WO2024062918A1

WO2024062918A1 - Saddled vehicle

Info

Publication number: WO2024062918A1
Application number: PCT/JP2023/032441
Authority: WO
Inventors: 辰哉岩崎; 優太小寺; 憲太郎金光
Original assignee: 株式会社デンソートリム
Priority date: 2022-09-19
Filing date: 2023-09-06
Publication date: 2024-03-28

Abstract

This saddled vehicle comprises a grip sensor that detects that a rider is gripping a throttle grip, a rotation angle sensor that detects a rotation amount of the throttle grip, and a vibrator that vibrates the throttle grip. When the grip sensor detects gripping of the throttle grip while the vehicle speed is from zero to a second prescribed vehicle speed, which is a lower speed than a first prescribed vehicle speed which is a driving speed of an electric motor, the vibrator is activated and the throttle grip is vibrated. Thereby, it is possible to activate the vibrator and vibrate the throttle grip, intuitively informing the rider that the electric motor is activatable, while the rider is pushing handlebars so as to hold the position of the saddled vehicle on a sloped road or while the rider is walking and pushing the saddled vehicle, and it is made possible to prevent the saddled vehicle from starting against the rider's intention.

Description

saddle riding vehicle

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is based on Patent Application No. 2022-148661 filed in Japan on September 19, 2022, and the content of the underlying application is incorporated by reference in its entirety.

The description in this specification relates to a saddle riding vehicle such as a two-wheeled vehicle.

In Patent Document 1, when an electric two-wheeled vehicle is turned on, a startup sound, a display on the meter, an audio buzzer, etc. are used to notify the user that the vehicle is ready to travel. Further, Patent Document 2 focuses on the push-and-walk mode of an electric two-wheeled vehicle, and discloses that an electric motor provides assistance in the push-and-walk mode.

Patent No. 6776455 Japanese Patent Application Publication No. 2006-51853

The electric two-wheeler described in Patent Document 1 only notifies the rider that the electric motor is ready to start the first time after it is started, so if the rider is not looking at the monitor after starting the electric two-wheeler and then stopping, there is a possibility that the rider will forget that the electric motor is ready to start. If the rider operates the throttle in this state, there is a risk that the two-wheeler will start moving unintentionally. In particular, if the rider operates the throttle by mistake while pushing the electric two-wheeler after stopping, the electric two-wheeler will start moving against the rider's intention.

Although the electric two-wheeled vehicle described in Patent Document 2 discloses that the electric motor assists in the pushing mode, this assumes that the rider receives the electric motor's assistance. Therefore, for example, if a rider loses their balance while not seated and accidentally operates the throttle when trying to regain their balance, the electric two-wheeled vehicle may move in push-walking mode against the rider's intentions. There is a possibility that it will start moving.

The present disclosure notifies the rider that the electric motor can be started not only when the electric motor is started, but also after the vehicle has stopped after driving, so that a saddle-riding vehicle such as an electric two-wheeler does not start moving against the rider's intention. The challenge is to

A first aspect of the present disclosure includes a handle having a throttle grip and a grip grip on the left and right sides, a seat on which a passenger is seated, a drive wheel, and an electric motor that independently drives the drive wheel when the vehicle is running at least at a first predetermined vehicle speed or lower. The present invention relates to a saddle vehicle equipped with a motor.

The throttle grip of the first saddle-riding vehicle of the present disclosure includes a grip sensor that detects that an occupant is gripping the throttle grip, a rotation angle sensor that detects the amount of rotation of the throttle grip, and a vibration that vibrates the throttle grip. Have a child. Then, after the saddle-riding vehicle has traveled and the vehicle speed is zero or below a second predetermined vehicle speed that is lower than the first predetermined vehicle speed, when the grip sensor detects that the occupant is gripping the throttle grip, the vibrator The engine is activated to vibrate the throttle grip.

If the occupant is pushing the steering wheel to maintain the position of the saddle-riding vehicle on a slope or pushing the saddle-riding vehicle while walking, the vehicle speed is zero or less than a second predetermined vehicle speed that is lower than the first predetermined vehicle speed. It is in a state of In addition, when the vehicle is held in position or when the vehicle is being pushed around, a grip sensor can detect whether the occupant is gripping the throttle grip. Therefore, by activating the vibrator and vibrating the throttle grip in this state, it becomes possible to intuitively notify the occupant that the electric motor can be activated. This makes it possible to prevent the saddle riding vehicle from starting against the intention of the occupant.

Note that in the pushing mode, the saddle riding vehicle is often moved forward, but it is not limited to forward movement. As described above, this also includes a situation in which the rider holds the saddle vehicle in that position by gripping the handle on a slope. It also includes a situation in which the occupant pulls the saddle-riding vehicle backward. The first aspect of the present disclosure is that it is only necessary to prevent the saddle-riding vehicle from moving contrary to the intention in the push-walking mode, and when an occupant gets on the saddle-riding vehicle and intends to start the saddle-riding vehicle, Alternatively, the vibrator may be activated to vibrate the throttle grip when the vehicle speed is zero or less than a second predetermined vehicle speed.

In the second disclosure, the seat is equipped with a seating sensor that detects whether an occupant is seated. The seating sensor can determine whether an occupant is seated and intending to drive, or is intending to push the saddle-riding vehicle. The vibrator is activated to vibrate the throttle grip when the seating sensor does not detect an occupant seated. In the first disclosure, this includes a state in which an occupant is on board and intentionally operates the throttle. On the other hand, in the second disclosure, it is also possible to prevent the vibrator from vibrating when an occupant is on board. That is, in the second disclosure, the state in which an occupant is pushing the saddle-riding vehicle by the occupant is actively detected. This makes it possible to prevent unintentional rotation of the throttle grip when pushing the vehicle. At the same time, it is also possible to prevent the annoyance of the vibrator vibrating when an occupant is intentionally trying to operate the throttle while on board.

However, the second aspect of the present disclosure only needs to be able to determine whether the driver is seated or manually pushed, and does not exclude starting the vibrator to vibrate the throttle grip while the driver is seated. It is also possible to make the vibrations of the throttle grip while the driver is seated different from the vibrations of the throttle grip while the driver is pushing the vehicle by hand. In this case, more detailed notifications can be given to the occupants.

The third saddle-riding vehicle of the present disclosure further includes a stand that maintains the saddle-riding vehicle in a stopped state. This stand is provided with a stand sensor that detects the storage state of the stand. The vibrator is activated to vibrate the throttle grip when the stand sensor detects the stowed state of the stand.

The stand is retracted in the pushing mode and running start mode. Therefore, by using the stand sensor, it is possible to determine whether the saddle-riding vehicle is in a pushing mode or starting running mode, or whether it is in a stopped state.

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

In the fifth aspect of the present disclosure, contrary to the fourth aspect, the grip sensor has a function of detecting that the occupant is pulling the saddle vehicle in the backward direction. When the grip sensor detects that the occupant is pulling the saddle vehicle in the backward direction, the electric motor generates a backward assist force that causes the saddle vehicle to proceed at a speed equal to or lower than the second predetermined vehicle speed. Similar to the fourth example, this backward assist force can also be used to maintain the position of the saddle riding vehicle on a downhill slope.

In the sixth aspect of the present disclosure, the grip includes a grip sensor that detects that the occupant is gripping the grip, and a grip vibrator that vibrates the grip. Then, when the grip sensor detects gripping of the grip by the occupant after the saddle-riding vehicle has traveled and the vehicle speed is zero or less than a second predetermined vehicle speed that is lower than the first predetermined vehicle speed, The grip vibrator is activated to vibrate the grip.

In the sixth aspect of the present disclosure, vibrations of the grip can be notified to the occupant by both the throttle grip and the grip. The occupant can sense vibrations with both hands, and can more effectively prevent the saddle-riding vehicle from starting unintentionally.

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

In the eighth aspect of the present disclosure, the electronic throttle includes a throttle motor that drives a throttle valve to open and close. The vibrator uses the driving force of the throttle motor. By vibrating the throttle grip using a throttle motor installed for an internal combustion engine, the number of motors used can be reduced.

FIG. 1 is a side view of a saddle-ride vehicle. FIG. 2 is a perspective view showing the throttle grip. FIG. 3 is a perspective view of the throttle grip shown in FIG. 2 with a part of the cover removed. FIG. 4 is a perspective view showing the rotation angle sensor. FIG. 5 is a perspective view showing the grip sensor. FIG. 6 is a perspective view showing the sensor mounting position of the saddle riding vehicle. FIG. 7 is a configuration diagram showing the drive system of the electric saddle riding vehicle. FIG. 8 is a configuration diagram showing a control system of the electric saddle riding vehicle. FIG. 9 is a diagram illustrating the relationship between the amount of rotation of the throttle grip and the assist force. FIG. 10 is a flowchart illustrating the travel possible notification. FIG. 11 is a configuration diagram showing a drive system of a hybrid saddle riding vehicle. FIG. 12 is a configuration diagram showing a control system of a hybrid saddle riding vehicle. FIG. 13 is a perspective view of the electronic throttle. FIG. 14 is a configuration diagram showing another example of the vibrator. FIG. 15 is an enlarged perspective view of a portion of FIG. 14. FIG. 16 is a perspective view showing still another example of the vibrator. FIG. 17 is a perspective view showing still another example of the vibrator.

First Embodiment Hereinafter, a first embodiment of the present disclosure will be described based on the drawings. FIG. 1 is a side view of a saddle vehicle 100. The saddle riding vehicle in FIG. 1 is a two-wheeled scooter. However, the two-wheel scooter is an example of the saddle vehicle 100, and the saddle vehicle may be a motorcycle, a snowmobile, or a four-wheel buggy (ATV). Further, the vehicle does not need to have two wheels, and may have a plurality of front wheels 101 or a plurality of rear wheels 102. This disclosure relates to a saddle-riding vehicle in which the drive wheels are driven solely by an electric motor, at least in a running state at a first predetermined vehicle speed or lower.

The front wheel 101 is pivotally supported by a front fork 110. The front fork 110 is supported by a head pipe 111. The upper part of the front fork 110 is connected to a handle 112. The front wheel 101 can be rotated left and right by the handle 112. Grips are provided on the left and right sides of the handle 112 (as shown in FIG. 6). The grip on the right is a throttle grip 200 that adjusts the driving force. The rider accelerates the saddle vehicle 100 by rotating the throttle grip 200 clockwise. Conversely, when the occupant rotates the throttle grip 200 counterclockwise, the saddle-riding vehicle 100 decelerates. The grip on the left is a gripping grip 113.

Note that the forward and backward directions refer to the direction in which the saddle riding vehicle 100 moves forward as the front and the backward direction as the rear. The left-right direction refers to the right and left sides of the forward direction of the saddle riding vehicle 100. The up-down direction refers to the top side of the saddle riding vehicle 100 and the bottom side.

A meter 115 is arranged approximately at the center of the handle 112. A headlight 116 is arranged in front of this meter 115. Further, a start switch 300 is arranged on the handle 112. A key switch 301 is arranged near the meter 115. Note that in the saddle vehicle 100 that is driven without using a key, a main switch is provided. The key switch 301 in the present disclosure is a concept that includes a main switch.

The head pipe 111 forms part of the vehicle body frame 120. The vehicle body frame 120 includes a front frame 121, an intermediate frame 122, and a rear frame 123. The front frame 121 holds the above-mentioned head pipe 111. The intermediate frame 122 is arranged substantially horizontally. The intermediate frame 122 supports a footrest 130 on which the occupant rests his or her feet. Further, a stand 119 used for stopping the saddle vehicle 100 is rotatably attached to the intermediate frame 122.

The rear frame 123 extends obliquely upward and supports the power unit 140. Specifically, the rear frame 123 rotatably holds the front side of the power unit 140 with a support bolt 124. The rear frame 123 supports the rear of the power unit 140 with a shock absorber 125.

The power unit 140 includes an electric motor 141 and an inverter 142 (shown in FIG. 7). Electric motor 141 and inverter 142 are arranged in power unit 140. The electric motor 141 rotationally drives the rear wheels 102 when the vehicle is running. Therefore, in this example, the rear wheel 102 becomes the driving wheel. Hereinafter, the rear wheels will be referred to as drive wheels 102. When saddle riding vehicle 100 applies regenerative braking, electric motor 141 operates as a generator.

The number of rotations when the electric motor 141 is rotating is controlled by the inverter 142. Specifically, the inverter 142 converts the direct current of the battery 143 into three-phase alternating current. The inverter 142 controls the rotation speed of the electric motor 141 by adjusting the frequency of the three-phase alternating current. The inverter 142 can also control the rotational direction of the electric motor 141. Therefore, the saddle vehicle 100 can move both in the forward direction and in the backward direction. When electric motor 141 operates as a generator, inverter 142 converts three-phase alternating current into direct current, and charges battery 143 with the direct current. Note that the battery 143 can be provided in various types. Battery 143 may also be provided by a fuel cell.

The power unit 140 has a reduction mechanism including a reduction gear 144. The rotation of the electric motor 141 is reduced to a predetermined ratio by the reduction gear 144 and transmitted to the drive wheels 102. In other words, the drive torque of the electric motor 141 is increased by the reduction gear 144 and transmitted to the drive wheels 102.

The periphery of the rear frame 123 is covered by a vehicle body cover 190. A seat 191 on which a passenger is seated is fixed to the upper part of the vehicle body cover 190 at approximately the center. A utility space is provided below the seat 191 in which luggage such as a helmet can be stored. A battery 143 is arranged below the utility space.

As shown in FIG. 2, a cylindrical grip portion 201 is arranged on the throttle grip 200. The grip portion 201 is rotatable relative to the handle 112. FIG. 3 is a perspective view of FIG. 2 with the grip cover 202 removed. As shown in FIG. 3, a rotation angle sensor 210 and a vibrator 220 are arranged inside the grip cover 202.

The vibrator 220 includes a vibrator motor 221, a small gear 222 rotated by the vibrator motor 221, and a large gear 223 that meshes with the small gear 222. The vibrator motor 221 is rotationally controlled to rotate forward and backward. Rotation of the vibrator motor 221 is transmitted to the large gear 223 via the small gear 222. The large gear 223 is fixed to the grip portion 201. The grip portion 201 vibrates in accordance with the movement of the large gear 223.

The vibration of the grip portion 201 includes forward rotation (clockwise rotation) and reverse rotation (counterclockwise rotation) around the central axis of the throttle grip 200. The vibration of the grip portion 201 is a vibration that repeats normal rotation and reverse rotation. The vibration angle of the grip portion 201 is about 3 degrees to 10 degrees. The number of vibrations of the grip portion 201 is about 5 times per second. The vibration of the grip portion 201 includes, for example, a continuous vibration period of about 1 second and a stop period in which the vibration is stopped for about 1 second. Of course, the pattern and cycle of the vibrations are merely examples, and it is sufficient that vibrations that can be sensed by the passenger holding the throttle grip 200 are transmitted to the passenger.

The rotation angle sensor 210 includes a first magnet 211 and a second magnet 212, as shown in FIG. The rotation angle sensor 210 includes a Hall sensor 213 arranged between a first magnet 211 and a second magnet 212. The first magnet 211 and the second magnet 212 are fixed to the grip part 201. The positions of the first magnet 211 and the second magnet 212 move according to the rotation of the grip section 201. Hall sensor 213 is fixed to handle 112. The position of the Hall sensor 213 does not change depending on the rotation of the grip section 201. Therefore, when the occupant rotates the grip portion 201, the relative positions of the first magnet 211, the second magnet 212, and the Hall sensor 213 change. The Hall sensor 213 detects the amount of rotation of the grip portion 201 by detecting a change in magnetic flux accompanying this position change.

The occupant can grasp the throttle grip 200. Furthermore, the occupant can rotate the throttle grip 200. The throttle grip 200 is rotatable in a range from a zero position to a maximum position. The throttle grip 200 has a dead zone in a small operation range including the zero position. The dead zone extends approximately 10 degrees from the zero position. The dead zone is also called the play of the throttle grip 200. Rotation angle sensor 210 does not detect rotation of throttle grip 200 in the dead zone. The play of the throttle grip 200 contributes to preventing the occupant's unconscious rotational operation of the grip portion 201 from being detected. In other words, the play of the throttle grip 200 contributes to suppressing the behavior of the saddle vehicle 100 that is not intended by the occupant. Furthermore, even if the vibrator 220 vibrates the grip part 201, the change in the rotation angle of the grip part 201 due to the vibration of the vibrator 220 is within the dead zone of the rotation angle sensor 210. The rotation angle sensor 210 detects the rotation of the throttle grip 200 within the effective operation range from beyond the dead zone to the maximum position. The detection angle (resolution) of the rotation angle sensor 210 is about 0.1 degree. Since the dead zone and the effective operation range do not overlap, the rotation angle change due to vibration of the vibrator 220 is not detected by the rotation angle sensor 210. Therefore, the control unit, which will be described later, will not misjudge the rotational angle change caused by the vibration of the vibrator 220 and the angle change caused by the rider operating the throttle grip 200 to adjust the driving force.

A grip sensor 230 is also arranged in the grip part 201. The grip sensor 230 includes a first grip sensor 231 shown by a solid line in FIG. 3 and a second grip sensor 232 shown by a broken line. The first grip sensor 231 is arranged at a position where the passenger's palm comes into contact. The second grip sensor 232 is arranged at a position where the passenger's fingers come into contact with it.

As shown in FIG. 5, the grip sensor 230 is a pressure sensor such as a strain gauge or a piezoelectric element. The voltage between the input line 234 and the output line 235 changes depending on the pressure applied to the sensing section 233. Based on this change in voltage, it is detected whether or not the grip section 201 is being gripped, and with what force (gripping force) it is being gripped.

In FIGS. 2 and 3, the grip sensor 230 disposed on the throttle grip 200 has been described. In addition to this, the grip sensor 230 is also arranged on the grip grip 113. The grip sensor 230 is the same for both the throttle grip 200 and the grip grip 113. The grip sensor 230 of the grip 113 is referred to as a grip sensor. Further, a vibrator 220 is also arranged on the grip 113. In this embodiment, when the vibrator 220 vibrates, the left and right grips vibrate. Thereby, the vibration of the vibrator 220 can be accurately transmitted to the occupant. Note that the vibrator 220 of the grip 113 is also similar to the vibrator 220 of the throttle grip 200. The vibrator 220 of the grip 113 is called a grip vibrator. The vibration pattern and period of the grip vibrator are set to be the same as those of the vibrator 220 of the throttle grip 200.

The above describes the sensors arranged on the throttle grip 200 and the grip 113. The saddle-riding vehicle 100 is also equipped with many other sensors. The locations of the various sensors and the sensing targets will be explained using Figure 6. As described above, the start switch 300 is located near the throttle grip 200. The start switch 300 is a button switch that is pressed by the rider when starting the saddle-riding vehicle 100. Also, as described above, the key switch 301 is located near the meter 115. To start the saddle-riding vehicle 100, both the key switch 301 and the start switch 300 must be turned on.

A seating sensor 302 is arranged on the seat 191 to detect whether or not an occupant is seated on the seat 191. Seating sensor 302 may be provided by a pressure sensitive sensor similar to grip sensor 230. However, instead of the pressure sensor, a contact switch that detects on/off may be used. In this case, the switch is turned on when the occupant sits on the seat, and is turned off when the occupant gets off the seat.

A tilt angle sensor 303 is also arranged on the seat 191. Tilt angle sensor 303 includes a gyro sensor. The tilt angle sensor 303 detects whether the saddle-riding vehicle 100 is tilted in the left-right direction and to what extent it is tilted (the tilt angle). Further, a center of gravity position sensor 304 is arranged on the head pipe 111. This center of gravity position sensor 304 also includes a gyro sensor. The center of gravity position sensor 304 detects whether the center of gravity position of the saddle riding vehicle 100 has moved forward or backward. The center of gravity position sensor 304 can detect whether the occupant is leaning forward.

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

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

A battery remaining amount sensor 307 that detects the remaining battery amount is arranged in the battery 143. The battery remaining amount sensor 307 detects the voltage value or current value of the battery 143.

The vehicle speed measured by the vehicle speed sensor 308 is displayed on the meter 115. Vehicle speed sensor 308 calculates the vehicle speed of saddle riding vehicle 100 based on the rotation speed of electric motor 141. Of course, the vehicle speed may be calculated from the rotation speed of the front wheels 101.

FIG. 8 is a block diagram showing the control system. The control system includes a control unit 350 and a control section 351. The control unit 351 includes an electronic controller. The controller includes at least one processor circuit. One example of a processor circuit is a processor circuit that executes a program as a collection of instructions. The processor circuit is a so-called microprocessor and is provided as a chip. The controller includes a non-temporary physical recording medium that records programs and data. The processor circuit provides the functionality of the device according to this disclosure by executing a program. Another example of a processor circuit is a processor circuit that includes multiple logic circuits or analog circuits. A plurality of logic circuits or an analog circuit includes a plurality of substantial elements and their electrical connections so as to provide the functions of the device according to this disclosure. Processor circuits have various names such as accelerators, gate arrays, and field-programmable gate arrays (FPGAs). The controller is also called a microcontroller or a microcomputer.

As shown in FIG. 8, the control system includes multiple sensors and multiple actuators. The plurality of sensors include a key switch 301, a start switch 300, a grip sensor 230, a rotation angle sensor 210, a seating sensor 302, a stand sensor 306, a step sensor 305, a remaining battery level sensor 307, a tilt angle sensor 303, a center of gravity position sensor 304, A vehicle speed sensor 308 is included. Signals from the plurality of sensors are input to the control section 351 of the control unit 350. The control unit 351 determines whether the saddle riding vehicle 100 can be started based on the signals from the key switch 301 and the start switch 300. Further, the control unit 351 calculates whether to increase or decrease the vehicle speed based on the signal from the rotation angle sensor 210 and outputs a speed signal to the inverter 142. Inverter 142 controls the rotation speed of electric motor 141 based on instructions from control unit 351 .

The control unit 351 uses signals from various sensors to keep the saddle vehicle 100 in a stopped state so that the rider does not unintentionally operate the throttle grip 200 during periods other than normal driving. Determine whether or not. When the occupant is pushing the saddle vehicle 100 around, the vibrator 220 is used to notify the occupant whether assistance is possible. Furthermore, even when the occupant is seated and about to start traveling, the vibrator 220 is used to notify the occupant that the vehicle is ready to travel.

FIG. 10 shows the flowchart. After the control start step S400, if the key switch 301 is on (S401), the control unit 351 is activated (S402). Next, it is determined whether the start switch 300 is on (S403). If the start switch 300 is off, running is prohibited (S404).

If the start switch 300 is on, the signal from the grip sensor 230 is detected (S405). If no signal is detected, the vehicle is prohibited from driving because the occupant is not holding the steering wheel 112 (S404). When the signal from the grip sensor 230 confirms that the occupant is gripping the steering wheel 112, the process proceeds to next stop determination step S406.

In FIG. 10, since there are three or more branches in step S406, step S406 is illustrated by a plurality of steps S406a, S406b, and S406c. In the stop determination step S406, it is determined whether the vehicle is in a movable state AS, a running state BS, or a running prohibited state CS. The movable state AS includes a travel preparation state A-1 in which the saddle vehicle 100 is allowed to travel, and an assist preparation state A-2 in which the saddle vehicle 100 is assisted in moving by hand. Furthermore, the assist preparation state A-2 includes a forward mode and a reverse mode.

Step S406a is a first determination step that determines whether or not the vehicle is in the running state BS. In step S406a, it is determined whether the saddle riding vehicle 100 is traveling based on the signal from the vehicle speed sensor 308. Step S406a may include determining whether the vehicle speed detected by vehicle speed sensor 308 exceeds a predetermined threshold. The threshold value can be zero or a low speed corresponding to a stop. Step S406a can include processing for determining that the vehicle is running when the stand is in the stowed state, and processing for determining that the vehicle is running when the passenger is seated on the seat.

If it is determined in step S406a that the vehicle is running, the process advances to step S409. If the determination in step S406a is NO, the process advances to step S406b.

Step S406b is a second determination step for determining whether or not the vehicle is in a traveling prohibited state CS. Step S406b determines that the vehicle is in a traveling prohibited state CS when the stand sensor 306 detects that the stand is extended. Step S406b may include a process for determining that the vehicle is in a traveling prohibited state CS when the inclination sensor 303 detects that the inclination of the vehicle body exceeds a predetermined threshold value.

If it is determined in step S406b that running is prohibited, the process advances to step S404. If the determination in step S406b is NO, it is determined that AS is in the movable state, and the process advances to step S406c.

Step S406c is a third determination step that determines whether the vehicle is in the travel preparation state A-1 or the assist preparation state A-2. In step S406c, if the seating sensor 302 detects that the occupant is seated on the seat, it is determined that the vehicle is in the travel preparation state A-1. In step S406c, if the seating sensor 302 detects that the occupant is not seated on the seat, it is determined that the assist preparation state A-2 is present.

If it is determined in step S406c that the travel preparation state is A-1, the process advances to step S4071. If it is determined in step S406c that the assist preparation state is A-2, the process advances to step S4072.

(Running preparation state A-1)
First, the travel preparation state A-1 in which the saddle riding vehicle 100 is permitted to travel will be described. In the stop determination step S406, it is determined based on the signal from the vehicle speed sensor 308 whether the vehicle speed of the saddle-riding vehicle 100 is zero or lower than a predetermined low speed. This low predetermined speed is a second predetermined vehicle speed, and is, for example, about 1 kilometer per hour. Furthermore, in the stop determination step S406, it is confirmed using the signal from the stand sensor 306 that the stand 119 is in the storage position. In addition, in the stop determination step S406, the seating sensor 302 confirms that the occupant is seated on the seat 191. Furthermore, in the stop determination step S406, it is confirmed by the inclination angle sensor 303 that the saddle riding vehicle 100 is not tilted significantly.

As a result, the saddle-riding vehicle 100 is neither stopped by the stand nor is the saddle-riding vehicle 100 tilted due to loss of balance, but is in a state where the rider is attempting to start by operating the throttle grip 200. can be determined. In this case, a travel possible notification S4071 is given to the occupant. This travel-ready notification S4071 is performed by activating the vibrator 220 and vibrating the throttle grip 200 and the grip grip 113. As a vibration pattern, the above-mentioned vibration for 1 second and stop for 1 second are repeated. After issuing the travel permission notification S4071, the saddle riding vehicle 100 is permitted to travel in S4081. The rider can start the saddle vehicle 100 by rotating the throttle grip 200 clockwise.

(Assist preparation state A-2)
Next, an assist preparation state A-2 for assisting manual movement of the saddle vehicle 100 will be explained. In stoppage determination step S406, it is determined that the signal from the vehicle speed sensor 308 is less than or equal to the second predetermined vehicle speed. Then, in the stop determination step S406, using the signal from the stand sensor 306, it is confirmed that the stand 119 is in the storage position. Further, in the stop determination step S406, the inclination angle sensor 303 confirms that the saddle riding vehicle 100 is not tilted significantly. However, the determination by the seating sensor 302 confirms that the occupant is not seated on the seat 191 in the stop determination step S406. This confirms that the occupant is not sitting on the seat 191 and attempting to start the vehicle. A typical state is detected when the occupant gets off the saddle vehicle 100 and tries to push the vehicle around. In addition, it is confirmed that the saddle riding vehicle 100 does not tilt due to the rider losing balance even when pushing the vehicle.

If the above can be confirmed, a manual push assist possibility notification S4072 is sent to the occupant. This manual push assist possibility notification S4072 also includes a step of activating the vibrator 220. The assist possible notification S4072 is executed by vibrating the throttle grip 200 and the grip grip 113. However, the vibration pattern is different from that of the travel permission notification S4071. For example, vibration is repeated for 0.5 seconds and stopped for 0.5 seconds. The travel permission notification S4071 and the hand-push assist possibility notification S4072 generate different vibrations that can be identified by the occupant.

The hand push assist possibility notification S4072 notifies the occupant that assistance by the electric motor 141 is possible. Further, the manual push assist possibility notification S4072 also serves as a notification that the electric motor 141 is rotatable. This can provide a notification that prevents the rider from unintentionally rotating the throttle grip 200 and starting the saddle vehicle 100.

After the control unit 351 issues manual push assist permission notification S4072, the controller 351 shifts to a manual push assist permission state S4082.

The states of the hand-push assist permission S4082 include a forward mode and a reverse mode. The forward mode assists the saddle-riding vehicle 100 in the forward direction FW. The reverse mode assists the saddle-riding vehicle 100 in the reverse direction RV. To distinguish between the forward mode and the reverse mode, the control unit 351 determines in step S4083 whether the occupant is requesting movement in the forward direction FW or in the reverse direction RV.

The grip sensor 230 has a function of detecting that the occupant is pushing the saddle-riding vehicle 100 in the forward direction FW. If the control unit 351 determines in step S4083 that the occupant requests movement in the forward direction FW, the process proceeds to step S4084. Step S4084 provides forward mode. When the grip sensor 230 detects that the occupant is pushing the saddle vehicle 100 in the forward direction FW, the control unit 351 causes the electric motor 141 to apply a forward assist force FWA that causes the saddle vehicle 100 to move in the forward direction FW. cause

The grip sensor 230 has a function of detecting that the occupant is pulling the saddle vehicle 100 in the backward direction RV. If the control unit 351 determines in step S4083 that the occupant requests movement in the reverse direction RV, the process proceeds to step S4085. Step S4085 provides a reverse mode. When the grip sensor 230 detects that the occupant is pulling the saddle vehicle 100 in the reverse direction RV, the control unit 351 causes the electric motor 141 to apply a reverse assist force to move the saddle vehicle 100 backward in the reverse direction RV. Generate RVA.

The forward assist force FWA and the reverse assist force RVA can be set as fixed values or adjustable variable values. In consideration of the operability of the saddle-riding vehicle 100, the forward assist force FWA may be adjustable to be greater than the reverse assist force RVA. In the following description, an example will be described in which the forward assist force FWA can be adjusted in stages.

In the state of manual push assist permission S4082, the control unit 351 performs three stages of assist as shown in FIG. 9, depending on the opening degree of the throttle grip 200. The horizontal axis indicates the rotation amount TH (°) of the throttle grip 200. The vertical axis indicates assist force ASS (N).

The assist stage ASS1 is a weak assist to prevent the saddle-riding vehicle 100 from rolling on a slope. The control unit 351 calculates the necessary assist force from the grip force detected by the grip sensor 230 even if the throttle grip 200 is not rotating. The control unit 351 detects whether the slope is uphill or downhill from the difference in pressure between the first gripping sensor 231 on the palm side and the second gripping sensor 232 on the finger side. Further, the control unit 351 calculates the inclination angle of the slope according to the pressure difference, and calculates the necessary assist force according to the inclination angle of the slope. The control unit 351 can improve the calculation accuracy of the assist force by adding the signal from the center of gravity position sensor 304 in addition to the signals from the first grip sensor 231 and the second grip sensor 232. The inverter 142 outputs a predetermined electric power to the electric motor 141 so that an assist force according to the calculation result of the control unit 351 is generated.

Since this state is a stopped state of the saddle riding vehicle 100, the control unit 351 periodically issues the hand push assist possible notification S4072 until the notification condition is resolved. In this example, the basic vibration pattern of the hand push assist possible notification S4072 is a repetition of 0.5 second vibration and 0.5 second stop. This basic pattern is emphasized by being executed with an emphasis pattern that includes a continuation of about 3 seconds and a stop of about 2 seconds. This emphasis pattern is repeated. This periodically repeated pattern can be changed in various ways. For example, the vibration pattern may continue for 5 seconds and stop for 5 seconds. Vibration may also be continuous without periodic repetition.

The assist stage ASS2 is a speed that is slow enough to move the saddle vehicle 100 when parking it. Assist stage 2 is, for example, about 1 kilometer per hour. The control unit 351 instructs the inverter 142 to set the vehicle speed to 1 kilometer per hour. Inverter 142 outputs electric power equivalent to 1 km/h to electric motor 141. Since this slow speed is less than the second predetermined vehicle speed, the control unit 351 also periodically issues manual push assist possible notification S4072 to the occupant. Since assist stage 2 is a weak assist force, there is a risk that the occupant may forget that he or she is receiving assistance. However, by periodically issuing the manual push assist possibility notification S4072, it is possible to prevent the occupant from rotating the throttle grip 200 unintentionally. The control unit 351 continues the manual push assist possible notification S4072 until the notification condition for the manual push assist possible notification S4072 is resolved.

Assist stage ASS3 is a speed at the level of pushing the vehicle in a residential area or the like. Assist stage 3 is a speed below 5 kilometers per hour, which is walking speed. The control unit 351 instructs the inverter 142 to operate at a speed of less than 5 kilometers per hour according to the output of the rotation angle sensor 210. Inverter 142 rotates electric motor 141 according to the designated speed. In this state, since the vehicle is moving faster than the second predetermined vehicle speed, the control unit 351 does not issue the travel possible notification S4071. This is because the occupant understands that he/she is pushing the saddle-riding vehicle 100 while receiving the assist force, so the travel-ready notification S4071 is unnecessary. There is no need to issue the travel-ready notification S4071 to bother the occupants. Of course, if the second predetermined vehicle speed is set to about 6 kilometers per hour, it is possible to issue the travel possible notification S4071 even in the assist stage ASS3.

As shown in FIG. 9, the rotation amount TH of the throttle grip 200 when transitioning from assist stage ASS2 to assist stage ASS3 is different from the rotation amount TH of throttle grip 200 when transitioning from assist stage ASS1 to assist stage ASS2. It's getting bigger. For example, the rotation amount TH of the throttle grip 200 when transitioning from the assist stage ASS2 to the assist stage ASS3 is set to a large rotation amount of about 45 degrees or more. Therefore, the occupant needs to intentionally rotate the throttle grip 200 significantly in order to shift to the assist stage ASS3. This is to prevent the transition from the assist stage ASS2 to the assist stage ASS3 against the occupant's will.

(Running state BS)
If the control unit 351 determines in the stop determination S406 that the saddle-riding vehicle 100 is not in the movable state AS but in the running state BS, it controls the vehicle speed according to the intention of the occupant. This running state BS is a state in which the vehicle speed obtained from the vehicle speed sensor 308 is faster than the second predetermined vehicle speed. Further, the stand sensor 306 detects the storage position of the stand, and the seating sensor 302 detects whether the occupant is seated. In the running state BS, the notification S4071 that driving is possible and the notification S4072 that manual push assist is possible are not performed, so the occupants are not bothered.

When the occupant rotates the throttle grip 200, the control unit 351 calculates the vehicle speed according to the output of the rotation angle sensor 210, and instructs the inverter 142 about the calculation result. The inverter 142 then rotates the electric motor 141 to achieve the instructed vehicle speed.

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

(Running prohibited state CS)
In the stop determination S406, a state in which the vehicle is not allowed to travel in the travel preparation state A-1 in S4081, is not in the hand-push assist permission S4082 in the assist preparation state A-2, and is not in the running state BS is normally not expected. . It is also possible that the sensor is outputting an incorrect signal. In this case, the control unit 351 moves to a run prohibition S404 as a run prohibition state CS.

In the control flow of FIG. 10, the control unit 351 determines that the moving state is enabled in the stop determination S406, determines that the traveling state is BS, or determines that the traveling state is prohibited (S404). , it is confirmed whether the key switch 301 remains on (S409). Here, if it is confirmed that the key switch 301 is on, the control unit 351 repeats the flow from step S403 for determining whether the start switch 300 is on. If the key switch 301 is turned off, the control unit 351 determines that the operation of the saddle riding vehicle 100 has ended, and ends the control flow (S410). However, even if the key switch 301 is turned off, it is possible to continue the determination by the control unit 351 for a while using the self-holding power supply.

Second Embodiment In the first embodiment, the saddle vehicle 100 is an electric vehicle driven only by an electric motor 141. Alternatively, the saddle vehicle 100 may be a hybrid vehicle driven by an electric motor 141 and an internal combustion engine 150. As shown in FIG. 11, in an internal combustion engine 150, a piston 152 reciprocates within a cylinder block 151. The reciprocating movement of the piston 152 rotates the drive shaft 154 via the connecting rod 153. The rotation of the drive shaft 154 is transmitted to the drive shaft 158 via a drive pulley 155, a belt 156, and a driven pulley 157. The driving force from the internal combustion engine 150 and the driving force from the electric motor 141 can be input to the drive shaft 158, and a clutch 160 switches which driving force is used. The driving force of the drive shaft 158 is transmitted to the drive wheels 102 via the reduction gear 144, similar to an electric vehicle.

Note that FIG. 11 is an example of a driving force transmission mechanism of a hybrid vehicle. As long as the saddle riding vehicle 100 can be driven by both the electric motor 141 and the internal combustion engine 150, the drive form of the hybrid vehicle may include other examples of power transmission.

The rotation of the internal combustion engine 150 is also transmitted to the second motor 170. When starting the internal combustion engine 150, the second motor 170 functions as a starter, and the second motor 170 rotates to rotate the drive shaft 154 of the internal combustion engine 150. At that time, the second inverter 171 converts the direct current from the battery 143 into three-phase alternating current to rotate the second motor. When the remaining capacity of the battery 143 decreases, the second motor functions as a generator. The second inverter 171 converts alternating current into direct current and supplies power to battery 143 . The remaining amount of the battery 143 is detected by a remaining battery amount sensor 307.

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

At the start, the drive wheels 102 are driven only by the electric motor 141. At low speeds, the electric motor 141 has a higher torque than the internal combustion engine 150, so the electric motor 141 allows smooth starting. From the start to a predetermined low speed, the drive wheels 102 are driven only by the electric motor 141. This predetermined low speed is, for example, about 10 to 15 kilometers per hour. This becomes the first predetermined vehicle speed. Therefore, the first predetermined vehicle speed is a predetermined low speed for the hybrid vehicle. In an electric vehicle, the first predetermined vehicle speed is all vehicle speeds at which the saddle-riding vehicle 100 can travel.

Therefore, in both the hybrid vehicle and the electric vehicle, when the vehicle speed is below the first predetermined speed, the saddle vehicle 100 is driven only by the electric motor 141. This state includes a state in which the saddle vehicle 100 is seated and started, and a state in which the saddle vehicle 100 is pushed around. When using the internal combustion engine 150, the operating sound and vibrations of the internal combustion engine 150 can be tactilely felt by holding the steering wheel 112 or sitting on the seat 191. On the other hand, when only the electric motor 141 is driven, the driving noise is low, and there is no operating noise or vibration like when the internal combustion engine 150 is in an idling state. Therefore, the occupant may not be aware that the saddle-riding vehicle 100 is ready for activation, and may unintentionally rotate the throttle grip 200. However, as described above, in such a state, the notification S4071 that driving is possible and the notification S4072 that manual push assistance is possible can be issued to attract the attention of the occupant.

When the vehicle speed of a hybrid vehicle exceeds a first predetermined vehicle speed, the internal combustion engine 150 drives the drive shaft 158 instead of the electric motor 141. Since the internal combustion engine 150 is in an efficient operating state when operating at a high speed and a constant speed, the saddle-riding vehicle 100 can be operated with high efficiency.

When the hybrid vehicle is being driven by the internal combustion engine 150 at a first predetermined vehicle speed or higher and the occupant further rotates the throttle grip 200 to accelerate the saddle-riding vehicle 100, the driving force from the electric motor 141 is utilized. be able to. The driving force of the electric motor 141 is utilized by increasing the rotational speed of the internal combustion engine 150 and also rotating the electric motor 141 to add driving force. Alternatively, the rotation speed of the drive shaft 158 can be increased by adding the driving force of the electric motor 141 while keeping the rotation speed of the internal combustion engine 150 constant.

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

The throttle valve 181 is rotated by a throttle motor 183. The throttle motor 183 is accommodated in a housing 184, and therefore, reference numeral 183 in FIG.
Third Embodiment Instead of the above embodiment, the movement of the throttle motor 183 may be transmitted to the grip portion 201 of the throttle grip 200 by a mechanical wire 185. In this case, the throttle motor 183 is vibrated. The vibration of the throttle motor 183 is mechanically transmitted to the grip portion 201 of the throttle grip 200. This makes it possible for the throttle motor 183 of the electronic throttle 180 to assume the function of the vibrator motor 221. The opening of the housing 184 is closed by a case 186.

However, in the case of the internal combustion engine 150, the electronic throttle 180 is not always used. There is also an example in which the amount of rotation of the throttle grip 200 is transmitted to the throttle valve 181 using a mechanical wire. In such an example, since the throttle motor 183 is not provided, the vibrator motor 221 is required.

Even in the case of a hybrid vehicle, when the vehicle speed of the saddle riding vehicle 100 is zero or equal to or lower than a second predetermined vehicle speed, a stop determination S406 is performed as in the example of FIG. 10. Similarly, the driving enable notification S4071 and the hand-push assist enable notification S4072 are performed by vibrating the throttle grip 200 and the grip grip 113. The vibration of the driving enable notification S4071 and the hand-push assist enable notification S4072 may be performed using the vibrator motor 221 shown in FIG. 3, or the throttle motor 183 of the electronic throttle 180 shown in FIG. 13 may vibrate the throttle grip 200. However, the vibration of the grip grip 113 is performed using the vibrator motor 221 in both electric and hybrid vehicles.

Fourth Embodiment Various means can be used to vibrate the throttle grip 200 and the grip grip 113 in addition to the forward and reverse rotation of the vibrator motor 221. As shown in FIG. 14, the vibrator motor 221 may be rotated in a fixed direction, and the small gear 222 may be rotated using the link mechanism 225. FIG. 15 shows an enlarged view of the link mechanism 225, and by using the link mechanism 225, the small gear 222 held at a predetermined position can be rotated forward or reverse. Although adding the crank mechanism 225 increases costs, since the vibrator motor 221 only needs to rotate in a fixed direction, the vibrator motor 221 can be easily controlled.

Fifth Embodiment Furthermore, as shown in FIG. 16, a vibrator motor 221 may be arranged inside the grip section 201, and the eccentric weight 226 may be rotated by the vibrator motor 221. By rotating the eccentric weight 226, the grip portion 201 can be vibrated.

Sixth Embodiment As shown in FIG. 17, a vibrator solenoid 227 may be arranged inside the grip section 201. In this example, the solenoid shaft 228 of the vibrator solenoid 227 is connected to the grip portion 201. In the example shown in FIG. 17, the grip portion 201 is locked to the handle 112 so as to be movable in the axial direction. When the vibrator solenoid 227 is energized, it is displaced in one direction by the excitation force, and when it is not energized, it is displaced in the other direction by the spring force. By repeating energization and interruption of the vibrator solenoid 227 at predetermined intervals, the grip portion 201 can be vibrated in the axial direction of the handle 112.

Other Embodiments Although the throttle grip 200 is described in FIGS. 14 to 17, the configuration of the vibrator 220 is the same for the grip grip 113. It is possible to use vibrator 220 of various structures in grasping grip 113. A passenger normally grips the handlebars 112 of the saddle vehicle 100 on both the left and right sides. Therefore, it is desirable to provide the grip sensor 230 for the grip grip 113 not only on the right throttle grip 200 but also on the left grip grip 113. This makes it possible to detect that the occupant is correctly holding the left and right grips.

Of course, the arrangement of the vibrator 220 is essential for the throttle grip 200. A vibrator 220 may be arranged in the grip 113 as necessary. It is also possible to provide the grip 113 without the vibrator 220. By vibrating both the grip grip 113 and the throttle grip 200, the occupant can be more accurately notified of the travel-ready notification S4071. However, even if the notification is only from the throttle grip 200, it is possible for the occupant to sense the driving possible notification S4071.

Even if the vibrator 220 is not placed on the grip 113, the grip sensor 230 may be installed on the grip 113. Since the saddle riding vehicle 100 is usually pushed while holding the left and right grips, it is possible to accurately detect the pushing state. However, the grip sensor 230 of the grip 113 is not essential. It is also possible to arrange the grip sensor 230 only on the throttle grip 200.

Furthermore, in the above example, the signal from the seating sensor 302 and the signal from the stand sensor 306 are used for the stop determination S406. This is desirable because it is possible to accurately detect a state in which the occupant is trying to push the saddle vehicle 100 around. However, even if the stand sensor 306 is abolished, it is still possible to determine whether the occupant is pushing the vehicle using the grip sensor 230, vehicle speed sensor 308, and seating sensor 302.

Furthermore, the seating sensor 302 may also be eliminated if necessary. In this case, it is difficult to determine whether the occupant is riding the saddle vehicle 100 or is trying to get off and push the saddle. However, the grip sensor 230 and the vehicle speed sensor 308 can detect at least a state in which the occupant is trying to push the vehicle. Furthermore, even in this case, if the occupant is riding in the saddle-riding vehicle 100 and the vehicle speed is less than or equal to the second predetermined vehicle speed, the travel possible notification S4071 will be notified. Therefore, even if the seating sensor 302 is abolished, the occupant is notified that the saddle riding vehicle 100 can be started. The effect of preventing unexpected activation can be demonstrated even while riding.

Note that when the saddle-riding vehicle 100 is being pushed around, generally the saddle-riding vehicle 100 is pushed around once it has finished running, stopped, and then the saddle-riding vehicle 100 is pushed around. However, the present disclosure does not exclude a usage mode in which the device is pushed and walked immediately after the key switch 301 and start switch 300 are turned on. If it is possible to prevent an unintentional rotation operation of the throttle grip 200 when pushing the saddle vehicle 100 after normal driving, the rider may be notified of the possibility of driving S4071 even when the saddle riding vehicle 100 is pushing the vehicle 100 before driving. good.

Furthermore, in the above example, when the saddle-riding vehicle 100 is being pushed while the saddle-riding vehicle 100 is being pushed, two sensors are used: the first grip sensor 231 that can detect the pressing force in the forward direction, and the second grip sensor 232 that can detect the tension state. It was. This is desirable in determining whether the assist force should be applied in the forward direction or in the backward direction. However, it is possible to use only one grip sensor 230 if necessary. In that case, it is reasonable to leave the first grip sensor 231 that easily detects pushing while walking.

Furthermore, in the above example, the vibration patterns of the vibrator 220 were made different between the travel possible notification S4071 in the movable state AS and the manual push assist possible notification S4072. It is desirable for the occupants to know whether they are riding or pushing the vehicle. However, the vibration pattern of the vibrator 220 may be the same in the travel possible notification S4071 in the movable state AS and the manual push assist possible notification S4072.

Furthermore, in the above example, the movable state AS was further divided into a travel preparation state A-1 and an assist preparation state A-2. This configuration is desirable because it is possible to notify the passenger of the possibility of driving S4071 in the driving preparation state A-1. However, what the present disclosure particularly requires is manual assist possible notification S4072. If necessary, the travel preparation state A-1 may be abolished.

This specification discloses several technical ideas and several combinations of them, as listed below.

(Technical thought 1)
a handle having a throttle grip and a grip grip on the left and right sides;
A seat for a passenger to sit on;
a driving wheel;
A saddle-riding vehicle comprising an electric motor that independently drives the drive wheels at least in a running state at a first predetermined vehicle speed or lower,
The throttle grip includes a grip sensor that detects that an occupant is gripping the throttle grip, a rotation angle sensor that detects the amount of rotation of the throttle grip, and a vibrator that vibrates the throttle grip,
When the gripping sensor detects gripping of the throttle grip by an occupant after the saddle-riding vehicle has traveled and the vehicle speed is zero or less than a second predetermined vehicle speed that is lower than the first predetermined vehicle speed, A saddle riding vehicle characterized in that the throttle grip is vibrated by activating a vibrator.

(Technical Concept 2)
The saddle-ride vehicle according to Technical Idea 1, characterized in that the seat is provided with a seating sensor for detecting whether a passenger is seated on the seat.

(Technical thought 3)
The saddle vehicle further includes a stand that maintains the stopped state of the saddle vehicle, and a stand sensor that detects a stored state of the stand,
The saddle riding vehicle according to

technical idea

1 or 2, wherein the vibrator activates the vibrator to vibrate the throttle grip when it is detected that the stand sensor is in the stored state.

(Technical thought 4)
The grip sensor has a function of detecting that an occupant is pushing the saddle vehicle in a forward direction,
The technical idea is characterized in that when the grip sensor detects that an occupant is pushing the saddle vehicle in a forward direction, the electric motor generates a forward assisting force that causes the saddle vehicle to advance. The saddle-riding vehicle according to any one of 1 to 3.

(Technical Thought 5)
The grip sensor has a function of detecting that the occupant is pulling the saddle vehicle in a backward direction,
The technical feature is characterized in that when the grip sensor detects that the occupant is pulling the saddle vehicle in a backward direction, the electric motor generates a backward assist force that causes the saddle vehicle to move backward. The saddle-riding vehicle according to any one of Ideas 1 to 4.

(Technical Thought 6)
The grip includes a grip sensor that detects that an occupant is gripping the grip, and a grip vibrator that vibrates the grip,
After the saddle-riding vehicle has traveled and the vehicle speed is zero or less than a second predetermined vehicle speed, when the grip sensor detects that the grip is gripped by the occupant, the grip vibrator is activated. The saddle riding vehicle according to any one of technical ideas 1 to 5, characterized in that the grip is vibrated.

(Technical Thought 7)
The saddle riding vehicle further includes an internal combustion engine that drives the driving wheels when the vehicle speed is equal to or higher than the first predetermined vehicle speed, and an electronic throttle that opens and closes a throttle valve of the internal combustion engine.
The saddle riding vehicle according to any one of technical ideas 1 to 6, characterized in that:

(Technical Thought 8)
The electronic throttle includes a throttle motor that opens and closes the throttle valve, and
The saddle riding vehicle according to technical idea 7, wherein the vibrator is the throttle motor.

Claims

a handle having a throttle grip and a grip grip on the left and right sides;
A seat for a passenger to sit on;
a driving wheel;
A saddle riding vehicle comprising: an electric motor that independently drives the driving wheels at least in a running state at a first predetermined vehicle speed or lower;
The throttle grip is
a grip sensor that detects that an occupant is gripping the throttle grip;
a rotation angle sensor that detects the amount of rotation of the throttle grip;
comprising a vibrator that vibrates the throttle grip,
When the gripping sensor detects gripping of the throttle grip by the occupant after the saddle-riding vehicle has traveled and the vehicle speed is zero or less than a second predetermined vehicle speed that is lower than the first predetermined vehicle speed, A saddle riding vehicle that activates a vibrator to vibrate the throttle grip.
The saddle riding vehicle according to claim 1, wherein the seat is provided with a seating sensor that detects whether the occupant is seated.
The saddle-riding vehicle further includes a stand that maintains the stopped state of the saddle-riding vehicle, and a stand sensor that detects a stored state of the stand,
The saddle riding vehicle according to claim 1, wherein the vibrator activates the vibrator to vibrate the throttle grip when detecting that the stand sensor is in the stored state.
The grip sensor has a function of detecting that an occupant is pushing the saddle vehicle in a forward direction,
The saddle ride according to claim 1, wherein when the grip sensor detects that the occupant is pushing the saddle ride vehicle in the forward direction, the electric motor generates a forward assisting force that causes the saddle ride vehicle to advance. vehicle.
The grip sensor has a function of detecting that the occupant is pulling the saddle vehicle in a backward direction,
The saddle according to claim 1, wherein when the grip sensor detects that the occupant is pulling the saddle vehicle in a backward direction, the electric motor generates a backward assist force that causes the saddle vehicle to move backward. Riding vehicle.
The grip includes a grip sensor that detects that an occupant is gripping the grip, and a grip vibrator that vibrates the grip,
After the saddle-riding vehicle has traveled and the vehicle speed is zero or less than a second predetermined vehicle speed, when the grip sensor detects that the grip is gripped by the occupant, the grip vibrator is activated. The saddle riding vehicle according to claim 1, wherein the grip is vibrated.
The saddle riding vehicle according to claim 1, further comprising an internal combustion engine that drives the drive wheels when the vehicle speed is equal to or higher than the first predetermined vehicle speed, and an electronic throttle that opens and closes a throttle valve of the internal combustion engine. .
The electronic throttle includes a throttle motor that opens and closes the throttle valve, and
The saddle riding vehicle according to claim 7, wherein the vibrator is the throttle motor.