TW201801974A - Saddled vehicle - Google Patents

Abstract

The purpose of the invention is to provide, with respect to a saddled vehicle having two front wheels, a configuration by which the inclusion of a sensor for detecting vehicle collisions does not reduce the degree of design flexibility for the front of the vehicle. The vehicle 1 is provided with a frame 21 having a head pipe 211, a cover 22, a front-wheel unit 8, detection sensors 40a, 40b, and a determination unit 10a. The front-wheel unit 8 includes a pair of left front wheels 3, a left shock absorber 33, and a right shock absorber 34. The detection sensor 40a is provided on the frame 21, the cover 22, or the front-wheel unit 8, to the left of the center of the vehicle 1 in the lateral direction and in front of the head pipe 211 in the longitudinal direction. The detection sensor 40b is provided on the frame 21, the cover 22, or the front-wheel unit 8, to the right of the center of the vehicle 1 in the lateral direction and in front of the head pipe 211 in the longitudinal direction. The determination unit 10a determines if there is a collision against the vehicle 1 on the basis of collision information detected by the detection sensors 40a, 40b.

Description

Straddle type vehicle

The present invention relates to a straddle type vehicle having two front wheels.

Conventionally, as disclosed in Patent Documents 1 and 2, a straddle type vehicle having two front wheels is known. In this saddle-ride type vehicle, a handlebar is usually provided obliquely above and behind the two front wheels. A power unit (driving device) is provided further behind the handle. A seat is provided above at least a portion of the power unit. In a straddle-type vehicle with the power unit disposed further behind than the handlebar, the freedom of design of the front portion of the vehicle is high. Therefore, by adopting a unique design at the front of the vehicle, it is possible to improve the commerciality. [Prior Art Literature] [Patent Literature] [Patent Literature 1] Italian Patent Application No. MI2009A2076 [Patent Literature 2] US Design Patent No. D547242

[Problems to be Solved by the Invention] There are cases where various sensors are provided in the straddle-type vehicle as described above. In the vehicle disclosed in Patent Document 1, an acceleration sensor for detecting a collision is provided. Specifically, in the straddle-type vehicle of Patent Document 1, the body frame extends more forward than the ordinary straddle-type vehicle having two front wheels at the center in the vehicle width direction, and at the portion where the body frame extends , With acceleration sensor installed. Further, in the straddle-type vehicle of Patent Document 1, a housing is attached so as to cover the above-mentioned extended portion of the vehicle body frame and the acceleration sensor. According to the configuration of the straddle-type vehicle described in Patent Document 1, the acceleration sensor can be protected by the casing, and a collision at the front of the vehicle can be detected early. However, when an acceleration sensor or the like is provided at the front of the vehicle to detect a collision early, it is necessary to make the configuration of the front of the vehicle such that the acceleration sensor or the like can be arranged. Therefore, the degree of freedom in vehicle design is easily restricted. Therefore, an object of the present invention is to achieve a configuration that does not reduce the degree of freedom in designing the front portion of a vehicle even when a sensor for detecting a collision of the vehicle is provided for a saddle-riding vehicle having two front wheels. [Technical means to solve the problem] The present inventors have conducted various studies on the collision of a straddle-type vehicle having two front wheels including a straddle-type vehicle having a structure described in Patent Documents 1 and 2. In this research, it can be known that the collision of a straddle-type vehicle can be determined by providing a sensor for detecting a collision on the component that struck the first among various constituent components of the straddle-type vehicle. From this viewpoint, it is considered that, as described in Patent Documents 1 and 2, in a straddle-type vehicle having a structure in which a vehicle body frame and a housing extend farther forward than two front wheels, the direction of the vehicle body frame or the housing is as described above. Sensors are located in the front extension. On the other hand, from a design point of view, a configuration in which the front ends of the two front wheels are located further forward than the front end of the vehicle body frame and the front end of the housing may also be considered. In the straddle-type vehicle having such a configuration, the configuration of Patent Document 1 cannot be directly applied (a configuration in which a sensor is installed in a portion of the vehicle body frame that extends further forward than the two front wheels). Therefore, the inventors of the present inventors have conducted research on a configuration that can determine a collision even in a straddle-type vehicle as described above. As a result, the inventors have found that by providing sensors on the front side more than the head tube and on the right and left sides than the center line in the left-right direction, the sensors can be used regardless of the collision position of the front of the vehicle. The collision was quickly detected. In this case, it is possible to determine a collision even if a sensor is not provided on the first collision member among the various constituent members of the straddle-type vehicle. In addition, the present inventors noticed that, unlike straddle-type vehicles having one front wheel, unlike a straddle-type vehicle having one front wheel, the situation of an offset collision has to be considered, and research has been further advanced. As a result, it can be seen that, by setting the sensors on the left and right sides of the vehicle in the manner described above, based on the signals of the left and right sensors, the straddle type can also be detected in the case of an offset collision of the straddle type vehicle. Vehicle collision. In this way, as a result of research by the present inventors, it can be seen that, in a straddle-type vehicle having two front wheels, a collision can be determined by providing sensors at least on each side of the vehicle. For example, by providing sensors on at least the left and right sides of the vehicle, a collision can be determined even if the sensors are not installed in a portion of the vehicle body frame that extends further forward than the two front wheels. This can prevent a reduction in the degree of freedom in the design of the front portion of the vehicle. Based on the above findings, the inventors of the present invention conceived the following configuration. A straddle-type vehicle according to an embodiment of the present invention includes a central steering shaft that is disposed in the center of the straddle-type vehicle in the left-right direction of the straddle-type vehicle; a handle that is connected to the central steering shaft; and a vehicle body. A frame having a central head pipe that rotatably supports the central steering shaft; a left front wheel, which is disposed more to the left than the center of the straddle-type vehicle in the left-right direction of the straddle-type vehicle; The center steering shaft rotates and turns; the right front wheel is arranged on the right side of the straddle-type vehicle in the left-right direction, and is steered by the rotation of the center steering shaft; It is arranged on the rear side of the straddle-type vehicle on the rear side of the straddle-type vehicle in the front-rear direction of the straddle-type vehicle and on the center line of the straddle-type vehicle in the left-right direction of the straddle-type vehicle. A power unit, which is arranged in the front-rear direction of the straddle-type vehicle, is located on the rear side than the central steering shaft, and is supported by the body frame; the body shell, which The left front wheel unit includes the left front wheel and a left buffer device supporting the left front wheel and cushioning the impact applied to the left front wheel, and is supported on the body frame; the right front wheel unit includes the above The right front wheel and the right buffer device supporting the right front wheel and buffering the impact applied to the right front wheel are supported by the vehicle body frame; the left collision detection sensor is disposed in the front-rear direction of the straddle-type vehicle and is disposed above the front-rear direction. The central head pipe is further on the front side, and is arranged on the left side of the centerline of the straddle type vehicle in the left-right direction of the straddle type vehicle, and is provided on the body frame, the shell, or the left front wheel unit, and The first collision information about the collision of the vehicle is detected; the right collision detection sensor is arranged on the front side of the straddle type vehicle in the front and back direction, and is located on the front side of the straddle type vehicle, and on the left and right sides of the straddle type vehicle. It is arranged on the right side of the centerline of the straddle type vehicle in the direction, and is arranged on the body frame, the body shell, or the right front wheel unit, and detects The second collision information on the collision of the vehicle; and a determination unit that determines whether the vehicle is based on the first collision information and the second collision information detected by the left collision detection sensor and the right collision detection sensor. collision. In the above configuration, a left collision detection feeling is provided on the left side of the centerline of the saddle-riding vehicle in the left-right direction of the saddle-riding vehicle in the front-back direction of the saddle-riding vehicle than the central head pipe. Tester. A right collision detection sensor is provided on the right side of the straddle type vehicle on the right side of the centerline of the straddle type vehicle in the front-back direction of the straddle type vehicle, and further on the front side than the central head pipe. In this way, in the above configuration, the collision detection sensors are arranged on the front side than the central head pipe, and on the left and right sides of the straddle type vehicle in the left-right direction than the center of the straddle type vehicle. . In this case, the left and right collision detection sensors can be used to detect the collision of the vehicle regardless of the collision position of the front of the vehicle. This makes it possible to determine a collision even if a collision detection sensor is not provided on the first collision member among various constituent members of the vehicle. Moreover, by providing collision detection sensors on the left and right sides of the vehicle, it is also possible to determine an offset collision. Furthermore, the above configuration can be applied to a straddle-type vehicle having a structure in which at least one of the frame and the casing extends further forward than the left and right front wheels, and can also be applied to a structure in which at least one of the frame and the casing has a front end positioned farther left and right A straddle-type vehicle in which the front ends of the wheels are further rearward. Therefore, it is possible to prevent a reduction in the degree of freedom in the design of the front portion of the vehicle. As described above, according to the above configuration, it is possible to determine a collision of the vehicle without reducing the degree of freedom in designing the front portion of the vehicle. The left collision detection sensor and the right collision detection sensor may also be disposed in the straddle-type vehicle that is bilaterally symmetrical with respect to the central steering axis and between the left collision detection sensor and the left front wheel. The distance in the left-right direction is equal to the distance in the left-right direction of the straddle-type vehicle between the right collision detection sensor and the right front wheel. Both the left collision detection sensor and the right collision detection sensor may be provided in any one of the vehicle body frame, the vehicle body shell, the left front wheel unit, and the right front wheel unit. This makes it possible to use the left and right collision detection sensors to more accurately detect a collision when a straddle-type vehicle collides without reducing the degree of freedom in designing the front portion of the vehicle. The determination unit may also be in a case where at least one of the first collision information and the second collision information detected by the left collision detection sensor and the right collision detection sensor meets a specific condition, When the first collision information and the second collision information detected by the left collision detection sensor and the right collision detection sensor simultaneously satisfy specific conditions, or when the left collision detection sensor And when one of the first collision information and the second collision information detected by the right collision detection sensor meets a specific condition, and another collision information meets the specific condition in a specific time, The vehicle was determined to have collided. With this, the left collision detection sensor and the right collision detection sensor can be used to detect the collision of the vehicle regardless of the situation of the frontal collision of the straddle-type vehicle or the offset collision of the straddle-type vehicle. . This makes it possible to determine the collision of the vehicle without reducing the degree of freedom in the design of the front portion of the vehicle. The straddle-type vehicle may further include at least one of a transmitter, an airbag device, and a driving recorder that sends a signal to an external device, and a drive control unit that controls the at least one based on a determination result of the determination unit. Thereby, when a collision of a straddle-type vehicle is detected using the left collision detection sensor and the right collision detection sensor, other devices including an airbag device and a driving recorder can be driven. [Effects of the Invention] The straddle-type vehicle according to an embodiment of the present invention can prevent a reduction in freedom of design of the front portion of the vehicle even when a sensor for detecting a collision of the vehicle is provided. The terminology used in this specification is for the purpose of defining only specific embodiments, and is not intended to limit the invention by the terminology described above. "And / or" as used in this specification includes all combinations of one or more of the associated listed constituents. In this specification, the use of "including," "comprising," or "having," and variations thereof, although specified features, processes, elements, ingredients, and / or These equivalents exist, but may include one or a plurality of steps, actions, elements, components, and / or the like. In this manual, "installed", "connected", "coupled" and / or their equivalents are used in a broad sense and include both "direct and indirect" installation, connection, and combination . Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, and may include direct and indirect connections or couplings. Unless otherwise defined, all terms (including technical and scientific terms) used in this specification have the same meanings as those commonly understood by those skilled in the technical field to which the present invention belongs. Terms defined in commonly used dictionaries should be interpreted to have meanings consistent with the meanings in the context of the related technology and the present invention, and as long as they are not explicitly defined in this specification, they should not be interpreted ideally or excessively in a formal sense . It should be understood that in the description of the present invention, many techniques and processes are disclosed. Each of these technologies and processes has individual rights and can be used with more than one of the other revealing technologies, or with other revealing technologies as the case may be. Therefore, in order to make it clear, in the description of the present invention, it is suppressed that all possible combinations of possible steps are unnecessarily repeated in their entirety. However, with regard to the scope of this specification and patent application, it should be understood that such combinations are read within the scope of the present invention. In this specification, the embodiment of the saddle-riding type vehicle of this invention is demonstrated. In the following description, a large number of specific examples are described in order to provide a complete understanding of the present invention. However, the operator should be clear that the present invention can be implemented without such specific examples. Therefore, the following disclosure should be considered as an example of the present invention, and it is not intended to limit the present invention to the specific embodiments shown in the drawings or the description below. <Definition of straddle-type vehicle> In this specification, a so-called straddle-type vehicle refers to a vehicle in which a rider rides on the seat portion in a state of straddling the seat portion. Therefore, as long as a rider rides on a vehicle seated on the seat in a state of straddling the seat, the straddle-type vehicle also includes vehicles such as tricycles and quads. <Definition of the center of a straddle type vehicle> In this specification, the so-called center of a straddle type vehicle refers to the area of the center part of a straddle type vehicle in a certain direction. <Definition of the centerline of a straddle-type vehicle> In this specification, the so-called centerline of a straddle-type vehicle refers to an imaginary line located in the center of the straddle-type vehicle in a certain direction.

the following, Referring to the drawings, Each embodiment will be described. In each figure, Attach the same symbols to the same parts, The description of the same part is not repeated. Furthermore, The dimensions of the constituent members in each figure do not faithfully represent the actual dimensions of the constituent members and the ratio of the dimensions of the constituent members.  the following, The arrow F in the figure indicates the front direction of the straddle-type vehicle. The arrow U in the figure indicates the upward direction of the straddle type vehicle. The arrow R in the figure indicates the right direction of the straddle-type vehicle. also, The so-called center in the vehicle width direction refers to the center position in the vehicle width direction of the straddle type vehicle when looking forward at the straddle type vehicle. and then, The forward, backward, leftward, and rightward directions respectively refer to the forward, backward, leftward, and rightward directions when the rider of the straddle type vehicle observes the situation.  (Overall Structure) FIG. 1 shows a saddle-riding vehicle 1 (hereinafter, The abbreviated side view of the overall structure of the vehicle 1). The vehicle 1 includes a vehicle body 2 A pair of left and right front wheels 3 and rear wheels 4. which is, The vehicle 1 of this embodiment is a three-wheeled locomotive having a pair of left and right front wheels 3.  The vehicle body 2 includes a link mechanism 5, Airbag device 7, Control device 10, Steering mechanism 11, Body frame 21, Body shell 22, Handle 23, Seat 24 (central seat), Power unit 25, Left buffer device 33, Right buffer device 34, Left collision detection sensor 40a, Right collision detection sensor 40b, Steering shaft 60 (central steering shaft) and headlight 80.  (Car Body Frame) The car body frame 21 supports a seat portion 24, a power unit 25, and the like. The seat portion 24 is disposed on the rear side of the handle 23 in the front-rear direction, And on the centerline X of the vehicle 1 in the left and right directions, It is supported by the vehicle body frame 21 (refer FIG. 14). Referring to Figure 1, At least a part of the power unit 25 is located below the seat portion 24. The power unit 25 is disposed more rearward than the steering shaft 60 in the front-rear direction, Supported by the vehicle body frame 21. The power unit 25 includes a power source such as an engine or an electric motor, and a transmission mechanism such as a transmission device. Furthermore, In Figure 1, The vehicle body frame 21 is indicated by a dotted line.  The body frame 21 includes a head pipe 211 extending in the up-down direction, The front frame 212 extends rearward from the head pipe 211, And a rear frame 213 extending rearward from the rear end of the front frame 212. The head pipe 211 is disposed at the front of the vehicle 1. A link mechanism 5 is arranged around the head pipe 211.  The head pipe 211 has a cylindrical shape and is supported by the front frame 212. In the head tube 211, A steering shaft 60 is rotatably inserted. The steering shaft 60 extends in the vertical direction. The steering shaft 60 is provided in the center of the vehicle 1 in the left-right direction.  FIG. 2 is a front view showing a state where the body shell 22 is removed from the vehicle 1. FIG. FIG. 3 is a cross-sectional view when the front portion of the vehicle 1 is cut along the line III-III in FIG. 2. Furthermore, In Figure 2, A front case 221 and a windshield 226 described below of the vehicle body case 22 are indicated by broken lines. also, In Figure 2, Not shown headlight 80, The mounting bracket 90 described below and the supporting frame 214 described below. In Figure 3, Rotary shafts such as steering shaft 60, The headlight 80 and the nut are not shown in cross section.  2 and 3, The vehicle body frame 21 further includes a first penetration portion 211a, The second penetration portion 211b and the third penetration portion 211c. The first penetration portion 211 a protrudes forward from the head pipe 211 so as to penetrate the link mechanism 5. The second penetration portion 211 b protrudes forward from the head pipe 211 so as to penetrate the link mechanism 5. The third penetration portion 211c protrudes rearward from the head pipe 211 so as to penetrate the link mechanism 5.  Referring to FIG. 1 and FIG. 2, On the upper end of the steering shaft 60, A handle 23 extending in the vehicle width direction is connected. The front frame 212 extends rearward and downward from a front end connected to the head pipe 211. Referring to Figure 1, The rear frame 213 supports the seat portion 24 and a tail light (not shown).  Referring to FIG. 1 and FIG. 3, Above the front frame 212, A supporting frame 214 extending in the up-down direction is connected. The support frame 214 is arranged behind the head pipe 211 in the front-rear direction. The support frame 214 is also connected to the head pipe 211.  Above the support frame 214, An airbag storage box 215 that stores the airbag device 7 is connected.  Referring to FIG. 1 and FIG. 3, The vehicle body frame 21 further includes a mounting bracket 90. FIG. 4 is a perspective view showing the mounting bracket 90.  Referring to FIG. 3 and FIG. 4, The mounting bracket 90 has a fixing portion 91 fixed to the head pipe 211, Mounting portions 92 for mounting the body shell 22, And a mounting portion 93 for mounting the headlight 80.  The fixing portion 91 includes a plate-like first fixing portion 91a extending in the vertical direction, And a second fixing portion 91b extending rearward from the upper end portion of the first fixing portion 91a and having an L-shape when viewed from the vehicle 1. Referring to Figure 3, The first fixing portion 91a is fixed to the second penetration portion 211b by a fixing member 95 such as a bolt. The second fixing portion 91b is fixed to the first penetration portion 211a by a fixing member 96 such as a bolt. In this way, The fixing portion 91 of the mounting bracket 90 is fixed to the head pipe 211 via the first through portion 211a and the second through portion 211b.  Referring to FIG. 3 and FIG. 4, The mounting portion 92 includes a support portion 92a, The front case fixing portion 92b and the windshield fixing portion 92c. The support portion 92 a has a U-shape when the vehicle 1 is viewed from the front. The support portion 92 a is provided so as to extend forward and upward from the upper end portion of the fixed portion 91. In this embodiment, The support portion 92a is formed of a cylindrical member. The front case fixing portion 92 b has a U-shape when viewed from the vehicle 1. The front case fixing portion 92b is provided so as to extend forward and downward from the upper portion of the support portion 92a. In this embodiment, The front case fixing portion 92b is composed of a plate-shaped member. The windshield fixing portion 92c is provided so as to extend in the left-right direction. Both end portions in the left-right direction of the windshield fixing portion 92c are supported by both end portions of the support portion 92a, respectively. In this embodiment, The windshield fixing portion 92c is formed of a plate-like member.  Referring to Figure 3, At the front end of the front case fixing portion 92b, Use fixing members (bolts, nuts, etc.) not shown, The following front case 221 of the vehicle body case 22 is fixed. At both ends of the windshield fixing portion 92c in the left-right direction, Use fixing members (bolts, nuts, etc.) not shown, The following windshield 226 of the vehicle body casing 22 is fixed.  Referring to FIG. 3 and FIG. 4, The mounting portion 93 includes a pair of fixing portions 93a, 93b. Fixed part 93a, Each of 93b has an L-shape when the vehicle 1 is viewed from the top. Fixed part 93a, 93b is provided so that it may extend forward from the lower part of the 1st fixed part 91a, respectively. On the fixed portion 93a, 93b front end, Using fixing members 97 such as bolts and nuts, Fixed headlight 80.  (Car body shell) Referring to FIG. 1, For the body frame 21, A vehicle body casing 22 is mounted as one of vehicle exterior parts. The vehicle body frame 21 is covered by a vehicle body casing 22. The vehicle body shell 22 includes a front shell 221, A pair of front fenders 223, Rear fender 224, Leg shield 225, And windshield 226 (see FIG. 2). Furthermore, In Figure 1, The illustration of the windshield 226 is omitted.  The front case 221 is located further forward than the seat portion 24. The front case 221 covers at least a part of the head pipe 211 and the link mechanism 5.  Each of the front fenders 223 is disposed above the pair of left and right front wheels 3. Each front fender 223 is disposed below the front case 221. The rear fender 224 is disposed above the rear wheels 4.  The leg shield 225 is disposed on the rear side of the head pipe 211. The leg shield 225 extends in the vertical direction. The leg shield 225 is arrange | positioned so that a rider may be located on the front side with respect to the leg of the rider while the rider is riding on the vehicle 1.  Referring to Figure 2, The windshield 226 is arrange | positioned so that the center of a vehicle width direction may be located in front of the handlebar 23.  (Front wheel) Referring to FIG. 1, In this embodiment, The pair of left and right front wheels 3 are located below the head pipe 211 and the link mechanism 5. also, A pair of front wheels 3 are arranged below the front case 221.  Referring to Figure 2, In this embodiment, The pair of front wheels 3 includes a steerable left front wheel 31 and a right front wheel 32. The front left wheel 31 is arranged further to the left than the center in the vehicle width direction. The right front wheel 32 is disposed further to the right than the center in the vehicle width direction. The right front wheel 32 is centered in the vehicle width direction, It is arranged symmetrically to the front left wheel 31. In the above manner, Front fenders 223 (see FIG. 1) are disposed above the left front wheels 31 and the right front wheels 32, respectively. the following, A front fender 223 of a pair of left and right front fenders 223 (refer to FIG. 1) disposed above the left front wheel 31 is referred to as a first front fender 223 a (refer to FIG. 2), The front fender 223 disposed on the upper side of the right front wheel 32 is referred to as a second front fender 223b (see FIG. 2).  as shown in picture 2, The left front wheel 31 is connected to the left buffer device 33. Specifically, The left front wheel 31 is connected to the lower portion of the left buffer device 33. The left front wheel 31 is rotatably supported by the left shock absorber 33 around the axle 311. The axle 311 is disposed below the left buffer device 33 so as to extend in the left-right direction of the vehicle body frame 21. The left front wheel 31 is rotatable about a left steering axis N1 described below.  The right front wheel 32 is connected to the right buffer device 34. Specifically, The right front wheel 32 is connected to the lower portion of the right buffer device 34. The right front wheel 32 is supported by the right buffer device 34 so as to be rotatable about the axle 321. The axle 321 is arranged below the right buffer device 34 so as to extend in the left-right direction of the vehicle body frame 21. The right front wheel 32 is rotatable about a right steering axis N2 described below.  which is, In this embodiment, The left front wheel 31 is disposed more to the left than the center of the vehicle 1 in the left-right direction, Steering is performed by rotation of the steering shaft 60. The right front wheel 32 is arranged on the right side from the center of the vehicle 1 in the left-right direction, Steering is performed by rotation of the steering shaft 60.  also, In this embodiment, The left front wheel 31 rotates around the left steering axis N1, And the right front wheel 32 rotates around the right steering axis N2, With this, Change the forward direction of vehicle 1.  (Buffering Device) The left buffering device 33 absorbs an impact applied to the left front wheel 31. Referring to FIG. 1 and FIG. 2, The left buffer device 33 is arranged above and below the vehicle body frame 21 and below the link mechanism 5. Referring to Figure 2, The left buffer device 33 is provided between the left side member 53 and the left front wheel 31. The left buffer device 33 is configured as follows, which is, Along the left steering axis N1 extending parallel to the steering shaft 60 and the head pipe 211, It extends upward from above and below the vehicle body frame 21. The left buffer device 33 is disposed on the left side of the head frame 211 in the left-right direction of the vehicle body frame 21. The left cushioning device 33 is disposed further to the right than the left front wheel 31 in the left-right direction of the vehicle body frame 21. Referring to FIG. 1 and FIG. 2, The upper portion of the left buffer device 33 is connected to the left bracket 335. The left buffer device 33 is connected to the link mechanism 5 via a left bracket 335, The details are described below.  The right buffer device 34 absorbs an impact applied to the right front wheel 32. The right buffer device 34 is arranged above and below the vehicle body frame 21 and below the link mechanism 5. Referring to Figure 2, The right buffer device 34 is provided between the right side member 54 and the right front wheel 32. The right buffer device 34 is configured as follows, which is, Along the right steering axis N2 extending parallel to the steering shaft 60 and the head pipe 211, It extends upward from above and below the vehicle body frame 21. The right buffering device 34 is disposed on the right side of the head frame 211 in the left-right direction of the vehicle body frame 21. The right cushioning device 34 is disposed in the left-right direction of the vehicle body frame 21 on the left side of the right front wheel 32. Referring to FIG. 1 and FIG. 2, The upper portion of the right buffer device 34 is connected to the right bracket 336. The right buffer device 34 is connected to the link mechanism 5 via a right bracket 336, The details are described below.  (Linkage mechanism) Referring to Figs. 2 and 3, The link mechanism 5 is rotatably attached to the first penetration portion 211a, as described below. The second penetration portion 211b and the third penetration portion 211c. The link mechanism 5 includes a plurality of cross members 50 and a plurality of side members 55 (see FIG. 2).  As shown in Figures 2 and 3, The plurality of cross members 50 includes an upper cross member 51 and a plurality of lower cross members 52. As shown in Figure 3, The upper cross member 51 has a front upper cross member 51A located on the front side of the head pipe 211 in the front-rear direction. The front upper cross member 51A is a flat plate-shaped member. The plurality of lower cross members 52 include a front lower cross member 52A located in front of the head pipe 211 in the front-rear direction and a lower cross member 52B located behind the head pipe 211 in the front-back direction. The front lower cross member 52A and the rear lower cross member 52B are each a flat plate-shaped member.  In other words, The plurality of cross members 50 include a front cross member 50A and a rear cross member 50B. The front cross member 50A is located on the front side of the head pipe 211 in the front-rear direction, And includes a front upper cross member 51A and a front lower cross member 52A, The rear cross member 50B is located behind the head pipe 211 in the front-rear direction, The rear lower cross member 52B is included. Hereinafter, the cross member will be described.  as shown in picture 2, The plurality of side members 55 include a left side member 53 and a right side member 54.  The left side member 53 is disposed further to the left than the head pipe 211 in the left-right direction of the vehicle body frame 21. The right side member 54 is disposed further to the right than the head pipe 211 in the left-right direction of the vehicle body frame 21. In this embodiment, The left side member 53 and the right side member 54 are cylindrical members, respectively. Furthermore, The left side member 53 and the right side member 54 may be other columnar members or cylindrical members.  The left side member 53 and the right side member 54 are in a state where the vehicle 1 is upright, The upper and lower portions of the vehicle body frame 21 respectively extend upward.  Under the left side member 53, A left bracket 335 is provided so as to be rotatable about the left steering axis N1. As mentioned above, On left bracket 335, The left buffer device 33 is connected. therefore, The lower portion of the left side member 53 supports the left buffer device 33 so as to be rotatable about the left steering axis N1.  Under the right side member 54, A right bracket 336 is provided so as to be rotatable about the right steering axis N2. As mentioned above, In right bracket 336, A right buffer device 34 is connected. therefore, The lower portion of the right side member 54 supports the right buffer device 34 so as to be rotatable about the right steering axis N2.  (Upper cross member) As shown in Figure 2, The upper cross member 51 is a member extending in the left-right direction of the body frame 21 when viewed from the front of the vehicle 1. As shown in Figures 2 and 3, The upper cross member 51 is provided on the front side of the head pipe 211. In the left-right direction of the body frame 21, At the center of the upper cross member 51, A first through hole 514 is provided. In the first through hole 514, A first penetration portion 211a extending from the head pipe 211 is penetrated. as shown in picture 2, At the left end of the upper cross member 51, An upper left bearing 512 is provided. At the right end of the upper cross member 51, An upper right bearing 513 is provided.  As shown in Figure 3, On the upper cross member 51, Between the first through portion 211a and the inner surface of the first through hole 514, An upper intermediate bearing 511 is provided. therefore, With the first penetration portion 211a and the upper intermediate bearing 511, The upper cross member 51 is rotatably supported with respect to the head pipe 211. The center of rotation of the upper cross member 51 and the intermediate bearing 511 is the center of the upper intermediate axis (middle axis) M1. Rotates relative to the head pipe 211. which is, The upper intermediate axis M1 is located inside the first through hole 514. The upper intermediate axis M1 is inclined with respect to the horizontal direction so as to be positioned upward as it goes toward the front of the vehicle.  as shown in picture 2, The upper cross member 51 is connected to the upper portion of the left side member 53 via an upper left bearing 512, Furthermore, it is connected to the upper part of the right side member 54 via the upper right bearing 513. With this, The upper cross member 51 is rotatable with respect to the left side member 53 and the right side member 54.  FIG. 5 is a view viewed in a direction of an arrow V in FIG. 3. As shown in Figure 5, The center of rotation of the upper intermediate bearing 511 (see FIG. 2) is the upper intermediate axis M1, The center of rotation of the upper left bearing 512 (see Figure 2) is the upper left axis M2, The upper right axis M3, which is the rotation center of the upper right bearing 513 (see FIG. 2), is parallel to each other. Furthermore, In Figure 5, Omitting some components (left buffer device 33, Right buffer device 34, Left bracket 335, Right bracket 336, Support framework 214, The first front fender 223a, the second front fender 223b, etc.).  (Lower cross member) As shown in Figs. 2 and 3, The plurality of lower cross members 52 are arranged on a lower side than the upper cross member 51. as shown in picture 2, The plurality of lower cross members 52 extend in the left-right direction when viewed from the front of the vehicle. The length in the left-right direction of the plurality of lower cross members 52 is substantially the same as the length in the left-right direction of the upper cross member 51. As shown in Figure 3, The plurality of lower cross members 52 include a front lower cross member 52A and a rear lower cross member 52B, which are arranged so as to sandwich the head pipe 211 back and forth.  As shown in Figures 2 and 3, At the center of the vehicle width direction of the front lower cross member 52A, A second through hole 524 is provided. In the second through hole 524, A second penetrating portion 211b is penetrated. as shown in picture 2, In the left-right direction, it is further to the left than the second through hole 524 of the front lower cross member 52A. A lower left bearing 522 is provided. It is closer to the right than the second through hole 524 of the front lower cross member 52A, A lower right bearing 523 is provided.  As shown in Figure 3, Between the second through portion 211b and the inner surface of the second through hole 524, A lower intermediate bearing 521 is provided. With the second penetration portion 211b and the lower intermediate bearing 521, The front lower cross member 52A is rotatably supported with respect to the head pipe 211. The front lower cross member 52A surrounds the rotation center of the lower intermediate bearing 521, that is, the lower intermediate shaft M4, Rotates relative to the head pipe 211. which is, The lower intermediate shaft M4 is located inside the second through hole 524.  The rear lower cross member 52B also has the same configuration as the front lower cross member 52A. which is, At the center of the vehicle width direction of the rear lower cross member 52B, A third through hole 534 is provided. In the third through hole 534, The third penetration portion 211c is penetrated. Between the third through portion 211c and the inner surface of the third through hole 534, A lower intermediate bearing 531 is provided. With the third penetration portion 211c and the lower intermediate bearing 531, The rear lower cross member 52B is rotatably supported with respect to the head pipe 211. The lower lower cross member 52B is wound around the center of rotation of the lower intermediate bearing 531, namely the lower intermediate shaft M4 Rotates relative to the head pipe 211. which is, The lower intermediate shaft M4 is located inside the third through hole 534.  Furthermore, Although not specifically illustrated, But at the lower rear cross member 52B, Similarly to the front lower cross member 52A, The lower left bearing and the lower right bearing are provided. The lower left bearings and lower right bearings are arranged in the rear lower cross member 52B at the following positions, When this position is viewed from the axial direction of the lower intermediate shaft M4, The positions are the same as those of the left bearing 522 and the lower right bearing 523 provided under the front lower cross member 52A.  As shown in Figure 5, Lower intermediate bearing 521, The center of rotation of 531 (see Figure 3) is the lower middle axis M4, The center of rotation of the lower left bearing 522 (see FIG. 2) is the lower left axis M5, The lower right axis M6, which is the rotation center of the lower right bearing 523 (see FIG. 2), is parallel to each other. also, The lower intermediate axis M4 is parallel to the upper intermediate axis M1.  as shown in picture 2, In the upright state of Vehicle 1, The position of the upper and lower left bearings 522 in the left-right direction of the body frame 21 is the same as the position of the upper-left bearing 512 in the left-right direction of the body frame 21. In the upright state of Vehicle 1, The position of the upper right bearing 523 in the left-right direction of the body frame 21 is the same as the position of the upper right bearing 513 in the left-right direction of the body frame 21.  The lower cross member 52 is connected to a lower portion of the left side member 53 via a lower left bearing 522. The lower cross member 52 is connected to the lower portion of the right side member 54 via a lower right bearing 523. With this, The lower cross member 52 is rotatable with respect to the left side member 53 and the right side member 54.  The movable range V1 of the range in which the link mechanism 5 operates includes the upper cross member 51, A plurality of lower cross members 52, The movable regions of the left side member 53 and the right side member 54. As shown in Figure 3, Regarding the range of the forward and backward directions of the movable area V1, The front side is defined by the movable area of the front upper cross member 51A and the front lower cross member 52A. on the other hand, The rear side is defined by the movable area of the rear lower cross member 52B. which is, The front surface (front surface) of the movable region V1 is defined by each front surface of the front upper cross member 51A and the front lower cross member 52A. The rear surface (back surface) of the movable region V1 is defined by the rear surface of the rear lower cross member 52B. also, The range of the movable area V1 when viewed from the front of the vehicle is as shown by the thicker two-point chain line in FIG. 2, When viewed from the front, it has a depressed M-shaped central portion on the lower side.  Furthermore, The link mechanism 5 passes through the first penetration portion 211a, The second penetrating portion 211b and the third penetrating portion 211c are supported by the head pipe 211. therefore, That is, when it is convenient for the steering shaft 60 to rotate left and right with the turning of the handle 23, The link mechanism 5 does not rotate left and right with respect to the vehicle body frame 21.  (Front wheel unit) Referring to FIG. 2, In this embodiment, On the front of vehicle 1, A front wheel unit 8 is provided. The front wheel unit 8 includes a left front wheel unit 8a and a right front wheel unit 8b. The left front wheel unit 8a is a portion of the front wheel unit 8 that is more to the left than the center in the vehicle width direction when the vehicle 1 is upright. The right front wheel unit 8b is a portion of the front wheel unit 8 that is closer to the right than the center in the vehicle width direction when the vehicle 1 is upright. The left front wheel unit 8 a includes at least a left front wheel 31 and a left buffer device 33. In this embodiment, Left front wheel 31 via left buffer device 33, Left bracket 335, Left side member 53, The upper cross member 51 and the lower cross member 52 are supported by the vehicle body frame 21. therefore, In addition to the left front wheel 31, Other than the left buffer device 33, Also includes left bracket 335, Left side member 53, The left half of the upper cross member 51 and the left half of the lower cross member 52. The right front wheel unit 8 b includes at least a right front wheel 32 and a right buffer device 34. In this embodiment, Right front wheel 32 via right cushioning device 34, Right bracket 336, Right side member 54, The upper cross member 51 and the lower cross member 52 are supported by the vehicle body frame 21. therefore, In addition to the right front wheel 32, Other than the right buffer device 34, Also includes right bracket 336, Right side member 54, The right half of the upper cross member 51 and the right half of the lower cross member 52. the following, The front wheel unit 8 will be specifically described.  In this embodiment, The front wheel unit 8 contains a suspension mechanism 9, Left front wheel 31 and right front wheel 32. The suspension mechanism 9 includes a link mechanism 5, Steering mechanism 11, The left buffer device 33 and the right buffer device 34.  Referring to FIG. 2 and FIG. 5, The steering mechanism 11 includes a left bracket 335, Right bracket 336, A plurality of transfer plates 81, 82, 83, A plurality of connecting members 84, 85, 86 和 连接 杆 6。 86 and the connecting rod 6. Furthermore, In Figure 2, The connecting rod 6 is simplified. In this embodiment, The rider turns the handlebar 23, With this, The steering shaft 60 rotates. The rotation of the steering shaft 60 is via the steering mechanism 11, The left buffer device 33 and the right buffer device 34 are transmitted to the left front wheel 31 and the right front wheel 32. With this, The left front wheels 31 and the right front wheels 32 are steered. In this way, The left front wheel 31 and the right front wheel 32 can be steered by the handle 23. the following, Each component of the steering mechanism 11 will be specifically described.  Referring to Figure 2, The left bracket 335 is provided below the left side member 53. The left bracket 335 is connected to the left buffer device 33. The left bracket 335 is set as follows, which is, With respect to the left side member 53, The left steering axis N1 extends in a direction in which the left side member 53 extends.  The right bracket 336 is provided below the right side member 54. The right bracket 336 is connected to the right buffer device 34. The right bracket 336 is set as follows, which is, With respect to the right side member 54, The right steering axis N2 extending around the extending direction of the right side member 54 is rotated.  Referring to FIG. 2 and FIG. 5, The transmission plate 81 is arranged at the center in the vehicle width direction. The transmission plate 81 is connected to the lower end portion of the steering shaft 60 so as to rotate integrally with the steering shaft 60. In this embodiment, The transmission plate 81 rotates integrally with the steering shaft 60 with the center axis of the steering shaft 60 as a rotation center.  In the left and right directions, The transmission plate 82 is disposed on the left side of the transmission plate 81. The transmission plate 82 is connected to the left side member 53 so as to be rotatable about the left steering axis N1 with respect to the left side member 53. Referring to Figure 2, In this embodiment, The transmission plate 82 is fixed to a lower portion of the left bracket 335. With this, The transmission plate 82 is connected to the left side member 53 via the left bracket 335. The transmission plate 82 is fixed to the left bracket 335 so as to rotate integrally with the left bracket 335 about the left steering axis N1.  Referring to FIG. 2 and FIG. 5, The transmission plate 83 is disposed on the right side of the transmission plate 81. The transmission plate 83 is connected to the right side member 54 so as to be rotatable about the right steering axis N2 with respect to the right side member 54. Referring to Figure 2, In this embodiment, The transmission plate 83 is fixed to a lower portion of the right bracket 336. With this, The transmission plate 83 is connected to the right side member 54 via a right bracket 336. The transmission plate 83 is fixed to the right bracket 336 so as to rotate integrally with the right bracket 336 about the right steering axis N2.  Referring to FIG. 2 and FIG. 5, The connecting rod 6 is disposed further forward than the head pipe 211 in the front-rear direction. The connecting rod 6 extends in the left-right direction of the vehicle body frame 21. The connecting rod 6 is arranged on the lower side of the lower cross member 52 and on the upper side of the left front wheel 31 and the right front wheel 32 in the vertical direction. The connecting rod 6 is disposed on the transmission plate 81 in the front-rear direction. 82, 83 front side.  The transmission plate 81 and the connecting rod 6 are connected by a connecting member 84. The transmission plate 82 and the connecting rod 6 are connected by a connecting member 85. The transmission plate 83 and the connecting rod 6 are connected by a connecting member 86.  Referring to Figure 5, The rear end portion of the connection member 84 is connected to the front end portion of the transmission plate 81. The connection member 84 is connected to the transmission plate 81 so as to be rotatable about a rotation axis R1 extending in the vertical direction with respect to the transmission plate 81. In this embodiment, The rotation shaft R1 extends parallel to the steering shaft 60.  The rear end portion of the connection member 85 is connected to the front end portion of the transmission plate 82. The connection member 85 is connected to the transmission plate 82 so as to be rotatable with respect to the transmission plate 82 about a rotation axis R2 extending in the vertical direction. In this embodiment, The rotation axis R2 extends parallel to the left steering axis N1.  The rear end portion of the connection member 86 is connected to the front end portion of the transmission plate 83. The connection member 86 is connected to the transmission plate 83 so as to be rotatable with respect to the transmission plate 83 around a rotation axis R3 extending in the vertical direction. In this embodiment, The rotation axis R3 extends parallel to the right steering axis N2.  Referring to FIG. 2 and FIG. 5, A front end portion of the connecting member 84 is connected to a central portion in the left-right direction of the connecting rod 6. The connecting member 84 is connected to the connecting rod 6 so as to be rotatable with respect to the connecting rod 6 about a rotation axis R4 extending in the front-rear direction. In this embodiment, The rotation axis R4 extends parallel to the upper intermediate axis M1 and the lower intermediate axis M4.  The front end portion of the connecting member 85 is connected to the left end portion of the connecting rod 6. The connecting member 85 is connected to the connecting rod 6 so as to be rotatable with respect to the connecting rod 6 about a rotation axis R5 extending in the front-rear direction. In this embodiment, The rotation axis R5 extends parallel to the upper left axis M2 and the lower left axis M5.  A front end portion of the connecting member 86 is connected to a right end portion of the connecting rod 6. The connecting member 86 is connected to the connecting rod 6 so as to be rotatable with respect to the connecting rod 6 about a rotation axis R6 extending in the front-rear direction. In this embodiment, The rotation axis R6 extends parallel to the upper right axis M3 and the lower right axis M6.  In the steering mechanism 11 configured as described above, If the rider turns the handlebar 23 to rotate the steering shaft 60 to the left and right, Then, the transmission plate 81 rotates left and right. As the transfer plate 81 rotates left and right, Then, the connecting member 84 and the connecting rod 6 are moved leftward and rightward. By moving the connecting rod 6 to the left and right, And the connecting member 85, 86 moves left and right. With this, Pass plate 82, 83 turns left and right. In this embodiment, The transfer plate 82 rotates around the left steering axis N1, And the transmission plate 83 rotates around the right steering axis N2. the result, The left bracket 335 (see FIG. 2) rotates around the left steering axis N1, The right bracket 336 (see FIG. 2) rotates about the right steering axis N2.  Referring to Figure 2, By the left bracket 335 rotating about the left steering axis N1, The left buffer device 33 is rotated around the left steering axis N1. also, By rotating the right bracket 336 around the right steering axis N2, Then, the right buffer device 34 is rotated about the right steering axis N2. With this, The left front wheel 31 rotates around the left steering axis N1, And the right front wheel 32 rotates around the right steering axis N2. In this way, The left front wheels 31 and the right front wheels 32 are steered.  (Collision detection sensor) As shown in Figs. 1 and 2, It is closer to the front side than the head pipe 211 in the front-rear direction and to the left of the center line X (see FIG. 14) of the vehicle 1 in the left-right direction, A left collision detection sensor 40a is provided. also, It is closer to the front side than the head pipe 211 in the front-rear direction and to the right of the center line X (see FIG. 14) of the vehicle 1 in the left-right direction, A right collision detection sensor 40b is provided.  In this embodiment, In the upright state of Vehicle 1, The left collision detection sensor 40a and the right collision detection sensor 40b are arranged symmetrically with respect to the center in the vehicle width direction. which is, The left collision detection sensor 40a and the right collision detection sensor 40b are disposed at positions symmetrical to the left and right with respect to the steering shaft 60, The left-right direction distance between the left collision detection sensor 40a and the left front wheel 31 is equal to the left-right direction distance between the right collision detection sensor 40b and the right front wheel 32.  In this embodiment, The left collision detection sensor 40a is installed below the left buffer device 33, The right collision detection sensor 40 b is mounted on the lower portion of the right buffer device 34. which is, In this embodiment, The left collision detection sensor 40a and the right collision detection sensor 40b are disposed on the lower side than springs (not shown) in the left buffer device 33 and the right buffer device 34, respectively. The left collision detection sensor 40a detects information about the collision of the vehicle 1 (first collision information). The right collision detection sensor 40b detects information about the collision of the vehicle 1 (second collision information). The left collision detection sensor 40 a and the right collision detection sensor 40 b respectively output the detected information to the control device 10. The control device 10 is based on information output from the left collision detection sensor 40a and the right collision detection sensor 40b as follows, Detect collision of vehicle 1. As the left collision detection sensor 40a and the right collision detection sensor 40b, Separately, for example, acceleration sensors can be used. In that case, The left collision detection sensor 40a and the right collision detection sensor 40b respectively detect accelerations as information about a collision.  Furthermore, In this manual, The so-called left collision detection sensor is disposed on the front side more than the head tube in the front-back direction means that the left collision detection sensor is disposed on the front side than the front end of the head tube. Similarly, The so-called right collision detection sensor is disposed on the front side more than the head tube in the front-back direction means that the right collision detection sensor is disposed on the front side than the front end of the head tube.  (Airbag device) As shown in FIG. 3, The airbag device 7 is stored in an airbag storage box 215. The airbag device 7 includes an airbag 611 and an inflator (not shown) that supplies an inflation gas to the airbag 611. The airbag 611 is stored in a folded state. In this embodiment, When, for example, the airbag 611 detects a collision of the vehicle 1 by the control device 10, It is deployed from the position on the front side of the rider seated on the seat portion 24. When the airbag 611 is activated, One side is expanded by an expansion gas supplied from the inflator, One side is deployed outward from the airbag storage box 215.  (Tilt of the car body) Second, A case where the vehicle 1 having the structure described above is tilted will be described. FIG. 6 is a front view when the vehicle 1 is tilted by an angle T from the state in FIG. 2 to the left-right direction with respect to the vertical direction. The vehicle 1 is tilted with respect to the vertical direction by actuation of the link mechanism 5. Furthermore, In Figure 6, The steering mechanism 11 is simplified.  In this manual, The right RF of the vehicle body frame 21 means the right of the direction orthogonal to the axial direction of the head pipe 211 when the vehicle 1 is viewed from the front. also, The above-mentioned UF above the body frame 21 refers to the axial upward direction of the head pipe 211 when the vehicle 1 is tilted when the vehicle 1 is viewed from the front.  as shown in picture 2, With vehicle 1 standing up, The upper side of the vehicle body frame 21 coincides with the upward direction of the head pipe 211 in the front direction of the vehicle 1 when viewed from the front. also, With vehicle 1 standing up, The right RF of the vehicle body frame 21 coincides with the right R of the horizontal direction.  on the other hand, As shown in Figure 6, In a state where the vehicle 1 is inclined with respect to the road surface G, The right RF of the body frame 21 does not coincide with the right R of the horizontal direction, The upper UF of the vehicle body frame 21 does not coincide with the upper U of the vertical direction.  In the state shown in Figure 6, The upper cross member 51 and the lower cross member 52 are in a state where their extending directions are parallel to the road surface G, Move in parallel in left and right directions. The upper cross member 51 and the lower cross member 52 are respectively the rotation axis above the left axis M2 above the left bearing 512 and the left axis M5 below the lower left bearing 522. Rotates relative to the left side member 53. also, The upper cross member 51 and the lower cross member 52 are also rotation centers above the right axis M3 above the right bearing 513 and the right axis M6 below the lower right bearing 523, respectively. Rotates relative to the right side member 54.  The link mechanism 5 is when the vehicle 1 is viewed from the front of the upper middle axis M1, Upper cross member 51, Lower cross member 52, The left side member 53 and the right side member 54 form a rectangle in the upright state of the vehicle 1, on the other hand, Due to the inclination of the vehicle 1, it changes so as to constitute a parallelogram.  In the example shown in Figure 6, The left end of the upper cross member 51 of the link mechanism 5 moves to the left of the vehicle body frame 21 in the left-right direction than the left end of the lower cross member 52. By the action of the link mechanism 5, The left buffer device 33 and the right buffer device 34 are inclined with respect to the vertical direction. If the vehicle 1 is inclined to the left with respect to the vertical direction in this way, Then, the vehicle 1 is changed from the upright state shown in FIG. 2 to the inclined state shown in FIG. 6.  By tilting the vehicle 1 in the left-right direction while driving, Instead, the vehicle 1 can be turned. Furthermore, As mentioned above, With the operation of the handle 23, The orientation of the left front wheel 31 and the right front wheel 32 can be changed.  also, When the vehicle 1 is tilted to the left and right from the upright state to the maximum extent, The area where the upper cross member 51 and the lower cross member 52 move relative to the vehicle body frame 21 is the movable area V1 of the plurality of cross members 50 (indicated by the thicker two-dot chain lines in FIGS. 2 and 6). As shown in Figure 3, The movable region V1 of the cross member 50 has a front movable region V1A and a rear movable region V1B, The front movable region V1A is a movable region of the front cross member 50A with respect to the vehicle body frame 21, This rear movable region V1B is a movable region of the rear cross member 50B with respect to the vehicle body frame 21.  (Control system) Second, The control system of the vehicle 1 will be described. FIG. 7 is a block diagram showing an example of a control system of the vehicle 1. As shown in FIG.  Referring to Figure 7, The control system 100 of the vehicle 1 includes an airbag device 7, Control device 10, The left collision detection sensor 40a and the right collision detection sensor 40b. Furthermore, the following, A case where an acceleration sensor is used as the left collision detection sensor 40a and the right collision detection sensor 40b will be described. Referring to Figure 2, In this embodiment, The left collision detection sensor 40a and the right collision detection sensor 40b detect accelerations of the left buffer device 33 and the right buffer device 34 in the forward and backward directions. More specifically, The left collision detection sensor 40a detects acceleration in a direction perpendicular to the extending direction (left-right direction) of the axle 311 and the extending direction of the left buffer device 33 (a direction parallel to the left steering axis N1). also, The right collision detection sensor 40b detects acceleration in a direction perpendicular to the extending direction (left-right direction) of the axle 321 and the extending direction of the right buffer device 34 (a direction parallel to the right steering axis N2).  Referring to Figure 7, The control device 10 includes a determination unit 10a, The timer 10b and the drive control unit 10c. The determination unit 10a includes, for example, a CPU (Central Processing Unit) and a memory. In memory, The control program of the CPU and the following judgment map are stored. The drive control unit 10 c controls the airbag device 7. in particular, The drive control section 10c follows the instruction from the determination section 10a, Activate the inflator of the airbag device 7, The airbag 611 (see FIG. 3) is deployed. In this embodiment, The drive control unit 10c controls the airbag device 7 by, for example, wired communication or wireless communication.  In this embodiment, The left collision detection sensor 40a sends the detected acceleration as the first collision information about the collision of the vehicle 1 to the determination section 10a. The right collision detection sensor 40b sends the detected acceleration to the determination unit 10a as the second collision information about the collision of the vehicle 1. The determination unit 10a is based on the first collision information, 2nd collision information, The judgment map stored in the memory and the time measured by the timer 10b, A process for determining a collision of the vehicle 1 (hereinafter, (Referred to as determination processing). The determination unit 10a is based on the determination result, An instruction signal instructing activation of the airbag device 7 is transmitted to the drive control section 10c. the following, The determination processing performed by the determination unit 10a will be specifically described. Furthermore, In the following description, The first collision information detected by the left collision detection sensor 40a is referred to as a first acceleration, The second collision information detected by the right collision detection sensor 40b is referred to as a second acceleration.  (Judgment Processing) FIG. 8 is a flowchart showing an example of the determination processing executed by the determination unit 10a. In this embodiment, The determination unit 10a is, for example, 0. The cycle of 5 ms repeatedly executes the processing of steps S1 to S5 described below. That is, in the present embodiment, the determination unit 10a executes the processes of steps S1 to S5 as a single determination process at a specific cycle (for example, 0. 5 ms) This determination process is executed repeatedly. Referring to FIG. 8, the determination unit 10 a first acquires a first acceleration from the left collision detection sensor 40 a and acquires a second acceleration from the right collision detection sensor 40 b (step S1). Next, the determination unit 10a determines whether both the acquired first acceleration and the second acceleration satisfy a specific condition (step S2). In this embodiment, in step S2, the determination unit 10a calculates, for example, the interval integral value and the total integral value of the first acceleration. The interval integration value is obtained by performing interval integration on the first acceleration detected by the left collision detection sensor 40a in a recent specific period (for example, 10 ms). The total integration value is obtained by totalizing the first acceleration detected between the start point of the first acceleration detection by the left collision detection sensor 40a and the current point. In this embodiment, a mapping table showing the relationship between the interval integral value and the total integral value is stored in the memory of the determination unit 10a. In this mapping table, for example, a collision determination area is set. When the value determined by the calculated interval integral value and the total integral value in the mapping table belongs to the collision determination area, the determination unit 10a determines that the first acceleration satisfies a specific condition. Similarly, the determination unit 10a calculates an interval integral value and a total integral value for the second acceleration, and determines whether or not the second acceleration satisfies a specific condition based on the mapping table. In this embodiment, when the first acceleration and the second acceleration meet specific conditions at the same time, it is determined in step S2 that both the first acceleration and the second acceleration satisfy specific conditions. The case where the first acceleration and the second acceleration satisfy specific conditions at the same time refers to a case where the first acceleration and the second acceleration obtained in one determination process both satisfy specific conditions. In addition, as the processing of step S2, a known collision detection method using the interval integral value and the total integral value of the acceleration can be used, and therefore, detailed description is omitted. In addition, as the processing of step S2, in addition to the method of using the interval integral value and the total integral value, other known collision detection methods can be used. The determination map for the first acceleration and the determination map for the second acceleration may be stored in the memory of the determination unit 10a. In this case, the specific conditions in step S2 include the first condition for the first acceleration and the second condition for the second acceleration. The determination unit 10a may use a determination map for the first acceleration to determine whether the first acceleration satisfies a specific condition (the first condition), and use a determination map for the second acceleration to determine whether the second acceleration meets the specific condition (the 2 conditions). In step S2, when both the first acceleration and the second acceleration satisfy specific conditions, the determination unit 10a determines that a frontal collision has occurred in the vehicle 1 (step S3). In step S2, when it is not determined that both the first acceleration and the second acceleration satisfy a specific condition, the determination unit 10a determines whether one of the first acceleration and the second acceleration satisfies a specific condition (step S4) . When one of the first acceleration and the second acceleration satisfies a specific condition, the determination unit 10a determines that the vehicle 1 has an oblique collision or an offset collision (step S5). In step S4, when neither the first acceleration nor the second acceleration satisfies a specific condition, the determination unit 10a returns to the processing in step S1. (Airbag deployment control) In this embodiment, when the determination unit 10a determines that a frontal collision, an oblique collision, or an offset collision has occurred in the vehicle 1 in the above determination processing, it sends an activation instruction signal of the airbag device 7 to The drive control unit 10c. Thereby, the airbag device 7 is activated by the drive control part 10c, and the airbag 611 is deployed. In addition, when it is determined in the determination process that the vehicle 1 has a diagonal collision or an offset collision, the airbag device 7 may not be activated. (Effects) In the vehicle 1, the front side is more forward than the head pipe 211 in the front-rear direction and the left side of the center of the vehicle 1 in the left-right direction. A left collision detection sensor 40a is provided, which is higher than the head pipe in the front-back direction. 211 is further on the front side and is on the right side of the center of the vehicle 1 in the left-right direction, and a right collision detection sensor 40b is provided. As described above, in the vehicle 1, collision detection sensors are arranged on the front of the vehicle and on the left and right of the vehicle 1, respectively. In this case, the collision of the vehicle 1 can be quickly detected by the left and right collision detection sensors 40a and 40b regardless of the collision position of the front part of the vehicle. Thereby, it is possible to determine a collision even if a collision detection sensor is not provided in the first collision among the various constituent members of the vehicle 1. In addition, by providing collision detection sensors 40 a and 40 b on the left and right sides of the vehicle 1, it is possible to detect the collision of the vehicle 1 even when the vehicle 1 has an offset collision. Further, referring to FIG. 1, in the above-mentioned embodiment, the vehicle body frame 21 and the vehicle body shell 22 are located further to the rear than the left and right pair of front wheels 3 in the front-rear direction. However, the positional relationship between the body frame, the body shell, and the pair of front wheels is not limited to the above example. For example, in the front-rear direction, the body frame and the body shell may extend further forward than the pair of left and right front wheels. In this case, the left collision detection sensor is also arranged on the front side more than the head tube in the front-rear direction and on the left side of the center of the vehicle 1 in the left-right direction. A right collision detection sensor is provided on the right side of the center of the vehicle 1 in the left-right direction, whereby the same effect as that of the vehicle 1 can be obtained. In this way, the present invention can also be applied to a straddle type vehicle having a structure in which a vehicle body frame and a vehicle body shell extend further forward than the left and right front wheels, and can also be applied to a vehicle body frame and a front end of the vehicle body shell in a front-rear direction A straddle-type vehicle that is positioned further to the rear than the front ends of the left and right front wheels. Therefore, it is possible to prevent a reduction in the degree of freedom in the design of the front portion of the vehicle. (Other determination processing) When it is determined in step S4 that one of the first acceleration and the second acceleration satisfies a specific condition, the following determination may be further performed. That is, it may be determined that another acceleration determined in step S4 that the specific condition is not satisfied is in a specific period (for example, 0. 015 seconds). In addition, the determination unit 10a may determine that the vehicle 1 has an oblique collision in a case where another acceleration satisfies the above-mentioned specific condition between a specific period earlier than the current point in time. That is, when one of the first acceleration and the second acceleration satisfies the specific conditions described above, and the other accelerations satisfy the specific conditions within a specific period (specific time), it can be determined that the vehicle 1 has an oblique collision. . In this embodiment, the determination unit 10a may also send the activation instruction signal of the airbag device 7 to the drive control unit 10c when it is determined that the vehicle 1 has an oblique collision in the manner described above. Thereby, the airbag device 7 can be activated by the drive control unit 10c, and the airbag 611 can be deployed when the vehicle 1 has an oblique collision. (Other Control Examples) In the above embodiment, the case where the airbag device 7 is controlled based on the determination result of the determination unit 10a has been described, but other devices may be controlled based on the determination result of the determination unit 10a. For example, in a straddle-type vehicle having a transmitter or a driving recorder that transmits a signal to an external device, the transmitter or the driving recorder may be controlled based on the determination result of the determination unit 10a. Hereinafter, a specific description will be given. FIG. 9 is a block diagram showing an example of a control system of a straddle-type vehicle having a transmitter 71. Hereinafter, differences between the control system 100a shown in FIG. 9 and the control system 100 shown in FIG. 7 will be described. Referring to FIG. 9, the control system 100 a includes a transmitter 71 instead of the airbag device 7 described above. The transmitter 71 is provided in the vehicle body 2 although it is not particularly shown. The transmitter 71 is controlled by the drive control unit 10c of the control device 10, and thereby transmits a specific signal to an external device (not shown). Examples of the signal transmitted from the transmitter 71 include an emergency notification signal sent to a receiving device of an emergency center to notify the occurrence of an accident, and an activation signal for activating an inflatable jacket worn by a rider. In this embodiment, the drive control unit 10c controls the transmitter 71 based on the result of the above-mentioned determination processing by the determination unit 10a. For example, when it is determined that a vehicle has collided, the determination unit 10 a sends an instruction signal instructing transmission of a signal from the transmitter 71 to an external device to the drive control unit 10 c. The drive control unit 10c controls the transmitter 71 according to an instruction received by the self-determination unit 10a, and transmits a signal from the transmitter 71. In this way, emergency notifications to emergency centers, activation of inflatable jackets, and the like are performed. FIG. 10 is a block diagram showing an example of a control system of a straddle-type vehicle having a driving recorder 72. FIG. Hereinafter, differences between the control system 100b shown in FIG. 10 and the control system 100 shown in FIG. 7 will be described. 10, the control system 100b includes a driving recorder 72 instead of the airbag device 7 described above. The driving recorder 72 is provided in the vehicle body 2 although it is not particularly shown. The driving recorder 72 includes a photographing device (not shown) and a recording device (not shown) that records data (hereinafter, also referred to as image data) of an image captured by the photographing device. The photographing device is provided, for example, to photograph the front of a vehicle. The recording device is controlled by the drive control section 10 c of the control device 10, and thereby records data of an image captured by the photographing device during a specific period. In this embodiment, the drive control unit 10c controls the recording device of the driving recorder 72 based on the result of the above-mentioned determination processing by the determination unit 10a. For example, when it is determined that a vehicle has collided, the determination unit 10a sends an instruction signal instructing the recording of image data to the drive control unit 10c. The drive control unit 10c controls the recording device of the driving recorder 72 to record image data in accordance with an instruction received from the determination unit 10a. In this embodiment, the driving recorder 72 records, for example, data of images taken during a specific period before and after a collision of a vehicle. In addition, although detailed description is omitted, the drive control unit 10c may control two or more of the airbag device 7, the transmitter 71, and the driving recorder 72 based on the determination result of the determination unit 10a. (Other example of position of collision detection sensor) In the above embodiment, a left collision detection sensor 40a is provided below the left buffer device 33 and a right collision detection sensor 40b is provided below the right buffer device 34. The situation is explained. However, as shown in FIGS. 14 (a) to (d), the left collision detection sensor 40 a is disposed closer to the front side than the head pipe 211 in the front-rear direction and to the left of the center line X of the vehicle 1 in the left-right direction. And it may be provided in the vehicle body frames 4220, 5220, the vehicle body shell 3221, or the left front wheel unit 2008a. Also, the right collision detection sensor 40b is disposed more forward than the head pipe 211 in the front-rear direction, and is located to the left of the center line X of the vehicle 1 in the left-right direction, and is provided in the body frames 4220, 5220, and the body shell. 3221 or left front wheel unit 2008b is sufficient. Here, the vehicle body frame is a member that supports various parts such as a vehicle body shell and forms a skeleton of the vehicle. A change in the configuration of the left collision detection sensor 40 a and the right collision detection sensor 40 b is shown in FIG. 14. Furthermore, in each of the drawings of FIG. 14, the seat portion 24 is indicated by a dotted line. As shown in FIG. 14 (a), the left collision detection sensor 40a and the right collision detection sensor 40b can also be disposed on the upper side than the springs (not shown) in the left buffer device 33 and the right buffer device 34, respectively. . That is, the left collision detection sensor 40a may be provided in the link mechanism 5 as a component constituting the left front wheel unit 2008a, for example. The right collision detection sensor 40b may also be provided in, for example, the link mechanism 5 as a component constituting the right front wheel unit 2008b. The configurations of the left collision detection sensor 40a and the right collision detection sensor 40b are preferably applied to the front left wheel 31 and the right front wheel 32 as shown in FIG. 14 (a). situation. Note that, in FIG. 14 (a), reference numeral 2221 denotes a vehicle body shell. The signals output from the left collision detection sensor 40a and the right collision detection sensor 40b are input to a control device (not shown). As shown in FIG. 14 (b), the left collision detection sensor 40a and the right collision detection sensor 40b may be respectively disposed on the vehicle body casing 3221. The configuration of the left collision detection sensor 40a and the right collision detection sensor 40b is preferably applied to a case where the vehicle body housing 3221 projects more forward than the vehicle body frame 3220. Furthermore, in FIG. 14 (b), the left collision detection sensor 40a and the right collision detection sensor 40b are disposed in a portion of the vehicle body casing 3221 that covers the front side of the left front wheel 31 and the right front wheel 32. In FIG. 14 (b), the signals output from the left collision detection sensor 40a and the right collision detection sensor 40b are also input to a control device (not shown). As shown in FIGS. 14 (c) and (d), the left collision detection sensor 40 a and the right collision detection sensor 40 b may be disposed on the front side of the vehicle 1 in the body frames 4220 and 5220, respectively. The configurations of the left collision detection sensor 40a and the right collision detection sensor 40b are preferably applied to a case where the vehicle body frames 4220 and 5220 protrude more forward than the left front wheels 31 and the right front wheels 32. In addition, in FIG. 14 (c), a part of the vehicle body frame 4220 is located forward of the left front wheel 31 and the right front wheel 32 in the front-rear direction. The left collision detection sensor 40a and the right collision detection sensor 40b are respectively disposed in portions of the vehicle body frame 4220 on the front side of the left front wheel 31 and the right front wheel 32. As shown in FIG. 14 (d), the left collision detection sensor 40 a and the right collision detection sensor 40 b are respectively disposed in the vehicle body frame 5220 on portions closer to the front side than the left front wheel 31 and the right front wheel 32. In FIG. 14 (c), reference numeral 4221 denotes a body shell. In FIG. 14 (d), reference numeral 5221 denotes a vehicle body shell. In FIGS. 14 (c) and (d), signals output from the left collision detection sensor 40a and the right collision detection sensor 40b are input to a control device (not shown). Furthermore, in the case of the left end in FIG. 14, the collision detection sensor 9040 is disposed on the body frame 9220 on the front side of the head pipe 211 in the front-rear direction, but in the left-right direction on the center line of the vehicle 1 X is not included in the configuration of this embodiment. The symbol 9221 is a body shell. A signal output from the collision detection sensor 904 is input to a control device (not shown). In addition to the above, for example, the left collision detection sensor 40 a may be provided above the left buffer device 33, and the right collision detection sensor 40 b may be provided above the right buffer device 34. In addition, for example, the left collision detection sensor 40 a may be provided on the left front wheel 31, and the right collision detection sensor 40 b may be provided on the right front wheel 32. Furthermore, for example, the left collision detection sensor 40a and the right collision detection sensor 40b may be provided on the link mechanism 5, the steering mechanism 11, the mounting bracket 90, the front housing 221, the front fender 223, or the windshield. 226. Furthermore, in this specification, "the left collision detection sensor is provided on the body frame, the body shell, or the left front wheel unit" includes not only the left collision detection sensor directly mounted on the body frame, the body shell, or the left front wheel The case of the unit also includes the case where the left collision detection sensor is indirectly mounted on the vehicle body frame, the vehicle body shell, or the left front wheel unit via a connecting member or the like. Similarly, "the right collision detection sensor is installed on the body frame, the body shell, or the right front wheel unit" includes not only the case where the right collision detection sensor is directly installed on the body frame, the body shell, or the right front wheel unit, but also This includes the case where the right collision detection sensor is indirectly mounted on the vehicle body frame, the vehicle body shell, or the right front wheel unit via a connecting member or the like. (Other Examples of Collision Detection Sensors) In the embodiment described above, the case where the acceleration sensor is used as the left collision detection sensor 40a and the right collision detection sensor 40b has been described, but other types of sensors may be used. The sensors function as a left collision detection sensor 40a and a right collision detection sensor 40b. For example, a sensor using a strain gauge may be used as the left collision detection sensor 40a and the right collision detection sensor 40b. In this case, the control device 10 (determination section 10a) can determine a collision of the vehicle based on a change in resistance of the strain gauge. In this case, the information (signal) indicating the resistance of the strain gauge is used as the first collision information and the second collision information. In addition, for example, the air pressure sensors may be provided on the left front wheel 31 and the right front wheel 32 as the left collision detection sensor 40a and the right collision detection sensor 40b. In this case, the control device 10 (determination unit 10a) can determine the collision of the vehicle based on the air pressures of the left front wheels 31 and the right front wheels 32 measured by the air pressure sensor. In this case, information (signal) indicating air pressure is used as the first collision information and the second collision information. (Other Examples of Vehicle Body) In the above-mentioned embodiment, the vehicle body 2 having one steering shaft 60 has been described, but the configuration of the vehicle body is not limited to the above example. For example, the vehicle body may have a plurality of steering shafts. Hereinafter, a vehicle including a vehicle body having a plurality of steering shafts will be described using drawings. In the following, the constituent elements having the same functions as those of the vehicle 1 are marked with the same symbols as those of the vehicle 1 and the description thereof will be omitted, and the parts different from the vehicle 1 will be mainly described. The constituent elements having the same functions as those of the vehicle 1 include not only constituent elements having the same shape and function as those of the vehicle 1 but also constituent elements having the same or the same function although having different shapes. FIG. 11 is a schematic side view showing the overall configuration of a straddle-type vehicle having a plurality of steering shafts, and FIG. 12 is a schematic front view of a front portion of the straddle-type vehicle of FIG. 11 as viewed from the front. 11 and 12 show a straddle-type vehicle in a state where the body shell is removed. 11 and 12, a vehicle 1000 includes a vehicle body 1002, a pair of left and right front wheels 3 (a front left wheel 31 and a front right wheel 32), and a rear wheel 4. The vehicle body 1002 includes a link mechanism 5, an airbag device 7, a control device 10, a steering mechanism 11, a body frame 1021, a body shell (not shown), a handle 23, a seat portion 24, a power unit 25, a left cushioning device 33, The right buffer device 34, a pair of collision detection sensors 40a, 40b, a first steering shaft 1060A, and a second steering shaft 1060B. The seat portion 24 is disposed on the rear side of the handle 23 in the front-rear direction. At least a part of the power unit 25 is located below the seat portion 24 in the vertical direction. A body shell (not shown) is attached to the body frame 1021. Referring to FIG. 11, the vehicle body frame 1021 extends in the front-rear direction of the vehicle 1000. The body frame 1021 includes a first head pipe 1211A extending in the up-down direction, a second head pipe 1211B extending in the up-down direction before the first head pipe 1211A, a front frame 1212 extending rearward from the second head pipe 1211B, and The rear frame 1213 extends rearward from the rear end of the front frame 1212. The first head pipe 1211A is connected to the second head pipe 1211B. A first steering shaft 1060A into which the first head pipe 1211A is inserted is rotatably supported. A handle 23 extending in the vehicle width direction is mounted on the upper end of the first steering shaft 1060A. On the rear side of the first head pipe 1211A, a support frame 1214 extending toward the rear is provided. An airbag storage box 215 that houses the airbag device 7 is attached to the front end portion of the support frame 1214. A second steering shaft 1060B to be inserted into the second head pipe 1211B is rotatably supported. Referring to FIG. 12, in the second head pipe 1211B, similarly to the head pipe 211 of the vehicle 1, a first penetration portion 211a, a second penetration portion 211b, and a third penetration portion (not shown) are provided. The link mechanism 5 is rotatably attached to the first penetration portion 211a, the second penetration portion 211b, and the third penetration portion similarly to the vehicle 1. The front frame 1212 includes an upper front frame 1212A and a lower front frame 1212B. The upper front frame 1212A and the lower front frame 1212B extend in the front-rear direction of the vehicle. The front side of the upper front frame 1212A is connected to the second head pipe 1211B. The lower front frame 1212B is disposed below the upper front frame 1212A. The front side of the lower front frame 1212B is connected to the lower end of the second head pipe 1211B. The rear frame 1213 supports the seat portion 24 and a tail light (not shown). The first steering shaft 1060A and the second steering shaft 1060B are connected via a connecting member 1007. FIG. 13 is a plan view showing an enlarged connection structure between the first steering shaft 1060A and the second steering shaft 1060B. 11 to 13, the connecting member 1007 includes a first fixing portion 1071 connected to the first steering shaft 1060A, a second fixing portion 1072 connected to the second steering shaft 1060B, and a first fixing portion 1071 and a second fixing portion. 1072 connects the connecting shaft 1073. The first fixing portion 1071 is disposed on a lower side than the handle 23. The first fixing portion 1071 is connected to an upper portion of the first steering shaft 1060A. The first fixing portion 1071 extends leftward from the first steering shaft 1060A. The second fixing portion 1072 is connected to the upper end of the second steering shaft 1060B. The second fixing portion 1072 extends leftward from the second steering shaft 1060B. The connecting shaft 1073 is disposed on the lower side than the handle 23 in the vertical direction. One end portion of the connecting shaft 1073 is connected to the left end portion of the first fixing portion 1071 so as to be rotatable about an axis extending in the vertical direction. The other end portion of the connection shaft 1073 is connected to the left end portion of the second fixing portion 1072 so as to be rotatable about an axis extending in the vertical direction. Accordingly, when the first steering shaft 1060A is rotated in the clockwise direction by the operation of the handle 23, the first fixing portion 1071 is also rotated in the clockwise direction together with the first steering shaft 1060A. As the first fixing portion 1071 rotates, the connecting shaft 1073 is displaced toward the front of the vehicle. By the displacement of the connecting shaft 1073, the second fixing portion 1072 and the second steering shaft 1060B are rotated in the clockwise direction. On the other hand, when the first steering shaft 1060A is rotated in the counterclockwise direction by the operation of the handle 23, the first fixing portion 1071 is also rotated in the counterclockwise direction together with the first steering shaft 1060A. With the rotation of the first fixing portion 1071, the connecting shaft 1073 is displaced toward the rear of the vehicle. By the displacement of the connecting shaft 1073, the second fixing portion 1072 and the second steering shaft 1060B are rotated in the counterclockwise direction. In this way, the first steering shaft 1060A and the second steering shaft 1060B are connected by the connecting member 1007, whereby the rotation of the first steering shaft 1060A can be transmitted to the second steering shaft 1060B. Referring to FIG. 12, in this embodiment, like the vehicle 1, a front wheel unit 8 including a left front wheel unit 8 a and a right front wheel unit 8 b is provided at the front of the vehicle 1000. The left front wheel unit 8a is a portion of the front wheel unit 8 that is further to the left than the center in the vehicle width direction when the vehicle 1000 is upright. The front wheel unit 8 includes a suspension mechanism 9, a front left wheel 31, and a front right wheel 32. The suspension mechanism 9 includes a link mechanism 5, a steering mechanism 11, a left shock absorber 33, and a right shock absorber 34. In this embodiment, the connecting rod 6 is connected to the second steering shaft 1060B via the transmission plate 81. Specifically, the transmission plate 81 is connected to the lower end portion of the second steering shaft 1060B so as to rotate integrally with the second steering shaft 1060B. In this embodiment, the transmission plate 81 rotates integrally with the second steering shaft 1060B with the second steering shaft 1060B as a rotation shaft. The transmission plate 81 and the connecting rod 6 are connected via a connecting member (not shown). This connection member is connected to the transmission plate 81 so as to be rotatable about a rotation axis (not shown) extending in the vertical direction with respect to the transmission plate 81 in the same manner as the connection member 84 (see FIG. 5). The connecting member is connected to the connecting rod 6 so as to be rotatable about a rotating shaft (not shown) extending in the front-rear direction with respect to the connecting rod 6 like the connecting member 84 (see FIG. 5). In this embodiment, the rider turns the handlebar 23 to rotate the first steering shaft 1060A. The rotation of the first steering shaft 1060A is transmitted to the left front wheels 31 and the right front wheels 32 via the connecting member 1007, the second steering shaft 1060B, the steering mechanism 11, the left buffer device 33, and the right buffer device 34. Thereby, the left front wheel 31 and the right front wheel 32 are steered. In this way, the left front wheel 31 and the right front wheel 32 can be steered by the handle 23. 11 and 12, a left collision detection sensor 40 a is provided on the front side of the second head pipe 1211B in the front-rear direction and on the left side of the center of the vehicle 1 in the left-right direction. Further, a right collision detection sensor 40b is provided on the front side in the front-rear direction than the second head pipe 1211B and on the right side of the center of the vehicle 1 in the left-right direction. In this embodiment, in the upright state of the vehicle 1, the left collision detection sensor 40a and the right collision detection sensor 40b are arranged symmetrically with respect to the center in the vehicle width direction. In this embodiment, the left collision detection sensor 40a is installed below the left buffer device 33, and the right collision detection sensor 40b is installed below the right buffer device 34. In the vehicle 1000, similarly to the above embodiment, the determination unit 10a determines whether the vehicle 1000 is based on the first collision information and the second collision information detected by the left collision detection sensor 40a and the right collision detection sensor 40b. collision. The drive control unit 10c controls the airbag device 7 based on the determination result of the determination unit 10a. Thereby, the same effect as that of the above-mentioned embodiment can be obtained. Furthermore, the drive control unit 10c may control the transmitter 71 or the driving recorder 72 based on the determination result of the determination unit 10a. Furthermore, in a vehicle having a plurality of head tubes, the left collision detection sensor is disposed closer to the front side in the front-rear direction than the front end of the head tube disposed on the foremost side. Similarly, the right collision detection sensor is disposed on the front side in the front-rear direction than the head pipe disposed on the foremost side. Therefore, as long as the above conditions are satisfied, in the vehicle 1000, a left collision detection sensor 40a may be provided at any position of the vehicle body frame 1021, a vehicle body casing (not shown), and the left front wheel unit 8a. In addition, as long as the above conditions are satisfied, in the vehicle 1000, a right collision detection sensor 40b may be provided at any position of the vehicle body frame 1021, a vehicle body casing (not shown), and the right front wheel unit 8b. (Other Examples of Linkage Mechanism) In the above embodiment, the link mechanism 5 includes a front upper cross member 51A, a front lower cross member 52A, and a rear lower cross member 52B. That is, in the link mechanism 5, no cross member is provided in the front-rear direction on the rear side of the front upper cross member 51A. However, the rear upper cross member may be provided in the front-rear direction on the rear side of the front upper cross member 51A. (Other Examples of Cross Member) In the above embodiment, a vehicle including a flat cross member is described. However, the cross member may have a shape other than a flat plate shape. (Other Examples of Suspension Mechanism) In the above-mentioned embodiment, the vehicle including the suspension mechanism 9 having the link mechanism 5 has been described, but the configuration of the suspension mechanism is not limited to the above-mentioned example. For example, the suspension mechanism may have a so-called double-wishbone link mechanism instead of the link mechanism 5. (Other examples of straddle-type vehicle (overall configuration)) In the above embodiment, the case where the present invention is applied to a three-wheeled straddle-type vehicle has been described. For example, the present invention can also be applied to an ATV (All Terrain Vehicle).

1‧‧‧ straddle type vehicle
2‧‧‧vehicle body
3‧‧‧ front wheel
4‧‧‧ rear wheel
5‧‧‧ connecting rod mechanism
6‧‧‧ connecting rod
7‧‧‧airbag device
8‧‧‧ front wheel unit
8a‧‧‧left front wheel unit
8b‧‧‧Right front wheel unit
9‧‧‧ suspension mechanism
10‧‧‧Control device
10a‧‧‧Judgment Division
10b‧‧‧Timer
10c‧‧‧Drive Control Department
11‧‧‧ Steering mechanism
21‧‧‧body frame
22‧‧‧ body shell
23‧‧‧handle
24‧‧‧ Block
25‧‧‧ Power unit
31‧‧‧ left front wheel
32‧‧‧Right front wheel
33‧‧‧Left buffer device
34‧‧‧Right buffer device
40a‧‧‧left collision detection sensor
40b‧‧‧Right collision detection sensor
50‧‧‧ Cross member
50A‧‧‧Front cross member
50B‧‧‧ rear cross member
51‧‧‧ Upper cross member
51A‧‧‧Front upper cross member
52‧‧‧ Lower cross member
52A‧‧‧Front and lower cross member
52B‧‧‧ Rear lower cross member
53‧‧‧left side member
54‧‧‧ Right side member
55‧‧‧Side components
60‧‧‧ Steering shaft
71‧‧‧ sender
72‧‧‧ Driving recorder
80‧‧‧ headlight
81‧‧‧ pass board
82‧‧‧ pass board
83‧‧‧ pass board
84‧‧‧ connecting member
85‧‧‧ connecting member
86‧‧‧Connecting member
90‧‧‧Mounting bracket
91‧‧‧Fixed section
91a‧‧‧The first fixed part
91b‧‧‧ 2nd fixed part
92‧‧‧Mounting Department
92a‧‧‧Support Department
92b‧‧‧Front shell fixing part
92c‧‧‧Windshield fixing part
93‧‧‧Mounting Department
93a‧‧‧Fixed part
93b‧‧‧Fixed section
95‧‧‧Fixed components
96‧‧‧Fixed components
97‧‧‧Fixed components
100‧‧‧control system
100a‧‧‧control system
100b‧‧‧control system
211‧‧‧ head tube
211a‧‧‧First penetration
211b‧‧‧Second through section
211c‧‧‧Third penetration
212‧‧‧ Front Frame
213‧‧‧ post-framework
214‧‧‧Support Framework
215‧‧‧Airbag storage box
221‧‧‧Front housing
223‧‧‧Front fender
223a‧‧‧First front fender
223b‧‧‧Second front fender
224‧‧‧ rear fender
225‧‧‧ Legguards
226‧‧‧windshield
311‧‧‧ axle
321‧‧‧ axle
335‧‧‧left bracket
336‧‧‧Right bracket
511‧‧‧up middle bearing
512‧‧‧upper left bearing
513‧‧‧Upper right bearing
514‧‧‧first through hole
521‧‧‧Lower middle bearing
522‧‧‧Lower left bearing
523‧‧‧Lower right bearing
524‧‧‧second through hole
531‧‧‧ lower intermediate bearing
534‧‧‧Third through hole
611‧‧‧ airbag
1000‧‧‧ vehicles
1002‧‧‧vehicle body
1007‧‧‧Connecting member
1021‧‧‧Car body frame
1060A‧‧‧First steering shaft
1060B‧‧‧Second Steering Shaft
1071‧‧‧First fixing part
1072‧‧‧Second Fixing Section
1073‧‧‧Connecting shaft
1211A‧‧‧First tube
1211B‧‧‧Second head tube
1212‧‧‧ Front Frame
1212A‧‧‧Up front frame
1212B‧‧‧ Lower front frame
1213‧‧‧ post frame
1214‧‧‧ Support Framework
2008a‧‧‧left front wheel unit
2008b‧‧‧left front wheel unit
2221‧‧‧body shell
3220‧‧‧body frame
3221‧‧‧body shell
4220‧‧‧body frame
4221‧‧‧body shell
5220‧‧‧body frame
5221‧‧‧body shell
9040‧‧‧ Collision Detection Sensor
9220‧‧‧body frame
9221‧‧‧body shell
Front direction of F‧‧‧ straddle type vehicle
G‧‧‧ Pavement
M1‧‧‧Upper middle axis
M2‧‧‧Upper left axis
M3‧‧‧up right axis
M4‧‧‧ Lower intermediate shaft
M5‧‧‧ lower left axis
M6‧‧‧ lower right axis
N1‧‧‧left steering axis
N2‧‧‧right steering axis
Right direction of R‧‧‧ straddle type vehicle
RF‧‧‧ Right
R1‧‧‧rotation shaft
R2‧‧‧rotation shaft
R3‧‧‧rotation shaft
R4‧‧‧rotation shaft
R5‧‧‧rotation shaft
R6‧‧‧rotation shaft
S1‧‧‧step
S2‧‧‧step
S3‧‧‧step
S4‧‧‧step
S5‧‧‧step
T‧‧‧ Direction from straddle type vehicle
U‧‧‧above
Above UF‧‧‧
V‧‧‧ Arrow
V1‧‧‧ movable area
V1A‧‧‧ Front movable area
V1B‧‧‧ Front movable area
X‧‧‧ Central Line

FIG. 1 is a side view schematically showing the overall configuration of a saddle-riding vehicle according to an embodiment of the present invention. FIG. 2 is a front view showing the structure of the front portion of the vehicle when the vehicle is viewed from the front with the vehicle body shell removed. FIG. 3 is a cross-sectional view when the front portion of the vehicle is cut along the line III-III in FIG. 2. Fig. 4 is a perspective view showing a mounting bracket. FIG. 5 is a view viewed in a direction of an arrow V in FIG. 3. FIG. 6 is a front view when the vehicle is tilted from the state of FIG. 2 with respect to the vertical direction. FIG. 7 is a block diagram showing an example of a vehicle control system. FIG. 8 is a flowchart showing an example of determination processing executed by a determination unit. FIG. 9 is a block diagram showing an example of a control system of a straddle-type vehicle having a transmitter. Fig. 10 is a block diagram showing an example of a control system of a straddle-type vehicle having a driving recorder. FIG. 11 is a side view schematically showing the overall configuration of a straddle-type vehicle having a plurality of steering shafts. FIG. 12 is a schematic front view of the front portion of the straddle type vehicle of FIG. 11 as viewed from the front. 13 is an enlarged plan view showing a connection structure between a first steering shaft and a second steering shaft. FIG. 14 is a diagram showing an example of the arrangement of a collision detection sensor.

23‧‧‧handle

24‧‧‧ Block

31‧‧‧ left front wheel

32‧‧‧Right front wheel

40a‧‧‧left collision detection sensor

40b‧‧‧Right collision detection sensor

211‧‧‧ head tube

2008a‧‧‧left front wheel unit

2008b‧‧‧left front wheel unit

2221‧‧‧body shell

3220‧‧‧body frame

3221‧‧‧body shell

4220‧‧‧body frame

4221‧‧‧body shell

5220‧‧‧body frame

5221‧‧‧body shell

9040‧‧‧ Collision Detection Sensor

9220‧‧‧body frame

9221‧‧‧body shell

X‧‧‧ Central Line

Claims (4)

A straddle-type vehicle includes: a central steering shaft disposed in the center of the straddle-type vehicle in the left-right direction of the straddle-type vehicle; a handlebar connected to the central steering shaft; and a body frame having A central head pipe that rotatably supports the central steering shaft; a left front wheel, which is arranged on the left side of the straddle-type vehicle in the left-right direction of the straddle-type vehicle; Rotate and steer; The right front wheel is located on the right side of the straddle-type vehicle in the left-right direction, and is steered by the rotation of the central steering shaft; The straddle-type vehicle is arranged on the rear side more than the handle in the front-rear direction, and is arranged on the center line of the straddle-type vehicle in the left-right direction of the straddle-type vehicle, and is supported by the body frame; It is arranged in the front-rear direction of the straddle-type vehicle, and is disposed on the rear side than the central steering shaft, and is supported by the body frame; the body shell, which is mounted on The left front wheel unit includes the left front wheel and a left buffer device supporting the left front wheel and buffering the impact applied to the left front wheel, and is supported on the body frame; the right front wheel unit includes the right front wheel And a right buffer device supporting the right front wheel and buffering the impact applied to the right front wheel, supported on the body frame; and a left collision detection sensor, which is disposed in the front-rear direction of the straddle-type vehicle than the center head. The tube is further on the front side and is disposed on the left side of the centerline of the straddle type vehicle in the left-right direction of the straddle type vehicle. The tube is disposed on the body frame, the shell, or the left front wheel unit, and detects The first collision information about the collision of the vehicle; the right collision detection sensor is arranged on the front side of the straddle type vehicle in the front and rear directions than the central head pipe, and in the left-right direction of the straddle type vehicle. It is located on the right side of the centerline of the straddle-type vehicle, and is installed on the body frame, the body shell, or the right front wheel unit, and detects the off The second collision information of the collision of the vehicle; and a determination unit that determines the collision of the vehicle based on the first collision information and the second collision information detected by the left collision detection sensor and the right collision detection sensor. . For example, the straddle-type vehicle of claim 1, wherein the left collision detection sensor and the right collision detection sensor are disposed at positions symmetrical to the left and right with respect to the central steering axis, and the left collision detection sensor and the above A position where the distance in the left-right direction of the straddle-type vehicle between the left front wheels and the right-left direction of the straddle-type vehicle between the right collision detection sensor and the right front wheel are equal, and the left collision detection Both the sensor and the right collision detection sensor are provided in any one of the vehicle body frame, the vehicle body shell, the left front wheel unit, and the right front wheel unit. The straddle-type vehicle of claim 1 or 2, wherein the determination unit is at least one of the first collision information and the second collision information detected by the left collision detection sensor and the right collision detection sensor. When one collision information satisfies a specific condition, when the first collision information and the second collision information detected by the left collision detection sensor and the right collision detection sensor simultaneously satisfy a specific condition Or after one of the first collision information and the second collision information detected by the left collision detection sensor and the right collision detection sensor meets a specific condition, another When the collision information meets the above specific conditions, it is determined that the vehicle has collided. The straddle-type vehicle according to any one of claims 1 to 3, further comprising at least one of a transmitter, an airbag device, and a driving recorder that sends a signal to an external device, and controls the above based on a determination result of the determination unit. At least one of the drive control sections.