JP6940573B2 - Saddle-type vehicle and operating device - Google Patents

Description

The present invention relates to a saddle-mounted vehicle and an operating device.

Patent Document 1 discloses a throttle device for operating an accelerator in a motorcycle. The throttle device disclosed in Patent Document 1 is attached to the right end of a pipe-shaped handle of a motorcycle, and the occupant grips the throttle grip and rotates it to adjust the output (throttle opening) of the engine. be able to.

JP-A-2009-143508

For example, in an emergency, it is assumed that the brake operation is performed during the accelerator operation. However, as disclosed in Patent Document 1, it is difficult to grip the brake lever during the rotation operation of the throttle grip in the conventional configuration in which the occupant operates the accelerator by rotating the throttle grip. Therefore, it is desired to have a configuration in which the brake operation can be performed quickly even during the accelerator operation.

Therefore, an object of the present invention is to provide a technique capable of performing a brake operation during an accelerator operation more quickly.

The saddle-mounted vehicle according to the present invention according to claim 1 is provided at the end of the handlebar (14), is gripped by the driver, and is slidable along the axial direction of the handlebar. A grip (210), a brake lever (22) arranged near the end of the handlebar, and an axially sliding grip provided at the end of the handlebar by the driver. Control to control the driving force based on the rotating member (211) that can rotate according to the operation and the amount of rotation of the rotating member according to the sliding operation of the grip in the axial direction by the driver. It is characterized by including a unit (CNT).

The present invention of claim 2 is characterized in that the control unit increases a driving force as the grip slides in the direction of the tip of the handlebar.

The present invention of claim 3 is characterized in that the grip is urged toward the center of the handlebar.

The present invention according to claim 4 further includes a mechanism (213, 214) that gives a resistance force to the sliding operation of the grip by the driver in response to the turning of the saddle-mounted vehicle.

According to the fifth aspect of the present invention, the mechanism hits the mass body (213) that moves in the axial direction by the centrifugal force generated during the turning of the saddle-type vehicle and the grip according to the movement of the mass body. It is characterized by including a contact member (214) in contact with the contact member (214).

The present invention of claim 6 is characterized in that the mechanism includes an urging member (215) that urges the mass body toward the center of the handlebar.

The present invention of claim 7 is characterized in that the control unit controls a driving force by controlling a throttle opening degree in response to a sliding operation of the grip in the axial direction by the driver. ..

The operating device according to the present invention according to claim 8 is an operating device (21) for the driver to operate the accelerator in a saddle-mounted vehicle, and is provided at the end of the handlebar (14) by the driver. while being gripped, the grip (21 0) that is configured to be able to slide along the axial direction of the handlebar, a brake lever disposed in the vicinity of the end portion of the handlebar (22), said handle A rotating member (211) provided at the end of the bar and rotatable in response to the driver's sliding operation of the grip in the axial direction, and the grip in the axial direction by the driver. It is characterized by including a control unit (CNT) that controls a driving force based on the amount of rotation of the rotating member in response to a sliding operation.

According to the first aspect of the present invention, even when the driver is operating the accelerator, the distance between the driver's hand and the brake lever is almost the same, so that the operability of the brake can be improved.

According to the first aspect of the present invention, a part of the conventional structure in which the accelerator is operated by rotating the grip can be diverted, which is advantageous in terms of device cost.

According to the second aspect of the present invention, when the tip of the handlebar is damaged when the saddle-mounted vehicle falls, the grip slides against the driver's intention and the driving state is maintained. It can be avoided.

According to the third aspect of the present invention, it is possible to prevent the grip from sliding and increasing the driving force against the driver's intention.

According to the fourth aspect of the present invention, it is possible to prevent the grip from sliding due to the centrifugal force generated during the turning of the saddle-mounted vehicle and increasing the driving force against the driver's intention.

According to the fifth aspect of the present invention, a mechanism for applying a resistance force to the sliding operation of the grip while the saddle-mounted vehicle is turning can be realized with a simple configuration.

According to the sixth aspect of the present invention, when the saddle-mounted vehicle is not turning, the resistance force of the sliding operation of the grip can be released.

According to the seventh aspect of the present invention, the output of the engine can be controlled according to the sliding operation of the grip by the driver.

According to the eighth aspect of the present invention, even when the driver is operating the accelerator, the distance between the driver's hand and the brake lever is almost the same, so that the operability of the brake can be improved.

Right side view of saddle-mounted vehicle The figure which shows the configuration example of the accelerator control The figure which shows the configuration example of the accelerator operation part The figure which shows the configuration example of the accelerator operation part Schematic diagram showing the configuration of the grip and rotating member The figure which shows the configuration example of the accelerator operation part

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. The following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configuration will be given the same reference number, and duplicated explanations will be omitted.

[Overview of saddle-mounted vehicle]
FIG. 1 shows a right side view of a saddle-mounted vehicle 10 according to an embodiment of the present invention. In FIG. 1, arrows D1 and D2 indicate the vehicle front-rear direction and the vehicle up-down direction with respect to the vehicle forward direction, respectively. Further, FR, RR, U, and D indicate the front side, the rear side, the upper side, and the lower side of the vehicle, respectively. In the present embodiment, a motorcycle having an engine (internal combustion engine) will be illustrated as the saddle-mounted vehicle 10, but it may also be used for an electric vehicle having an electric motor or another type of saddle-mounted vehicle such as a tricycle. The present invention can be applied. In the following, the saddle-mounted vehicle 10 may be simply referred to as the vehicle 10.

The vehicle 10 includes a front wheel FW, a rear wheel RW, and a vehicle body frame 11. The front wheel FW is a steering wheel, and the rear wheel RW is a driving wheel. A head pipe 12 is provided at the front end of the vehicle body frame 11, and a pair of left and right front forks 13 are provided on the head pipe 12. The front wheel FW is rotatably attached to the lower part of the front fork 13, and the handlebar 14 is attached to the upper end of the front fork 13. The engine 15 is mounted in the center of the vehicle body frame 11, and the swing arm 16 is swingably attached to the rear portion of the vehicle body frame 11. The swing arm 16 extends rearward from the vehicle body frame 11, and a rear wheel RW is rotatably attached to the rear portion. The rear wheel RW is driven by the engine 15 via a chain, belt, or the like. Further, in the vehicle 10, a fuel tank 17 and a seat 18 are mounted on the upper part of the vehicle body frame 11, and a brake pedal 19 for controlling the brakes of the rear wheels is on the right side, and a shift pedal for changing gears (not). (Fig.) Are provided on the left side surface, respectively.

At the right end of the handlebar 14, an accelerator operation unit 21 is provided for the driver (rider) to operate the accelerator. The accelerator operation unit 21 is an operation device for the driver to grip the grip 210 and operate the accelerator. In the case of the present embodiment, the accelerator operation unit 21 is a throttle operation for adjusting the throttle opening degree to control the output of the engine 15. It can be a device. A brake lever 22 for controlling the brakes of the front wheels is arranged in the vicinity of the accelerator operation unit 21. On the other hand, although not shown in FIG. 1, a grip gripped by the driver and a clutch lever for operating the clutch are arranged at the left end of the handlebar 14. Further, the handlebar 14 is provided with, for example, a switch 23 for controlling the lighting of the headlight in the vicinity of the grip portion 21 on the right side, and a switch for controlling the lighting of the direction indicator (winker) (not shown). ) Can be provided near the left grip.

In the vehicle 10 of the present embodiment, when the driver operates the accelerator by the accelerator operation unit 21, the driving force is controlled (accelerator control) by controlling the throttle opening degree according to the operation amount. For example, as shown in FIG. 2, the intake system of the engine 15 is provided with a throttle body 30 having a throttle valve 31 that supports the intake passage 32 so as to be openable and closable. Further, the accelerator operation unit 21 is provided with a detection unit 212 (throttle sensor) that detects the amount of accelerator operation by the driver. The control unit CNT controls the electric motor 33 as an actuator to open and close the throttle valve 31 based on the accelerator operation amount detected by the detection unit 212. Thereby, the flow path cross-sectional area (that is, the throttle opening degree) of the intake passage 32 can be adjusted, and the output (for example, driving force, acceleration) of the engine 15 can be controlled. Here, the control unit CNT may be, for example, an ECU (Electronic Control Unit). The ECU may include a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like.

[Throttle operation unit configuration]
Next, the detailed configuration of the accelerator operation unit 21 will be described. In the accelerator operation unit 21 of the present embodiment, the grip 210 provided at the end of the handlebar 14 and gripped by the driver is configured to be slidable along the axial direction A of the handlebar 14. With this configuration, the control unit CNT opens and closes the throttle valve 31 with the electric motor 33 to adjust the throttle opening in response to the driver's sliding operation of the grip 210 in the axial direction A, thereby adjusting the driving force (driving force (). For example, acceleration) can be controlled.

3 to 6 are diagrams showing a configuration example of the accelerator operation unit 21 of the present embodiment. 3 to 4 are cross-sectional views of the accelerator operation unit 21, showing states corresponding to the sliding operation of the grip 210 by the driver. FIG. 5 is a perspective view showing the configuration of the grip 210 and the rotating member 211. In FIG. 5, for the sake of clarity, the handlebar 14 is not shown, and the grip 210 is shown as a cross section. Further, FIG. 6 is a diagram for explaining a mechanism for applying a resistance force to the sliding operation of the grip 210 in response to the turning of the vehicle 10.

As shown in FIGS. 3 to 4, for example, the accelerator operating unit 21 has a grip 210 (throttle grip) gripped by the driver and a rotation provided inside the handlebar 14 so as to be rotatable. The member 211 (throttle pipe) and the detection unit 212 for detecting the accelerator operation amount by the driver may be included.

The grip 210 is provided so as to cover the right end portion of the handlebar 14, and is configured to be slidable along the axial direction A of the handlebar 14. The grip 210 is provided with a protrusion 210a that is inserted into the groove 211a of the rotating member 211 via the opening 14a of the handlebar 14 that extends along the axial direction A. Further, the rotating member 211 is provided inside the handlebar 14, and as shown in FIG. 4, the driver slides the grip 210 in the axial direction A of the handlebar 14, so that the handlebar 14 has a rotating member 211. It is configured to rotate in the direction of rotation around the axis. For example, as shown in FIG. 5, the rotating member 211 has a groove portion 211a (cam) formed in a spiral shape, and the driver slides the grip 210 in the axial direction A to slide the grip 210 to the protrusion 210a of the grip 210. Can be configured to rotate by moving the groove 211a. That is, the rotating member 211 can be configured as a member that converts the translational motion of the grip 210 in the axial direction A into a rotational motion.

The detection unit 212 includes, for example, a rotary encoder and is configured to detect the amount of rotation of the rotating member 211 as the amount of accelerator operation by the driver. In the case of the present embodiment, the detection unit 212 is configured to detect the rotation amount of the rotating member 211 as the accelerator operation amount, but is not limited to this, and for example, the sliding amount of the grip 210 itself is used as the accelerator operation amount. It may be configured to detect. By configuring the accelerator operation unit 21 in this way, the control unit CNT is an electric motor based on the accelerator operation amount (sliding amount of the grip 210 or rotation amount of the rotating member 211) detected by the detection unit 212. The throttle opening degree (for example, driving force, acceleration) can be controlled by 33.

Here, the tip of the handlebar 14 is liable to come into contact with the ground and be easily damaged when, for example, the vehicle 10 falls. Therefore, the control unit CNT is used by the detection unit 212 so that the throttle opening (driving force) increases as the sliding amount of the grip 210 in the tip direction (outward of the vehicle in the axial direction A) of the handlebar 14 increases. It is advisable to control the throttle opening based on the detection result of. With such a configuration, it is possible to prevent the grip 211 from sliding against the driver's intention and maintaining the driving state (acceleration state) due to damage to the tip of the handlebar 14 such as when the handlebar 14 falls. ..

Then, in such control, the grip 210 may be urged toward the center direction of the handlebar 14 (inward of the vehicle in the axial direction A). That is, as shown in FIG. 3, the grip 210 is urged so as to be arranged on the center direction side (left side in the drawing) of the handlebar 14 in the normal state where the sliding operation is not performed by the driver. It should be done. The urging of the grip 210 may be performed by applying a force to the grip 210 itself by using an urging member such as a spring member, or by applying a rotational force to the rotating member 211. May be good.

Further, the accelerator operation unit 21 has a mechanism for applying a resistance force to the sliding operation of the grip 210 in response to the turning of the vehicle 10. The mechanism includes, for example, a mass body 213 (weight) that moves in the axial direction A due to centrifugal force generated during turning of the vehicle 10, and an abutting member 214 that abuts on the grip 210 in response to the movement of the mass body 213. sell.

The mass body 213 is provided inside, for example, a hollow portion formed in the rotating member 211, and a part of the tip side thereof is in the axial direction A of the handlebar (sliding direction of the grip 210). An inclined surface 213a (cam) is formed. Then, the mass body 213 is urged toward the center of the handlebar 14 by an urging member 215 such as a spring member. On the other hand, one end of the contact member 214 is in contact with the inclined surface 213a of the mass body 213, and is supported by the handlebar 14 so as to be movable in the direction perpendicular to the axial direction A.

In a mechanism having such a mass body 213 and an abutting member 214, for example, when the vehicle 10 turns to the left, the mass body 213 can move toward the tip of the handlebar 14 due to the centrifugal force generated during the turning. .. At this time, as shown in FIG. 6, the contact member 214 in contact with the inclined surface 213a of the mass body 213 is pushed by the mass body 213 and comes into contact with the grip 210, so that it resists the sliding operation of the grip 210. Can give power. With such a configuration, it is possible to prevent the grip 210 from sliding against the driver's intention due to the centrifugal force generated during the turning of the vehicle 10 and increasing the driving force (acceleration). It is also possible to prevent the driver from accidentally sliding the grip 210 while the vehicle 10 is turning.

Here, as shown in FIGS. 3 to 6, a groove portion 210b extending in the axial direction A may be provided on the inner side surface of the grip 210. The groove 210b and the contact member 214 of the grip 210 are configured so that a part of the contact member 214 is arranged inside the groove 210b even when the vehicle 10 is not turning, and guides the sliding of the grip 210. Can function as. Further, by providing the groove 210b in a range where the sliding of the grip 210 can be allowed in the axial direction A, it is possible to have a function of limiting the sliding stroke of the grip 210.

As described above, in the accelerator operation unit 21 of the saddle-mounted vehicle 10 of the present embodiment, the grip 210 provided at the end of the handlebar 14 and gripped by the driver is along the axial direction A of the handlebar 14. It is configured to be slidable. In this configuration, even if the driver increases the amount of accelerator operation, the distance between the driver's hand and the brake lever 22 is almost the same. Therefore, for example, in an emergency, when the brake is operated during accelerator operation. Even if there is, the brake operation can be performed quickly (instantly).

The present invention is not limited to the above embodiments, and various modifications and modifications can be made without departing from the spirit and scope of the present invention.

10: Saddle-mounted vehicle, 14: Handlebar, 21: Accelerator operation part, 210: Grip, 211: Rotating member, 212: Detection part, 213: Mass body, 214: Contact member, 215: Biasing member

Claims (8)

A grip provided at the end of the handlebar and gripped by the driver and slidable along the axial direction of the handlebar.
A brake lever located near the end of the handlebar and
A rotating member provided at the end of the handlebar and rotatable in response to a sliding operation of the grip in the axial direction by the driver.
A control unit that controls a driving force based on the amount of rotation of the rotating member in response to the sliding operation of the grip in the axial direction by the driver.
A saddle-mounted vehicle characterized by being equipped with. The saddle-type vehicle according to claim 1 , wherein the control unit increases a driving force as the grip slides toward the tip of the handlebar. The saddle-mounted vehicle according to claim 2 , wherein the grip is urged toward the center of the handlebar. The saddle according to any one of claims 1 to 3 , further comprising a mechanism for applying a resistance force to the sliding operation of the grip by the driver in response to the turning of the saddle-type vehicle. Riding vehicle. The mechanism is characterized by including a mass body that moves in the axial direction due to centrifugal force generated during turning of the saddle-type vehicle, and an abutting member that abuts on the grip in response to the movement of the mass body. The saddle-mounted vehicle according to claim 4. The saddle-type vehicle according to claim 5 , wherein the mechanism includes an urging member that urges the mass body toward the center of the handlebar. Any of claims 1 to 6 , wherein the control unit controls a driving force by controlling a throttle opening degree in response to a sliding operation of the grip in the axial direction by the driver. The saddle-mounted vehicle described in item 1. An operating device for the driver to operate the accelerator in a saddle-mounted vehicle.
A grip provided at the end of the handlebar and gripped by the driver and slidable along the axial direction of the handlebar .
A brake lever located near the end of the handlebar and
A rotating member provided at the end of the handlebar and rotatable in response to a sliding operation of the grip in the axial direction by the driver.
A control unit that controls a driving force based on the amount of rotation of the rotating member in response to the sliding operation of the grip in the axial direction by the driver.
An operating device comprising.

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