WO2017082239A1

WO2017082239A1 - Leanable vehicle

Info

Publication number: WO2017082239A1
Application number: PCT/JP2016/083064
Authority: WO
Inventors: 普田中; 史尚大林
Original assignee: ヤマハ発動機株式会社
Priority date: 2015-11-09
Filing date: 2016-11-08
Publication date: 2017-05-18

Abstract

The present invention adjusts vehicle understeering characteristics in a leanable vehicle that separately drives a front wheel and a rear wheel using motors. The leanable vehicle is equipped with a chassis, a front wheel, a front motor, a rear wheel, a rear motor, an operation element, and a control device. The chassis leans to the left when the leanable vehicle turns to the left, and the chassis leans to the right when the leanable vehicle turns to the right. The vehicle state changes from a state where the leanable vehicle is advancing forward while the chassis is upright to a state where the leanable vehicle is turning while the chassis is leaning, and when the state of operation of the operation element has not changed, the drive force is transmitted from the rear motor to the rear wheel when advancing forward and when turning. Meanwhile, a smaller drive force is transmitted from the front motor to the front wheel when turning than is transmitted when advancing forward.

Description

Lean vehicle

The present invention relates to a lean vehicle, and more particularly, to a lean vehicle including a first motor that generates a driving force transmitted to front wheels and a second motor that generates a driving force transmitted to rear wheels.

In recent years, motorcycles have been proposed as lean vehicles that travel using the driving force of a motor. Such a motorcycle is disclosed in, for example, Japanese Patent Application Laid-Open No. 2015-98226.

In the motorcycle disclosed in the above publication, motors are arranged on the front wheels and the rear wheels. A motor disposed on the front wheel generates a driving force transmitted to the front wheel. A motor disposed on the rear wheel generates a driving force transmitted to the rear wheel.

As described above, when the front and rear wheels of a lean vehicle are driven by a motor, the straightness of the lean vehicle is improved as compared to the case where the front wheels are not driven by the motor and the rear wheels are driven by the motor. However, when the front wheels and rear wheels of the lean vehicle are driven by a motor, the lean vehicle is likely to be understeered when turning. That is, it is easy to generate a state in which the turning radius of the travel line becomes large when the lean vehicle is turning, even though the vehicle is turning at a constant steering angle.

An object of the present invention is to adjust the understeer characteristic of a lean vehicle in a lean vehicle in which each of the front wheels and the rear wheels is driven by a motor.

A lean vehicle according to an embodiment of the present invention includes a vehicle body, a front wheel, a front motor, a rear wheel, a rear motor, an operator, and a control device. A lean vehicle leans to the left when turning left, and leans to the right when turning right. The front wheel is supported by the vehicle body. The front motor generates a driving force transmitted to the front wheels. The rear wheel is supported by the vehicle body. The rear motor generates driving force transmitted to the rear wheels. The operation element is operated by an occupant. The control device controls the driving force of the front motor and the rear motor according to the operation state of the operation element. The control device changes from a state where the lean vehicle is moving forward with the vehicle body upright to a state where the lean vehicle is turning while the vehicle body is tilted, and the operation state of the operator is not changed. Sometimes, the rear wheel receives driving force from the rear motor in each of the forward state and the turning state, and the front wheel turns a smaller driving force than the forward state. The driving force of the front motor and the rear motor is controlled so as to be transmitted from the front motor in a state.

In the above lean vehicle, the lean vehicle changes from the upright state with the leaning vehicle moving forward to the leaning vehicle with the leaning vehicle body, and the operating state of the operation element changes. When not, a driving force that is smaller than the forward moving state is transmitted from the front motor to the front wheels in a turning state. Therefore, the understeer characteristic of the vehicle can be adjusted.

The steering wheel that changes the traveling direction of the vehicle may be a front wheel or a rear wheel.

The operating element is not particularly limited as long as it is operated by a passenger. The operation element is, for example, an accelerator grip or a pedal.

When the vehicle is turning, that is, from the start to the end of turning, a driving force that is smaller than that in the forward movement is not necessarily transmitted from the front motor to the front wheels. That is, it is only necessary to transmit a driving force smaller than that in a state where the vehicle is moving forward from the front motor to the front wheels in a part when the vehicle is turning.

For example, when driving the front motor based on the pedal effort, the driving force of the front motor changes periodically. In this case, “the driving force that is smaller than the state in which the vehicle is moving forward” may be a driving force that has a peak value that is smaller than the peak value in one cycle of the driving force when moving forward in at least some of the cycles. .

The lean vehicle may further include an operation information output unit. The operation information output unit outputs operation information indicating an operation state of the operation element to the control device. The control device controls the driving force of the front motor and the rear motor based on the operation information.

The operation information output unit is not particularly limited as long as it can detect the operation state of the operator and output operation information indicating the operation state. The operation information output unit is, for example, an opening sensor that detects and outputs the opening of an accelerator grip as an operator.

The lean vehicle may further include a state detection unit. The state detection unit detects a state related to turning of the lean vehicle, and outputs state information indicating a state related to turning of the lean vehicle to the control device. The control device determines whether or not the vehicle is turning based on the state information.

The state detection unit is not particularly limited as long as it can detect a state related to turning of the lean vehicle and output state information indicating the state. The state detection unit is, for example, an operation angle detection sensor that detects an operation angle of a handle included in the lean vehicle.

The state information may include attitude information indicating the attitude of the vehicle. The posture information may include inclination information indicating the inclination of the vehicle body. The state information may include vehicle speed information indicating the speed when the vehicle is turning in addition to the attitude information.

The above lean vehicle has a handle. The steering wheel changes the traveling direction of the vehicle. In this case, the posture information may include angle information indicating the operation angle of the handle.

The control device is preferably configured such that when the driving force of the front motor when the vehicle starts turning is greater than or equal to a predetermined magnitude, the front motor is in a state where the driving force is smaller than the state in which the vehicle is moving forward. The driving force of the front motor is controlled so as to be transmitted to the front wheels.

Advances when the lean vehicle moves forward from the lean vehicle with the vehicle body upright and the lean vehicle turns with the vehicle body tilted, and the operating state of the operating element has not changed. If a driving force smaller than that in the state of turning is transmitted from the front motor to the front wheels while turning, the understeer characteristic of the vehicle can be adjusted. Here, the vehicle is understeered when a certain amount of driving force is generated.

In the above preferred aspect, when the driving force of the front motor when the vehicle starts turning is not greater than or equal to a predetermined magnitude, when the vehicle is turning, a driving force that is smaller than that in which the vehicle is moving forward is obtained. It is not transmitted from the front motor to the front wheels. As a result, every time the vehicle turns, it is possible to avoid transmission of a driving force smaller than that in a forward movement state from the front motor to the front wheels.

The control device preferably drives larger than the driving force corresponding to the operating state of the operating element when a driving force smaller than the forward moving state is transmitted from the front motor to the front wheels while turning. The rear motor is driven with force.

When a driving force that is smaller than when the vehicle is moving forward is transmitted from the front motor to the front wheels, the overall driving force of the vehicle (the sum of the driving force of the front motor and the driving force of the rear motor) ) Decreases.

In the above preferred embodiment, since the driving force of the rear motor is made larger than the driving force according to the operating state of the operator by the occupant, it is possible to avoid the driving force of the entire vehicle from being lowered.

Preferably, the control device preferably causes the rear wheel to slip the driving force of the rear motor when the rear wheel slips when a driving force smaller than that of the forward movement is turning and transmitted from the front motor to the front wheel. Decrease the driving force.

In this case, it is possible to adjust the understeer characteristics of the vehicle while quickly eliminating the slip of the rear wheel.

1 is a right side view showing an electric motorcycle as a lean vehicle according to a first embodiment of the present invention. It is a block diagram for demonstrating the structure of the control system of an electric motorcycle. It is a schematic diagram which shows schematic structure of a handle | steering-wheel angle sensor. It is a flowchart for demonstrating the specific operation example of a controller when adjusting the characteristic of the understeer of a vehicle. It is a flowchart for demonstrating the specific operation example of a controller when confirming the state of a vehicle. It is a flowchart for demonstrating the specific operation example of a controller when calculating a torque instruction value. It is a map which shows the relationship between the steering wheel operation angle which the detection signal of a steering wheel angle sensor shows, and a front wheel torque command coefficient. 7 is a map showing the relationship between the steering wheel operation angle indicated by the detection signal of the steering wheel angle sensor and the front wheel torque command coefficient, which is different from the map shown in FIG. It is explanatory drawing which shows the relationship between each driving force of a front motor and a rear motor, the operation amount of an accelerator grip, and the state of a vehicle. It is explanatory drawing which shows the relationship between the driving force of each of a front motor and a rear motor, pedal effort, and the state of a vehicle. 7 is a flowchart for explaining a specific operation example of a controller when checking the state of a vehicle in the second embodiment of the present invention. It is a map which shows the relationship between the steering wheel operation angle which the detection signal of a steering wheel angle sensor shows, the vehicle speed which a vehicle speed signal shows, and a front wheel torque command coefficient. 12 is a map showing the relationship between the steering wheel operation angle indicated by the detection signal of the steering wheel angle sensor, the vehicle speed indicated by the vehicle speed signal, and the front wheel torque command coefficient, which is different from the map shown in FIG. 10 is a flowchart for explaining a specific operation example of a controller when calculating a torque command value in the third embodiment of the present invention. In the 4th Embodiment of this invention, it is a flowchart for demonstrating the specific operation example of a controller when calculating a torque instruction value. It is a block diagram for demonstrating the structure of the control system of the electric two-wheeled vehicle used in the 5th Embodiment of this invention. In the 5th Embodiment of this invention, it is a flowchart for demonstrating the specific operation example of a controller when confirming the state of a vehicle. In the 6th Embodiment of this invention, it is a flowchart for demonstrating the specific operation example of a controller when confirming the state of a vehicle. It is a flowchart for demonstrating the specific operation example of a controller when performing traction control in the state in which the control which adjusts the characteristic of the understeer of a vehicle is performed.

As described above, when the front and rear wheels of a lean vehicle are driven by a motor, the straight traveling performance of the vehicle is improved, but understeer tends to occur when the vehicle is turning.

The inventors of the present application have obtained new knowledge that the output of the motor that drives the front wheels is reduced when the lean vehicle is turning. It has been found that the understeer can be adjusted by adjusting the balance of the driving force of the front and rear wheels of the lean vehicle that is turning. And the present invention was completed.

Hereinafter, a lean vehicle according to an embodiment of the present invention will be described with reference to the drawings. In this embodiment, an electric motorcycle will be described as an example of a lean vehicle. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and description of the members will not be repeated.

[First Embodiment]
FIG. 1 is a right side view of an electric motorcycle 10 as a lean vehicle according to the first embodiment of the present invention. The electric motorcycle 10 includes an electric drive system for driving front wheels and rear wheels by a motor. The electric motorcycle 10 also includes a human power drive system for driving the rear wheels 16 by human power.

In the following description, front / rear / left / right means front / rear / left / right as viewed from a passenger seated on the saddle 30 of the electric motorcycle 10. In FIG. 1, the arrow F indicates the forward direction of the electric motorcycle 10, and the arrow U indicates the upward direction of the electric motorcycle 10.

The electric motorcycle 10 includes a body frame 12, a front wheel 14, and a rear wheel 16. The vehicle body frame 12 supports the front wheel 14 and the rear wheel 16. In the present embodiment, the front wheel 14 and the rear wheel 16 have the same size.

The vehicle body frame 12 includes a head pipe 18, an upper pipe 20, a front pipe 22, a seat pipe 24, a pair of left and right

rear pipes

26 and 26, and a pair of left and right

lower pipes

28 and 28.

The upper pipe 20 extends rearward from the head pipe 18. The front pipe 22 is disposed below the upper pipe 20 and extends rearward and downward from the head pipe 18. The rear end of the front pipe 22 is connected to a bottom bracket (not shown). The seat pipe 24 extends upward from the bottom bracket. The rear end of the upper pipe 20 is connected to the seat pipe 24. A saddle 30 is attached to the upper end of the seat pipe 24. A battery 32 is attached to the seat pipe 24 below the saddle 30.

The left and right

rear pipes

26 and 26 extend rearward and downward from the seat pipe 24. The pair of left and right

lower pipes

28 and 28 extend rearward from the bottom bracket. The rear ends of the pair of

lower pipes

28, 28 are connected to the rear ends of the pair of

rear pipes

26, 26. The rear wheel 16 is rotatably attached at a connection portion between the lower pipe 28 and the rear pipe 26. A rear sprocket 34 is fixed to the rear wheel 16. A rear wheel drive device 35 is disposed on the hub of the rear wheel 16. The rear wheel drive device 35 includes a rear motor 36 and a rear wheel speed reduction mechanism 78 shown in FIG. The rear wheel drive device 35 applies a driving force to the rear wheel 16.

A part (non-rotating part) of the tread force sensor 72 is attached to the bottom bracket. A crankshaft 38 is rotatably attached to the bottom bracket. Crank arms 44 are attached to both ends of the crankshaft 38. A pedal 46 is attached to the crank arm 44. When the occupant operates the pedal 46 (specifically, the pedal 46 is depressed), the crankshaft 38 rotates.

A part of the pedal force sensor 72 (rotating part) is attached to the crankshaft 38. A front sprocket 40 is attached to the crankshaft 38. An endless chain 42 is wound around the rear sprocket 34 and the front sprocket 40. The rotation of the crankshaft 38 is transmitted from the front sprocket 40 to the rear sprocket 34 via the chain 42.

The steering shaft 50 is rotatably inserted into the head pipe 18. A front fork 52 is attached to the lower end of the steering shaft 50. The front wheel 14 is rotatably attached to the lower end of the front fork 52. A front wheel drive device 53 is disposed on the hub of the front wheel 14. The front wheel drive device 53 includes a front motor 54 and a front wheel speed reduction mechanism 76 shown in FIG. The front wheel drive device 53 applies a driving force to the front wheels 14. A handle 56 is attached to the upper end of the steering shaft 50. When the occupant rotates the handle 56, the steering shaft 50 rotates. Along with this, the front fork 52 and the front wheel 14 rotate. As a result, the traveling direction of the vehicle changes.

Accelerator grip 58 is disposed on the handle 56. The accelerator grip 58 is disposed so as to be rotatable with respect to the handle 56. Based on the operation amount of the accelerator grip 58, the outputs of the front motor 54 and the rear motor 36 are adjusted.

FIG. 2 is a block diagram for explaining the configuration of the control system of the electric motorcycle 10. The electric motorcycle 10 has a human power drive system 60 and an electric drive system 62. The human power drive system 60 changes the pedaling force applied to the pedal 46 by the occupant at a predetermined gear ratio and supplies it to the rear wheels 16. The electric drive system 62 supplies the driving force of the front motor 54 and the rear motor 36 to the front wheels 14 and the rear wheels 16.

The human power drive system 60 includes a crankshaft 38 that is rotated by a pedaling force applied to the pedal 46, a speed increasing mechanism 66, a speed change mechanism 68, and a one-way clutch 70. The speed increasing mechanism 66 includes a front sprocket 40, a rear sprocket 34, and a chain 42. The rotation of the crank 64 is increased according to the gear ratio between the front sprocket 40 and the rear sprocket 34. The transmission mechanism 68 is disposed, for example, in the hub of the rear wheel 16. The speed change mechanism 68 shifts the rotation of the input shaft coupled to the rear sprocket 34 at any of a plurality of speed ratios (for example, three speeds) and outputs it to the output shaft. The one-way clutch 70 transmits a rotational force in one direction (forward direction) of the output shaft of the transmission mechanism 68 to the rear wheel 16 and does not transmit a rotational force in the reverse direction (reverse direction). The forward rotational force (manual torque) applied to the crank 64 is accelerated by the speed increasing mechanism 66, then shifted by the speed changing mechanism 68, and transmitted to the rear wheel 16 via the one-way clutch 70.

The electric drive system 62 drives the front motor 54 and the rear motor 36 according to the output of the pedal force sensor 72 or the output of the accelerator sensor 74. The pedaling force sensor 72 detects the pedaling force (torque) applied to the crankshaft 38 and outputs a signal (pedaling force signal) corresponding to the pedaling force. The accelerator sensor 74 detects an operation amount of the accelerator grip 58 and outputs a signal (accelerator signal) corresponding to the operation amount.

The electric drive system 62 includes a pedal force sensor 72, an accelerator sensor 74, a front motor 54, a rear motor 36, a front wheel speed reduction mechanism 76, a rear wheel speed reduction mechanism 78, and a controller 80. The controller 80 drives the front motor 54 and the rear motor 36 in accordance with the output of the pedal force sensor 72 or the accelerator sensor 74. The rotation of the front motor 54 is decelerated by the front wheel reduction mechanism 76 and transmitted to the front wheel 14. The rotation of the rear motor 36 is decelerated by the rear wheel reduction mechanism 78 and transmitted to the rear wheel 16.

The controller 80 includes a front wheel torque command value calculation unit 82, a rear wheel torque command value calculation unit 84, a front motor drive unit 86, and a rear motor drive unit 88. The front wheel torque command value calculation unit 82 calculates a front wheel torque command value according to the output of the pedal force sensor 72 or the accelerator sensor 74. The rear wheel torque command value calculation unit 84 calculates a rear wheel torque command value according to the output of the pedal force sensor 72 or the accelerator sensor 74. The front motor drive unit 86 drives the front motor 54 based on the front wheel torque command value. The rear motor drive unit 88 drives the rear motor 36 based on the rear wheel torque command value.

In the present embodiment, the front wheel torque command value is a command value of the drive torque that the front motor 54 should generate. The rear wheel torque command value is a command value of the driving torque that should be generated by the rear motor 36.

The front motor drive unit 86 performs PWM control of drive power from the battery 32 with a duty ratio corresponding to the front wheel torque command value. A PWM-controlled drive voltage is applied to the front motor 54. As a result, a driving current corresponding to the front wheel torque command value flows to the front motor 54.

The rear motor drive unit 88 performs PWM control of drive power from the battery 32 with a duty ratio corresponding to the rear wheel torque command value. A PWM-controlled drive voltage is applied to the rear motor 36. As a result, a driving current corresponding to the rear wheel torque command value flows to the rear motor 36.

The controller 80 further includes a slip detection unit 90, a front wheel rotation speed calculation unit 92, and a rear wheel rotation speed calculation unit 94. The slip detection unit 90 is based on the rotation speed of the front wheel 14 calculated by the front wheel rotation speed calculation unit 92 and the rotation speed of the rear wheel 16 calculated by the rear wheel rotation speed calculation unit 94. 16 slips are detected. The front wheel rotation speed calculation unit 92 calculates the rotation speed of the front wheel 14 from the rotation speed of the front motor 54. The rear wheel rotation speed calculation unit 94 calculates the rotation speed of the rear wheel 16 from the rotation speed of the rear motor 36.

Here, the front wheel 14 and the rear wheel 16 have the same size. Therefore, the conversion ratio between the rotation speed of the front wheel 14 and the speed of the electric motorcycle 10 is equal to the conversion ratio between the rotation speed of the rear wheel 16 and the speed of the electric motorcycle 10.

The controller 80 further includes a changeover switch 96 and a control switch 98. The change-over switch 96 is configured so that the output of the pedal force sensor 72 is input to the front wheel torque command value calculation unit 82 and the rear wheel torque command value calculation unit 84, and the output of the accelerator sensor 74 is the front wheel torque command value calculation unit 82 and the rear wheel. The case where the torque command value calculation unit 84 is input is switched. The control switch 98 switches whether to allow signal input from the slip detection unit 90 to the front wheel torque command value calculation unit 82 and the rear wheel torque command value calculation unit 84.

The electric motorcycle 10 further includes a switch box 100. The switch box 100 includes a first switch 102, a second switch 104, and an adjustment switch 106.

The switch box 100 is disposed on the handle 56, for example. The first switch 102 switches the operation of the control switch 98. The second switch 104 switches the operation of the changeover switch 96. The adjustment switch 106 switches the ratio between the driving force of the front motor 54 and the driving force of the rear motor 36.

The electric motorcycle 10 further includes a display panel 107. The display panel 107 is disposed on the handle 56, for example. The display panel 107 displays, for example, information related to control of the driving force of the front motor 54 and the rear motor 36. For example, when the control switch 98 is OFF, that is, when the first switch 102 is OFF, the display panel 107 displays that the driving force of the front motor 54 and the rear motor 36 is not changed according to the traveling state of the vehicle. To do.

The electric motorcycle 10 further includes a handle angle sensor 108. The handle angle sensor 108 detects the operation angle of the handle 56. The handle angle sensor 108 can detect the operation angle of the handle 56 within a range of 90 degrees to the left and right, for example, when the straight traveling direction of the vehicle is set to the reference position (0 °).

The handle angle sensor 108 will be described with reference to FIG. FIG. 3 is a schematic diagram showing a schematic configuration of the handle angle sensor 108.

The handle angle sensor 108 includes a permanent magnet 110 and two

Hall elements

112 and 112.

The permanent magnet 110 has a ring shape. That is, the permanent magnet 110 has a hole 111 formed therein. In plan view, the center C1 of the hole 111 is deviated from the outer diameter center C2 of the permanent magnet 110. Therefore, the permanent magnet 110 has a radial thickness that changes in the circumferential direction.

The permanent magnet 110 is fixed to the steering shaft 50. Specifically, the steering shaft 50 is inserted into the hole 111 formed in the permanent magnet 110. Examples of a method for fixing the permanent magnet 110 to the steering shaft 50 include adhesion. Since the permanent magnet 110 is fixed to the steering shaft 50, the permanent magnet 110 rotates integrally with the steering shaft 50.

The two

Hall elements

112 and 112 are fixed to the head pipe 18 via the bracket 114. One Hall element 112 is disposed in front of the permanent magnet 110. The other Hall element 112 is disposed behind the permanent magnet 110. The two

Hall elements

112 and 112 are arranged on a straight line L1 connecting the center C1 and the center C2. In the example shown in FIG. 3, the straight line L1 extends in the front-rear direction of the vehicle.

As described above, in the permanent magnet 110, the radial thickness varies in the circumferential direction. Therefore, when the steering shaft 50 rotates in accordance with the operation of the handle 56, the size of the gap formed between the

Hall elements

112, 112 and the permanent magnet 110 changes. As a result, the magnitude of the magnetic field detected by the

Hall elements

112 and 112 changes. Since the magnitude of the magnetic field changes, the outputs of the

Hall elements

112 and 112 change. The operation angle of the handle 56 can be detected based on the outputs of the

hall elements

112 and 112.

In the electric motorcycle 10, the understeer characteristic of the vehicle is adjusted. FIG. 4 is a flowchart for explaining a specific operation example of the controller 80 when adjusting the understeer characteristic of the vehicle.

First, in step S11, the controller 80 determines whether the first switch 102 is ON. That is, it is determined whether the control switch 98 is ON. When the 1st switch 102 is ON (step S11: YES), the controller 80 confirms the state of a vehicle in step S12.

Specifically, as shown in FIG. 5, in step S21, the front wheel torque command value calculation unit 82 and the rear wheel torque command value calculation unit 84 read the detection signal of the pedal force sensor 72 or the accelerator sensor 74. Subsequently, in step S22, the front wheel torque command value calculation unit 82 reads the detection signal of the handle angle sensor 108. Thereafter, the controller 80 ends the process of step S12 shown in FIG.

Subsequently, as shown in FIG. 4, the controller 80 calculates a torque command value in step S13.

Specifically, as shown in FIG. 6, in step S31, the front wheel torque command value calculation unit 82 calculates a front wheel torque command coefficient. The front wheel torque command coefficient is calculated based on a predetermined map and the read detection signal of the handle angle sensor 108.

Here, the front wheel torque command coefficient is a numerical value of 0 or more and 1 or less, and is a coefficient multiplied by the front wheel torque command value. That is, when the front wheel torque command coefficient is smaller than 1, the front wheel torque command value after being multiplied by the front wheel torque command coefficient is smaller than the front wheel torque command value before being multiplied by the front wheel torque command coefficient.

As the map referred to by the front wheel torque command value calculation unit 82, for example, the map shown in FIG. 7 is adopted. The map shown in FIG. 7 shows the relationship between the operation angle of the handle 56 indicated by the detection signal of the handle angle sensor 108 and the front wheel torque command coefficient. In the map shown in FIG. 7, when the steering wheel operation angle is larger than 0 °, the steering wheel 56 is rotated in the clockwise direction from the reference position (the position of 0 °, that is, the position when the vehicle goes straight). It is shown that. When the handle operating angle is smaller than 0 °, it indicates that the handle 56 is rotating counterclockwise from the reference position. In the map shown in FIG. 7, the front wheel torque command coefficient is 1 when the operation angle of the handle 56 is 0 °. When the absolute value of the operation angle of the handle 56 becomes large, the front wheel torque command coefficient becomes smaller than 1. When the absolute value of the operation angle of the handle 56 becomes 90 °, the front wheel torque command coefficient becomes zero. The map is stored in a memory provided in the controller 80, for example. The map is not particularly limited as long as it shows the relationship between the operation angle of the handle 56 indicated by the detection signal of the handle angle sensor 108 and the front wheel torque command coefficient. For example, the map shown in FIG. 8 may be used.

Referring to FIG. 6, front wheel torque command value calculation unit 82 calculates a front wheel torque command coefficient, and then calculates a front wheel torque command value in step S32. The front wheel torque command value is calculated based on a predetermined map and the detected detection signal of the pedal force sensor 72 or the accelerator sensor 74. The map at this time is not particularly limited as long as it shows the relationship between the detection signal of the pedal force sensor 72 or the accelerator sensor 74 and the front wheel torque command value. A front wheel torque command value corresponding to the detection signal of the pedal force sensor 72 or the accelerator sensor 74 is calculated. The map is stored in a memory provided in the controller 80, for example.

Subsequently, in step S33, the front wheel torque command value calculation unit 82 multiplies the front wheel torque command value calculated in step S32 by the front wheel torque command coefficient calculated in step S31. Thereby, the target front wheel torque command value is obtained.

Here, when the front wheel torque command coefficient calculated in step S31 is 1, that is, when the vehicle is traveling straight, the front motor 54 is controlled based on the front wheel torque command value calculated in step S32. . On the other hand, when the front wheel torque command coefficient calculated in step S31 is smaller than 1, that is, when the vehicle is turning, the front wheel torque calculated in step S31 with respect to the front wheel torque command value calculated in step S32. The front motor 54 is controlled based on the front wheel torque command value (corrected front wheel torque command value) obtained by multiplying the command coefficient.

Subsequently, in step S34, the rear wheel torque command value calculation unit 84 calculates a rear wheel torque command value. The rear wheel torque command value is calculated based on a predetermined map and the detected detection signal of the pedal force sensor 72 or the accelerator sensor 74. The map at this time is not particularly limited as long as it shows the relationship between the detection signal of the pedal force sensor 72 or the accelerator sensor 74 and the rear wheel torque command value. A rear wheel torque command value corresponding to the detection signal of the pedal force sensor 72 or the accelerator sensor 74 is calculated. The map is stored in a memory provided in the controller 80, for example.

The target rear wheel torque command value can be obtained by calculating as described above. Thereafter, the controller 80 ends the process of step S13 shown in FIG.

Subsequently, as shown in FIG. 4, the controller 80 outputs the calculated torque command value in step S14.

Specifically, the front wheel torque command value calculation unit 82 outputs the calculated front wheel torque command value to the front motor drive unit 86. Thereby, the front motor 54 is driven based on the calculated front wheel torque command value.

Also, the rear wheel torque command value calculation unit 84 outputs the calculated rear wheel torque command value to the rear motor drive unit 88. As a result, the rear motor 36 is driven based on the calculated rear wheel torque command value.

The controller 80 ends the control after outputting the calculated front wheel torque command value and the rear wheel torque command value.

When the first switch 102 is OFF (step S11: NO), that is, when the control switch 98 is OFF, the controller 80 calculates a torque command value in step S15.

Specifically, the front wheel torque command value calculation unit 82 calculates a front wheel torque command value based on a predetermined map and the detected detection signal of the pedal force sensor 72 or the accelerator sensor 74. The map at this time is not particularly limited as long as it shows the relationship between the detection signal of the pedal force sensor 72 or the accelerator sensor 74 and the front wheel torque command value. A front wheel torque command value corresponding to the detection signal of the pedal force sensor 72 or the accelerator sensor 74 is calculated. The map is stored in a memory provided in the controller 80, for example.

Also, the rear wheel torque command value calculation unit 84 calculates a rear wheel torque command value based on a predetermined map and the detected detection signal of the pedal force sensor 72 or the accelerator sensor 74. The map at this time is not particularly limited as long as it shows the relationship between the detection signal of the pedal force sensor 72 or the accelerator sensor 74 and the rear wheel torque command value. A rear wheel torque command value corresponding to the detection signal of the pedal force sensor 72 or the accelerator sensor 74 is calculated. The map is stored in a memory provided in the controller 80, for example.

Subsequently, the controller 80 outputs the calculated torque command value in step S16.

Specifically, the front wheel torque command value calculation unit 82 outputs the front wheel torque command value calculated in step S15 to the front motor drive unit 86. The front motor 54 is driven based on the calculated front wheel torque command value.

Also, the rear wheel torque command value calculation unit 84 outputs the rear wheel torque command value calculated in step S15 to the rear motor drive unit 88. The rear motor 36 is driven based on the calculated rear wheel torque command value.

Thereafter, the controller 80 ends the control shown in FIG.

In the electric motorcycle 10, the front wheel torque command value output to the front motor drive unit 86 changes according to the operation angle of the handle 56.

Specifically, when the operation angle of the handle 56 is 0 °, that is, when the vehicle is traveling straight, the front motor is based on the front wheel torque command value corresponding to the amount of operation of the accelerator grip 58 by the occupant or the pedal effort. 54 is driven.

On the other hand, when the operation angle of the handle 56 is not 0 °, that is, when the vehicle is turning, the front wheel torque command value (correction) is smaller than the front wheel torque command value corresponding to the amount of operation of the accelerator grip 58 or the pedal depression force by the occupant. Based on the rear front wheel torque command value), the front motor 54 is driven. Therefore, the driving force of the front motor 54 is lower than the driving force corresponding to the amount of operation of the accelerator grip 58 by the occupant or the pedaling force. As a result, the understeer characteristic of the vehicle can be adjusted.

The adjustment of understeer will be further described with reference to FIG. FIG. 9 is an explanatory diagram showing the driving force of each of the front motor 54 and the rear motor 36, the opening degree of the accelerator grip 58, and the state of the vehicle.

As shown in FIG. 9, in the electric motorcycle 10, even when the operation amount of the accelerator grip 58 is constant, the driving force of the front motor 54 when the vehicle is turning is the front force when the vehicle is traveling straight. The driving force of the motor 54, that is, the driving force corresponding to the operation amount of the accelerator grip 58 is smaller. The driving force of the rear motor 36 is the same when the vehicle is traveling straight and when the vehicle is turning.

Although FIG. 9 shows a case where the driving force of each of the front motor 54 and the rear motor 36 is generated by operating the accelerator grip 58, the driving force of each of the front motor 54 and the rear motor 36 is obtained by stepping on the pedal. It may occur.

FIG. 10 is an explanatory diagram showing the driving force of each of the front motor 54 and the rear motor 36, the magnitude of the pedal depression force, and the state of the vehicle. As shown in FIG. 10, the driving force of each of the front motor 54 and the rear motor 36 changes periodically according to the magnitude of the pedal effort. The peak value in one cycle of the driving force of the front motor 54 is smaller when the vehicle is turning than when the vehicle is moving forward. That is, the driving force of the front motor 54 is smaller when the vehicle is turning than when the vehicle is traveling straight. The peak value in one cycle of the driving force of the rear motor 36 is the same when the vehicle is traveling straight and when the vehicle is turning.

In the present embodiment, the timing for returning the driving force of the front motor 54 to the magnitude corresponding to the operation amount of the accelerator grip 58 or the pedal depression force may be, for example, the timing when the turning of the vehicle is completed. The timing at which the operation amount 58 becomes zero, the timing at which the pedal effort becomes zero, or the timing at which the brake is activated while the vehicle is turning may be used. Alternatively, the timing when the front wheel torque command coefficient becomes 1 may be used.

In the present embodiment, the handle angle sensor 108 is provided with two

Hall elements

112 and 112. Therefore, it is possible to ensure temperature when detecting the operation angle of the handle 56. In addition, the detection accuracy of the handle angle is improved. Furthermore, when a failure occurs in any of the hall elements 112, the failure can be notified.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the present embodiment, step S12 and step S13 shown in the flowchart of FIG. 4 are different from those in the first embodiment.

Referring to FIG. 11, step S12 in the present embodiment will be described. In the present embodiment, step S23 is added after step S22 as compared to the first embodiment (the flowchart shown in FIG. 5). In step 23, a vehicle speed signal indicating the speed of the vehicle is read. Specifically, it is as follows.

The front wheel rotation speed calculation unit 92 reads the rotation speed of the front motor 54. The front wheel rotation speed calculation unit 92 calculates the rotation speed of the front wheel 14 based on the read rotation speed of the front motor 54. The slip detection unit 90 reads the rotation speed of the front wheel 14 calculated by the front wheel rotation speed calculation unit 92.

The rear wheel rotational speed calculation unit 94 reads the rotational speed of the rear motor 36. The rear wheel rotation speed calculation unit 94 calculates the rotation speed of the rear wheel 16 based on the read rotation speed of the rear motor 36. The slip detection unit 90 reads the rotation speed of the rear wheel 16 calculated by the rear wheel rotation speed calculation unit 94.

The slip detection unit 90 calculates the difference between the read rotational speed of the front wheel 14 and the rotational speed of the rear wheel 16. Specifically, the rear wheel 16 rotational speed is subtracted from the rotational speed of the front wheel 14. It is determined whether or not the absolute value of the rotational speed difference thus obtained exceeds a predetermined threshold value. When the absolute value of the rotational speed difference does not exceed a predetermined threshold value, the speed of the vehicle is calculated by converting the rotational speed of the front wheels 14 or the rear wheels 16 with a predetermined conversion ratio. If the absolute value of the rotational speed difference exceeds a predetermined threshold value, the vehicle speed is calculated by converting the smaller rotational speed of the rotational speeds of the front wheels 14 and the rear wheels 16 with a predetermined conversion ratio. calculate.

The front wheel torque command value calculation unit 82 reads a vehicle speed signal indicating the vehicle speed calculated by the slip detection unit 90.

In step S13 of the present embodiment, step 31 is different from that of the first embodiment (the flowchart shown in FIG. 6). Specifically, it is as follows.

In step 31 shown in FIG. 6, the front wheel torque command value calculation unit 82 of the present embodiment performs the front wheel torque command based on the predetermined map, the read detection signal of the handle angle sensor 108, and the read vehicle speed signal. Calculate the coefficient. As the map at this time, for example, the map shown in FIG. 12 can be adopted. The map shown in FIG. 12 shows the relationship between the steering wheel operation angle indicated by the detection signal of the steering wheel angle sensor 108, the vehicle speed indicated by the vehicle speed signal, and the front wheel torque command coefficient. In the map shown in FIG. 12, when the steering wheel operation angle is larger than 0 °, the steering wheel 56 is rotated in the clockwise direction from the reference position (the position of 0 °, that is, the position when the vehicle goes straight). It is shown that. When the handle operating angle is smaller than 0 °, it indicates that the handle 56 is rotating counterclockwise from the reference position. In the map shown in FIG. 12, when the vehicle speed is zero, the front wheel torque command coefficient is 1 even if the operation angle of the handle 56 changes. In the map shown in FIG. 12, when the vehicle speed is greater than zero, the front wheel torque command coefficient becomes smaller than 1 when the absolute value of the operation angle of the handle 56 increases. Further, when the absolute value of the operation angle of the handle 56 is not 0 °, the front wheel torque command coefficient becomes smaller than 1 as the vehicle speed increases. The map is stored in a memory provided in the controller 80, for example. The map is not particularly limited as long as it shows the relationship between the operation angle of the handle 56 indicated by the detection signal of the handle angle sensor 108, the vehicle speed indicated by the vehicle speed signal, and the front wheel torque command coefficient. For example, the map shown in FIG. 13 may be used.

In this embodiment, a front wheel torque command coefficient corresponding to the vehicle speed is calculated. Here, understeer of the vehicle is more likely to occur as the vehicle speed increases. Therefore, if the vehicle speed is taken into consideration as in the present embodiment, the driving force of the front motor 54 when the vehicle is turning can be changed to a more appropriate driving force.

[Third Embodiment]
Subsequently, a third embodiment of the present invention will be described. In the third embodiment, step S13 in the flowchart shown in FIG. 4 is different from that in the first embodiment.

Referring to FIG. 14, step S13 in the present embodiment will be described. In the flowchart shown in FIG. 14, step S30 is added before step S31, compared to the flowchart shown in FIG.

In step S30, the front wheel torque command value calculation unit 82 selects a map to be used when calculating a front wheel torque command coefficient based on the read pedaling force sensor 72 or accelerator sensor 74 detection signal. There are a plurality of maps depending on the magnitude of the detection signal of the pedal force sensor 72 or the accelerator sensor 74. The map is stored in a memory provided in the controller 80, for example.

In the present embodiment, the map used in step S31 is the map selected in step S30 because step S30 is added.

In this embodiment, the map used when calculating the front wheel torque command coefficient is selected according to the amount of operation of the accelerator grip 58 by the occupant or the magnitude of the pedal effort. For example, a map shown in FIG. 7 and a map in which the rate at which the front wheel torque command coefficient changes when the operation angle of the handle 56 changes is different from the map shown in FIG. One map is selected from these maps according to the operation amount of 58 or the magnitude of the pedal effort. Here, understeer of the vehicle is more likely to occur as the vehicle speed increases, that is, as the driving force increases. Therefore, as in the present embodiment, if the map used when calculating the front wheel torque command coefficient is selected according to the amount of operation of the accelerator grip 58 by the occupant or the magnitude of the pedal effort, a more appropriate front wheel torque command The front wheel torque command value can be calculated using the coefficient. As a result, the driving force of the front motor 54 can be made more appropriate.

[Fourth Embodiment]
Subsequently, a fourth embodiment of the present invention will be described. In the fourth embodiment, step S13 in the flowchart shown in FIG. 4 is different from that in the first embodiment.

With reference to FIG. 15, step S13 in the present embodiment will be described. In the flowchart shown in FIG. 15, step S30 is added before step S31, compared to the flowchart shown in FIG.

In step S30, the front wheel torque command value calculation unit 82 determines whether or not the read detection signal of the pedal force sensor 72 or the accelerator sensor 74 is equal to or greater than a predetermined threshold value. That is, it is determined whether the driving force of the front motor 54 based on the detection signal is greater than or equal to a predetermined magnitude. Here, “the driving force is greater than or equal to a predetermined magnitude” means that the driving force is assumed to cause understeer of the vehicle.

If it is smaller than the predetermined threshold (S30: NO), the front wheel torque command value calculation unit 82 ends the process of step S13. On the other hand, if it is equal to or greater than the predetermined threshold value (S30: YES), the front wheel torque command value calculation unit 82 executes the processing after step S31.

In the present embodiment, the front wheel torque command coefficient is calculated when the driving force of the front motor 54 based on the detection signal of the pedal force sensor 72 or the accelerator sensor 74 is greater than or equal to a predetermined magnitude. That is, when the front motor 54 is driven with a driving force that is assumed to cause understeer of the vehicle, the driving force of the front motor 54 is determined by a driving force corresponding to the amount of operation of the accelerator grip 58 by the occupant or the pedaling force. Also make it smaller. Therefore, it is possible to avoid a decrease in the driving force of the front motor 54 each time the vehicle turns. As a result, the driving force of the front motor 54 can be controlled more appropriately.

[Fifth Embodiment]
Subsequently, a fifth embodiment of the present invention will be described with reference to FIG. FIG. 16 is a block diagram for explaining the configuration of the control system of the electric motorcycle 10.

In the present embodiment, the handle angle sensor 108 is not provided. Instead, a motion sensor 116 is provided. The motion sensor 116 is disposed, for example, under the saddle 30. The motion sensor 116 is not particularly limited as long as it detects an acceleration or angular acceleration of three or more axes.

In the present embodiment, the controller 80 further includes a position calculation unit 118. The position calculation unit 118 detects the position of the saddle 30 based on the detection signal of the motion sensor 116.

Further, in the present embodiment, step S12 and step S13 in the flowchart shown in FIG. 4 are different from those in the first embodiment.

With reference to FIG. 17, step S12 in the present embodiment will be described. The flowchart shown in FIG. 17 is different in step S22 from the flowchart shown in FIG. In step S22 of the present embodiment, the detection signal of the motion sensor 116 is read instead of the detection signal of the handle angle sensor 108. Specifically, the position calculation unit 118 reads the detection signal of the motion sensor 116. The position calculation unit 118 calculates the position of the saddle 30 based on the detected detection signal of the motion sensor 116. The front wheel torque command value calculation unit 82 reads a position signal indicating the position of the saddle 30 calculated by the position calculation unit 118.

In step S13 of the present embodiment, step S31 of the flowchart shown in FIG. 6 is different from that of the first embodiment. In step S31 of the present embodiment, the front wheel torque command value calculation unit 82 calculates a front wheel torque command coefficient based on a predetermined map and the read position signal of the saddle 30. As the map at this time, for example, a map in which the horizontal axis is changed from the operation angle of the handle 56 to the position of the saddle 30 in the map shown in FIG. The position of the saddle 30 is represented by, for example, a tilt angle in the left-right direction from the reference position, where the position where the body frame 12 is not tilted is a reference position (0 °). The map is not particularly limited as long as it shows the relationship between the position of the saddle 30 and the front wheel torque command coefficient. The map is stored in a memory provided in the controller 80, for example.

In the present embodiment, the position of the saddle 30 is calculated based on the detection signal of the motion sensor 116. Based on the calculated position of the saddle 30, a front wheel torque command coefficient is calculated. Therefore, as in the first embodiment, the driving force of the front motor 54 when the vehicle is turning can be set to an appropriate magnitude, and the understeer characteristic of the vehicle can be adjusted.

[Sixth Embodiment]
Subsequently, a sixth embodiment of the present invention will be described. In the present embodiment, step S12 and step S13 shown in the flowchart of FIG. 4 are different from those in the first embodiment.

Referring to FIG. 18, step S12 in the present embodiment will be described. In the present embodiment, step S23 is added after step S22 in the first embodiment (the flowchart shown in FIG. 5). In step 23, a vehicle speed signal indicating the speed of the vehicle is read. The method is the same as the method described in the second embodiment. Therefore, detailed description is omitted.

The front wheel torque command value calculation unit 82 calculates a front wheel torque command coefficient in step 31 shown in FIG. 6 based on a predetermined map, the read position signal of the saddle 30 and the read vehicle speed signal. As the map at this time, for example, a map in which the horizontal axis is changed from the operation angle of the handle 56 to the position of the saddle 30 in the map shown in FIG. The position of the saddle 30 is represented by, for example, a tilt angle in the left-right direction from the reference position, where the position where the body frame 12 is not tilted is a reference position (0 °). The map is not particularly limited as long as it shows the relationship between the position of the saddle 30 indicated by the position signal, the vehicle speed indicated by the vehicle speed signal, and the front wheel torque command coefficient. The map is stored in a memory provided in the controller 80, for example.

In the present embodiment, the front wheel torque command coefficient is calculated with reference to the vehicle speed. Therefore, the driving force of the front motor 54 when the vehicle is turning can be changed to a more appropriate driving force.

[Seventh Embodiment]
Subsequently, a seventh embodiment of the present invention will be described with reference to FIG. FIG. 19 is a flowchart for explaining a specific operation example of the controller 80 when performing traction control in a state where control for adjusting the understeer characteristic of the vehicle is performed.

In step S41, the controller 80 determines whether control for adjusting the understeer characteristic of the vehicle is performed. Specifically, it is determined whether the driving force of the front motor 54 is smaller than the driving force of the front motor 54 according to the amount of operation of the accelerator grip 58 by the occupant or the magnitude of the pedal effort.

If the control for adjusting the understeer characteristic of the vehicle is not performed (step S41: NO), the controller 80 ends the process. On the other hand, when control for adjusting the understeer characteristic of the vehicle is performed (step S41: YES), the controller 80 determines whether the front wheel 14 or the rear wheel 16 is slipping in step S42. The slip of the front wheel 14 or the rear wheel 16 is determined as follows, for example.

The slip detection unit 90 calculates the difference between the read rotational speed of the front wheel 14 and the rotational speed of the rear wheel 16. Specifically, the rear wheel 16 rotational speed is subtracted from the rotational speed of the front wheel 14. It is determined whether or not the absolute value of the rotational speed difference thus obtained exceeds a predetermined threshold value. If the predetermined threshold is not exceeded (step S42: NO), the slip detection unit 90 determines that the front wheel 14 and the rear wheel 16 are not slipping, and ends the process.

On the other hand, when the predetermined threshold value is exceeded (step S42: YES), the slip detection unit 90 determines whether or not the rear wheel 16 is slipping in step S43. Specifically, it is determined whether the difference calculated in step S42 is a negative value. When it is a negative value (step S43: YES), the slip detection unit 90 determines that the rear wheel 16 is slipping.

When the rear wheel 16 is slipping (step S43: YES), the controller 80 calculates a torque command value in step S44. Specifically, it is as follows.

The front wheel torque command value calculation unit 82 employs a mode in which the current front wheel torque command value is continuously output as the front wheel torque command value. The rear wheel torque command value calculation unit 84 employs a mode in which the current torque command value is intermittently output as the rear wheel torque command value. In an aspect in which the current torque command value is intermittently output, for example, the current torque command value and a torque command value that does not generate a driving force (a torque command value having a magnitude of zero) are output alternately. Thereby, the average value of the rear wheel torque command value in the predetermined period becomes smaller than the current rear wheel torque command value.

Subsequently, the controller 80 outputs a torque command value in step S45. Specifically, the front motor drive unit 86 drives the front motor 54 based on the front wheel torque command value determined by the front wheel torque command value calculation unit 82. The rear motor drive unit 88 drives the rear motor 36 based on the rear wheel torque command value determined by the rear wheel torque command value calculation unit 84.

Thereafter, the controller 80 ends the control.

When the front wheel 14 is slipping (step S43: NO), the controller 80 calculates a torque command value in step S45. Specifically, it is as follows.

The front wheel torque command value calculation unit 82 adopts a mode in which the current front wheel torque command value is intermittently output as the front wheel torque command value. In an aspect in which the current torque command value is intermittently output, for example, the current torque command value and a torque command value that does not generate a driving force (a torque command value having a magnitude of zero) are output alternately. Thereby, the average value of the front wheel torque command value in a predetermined period becomes smaller than the current front wheel torque command value.

The rear wheel torque command value calculation unit 84 employs a mode of outputting a torque command value larger than the current torque command value as the rear wheel torque command value. For example, the increase amount of the rear wheel torque command value is the same as the decrease amount of the front wheel torque command value.

Thereafter, the controller 80 executes the processing after step S45.

In the present embodiment, even if the rear wheel 16 slips, the driving force of the front motor 54 is not increased, so that the state of adjusting the understeer characteristic can be continued.

[Application Example of Seventh Embodiment]
In the seventh embodiment, when the rear wheel 16 slips, a mode in which the current front wheel torque command value is continuously output as the front wheel torque command value is employed. However, for example, it is assumed that understeer occurs. As long as the front wheel torque command value corresponding to the driving force of the front motor 54 is made smaller, a torque command value larger than the current front wheel torque command value may be output.

As mentioned above, although embodiment of this invention was described, embodiment mentioned above is only the illustration for implementing this invention. Therefore, the present invention is not limited to the above-described embodiment, and can be implemented by appropriately modifying the above-described embodiment without departing from the spirit thereof.

For example, in the above embodiment, a two-wheeled vehicle has been described as an example of a lean vehicle, but the lean vehicle is not limited to a two-wheeled vehicle. The lean vehicle may include one front wheel and two rear wheels, or may include two front wheels and one rear wheel. One rear wheel may be provided. That is, in the lean vehicle, the number of front wheels and rear wheels is not limited to one each.

For example, in the above embodiment, the driving force of the front motor 54 and the rear motor 36 is controlled according to the amount of operation of the accelerator grip 58 or the magnitude of the pedal depression force. Depending on the size, the driving force of the front motor 54 and the rear motor 36 may be controlled.

For example, in the above embodiment, the accelerator grip 58 and the accelerator sensor 74 may not be provided.

For example, in the above-described embodiment, the electric motorcycle 10 may not include the human power drive system 60.

For example, in the above embodiment, the second switch 104 and the changeover switch 96 may not be provided.

For example, in the above embodiment, the first switch 102 and the control switch 98 may not be provided.

For example, in the above embodiment, the handle angle sensor 108 outputs an analog signal, but may output a digital signal.

Claims

A lean vehicle in which the vehicle body leans to the left when turning left and the vehicle body leans to the right when turning right;
A front wheel supported by the vehicle body;
A front motor for generating a driving force transmitted to the front wheels;
A rear wheel supported by the vehicle body;
A rear motor that generates a driving force transmitted to the rear wheel;
An operator operated by a passenger,
A control device for controlling the driving force of the front motor and the rear motor according to the operation state of the operation element;
The control device includes:
The lean vehicle changes from a state in which the vehicle body is upright and the lean vehicle is moving forward to a state in which the vehicle body is tilted and the lean vehicle is turning, and the operation state of the operator is changing. When not
A driving force is transmitted to the rear wheel from the rear motor in each of the forward state and the turning state.
To the front wheel, a driving force smaller than the forward moving state is transmitted from the front motor in the turning state,
A lean vehicle that controls driving forces of the front motor and the rear motor.
The lean vehicle according to claim 1, further comprising:
An operation information output unit that outputs operation information indicating an operation state of the operation element to the control device;
The control device is a lean vehicle that controls driving forces of the front motor and the rear motor based on the operation information.
The lean vehicle according to claim 1, further comprising:
A state detection unit that detects a state related to turning of the lean vehicle and outputs state information indicating a state related to turning of the lean vehicle to the control device;
The control device determines whether the vehicle is turning based on the state information.
The lean vehicle according to claim 3,
The state information is
A lean vehicle including attitude information indicating the attitude of the vehicle.
The lean vehicle according to claim 4, further comprising:
With a handle to change the direction of travel of the vehicle,
The lean information includes the angle information indicating the operation angle of the steering wheel.
The lean vehicle according to claim 4 or 5, further comprising:
The lean information includes the lean information indicating the lean of the vehicle body.
A lean vehicle according to any one of claims 3 to 6,
The state information further includes:
A lean vehicle that includes vehicle speed information indicating the speed at which the vehicle is turning.
A lean vehicle according to any one of claims 1 to 7,
The control device includes:
When the driving force of the front motor when the vehicle starts turning is not less than a predetermined magnitude,
A lean vehicle that controls the driving force of the front motor so that a driving force smaller than the forward moving state is transmitted from the front motor to the front wheels in the turning state.
A lean vehicle according to any one of claims 1 to 8,
The control device includes:
When a driving force smaller than the forward moving state is transmitted from the front motor to the front wheels in the turning state,
A lean vehicle that drives the rear motor with a driving force larger than a driving force corresponding to an operation state of the operation element.
A lean vehicle according to any one of claims 1 to 9,
The control device includes:
If the rear wheel slips when a driving force smaller than the forward moving state is transmitted from the front motor to the front wheel in the turning state, the rear wheel slips the driving force of the rear motor. Lean vehicle that reduces the driving force when