe 16. The down frame 19 extends more steeply rearward and downward than the main frame 17 in a side view. A radiator 91 for cooling the power unit 8 is attached to at least one of the left and right side portions of the down frame 19. A pair of lower frames 20 branch left and right from the lower end portion of the down frame 19 and extend rearward. The rear end portions of the pair of lower frames 20 are connected to the lower end portions of the left and right same-side pivot frames 18, respectively.

[0023] The left and right side portions of the gusset pipe 21 connect the left and right same-side main frames 17 and the down frame 19. The gusset pipe 21 branches left and right from an intermediate portion closer to the upper part in the vertical direction in the down frame 19 and extends rearward. The rear end portions of the gusset pipe 21 are connected to the intermediate portions in the front-rear direction of the left and right same-side main frames 17, respectively.

[0024] The cross member 22 extends in the vehicle width direction and connects the rear ends of a pair of main frames 17 (or the upper ends of a pair of pivot frames 18). A cushion support bracket (not shown) extending upward and rearward is fixed to the inside of the cross member 22 in the vehicle width direction. The upper end of the rear cushion 32 and the battery unit 100 are connected to the cushion support bracket.

[0025] The lower cross member 23 extends in the vehicle width direction and connects the lower parts of the pair of pivot frames 18 below the pivot axis 33. A link support bracket (not shown) extending rearward is fixed to the inner side of the lower cross member 23 in the vehicle width direction. The front end of the link arm 34 is connected to the link support bracket.

[0026] The vehicle frame 5 further comprises a pair of left and right seat rails 24 and a pair of left and right support rails 25. The front ends of each of the left and right seat rails 24 are connected to the upper ends of the pivot frame 18 on the same side. Each of the left and right seat rails 24 extends upward and rearward from its front end. A seat 9 is positioned above the left and right seat rails 24. The front and rear intermediate sections of the left and right seat rails 24 are connected via a seat support bracket 28 that receives the load from the seat 9.

[0027] The left and right support rails 25 are located below the left and right seat rails 24. The front end of each left and right support rail 25 is connected to the upper and lower middle section of the pivot frame 18 on the same side. Each left and right support rail 25 extends upward and rearward from its front end. The rear end of each left and right support rail 25 is connected from below to the rear of the seat rail 24 on the same side.

[0028] The rear ends of the left and right seat rails 24 are connected by a cross rail 26 that extends in the width direction of the vehicle. The left and right pair of seat rails 24, the left and right pair of support rails 25, and the cross rail 26 are integrally joined by welding or the like. Hereinafter, this assembly of frame members, which is inseparably integrated, will be referred to as a subframe that can be attached to and removed from the main frame. The subframe corresponds to the seat frame that supports the seat 9 from below.

[0029] The chassis frame 5 is of a semi-double cradle type. The chassis frame 5 mounts the power unit 8, including the motor 50, below the rear of the left and right main frames 17 behind the head pipe 16, and in front of the left and right pivot frames 18. The chassis frame 5 surrounds the power unit 8 from the front and below with a single down frame 19 and left and right lower frames 20.

[0030] Inside the vehicle frame 5, a power unit 8 for vehicle operation is mounted, along with a battery unit 100 that stores the power supplied to the power unit 8. The vehicle frame 5 allows the battery unit 100 to be inserted and removed from above through an opening between the left and right main frames 17. The front parts of the left and right main frames 17 and the gusset pipes 21 have a large outward curvature in the vehicle width direction to ensure clearance with the front of the battery unit 100.

[0031] The vehicle body cover 6 covers the vehicle body frame 5, etc. The vehicle body cover 6 comprises a pair of left and right front side cowls 41 and a pair of left and right rear side cowls 42. In a side view taken from the vehicle width direction, each pair of front side cowls 41 are positioned from the lower left and right sides of the front of the seat 9 to a position where they overlap with the top of the down frame 19. In a side view, each front side cowl 41 extends outward from the lower front of the seat 9 in a flared manner. Each front side cowl 41 extends front to back across the outer width direction of the main frame 17 on the same side. At least one of each front side cowl 41 functions as an air guide plate (radiator shroud) to the radiator (not shown) supported on the side of the down frame 19.

[0032] A pair of rear side cowls 42 are positioned lower on both the left and right sides of the rear of the seat 9 when viewed from the side. Each rear side cowl 42 is positioned to cover the seat rail 24 and support rail 25 on the same side from the outside in the width direction of the vehicle. A rear fender 43r extends from the rear of the seat 9 toward the rear. The rear fender 43r is positioned above the rear wheel 3 with a gap.

[0033] Reference numeral 43f indicates a front fender positioned above the front wheel 2 at a distance and supported by the bottom bridge 12. A top cover 44 is positioned in front of the seat 9 between the upper ends of the front-to-rear intermediate sections of a pair of front side cowls 41. The top cover 44 covers the upper protrusion (not shown) of the battery unit 100 from above.

[0034] The rear suspension system 7 includes a swing arm 30 that pivotally supports the rear wheel 3 at its rear end, a link mechanism 31 that connects the front of the swing arm 30 to the lower cross member 23, and a rear cushion 32 that spans between the link mechanism 31 and the cross member 22. The swing arm 30 is positioned below the rear of the vehicle body and extends in the longitudinal direction. The front end of the swing arm 30 is supported by a pair of pivot frames 18 via a pivot shaft 33 so as to be able to swing up and down.

[0035] The link mechanism 31 comprises a pair of left and right link arms and link members. The pair of link arms are positioned below the front of the swing arm 30 in a side view and extend in the front-rear direction. The front ends of the link arms are rotatably connected to the link support bracket (not shown) of the lower cross member 23 via an axis that runs along the vehicle width direction. The rear ends of the link arms 34 are rotatably connected to the link member 35 via an axis that runs along the vehicle width direction.

[0036] The link member described above is formed in a roughly triangular shape when viewed from the side. The upper top of the link member is rotatably connected to the link connection portion in the front-to-rear intermediate part of the swing arm 30 via an axis that runs along the vehicle width direction. The lower top of the link member is rotatably connected to the rear end of the link arm via an axis that runs along the vehicle width direction. The front top of the link member is rotatably connected to the lower end of the rear cushion 32 via an axis that runs along the vehicle width direction.

[0037] The rear cushion 32 is located on the inner side in the vehicle width direction at the rear of the vehicle body. The rear cushion 32 is formed in a cylindrical shape with a compression coil spring arranged on the outer circumference of the damper cylinder, and is positioned in a forward-tilted position with respect to the vertical direction in its axial direction. The upper end of the rear cushion 32 is rotatably connected to the cushion support bracket of the cross member 22 via an axis along the vehicle width direction. The lower end of the rear cushion 32 is rotatably connected to the front top of the link member via an axis along the vehicle width direction.

[0038] The power unit 8 includes a motor 50 for driving the vehicle and a PCU (Power Control Unit) 130 that drives the motor 50, and rotates the output shaft 70. This power unit 8 is configured as an integrated unit with the motor 50 and PCU 130. The motor 50 is housed in a motor case (not shown).

[0039] A gear-type reduction gear is positioned on one side of the motor 50. The output shaft 70 is located at the lower rear of the motor case. The output shaft 70 extends in the vehicle width direction, similar to the rotation axis of the motor 50, with its left end protruding outside the housing. The left end of the output shaft 70 and the rear wheel 3 are connected via a chain-type transmission mechanism 77 to enable power transmission. In other words, the rotational power of the motor 50 is transmitted to the rear wheel 3 via the chain-type transmission mechanism 77.

[0040] Although not shown in Figure 1, the PCU130 includes a PDU130a (Power Drive Unit) and a control device 130b that controls the PDU130a, as shown in Figure 5. The PDU130 is equipped with an inverter and converts the DC power supplied from the battery unit 100 into AC power to drive the motor 50. As will be described in more detail later, the control device 130b is a software control device equipped with an MPU and semiconductor memory, etc.

[0041] The power unit 8 is supported by the vehicle frame 5 via multiple fixing points. The power unit 8 is positioned in front of (on the inner circumference side of) the pivot frame 18, which is curved in a rearward-convex arc shape when viewed from the side. The power unit 8 is positioned above the lower frame 20. The power unit 8 is positioned below the rear lower end of the main frame 17 when viewed from the side. The upper part (motor case) of the power unit 8 is positioned spaced behind the down frame 19, and the lower part (PCU case) extends to near the lower end of the down frame 19. The lower part of the PCU case is covered by an under cover 27 attached to the lower frame 20.

[0042] The battery unit 100 is formed in a roughly L-shape when viewed from the side and is positioned from the front to above the power unit 8. The battery unit 100 has a constant width overall and is positioned so as to fit between the inner sides of the left and right main frames 17 in the vehicle width direction when viewed from above.

[0043] Next, with reference to Figures 2 to 4, the steering handle 13 will be further explained. The steering handle 13 is a pipe-shaped metal material having a predetermined length and curved to a predetermined shape, and extends in the width direction (left-right direction) of the electric motorcycle 1. Both ends of the steering handle 13 are gripping parts for the driver to hold.

[0044] Of the two ends of the steering wheel 13, the right grip portion 13R, located on the right side when facing forward (FR), is equipped with a throttle grip 13a. This throttle grip 13a is an operator used by the driver to adjust the output of the motor 50. This throttle grip 13a is electrically connected to the PCU 130 and outputs a signal (throttle operation signal) to the PCU 130 indicating its own operation amount (grip operation amount).

[0045] In other words, the electric motorcycle 1 according to this embodiment is an electric vehicle that adjusts the output of the motor 50 by a throttle grip 13a provided on the steering handle 13 and runs using the power (rotational power) generated by the motor 50.

[0046] Furthermore, a first vibration motor 13b is built into the right gripping section 13R. This first vibration motor 13b is electrically connected to the PCU 130, and its output shaft rotates based on a first drive signal input from the PCU 130. This first vibration motor 13b is a first vibrator that forcibly vibrates the right gripping section 13R by rotating its output shaft.

[0047] Furthermore, a brake lever 13c is provided near the throttle grip 13a. This brake lever 13c is an operator used by the driver to brake the electric motorcycle A. This brake lever 13c is electrically connected to the PCU 130 and outputs a signal (brake operation signal) to the PCU 130 indicating its own operation amount (brake operation amount).

[0048] A second vibration motor 13d is built into the left gripping section 13L, which is located on the left side when facing forward (FR) of the steering handle 13. This second vibration motor 13d is electrically connected to the PCU 130, and its output shaft rotates based on a second drive signal input from the PCU 130. This second vibration motor 13d is a second vibrator that forcibly vibrates the left gripping section 13L by rotating its output shaft.

[0049] Furthermore, a clutch lever 13e is provided near the left grip portion 13L. The clutch lever 13e is electrically connected to the PCU 130 and outputs a signal (clutch operation signal) to the PCU 130 indicating its own operating amount (clutch operating amount). This clutch lever 13e is an operating element for the driver to operate a clutch 130c virtually provided in the control device 130b.

[0050] Here, a well-known mechanical clutch adjusts the transmission coefficient of rotational power from the power source to the drive wheels. The clutch 130c described above is a numerical model that performs a similar function to a mechanical clutch in the electric motorcycle 1. That is, the clutch 130c has the function of adjusting downward the power generated by the PDU 130a, which is set based on the amount of grip operation.

[0051] This clutch lever 13e is a clutch control that sets the degree to which the power generated by the PDU 130a is adjusted downward. In other words, the amount of clutch operation of the clutch lever 13e reduces the rotational power of the motor 50, which is set based on the amount of grip operation.

[0052] For example, when the clutch is operated to 100%, the control device 130b controls the motor 50 so as not to generate rotational power. Also, when the clutch is operated to 50%, the control device 130b controls the motor 50 to generate half the rotational power set based on the grip operation amount. Furthermore, when the clutch is operated to 100%, the control device 130b controls the motor 50 to generate the rotational power set based on the grip operation amount.

[0053] Furthermore, a third vibration motor 13f is mounted as an external component near the left grip portion 13L. This third vibration motor 13f is electrically connected to the PCU 130, and its output shaft rotates based on a third drive signal input from the PCU 130. This third vibration motor 13f is a third vibrator that, by rotating its output shaft, forcibly vibrates both ends of the steering handle 13, particularly the left grip portion 13L. In other words, in this embodiment, the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (the first to third vibrators) are provided at multiple locations on the steering handle 13.

[0054] In this embodiment, the electric motorcycle 1 is equipped with a first vibration motor 13b, a second vibration motor 13d, and a third vibration motor 13f (first to third vibrators) as mechanical and electrical components to enable more accurate assessment of the vehicle state. Next, with reference to Figure 5, the control configuration of the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f will be described.

[0055] In the PCU130, the control unit 130b controls the PDU130a by having the CPU execute a control program pre-stored in semiconductor memory. When controlling the PDU130a, the control unit 130b refers to the grip operation amount input from the throttle grip 13a, the clutch operation amount input from the clutch lever 13e, and the motor rotation speed input from the rotation sensor 50a, as shown in Figure 5.

[0056] In addition to the clutch 130c (numerical model) described above, the control device 130b includes an energy storage unit 130d (numerical model) that simulates a well-known mechanical flywheel. The control device 130b calculates the rotational speed (energy storage unit rotational speed) and the generated torque (energy storage unit torque) of the energy storage unit 130d based on the grip operation amount and the clutch operation amount.

[0057] In other words, the control device 130b generates a motor control command by performing predetermined calculations on the grip operation amount, clutch operation amount, and motor rotation speed based on the control program. Furthermore, the control device 130b takes into account the behavior of the energy storage unit 130d when generating such a motor control command. The control device 130b controls the motor 50 by outputting the motor control command to the PDU 130a.

[0058] Furthermore, the control device 130b generates excitation control commands to be output to the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f by performing predetermined calculations on the grip operation amount, clutch operation amount, and motor rotation speed based on the control program. In other words, the control device 130b operates the first to third vibrators according to the grip operation amount of the throttle grip 13a.

[0059] The rotation sensor 50a is attached to the motor 50 and is electrically connected to the control device 130b (PCU 130). The rotation sensor 50a is a rotation detector that detects, for example, the rotation speed of the motor 50 (motor rotation speed). The control device 130b takes the motor rotation speed input from the vehicle speed sensor 50a as a physical quantity indicating the driving speed of the electric motorcycle 1.

[0060] More specifically, the control device 130b generates a first drive signal, a second drive signal, and a third drive signal based on the grip operation amount, the clutch operation amount, and the motor rotation speed. The PCU 130 outputs the first drive signal to the first vibration motor 13b and the second drive signal to the second vibration motor 13d. The PCU 130 also outputs the third drive signal to the third vibration motor 13f.

[0061] Next, the operation of the electric motorcycle 1 according to this embodiment will be explained in detail based on the timing chart shown in Figure 6.

[0062] This timing chart, as shown in the figure, illustrates the changes in throttle grip torque Tg, final output torque Tf, energy storage unit rotational speed Sf, and motor rotational speed Sm in response to the grip operation amount and clutch operation amount. Furthermore, this timing chart shows the vibration state of the steering wheel 13 in response to the grip operation amount and clutch operation amount.

[0063] As shown in Figure 5, when the driver operates the clutch lever 13e to set the clutch operation amount from 0% (clutch ON state) to 100% (clutch OFF state) at time t1, and then operates the throttle grip 13a to gradually increase the grip operation amount from 0% to 100% at time t2, the control device 130b calculates the throttle grip torque Tg based on the grip operation amount. Note that the brake lever 13c is not operated in this state.

[0064] As shown in Figure 5, the throttle grip torque Tg gradually increases from time t2 in accordance with the grip operation amount until it reaches the maximum torque. In this state, the clutch operation amount is set to 100% (clutch OFF state), so no drive current is supplied to the motor 50 to generate the throttle grip torque Tg. Therefore, the motor 50 is in a stopped state and does not generate rotational power corresponding to the throttle grip torque Tg.

[0065] The throttle grip torque Tg is used to increase the rotational speed of the energy storage unit 130d (energy storage unit rotational speed). As shown in Figure 5, the energy storage unit rotational speed Sf gradually increases in accordance with the increase in throttle grip torque Tg, with a slight delay from the increase in throttle grip torque Tg, until it reaches the maximum rotational speed.

[0066] In this state, if the driver operates the clutch lever 13e at time t3 to change the clutch operation amount from 100% (clutch OFF state) to 0% (clutch ON state), the final output torque Tf will rise sharply at time t3, temporarily exceed the upper limit, and then converge to the maximum torque.

[0067] In other words, when the clutch operation amount changes from 100% (clutch OFF state) to 0% (clutch ON state), the control device 130b calculates the final output torque Tf, which increases sharply at time t3, temporarily exceeds the upper limit, and then converges to the throttle grip torque Tg.

[0068] Then, the rotational speed Sf of the energy storage unit gradually decreases from time t3 in accordance with the change in the final output torque Tf, and converges to the motor rotational speed Sm at time t4. In other words, the control device 130b calculates the rotational speed Sf of the energy storage unit, which gradually decreases from time t3 and becomes the rotational speed corresponding to the maximum torque at time t4.

[0069] Furthermore, the motor rotation speed Sm gradually increases from time t3 and converges at time t4 to a rotation speed corresponding to the balance between the energy released from the energy storage unit 130d and the actual motor rotation.

[0070] Furthermore, when the grip operation amount increases from time t2, the steering handle 13 is started to vibrate by the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f at time t2a, which is slightly delayed from time t2. Specifically, at time t2a, the control device 130b starts outputting the first drive signal to the first vibration motor 13b, the second drive signal to the second vibration motor 13d, and the third drive signal to the third vibration motor 13f.

[0071] As shown in Figure 5, the control device 130b generates a first drive signal, a second drive signal, and a third drive signal so that the excitation intensity of the steering handle 13 by the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f gradually increases from minimum (MIN) to maximum (MAX).

[0072] Furthermore, when the excitation intensity reaches its maximum (MAX), the control device 130b generates a first drive signal, a second drive signal, and a third drive signal to maintain that maximum (MAX). Then, when the clutch operation amount is changed from 100% (clutch OFF state) to 0% (clutch ON state) at time t3, the control device 130b generates a first drive signal, a second drive signal, and a third drive signal to gradually decrease the excitation intensity from its maximum (MAX).

[0073] Such changes in excitation intensity are set, for example, based on the difference between the rotational speed Sf of the energy storage unit and the rotational speed Sm of the motor. That is, the control device 130b sets the excitation intensity in the first drive signal, the second drive signal, and the third drive signal based on the difference between the rotational speed Sf of the energy storage unit and the rotational speed Sm of the motor.

[0074] The electric motorcycle 1 according to this embodiment adjusts the output of the motor 50 by a throttle grip 13a provided on the steering handle 13, and is driven by the power generated by the motor 50. It comprises a first vibration motor 13b, a second vibration motor 13d, and a third vibration motor 13f (first to third vibrators), and a control device 130b that operates the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (first to third vibrators) according to the amount of grip operation of the throttle grip 13a. According to this embodiment, since excitation is performed according to the amount of grip operation, the driver can grasp the vehicle state more accurately.

[0075] Furthermore, in the electric motorcycle 1 according to this embodiment, the control device 130b incorporates a clutch 130c, and the steering handle 13 is provided with a clutch lever 13e (clutch operator) for operating the clutch 130c. According to this embodiment, the vibration of the steering handle 13 is controlled not only based on the amount of grip operation of the throttle grip 13a but also based on the amount of clutch operation of the clutch lever 13e (clutch operator), so that the driver can grasp the state of the vehicle more accurately.

[0076] Furthermore, in the electric motorcycle 1 according to this embodiment, the control device 130b operates the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (the first to third vibrators) while the throttle grip 13a and the clutch lever 13e are being operated. According to this embodiment, the driver can more accurately grasp the state of the vehicle.

[0077] Furthermore, in the electric motorcycle 1 according to this embodiment, the control device 130b operates the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (first to third vibrators) when the throttle grip 13a is being operated and the motor 50 is stopped. According to this embodiment, it is possible to do so. According to this embodiment, the driver will be able to grasp the vehicle status more accurately.

[0078] Furthermore, in the electric motorcycle 1 according to this embodiment, the control device 130b operates the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (first to third vibrators) when the throttle grip 13a is being operated, when the brake lever 13c is not being operated, and when the motor 50 is stopped. According to this embodiment, the driver can more accurately grasp the vehicle's condition.

[0079] Furthermore, in the electric motorcycle 1 according to this embodiment, the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (the first to third vibrators) are provided on the steering handle 13. With this embodiment, the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (the first to third vibrators) are provided on the steering handle 13, which is difficult to let go of, compared to a seat or the like where there is no contact with the body when the driver stands up, so that the driver can grasp the state of the vehicle more accurately.

[0080] Furthermore, in the electric motorcycle 1 according to this embodiment, the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (the first to third vibrators) are provided on the throttle grip 13a side of the steering handle 13. Since the throttle grip 13a of the steering handle 13 is particularly difficult for the driver to let go of, the driver can more reliably feel the vibrations from the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (the first to third vibrators).

[0081] Furthermore, various methods are possible for the excitation of the steering handle 13 by the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f (the first to third vibrators). For example, in the clutch OFF state, excitation may be performed according to the motor rotation speed Sm, and in the clutch ON state, excitation may be performed according to the energy storage unit rotation speed Sf instead of the difference between the energy storage unit rotation speed Sf and the motor rotation speed Sm.

[0082] Furthermore, the vibration intensity and frequency may be changed depending on how the clutch lever 13e is gripped. Also, since the strength of regenerative braking in the clutch-on state changes when the rotational speed Sf of the energy storage unit decreases, the vibration frequency may be changed so that the rotational speed Sf of the energy storage unit can be perceived by the driver. In addition, the excitation mode may be changed depending on when the vehicle speed is high, when the vehicle is tilted, or when spinning of the rear wheels 3 occurs.

[0083] Furthermore, when the electric motorcycle 1 is traveling at high speeds, the vibration frequency is masked by road noise (high frequency), making it difficult for the driver to feel the vibrations from the first vibration motor 13b, the second vibration motor 13d, and the third vibration motor 13f. For example, by supplying pulse signals with a period corresponding to the rotation speed of motor 50 to the second vibration motor 13d and the third vibration motor 13f as the first drive signal, second drive signal, and third drive signal, it is possible to make the vibrations more easily felt even at high speeds and in the presence of road noise. [Explanation of Symbols]

[0084] 1 Electric motorcycle 13 Steering wheel 13a Throttle Grip 13c brake lever (brake control) 13e Clutch lever (clutch control element) 50 motors 13b First vibration motor (vibrator) 13d Second vibration motor (vibrator) 13f Third vibration motor (vibrator) 130b Control device 130c Clutch

Claims

1. An electric two-wheeled vehicle (1) is driven by the power generated by the motor (50), which adjusts the output of the motor (50) by the amount of operation of the throttle grip (13a) provided on the steering handle (13), oscillators (13b, 13d, 13f) A control device (130b) that operates the vibrators (13b, 13d, 13f) according to the manipulated amount, and An electric two-wheeled vehicle equipped with [a specific feature].

2. The control device (130b) is equipped with a clutch (130c), The electric two-wheeled vehicle according to claim 1, wherein the steering handle (13) is provided with a clutch operator (13e) for operating the clutch (130c).

3. The electric motorcycle according to claim 2, wherein the control device (130b) operates the vibrators (13b, 13d, 13f) while the throttle grip (13a) is being operated and the clutch lever (13e) is being operated.

4. The electric motorcycle according to claim 1 or 2, wherein the control device (130b) operates the vibrators (13b, 13d, 13f) while the throttle grip (13a) is being operated and the motor (50) is stopped.

5. The electric motorcycle according to claim 1 or 2, wherein the control device (130b) operates the vibrators (13b, 13d, 13f) when the throttle grip (13a) is being operated, the brake lever (13c) is not being operated, and the motor (50) is stopped.

6. The electric two-wheeled vehicle according to claim 1 or 2, wherein the vibrators (13b, 13d, 13f) are provided on the steering handle (13).

7. The electric motorcycle according to claim 1 or 2, wherein the vibrators (13b, 13d, 13f) are provided on the steering handle (13) on the side of the throttle grip.

8. The electric two-wheeled vehicle according to claim 1 or 2, wherein the vibrators (13b, 13d, 13f) are provided at multiple locations on the steering handle (13).

Images