WO2019059346A1 - Motorcycle - Google Patents

Motorcycle Download PDF

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Publication number
WO2019059346A1
WO2019059346A1 PCT/JP2018/035029 JP2018035029W WO2019059346A1 WO 2019059346 A1 WO2019059346 A1 WO 2019059346A1 JP 2018035029 W JP2018035029 W JP 2018035029W WO 2019059346 A1 WO2019059346 A1 WO 2019059346A1
Authority
WO
WIPO (PCT)
Prior art keywords
tread surface
round tread
tire
vehicle
frame
Prior art date
Application number
PCT/JP2018/035029
Other languages
French (fr)
Japanese (ja)
Inventor
恭規 真野
翔太 大木
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to JP2019543730A priority Critical patent/JP6737963B2/en
Priority to TW107133631A priority patent/TW201919940A/en
Publication of WO2019059346A1 publication Critical patent/WO2019059346A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J43/00—Arrangements of batteries
    • B62J43/10—Arrangements of batteries for propulsion
    • B62J43/16—Arrangements of batteries for propulsion on motorcycles or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J35/00—Fuel tanks specially adapted for motorcycles or engine-assisted cycles; Arrangements thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/04—Frames characterised by the engine being between front and rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel

Definitions

  • the present invention relates to a motorcycle in which a rear frame supporting a rear wheel swings relative to an intermediate frame.
  • a motorcycle described in Patent Document 1 has a configuration in which a front frame rotatably supporting a front wheel and a rear frame rotatably supporting a rear wheel are swingably supported by an intermediate frame. Swinging of the rear wheel relative to the intermediate frame steers the rear wheel.
  • the motorcycle of Patent Document 1 includes an actuator that causes the rear frame to swing relative to the intermediate frame.
  • the two-wheeled motor vehicle of patent document 1 is provided with the control apparatus which controls this actuator.
  • the motorcycle of Patent Document 1 has a seat on which an occupant sits.
  • a motorcycle may have a loading platform for loading luggage.
  • the load on the motorcycle differs depending on the weight of the occupant, the number of occupants, the difference in luggage, etc.
  • Patent Document 1 in a motorcycle in which the rear frame supporting the rear wheels swings with respect to the intermediate frame, it is required to improve the controllability of the swing control of the rear wheels with respect to the change of the on-board load There is.
  • the inventors of the present application changed the on-board load of the two-wheeled vehicle disclosed in Patent Document 1 to control the swing of the rear wheels. As a result, it was found that it is difficult to perform the swing control of the rear wheel so that the desired behavior of the vehicle can be obtained when the load on the load changes. Specifically, for example, when the on-board load changes, the magnitude of the torque required to swing the rear wheel by the same angle may change.
  • the motorcycle of Patent Document 1 is configured such that the seat is supported by the rear frame. Therefore, it is necessary to swing the rear frame receiving the load of the occupant with respect to the intermediate frame.
  • the inventor of the present application has realized that the large weight of the object to be rocked is one of the causes of the lowering of the controllability of the rocking control of the rear wheel. Based on this finding, the inventor of the present application has conceived of a layout in which the seat is supported by the intermediate frame in order to enhance the controllability of the rocking control of the rear wheel with respect to the change in the mounted weight. Further, the inventor of the present application has realized that the controllability of the swing control of the rear wheel with respect to the change of the on-board weight can be enhanced by setting the loading platform to the layout supported by the intermediate frame as well as the seat.
  • a motorcycle according to the present invention includes a middle tread, a round tread surface front tire having a tread surface which is arc-shaped as viewed in the vehicle front direction or the vehicle rear direction when the vehicle stands upright so that the vehicle can travel straight
  • a round tread surface rear tire having a tread surface which is separated from a surface front tire in a vehicle rear direction and has an arc shape seen in a vehicle front direction or a vehicle rear direction in a state where the vehicle stands straight forward, and the round tread surface front
  • a front frame supported by the intermediate frame so as to be pivotable about the pivot axis of the round tread surface front tire so that the round tread surface front tire can pivot relative to the intermediate frame;
  • a round tread surface rear tire rocking control device is provided for controlling the round tread surface rear tire rocking actuator so that the round tread surface rear tire rockes about the round tread surface rear tire rocking axis.
  • the motorcycle includes a round tread surface front tire, a round tread surface rear tire, an intermediate frame, a front frame, a seat or bed, a rear frame, a round tread surface rear tire swing actuator, and a round tread surface rear tire swing control.
  • An apparatus and a drive source are provided.
  • the round tread surface front tire has a tread surface that is arc-shaped as viewed in the vehicle front direction or the vehicle rear direction in a state where the vehicle is upright so as to be able to travel straight.
  • the round tread surface front tire can be inclined in the lateral direction of the vehicle with respect to the vertical direction of the vehicle.
  • the round tread surface rear tire is separated from the round tread surface front tire in the vehicle rear direction.
  • the round tread surface rear tire has a tread surface that is arc-shaped as viewed in the vehicle front direction or the vehicle rear direction in a state where the vehicle is upright so as to allow the vehicle to travel straight. Thereby, the round tread surface rear tire can be inclined in the vehicle left-right direction with respect to the vehicle vertical direction.
  • the front frame rotatably supports the round tread surface front tire about a front axle line.
  • the front axle line is an axis passing through the center of the round tread surface front tire.
  • the front frame is pivotable to the middle tread surface front tire pivot axis so that the round tread surface front tire can pivot relative to the middle frame about the round tread surface front tire pivot axis. Be supported.
  • the round tread surface front tire swing axis has an inclination toward the vehicle upper direction toward the vehicle rear direction.
  • a seat is provided on the motorcycle for the occupant to seat.
  • a loading platform is provided on the motorcycle for loading luggage.
  • the seat or bed is supported by the intermediate frame.
  • the rear frame rotatably supports the round tread surface rear tire around a rear axle line.
  • the rear axle line is an axis passing through the center of the round tread surface front tire.
  • the rear frame is pivotable around the round tread surface rear tire pivot axis so that the round tread surface rear tire can pivot around the round tread surface rear tire pivot axis with respect to the intermediate frame and the seat or bed Supported by the middle frame.
  • the round tread surface rear tire rocking axis has an inclination toward the vehicle downward direction toward the vehicle rear direction.
  • the round tread surface rear tire swing actuator rounds the intermediate frame and the seat or bed by swinging the rear frame around the round tread surface rear tire swing axis with respect to the intermediate frame and the seat or bed.
  • the tread surface rear tire is rocked about the round tread surface rear tire swing axis.
  • the round tread surface rear tire swing control device controls the round tread surface rear tire swing actuator such that the round tread surface rear tire swings around the round tread surface rear tire swing axis with respect to the intermediate frame and the seat or bed.
  • the driving source applies a driving force to the round tread surface front tire or the round tread surface rear tire.
  • the rear frame swings with respect to the intermediate frame and the seat or bed. Because the seat or bed is supported by the intermediate frame, the rear frame does not receive the load of the occupant seated on the seat or the load placed on the bed. Therefore, compared with the case where the rear frame supports the seat or the platform, the weight of the object to be rocked by the round tread surface rear tire rocking actuator is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be improved.
  • the motorcycle of the present invention preferably has the following configuration.
  • the intersection of the round tread surface rear tire rocking axis and the road surface passes the front end of the round tread surface rear tire and is parallel to the vertical direction of the vehicle when the vehicle in a state in which it can stand straight ahead is viewed leftward or rightward. It is between a straight line and a straight line passing through the rear end of the round tread surface rear tire and parallel to the vertical direction of the vehicle.
  • the round tread surface is compared with the case where the intersection point of the round tread surface rear tire rocking axis and the road surface is separated from the straight line parallel to the vehicle vertical direction through the front end of the round tread surface rear tire.
  • the moment required to swing the rear tire is small.
  • the round tread surface rear tire is compared with the case where the intersection point of the round tread surface rear tire rocking axis and the road surface is separated from the straight line parallel to the vehicle vertical direction through the rear end of the round tread surface rear tire.
  • the moment required to swing is small. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
  • the motorcycle of the present invention preferably has the following configuration.
  • the motorcycle swings the front frame with respect to the intermediate frame around the round tread surface front tire swing axis, whereby the round tread surface front tire is rotated around the round tread surface front tire swing axis.
  • a round tread surface front tire swing actuator that swings with respect to the intermediate frame, and a round tread surface front tire swing control device that controls the round tread surface front tire swing actuator.
  • the motorcycle of the present invention preferably has the following configuration.
  • the motorcycle according to the present invention is provided with an inclination detection device which is installed in the intermediate frame and detects a physical quantity related to the inclination of the intermediate frame in the lateral direction of the vehicle with respect to the vertical direction of the vehicle.
  • the inclination detection device is installed in the rear frame, in order to detect the inclination of the intermediate frame from the detection result of the inclination detection device, it is necessary to perform correction taking into consideration the swing angle etc. with respect to the intermediate frame of the rear frame .
  • the tilt detection device By installing the tilt detection device in the intermediate frame, it becomes easy to control the swing of the round tread surface rear tire so that the desired behavior of the vehicle can be obtained. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
  • the motorcycle of the present invention preferably has the following configuration.
  • the drive source is supported by the rear frame.
  • the motorcycle of the present invention preferably has the following configuration.
  • the drive source includes a first electric motor.
  • the motorcycle according to the present invention includes a first power storage device supported by the intermediate frame and storing power supplied to the first electric motor.
  • the first power storage device having a relatively large weight is supported by the intermediate frame. Therefore, compared with the case where the rear frame supports the first power storage device, the weight of the object to be rocked by the round tread surface rear tire rocking actuator is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
  • the motorcycle of the present invention preferably has the following configuration.
  • the drive source includes a second electric motor.
  • the motorcycle according to the present invention includes a second power storage device supported by the rear frame and storing power supplied to the second electric motor.
  • the motorcycle of the present invention preferably has the following configuration.
  • the drive source includes an engine unit.
  • the motorcycle according to the present invention includes a fuel tank supported by the intermediate frame and storing fuel supplied to the engine unit.
  • the motorcycle of the present invention preferably has the following configuration.
  • the drive source includes an engine unit.
  • a motorcycle according to the present invention includes a fuel tank supported by the rear frame and storing fuel supplied to the engine unit.
  • the motorcycle of the present invention preferably has the following configuration.
  • a motorcycle according to the present invention comprises a first hydraulic brake for applying a braking force to the round tread surface front tire or the round tread surface rear tire, and a hydraulic pressure of the first hydraulic brake supported by the intermediate frame. And a first hydraulic unit for controlling
  • the first hydraulic unit having a relatively large weight is supported by the intermediate frame. Therefore, compared with the case where the rear frame supports the first hydraulic unit, the weight of the object to be rocked by the round tread surface rear tire rocking actuator is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
  • the motorcycle of the present invention preferably has the following configuration.
  • the motorcycle according to the present invention comprises a second hydraulic brake for applying a braking force to the round tread surface rear tire, and a second hydraulic wheel supported by the rear frame to control the hydraulic pressure of the second hydraulic brake. And a rick unit.
  • the motorcycle of the present invention preferably has the following configuration.
  • the motorcycle according to the present invention is provided with a side stand which is connected to the intermediate frame and can be in contact with the road surface so that the vehicle can stand in a state of being inclined in the lateral direction of the vehicle with respect to the vertical direction.
  • the motorcycle of the present invention preferably has the following configuration.
  • An object to be rocked with respect to the intermediate frame about the round tread surface rear tire rocking axis by the round tread surface rear tire rocking actuator when the vehicle in a state in which it can stand straight ahead is viewed in the vehicle left direction or vehicle right direction
  • the rear rocking center of gravity which is the center of gravity of the whole, is spaced downward from the round tread surface rear tire rocking axis.
  • the rear tread swing control device swings the rear swing center of gravity in the right direction of the vehicle in order to raise the vehicle when the vehicle stands independently in a state of being inclined in the left direction of the vehicle by the side stand.
  • the round tread surface rear tire rocking actuator is controlled so as to rock in the left direction of the vehicle.
  • the rear tread swing control device swings the rear swing center of gravity in the left direction of the vehicle in order to raise the vehicle when the vehicle stands independently in a state where the vehicle is inclined in the right direction of the vehicle by the side stand.
  • the round tread surface rear tire rocking actuator is controlled so as to rock in the right direction of the vehicle.
  • the center of gravity of an object to be swung around the round tread surface rear tire swing axis line by the round tread surface rear tire swing actuator is taken as a rear swing center of gravity.
  • the rear swing center of gravity is away from the round tread surface rear tire swing axis in the vehicle downward direction.
  • the rear tread swing control device swings the rear swing center of gravity in the vehicle right direction and then swings in the vehicle left direction, when the vehicle is standing by itself with the side stand inclined in the left direction of the vehicle.
  • the round tread surface rear tire swing actuator is controlled.
  • the vehicle can rise by reaction of the swing of the rear frame in the left direction of the vehicle.
  • the rear tread swing control device swings in the right direction of the vehicle after the rear swing center of gravity swings in the left direction of the vehicle when the vehicle is standing by itself with the side stand inclined in the right direction of the vehicle.
  • the round tread surface rear tire swing actuator is controlled.
  • the "intermediate frame”, the "front frame” and the “rear frame” are members that mainly receive stress in the vehicle.
  • the rear frame may be a combination of a plurality of parts or may be integrally formed.
  • the front frame and the middle frame are also similar to the rear frame.
  • the rear frame may be a monocoque frame, a semi-monocoque frame, or a frame of any other frame structure.
  • the front frame and the middle frame are also similar to the rear frame.
  • the “tread surface” is a surface of the tire in contact with the road surface.
  • the "passenger" may or may not be a driver.
  • the passenger who is not the driver may be a passenger of a motorcycle that is autonomously operated, or may be a passenger who gets on the motorcycle with the driver.
  • the "package" is intended to be transported by a motorcycle.
  • the “seat for the occupant to sit on” means a seat installed at a place where the occupant was supposed to be seated when the motorcycle was manufactured.
  • the seat of the present invention may be a seat installed at the time of manufacture of a motorcycle, or may be a replaced seat.
  • the seat of the present invention may be a seat for two or more occupants to sit on.
  • the "loading platform for placing a load” refers to a loading platform installed at a place where loading of a load was assumed at the time of manufacture of a motorcycle.
  • the loading platform of the present invention may be a loading platform installed at the time of manufacture of the motorcycle, or may be a replaced loading platform.
  • the loading platform of the present invention may not be installed at the time of manufacture of the motorcycle, but may be a loading platform attached later.
  • the loading platform of the present invention may be in the form of a box having a lid, or may be in the form of a box having no lid.
  • the luggage carrier according to the present invention may be a pedestal on which a load is bound by a rope or the like.
  • the phrase "provided with a seat or bed” does not mean that the motorcycle includes only one of a seat and a bed.
  • the motorcycle of the present invention may have both a seat that meets the requirements of claim 1 and a platform that meets the requirements of claim 1.
  • the motorcycle of the present invention may have only a seat that satisfies the requirements of claim 1 and may have only a loading platform that satisfies the requirements of claim 1.
  • the motorcycle of the present invention may have a plurality of seats satisfying the requirements of claim 1.
  • the motorcycle of the present invention may have a plurality of loading platforms which satisfy the requirements of claim 1.
  • the motorcycle may have a seat that does not meet the requirements of claim 1.
  • the motorcycle may have a loading platform not meeting the requirements of claim 1 in addition to a seat or loading platform not satisfying the requirements of claim 1.
  • the intermediate frame when it is described as “supported” by the intermediate frame rather than “supported by the intermediate frame”, it is basically supported to rock integrally with the intermediate frame.
  • the rear frame when it is described that the rear frame is supported by the rear frame instead of being supported by the rear frame, basically, it is supported so as to integrally swing with the rear frame.
  • a state in which the vehicle can go straight forward means that the front axle line and the rear axle line are parallel to the left-right direction of the vehicle.
  • inclination of the intermediate frame in the vehicle left-right direction with respect to the vehicle vertical direction means that the intermediate frame swings around an axis along the vehicle longitudinal direction.
  • the vehicle vertical direction is a direction perpendicular to the road surface when the vehicle is disposed on a horizontal road surface.
  • the left-right direction of the vehicle is the left-right direction as viewed from the driver riding on the vehicle when the vehicle is disposed on a horizontal road surface.
  • the vehicle front-rear direction is the front-rear direction as viewed from the driver riding on the vehicle when the vehicle is disposed on a horizontal road surface.
  • the inclination angle of the straight line A with respect to the straight line B is the smaller one of the angles formed by the straight line A and the straight line B. This definition applies not only to "straight line” but also to "direction”.
  • the backward slanting direction is a direction from the point P1 to the point P2. That is, it is a direction which goes downward as it goes back.
  • the rear diagonal downward direction does not include the direction parallel to the rear direction and the direction parallel to the lower direction. The same definition applies to expressions using other directions such as forward and downward.
  • the upper end of a part means the end of the part located at the most upward direction.
  • the definitions of the lower end, the front end, the rear end, the left end, and the right end are the same as the definition of the upper end.
  • the upper edge of a part when the part is viewed in the X direction is the edge between the front end and the rear end including the upper end.
  • the definitions of the lower edge, the front edge, the rear edge, the left edge, and the right edge are the same as the definition of the upper edge.
  • the end of a part means a part of the end of the part and the vicinity thereof.
  • element A is separated from element B in the X direction is parallel to the X direction and on all straight lines passing through both elements A and B.
  • the element A is, for example, a device, a part, a part of a device or a part, a line segment, an infinite straight line, a plane or the like.
  • element B When the element A is apart from the element B in the X direction as viewed in the Y direction crossing the X direction, it is viewed on the all straight lines parallel to the X direction and passing through both the elements A and B as viewed in the Y direction.
  • Element A is separated from element B in the X direction.
  • a straight line parallel to the X direction and passing through the element A in three dimensions may or may not pass through the element B.
  • that element A is positioned above element B means that element A has a portion spaced upward from the plane perpendicular to the vertical direction through the upper end of element B, It means that it does not have the part which was separated downward from the plane.
  • the element A may have a portion included in a plane passing through the upper end of the element B and orthogonal to the up and down direction.
  • the element A is, for example, a device, a part, a part of the device or part, a line segment, or the like. The same applies to element B. That the upper end of the part A is located above the part B is synonymous with the part A located above the part B.
  • being rotatable means capable of 360 ° rotation unless otherwise specified.
  • swingable means that it can be rotated less than 360 ° unless otherwise specified.
  • rotation includes both rotation by 360 ° and rotation by less than 360 °.
  • the terms mounted, connected, coupled and supported are used broadly. Specifically, it includes not only direct attachment, connection, coupling and support but also indirect attachment, connection, coupling and support. Furthermore, connected and coupled are not limited to physical or mechanical connection / coupling. They also include direct or indirect electrical connections / couplings.
  • the present invention may have a plurality of the components. Also, the present invention may have only one such component.
  • the term “preferred” is non-exclusive. “Preferred” means “preferably but not limited to”. In the present specification, the configuration described as “preferred” exhibits at least the above-described effect obtained by the configuration of claim 1. Also, as used herein, the term “may” is non-exclusive. “May” means “may but not limited to”. In the present specification, the configuration described as “may” has at least the above-described effect obtained by the configuration of claim 1.
  • the present invention does not limit the combination of the preferred configurations described above.
  • the present invention is not limited to the details of construction and arrangement of components set forth in the following description or illustrated in the drawings.
  • the present invention is also possible in embodiments other than the embodiments described later.
  • the present invention is also possible in an embodiment in which various modifications are made to the embodiments described later. Further, the present invention can be implemented by appropriately combining the modifications described later.
  • controllability of the control of swinging control of the rear wheel can be improved.
  • FIG. 1 is a left side view and a plan view of a motorcycle according to an embodiment of the present invention.
  • Fig. 1 is a left side view of a motorcycle according to a specific example 1 of the embodiment of the present invention. It is an example of the behavior of the vehicle when the round tread surface rear tire swings. It is another example of the behavior of the vehicle when the round tread surface rear tire swings.
  • Fig. 6 is a left side view of a motorcycle according to a specific example 2 of the embodiment of the present invention. It is a left view of the two-wheeled motor vehicle of the example 3 of embodiment of this invention. It is a perspective view of the two-wheeled motor vehicle of the example 4 of embodiment of this invention.
  • FIG. 8 is a left side view of the motorcycle shown in FIG.
  • FIG. 8 is a left side view of the motorcycle shown in FIG. 7;
  • FIG. 8 is a plan view of the motorcycle shown in FIG. 7;
  • Fig. 8 is a rear view of the left grip of the motorcycle shown in Fig. 7;
  • FIG. 8 is a partial front view of the motorcycle shown in FIG. 7;
  • FIG. 8 is a rear view of the front portion of the motorcycle shown in FIG. 7;
  • FIG. 8 is a front view of the motorcycle shown in FIG. 7 in a state of being supported by a side stand.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
  • FIG. 1 shows a state in which the motorcycle 1 is erected to be able to go straight on a horizontal road surface RS.
  • the road surfaces RS shown in the drawings of the present application are all horizontal.
  • the motorcycle 100 includes a round tread surface front tire 2, a round tread surface rear tire 4, an intermediate frame 130, a front frame 120, a seat 10, a rear frame 140, a round tread surface rear tire swing actuator 160, and a round shape.
  • a tread surface rear tire swing control device 80 and a drive source 70 are provided.
  • the round tread surface front tire 2 has a tread surface 2 a that is arc-shaped as viewed in the front direction or the rear direction in a state where the vehicle 1 is upright so as to allow straight travel. Thereby, the round tread surface front tire 2 can be inclined in the lateral direction with respect to the vertical direction.
  • the round tread surface rear tire 4 is separated from the round tread surface front tire 2 in the rear direction.
  • the round tread surface rear tire 4 has a tread surface 4 a that is arc-shaped when viewed in the front direction or the rear direction in a state where the vehicle 1 is upright so as to be able to travel straight. Thereby, the round tread surface rear tire 4 can be inclined in the left and right direction with respect to the up and down direction.
  • the front frame 120 supports the round tread surface front tire 2 rotatably around a front axle line A1.
  • the front axle line A1 is an axis passing through the center of the round tread surface front tire 2.
  • the front frame 120 swings around the round tread surface front tire swing axis A2 so that the round tread surface front tire 2 can swing relative to the intermediate frame 130 around the round tread surface front tire swing axis A2. It is supported by the intermediate frame 130 as possible.
  • the round tread surface front tire rocking axis A2 has an inclination toward the upper side as it goes to the rear side.
  • the seat 10 is provided to the motorcycle 100 for the occupant O to be seated.
  • the motorcycle 100 may have a loading platform for placing luggage.
  • the seat 10 or the cargo bed is supported by the intermediate frame 130.
  • Rear frame 140 supports round tread surface rear tire 4 rotatably around rear axle line A3.
  • the rear axle line A3 is an axis passing through the center of the round tread surface front tire 2.
  • the rear frame 140 has a round tread surface rear tire rocking axis A4 so that the round tread surface rear tire 4 can swing around the round tread surface rear tire rocking axis A4 with respect to the intermediate frame 130 and the seat 10 or the load carrier. It is supported by the intermediate frame 130 so as to be pivotable around.
  • the round tread surface rear tire 4 has a tilt toward the lower direction as the rear tread rocking axis A4 of the round tread surface rear tire 4 goes to the rear direction.
  • the round tread surface rear tire swing actuator 160 swings the rear frame 140 about the round tread surface rear tire swing axis line A4 with respect to the middle frame 130 and the seat 10 or bed, thereby the middle frame 130 and the seat 10 or rock the round tread surface rear tire 4 around the round tread surface rear tire swing axis line A4 with respect to the loading platform or 10.
  • the round tread surface rear tire swing control device 80 is configured such that the round tread surface rear tire 4 swings around the round tread surface rear tire swing axis line A4 with respect to the intermediate frame 130 and the seat 10 or bed.
  • the swing actuator 160 is controlled.
  • the drive source 70 applies a driving force to the round tread surface front tire 2 or the round tread surface rear tire 4.
  • the rear frame 140 swings with respect to the intermediate frame 130 and the seat 10 or the cargo bed. Because the seat 10 or the cargo bed is supported by the intermediate frame 130, the rear frame 140 does not receive the load of the occupant O seated on the seat 10 or the load placed on the luggage space. Therefore, compared with the case where the rear frame 140 supports the seat 10 or the platform, the weight of the object to be rocked by the round tread surface rear tire rocking actuator 160 is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 can be improved.
  • the weight of the occupant O or luggage varies depending on the occupant O or luggage. If the rear frame 140 supports the seat 10 or the platform, the occupant O or the load changes the weight of the object to which the round tread surface rear tire swing actuator 160 swings. As a result, the swing control of the round tread surface rear tire 4 becomes complicated and difficult. Control at low speeds is especially difficult.
  • the seat 10 or the cargo bed is supported by the intermediate frame 130. Therefore, even if the weight of the occupant O or the load changes, the weight of the object to be rocked by the round tread surface rear tire rocking actuator 160 does not change. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 can be further improved.
  • the occupant O may move the center of gravity.
  • the center of gravity of the object to be rocked by the round tread surface rear tire rocking actuator 160 changes.
  • the swing control of the round tread surface rear tire 4 becomes complicated and difficult. Control at low speeds is especially difficult.
  • the seat 10 or the cargo bed is supported by the intermediate frame 130. Therefore, even if the occupant O performs an operation of moving the center of gravity, the center of gravity of the object to be rocked by the round tread surface rear tire rocking actuator 160 does not change. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 can be further improved.
  • the intermediate frame 130 changes in posture less than the rear frame 140.
  • the seat 10 or the cargo bed is supported by the intermediate frame 130. Therefore, compared with the case where the seat 10 or the loading platform is supported by the rear frame 140, the posture of the occupant O or the loading platform can be stabilized.
  • the round tread surface rear tire swing actuator 160 can be miniaturized by suppressing the torque required for rocking. Thereby, the motorcycle 100 can be miniaturized.
  • the round tread surface rear tire is said to have improved controllability of the swing control of the round tread surface rear tire 4 with respect to changes in the load on the motorcycle 100.
  • the response of the swing control of 4 may be increased.
  • the improvement of the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 may be, for example, simplification of the control logic for the swing control. Specifically, for example, the number of parameters used for control is reduced, and arithmetic processing is simplified.
  • Example 1 of the embodiment of the present invention has all the features of the embodiment of the present invention. The description about the same part as the embodiment of the present invention is omitted. Hereinafter, configurations not described in the embodiments of the present invention will be described.
  • the motorcycle 100A includes a front frame 120, an intermediate frame 130, and a rear frame 140.
  • the main material of the front frame 120 is a metal such as aluminum or iron, a resin such as CFRP, or a combination thereof.
  • the main materials of the intermediate frame 130 and the rear frame 140 are the same.
  • the materials of the front frame 120, the intermediate frame 130, and the rear frame 140 may be different from one another.
  • the front frame 120 has a pair of left and right front suspension units 21 and 21 and a front swing shaft portion 122.
  • the front suspension unit 21 is a so-called front fork.
  • the front suspension unit 21 is, for example, a telescopic front fork.
  • the telescopic front fork has a spring and a hydraulic damper.
  • the lower end portion of the front suspension unit 21 rotatably supports the round tread surface front tire 2.
  • the front suspension unit 21 is configured to absorb vertical vibration that the round tread surface front tire 2 receives.
  • the round tread surface front tire 2 is installed on the outer peripheral portion of the front wheel 3.
  • the front suspension unit 21 supports a front axle (not shown) which is inserted into the central hole of the front wheel 3.
  • the front suspension unit 21 supports the round tread surface front tire 2 rotatably around the front axle line A1.
  • the front axle line A1 is a central axis of the front axle. When the motorcycle 100A is upright so as to be able to travel straight, the front axle line A1 is parallel to the left-right direction.
  • a front brake 106 is installed on the front wheel 3.
  • the front brake 106 is configured to be able to apply a braking force to the round tread surface front tire 2.
  • the front brake 106 is a hydraulic disc brake.
  • the front brake 106 is connected to the front hydraulic unit 107 via a brake hose.
  • the front hydraulic unit 107 is supported by the intermediate frame 130.
  • the front brake 106 operates with the pressure of the brake fluid supplied from the front hydraulic unit 107.
  • the front hydraulic unit 107 controls the brake fluid pressure of the front brake 106.
  • the front hydraulic unit 107 includes a hydraulic pressure adjustment motor and a hydraulic pressure adjustment valve.
  • the intermediate frame 130 has an intermediate main frame 131.
  • the intermediate main frame 131 is connected to the handle unit 50.
  • the handle unit 50 can not swing with respect to the intermediate frame 130.
  • the middle main frame 131 supports the front electric motor 162.
  • the front electric motor 162 is accommodated at the front of the middle main frame 131.
  • the front electric motor 162 is fixed to the intermediate frame 130.
  • the front electric motor 162 is an electric motor whose output shaft can rotate in both directions.
  • the front electric motor 162 may be a motor with a reduction gear.
  • the output shaft of the front electric motor 162 protrudes forward and downward.
  • the output shaft of the front electric motor 162 is fixed to the front swing shaft portion 122 of the front frame 120.
  • the front electric motor 162 may be supported by the front swing shaft portion 122, and the output shaft of the front electric motor 162 may be fixed to the intermediate main frame 131.
  • the rotation of the output shaft of the front electric motor 162 causes the front frame 120 to swing around the central axis of the output shaft of the front electric motor 162 with respect to the intermediate frame 130.
  • the front electric motor 162 corresponds to the round tread surface front tire swing actuator of the present invention.
  • the output shaft of the front electric motor 162 constitutes a round tread surface front tire swing axis A2. That is, the front electric motor 162 (round tread surface front tire swing actuator) swings the front frame 120 with respect to the intermediate frame 130 around the round tread surface front tire swing axis A2.
  • the round tread surface front tire rocking axis A2 is a straight line that extends infinitely.
  • the front frame 120 is supported by the intermediate frame 130 via a front electric motor 162.
  • the front frame 120 is supported by the intermediate frame 130 so as to be pivotable about the central axis of the output shaft of the front electric motor 162.
  • the front frame 120 is supported by the intermediate frame 130 so as to be able to swing about the round tread surface front tire swing axis A2, so that the round tread surface front tire 2 is intermediate about the round tread surface front tire swing axis A2. It can swing with respect to the frame 130.
  • the round tread surface front tire rocking axis A2 has an inclination toward the upper side as it goes to the rear side. In other words, when the first point on the round tread surface front tire swing axis A2 is moved backward along the round tread surface front tire swing axis A2 as the second point, the second point Is higher than the first point.
  • the inclination angle of the round tread surface front tire rocking axis line A2 with respect to the vertical direction be less than 45 ° when the vehicle 100A in the upright state is allowed to go straight.
  • the intersection point of the round tread surface front tire swing axis A2 and the road surface RS is parallel to the vertical direction through the front end of the round tread surface front tire 2 Between the straight line L1 100A and the straight line L2 100A which passes through the rear end of the round tread surface front tire 2 and is parallel to the vertical direction.
  • the intersection between the round tread surface front tire swing axis line A2 and the road surface RS is slightly away from the point of contact between the round tread surface front tire 2 and the road surface RS in the forward direction.
  • intersection point of the round tread surface front tire rocking axis A2 and the road surface RS may be the same as or substantially the same as the contact point of the round tread surface front tire 2 and the road surface RS.
  • the intersection point of the round tread surface front tire rocking axis line A2 and the road surface RS may be located rearward of the contact point as long as it is between the straight line L1 100A and the straight line L2 100A .
  • the intermediate frame 130 has a seat frame 132 in addition to the intermediate main frame 131.
  • the seat frame 132 is fixed to the intermediate main frame 131.
  • the seat frame 132 supports a seat 10 for a driver (seat occupant) to sit on and a tandem seat 11 for a passenger (seat occupant) to sit on. That is, the seat 10 and the tandem seat 11 are supported by the intermediate frame 130.
  • the tandem seat 11 is located rearward of the rear end of the seat 10.
  • the riding capacity of the motorcycle 100A is two people.
  • the tandem seat 11 may not be present.
  • FIG. 2 the boundary of the seat 10 other than the upper edge of the seat 10 when the vehicle 100A is viewed in the right direction is not displayed. Further, FIG. 2 does not show the boundary line of the tandem seat 11 other than the upper edge of the tandem seat 11 when the vehicle 100A is viewed in the right direction.
  • the rear end of the seat 10 is at substantially the same position as the front end of the tandem seat 11.
  • the rear frame 140 has a rear rocking shaft portion 141 and a rear suspension unit 42.
  • the rear suspension unit 42 is connected to the rear of the rear rocking shaft portion 141.
  • the rear suspension unit 42 has a pair of left and right swing arms 43 and 43, one rear suspension 44, and a link mechanism 45.
  • the number of rear suspensions 44 included in the rear suspension unit 42 may be two.
  • the front portion of the swing arm 43 is supported at the rear of the rear swing shaft portion 141 so as to be swingable around an axis parallel to the left-right direction.
  • the rear portion of the swing arm 43 supports the round tread surface rear tire 4.
  • the rear suspension 44 has a spring and a hydraulic damper.
  • the link mechanism 45 is connected to the rear portion of the rear rocking shaft portion 141, the other end of the rear suspension 44, and the swing arm 43 so as to be rockable around an axis parallel to the left-right direction.
  • the specific configuration of the link mechanism 45 is not particularly limited.
  • the rear suspension unit 42 is configured to absorb the vertical vibration that the round tread surface rear tire 4 receives.
  • the round tread surface rear tire 4 is installed on the outer peripheral portion of the rear wheel 5.
  • the swing arm 43 supports a rear axle (not shown) inserted into the central hole of the rear wheel 5.
  • the rear suspension unit 42 supports the round tread surface rear tire 4 rotatably around the rear axle line A3.
  • the rear axle line A3 is a central axis of the rear axle. When the motorcycle 100A is upright so as to be able to travel straight, the rear axle line A3 is parallel to the left-right direction.
  • the rear wheel 5 is provided with an in-wheel motor 170 and a rear brake 108 (not shown).
  • the in-wheel motor 170 corresponds to the drive source of the present invention.
  • the in-wheel motor 170 is an electric motor.
  • the in-wheel motor 170 is configured to be able to apply a driving force to the round tread surface rear tire 4.
  • In-wheel motor 170 may or may not include a transmission. If the in-wheel motor 170 does not include a transmission, the rear wheel 5 may support the transmission.
  • the output (driving force) of the in-wheel motor 170 is transmitted to the round tread surface rear tire 4 via the transmission.
  • the transmission is configured to be able to change the ratio of the rotational speed of the output shaft of the in-wheel motor 170 and the rotational speed of the round tread surface rear tire 4. Also, the transmission may not be provided.
  • the rear brake 108 is configured to be able to apply a braking force to the round tread surface rear tire 4.
  • the rear brake 108 is a drum brake. Drum brakes are mechanical brakes that use frictional force.
  • the rear rocking shaft portion 141 is substantially cylindrical.
  • the rear rocking shaft portion 141 supports the rear electric motor 160.
  • the rear electric motor 160 is disposed inside the front portion of the rear rocking shaft portion 141.
  • the rear electric motor 160 is fixed to the rear frame 140.
  • the rear electric motor 160 is located rearward of the rear end of the front electric motor 162.
  • the rear electric motor 160 is an electric motor whose output shaft can rotate in both directions.
  • the rear electric motor 160 may be a motor with a reduction gear.
  • the output shaft of the rear electric motor 160 projects obliquely upward and forward.
  • the output shaft of the rear electric motor 160 is fixed to the intermediate main frame 131.
  • the rear electric motor 160 may be supported by the middle main frame 131, and the output shaft of the rear electric motor 160 may be fixed to the rear rocking shaft portion 141.
  • the rotation of the output shaft of the rear electric motor 160 causes the rear frame 140 to swing relative to the intermediate frame 130 about the central axis of the output shaft of the rear electric motor 160.
  • the rear electric motor 160 swings the rear frame 140 relative to the intermediate frame 130 about the central axis of the output shaft.
  • the rear electric motor 160 corresponds to the round tread surface rear tire rocking actuator of the present invention.
  • the output shaft of the rear electric motor 160 constitutes a round tread surface rear tire rocking axis A4 100A .
  • the round tread surface rear tire rocking axis A4 100A is an example of the round tread surface rear tire rocking axis A4 according to the embodiment of this invention.
  • the round tread surface rear tire rocking axis A4 100A is a straight line extending infinitely.
  • the front end portion of the rear rocking shaft portion 141 is supported by the intermediate main frame 131 via the rear electric motor 160. Further, the rear portion of the rear rocking shaft portion 141 is supported by the intermediate main frame 131 so as to be rockable around the central axis of the output shaft of the rear electric motor 160.
  • the rear frame 140 is supported by the intermediate frame 130 so as to be pivotable about the central axis of the output shaft of the rear electric motor 160. Since the rear frame 140 is supported by the intermediate frame 130 so as to be able to swing about the round tread surface rear tire swing axis A4 100A , the round tread surface rear tire 4 is an intermediate frame around the round tread surface rear tire swing axis A4 100A. It is rockable with respect to 130.
  • the round tread surface rear tire rocking axis A4 100A has a downward inclination toward the rear. That is, when the point is moved backward along the first point on the round tread surface rear tire swing axis A4 100A round tread surface rear tire swing axis A4 100A and the second point, the second point Is lower than the first point.
  • the inclination angle of the round tread surface rear tire rocking axis A4 100A with respect to the vertical direction exceeds 45 ° when the vehicle 100A in the upright state is allowed to go straight.
  • the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS passes the front end of the round tread surface rear tire 4 and is parallel to the vertical direction It is between the straight line L3 100A and the straight line L4 100A which passes through the rear end of the round tread surface rear tire 4 and is parallel to the vertical direction.
  • the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS is the same as or substantially the same as the contact point of the round tread surface rear tire 4 and the road surface RS.
  • the rear frame 140 has a battery support 146 in addition to the rear rocking shaft 141 and the rear suspension unit 42.
  • the battery support 146 is fixed to the lower surface of the rear rocking shaft 141.
  • the battery support 146 supports the power storage device 171.
  • Power storage device 171 is configured of at least one battery (secondary battery).
  • the power storage device 171 supplies power to various electric devices.
  • the various electric devices include an in-wheel motor 170, a front electric motor 162, a rear electric motor 160, various sensors, and a control device 80 described later.
  • the power storage device 171 has a large battery capacity.
  • the battery may be, for example, a lead storage battery or a lithium storage battery.
  • a weight may be installed on the battery support 146.
  • the weight may be provided at a location other than the battery support 146.
  • the weight is preferably disposed at a position spaced downward from the round tread surface rear tire swing axis A4 100A .
  • the weight may be provided on the rear frame 140
  • the motorcycle 100A has the handle unit 50.
  • the handle unit 50 has a left grip 51 and a right grip (not shown).
  • the left grip 51 and the right grip are gripped by the driver (passenger) hand.
  • the left grip 51 and the right grip are each pivotable about the central axis of the grip.
  • the handle unit 50 is fixed to the intermediate frame 130.
  • the left grip 51 and the right grip can not move in the left-right direction with respect to the intermediate frame 130. Therefore, the handle unit 50 is not operated by the driver. That is, the round tread surface front tire 2 is not steered by the handle unit 50.
  • a steering switch (not shown) is provided on the left grip 51 or the right grip.
  • the steering switch may be configured to be rotatable less than 360 degrees, or may be configured to be capable of rotating 360 degrees.
  • the steering switch is operated by the finger of the hand holding the grip.
  • the driver turning the steering switch at least one of the round tread surface front tire 2 and the round tread surface rear tire 4 swings with respect to the intermediate frame 130, and the vehicle 100A is steered. That is, the steering of the round tread surface front tire 2 and the round tread surface rear tire 4 is controlled by a steer-by-wire method.
  • Control device 80 operates at least one of front electric motor 162 and rear electric motor 160 according to the operation amount of the steering switch. Depending on the situation, the controller 80 operates at least one of the front electric motor 162 and the rear electric motor 160 regardless of the operation of the steering switch.
  • the right grip is the accelerator grip.
  • the driver operates the accelerator grip to adjust the output of the in-wheel motor 170 (drive source). Since the drive source is an electric motor (in-wheel motor 170), the drive source is controlled in an accelerator-by-wire manner.
  • the output of in-wheel motor 170 is controlled by control device 80.
  • Control device 80 controls the output of in-wheel motor 170 according to the detection result of an accelerator sensor (not shown) that detects the operation amount of the accelerator grip. Depending on the situation, the controller 80 may change the output of the in-wheel motor 170 regardless of the operation of the accelerator grip.
  • a front brake lever (not shown) is provided on the right side of the handle unit 50.
  • the front brake 106 When the driver operates the front brake lever so as to pull the front brake lever with the finger of the right grip, the front brake 106 is actuated to apply a braking force to the round tread surface front tire 2.
  • the front brake 106 is controlled by a brake-by-wire method.
  • Front brake 106 is connected to control device 80.
  • the front brake 106 is a hydraulic disc brake and is connected to the front hydraulic unit 107.
  • the controller 80 adjusts the hydraulic pressure supplied from the front hydraulic unit 107 to the front brake 106 in accordance with the detection result of a front brake sensor (not shown) that detects the operation amount of the front brake lever.
  • control device 80 actuates front brake 106 in accordance with the amount of operation of the front brake lever.
  • the controller 80 may actuate the front brake 106 regardless of the operation of the front brake lever.
  • the front brake lever may be connected to the front hydraulic unit 107 via a brake hose.
  • a brake pedal may be provided. The brake pedal is operated by the driver's foot.
  • a rear brake lever (not shown) is provided on the left side of the handle unit 50.
  • the rear brake 108 is actuated to apply a braking force to the round tread surface rear tire 4.
  • the rear brake 108 is controlled by a brake-by-wire method.
  • Rear brake 108 is connected to control device 80.
  • the rear brake 108 is a drum brake.
  • Control device 80 actuates rear brake 108 in accordance with the detection result of a rear brake sensor (not shown) that detects the amount of operation of the rear brake lever.
  • the controller 80 may actuate the rear brake 108 regardless of the operation of the rear brake lever.
  • the rear brake lever may be mechanically connected to the rear brake 108.
  • a brake pedal may be provided. The brake pedal is operated by the driver's foot.
  • the motorcycle 100A has a vehicle body cover 112.
  • a part of the vehicle body cover 112 is indicated by a two-dot chain line.
  • the body cover 112 is composed of a plurality of parts.
  • Body cover 112 covers at least a portion of front frame 120, intermediate frame 130, and at least a portion of rear frame 140. At least a portion of the vehicle body cover 112 is supported by the rear frame 140.
  • Body cover 112 includes a front cowl (not shown). The front cowl covers the front of the middle main frame 131 from the front.
  • the center of gravity G0 100A of the vehicle 100A in a state where no load is applied from the outside deviates downward from the round tread surface rear tire swing axis A4 100A.
  • the center of gravity G1 100A indicated by a two-dot chain line in FIG. 2 is an example of the center of gravity G1 100A of the vehicle 100A including the driver (passenger) seated on the seat 10. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100A including the driver (passenger) moves, for example, in the arrow direction from the center of gravity G0 100A shown in FIG.
  • the center of gravity G1 100A indicated by a two-dot chain line in FIG. 2 is an example of the center of gravity G1 100A of the vehicle 100A including the driver (passenger) seated on the seat 10.
  • the center of gravity G1 100A of the vehicle 100A including the driver (passenger) seated on the seat 10 may or may not exceed the round tread surface rear tire rocking axis A4 100A .
  • the motorcycle 100A has a wheel speed sensor (not shown) that detects the rotational speed of the round tread surface front tire 2 or the round tread surface rear tire 4.
  • the motorcycle 100A may have two wheel speed sensors for detecting the rotational speeds of the round tread surface front tire 2 and the round tread surface rear tire 4, respectively.
  • Control device 80 is a motorcycle 100A based on the rotational speed of round tread surface front tire 2 or round tread surface rear tire 4 detected by the wheel speed sensor and the diameter of round tread surface front tire 2 or round tread surface rear tire 4. Calculate the vehicle speed of
  • the motorcycle 100A includes a tilt detection device 81 that detects a physical quantity related to the tilt of the intermediate frame 130 in the left-right direction with respect to the vertical direction.
  • the tilt detection device 81 is supported by the intermediate frame 130.
  • the inclination of the intermediate frame 130 in the lateral direction with respect to the vertical direction means that the intermediate frame 130 swings around the roll axis of the motorcycle 100A.
  • the roll axis is an axis parallel to the front-rear direction.
  • the physical quantity detected by the tilt detection device 81 includes at least one of the roll angle, the roll rate, and the roll angular acceleration of the intermediate frame 130.
  • the tilt detection device 81 may be a sensor (gyro sensor) that detects at least one of roll angle, roll rate, and roll angular acceleration.
  • the inclination detection device 81 may include an arithmetic processing unit that performs arithmetic processing based on the detection result of the gyro sensor. For example, the inclination detection device 81 may calculate the roll angle by integrating the roll rate detected by the gyro sensor. The tilt detection device 81 may calculate the roll rate by integrating the roll angular acceleration detected by the sensor. The tilt detection device 81 may calculate the roll rate by differentiating the roll angle detected by the gyro sensor. The tilt detection device 81 may calculate the roll angular acceleration by differentiating the roll rate detected by the gyro sensor. The inclination detection device 81 may include both a sensor and an arithmetic processing unit. The inclination detection device 81 may not include a sensor, and may be configured only by an arithmetic processing unit. The arithmetic processing unit may be included in a control device 80 described later.
  • the motorcycle 100A has a detection device (not shown) that detects a physical quantity related to the inclination of the intermediate frame 130 in the left-right direction with respect to the front-rear direction.
  • the inclination of the intermediate frame 130 in the left-right direction with respect to the front-rear direction means that the intermediate frame 130 swings around the yaw axis of the motorcycle 100A.
  • the yaw axis is an axis parallel to the vertical direction.
  • the physical quantity detected by the detection device includes at least one of the yaw angle, the yaw rate, and the yaw angular acceleration of the intermediate frame 130.
  • the motorcycle 100A has a detection device that detects a physical quantity related to the vertical inclination of the intermediate frame 130 in the front-rear direction.
  • the inclination of the intermediate frame 130 in the vertical direction with respect to the front-rear direction means that the intermediate frame 130 swings around the pitch axis of the motorcycle 100A.
  • the pitch axis is an axis parallel to the left and right direction.
  • the physical quantity detected by the detection device includes at least one of the pitch angle, pitch rate, and pitch angular acceleration of the intermediate frame 130.
  • the motorcycle 100A has an autonomous operation mode and a manual operation mode as an operation mode.
  • the motorcycle 100A automatically travels to the target position even if the driver does not drive.
  • control may be performed to actively assist the driver.
  • the motorcycle 100A has a control device 80.
  • the control device 80 is configured of, for example, a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and the like.
  • the CPU executes information processing based on programs and various data stored in the ROM and RAM.
  • the controller 80 may be supported by the intermediate frame 130 and may be supported by the rear frame 140.
  • the position of the control device 80 is not limited to the position shown in FIG.
  • the control device 80 is connected to various sensors such as an accelerator sensor, a front brake sensor, a rear brake sensor, a wheel speed sensor, and an inclination detection device 81.
  • the controller 80 receives signals from these sensors.
  • the arithmetic processing unit of the inclination detection device 81 may be included in the control device 80.
  • Control device 80 is connected to in-wheel motor 170.
  • the controller 80 is connected to actuators for the front brake and the rear brake.
  • the controller 80 is connected to the rear electric motor 160 and the front electric motor 162.
  • the control device 80 controls these connected devices.
  • the control device 80 controls the swing of the round tread surface rear tire 4 and the round tread surface front tire 2 by controlling the rear electric motor 160 and the front electric motor 162.
  • the control device 80 includes the round tread surface rear tire swing actuator control device and the round tread surface front tire swing control device of the present invention. Details of control of the rear electric motor 160 and the front electric motor 162 by the controller 80 will be described later.
  • the behavior of the vehicle 100A when the round tread surface rear tire 4 is swung will be described.
  • the fact that the round tread surface rear tire 4 is inclined in the left direction with respect to the upper direction means that the upper end of the round tread surface rear tire 4 moves in the left direction relative to the lower end.
  • the same definition applies to the vehicle 100A and the round tread surface front tire 2.
  • Inclination of the round tread surface rear tire 4 in the left direction with respect to the front direction means that the front end of the round tread surface rear tire 4 moves in the left direction relative to the rear end.
  • steering the round tread surface front tire 2 in the left direction means that the round tread surface front tire 2 is inclined in the left direction with respect to the front direction.
  • FIG. 3A shows a state in which the vehicle 100A is erected to be able to go straight on the horizontal road surface RS.
  • the center of gravity G0 100A of the vehicle 100A in a state where no load is applied from the outside is at the center in the left-right direction of the motorcycle 100A.
  • the round tread surface rear tire 4 swings in the direction of arrow X shown in FIG. 3 (a) from the state of FIG. 3 (a), as shown in FIG. 3 (b), the round tread surface rear tire 4 is directed upward. It leans to the left, and leans to the right with respect to the front.
  • the direction of the arrow X is a clockwise direction as viewed backward.
  • FIG. 4A shows a state in which the vehicle 100A is inclined in the left direction with respect to the upper direction.
  • the center of gravity G0 100A of the vehicle 100A is separated in the left direction of the round tread surface rear tire swing axis A4 100A .
  • the round tread surface rear tire 4 swings in the Y direction of the arrow shown in FIG. 4 (a), as shown in FIG. 4 (b), the round tread surface rear tire 4 is right with respect to the upper direction. While tilting in the direction, it tilts in the right direction with respect to the forward direction.
  • the direction of arrow X is opposite to the direction of arrow Y described above.
  • the control device 80 controls the rear electric motor 160 and the front electric motor 162 based on the physical quantity related to the inclination of the middle frame 130 in the lateral direction with respect to the vertical direction detected by the inclination detection device 81.
  • the control device 80 may change the swing control of the round tread surface rear tire 4 and the round tread surface front tire 2 based on other parameters in addition to the detection result of the tilt detection device 81. For example, it may be based on the detection result of the wheel speed sensor. For example, it may be based on the detection result of the steering wheel angle sensor. Also, for example, it may be based on map information.
  • the round tread surface rear tire 4 and the round tread surface front tire 2 may be changed depending on the vehicle type.
  • the control device 80 causes one of the round tread surface front tire 2 and the round tread surface rear tire 4 to swing. Specifically, for example, when it is desired to steer the vehicle 100A in the left direction, the control device 80 performs any of the following control.
  • the control device 80 may swing the round tread surface front tire 2 so that the round tread surface front tire 2 is inclined leftward with respect to the front direction.
  • the round tread surface front tire 2 is in the left direction with respect to the front direction.
  • the round tread surface front tire 2 may be rocked so as to tilt.
  • the control device 80 may swing the round tread surface rear tire 4 so that the round tread surface rear tire 4 is inclined leftward with respect to the upper direction.
  • the control device 80 may swing both the round tread surface front tire 2 and the round tread surface rear tire 4 as described above.
  • the control device 80 may swing the round tread surface rear tire 4 so that the vehicle 100A gets up.
  • the control device 80 may swing the round tread surface front tire 2 such that the round tread surface front tire 2 is inclined to the right with respect to the front direction.
  • the control device 80 may swing both the round tread surface front tire 2 and the round tread surface rear tire 4 as described above.
  • the control device 80 may swing the round tread surface rear tire 4 such that the inclination in the left-right direction with respect to the upper direction of the vehicle 100A is large while the vehicle 100A is turning. Thereby, the turnability can be improved. That is, the turning radius can be reduced.
  • the control device 80 may swing the round tread surface rear tire 4 when the vehicle 100A is inclined in response to a crosswind. For example, when the vehicle 100A receives a wind from the right and inclines in the left direction, even if the round tread surface rear tire 4 swings in a direction in which the round tread surface rear tire 4 inclines in the left direction with respect to the upper direction. Good. Furthermore, the control device 80 may also swing the round tread surface front tire 2.
  • the motorcycle 100A may be capable of selecting the inclination reduction mode for reducing the inclination in the left-right direction with respect to the vertical direction of the vehicle 100A during the manual operation mode.
  • the control device 80 causes at least one of the round tread surface rear tire 4 and the round tread surface front tire 2 to rock when the vehicle 100A is inclined in the left and right direction with respect to the upper direction during the inclination reduction mode.
  • the vehicle 100A is easily inclined in the lateral direction with respect to the vertical direction.
  • the swing control of the round tread surface rear tire 4 in the slope reduction mode may be performed only at low speed travel.
  • the control device 80 swings at least one of the round tread surface rear tire 4 and the round tread surface front tire 2 when the vehicle 100A is inclined in the lateral direction with respect to the upper direction while traveling straight in the autonomous operation mode. It is also good.
  • the control device 80 alternately swings the round tread surface rear tire 4 in both directions so that the vehicle 100A can maintain a self-supporting state when traveling at a low speed of 6 km / h or less, for example, or while stopping. Good.
  • the round tread surface front tire 2 may be alternately rocked in both directions. Both the round tread surface rear tire 4 and the round tread surface front tire 2 may be swung. For example, when a person pushes and walks the vehicle 100A, this control may be performed.
  • the first example of the embodiment exhibits the following effects.
  • the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS passes the front end of the round tread surface rear tire 4 and is parallel to the vertical direction It is between the straight line L3 100A and the straight line L4 100A which passes through the rear end of the round tread surface rear tire 4 and is parallel to the vertical direction. Therefore, the round tread is compared with the case where the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS is separated from the straight line L3 100A parallel to the vertical direction through the front end of the round tread surface rear tire 4 in the forward direction. The moment required to swing the surface rear tire 4 is small.
  • the round tread surface rear tire swing axis A4 100A and the road surface RS are round as compared to the case where the intersection point between the straight surface L4 100A parallel to the vertical direction passes through the rear end of the rear surface of the round tread surface rear tire.
  • the moment required to swing the tread surface rear tire 4 is small. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
  • the intersection point of the round tread surface rear tire swing axis A4 100A and the road surface RS is the same as or substantially the same as the contact point of the round tread surface rear tire 4 and the road surface RS. It is the same. Thereby, the torque for swinging the rear frame 140 is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be further improved.
  • the controller 80 controls the swing of the round tread surface front tire 2 around the round tread surface front tire swing axis line A2. Therefore, the swing of the round tread surface rear tire 4 and the swing of the round tread surface front tire 2 can be interlocked with each other. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
  • the handle connected to the front frame 120 may not be provided.
  • the degree of freedom of the layout of the vehicle can be improved.
  • the reverse steering (brute steering) of the round tread surface front tire 2 can be performed by the control of the control device 80. That is, unlike the case where the round tread surface front tire 2 is steered by the steering wheel, the control device 80 grasps whether all steering of the round tread surface front tire 2 is reverse steering or forward steering. There is. Therefore, the interlocking
  • the front hydraulic unit 107 having a relatively large weight is supported by the intermediate frame 130. Therefore, compared with the case where the rear frame 140 supports the hydraulic unit, the weight of the target to which the rear electric motor 160 (round tread surface rear tire swing actuator) is caused to swing is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
  • the in-wheel motor 170 (drive source) having a relatively large weight is supported by the intermediate frame 130. Therefore, compared with the case where the rear frame 140 supports the drive source, the weight of the target to which the rear electric motor 160 (round tread surface rear tire rocking actuator) swings is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
  • the storage device 171 having a relatively large weight is supported by the intermediate frame 130. Therefore, compared with the case where the rear frame 140 supports the power storage device 171, the weight of the target to which the rear electric motor 160 (round tread surface rear tire swing actuator) swings is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
  • Example 2 of the embodiment of the present invention has all the features of the embodiment of the present invention. Descriptions of the same portions as the embodiment of the present invention and the specific example 1 thereof will be omitted. Hereinafter, configurations different from the specific example 1 of the embodiment of the present invention will be described.
  • the rear electric motor 160 swings the rear frame 140 with respect to the intermediate frame 130 about the round tread surface rear tire swing axis A4 100B .
  • the round tread surface rear tire rocking axis A4 100B is an example of the round tread surface rear tire rocking axis A4 according to the embodiment of this invention.
  • the round tread surface rear tire rocking axis A4 100B has a downward inclination toward the rear. Looking at the vehicle 100B in an upright state so that it can go straight ahead, the intersection point of the round tread surface rear tire rocking axis A4 100B and the road surface RS is in the rearward direction of the contact point of the round tread surface rear tire 4 and the road surface RS.
  • the intersection point of the round tread surface rear tire swing axis A4 100B and the road surface RS is a straight line L3 100B parallel to the vertical direction passing through the front end of the round tread surface rear tire 4 and the round tread surface rear tire 4 Between the rear end and a straight line L4 100B parallel to the vertical direction.
  • the center of gravity G0 100B of the vehicle 100B in a state in which no load is applied from the outside is viewed downward from the round tread surface rear tire rocking axis A4 100B when the vehicle 100B in the upright state is allowed to go straight. ing.
  • the center of gravity G0 100B of the vehicle 100B in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100B including the driver (passenger) moves, for example, from the center of gravity G0 100B shown in FIG. 5 in the arrow direction.
  • Example 3 of the embodiment of the present invention has all the features of the embodiment of the present invention. Descriptions of the same portions as the embodiment of the present invention and the specific example 1 thereof will be omitted. Hereinafter, configurations different from the specific example 1 of the embodiment of the present invention will be described.
  • the rear electric motor 160 swings the rear frame 140 with respect to the intermediate frame 130 about the round tread surface rear tire swing axis A4 100C .
  • the round tread surface rear tire rocking axis A4 100C is an example of the round tread surface rear tire rocking axis A4 according to the embodiment of this invention.
  • the round tread surface rear tire rocking axis A4 100C has a downward inclination toward the rear. Looking at the vehicle 100C in an upright state so that it can go straight ahead, the intersection point of the round tread surface rear tire rocking axis A4 100C and the road surface RS is in the forward direction relative to the contact point of the round tread surface rear tire 4 and the road surface RS.
  • the intersection point of the round tread surface rear tire swing axis A4 100C and the road surface RS is a straight line L3 100C parallel to the vertical direction through the front end of the round tread surface rear tire 4 and the round tread surface rear tire 4 Between the rear end and a straight line L4 100C parallel to the vertical direction.
  • the center of gravity G0 100C of the vehicle 100C in a state where no load is applied from the outside is separated downward from the round tread surface rear tire rocking axis A4 100C .
  • the center of gravity G0 100C of the vehicle 100C in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100C including the driver (passenger) moves, for example, from the center of gravity G0 100C shown in FIG.
  • Example 4 of the embodiment of the present invention has all the features of the embodiment of the present invention. Descriptions of the same portions as the embodiment of the present invention and the specific example 1 thereof will be omitted. Hereinafter, configurations different from the specific example 1 of the embodiment of the present invention will be described.
  • the front wheel 3 and the rear wheel 5 of FIG.7, FIG8 and FIG.9 abbreviate
  • the motorcycle 100D has a front frame 120, an intermediate frame 230, and a rear frame 140. Similar to the motorcycle 100A, the front frame 120 has a pair of left and right front suspension units 21 and 21 and a front swing shaft portion 122.
  • the intermediate frame 230 includes an intermediate main frame 131, a seat frame 132, and a movable back frame 233.
  • the rear frame 140 has a rear rocking shaft portion 141, a rear suspension unit 42, and a battery support portion 146, as with the motorcycle 100A.
  • the front frame 120 is supported by the intermediate frame 230 via a front electric motor 162. Similar to the motorcycle 100A, the front frame 120 and the round tread surface front tire 2 are rocked relative to the middle frame 230 about the rocking tire front tire rocking axis A2 by the front electric motor 162. Similar to the motorcycle 100A, the rear frame 140 is supported by the intermediate frame 230 via the rear electric motor 160. Similar to the motorcycle 100A, the rear frame 140 and the round tread surface rear tire 4 are rocked with respect to the intermediate frame 230 around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160.
  • a cross section orthogonal to the longitudinal direction of the front suspension unit 21 of the front frame 120 is a substantially elliptical shape elongated in the front-rear direction.
  • a front fender 213 is attached to the front of the front frame 120.
  • the front fender 213 is not included in the front frame 120.
  • the front fender 213 covers the tread surface 2 a of the upper portion of the round tread surface front tire 2.
  • Power storage device 171 supported by battery support portion 146 of rear frame 140 is configured of six batteries. Six batteries are arranged three each on the left and right. Further, a weight (not shown) is installed on the battery support 146. The weight is disposed below the battery support 146. The weight may not be installed on the battery support 146.
  • the middle main frame 131 covers the upper portion of the outer peripheral surface of the rear swing shaft portion 141 of the rear frame 140.
  • the middle main frame 131 covers the front and the rear of the rear rocking shaft portion 141 over one turn.
  • the middle main frame 131 is a body frame having a monocoque structure.
  • the seat frame 132 of the intermediate frame 230 is fixed to the intermediate main frame 131.
  • An upper portion of the seat frame 132 is covered with a seat frame cover 214.
  • a seat 210 for seating the driver O is installed on the upper surface of the rear of the seat frame cover 214. That is, the seat frame 132 supports the seat 210.
  • the sheet 210 is a sheet-like member having elasticity.
  • the movable back frame 233 of the intermediate frame 230 is connected to the rear end of the seat frame 132.
  • the movable back frame 233 is connected to the seat frame 132 so as to be pivotable about an axis parallel to the left and right direction.
  • the movable back frame 233 is disposed at the position shown by solid lines in FIGS. 8 and 9.
  • the movable back frame 233 is disposed at a position indicated by a two-dot chain line in FIG. 9 only when the driver O (passenger) gets on and off.
  • the movable back frame 233 has a substantially V-shaped portion.
  • the torso of the driver O is disposed between the V-shaped portions.
  • the riding capacity of the motorcycle 100D is one person.
  • the head portion 235 is connected to the upper portion of the intermediate main frame 131.
  • the head portion 235 is not included in the intermediate frame 230.
  • the head portion 235 has a head bottom portion 236 and a head cover 237.
  • the head cover 237 covers the top surface of the head bottom 236.
  • a cushioning material 216 is installed on the upper surface of the rear of the head cover 237.
  • the cushion material 216 is a sheet-like member having elasticity. Depending on the posture of the driver O seated on the seat 210, the front surface of the driver O's body contacts the cushion material 216.
  • the head bottom 236 is connected to the intermediate frame 230 by three arms 234a, 234a, 234c.
  • the head portion 235 is connected to the intermediate main frame 131 so as to be movable in the front-rear direction.
  • a switch (not shown)
  • the head bottom 236 is moved back and forth by, for example, an electric motor.
  • the position of the head portion 235 can be adjusted to a position that matches the physique of the driver O.
  • the position of the center of gravity G0 100D of the vehicle 100D can be adjusted.
  • the head portion 235 has a left grip 251 and a right grip 252. As shown in FIG. 8, the left grip 251 and the right grip 252 protrude from the side of the head bottom 236.
  • the right grip 252 and the left grip 251 are fixed to the head portion 235.
  • the right grip 252 and the left grip 251 are non-rotatable (not rockable).
  • the right grip 252 and the left grip 251 are gripped by the hand of the driver O (passenger).
  • a steering switch 253 is provided on the rear surface of the left grip 251.
  • the steering switch 253 may be configured to be able to rotate less than 360 degrees, and may be configured to be capable of rotating 360 degrees.
  • the steering switch 253 has a circular or circular operation surface.
  • the rotation axis of the steering switch 253 is substantially parallel to the longitudinal direction of the left grip 251.
  • the steering switch 253 may be rotated 360 degrees or more, and may have a disk-like operation surface.
  • the steering switch 253 is operated by the finger of the hand holding the left grip 251. As with the motorcycle 100A, when the driver O operates the steering switch 253 to rotate, at least one of the round tread surface front tire 2 and the round tread surface rear tire 4 swings with respect to the intermediate frame 230.
  • the control device (not shown) operates at least one of the front electric motor 162 and the rear electric motor 160 in accordance with the operation amount of the steering switch 253. Depending on the situation, the control device operates at least one of the front electric motor 162 and the rear electric motor 160 regardless of the operation of the steering switch 253.
  • an acceleration lever 254 is provided on the front surface of the right grip 252.
  • the output of the in-wheel motor 170 (drive source) is adjusted.
  • the control device adjusts the output of the in-wheel motor 170 according to the detection result of an accelerator sensor (not shown) that detects the amount of operation of the accelerator lever 254. Depending on the situation, the control device may change the output of the in-wheel motor 170 regardless of the operation of the accelerator lever 254.
  • the left grip 251 is provided with a brake lever 255.
  • the driver O operates the brake lever 255 so that the finger of the hand holding the left grip 251 pulls the brake lever 255, at least one of the front brake 106 and the rear brake 108 is actuated. Thereby, a braking force is applied to at least one of the round tread surface front tire 2 and the round tread surface rear tire 4.
  • the front brake 106 and the rear brake 108 are operated by one brake lever 255.
  • the motorcycle 100D may have two brake operation parts for operating the front brake 106 and the rear brake 108 independently.
  • the control device actuates at least one of the front brake 106 and the rear brake 108 in accordance with a detection result of a brake sensor (not shown) that detects an operation amount of the brake lever 255.
  • the controller may activate at least one of the front brake 106 and the rear brake 108 regardless of the operation of the brake lever 255.
  • the front of the head portion 235 is bifurcated.
  • projectors 256a and 256b are provided on the front left and front right of the head portion 235, respectively.
  • the projectors 256a, 256b project an image on the visor of the driver O's helmet.
  • the visor on which the image is projected may be an inner visor located inside the shield of the helmet or an outer visor located outside the shield.
  • the radiation angle of the light emitted from the projectors 256a and 256b may be adjustable by a switch or the like.
  • FIG. 13 shows an example of an image projected on a visor.
  • the projection image includes, for example, information such as vehicle speed, traveling distance, remaining amount of power storage device, warning, driving mode, time, map, navigation instruction and the like.
  • the number of projectors 256a and 256b may be only one. In that case, the projectors 256a and 256b may be provided on either the left or the right, or may be provided at the center.
  • two cameras 257 a and 257 b are provided at the center of the front portion of the head portion 235.
  • the cameras 257a and 257b capture the front of the motorcycle 100D.
  • One of the camera 257a and the camera 257a is a wide-angle camera having a wide-angle lens, and the other is a telephoto camera having a telephoto lens.
  • a pair of left and right footrest arms 217, 217 are connected to the rear of the intermediate main frame 131.
  • the tip of the footrest arm 217 constitutes a footrest on which the driver O's foot is placed.
  • a side stand 219 is connected to the rear left portion of the intermediate main frame 131.
  • the side stand 219 can be switched between a stored state shown by a solid line in FIG. 8 and an upright state shown by a two-dot chain line in FIG.
  • the side stand 219 is grounded to the road surface in an upright state.
  • the motorcycle 100D is self-supporting in a state of being inclined leftward with respect to the vertical direction by the side stand 219 in an upright state.
  • Reference sign Gre shown in FIG. 8 is the center of gravity of the entire object which is rocked relative to the intermediate frame 230 around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160.
  • the center of gravity Gre is referred to as a rear swinging center of gravity Gre.
  • the rear swing center of gravity Gre is separated downward from the round tread surface rear tire swing axis line A4 100A when the vehicle 100D in a state of being able to go straight forward is viewed in the left or right direction.
  • the rear swing center of gravity Gre is positioned lower than the center of gravity G0 100D of the motorcycle 100D in a state where no load is applied from the outside, when the vehicle 100D in a state in which it can stand straight ahead is viewed left or right.
  • the rear swing center of gravity Gre is positioned rearward of the center of gravity G0 100D of the motorcycle 100D in a state in which no load is applied from the outside, when the vehicle 100D in a state in which it can stand straight ahead is viewed left
  • the center of gravity G0 100D of the vehicle 100D in a state in which no load is applied from the outside when the vehicle 100D in a state of being able to go straight forward is viewed in the left direction or the right direction is the same as the specific example 1 of the embodiment. It is away from the motion axis A4 100A in the downward direction.
  • the center of gravity G0 100D of the vehicle 100D in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 210 increases from zero, the center of gravity of the vehicle 100D including the driver O moves, for example, in the direction of the arrow from the center of gravity G0 100D shown in FIG.
  • the control device has substantially the same configuration as the control device 80 of the motorcycle 100A.
  • a controller (not shown) may be supported by the intermediate frame 230 and may be supported by the rear frame 140.
  • the control device is connected to various sensors and various actuators similarly to the control device 80. Further, the control device is connected to the projectors 256a and 256b and the cameras 257a and 257b.
  • the motorcycle 100D is supported by the side stand 219 while being inclined leftward (see FIG. 14).
  • the control device controls the rear electric motor 160 so that the motorcycle 100D can stand upright in an upright state without using the side stand 219.
  • This control is preferably performed in a state where the driver O is not on the motorcycle 100D. This control may be performed while the driver O is in the vehicle.
  • the control device uses the reaction reaction of the swing of the rear frame 140 to raise the motorcycle 100D. A more detailed description will be given below.
  • the rear electric motor 160 is controlled such that the rear rocking center of gravity Gre once swings rightward and then swings leftward.
  • the rear rocking gravity center Gre is the gravity center of the entire object rocked relative to the intermediate frame 230 around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160.
  • the rotation angle around the round tread surface rear tire rocking axis A4 100A when rocking the rear rocking gravity center Gre in the right direction is not particularly limited as long as it can raise the motorcycle 100D.
  • the rotation angle around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160 when rocking the rear rocking gravity center Gre in the right direction is the rear electric when rocking the rear rocking gravity center Gre in the left direction
  • the rotation angle about the round tread surface rear tire rocking axis A4 100A by the motor 160 may be the same or may be larger than that.
  • the speed at which the rear rocking gravity center Gre is rocked to the right is not particularly limited.
  • the speed at which the rear rocking center of gravity Gre is rocked to the left needs to be a certain speed.
  • the side stand 219 is supported by the intermediate frame 130, the side stand 219 does not prevent the swing of the rear frame 140.
  • the control device switches the side stand 219 from the standing state to the stored state.
  • the switching from the standing state of the side stand 219 to the stored state may be performed by the operation of the foot. Further, the switching from the retracted state to the upright state of the side stand 219 may be performed by the control device, may be performed by the operation of the foot, or both may be possible.
  • the control device has a face recognition unit and a gesture recognition unit.
  • the face recognition unit and the gesture recognition unit are functional units that are realized by execution of programs stored in the RAM and the ROM by the CPU.
  • the face recognition unit collates the face of the image captured by at least one of the camera 257a and the camera 257b with the face of the image registered in advance to determine whether or not they match. By registering a picture of the driver's face, the face recognition unit can recognize the driver. If faces of a plurality of people are registered, the face recognition unit can recognize faces of the plurality of people.
  • the gesture recognition unit determines whether or not the gesture of the moving image captured by at least one of the camera 257a and the camera 257b matches the gesture of the moving image registered in advance.
  • the gesture may be, for example, a beckoning action. If a plurality of gestures are registered, the gesture recognition unit can recognize a plurality of gestures.
  • the face recognition unit and the gesture recognition unit use known face recognition technology and gesture recognition technology.
  • the face recognition unit and the gesture recognition unit can recognize, for example, the face and gesture of a person about 10 m away.
  • the face recognition unit and the gesture recognition unit are used when the driver O gets on the motorcycle 100D. Specifically, first, the driver stands in front of the motorcycle 100D which is standing by the side stand 219. When the face recognition unit recognizes the driver's face, the control device controls the rear electric motor 160 as described above to cause the motorcycle 100D to rise and stand up. Thereafter, the driver makes a first gesture. When the gesture recognition unit recognizes the first gesture, the control device autonomously operates the motorcycle 100D at low speed. Then, when the distance between the motorcycle 100D and the driver O becomes equal to or less than a predetermined distance, the control device stops the motorcycle 100D. The driver may perform the second gesture before the distance between the motorcycle 100D and the driver O becomes equal to or less than a predetermined distance. When the gesture recognition unit recognizes the second gesture, the control device stops the motorcycle 100D. The control device controls the rear electric motor 160 and the front electric motor 162 so as to maintain the self-supporting state after stopping the motorcycle 100D.
  • the motorcycle 100D of the specific example 4 of the embodiment of the present invention exhibits the same effect as the motorcycle 100A in the same configuration as the motorcycle 100A of the specific example 1 of the embodiment of the present invention described above.
  • the head portion 235 may be fixed to the intermediate main frame 131.
  • the movable back frame 233 may not be provided.
  • the side stand 219 may be capable of being grounded to the road surface so that the vehicle 100D can stand in a state of being inclined to the right with respect to the vertical direction.
  • the side stand 219 is connected to the rear right portion of the intermediate main frame 131.
  • the rear electric motor 160 is controlled so that the rear rocking gravity center Gre swings to the left once and then to the right.
  • the side stand 219 may be connected to the rear frame 140.
  • the front frame 120 When the vehicle 100D is stopped, instead of swinging the rear frame 140, the front frame 120 may be swung to raise the vehicle 100D. In that case, it is preferable that the front frame 120 be provided with a weight.
  • the motorcycle may be capable of driving support control for supporting the driver's driving.
  • the driving support control may be adaptive cruise control (ACC: Adaptive Cruise Control) that maintains the distance between the preceding vehicle and the host vehicle at a predetermined distance.
  • Adaptive cruise control is driving support control.
  • Adaptive cruise control is also called auto cruise control (Auto Cruise Control) or active cruise control (Active Cruise Control).
  • the driving support control may be lane keeping assist control that causes the motorcycle to travel along a lane.
  • the driving support control may be an automatic brake control that detects an obstacle or a person and operates the brake.
  • the driving support control may be cruise control that maintains the vehicle speed constant.
  • the motorcycle may perform swing control of the round tread surface rear tire when performing the driving support control.
  • the motorcycle may perform swing control of the round tread surface rear tire and the round tread surface front tire when performing the driving support control.
  • the motorcycle may have a loading platform for placing a load.
  • the motorcycles 100E and 100F shown in FIGS. 15 and 16 are an example thereof.
  • a motorcycle 100E shown in FIG. 15 has both a seat 10 and a loading platform 311.
  • the loading platform 311 is located rearward of the rear end of the seat 10.
  • the seat 10 and the loading platform 311 are supported by the intermediate frame 130.
  • the loading platform 311 may be detachably provided to the motorcycle 100E.
  • the entire load carrier 311 is separated upward from the round tread surface rear tire rocking axis A4 100A .
  • the 16 has a loading platform 411 and does not have a seat.
  • the intermediate frame 430 has a loading frame 432 instead of the seat frame.
  • the loading platform 411 is supported by the loading platform frame 432.
  • the center of gravity G0 100E , G0 100F of the vehicle 100E, 100F and the platform 311, 411 are passed.
  • the center of gravity G0 100E , G0 100F of the vehicle 100E, 100F in a state where no load is applied from the outside is not limited to the position shown in FIGS.
  • the centers of gravity of the vehicles 100E and 100F including the load move in the arrow direction from the centers of gravity G0 100E and G0 100F shown in FIGS. 15 and 16, for example.
  • the seat when the motorcycle has both the seat and the loading platform, the seat may be supported by the intermediate frame and the loading platform may be supported by the rear frame.
  • the seat may be supported by the rear frame, and the loading platform may be supported by the intermediate frame.
  • the loading platform when the motorcycle has both the seat and the loading platform, the loading platform may be positioned forward of the front end of the seat. Alternatively, the loading platform may be disposed below the seat.
  • the motorcycle when the seat is supported by the intermediate frame, the motorcycle may not have the round tread surface front tire swing actuator for swinging the round tread surface front tire.
  • the motorcycle 100G shown in FIG. 17 is an example thereof.
  • the motorcycle 100 ⁇ / b> G includes a seat 10 supported by the intermediate frame 530.
  • a front frame 520 of the motorcycle 100G has a steering shaft 22.
  • the steering shaft 22 is rotatably supported at the front of the middle main frame 531 of the middle frame 530.
  • the steering shaft 22 is fixed to the handle unit 50.
  • the front frame 520 swings with respect to the intermediate frame 530 about the round tread surface front tire swing axis line A2. Thereby, the round tread surface front tire 2 is steered.
  • the round tread surface front tire 2 swings with respect to the intermediate frame 530 around the round tread surface front tire swing axis line A2 by the operation of the driver.
  • the round tread surface rear tire rocking axis A4 100A is the center of gravity of the vehicle 100G in the state where no load is applied from the outside. Pass between G0 100G and the sheet 10.
  • the center of gravity G0 100G of the vehicle 100G in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100G including the occupant moves from the center of gravity G0 100G shown in FIG. 18 in the arrow direction, for example.
  • the motorcycle when the seat is supported by the intermediate frame and the round tread surface front tire swing actuator is not provided, the motorcycle does not have a handle (grip) that swings integrally with the front frame. It is also good.
  • the motorcycle may have a handle (grip) fixed to the intermediate frame.
  • the motorcycle may or may not be autonomously drivable. If autonomous operation is not possible, the motorcycle has a handle (grip) provided with a switch for steering the round tread surface rear tire.
  • the drive source for applying driving force to the round tread surface rear tire may be an electric motor disposed at a position other than the inner side of the round tread surface rear tire.
  • the electric motor 670 of the motorcycle 100H shown in FIG. 18 is an example thereof.
  • the electric motor 670 is supported by the rear frame 640.
  • the electric motor 670 is positioned below the upper end of the round tread surface rear tire 4 as a whole when the vehicle 100H in an upright state is allowed to go straight.
  • the center of gravity G0 100H illustrated in FIG. 18 is an example of the center of gravity of the vehicle 100H in a state in which no load is applied from the outside.
  • the drive source for applying the driving force to the round tread surface rear tire may be an engine unit.
  • the motorcycle 100I shown in FIG. 19 is an example thereof.
  • the engine unit 70 of the motorcycle 100I is supported by the rear frame 740.
  • the engine unit 70 is entirely positioned lower than the round tread surface rear tire 4.
  • the motorcycle 100I has a fuel tank 71 for storing the fuel supplied to the engine unit 70.
  • the fuel tank 71 is supported by the intermediate frame 130.
  • the fuel tank 71 is located forward of the front end of the seat 10.
  • the center of gravity G0 100I shown in FIG. 19 is an example of the center of gravity of the vehicle 100I in a state where no load is applied from the outside.
  • the drive source for applying the driving force to the round tread surface rear tire may be both an electric motor and an engine unit.
  • the electric motor may be an in-wheel motor or an electric motor disposed at a position not inside the round tread surface rear tire.
  • the motorcycle of the present invention may have both a drive source for applying a driving force to the round tread surface front tire and a drive source for applying a driving force to the round tread surface rear tire. That is, in addition to the drive source satisfying the configuration of claim 1, the motorcycle according to the present invention may have another drive source.
  • the motorcycle of the present invention may have a drive source for applying a driving force to the round tread surface front tire without having a drive source for applying a driving force to the round tread surface rear tire.
  • the drive source for applying the driving force to the round tread surface front tire may be an electric motor, an engine unit, or both.
  • the electric motor may be an in-wheel motor or an electric motor disposed at a position not inside the round tread surface front tire.
  • the drive source for applying the driving force to the round tread surface rear tire is not limited to being supported by the rear frame.
  • the drive source for applying the driving force to the round tread surface rear tire may be supported by the intermediate frame.
  • the drive source for applying the driving force to the round tread surface rear tire is an engine unit and an electric motor, the drive source may be supported by both the intermediate frame and the rear frame.
  • a drive source for applying a driving force to the round tread surface front tire may be supported by the front frame.
  • the drive source for applying the driving force to the round tread surface front tire may be supported by the intermediate frame.
  • the driving source for applying driving force to the round tread surface front tire is an engine unit and an electric motor, the driving source may be supported by both the front frame and the intermediate frame.
  • the fuel tank when the drive source is an engine unit, the fuel tank may be supported by the intermediate frame and may be supported by the rear frame.
  • the fuel tank when the fuel tank is supported by the intermediate frame, even if the weight of the fuel in the fuel tank changes, the weight of the object to be rocked by the round tread surface rear tire rocking actuator does not change. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
  • the drive source may apply a driving force to the round tread surface rear tire or may apply a driving force to the round tread surface front tire.
  • the power storage device may be supported by the intermediate frame.
  • the motorcycle 100J shown in FIG. 20 is an example thereof.
  • the storage device 171 of the motorcycle 100J is supported by the middle main frame 831 of the middle frame 830.
  • the center of gravity G0 100J shown in FIG. 20 is an example of the center of gravity of the vehicle 100J in a state where no load is applied from the outside.
  • the motorcycle of the present invention may have both the first storage battery device and the second power storage device of the present invention.
  • the first power storage device of the present invention is supported by the intermediate frame, and the second power storage device of the present invention is supported by the rear frame.
  • the first electric motor of the present invention may double as the second electric motor of the present invention, or may be separate from the second electric motor.
  • the power storage device may be other than a battery (secondary battery).
  • the power storage device may be, for example, a super capacitor or an ultra capacitor.
  • the round tread surface rear tire swing actuator is not limited to the electric motor, and may be, for example, a hydraulic cylinder.
  • the round tread surface front tire swing actuator is not limited to the electric motor, and may be, for example, a hydraulic cylinder.
  • the type of front brake for applying the braking force to the round tread surface front tire may be either hydraulic, mechanical or electrical.
  • the front hydraulic unit that controls the fluid pressure of the front brake is not necessarily supported by the intermediate frame.
  • the front hydraulic unit may be supported by the front frame and may be supported by the rear frame.
  • the type of brake for applying the braking force to the round tread surface rear tire may be either hydraulic, mechanical or electrical.
  • the rear hydraulic unit that controls the hydraulic pressure of the rear brake may be supported by the rear frame.
  • a rear hydraulic unit 609 shown by a two-dot chain line is an example.
  • the rear hydraulic unit that controls the hydraulic pressure of the rear brake may be supported by the intermediate frame.
  • a rear hydraulic unit 609 shown by a solid line is an example thereof.
  • the motorcycle of the present invention may be provided with a hydraulic brake different from the second hydraulic brake, in addition to the first hydraulic brake of the present invention.
  • the motorcycle of the present invention may be provided with a hydraulic brake different from the first hydraulic brake, in addition to the second hydraulic brake of the present invention.
  • the motorcycle of the present invention may have both the first hydraulic unit and the second hydraulic unit of the present invention.
  • the first hydraulic unit of the present invention is supported by the intermediate frame, and the second hydraulic unit of the present invention is supported by the rear frame to control the hydraulic pressure of the brake of the round tread surface rear tire.
  • the first hydraulic unit of the present invention controls the fluid pressure of the brakes of the front tread of the round tread surface.
  • the tilt detection device when the two-wheeled motor vehicle is provided with a tilt detection device for detecting a physical quantity related to the tilt of the middle frame in the vehicle left-right direction with respect to the vehicle vertical direction, the tilt detection device is not necessarily installed at the middle frame. .
  • the tilt detection device may be installed on the rear frame.
  • the direction of the rear frame parallel to the vertical direction of the vehicle in a state in which the two-wheeled motor vehicle stands upright on a horizontal road surface is referred to as the vertical direction of the rear frame.
  • the direction of the rear frame parallel to the lateral direction of the vehicle in a state in which the motorcycle stands upright on a horizontal road surface is referred to as the lateral direction of the rear frame.
  • the tilt detection device detects an angle, an angular velocity, or an angular acceleration of the tilt of the rear frame in the left-right direction with respect to the rear frame vertical direction.
  • the inclination detection device detects a physical quantity related to the inclination in the vehicle left-right direction with respect to the vehicle vertical direction of the intermediate frame based on the physical quantity related to the inclination of the rear frame and the swing angle with respect to the intermediate frame of the rear frame.
  • the tilt detection device is directed in the lateral direction of the vehicle relative to the vehicle vertical direction of the intermediate frame based on the physical quantities relating to the inclination of the rear frame, the swing angle of the rear frame relative to the intermediate frame, and the swing angle of the front frame relative to the intermediate frame.
  • the physical quantity associated with the slope of may be detected.
  • the center of gravity of the vehicle in a state where no load is applied from the outside deviates downward from the round tread surface rear tire swing axis. It may be
  • the motorcycle of the present invention may be any of a sport type, an on-road type, an off-road type, and a scooter type.
  • the motorcycle of the present invention may be a motorbike or a moped.

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Abstract

This motorcycle (100) comprises an intermediate frame (130), a front frame (120), and a rear frame (140). The front frame (120) rotatably supports a round-tread-surface front tire (2) and is supported by the intermediate frame (130) in a swayable manner about a round-tread-surface front tire sway axis (A2). The motorcycle (100) comprises a seat (10) or a carrier supported by the intermediate frame (130). The rear frame (140) is supported by the intermediate frame (130) in a swayable manner about a round-tread-surface rear tire sway axis (A4) such that a round-tread-surface rear tire (4) is swayable relative to the intermediate frame (130) and the seat or the carrier.

Description

自動二輪車Motorcycle
　本発明は、後輪を支持するリヤフレームが中間フレームに対して揺動する構成の自動二輪車に関する。 The present invention relates to a motorcycle in which a rear frame supporting a rear wheel swings relative to an intermediate frame.
　例えば特許文献１に記載の自動二輪車は、前輪を回転可能に支持するフロントフレームと、後輪を回転可能に支持するリヤフレームが、それぞれ、中間フレームに揺動可能に支持された構成を有する。中間フレームに対する後輪の揺動によって、後輪が操舵される。特許文献１の自動二輪車は、リヤフレームを中間フレームに対して相対的に揺動させるアクチュエータを備えている。さらに、特許文献１の自動二輪車は、このアクチュエータを制御する制御装置を備えている。 For example, a motorcycle described in Patent Document 1 has a configuration in which a front frame rotatably supporting a front wheel and a rear frame rotatably supporting a rear wheel are swingably supported by an intermediate frame. Swinging of the rear wheel relative to the intermediate frame steers the rear wheel. The motorcycle of Patent Document 1 includes an actuator that causes the rear frame to swing relative to the intermediate frame. Furthermore, the two-wheeled motor vehicle of patent document 1 is provided with the control apparatus which controls this actuator.
米国特許第７４９７２９４号公報U.S. Pat. No. 7,497,294
　特許文献１の自動二輪車は、乗員が着座するためのシートを有する。自動二輪車は、荷物を載置するための荷台を有する場合がある。乗員の重量の違い、乗員人数の違い、荷物の違いなどによって、自動二輪車の乗載荷重は異なる。特許文献１のように後輪を支持するリヤフレームが中間フレームに対して揺動する構成の自動二輪車は、乗載荷重の変化に対する後輪の揺動制御の制御性を高めることが求められている。 The motorcycle of Patent Document 1 has a seat on which an occupant sits. A motorcycle may have a loading platform for loading luggage. The load on the motorcycle differs depending on the weight of the occupant, the number of occupants, the difference in luggage, etc. As in Patent Document 1, in a motorcycle in which the rear frame supporting the rear wheels swings with respect to the intermediate frame, it is required to improve the controllability of the swing control of the rear wheels with respect to the change of the on-board load There is.
　本発明は、乗員および荷物の少なくとも一方を乗載可能で、後輪を支持するリヤフレームが中間フレームに対して揺動する構成の自動二輪車において、乗載重量の変化に対する後輪の揺動制御の制御性を向上させることを目的とする。 According to the present invention, in a motorcycle having a structure in which a rear frame supporting a rear wheel can swing relative to an intermediate frame on which at least one of an occupant and a load can be mounted, swing control of the rear wheel with respect to a change in mounted weight Aims to improve the controllability of
　本願発明者らは、特許文献１の自動二輪車の乗載荷重を変えて、後輪の揺動制御を行った。その結果、乗載荷重が変わると、求める車両の挙動が得られるように後輪の揺動制御を行うことが難しいことがわかった。具体的には、例えば、乗載荷重が変わると、後輪を同じ角度だけ揺動させるのに必要なトルクの大きさが変わる場合がある。特許文献１の自動二輪車は、シートがリヤフレームに支持された構成となっている。そのため、乗員の荷重を受けているリヤフレームを、中間フレームに対して揺動させる必要がある。本願発明者は、揺動させる対象の重量の大きいことが、後輪の揺動制御の制御性を低くしている原因の１つであることに気付いた。この知見を踏まえて、本願発明者は、乗載重量の変化に対する後輪の揺動制御の制御性を高めるために、シートが中間フレームに支持されたレイアウトにすることを思い付いた。また、本願発明者は、荷台もシートと同様に、中間フレームに支持されたレイアウトとすることにより、乗載重量の変化に対する後輪の揺動制御の制御性を高めることができることに気づいた。 The inventors of the present application changed the on-board load of the two-wheeled vehicle disclosed in Patent Document 1 to control the swing of the rear wheels. As a result, it was found that it is difficult to perform the swing control of the rear wheel so that the desired behavior of the vehicle can be obtained when the load on the load changes. Specifically, for example, when the on-board load changes, the magnitude of the torque required to swing the rear wheel by the same angle may change. The motorcycle of Patent Document 1 is configured such that the seat is supported by the rear frame. Therefore, it is necessary to swing the rear frame receiving the load of the occupant with respect to the intermediate frame. The inventor of the present application has realized that the large weight of the object to be rocked is one of the causes of the lowering of the controllability of the rocking control of the rear wheel. Based on this finding, the inventor of the present application has conceived of a layout in which the seat is supported by the intermediate frame in order to enhance the controllability of the rocking control of the rear wheel with respect to the change in the mounted weight. Further, the inventor of the present application has realized that the controllability of the swing control of the rear wheel with respect to the change of the on-board weight can be enhanced by setting the loading platform to the layout supported by the intermediate frame as well as the seat.
　（１）本発明の自動二輪車は、中間フレームと、車両が直進可能に直立した状態で車両前方向または車両後方向に見て円弧状であるトレッド面を有するラウンドトレッド面フロントタイヤと、ラウンドトレッド面フロントタイヤから車両後方向に離れており、車両が直進可能に直立した状態で車両前方向または車両後方向に見て円弧状であるトレッド面を有するラウンドトレッド面リヤタイヤと、前記ラウンドトレッド面フロントタイヤまたは前記ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源と、（ａ－１）前記ラウンドトレッド面フロントタイヤをその中心を通るフロント車軸線回りに回転可能に支持すると共に、（ａ－２）車両後方向に向かうほど車両上方向に向かう傾きを持つラウンドトレッド面フロントタイヤ揺動軸線回りに前記ラウンドトレッド面フロントタイヤが前記中間フレームに対して揺動可能となるように、前記ラウンドトレッド面フロントタイヤ揺動軸線回りに揺動可能に前記中間フレームに支持されるフロントフレームと、前記中間フレームに支持され、乗員が着座するためシートまたは荷物を載置するための荷台と、（ｂ－１）前記ラウンドトレッド面リヤタイヤをその中心を通るリヤ車軸線回りに回転可能に支持すると共に、（ｂ－２）車両後方向に向かうほど車両下方向に向かう傾きを持つラウンドトレッド面リヤタイヤ揺動軸線回りに前記ラウンドトレッド面リヤタイヤが、前記中間フレーム、および、前記シートまたは前記荷台に対して揺動可能となるように、前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動可能に前記中間フレームに支持されるリヤフレームと、前記中間フレーム、および、前記シートまたは前記荷台に対して前記リヤフレームを前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動させることで、前記中間フレーム、および、前記シートまたは前記荷台に対して前記ラウンドトレッド面リヤタイヤを前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動させるラウンドトレッド面リヤタイヤ揺動アクチュエータと、前記中間フレーム、および、前記シートまたは前記荷台に対して前記ラウンドトレッド面リヤタイヤが前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動するように、前記ラウンドトレッド面リヤタイヤ揺動アクチュエータを制御するラウンドトレッド面リヤタイヤ揺動制御装置とを備える。 (1) A motorcycle according to the present invention includes a middle tread, a round tread surface front tire having a tread surface which is arc-shaped as viewed in the vehicle front direction or the vehicle rear direction when the vehicle stands upright so that the vehicle can travel straight A round tread surface rear tire having a tread surface which is separated from a surface front tire in a vehicle rear direction and has an arc shape seen in a vehicle front direction or a vehicle rear direction in a state where the vehicle stands straight forward, and the round tread surface front A drive source for applying a driving force to the tire or the round tread surface rear tire, (a-1) rotatably supporting the round tread surface front tire around a front axle line passing through the center thereof (a-2) Round tread surface front tire swing axis with an inclination toward the upper direction of the vehicle towards the rear of the vehicle A front frame supported by the intermediate frame so as to be pivotable about the pivot axis of the round tread surface front tire so that the round tread surface front tire can pivot relative to the intermediate frame; A bed supported by the intermediate frame and carrying a seat or a load for a passenger to be seated; (b-1) rotatably supporting the round tread surface rear tire around a rear axle line passing through the center thereof; (B-2) A round tread surface rear tire swings with respect to the intermediate frame and the seat or bed around a round tread surface rear tire swing axis line having an inclination toward the vehicle downward direction toward the vehicle rear direction In order to be movable, the inside of the middle tread surface can be rocked about the rear tire rocking axis. The intermediate frame, the rear frame supported by the frame, the intermediate frame, and the seat or the load carrier rocking the rear frame about the swing axis of the round tread surface rear tire, the intermediate frame, and A round tread surface rear tire rocking actuator for rocking the round tread surface rear tire with respect to the seat or the load carrier with respect to the round tread surface rear tire rocking axis, the intermediate frame, and the seat or the load carrier A round tread surface rear tire rocking control device is provided for controlling the round tread surface rear tire rocking actuator so that the round tread surface rear tire rockes about the round tread surface rear tire rocking axis.
　自動二輪車は、ラウンドトレッド面フロントタイヤと、ラウンドトレッド面リヤタイヤと、中間フレームと、フロントフレームと、シートまたは荷台と、リヤフレームと、ラウンドトレッド面リヤタイヤ揺動アクチュエータと、ラウンドトレッド面リヤタイヤ揺動制御装置と、駆動源とを備える。ラウンドトレッド面フロントタイヤは、車両が直進可能に直立した状態で車両前方向または車両後方向に見て円弧状であるトレッド面を有する。それにより、ラウンドトレッド面フロントタイヤは、車両上下方向に対して車両左右方向に傾斜することができる。ラウンドトレッド面リヤタイヤは、ラウンドトレッド面フロントタイヤから車両後方向に離れている。ラウンドトレッド面リヤタイヤは、車両が直進可能に直立した状態で車両前方向または車両後方向に見て円弧状であるトレッド面を有する。それにより、ラウンドトレッド面リヤタイヤは、車両上下方向に対して車両左右方向に傾斜することができる。フロントフレームは、ラウンドトレッド面フロントタイヤをフロント車軸線回りに回転可能に支持する。フロント車軸線は、ラウンドトレッド面フロントタイヤの中心を通る軸線である。フロントフレームは、ラウンドトレッド面フロントタイヤがラウンドトレッド面フロントタイヤ揺動軸線回りに中間フレームに対して揺動可能となるように、ラウンドトレッド面フロントタイヤ揺動軸線回りに揺動可能に中間フレームに支持される。ラウンドトレッド面フロントタイヤ揺動軸線は、車両後方向に向かうほど車両上方向に向かう傾きを持つ。シートは、乗員が着座するために自動二輪車に設けられる。荷台は、荷物を載置するために自動二輪車に設けられる。シートまたは荷台は、中間フレームに支持される。リヤフレームは、ラウンドトレッド面リヤタイヤをリヤ車軸線回りに回転可能に支持する。リヤ車軸線は、ラウンドトレッド面フロントタイヤの中心を通る軸線である。リヤフレームは、中間フレーム、および、シートまたは荷台に対してラウンドトレッド面リヤタイヤがラウンドトレッド面リヤタイヤ揺動軸線回りに揺動可能となるように、ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動可能に中間フレームに支持される。ラウンドトレッド面リヤタイヤ揺動軸線は、車両後方向に向かうほど車両下方向に向かう傾きを持つ。ラウンドトレッド面リヤタイヤ揺動アクチュエータは、中間フレーム、および、シートまたは荷台に対してリヤフレームをラウンドトレッド面リヤタイヤ揺動軸線回りに揺動させることで、中間フレーム、および、シートまたは荷台に対してラウンドトレッド面リヤタイヤをラウンドトレッド面リヤタイヤ揺動軸線回りに揺動させる。ラウンドトレッド面リヤタイヤ揺動制御装置は、中間フレーム、および、シートまたは荷台に対してラウンドトレッド面リヤタイヤがラウンドトレッド面リヤタイヤ揺動軸線回りに揺動するように、ラウンドトレッド面リヤタイヤ揺動アクチュエータを制御する。駆動源は、ラウンドトレッド面フロントタイヤまたはラウンドトレッド面リヤタイヤに駆動力を付与する。 The motorcycle includes a round tread surface front tire, a round tread surface rear tire, an intermediate frame, a front frame, a seat or bed, a rear frame, a round tread surface rear tire swing actuator, and a round tread surface rear tire swing control. An apparatus and a drive source are provided. The round tread surface front tire has a tread surface that is arc-shaped as viewed in the vehicle front direction or the vehicle rear direction in a state where the vehicle is upright so as to be able to travel straight. Thus, the round tread surface front tire can be inclined in the lateral direction of the vehicle with respect to the vertical direction of the vehicle. The round tread surface rear tire is separated from the round tread surface front tire in the vehicle rear direction. The round tread surface rear tire has a tread surface that is arc-shaped as viewed in the vehicle front direction or the vehicle rear direction in a state where the vehicle is upright so as to allow the vehicle to travel straight. Thereby, the round tread surface rear tire can be inclined in the vehicle left-right direction with respect to the vehicle vertical direction. The front frame rotatably supports the round tread surface front tire about a front axle line. The front axle line is an axis passing through the center of the round tread surface front tire. The front frame is pivotable to the middle tread surface front tire pivot axis so that the round tread surface front tire can pivot relative to the middle frame about the round tread surface front tire pivot axis. Be supported. The round tread surface front tire swing axis has an inclination toward the vehicle upper direction toward the vehicle rear direction. A seat is provided on the motorcycle for the occupant to seat. A loading platform is provided on the motorcycle for loading luggage. The seat or bed is supported by the intermediate frame. The rear frame rotatably supports the round tread surface rear tire around a rear axle line. The rear axle line is an axis passing through the center of the round tread surface front tire. The rear frame is pivotable around the round tread surface rear tire pivot axis so that the round tread surface rear tire can pivot around the round tread surface rear tire pivot axis with respect to the intermediate frame and the seat or bed Supported by the middle frame. The round tread surface rear tire rocking axis has an inclination toward the vehicle downward direction toward the vehicle rear direction. The round tread surface rear tire swing actuator rounds the intermediate frame and the seat or bed by swinging the rear frame around the round tread surface rear tire swing axis with respect to the intermediate frame and the seat or bed. The tread surface rear tire is rocked about the round tread surface rear tire swing axis. The round tread surface rear tire swing control device controls the round tread surface rear tire swing actuator such that the round tread surface rear tire swings around the round tread surface rear tire swing axis with respect to the intermediate frame and the seat or bed. Do. The driving source applies a driving force to the round tread surface front tire or the round tread surface rear tire.
　この構成によると、リヤフレームは、中間フレーム、および、シートまたは荷台に対して揺動する。シートまたは荷台は中間フレームに支持されるため、リヤフレームは、シートに着座した乗員または荷台に載置された荷物の荷重を受けない。よって、リヤフレームがシートまたは荷台を支持する場合に比べて、ラウンドトレッド面リヤタイヤ揺動アクチュエータが揺動させる対象の重量が小さい。そのため、ラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。 According to this configuration, the rear frame swings with respect to the intermediate frame and the seat or bed. Because the seat or bed is supported by the intermediate frame, the rear frame does not receive the load of the occupant seated on the seat or the load placed on the bed. Therefore, compared with the case where the rear frame supports the seat or the platform, the weight of the object to be rocked by the round tread surface rear tire rocking actuator is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be improved.
　（２）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　直進可能に直立した状態の車両を車両左方向または車両右方向に見て、前記ラウンドトレッド面リヤタイヤ揺動軸線と路面との交点が、前記ラウンドトレッド面リヤタイヤの前端を通り車両上下方向に平行な直線と、前記ラウンドトレッド面リヤタイヤの後端を通り車両上下方向に平行な直線との間にある。 (2) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The intersection of the round tread surface rear tire rocking axis and the road surface passes the front end of the round tread surface rear tire and is parallel to the vertical direction of the vehicle when the vehicle in a state in which it can stand straight ahead is viewed leftward or rightward. It is between a straight line and a straight line passing through the rear end of the round tread surface rear tire and parallel to the vertical direction of the vehicle.
　この構成によると、ラウンドトレッド面リヤタイヤ揺動軸線と路面との交点が、ラウンドトレッド面リヤタイヤの前端を通り車両上下方向に平行な直線から車両前方向に離れている場合に比べて、ラウンドトレッド面リヤタイヤを揺動させるために必要なモーメントが小さい。また、ラウンドトレッド面リヤタイヤ揺動軸線と路面との交点が、ラウンドトレッド面リヤタイヤの後端を通り車両上下方向に平行な直線から車両後方向に離れている場合に比べて、ラウンドトレッド面リヤタイヤを揺動させるために必要なモーメントが小さい。そのため、ラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性をより向上できる。 According to this configuration, the round tread surface is compared with the case where the intersection point of the round tread surface rear tire rocking axis and the road surface is separated from the straight line parallel to the vehicle vertical direction through the front end of the round tread surface rear tire. The moment required to swing the rear tire is small. Also, the round tread surface rear tire is compared with the case where the intersection point of the round tread surface rear tire rocking axis and the road surface is separated from the straight line parallel to the vehicle vertical direction through the rear end of the round tread surface rear tire. The moment required to swing is small. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
　（３）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　自動二輪車は、前記フロントフレームを前記ラウンドトレッド面フロントタイヤ揺動軸線回りに前記中間フレームに対して揺動させることで、前記ラウンドトレッド面フロントタイヤを前記ラウンドトレッド面フロントタイヤ揺動軸線回りに前記中間フレームに対して揺動させるラウンドトレッド面フロントタイヤ揺動アクチュエータと、前記ラウンドトレッド面フロントタイヤ揺動アクチュエータを制御するラウンドトレッド面フロントタイヤ揺動制御装置と、を備える。 (3) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The motorcycle swings the front frame with respect to the intermediate frame around the round tread surface front tire swing axis, whereby the round tread surface front tire is rotated around the round tread surface front tire swing axis. A round tread surface front tire swing actuator that swings with respect to the intermediate frame, and a round tread surface front tire swing control device that controls the round tread surface front tire swing actuator.
　この構成によると、ラウンドトレッド面フロントタイヤのラウンドトレッド面フロントタイヤ揺動軸線回りの揺動が、ラウンドトレッド面フロントタイヤ揺動制御装置によって制御される。したがって、ラウンドトレッド面リヤタイヤの揺動と、ラウンドトレッド面フロントタイヤの揺動とを連動させて行うことができる。そのため、ラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性をより向上できる。 According to this configuration, swinging around the round tread surface front tire swing axis of the round tread surface front tire is controlled by the round tread surface front tire swing control device. Therefore, it is possible to interlock the swing of the round tread surface rear tire and the swing of the round tread surface front tire. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
　（４）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　本発明の自動二輪車は、前記中間フレームに設置され、前記中間フレームの車両上下方向に対する車両左右方向への傾きに関連する物理量を検出する傾斜検出装置を備える。 (4) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The motorcycle according to the present invention is provided with an inclination detection device which is installed in the intermediate frame and detects a physical quantity related to the inclination of the intermediate frame in the lateral direction of the vehicle with respect to the vertical direction of the vehicle.
　仮に、傾斜検出装置がリヤフレームに設置される場合、傾斜検出装置の検出結果から中間フレームの傾きを検出するには、リヤフレームの中間フレームに対する揺動角度等を考慮した補正を行う必要がある。傾斜検出装置が中間フレームに設置されていることにより、求める車両の挙動が得られるようにラウンドトレッド面リヤタイヤの揺動制御を行うことが容易になる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性をより向上できる。 If the inclination detection device is installed in the rear frame, in order to detect the inclination of the intermediate frame from the detection result of the inclination detection device, it is necessary to perform correction taking into consideration the swing angle etc. with respect to the intermediate frame of the rear frame . By installing the tilt detection device in the intermediate frame, it becomes easy to control the swing of the round tread surface rear tire so that the desired behavior of the vehicle can be obtained. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
　（５）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　前記駆動源が、前記リヤフレームに支持される。 (5) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The drive source is supported by the rear frame.
　（６）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　前記駆動源が第１の電気モータを含む。本発明の自動二輪車は、前記中間フレームに支持され、前記第１の電気モータに供給される電力を蓄える第１の蓄電装置を備える。 (6) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The drive source includes a first electric motor. The motorcycle according to the present invention includes a first power storage device supported by the intermediate frame and storing power supplied to the first electric motor.
　この構成によると、比較的大きい重量を有する第１の蓄電装置が中間フレームに支持される。よって、リヤフレームが第１の蓄電装置を支持する場合に比べて、ラウンドトレッド面リヤタイヤ揺動アクチュエータが揺動させる対象の重量が小さい。そのため、ラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性をより向上できる。 According to this configuration, the first power storage device having a relatively large weight is supported by the intermediate frame. Therefore, compared with the case where the rear frame supports the first power storage device, the weight of the object to be rocked by the round tread surface rear tire rocking actuator is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
　（７）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　前記駆動源が第２の電気モータを含む。本発明の自動二輪車は、前記リヤフレームに支持され、前記第２の電気モータに供給される電力を蓄える第２の蓄電装置を備える。 (7) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The drive source includes a second electric motor. The motorcycle according to the present invention includes a second power storage device supported by the rear frame and storing power supplied to the second electric motor.
　（８）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　前記駆動源がエンジンユニットを含む。本発明の自動二輪車は、前記中間フレームに支持され、前記エンジンユニットに供給される燃料を貯留する燃料タンクを備える。 (8) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The drive source includes an engine unit. The motorcycle according to the present invention includes a fuel tank supported by the intermediate frame and storing fuel supplied to the engine unit.
　この構成によると、燃料タンクが中間フレームに支持されるため、燃料タンク内の燃料の重量が変化しても、ラウンドトレッド面リヤタイヤ揺動アクチュエータが揺動させる対象の重量は変化しない。そのため、ラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性をより向上できる。 According to this configuration, since the fuel tank is supported by the intermediate frame, even if the weight of the fuel in the fuel tank changes, the weight of the object to be rocked by the round tread surface rear tire rocking actuator does not change. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
　（９）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　前記駆動源がエンジンユニットを含む。本発明の自動二輪車は、前記リヤフレームに支持され、前記エンジンユニットに供給される燃料を貯留する燃料タンクを備える。 (9) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The drive source includes an engine unit. A motorcycle according to the present invention includes a fuel tank supported by the rear frame and storing fuel supplied to the engine unit.
　（１０）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　本発明の自動二輪車は、前記ラウンドトレッド面フロントタイヤまたは前記ラウンドトレッド面リヤタイヤに制動力を付与する第１の液圧式ブレーキと、前記中間フレームに支持され、前記第１の液圧式ブレーキの液圧を制御する第１のハイドロリックユニットと、を備える。 (10) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
A motorcycle according to the present invention comprises a first hydraulic brake for applying a braking force to the round tread surface front tire or the round tread surface rear tire, and a hydraulic pressure of the first hydraulic brake supported by the intermediate frame. And a first hydraulic unit for controlling
　この構成によると、比較的大きい重量を有する第１のハイドロリックユニットが中間フレームに支持される。よって、リヤフレームが第１のハイドロリックユニットを支持する場合に比べて、ラウンドトレッド面リヤタイヤ揺動アクチュエータが揺動させる対象の重量が小さい。そのため、ラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性をより向上できる。 According to this configuration, the first hydraulic unit having a relatively large weight is supported by the intermediate frame. Therefore, compared with the case where the rear frame supports the first hydraulic unit, the weight of the object to be rocked by the round tread surface rear tire rocking actuator is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved.
　（１１）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　本発明の自動二輪車は、前記ラウンドトレッド面リヤタイヤに制動力を付与する第２の液圧式ブレーキと、前記リヤフレームに支持され、前記第２の液圧式ブレーキの液圧を制御する第２のハイドロリックユニットと、を備える。 (11) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The motorcycle according to the present invention comprises a second hydraulic brake for applying a braking force to the round tread surface rear tire, and a second hydraulic wheel supported by the rear frame to control the hydraulic pressure of the second hydraulic brake. And a rick unit.
　（１２）本発明の１つ観点によると、本発明の自動二輪車は、以下の構成を有することが好ましい。
　本発明の自動二輪車が、前記中間フレームに接続され、車両上下方向に対して車両左右方向に傾いた状態で車両が自立するように路面に接地可能なサイドスタンドを備える。 (12) According to one aspect of the present invention, the motorcycle of the present invention preferably has the following configuration.
The motorcycle according to the present invention is provided with a side stand which is connected to the intermediate frame and can be in contact with the road surface so that the vehicle can stand in a state of being inclined in the lateral direction of the vehicle with respect to the vertical direction.
　（１３）本発明の１つ観点によると、本発明の自動二輪車は、上記（１２）の構成に加えて、以下の構成を有することが好ましい。
　直進可能に直立した状態の車両を車両左方向または車両右方向に見て、前記ラウンドトレッド面リヤタイヤ揺動アクチュエータによって前記ラウンドトレッド面リヤタイヤ揺動軸線回りに前記中間フレームに対して揺動される対象全体の重心であるリヤ揺動重心が、前記ラウンドトレッド面リヤタイヤ揺動軸線から車両下方向に離れている。前記ラウンドトレッド面リヤタイヤ揺動制御装置は、前記サイドスタンドによって車両左方向に傾斜した状態で車両が自立している場合に、車両を起き上がらせるために、前記リヤ揺動重心が車両右方向に揺動してから車両左方向に揺動するように前記ラウンドトレッド面リヤタイヤ揺動アクチュエータを制御する。前記ラウンドトレッド面リヤタイヤ揺動制御装置は、前記サイドスタンドによって車両右方向に傾斜した状態で車両が自立している場合に、車両を起き上がらせるために、前記リヤ揺動重心が車両左方向に揺動してから車両右方向に揺動するように前記ラウンドトレッド面リヤタイヤ揺動アクチュエータを制御する。 (13) According to one aspect of the present invention, in addition to the configuration of (12), the motorcycle of the present invention preferably has the following configuration.
An object to be rocked with respect to the intermediate frame about the round tread surface rear tire rocking axis by the round tread surface rear tire rocking actuator when the vehicle in a state in which it can stand straight ahead is viewed in the vehicle left direction or vehicle right direction The rear rocking center of gravity, which is the center of gravity of the whole, is spaced downward from the round tread surface rear tire rocking axis. The rear tread swing control device swings the rear swing center of gravity in the right direction of the vehicle in order to raise the vehicle when the vehicle stands independently in a state of being inclined in the left direction of the vehicle by the side stand. Thereafter, the round tread surface rear tire rocking actuator is controlled so as to rock in the left direction of the vehicle. The rear tread swing control device swings the rear swing center of gravity in the left direction of the vehicle in order to raise the vehicle when the vehicle stands independently in a state where the vehicle is inclined in the right direction of the vehicle by the side stand. Thereafter, the round tread surface rear tire rocking actuator is controlled so as to rock in the right direction of the vehicle.
　ラウンドトレッド面リヤタイヤ揺動アクチュエータによってラウンドトレッド面リヤタイヤ揺動軸線回りに揺動される対象の重心をリヤ揺動重心とする。リヤ揺動重心は、ラウンドトレッド面リヤタイヤ揺動軸線から車両下方向に離れている。ラウンドトレッド面リヤタイヤ揺動制御装置は、サイドスタンドによって車両左方向に傾斜した状態で車両が自立している場合に、リヤ揺動重心が車両右方向に揺動してから車両左方向に揺動するようにラウンドトレッド面リヤタイヤ揺動アクチュエータを制御する。リヤフレームの車両左方向への揺動の反動により、車両は起き上がることができる。ラウンドトレッド面リヤタイヤ揺動制御装置は、サイドスタンドによって車両右方向に傾斜した状態で車両が自立している場合に、リヤ揺動重心が車両左方向に揺動してから車両右方向に揺動するようにラウンドトレッド面リヤタイヤ揺動アクチュエータを制御する。リヤフレームの車両右方向への揺動の反動により、車両は起き上がることができる。このように、人が車両を支えなくても車両を起き上がらせることができるため、自動二輪車の利便性を向上できる。サイドスタンドは中間フレームに接続されるため、リヤフレームの揺動をサイドスタンドが妨げない。 The center of gravity of an object to be swung around the round tread surface rear tire swing axis line by the round tread surface rear tire swing actuator is taken as a rear swing center of gravity. The rear swing center of gravity is away from the round tread surface rear tire swing axis in the vehicle downward direction. The rear tread swing control device swings the rear swing center of gravity in the vehicle right direction and then swings in the vehicle left direction, when the vehicle is standing by itself with the side stand inclined in the left direction of the vehicle. Thus, the round tread surface rear tire swing actuator is controlled. The vehicle can rise by reaction of the swing of the rear frame in the left direction of the vehicle. The rear tread swing control device swings in the right direction of the vehicle after the rear swing center of gravity swings in the left direction of the vehicle when the vehicle is standing by itself with the side stand inclined in the right direction of the vehicle. Thus, the round tread surface rear tire swing actuator is controlled. By the reaction of the swinging of the rear frame in the right direction of the vehicle, the vehicle can get up. Thus, the convenience of the motorcycle can be improved because the vehicle can be raised without the person supporting the vehicle. Since the side stand is connected to the intermediate frame, the side stand does not prevent the swing of the rear frame.
　＜用語の定義＞
　本発明において、「中間フレーム」、「フロントフレーム」および「リヤフレーム」は、車両において応力を主に受ける部材である。リヤフレームは、複数の部品を組み合わせたものであってもよく、一体成型されていてもよい。フロントフレームおよび中間フレームもリヤフレームと同様である。リヤフレームは、モノコック構造のフレームであってもよく、セミモノコック構造のフレームであってもよく、これら以外のフレーム構造ののフレームであってもよい。フロントフレームおよび中間フレームもリヤフレームと同様である。 <Definition of terms>
In the present invention, the "intermediate frame", the "front frame" and the "rear frame" are members that mainly receive stress in the vehicle. The rear frame may be a combination of a plurality of parts or may be integrally formed. The front frame and the middle frame are also similar to the rear frame. The rear frame may be a monocoque frame, a semi-monocoque frame, or a frame of any other frame structure. The front frame and the middle frame are also similar to the rear frame.
　本発明において、「トレッド面」とは、タイヤにおける路面と接する面である。 In the present invention, the “tread surface” is a surface of the tire in contact with the road surface.
　本発明において、「乗員」は、運転者であってもよいし、運転者でなくてもよい。運転者ではない乗員とは、自律運転される自動二輪車の乗員であってもよく、運転者と共に自動二輪車に乗車する乗員であってもよい。 In the present invention, the "passenger" may or may not be a driver. The passenger who is not the driver may be a passenger of a motorcycle that is autonomously operated, or may be a passenger who gets on the motorcycle with the driver.
　本発明において、「荷物」とは、自動二輪車によって運搬することを目的とした物である。 In the present invention, the "package" is intended to be transported by a motorcycle.
　本発明において、「乗員が着座するためのシート」とは、自動二輪車の製造時に乗員の着座が想定されていた箇所に設置されているシートをいう。本発明のシートは、自動二輪車の製造時に設置されていたシートでもよいし、交換されたシートであってもよい。本発明のシートは、２人以上の乗員が着座するためのシートであってもよい。 In the present invention, the “seat for the occupant to sit on” means a seat installed at a place where the occupant was supposed to be seated when the motorcycle was manufactured. The seat of the present invention may be a seat installed at the time of manufacture of a motorcycle, or may be a replaced seat. The seat of the present invention may be a seat for two or more occupants to sit on.
　本発明において、「荷物を載置するための荷台」とは、自動二輪車の製造時に荷物の載置が想定されていた箇所に設置されている荷台をいう。本発明の荷台は、自動二輪車の製造時に設置されていた荷台でもよいし、交換された荷台でもよい。また、本発明の荷台は、自動二輪車の製造時に設置されておらず、後付けされた荷台であってもよい。本発明の荷台は、蓋を有する箱状であってもよく、蓋を有さない箱状であってもよい。また、本発明の荷台は、ロープ等で荷物が括り付けられる台座であってもよい。 In the present invention, the "loading platform for placing a load" refers to a loading platform installed at a place where loading of a load was assumed at the time of manufacture of a motorcycle. The loading platform of the present invention may be a loading platform installed at the time of manufacture of the motorcycle, or may be a replaced loading platform. Moreover, the loading platform of the present invention may not be installed at the time of manufacture of the motorcycle, but may be a loading platform attached later. The loading platform of the present invention may be in the form of a box having a lid, or may be in the form of a box having no lid. In addition, the luggage carrier according to the present invention may be a pedestal on which a load is bound by a rope or the like.
　請求項１において、自動二輪車が「シートまたは荷台を備える」とは、自動二輪車がシートと荷台のうちの一方だけを備えるという意味ではない。本発明の自動二輪車は、請求項１の要件を満たすシートと請求項１の要件を満たす荷台の両方を有していてもよい。本発明の自動二輪車は、請求項１の要件を満たすシートだけを有していいてもよく、請求項１の要件を満たす荷台だけを有していてもよい。本発明の自動二輪車は、請求項１の要件を満たす複数のシートを有していてもよい。本発明の自動二輪車は、請求項１の要件を満たす複数の荷台を有していてもよい。また、自動二輪車は、請求項１の要件を満たさないシートまたは荷台に加えて、請求項１の要件を満たさないシートを有していてもよい。自動二輪車は、請求項１の要件を満たさないシートまたは荷台に加えて、請求項１の要件を満たさない荷台を有していてもよい。 In claim 1, the phrase "provided with a seat or bed" does not mean that the motorcycle includes only one of a seat and a bed. The motorcycle of the present invention may have both a seat that meets the requirements of claim 1 and a platform that meets the requirements of claim 1. The motorcycle of the present invention may have only a seat that satisfies the requirements of claim 1 and may have only a loading platform that satisfies the requirements of claim 1. The motorcycle of the present invention may have a plurality of seats satisfying the requirements of claim 1. The motorcycle of the present invention may have a plurality of loading platforms which satisfy the requirements of claim 1. In addition to the seat or the cargo bed that does not meet the requirements of claim 1, the motorcycle may have a seat that does not meet the requirements of claim 1. The motorcycle may have a loading platform not meeting the requirements of claim 1 in addition to a seat or loading platform not satisfying the requirements of claim 1.
　本発明において、中間フレームに「揺動可能に支持される」ではなく、中間フレームに単に「支持される」と記載した場合、基本的に、中間フレームと一体的に揺動するように支持されることをいう。また、リヤフレームに「揺動可能に支持される」ではなく、リヤフレームに「支持される」と記載した場合、基本的に、リヤフレームと一体的に揺動するように支持されることをいう。 In the present invention, when it is described as "supported" by the intermediate frame rather than "supported by the intermediate frame", it is basically supported to rock integrally with the intermediate frame. Say that. In addition, when it is described that the rear frame is supported by the rear frame instead of being supported by the rear frame, basically, it is supported so as to integrally swing with the rear frame. Say.
　本発明において、「直進可能に直立した状態」とは、フロント車軸線とリヤ車軸線が車両左右方向に平行な状態である。 In the present invention, “a state in which the vehicle can go straight forward” means that the front axle line and the rear axle line are parallel to the left-right direction of the vehicle.
　本発明において、「中間フレームの車両上下方向に対する車両左右方向への傾き」とは、車両前後方向に沿った軸線回りに中間フレームが揺動することである。 In the present invention, "inclination of the intermediate frame in the vehicle left-right direction with respect to the vehicle vertical direction" means that the intermediate frame swings around an axis along the vehicle longitudinal direction.
　本発明において、車両上下方向とは、車両を水平な路面上に配置した場合に、路面に垂直な方向である。車両左右方向とは、車両を水平な路面に配置した場合に、車両に乗車する運転者から見た左右方向である。車両前後方向とは、車両を水平な路面に配置した場合に、車両に乗車する運転者から見た前後方向である。 In the present invention, the vehicle vertical direction is a direction perpendicular to the road surface when the vehicle is disposed on a horizontal road surface. The left-right direction of the vehicle is the left-right direction as viewed from the driver riding on the vehicle when the vehicle is disposed on a horizontal road surface. The vehicle front-rear direction is the front-rear direction as viewed from the driver riding on the vehicle when the vehicle is disposed on a horizontal road surface.
　本明細書において、特に限定しない限り、直線Ａの直線Ｂに対する傾斜角度とは、直線Ａと直線Ｂのなす角度のうち、小さい方の角度である。この定義は、「直線」に限らず「方向」にも適用される。 In the present specification, unless otherwise specified, the inclination angle of the straight line A with respect to the straight line B is the smaller one of the angles formed by the straight line A and the straight line B. This definition applies not only to "straight line" but also to "direction".
　本明細書において、後斜め下向きとは、点Ｐ１を後方向と下方向に移動させた点を点Ｐ２とした場合に、点Ｐ１から点Ｐ２に向かう方向である。つまり、後方向に向かうほど下方向に向かう方向である。後斜め下向きは、後方向に平行な方向と、下方向に平行な方向は含まない。前斜め下向きなどの他の方向を使った表現にも、同様の定義が適用される。 In the present specification, when the point P1 is moved in the backward direction and the downward direction is a point P2, the backward slanting direction is a direction from the point P1 to the point P2. That is, it is a direction which goes downward as it goes back. The rear diagonal downward direction does not include the direction parallel to the rear direction and the direction parallel to the lower direction. The same definition applies to expressions using other directions such as forward and downward.
　本発明および本明細書において、ある部品の上端とは、その部品において最も上方向に位置する端を意味する。下端、前端、後端、左端、および右端の定義も上端の定義と同様である。本明細書において、ある部品をＸ方向（上下方向以外の方向）に見たときのその部品の上縁とは、上端を含む前端と後端との間の縁である。下縁、前縁、後縁、左縁、および右縁の定義も上縁の定義と同様である。本明細書において、ある部品の端部とは、部品の端とその近傍部とを合わせた部分を意味する。 In the present invention and the present specification, the upper end of a part means the end of the part located at the most upward direction. The definitions of the lower end, the front end, the rear end, the left end, and the right end are the same as the definition of the upper end. In the present specification, the upper edge of a part when the part is viewed in the X direction (direction other than the vertical direction) is the edge between the front end and the rear end including the upper end. The definitions of the lower edge, the front edge, the rear edge, the left edge, and the right edge are the same as the definition of the upper edge. In the present specification, the end of a part means a part of the end of the part and the vicinity thereof.
　本発明および本明細書において、要素Ａが要素ＢからＸ方向に離れているとは、Ｘ方向に平行で要素ＡとＢの両方を通る全ての直線上において、要素Ａが要素ＢからＸ方向に離れていることをいう。要素Ａは、例えば、装置、部品、装置または部品の一部、線分、無限直線、平面等である。要素Ｂも同様である。Ｘ方向と交差するＹ方向に見て、要素Ａが要素ＢからＸ方向に離れているとは、Ｙ方向に見て、Ｘ方向に平行で要素ＡとＢの両方を通る全ての直線上において、要素Ａが要素ＢからＸ方向に離れていることをいう。３次元において、Ｘ方向に平行で要素Ａを通る直線は、要素Ｂを通ってもよく、通らなくてもよい。 In the present invention and in the present specification, that element A is separated from element B in the X direction is parallel to the X direction and on all straight lines passing through both elements A and B. Say that they are separated. The element A is, for example, a device, a part, a part of a device or a part, a line segment, an infinite straight line, a plane or the like. The same applies to element B. When the element A is apart from the element B in the X direction as viewed in the Y direction crossing the X direction, it is viewed on the all straight lines parallel to the X direction and passing through both the elements A and B as viewed in the Y direction. , Element A is separated from element B in the X direction. A straight line parallel to the X direction and passing through the element A in three dimensions may or may not pass through the element B.
　本発明および本明細書において、要素Ａが要素Ｂよりも上方向に位置するとは、要素Ａが、要素Ｂの上端を通り上下方向に直交する平面から上方向に離れた部分を有し、この平面から下方向に離れた部分を有さないことをいう。要素Ａは、要素Ｂの上端を通り上下方向に直交する平面に含まれる部分を有していてもよい。要素Ａは、例えば、装置、部品、装置または部品の一部、線分等である。要素Ｂも同様である。部品Ａの上端が部品Ｂよりも上方向に位置するとは、部品Ａが部品Ｂよりも上方向に位置すると同義である。「要素Ａが要素Ｂよりも下方向に位置する」、「要素Ａが要素Ｂよりも前方向に位置する」、「要素Ａが要素Ｂよりも後方向に位置する」、「要素Ａが要素Ｂよりも左方向に位置する」、「要素Ａが要素Ｂよりも右方向に位置する」の定義も、「要素Ａが要素Ｂよりも上方向に位置する」の定義と同様である。 In the present invention and in the present specification, that element A is positioned above element B means that element A has a portion spaced upward from the plane perpendicular to the vertical direction through the upper end of element B, It means that it does not have the part which was separated downward from the plane. The element A may have a portion included in a plane passing through the upper end of the element B and orthogonal to the up and down direction. The element A is, for example, a device, a part, a part of the device or part, a line segment, or the like. The same applies to element B. That the upper end of the part A is located above the part B is synonymous with the part A located above the part B. "Element A is positioned below element B", "Element A is positioned forward to element B", "Element A is positioned posterior to element B", "Element A is an element The definitions of “located to the left of B” and “the element A is positioned to the right of the element B” are the same as the definitions of “the element A is positioned above the element B”.
　本発明および本明細書において、回転可能であるとは、特に限定しない限り３６０°回転可能なことを意味する。また、揺動可能であるとは、特に限定しない限り３６０°未満回転可能なことを意味する。但し、回転するとは、３６０°回転する場合と３６０°未満しか回転しない場合の両方を含む。 In the present invention and in the present specification, being rotatable means capable of 360 ° rotation unless otherwise specified. In addition, swingable means that it can be rotated less than 360 ° unless otherwise specified. However, the term “rotation” includes both rotation by 360 ° and rotation by less than 360 °.
　本発明において、含む（ｉｎｃｌｕｄｉｎｇ）、有する（ｃｏｍｐｒｉｓｉｎｇ）、備える（ｈａｖｉｎｇ）およびこれらの派生語は、列挙されたアイテム及びその等価物に加えて追加的アイテムをも包含することが意図されて用いられている。
　本発明において、取り付けられた（ｍｏｕｎｔｅｄ）、接続された（ｃｏｎｎｅｃｔｅｄ）、結合された（ｃｏｕｐｌｅｄ）、支持された（ｓｕｐｐｏｒｔｅｄ）という用語は、広義に用いられている。具体的には、直接的な取付、接続、結合、支持だけでなく、間接的な取付、接続、結合および支持も含む。さらに、接続された（ｃｏｎｎｅｃｔｅｄ）および結合された（ｃｏｕｐｌｅｄ）は、物理的又は機械的な接続／結合に限られない。それらは、直接的なまたは間接的な電気的接続／結合も含む。 In the present invention, including, comprising, having, and derivatives thereof are intended to be used to encompass additional items in addition to the listed items and their equivalents. ing.
In the present invention, the terms mounted, connected, coupled and supported are used broadly. Specifically, it includes not only direct attachment, connection, coupling and support but also indirect attachment, connection, coupling and support. Furthermore, connected and coupled are not limited to physical or mechanical connection / coupling. They also include direct or indirect electrical connections / couplings.
　請求の範囲において、ある構成要素の数を明確に特定しておらず、英語に翻訳された場合に単数で表示される場合、本発明は、この構成要素を、複数有していてもよい。また本発明は、この構成要素を１つだけ有していてもよい。 In the claims, in the case where the number of certain components is not clearly specified and it is displayed in singular when translated into English, the present invention may have a plurality of the components. Also, the present invention may have only one such component.
　他に定義されない限り、本明細書で使用される全ての用語（技術用語および科学用語を含む）は、本発明が属する当業者によって一般的に理解されるのと同じ意味を有する。一般的に使用される辞書に定義された用語のような用語は、関連する技術および本開示の文脈における意味と一致する意味を有すると解釈されるべきであり、理想化されたまたは過度に形式的な意味で解釈されることはない。 Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the related art and the meaning in the context of the present disclosure, and are idealized or overly formalized It can not be interpreted in a sense of meaning.
　本明細書において、「好ましい」という用語は非排他的なものである。「好ましい」は、「好ましいがこれに限らない」ということを意味する。本明細書において、「好ましい」と記載された構成は、少なくとも、請求項１の構成により得られる上記効果を奏する。また、本明細書において、「してもよい」という用語は非排他的なものである。「してもよい」は、「してもよいがこれに限らない」という意味である。本明細書において、「してもよい」と記載された構成は、少なくとも、請求項１の構成により得られる上記効果を奏する。 As used herein, the term "preferred" is non-exclusive. "Preferred" means "preferably but not limited to". In the present specification, the configuration described as “preferred” exhibits at least the above-described effect obtained by the configuration of claim 1. Also, as used herein, the term "may" is non-exclusive. "May" means "may but not limited to". In the present specification, the configuration described as "may" has at least the above-described effect obtained by the configuration of claim 1.
　本発明では、上述した好ましい構成を互いに組み合わせることを制限しない。本発明の実施形態を詳細に説明する前に、本発明は、以下の説明に記載されたまたは図面に図示された構成要素の構成および配置の詳細に制限されないことが理解されるべきである。本発明は、後述する実施形態以外の実施形態でも可能である。本発明は、後述する実施形態に様々な変更を加えた実施形態でも可能である。また、本発明は、後述する変更例を適宜組み合わせて実施することができる。 The present invention does not limit the combination of the preferred configurations described above. Before describing the embodiments of the present invention in detail, it should be understood that the present invention is not limited to the details of construction and arrangement of components set forth in the following description or illustrated in the drawings. The present invention is also possible in embodiments other than the embodiments described later. The present invention is also possible in an embodiment in which various modifications are made to the embodiments described later. Further, the present invention can be implemented by appropriately combining the modifications described later.
　本発明によると、乗員および荷物の少なくとも一方を乗載可能で、後輪が中間フレームに対して揺動する自動二輪車において、乗載重量の変化に対する後輪の揺動制御の制御性を向上できる。 According to the present invention, in a motorcycle in which at least one of an occupant and a load can be mounted and the rear wheel swings with respect to the intermediate frame, controllability of the control of swinging control of the rear wheel can be improved. .
本発明の実施形態の自動二輪車の左側面および平面図である。FIG. 1 is a left side view and a plan view of a motorcycle according to an embodiment of the present invention. 本発明の実施形態の具体例１の自動二輪車の左側面図である。Fig. 1 is a left side view of a motorcycle according to a specific example 1 of the embodiment of the present invention. ラウンドトレッド面リヤタイヤが揺動するときの車両の挙動の一例である。It is an example of the behavior of the vehicle when the round tread surface rear tire swings. ラウンドトレッド面リヤタイヤが揺動するときの車両の挙動の他の例である。It is another example of the behavior of the vehicle when the round tread surface rear tire swings. 本発明の実施形態の具体例２の自動二輪車の左側面図である。Fig. 6 is a left side view of a motorcycle according to a specific example 2 of the embodiment of the present invention. 本発明の実施形態の具体例３の自動二輪車の左側面図である。It is a left view of the two-wheeled motor vehicle of the example 3 of embodiment of this invention. 本発明の実施形態の具体例４の自動二輪車の斜視図である。It is a perspective view of the two-wheeled motor vehicle of the example 4 of embodiment of this invention. 図７に示す自動二輪車の左側面図である。FIG. 8 is a left side view of the motorcycle shown in FIG. 7; 図７に示す自動二輪車の左側面図である。FIG. 8 is a left side view of the motorcycle shown in FIG. 7; 図７に示す自動二輪車の平面図である。FIG. 8 is a plan view of the motorcycle shown in FIG. 7; 図７に示す自動二輪車の左グリップを後ろから見た図である。Fig. 8 is a rear view of the left grip of the motorcycle shown in Fig. 7; 図７に示す自動二輪車の部分正面図である。FIG. 8 is a partial front view of the motorcycle shown in FIG. 7; 図７に示す自動二輪車の前部を後ろから見た図である。FIG. 8 is a rear view of the front portion of the motorcycle shown in FIG. 7; サイドスタンドによって自立した状態の図７に示す自動二輪車の正面図である。FIG. 8 is a front view of the motorcycle shown in FIG. 7 in a state of being supported by a side stand. 本発明の実施形態の他の変更例の自動二輪車の左側面図である。FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention. 本発明の実施形態の他の変更例の自動二輪車の左側面図である。FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention. 本発明の実施形態の他の変更例の自動二輪車の左側面図である。FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention. 本発明の実施形態の他の変更例の自動二輪車の左側面図である。FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention. 本発明の実施形態の他の変更例の自動二輪車の左側面図である。FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention. 本発明の実施形態の他の変更例の自動二輪車の左側面図である。FIG. 10 is a left side view of a motorcycle according to another modification of the embodiment of the present invention.
　＜本発明の実施形態＞
　以下、本発明の実施形態の自動二輪車１００について、図１を用いて説明する。
　　以下の説明における前後方向は、特に限定しない限り、車両前後方向である。以下の説明における左右方向は、特に限定しない限り、車両左右方向である。以下の説明における上下方向は、特に限定しない限り、車両上下方向である。本願の各図面に示す矢印Ｆ、矢印Ｒｅ、矢印Ｕ、矢印Ｄ、矢印Ｌ、矢印Ｒｉは、それぞれ、前方向、後方向、上方向、下方向、左方向、右方向を表す。図１は、水平な路面ＲＳに自動二輪車１が直進可能に直立した状態を示している。本願の図面に示す路面ＲＳは全て水平である。 <Embodiment of the present invention>
Hereinafter, a motorcycle 100 according to an embodiment of the present invention will be described with reference to FIG.
The front-rear direction in the following description is the vehicle front-rear direction unless particularly limited. The left-right direction in the following description is the vehicle left-right direction unless specifically limited. The vertical direction in the following description is the vertical direction of the vehicle unless specifically limited. Arrow F, arrow Re, arrow U, arrow D, arrow L, and arrow Ri shown in the drawings of the present application respectively indicate forward, backward, upward, downward, left, and right directions. FIG. 1 shows a state in which the motorcycle 1 is erected to be able to go straight on a horizontal road surface RS. The road surfaces RS shown in the drawings of the present application are all horizontal.
　自動二輪車１００は、ラウンドトレッド面フロントタイヤ２と、ラウンドトレッド面リヤタイヤ４と、中間フレーム１３０と、フロントフレーム１２０と、シート１０と、リヤフレーム１４０と、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０と、ラウンドトレッド面リヤタイヤ揺動制御装置８０と、駆動源７０とを備える。 The motorcycle 100 includes a round tread surface front tire 2, a round tread surface rear tire 4, an intermediate frame 130, a front frame 120, a seat 10, a rear frame 140, a round tread surface rear tire swing actuator 160, and a round shape. A tread surface rear tire swing control device 80 and a drive source 70 are provided.
　ラウンドトレッド面フロントタイヤ２は、車両１が直進可能に直立した状態で前方向または後方向に見て円弧状であるトレッド面２ａを有する。それにより、ラウンドトレッド面フロントタイヤ２は、上下方向に対して左右方向に傾斜することができる。ラウンドトレッド面リヤタイヤ４は、ラウンドトレッド面フロントタイヤ２から後方向に離れている。ラウンドトレッド面リヤタイヤ４は、車両１が直進可能に直立した状態で前方向または後方向に見て円弧状であるトレッド面４ａを有する。それにより、ラウンドトレッド面リヤタイヤ４は、上下方向に対して左右方向に傾斜することができる。 The round tread surface front tire 2 has a tread surface 2 a that is arc-shaped as viewed in the front direction or the rear direction in a state where the vehicle 1 is upright so as to allow straight travel. Thereby, the round tread surface front tire 2 can be inclined in the lateral direction with respect to the vertical direction. The round tread surface rear tire 4 is separated from the round tread surface front tire 2 in the rear direction. The round tread surface rear tire 4 has a tread surface 4 a that is arc-shaped when viewed in the front direction or the rear direction in a state where the vehicle 1 is upright so as to be able to travel straight. Thereby, the round tread surface rear tire 4 can be inclined in the left and right direction with respect to the up and down direction.
　フロントフレーム１２０は、ラウンドトレッド面フロントタイヤ２をフロント車軸線Ａ１回りに回転可能に支持する。フロント車軸線Ａ１は、ラウンドトレッド面フロントタイヤ２の中心を通る軸線である。フロントフレーム１２０は、ラウンドトレッド面フロントタイヤ２がラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに中間フレーム１３０に対して揺動可能となるように、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに揺動可能に中間フレーム１３０に支持される。ラウンドトレッド面フロントタイヤ揺動軸線Ａ２は、後方向に向かうほど上方向に向かう傾きを持つ。 The front frame 120 supports the round tread surface front tire 2 rotatably around a front axle line A1. The front axle line A1 is an axis passing through the center of the round tread surface front tire 2. The front frame 120 swings around the round tread surface front tire swing axis A2 so that the round tread surface front tire 2 can swing relative to the intermediate frame 130 around the round tread surface front tire swing axis A2. It is supported by the intermediate frame 130 as possible. The round tread surface front tire rocking axis A2 has an inclination toward the upper side as it goes to the rear side.
　シート１０は、乗員Ｏが着座するために自動二輪車１００に設けられる。自動二輪車１００は、シート１０を有する代わりに、もしくは、シート１０に加えて、荷物を載置するための荷台を有してもよい。シート１０または荷台は、中間フレーム１３０に支持される。 The seat 10 is provided to the motorcycle 100 for the occupant O to be seated. Instead of having the seat 10 or in addition to the seat 10, the motorcycle 100 may have a loading platform for placing luggage. The seat 10 or the cargo bed is supported by the intermediate frame 130.
　リヤフレーム１４０は、ラウンドトレッド面リヤタイヤ４をリヤ車軸線Ａ３回りに回転可能に支持する。リヤ車軸線Ａ３は、ラウンドトレッド面フロントタイヤ２の中心を通る軸線である。リヤフレーム１４０は、中間フレーム１３０、および、シート１０または荷台に対してラウンドトレッド面リヤタイヤ４がラウンドトレッド面リヤタイヤ揺動軸線Ａ４回りに揺動可能となるように、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４回りに揺動可能に中間フレーム１３０に支持される。ラウンドトレッド面リヤタイヤ４がラウンドトレッド面リヤタイヤ揺動軸線Ａ４は、後方向に向かうほど下方向に向かう傾きを持つ。 Rear frame 140 supports round tread surface rear tire 4 rotatably around rear axle line A3. The rear axle line A3 is an axis passing through the center of the round tread surface front tire 2. The rear frame 140 has a round tread surface rear tire rocking axis A4 so that the round tread surface rear tire 4 can swing around the round tread surface rear tire rocking axis A4 with respect to the intermediate frame 130 and the seat 10 or the load carrier. It is supported by the intermediate frame 130 so as to be pivotable around. The round tread surface rear tire 4 has a tilt toward the lower direction as the rear tread rocking axis A4 of the round tread surface rear tire 4 goes to the rear direction.
　ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０は、中間フレーム１３０、および、シート１０または荷台に対してリヤフレーム１４０をラウンドトレッド面リヤタイヤ揺動軸線Ａ４回りに揺動させることで、中間フレーム１３０、および、シート１０または荷台に対してラウンドトレッド面リヤタイヤ４をラウンドトレッド面リヤタイヤ揺動軸線Ａ４回りに揺動させる。ラウンドトレッド面リヤタイヤ揺動制御装置８０は、中間フレーム１３０、および、シート１０または荷台に対してラウンドトレッド面リヤタイヤ４がラウンドトレッド面リヤタイヤ揺動軸線Ａ４回りに揺動するように、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０を制御する。駆動源７０は、ラウンドトレッド面フロントタイヤ２またはラウンドトレッド面リヤタイヤ４に駆動力を付与する。 The round tread surface rear tire swing actuator 160 swings the rear frame 140 about the round tread surface rear tire swing axis line A4 with respect to the middle frame 130 and the seat 10 or bed, thereby the middle frame 130 and the seat 10 or rock the round tread surface rear tire 4 around the round tread surface rear tire swing axis line A4 with respect to the loading platform or 10. The round tread surface rear tire swing control device 80 is configured such that the round tread surface rear tire 4 swings around the round tread surface rear tire swing axis line A4 with respect to the intermediate frame 130 and the seat 10 or bed. The swing actuator 160 is controlled. The drive source 70 applies a driving force to the round tread surface front tire 2 or the round tread surface rear tire 4.
　この構成によると、リヤフレーム１４０は、中間フレーム１３０、および、シート１０または荷台に対して揺動する。シート１０または荷台は中間フレーム１３０に支持されるため、リヤフレーム１４０は、シート１０に着座する乗員Ｏまたは荷台に載置された荷物の荷重を受けない。よって、リヤフレーム１４０がシート１０または荷台を支持する場合に比べて、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０が揺動させる対象の重量が小さい。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００の乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。 According to this configuration, the rear frame 140 swings with respect to the intermediate frame 130 and the seat 10 or the cargo bed. Because the seat 10 or the cargo bed is supported by the intermediate frame 130, the rear frame 140 does not receive the load of the occupant O seated on the seat 10 or the load placed on the luggage space. Therefore, compared with the case where the rear frame 140 supports the seat 10 or the platform, the weight of the object to be rocked by the round tread surface rear tire rocking actuator 160 is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 can be improved.
　乗員Ｏまたは荷物によって、乗員Ｏまたは荷物の重量は異なる。仮に、リヤフレーム１４０がシート１０または荷台を支持する場合、乗員Ｏまたは荷物によって、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０が揺動させる対象の重量が変化する。それにより、ラウンドトレッド面リヤタイヤ４の揺動制御が複雑になり難しくなる。特に低速走行時の制御が難しい。
　これに対して、シート１０または荷台は中間フレーム１３０に支持される。そのため、乗員Ｏまたは荷物の重量が変化しても、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０が揺動させる対象の重量は変化しない。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００の乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 The weight of the occupant O or luggage varies depending on the occupant O or luggage. If the rear frame 140 supports the seat 10 or the platform, the occupant O or the load changes the weight of the object to which the round tread surface rear tire swing actuator 160 swings. As a result, the swing control of the round tread surface rear tire 4 becomes complicated and difficult. Control at low speeds is especially difficult.
On the other hand, the seat 10 or the cargo bed is supported by the intermediate frame 130. Therefore, even if the weight of the occupant O or the load changes, the weight of the object to be rocked by the round tread surface rear tire rocking actuator 160 does not change. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 can be further improved.
　自動二輪車１００の走行中、乗員Ｏは重心を移動させる動作をする場合がある。特に、自動二輪車１００の旋回時に、乗員Ｏは重心を左方向または右方向に移動させる動作をする場合がある。仮に、リヤフレーム１４０がシート１０を支持する場合、乗員Ｏが重心を移動させる動作を行うと、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０が揺動させる対象の重心が変化する。それにより、ラウンドトレッド面リヤタイヤ４の揺動制御が複雑になり難しくなる。特に低速走行時の制御が難しい。
　これに対して、シート１０または荷台は中間フレーム１３０に支持される。そのため、乗員Ｏが重心を移動させる動作を行っても、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０が揺動させる対象の重心は変化しない。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００の乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 While the motorcycle 100 is traveling, the occupant O may move the center of gravity. In particular, when the motorcycle 100 turns, the occupant O may move the center of gravity in the left or right direction. If the rear frame 140 supports the seat 10 and the occupant O performs an operation to move the center of gravity, the center of gravity of the object to be rocked by the round tread surface rear tire rocking actuator 160 changes. As a result, the swing control of the round tread surface rear tire 4 becomes complicated and difficult. Control at low speeds is especially difficult.
On the other hand, the seat 10 or the cargo bed is supported by the intermediate frame 130. Therefore, even if the occupant O performs an operation of moving the center of gravity, the center of gravity of the object to be rocked by the round tread surface rear tire rocking actuator 160 does not change. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 can be further improved.
　リヤフレーム１４０が中間フレーム１３０に対して揺動するとき、中間フレーム１３０はリヤフレーム１４０よりも姿勢の変化が少ない。シート１０または荷台は中間フレーム１３０に支持される。そのため、シート１０または荷台がリヤフレーム１４０に支持される場合に比べて、乗員Ｏまたは荷台の姿勢を安定させることができる。 When the rear frame 140 swings with respect to the intermediate frame 130, the intermediate frame 130 changes in posture less than the rear frame 140. The seat 10 or the cargo bed is supported by the intermediate frame 130. Therefore, compared with the case where the seat 10 or the loading platform is supported by the rear frame 140, the posture of the occupant O or the loading platform can be stabilized.
　自動二輪車１００の乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性が向上するとは、例えば、自動二輪車１００の乗載荷重が同じであっても、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０がリヤフレーム１４０を揺動させるために必要なトルクが抑制されることであってもよい。それにより、自動二輪車１００の乗載荷重が増加しても、揺動に必要なトルクの増加を抑えることができる。揺動に必要なトルクが小さいほど、揺動制御が行いやすくなる。また、揺動に必要なトルクを抑えることで、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０を小型化できる。それにより、自動二輪車１００を小型化できる。
　自動二輪車１００の乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性が向上するとは、例えば、ラウンドトレッド面リヤタイヤ揺動アクチュエータ１６０の性能が同じであっても、ラウンドトレッド面リヤタイヤ４の揺動制御の応答性が高くなることであってもよい。
　自動二輪車１００の乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性が向上するとは、例えば、揺動制御のための制御ロジックを簡素化することであってもよい。具体的には例えば、制御に使用するパラメータが少なくなり、演算処理が簡素化することである。 If the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load of the motorcycle 100 is improved, for example, the round tread surface rear tire swing actuator even if the load of the motorcycle 100 is the same. The torque required for swinging the rear frame 140 may be suppressed 160. As a result, even if the on-board load of the motorcycle 100 is increased, it is possible to suppress an increase in torque required for rocking. The smaller the torque required for rocking, the easier it is to carry out rocking control. Moreover, the round tread surface rear tire rocking actuator 160 can be miniaturized by suppressing the torque required for rocking. Thereby, the motorcycle 100 can be miniaturized.
For example, even if the round tread surface rear tire swing actuator 160 has the same performance, the round tread surface rear tire is said to have improved controllability of the swing control of the round tread surface rear tire 4 with respect to changes in the load on the motorcycle 100. The response of the swing control of 4 may be increased.
The improvement of the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100 may be, for example, simplification of the control logic for the swing control. Specifically, for example, the number of parameters used for control is reduced, and arithmetic processing is simplified.
　＜本発明の実施形態の具体例１＞
　次に、本発明の実施形態の具体例１の自動二輪車１００Ａについて、図２を用いて説明する。基本的に、本発明の実施形態の具体例１は、本発明の実施形態の特徴を全て有している。本発明の実施形態と同じ部位についての説明は省略する。以下、本発明の実施形態で説明していない構成について説明する。 <Specific Example 1 of the Embodiment of the Present Invention>
Next, a motorcycle 100A of a first specific example of the embodiment of the present invention will be described using FIG. Basically, Example 1 of the embodiment of the present invention has all the features of the embodiment of the present invention. The description about the same part as the embodiment of the present invention is omitted. Hereinafter, configurations not described in the embodiments of the present invention will be described.
　自動二輪車１００Ａは、フロントフレーム１２０と、中間フレーム１３０と、リヤフレーム１４０を有する。フロントフレーム１２０の主な材質は、アルミニウムや鉄などの金属、ＣＦＲＰなどの樹脂、または、それらの組み合わせである。中間フレーム１３０およびリヤフレーム１４０の主な材質も、同様である。フロントフレーム１２０、中間フレーム１３０、およびリヤフレーム１４０の材質は互いに異なっていてもよい。 The motorcycle 100A includes a front frame 120, an intermediate frame 130, and a rear frame 140. The main material of the front frame 120 is a metal such as aluminum or iron, a resin such as CFRP, or a combination thereof. The main materials of the intermediate frame 130 and the rear frame 140 are the same. The materials of the front frame 120, the intermediate frame 130, and the rear frame 140 may be different from one another.
　まず、フロントフレーム１２０について説明する。フロントフレーム１２０は、左右一対のフロントサスペンションユニット２１、２１と、フロント揺動軸部１２２を有する。フロントサスペンションユニット２１は、いわゆるフロントフォークである。フロントサスペンションユニット２１は、例えば、テレスコピック式のフロントフォークである。テレスコピック式のフロントフォークは、スプリングと油圧ダンパーを有する。フロントサスペンションユニット２１の下端部は、ラウンドトレッド面フロントタイヤ２を回転可能に支持する。フロントサスペンションユニット２１は、ラウンドトレッド面フロントタイヤ２が受ける上下方向の振動を吸収するように構成される。 First, the front frame 120 will be described. The front frame 120 has a pair of left and right front suspension units 21 and 21 and a front swing shaft portion 122. The front suspension unit 21 is a so-called front fork. The front suspension unit 21 is, for example, a telescopic front fork. The telescopic front fork has a spring and a hydraulic damper. The lower end portion of the front suspension unit 21 rotatably supports the round tread surface front tire 2. The front suspension unit 21 is configured to absorb vertical vibration that the round tread surface front tire 2 receives.
　ラウンドトレッド面フロントタイヤ２は、フロントホイール３の外周部に設置されている。フロントサスペンションユニット２１は、フロントホイール３の中央の孔に挿入されるフロント車軸（図示せず）を支持する。それにより、フロントサスペンションユニット２１は、ラウンドトレッド面フロントタイヤ２をフロント車軸線Ａ１回りに回転可能に支持する。フロント車軸線Ａ１は、フロント車軸の中心軸線である。自動二輪車１００Ａが直進可能に直立しているとき、フロント車軸線Ａ１は、左右方向に平行である。 The round tread surface front tire 2 is installed on the outer peripheral portion of the front wheel 3. The front suspension unit 21 supports a front axle (not shown) which is inserted into the central hole of the front wheel 3. Thus, the front suspension unit 21 supports the round tread surface front tire 2 rotatably around the front axle line A1. The front axle line A1 is a central axis of the front axle. When the motorcycle 100A is upright so as to be able to travel straight, the front axle line A1 is parallel to the left-right direction.
　フロントホイール３には、フロントブレーキ１０６が設置されている。フロントブレーキ１０６は、ラウンドトレッド面フロントタイヤ２に制動力を付与可能に構成されている。フロントブレーキ１０６は、液圧式ディスクブレーキである。フロントブレーキ１０６は、ブレーキホースを介して、フロントハイドロリックユニット１０７に接続されている。フロントハイドロリックユニット１０７は、中間フレーム１３０に支持される。フロントブレーキ１０６は、フロントハイドロリックユニット１０７から供給されるブレーキフルードの圧力で作動する。フロントハイドロリックユニット１０７は、フロントブレーキ１０６のブレーキ液圧を制御する。フロントハイドロリックユニット１０７は、液圧調整モータと液圧調整弁を含む。 A front brake 106 is installed on the front wheel 3. The front brake 106 is configured to be able to apply a braking force to the round tread surface front tire 2. The front brake 106 is a hydraulic disc brake. The front brake 106 is connected to the front hydraulic unit 107 via a brake hose. The front hydraulic unit 107 is supported by the intermediate frame 130. The front brake 106 operates with the pressure of the brake fluid supplied from the front hydraulic unit 107. The front hydraulic unit 107 controls the brake fluid pressure of the front brake 106. The front hydraulic unit 107 includes a hydraulic pressure adjustment motor and a hydraulic pressure adjustment valve.
　次に、中間フレーム１３０について説明する。中間フレーム１３０は、中間メインフレーム１３１を有する。中間メインフレーム１３１は、ハンドルユニット５０と接続されている。ハンドルユニット５０は、中間フレーム１３０に対して揺動不能である。 Next, the intermediate frame 130 will be described. The intermediate frame 130 has an intermediate main frame 131. The intermediate main frame 131 is connected to the handle unit 50. The handle unit 50 can not swing with respect to the intermediate frame 130.
　中間メインフレーム１３１は、フロント電気モータ１６２を支持する。フロント電気モータ１６２は、中間メインフレーム１３１の前部に収容されている。フロント電気モータ１６２は、中間フレーム１３０に固定されている。フロント電気モータ１６２は、出力軸が双方向に回転可能な電気モータである。フロント電気モータ１６２は、減速機付モータであってもよい。フロント電気モータ１６２の出力軸は、前斜め下向きに突出している。フロント電気モータ１６２の出力軸は、フロントフレーム１２０のフロント揺動軸部１２２に固定されている。なお、フロント電気モータ１６２がフロント揺動軸部１２２に支持され、フロント電気モータ１６２の出力軸が中間メインフレーム１３１に固定されてもよい。 The middle main frame 131 supports the front electric motor 162. The front electric motor 162 is accommodated at the front of the middle main frame 131. The front electric motor 162 is fixed to the intermediate frame 130. The front electric motor 162 is an electric motor whose output shaft can rotate in both directions. The front electric motor 162 may be a motor with a reduction gear. The output shaft of the front electric motor 162 protrudes forward and downward. The output shaft of the front electric motor 162 is fixed to the front swing shaft portion 122 of the front frame 120. The front electric motor 162 may be supported by the front swing shaft portion 122, and the output shaft of the front electric motor 162 may be fixed to the intermediate main frame 131.
　フロント電気モータ１６２の出力軸が回転することで、フロントフレーム１２０がフロント電気モータ１６２の出力軸の中心軸線回りに中間フレーム１３０に対して揺動する。フロント電気モータ１６２は、本発明のラウンドトレッド面フロントタイヤ揺動アクチュエータに相当する。フロント電気モータ１６２の出力軸が、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２を構成する。つまり、フロント電気モータ１６２（ラウンドトレッド面フロントタイヤ揺動アクチュエータ）は、フロントフレーム１２０をラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに中間フレーム１３０に対して揺動させる。ラウンドトレッド面フロントタイヤ揺動軸線Ａ２は、無限に延びる直線である。 The rotation of the output shaft of the front electric motor 162 causes the front frame 120 to swing around the central axis of the output shaft of the front electric motor 162 with respect to the intermediate frame 130. The front electric motor 162 corresponds to the round tread surface front tire swing actuator of the present invention. The output shaft of the front electric motor 162 constitutes a round tread surface front tire swing axis A2. That is, the front electric motor 162 (round tread surface front tire swing actuator) swings the front frame 120 with respect to the intermediate frame 130 around the round tread surface front tire swing axis A2. The round tread surface front tire rocking axis A2 is a straight line that extends infinitely.
　フロントフレーム１２０は、フロント電気モータ１６２を介して、中間フレーム１３０に支持される。フロントフレーム１２０は、フロント電気モータ１６２の出力軸の中心軸線回りに揺動可能に、中間フレーム１３０に支持される。フロントフレーム１２０がラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに揺動可能に中間フレーム１３０に支持されていることで、ラウンドトレッド面フロントタイヤ２は、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに中間フレーム１３０に対して揺動可能である。 The front frame 120 is supported by the intermediate frame 130 via a front electric motor 162. The front frame 120 is supported by the intermediate frame 130 so as to be pivotable about the central axis of the output shaft of the front electric motor 162. The front frame 120 is supported by the intermediate frame 130 so as to be able to swing about the round tread surface front tire swing axis A2, so that the round tread surface front tire 2 is intermediate about the round tread surface front tire swing axis A2. It can swing with respect to the frame 130.
　ラウンドトレッド面フロントタイヤ揺動軸線Ａ２は、後方向に向かうほど上方向に向かう傾きを持つ。つまり、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２にある第１の点をラウンドトレッド面フロントタイヤ揺動軸線Ａ２に沿って後方向に移動させた点を第２の点とした場合、第２の点は第１の点より高い位置にある。直進可能に直立した状態の車両１００Ａを左方向または右方向に見た場合のラウンドトレッド面フロントタイヤ揺動軸線Ａ２の上下方向に対する傾斜角度は、特に限定されない。但し、直進可能に直立した状態の車両１００Ａを左方向または右方向に見て、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２の上下方向に対する傾斜角度は、４５°未満が好ましい。直進可能に直立した状態の車両１００Ａを左方向または右方向に見て、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２と路面ＲＳとの交点は、ラウンドトレッド面フロントタイヤ２の前端を通り上下方向に平行な直線Ｌ１100Aと、ラウンドトレッド面フロントタイヤ２の後端を通り上下方向に平行な直線Ｌ２100Aとの間にある。図２では、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２と路面ＲＳとの交点は、ラウンドトレッド面フロントタイヤ２と路面ＲＳの接点から前方向に若干離れている。ラウンドトレッド面フロントタイヤ揺動軸線Ａ２と路面ＲＳとの交点は、ラウンドトレッド面フロントタイヤ２と路面ＲＳの接点と同じかほぼ同じであってもよい。ラウンドトレッド面フロントタイヤ揺動軸線Ａ２と路面ＲＳとの交点は、直線Ｌ１100Aと直線Ｌ２100Aの間であれば、接点よりも後方向に位置していてもよい。 The round tread surface front tire rocking axis A2 has an inclination toward the upper side as it goes to the rear side. In other words, when the first point on the round tread surface front tire swing axis A2 is moved backward along the round tread surface front tire swing axis A2 as the second point, the second point Is higher than the first point. There is no particular limitation on the inclination angle of the round tread surface front tire rocking axis A2 with respect to the vertical direction when the vehicle 100A in an upright state is viewed in the left direction or the right direction. However, it is preferable that the inclination angle of the round tread surface front tire rocking axis line A2 with respect to the vertical direction be less than 45 ° when the vehicle 100A in the upright state is allowed to go straight. Looking at the vehicle 100A in an upright state so that it can go straight ahead, the intersection point of the round tread surface front tire swing axis A2 and the road surface RS is parallel to the vertical direction through the front end of the round tread surface front tire 2 Between the straight line L1 100A and the straight line L2 100A which passes through the rear end of the round tread surface front tire 2 and is parallel to the vertical direction. In FIG. 2, the intersection between the round tread surface front tire swing axis line A2 and the road surface RS is slightly away from the point of contact between the round tread surface front tire 2 and the road surface RS in the forward direction. The intersection point of the round tread surface front tire rocking axis A2 and the road surface RS may be the same as or substantially the same as the contact point of the round tread surface front tire 2 and the road surface RS. The intersection point of the round tread surface front tire rocking axis line A2 and the road surface RS may be located rearward of the contact point as long as it is between the straight line L1 100A and the straight line L2 100A .
　中間フレーム１３０は、中間メインフレーム１３１に加えて、シートフレーム１３２を有する。シートフレーム１３２は、中間メインフレーム１３１に固定される。シートフレーム１３２は、運転者（乗員）が着座するためのシート１０と、同乗者（乗員）が着座するためのタンデムシート１１を支持する。つまり、シート１０およびタンデムシート１１は、中間フレーム１３０に支持される。タンデムシート１１は、シート１０の後端よりも後方向に位置する。自動二輪車１００Ａの乗車定員は、２名である。タンデムシート１１は無くてもよい。なお、図２には、車両１００Ａを右方向に見た場合のシート１０の上縁以外のシート１０の境界線は表示していない。また、図２には、車両１００Ａを右方向に見た場合のタンデムシート１１の上縁以外のタンデムシート１１の境界線は表示していない。シート１０の後端は、タンデムシート１１の前端とほぼ同じ位置である。 The intermediate frame 130 has a seat frame 132 in addition to the intermediate main frame 131. The seat frame 132 is fixed to the intermediate main frame 131. The seat frame 132 supports a seat 10 for a driver (seat occupant) to sit on and a tandem seat 11 for a passenger (seat occupant) to sit on. That is, the seat 10 and the tandem seat 11 are supported by the intermediate frame 130. The tandem seat 11 is located rearward of the rear end of the seat 10. The riding capacity of the motorcycle 100A is two people. The tandem seat 11 may not be present. In FIG. 2, the boundary of the seat 10 other than the upper edge of the seat 10 when the vehicle 100A is viewed in the right direction is not displayed. Further, FIG. 2 does not show the boundary line of the tandem seat 11 other than the upper edge of the tandem seat 11 when the vehicle 100A is viewed in the right direction. The rear end of the seat 10 is at substantially the same position as the front end of the tandem seat 11.
　次に、リヤフレーム１４０について説明する。リヤフレーム１４０は、リヤ揺動軸部１４１と、リヤサスペンションユニット４２を有する。リヤサスペンションユニット４２は、リヤ揺動軸部１４１の後部に接続されている。リヤサスペンションユニット４２は、左右一対のスイングアーム４３、４３と、１つのリヤサスペンション４４と、リンク機構４５を有する。なお、リヤサスペンションユニット４２が有するリヤサスペンション４４の数は２つでもよい。スイングアーム４３の前部は、左右方向に平行な軸線回りに揺動可能にリヤ揺動軸部１４１の後部に支持される。スイングアーム４３の後部は、ラウンドトレッド面リヤタイヤ４を支持する。リヤサスペンション４４は、スプリングと油圧ダンパーを有する。リヤサスペンション４４の一端は、リヤ揺動軸部１４１の後部に接続されている。リンク機構４５は、リヤ揺動軸部１４１の後部と、リヤサスペンション４４の他端と、スイングアーム４３にそれぞれ、左右方向に平行な軸線回りに揺動可能に接続されている。リンク機構４５の具体的な構成は特に限定されない。但し、リヤサスペンションユニット４２は、ラウンドトレッド面リヤタイヤ４が受ける上下方向の振動を吸収するように構成される。 Next, the rear frame 140 will be described. The rear frame 140 has a rear rocking shaft portion 141 and a rear suspension unit 42. The rear suspension unit 42 is connected to the rear of the rear rocking shaft portion 141. The rear suspension unit 42 has a pair of left and right swing arms 43 and 43, one rear suspension 44, and a link mechanism 45. The number of rear suspensions 44 included in the rear suspension unit 42 may be two. The front portion of the swing arm 43 is supported at the rear of the rear swing shaft portion 141 so as to be swingable around an axis parallel to the left-right direction. The rear portion of the swing arm 43 supports the round tread surface rear tire 4. The rear suspension 44 has a spring and a hydraulic damper. One end of the rear suspension 44 is connected to the rear of the rear rocking shaft portion 141. The link mechanism 45 is connected to the rear portion of the rear rocking shaft portion 141, the other end of the rear suspension 44, and the swing arm 43 so as to be rockable around an axis parallel to the left-right direction. The specific configuration of the link mechanism 45 is not particularly limited. However, the rear suspension unit 42 is configured to absorb the vertical vibration that the round tread surface rear tire 4 receives.
　ラウンドトレッド面リヤタイヤ４は、リヤホイール５の外周部に設置されている。スイングアーム４３は、リヤホイール５の中央の孔に挿入されるリヤ車軸（図示せず）を支持する。それにより、リヤサスペンションユニット４２は、ラウンドトレッド面リヤタイヤ４をリヤ車軸線Ａ３回りに回転可能に支持する。リヤ車軸線Ａ３は、リヤ車軸の中心軸線である。自動二輪車１００Ａが直進可能に直立しているとき、リヤ車軸線Ａ３は、左右方向に平行である。 The round tread surface rear tire 4 is installed on the outer peripheral portion of the rear wheel 5. The swing arm 43 supports a rear axle (not shown) inserted into the central hole of the rear wheel 5. Thereby, the rear suspension unit 42 supports the round tread surface rear tire 4 rotatably around the rear axle line A3. The rear axle line A3 is a central axis of the rear axle. When the motorcycle 100A is upright so as to be able to travel straight, the rear axle line A3 is parallel to the left-right direction.
　リヤホイール５には、インホイールモータ１７０とリヤブレーキ１０８（図示せず）が設置されている。インホイールモータ１７０は、本発明の駆動源に相当する。インホイールモータ１７０は、電気モータである。インホイールモータ１７０は、ラウンドトレッド面リヤタイヤ４に駆動力を付与可能に構成されている。インホイールモータ１７０は、変速機を含んでいてもよく、含んでいなくてもよい。インホイールモータ１７０が変速機を含んでいない場合、リヤホイール５が変速機を支持していてもよい。インホイールモータ１７０の出力（駆動力）は、変速機を介して、ラウンドトレッド面リヤタイヤ４に伝達される。変速機は、インホイールモータ１７０の出力軸の回転速度とラウンドトレッド面リヤタイヤ４の回転速度の比を変更できるように構成されている。また、変速機は設けられなくてもよい。リヤブレーキ１０８は、ラウンドトレッド面リヤタイヤ４に制動力を付与可能に構成されている。リヤブレーキ１０８は、ドラムブレーキである。ドラムブレーキは、摩擦力を利用した機械的ブレーキである。 The rear wheel 5 is provided with an in-wheel motor 170 and a rear brake 108 (not shown). The in-wheel motor 170 corresponds to the drive source of the present invention. The in-wheel motor 170 is an electric motor. The in-wheel motor 170 is configured to be able to apply a driving force to the round tread surface rear tire 4. In-wheel motor 170 may or may not include a transmission. If the in-wheel motor 170 does not include a transmission, the rear wheel 5 may support the transmission. The output (driving force) of the in-wheel motor 170 is transmitted to the round tread surface rear tire 4 via the transmission. The transmission is configured to be able to change the ratio of the rotational speed of the output shaft of the in-wheel motor 170 and the rotational speed of the round tread surface rear tire 4. Also, the transmission may not be provided. The rear brake 108 is configured to be able to apply a braking force to the round tread surface rear tire 4. The rear brake 108 is a drum brake. Drum brakes are mechanical brakes that use frictional force.
　リヤ揺動軸部１４１は、略円筒状である。リヤ揺動軸部１４１は、リヤ電気モータ１６０を支持する。リヤ電気モータ１６０は、リヤ揺動軸部１４１の前部の内側に配置されている。リヤ電気モータ１６０は、リヤフレーム１４０に固定されている。リヤ電気モータ１６０は、フロント電気モータ１６２の後端よりも後方向に位置する。リヤ電気モータ１６０は、出力軸が双方向に回転可能な電気モータである。リヤ電気モータ１６０は、減速機付モータであってもよい。リヤ電気モータ１６０の出力軸は、前斜め上向きに突出している。リヤ電気モータ１６０の出力軸は、中間メインフレーム１３１に固定されている。なお、リヤ電気モータ１６０が中間メインフレーム１３１に支持され、リヤ電気モータ１６０の出力軸がリヤ揺動軸部１４１に固定されてもよい。 The rear rocking shaft portion 141 is substantially cylindrical. The rear rocking shaft portion 141 supports the rear electric motor 160. The rear electric motor 160 is disposed inside the front portion of the rear rocking shaft portion 141. The rear electric motor 160 is fixed to the rear frame 140. The rear electric motor 160 is located rearward of the rear end of the front electric motor 162. The rear electric motor 160 is an electric motor whose output shaft can rotate in both directions. The rear electric motor 160 may be a motor with a reduction gear. The output shaft of the rear electric motor 160 projects obliquely upward and forward. The output shaft of the rear electric motor 160 is fixed to the intermediate main frame 131. The rear electric motor 160 may be supported by the middle main frame 131, and the output shaft of the rear electric motor 160 may be fixed to the rear rocking shaft portion 141.
　リヤ電気モータ１６０の出力軸が回転することで、リヤフレーム１４０がリヤ電気モータ１６０の出力軸の中心軸線回りに中間フレーム１３０に対して揺動する。言い換えると、リヤ電気モータ１６０は、出力軸の中心軸線回りにリヤフレーム１４０を中間フレーム１３０に対して揺動させる。リヤ電気モータ１６０は、本発明のラウンドトレッド面リヤタイヤ揺動アクチュエータに相当する。リヤ電気モータ１６０の出力軸が、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aを構成する。ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aは、本発明の実施形態のラウンドトレッド面リヤタイヤ揺動軸線Ａ４の一例である。ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aは、無限に延びる直線である。 The rotation of the output shaft of the rear electric motor 160 causes the rear frame 140 to swing relative to the intermediate frame 130 about the central axis of the output shaft of the rear electric motor 160. In other words, the rear electric motor 160 swings the rear frame 140 relative to the intermediate frame 130 about the central axis of the output shaft. The rear electric motor 160 corresponds to the round tread surface rear tire rocking actuator of the present invention. The output shaft of the rear electric motor 160 constitutes a round tread surface rear tire rocking axis A4 100A . The round tread surface rear tire rocking axis A4 100A is an example of the round tread surface rear tire rocking axis A4 according to the embodiment of this invention. The round tread surface rear tire rocking axis A4 100A is a straight line extending infinitely.
　リヤ揺動軸部１４１の前端部は、リヤ電気モータ１６０を介して、中間メインフレーム１３１に支持される。さらに、リヤ揺動軸部１４１の後部は、リヤ電気モータ１６０の出力軸の中心軸線回りに揺動可能に中間メインフレーム１３１に支持される。このように、リヤフレーム１４０は、リヤ電気モータ１６０の出力軸の中心軸線回りに揺動可能に、中間フレーム１３０に支持される。リヤフレーム１４０がラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りに揺動可能に中間フレーム１３０に支持されていることで、ラウンドトレッド面リヤタイヤ４は、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りに中間フレーム１３０に対して揺動可能である。 The front end portion of the rear rocking shaft portion 141 is supported by the intermediate main frame 131 via the rear electric motor 160. Further, the rear portion of the rear rocking shaft portion 141 is supported by the intermediate main frame 131 so as to be rockable around the central axis of the output shaft of the rear electric motor 160. Thus, the rear frame 140 is supported by the intermediate frame 130 so as to be pivotable about the central axis of the output shaft of the rear electric motor 160. Since the rear frame 140 is supported by the intermediate frame 130 so as to be able to swing about the round tread surface rear tire swing axis A4 100A , the round tread surface rear tire 4 is an intermediate frame around the round tread surface rear tire swing axis A4 100A. It is rockable with respect to 130.
　ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aは、後方向に向かうほど下方向に向かう傾きを持つ。つまり、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aにある第１の点をラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aに沿って後方向に移動させた点を第２の点とした場合、第２の点は第１の点より低い位置にある。直進可能に直立した状態の車両１００Ａを左方向または右方向に見た場合のラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aの上下方向に対する傾斜角度は、特に限定されない。但し、直進可能に直立した状態の車両１００Ａを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aの上下方向に対する傾斜角度は、４５°を超えることが好ましい。直進可能に直立した状態の車両１００Ａを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４の前端を通り上下方向に平行な直線Ｌ３100Aと、ラウンドトレッド面リヤタイヤ４の後端を通り上下方向に平行な直線Ｌ４100Aとの間にある。図２では、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４と路面ＲＳの接点と同じかほぼ同じである。 The round tread surface rear tire rocking axis A4 100A has a downward inclination toward the rear. That is, when the point is moved backward along the first point on the round tread surface rear tire swing axis A4 100A round tread surface rear tire swing axis A4 100A and the second point, the second point Is lower than the first point. There is no particular limitation on the inclination angle of the round tread surface rear tire rocking axis A4 100A in the vertical direction when the vehicle 100A in the upright state is viewed leftward or rightward. However, it is preferable that the inclination angle of the round tread surface rear tire rocking axis A4 100A with respect to the vertical direction exceeds 45 ° when the vehicle 100A in the upright state is allowed to go straight. Looking at the vehicle 100A in an upright state so that it can go straight ahead, the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS passes the front end of the round tread surface rear tire 4 and is parallel to the vertical direction It is between the straight line L3 100A and the straight line L4 100A which passes through the rear end of the round tread surface rear tire 4 and is parallel to the vertical direction. In FIG. 2, the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS is the same as or substantially the same as the contact point of the round tread surface rear tire 4 and the road surface RS.
　リヤフレーム１４０は、リヤ揺動軸部１４１およびリヤサスペンションユニット４２に加えて、バッテリ支持部１４６を有する。バッテリ支持部１４６は、リヤ揺動軸部１４１の下面に固定されている、バッテリ支持部１４６は、蓄電装置１７１を支持する。蓄電装置１７１は、少なくとも１つのバッテリ（二次電池）で構成される。蓄電装置１７１は、各種の電気機器に電力を供給する。各種の電気機器は、インホイールモータ１７０、フロント電気モータ１６２、リヤ電気モータ１６０、各種センサ、および後述する制御装置８０を含む。蓄電装置１７１は電池容量の大きいものが用いられる。バッテリは、例えば、鉛蓄電池であってもよく、リチウム蓄電池であってもよい。バッテリ支持部１４６には、錘が設置されていてもよい。錘は、バッテリ支持部１４６以外の箇所に設けてもよい。錘は、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aから下方向に離れた位置に配置することが好ましい。錘は、リヤフレーム１４０に設けてもよく、中間フレーム１３０に設けてもよい。 The rear frame 140 has a battery support 146 in addition to the rear rocking shaft 141 and the rear suspension unit 42. The battery support 146 is fixed to the lower surface of the rear rocking shaft 141. The battery support 146 supports the power storage device 171. Power storage device 171 is configured of at least one battery (secondary battery). The power storage device 171 supplies power to various electric devices. The various electric devices include an in-wheel motor 170, a front electric motor 162, a rear electric motor 160, various sensors, and a control device 80 described later. The power storage device 171 has a large battery capacity. The battery may be, for example, a lead storage battery or a lithium storage battery. A weight may be installed on the battery support 146. The weight may be provided at a location other than the battery support 146. The weight is preferably disposed at a position spaced downward from the round tread surface rear tire swing axis A4 100A . The weight may be provided on the rear frame 140 or on the intermediate frame 130.
　上述したように、自動二輪車１００Ａは、ハンドルユニット５０を有する。ハンドルユニット５０は、左グリップ５１および右グリップ（図示せず）を有する。左グリップ５１および右グリップは、運転者（乗員）の手に把持される。左グリップ５１および右グリップは、それぞれ、グリップの中心軸線回りに揺動可能である。ハンドルユニット５０は、中間フレーム１３０に固定されている。左グリップ５１および右グリップは、中間フレーム１３０に対して左右方向に移動不能である。そのため、ハンドルユニット５０は、運転者によって操作されない。つまり、ラウンドトレッド面フロントタイヤ２は、ハンドルユニット５０によって操舵されない。 As described above, the motorcycle 100A has the handle unit 50. The handle unit 50 has a left grip 51 and a right grip (not shown). The left grip 51 and the right grip are gripped by the driver (passenger) hand. The left grip 51 and the right grip are each pivotable about the central axis of the grip. The handle unit 50 is fixed to the intermediate frame 130. The left grip 51 and the right grip can not move in the left-right direction with respect to the intermediate frame 130. Therefore, the handle unit 50 is not operated by the driver. That is, the round tread surface front tire 2 is not steered by the handle unit 50.
　左グリップ５１または右グリップには、ステアリングスイッチ（図示せず）が設けられている。ステアリングスイッチは、３６０°未満回転可能に構成されていてもよく、３６０°回転可能に構成されていてもよい。ステアリングスイッチは、グリップを把持した手の指で操作される。運転者がステアリングスイッチを回すように操作することで、ラウンドトレッド面フロントタイヤ２およびラウンドトレッド面リヤタイヤ４の少なくとも一方が中間フレーム１３０に対して揺動して、車両１００Ａが操舵される。つまり、ラウンドトレッド面フロントタイヤ２およびラウンドトレッド面リヤタイヤ４の操舵は、ステア・バイ・ワイヤ方式で制御される。制御装置８０は、ステアリングスイッチの操作量に応じて、フロント電気モータ１６２およびリヤ電気モータ１６０の少なくとも一方を作動させる。状況によっては、制御装置８０は、ステアリングスイッチの操作に関わらず、フロント電気モータ１６２およびリヤ電気モータ１６０の少なくとも一方を作動させる。 A steering switch (not shown) is provided on the left grip 51 or the right grip. The steering switch may be configured to be rotatable less than 360 degrees, or may be configured to be capable of rotating 360 degrees. The steering switch is operated by the finger of the hand holding the grip. By the driver turning the steering switch, at least one of the round tread surface front tire 2 and the round tread surface rear tire 4 swings with respect to the intermediate frame 130, and the vehicle 100A is steered. That is, the steering of the round tread surface front tire 2 and the round tread surface rear tire 4 is controlled by a steer-by-wire method. Control device 80 operates at least one of front electric motor 162 and rear electric motor 160 according to the operation amount of the steering switch. Depending on the situation, the controller 80 operates at least one of the front electric motor 162 and the rear electric motor 160 regardless of the operation of the steering switch.
　右グリップは、アクセルグリップである。運転者がアクセルグリップを回すように操作することで、インホイールモータ１７０（駆動源）の出力が調整される。駆動源が電気モータ（インホイールモータ１７０）であるため、駆動源は、アクセル・バイ・ワイヤ方式で制御される。インホイールモータ１７０の出力は、制御装置８０によって制御される。制御装置８０は、アクセルグリップの操作量を検出するアクセルセンサ（図示せず）の検出結果に応じて、インホイールモータ１７０の出力を制御する。状況によっては、制御装置８０は、アクセルグリップの操作に関わらず、インホイールモータ１７０の出力を変更してもよい。 The right grip is the accelerator grip. The driver operates the accelerator grip to adjust the output of the in-wheel motor 170 (drive source). Since the drive source is an electric motor (in-wheel motor 170), the drive source is controlled in an accelerator-by-wire manner. The output of in-wheel motor 170 is controlled by control device 80. Control device 80 controls the output of in-wheel motor 170 according to the detection result of an accelerator sensor (not shown) that detects the operation amount of the accelerator grip. Depending on the situation, the controller 80 may change the output of the in-wheel motor 170 regardless of the operation of the accelerator grip.
　ハンドルユニット５０の右部には、フロントブレーキレバー（図示せず）が設けられている。運転者が右グリップを握った手の指でフロントブレーキレバーを引くように操作することで、フロントブレーキ１０６が作動して、ラウンドトレッド面フロントタイヤ２に制動力が付与される。フロントブレーキ１０６は、ブレーキ・バイ・ワイヤ方式で制御される。フロントブレーキ１０６は、制御装置８０に接続される。上述したように、フロントブレーキ１０６は、液圧式ディスクブレーキであって、フロントハイドロリックユニット１０７に接続される。制御装置８０は、フロントブレーキレバーの操作量を検出するフロントブレーキセンサ（図示せず）の検出結果に応じて、フロントハイドロリックユニット１０７からフロントブレーキ１０６に供給する液圧を調整する。つまり、制御装置８０は、フロントブレーキレバーの操作量に応じて、フロントブレーキ１０６を作動させる。状況によっては、制御装置８０は、フロントブレーキレバーの操作に関わらず、フロントブレーキ１０６を作動させてもよい。なお、フロントブレーキレバーは、ブレーキホースを介して、フロントハイドロリックユニット１０７と接続されてもよい。フロントブレーキレバーの代わりに、ブレーキペダルを設けてもよい。ブレーキペダルは、運転者の足で操作される。 A front brake lever (not shown) is provided on the right side of the handle unit 50. When the driver operates the front brake lever so as to pull the front brake lever with the finger of the right grip, the front brake 106 is actuated to apply a braking force to the round tread surface front tire 2. The front brake 106 is controlled by a brake-by-wire method. Front brake 106 is connected to control device 80. As described above, the front brake 106 is a hydraulic disc brake and is connected to the front hydraulic unit 107. The controller 80 adjusts the hydraulic pressure supplied from the front hydraulic unit 107 to the front brake 106 in accordance with the detection result of a front brake sensor (not shown) that detects the operation amount of the front brake lever. That is, control device 80 actuates front brake 106 in accordance with the amount of operation of the front brake lever. Depending on the situation, the controller 80 may actuate the front brake 106 regardless of the operation of the front brake lever. The front brake lever may be connected to the front hydraulic unit 107 via a brake hose. Instead of the front brake lever, a brake pedal may be provided. The brake pedal is operated by the driver's foot.
　ハンドルユニット５０の左部には、リヤブレーキレバー（図示せず）が設けられている。運転者が左グリップ５１を握った手の指でリヤブレーキレバーを引くように操作することで、リヤブレーキ１０８が作動して、ラウンドトレッド面リヤタイヤ４に制動力が付与される。リヤブレーキ１０８は、ブレーキ・バイ・ワイヤ方式で制御される。リヤブレーキ１０８は、制御装置８０に接続される。上述したように、リヤブレーキ１０８は、ドラムブレーキである。制御装置８０は、リヤブレーキレバーの操作量を検出するリヤブレーキセンサ（図示せず）の検出結果に応じて、リヤブレーキ１０８を作動させる。状況によっては、制御装置８０は、リヤブレーキレバーの操作に関わらず、リヤブレーキ１０８を作動させてもよい。なお、リヤブレーキレバーは、リヤブレーキ１０８と機械的に接続されてもよい。リヤブレーキレバーの代わりに、ブレーキペダルを設けてもよい。ブレーキペダルは、運転者の足で操作される。 A rear brake lever (not shown) is provided on the left side of the handle unit 50. When the driver pulls the rear brake lever with the finger of the hand holding the left grip 51, the rear brake 108 is actuated to apply a braking force to the round tread surface rear tire 4. The rear brake 108 is controlled by a brake-by-wire method. Rear brake 108 is connected to control device 80. As mentioned above, the rear brake 108 is a drum brake. Control device 80 actuates rear brake 108 in accordance with the detection result of a rear brake sensor (not shown) that detects the amount of operation of the rear brake lever. Depending on the situation, the controller 80 may actuate the rear brake 108 regardless of the operation of the rear brake lever. The rear brake lever may be mechanically connected to the rear brake 108. Instead of the rear brake lever, a brake pedal may be provided. The brake pedal is operated by the driver's foot.
　自動二輪車１００Ａは、車体カバー１１２を有する。図２には、車体カバー１１２の一部を二点鎖線で表示している。車体カバー１１２は、複数の部品で構成される。車体カバー１１２は、フロントフレーム１２０の少なくとも一部と、中間フレーム１３０と、リヤフレーム１４０の少なくとも一部を覆う。車体カバー１１２の少なくとも一部は、リヤフレーム１４０に支持される。車体カバー１１２は、図示しないフロントカウルを含む。フロントカウルは、中間メインフレーム１３１の前面を前から覆う。 The motorcycle 100A has a vehicle body cover 112. In FIG. 2, a part of the vehicle body cover 112 is indicated by a two-dot chain line. The body cover 112 is composed of a plurality of parts. Body cover 112 covers at least a portion of front frame 120, intermediate frame 130, and at least a portion of rear frame 140. At least a portion of the vehicle body cover 112 is supported by the rear frame 140. Body cover 112 includes a front cowl (not shown). The front cowl covers the front of the middle main frame 131 from the front.
　直進可能に直立した状態の車両１００Ａを左方向または右方向に見て、外部から荷重がかかっていない状態の車両１００Ａの重心Ｇ０100Aは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aから下方向に離れている。図２に二点鎖線で示す重心Ｇ１100Aは、シート１０に着座する運転者（乗員）を含む車両１００Ａの重心Ｇ１100Aの一例である。シート１０にかかる荷重がゼロから増大するにつれて、運転者（乗員）を含む車両１００Ａの重心は、例えば、図２に示す重心Ｇ０100Aから矢印方向に移動する。図２に二点鎖線で示す重心Ｇ１100Aは、シート１０に着座する運転者（乗員）を含む車両１００Ａの重心Ｇ１100Aの一例である。シート１０に着座する運転者（乗員）を含む車両１００Ａの重心Ｇ１100Aは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aを越えてもよく、越えなくてもよい。 Looking at the vehicle 100A in an upright state so that it can go straight ahead, the center of gravity G0 100A of the vehicle 100A in a state where no load is applied from the outside deviates downward from the round tread surface rear tire swing axis A4 100A. ing. The center of gravity G1 100A indicated by a two-dot chain line in FIG. 2 is an example of the center of gravity G1 100A of the vehicle 100A including the driver (passenger) seated on the seat 10. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100A including the driver (passenger) moves, for example, in the arrow direction from the center of gravity G0 100A shown in FIG. The center of gravity G1 100A indicated by a two-dot chain line in FIG. 2 is an example of the center of gravity G1 100A of the vehicle 100A including the driver (passenger) seated on the seat 10. The center of gravity G1 100A of the vehicle 100A including the driver (passenger) seated on the seat 10 may or may not exceed the round tread surface rear tire rocking axis A4 100A .
　自動二輪車１００Ａは、ラウンドトレッド面フロントタイヤ２またはラウンドトレッド面リヤタイヤ４の回転速度を検出する車輪速センサ（図示せず）を有する。自動二輪車１００Ａは、ラウンドトレッド面フロントタイヤ２およびラウンドトレッド面リヤタイヤ４の回転速度をそれぞれ検出する２つの車輪速センサを有していてもよい。制御装置８０は、車輪速センサにより検出されたラウンドトレッド面フロントタイヤ２またはラウンドトレッド面リヤタイヤ４の回転速度と、ラウンドトレッド面フロントタイヤ２またはラウンドトレッド面リヤタイヤ４の径に基づいて、自動二輪車１００Ａの車速を算出する。 The motorcycle 100A has a wheel speed sensor (not shown) that detects the rotational speed of the round tread surface front tire 2 or the round tread surface rear tire 4. The motorcycle 100A may have two wheel speed sensors for detecting the rotational speeds of the round tread surface front tire 2 and the round tread surface rear tire 4, respectively. Control device 80 is a motorcycle 100A based on the rotational speed of round tread surface front tire 2 or round tread surface rear tire 4 detected by the wheel speed sensor and the diameter of round tread surface front tire 2 or round tread surface rear tire 4. Calculate the vehicle speed of
　自動二輪車１００Ａは、中間フレーム１３０の上下方向に対する左右方向への傾きに関連する物理量を検出する傾斜検出装置８１を有する。傾斜検出装置８１は、中間フレーム１３０に支持される。中間フレーム１３０の上下方向に対する左右方向への傾きとは、中間フレーム１３０が自動二輪車１００Ａのロール軸回りに揺動することである。ロール軸は、前後方向に平行な軸線である。傾斜検出装置８１が検出する上記物理量は、中間フレーム１３０のロール角、ロールレート、およびロール角加速度の少なくとも１つを含む。傾斜検出装置８１は、ロール角、ロールレート、ロール角加速度の少なくとも１つを検出するセンサ（ジャイロセンサ）であってもよい。傾斜検出装置８１は、ジャイロセンサの検出結果に基づいて演算処理を行う演算処理部を含んでいてもよい。例えば、傾斜検出装置８１は、ジャイロセンサで検出されたロールレートを積分することで、ロール角を算出してもよい。傾斜検出装置８１は、センサで検出されたロール角加速度を積分することで、ロールレートを算出してもよい。傾斜検出装置８１は、ジャイロセンサで検出されたロール角を微分することで、ロールレートを算出してもよい。傾斜検出装置８１は、ジャイロセンサで検出されたロールレートを微分することで、ロール角加速度を算出してもよい。傾斜検出装置８１は、センサと演算処理部の両方を含んでいてもよい。傾斜検出装置８１は、センサを含まず、演算処理部だけで構成されていてもよい。演算処理部は、後述する制御装置８０に含まれてもよい。 The motorcycle 100A includes a tilt detection device 81 that detects a physical quantity related to the tilt of the intermediate frame 130 in the left-right direction with respect to the vertical direction. The tilt detection device 81 is supported by the intermediate frame 130. The inclination of the intermediate frame 130 in the lateral direction with respect to the vertical direction means that the intermediate frame 130 swings around the roll axis of the motorcycle 100A. The roll axis is an axis parallel to the front-rear direction. The physical quantity detected by the tilt detection device 81 includes at least one of the roll angle, the roll rate, and the roll angular acceleration of the intermediate frame 130. The tilt detection device 81 may be a sensor (gyro sensor) that detects at least one of roll angle, roll rate, and roll angular acceleration. The inclination detection device 81 may include an arithmetic processing unit that performs arithmetic processing based on the detection result of the gyro sensor. For example, the inclination detection device 81 may calculate the roll angle by integrating the roll rate detected by the gyro sensor. The tilt detection device 81 may calculate the roll rate by integrating the roll angular acceleration detected by the sensor. The tilt detection device 81 may calculate the roll rate by differentiating the roll angle detected by the gyro sensor. The tilt detection device 81 may calculate the roll angular acceleration by differentiating the roll rate detected by the gyro sensor. The inclination detection device 81 may include both a sensor and an arithmetic processing unit. The inclination detection device 81 may not include a sensor, and may be configured only by an arithmetic processing unit. The arithmetic processing unit may be included in a control device 80 described later.
　自動二輪車１００Ａは、中間フレーム１３０の前後方向に対する左右方向への傾きに関連する物理量を検出する検出装置（図示せず）を有する。中間フレーム１３０の前後方向に対する左右方向への傾きとは、中間フレーム１３０が自動二輪車１００Ａのヨー軸回りに揺動することである。ヨー軸は、上下方向に平行な軸線である。この検出装置が検出する上記物理量は、中間フレーム１３０のヨー角、ヨーレート、およびヨー角加速度の少なくとも１つを含む。自動二輪車１００Ａは、中間フレーム１３０の前後方向に対する上下方向への傾きに関連する物理量を検出する検出装置を有する。中間フレーム１３０の前後方向に対する上下方向への傾きとは、中間フレーム１３０が自動二輪車１００Ａのピッチ軸回りに揺動することである。ピッチ軸は、左右方向に平行な軸線である。この検出装置が検出する上記物理量は、中間フレーム１３０のピッチ角、ピッチレート、およびピッチ角加速度の少なくとも１つを含む。 The motorcycle 100A has a detection device (not shown) that detects a physical quantity related to the inclination of the intermediate frame 130 in the left-right direction with respect to the front-rear direction. The inclination of the intermediate frame 130 in the left-right direction with respect to the front-rear direction means that the intermediate frame 130 swings around the yaw axis of the motorcycle 100A. The yaw axis is an axis parallel to the vertical direction. The physical quantity detected by the detection device includes at least one of the yaw angle, the yaw rate, and the yaw angular acceleration of the intermediate frame 130. The motorcycle 100A has a detection device that detects a physical quantity related to the vertical inclination of the intermediate frame 130 in the front-rear direction. The inclination of the intermediate frame 130 in the vertical direction with respect to the front-rear direction means that the intermediate frame 130 swings around the pitch axis of the motorcycle 100A. The pitch axis is an axis parallel to the left and right direction. The physical quantity detected by the detection device includes at least one of the pitch angle, pitch rate, and pitch angular acceleration of the intermediate frame 130.
　自動二輪車１００Ａは、運転モードとして、自律運転モードと、手動運転モードを有する。自律運転モードでは、運転者が運転しなくても自動二輪車１００Ａが目的位置まで自動的に走行する。手動運転モードでは、運転者を能動的に支援する制御が行われてもよい。 The motorcycle 100A has an autonomous operation mode and a manual operation mode as an operation mode. In the autonomous operation mode, the motorcycle 100A automatically travels to the target position even if the driver does not drive. In the manual operation mode, control may be performed to actively assist the driver.
　自動二輪車１００Ａは、制御装置８０を有する。制御装置８０は、例えば、ＣＰＵ（Central Processing Unit）、ＲＯＭ（Read Only Memory）、ＲＡＭ（Random Access Memory）などで構成されている。ＣＰＵは、ＲＯＭやＲＡＭに記憶されたプログラムや各種データに基づいて情報処理を実行する。制御装置８０は、中間フレーム１３０に支持されてもよく、リヤフレーム１４０に支持されてもよい。制御装置８０の位置は、図２に示す位置に限定されない。制御装置８０は、アクセルセンサ、フロントブレーキセンサ、リヤブレーキセンサ、車輪速センサ、および傾斜検出装置８１などの各種センサに接続される。制御装置８０は、これらのセンサから信号を受信する。上述したように、傾斜検出装置８１が演算処理部を含む場合は、傾斜検出装置８１の演算処理部は制御装置８０に含まれてもよい。制御装置８０は、インホイールモータ１７０に接続される。制御装置８０は、フロントブレーキおよびリヤブレーキのアクチュエータに接続される。制御装置８０は、リヤ電気モータ１６０およびフロント電気モータ１６２に接続される。制御装置８０は、接続されたこれらの機器を制御する。制御装置８０は、リヤ電気モータ１６０およびフロント電気モータ１６２を制御することで、ラウンドトレッド面リヤタイヤ４およびラウンドトレッド面フロントタイヤ２の揺動を制御する。制御装置８０は、本発明のラウンドトレッド面リヤタイヤ揺動アクチュエータ制御装置およびラウンドトレッド面フロントタイヤ揺動制御装置を含む。制御装置８０によるリヤ電気モータ１６０およびフロント電気モータ１６２の制御の詳細は後述する。 The motorcycle 100A has a control device 80. The control device 80 is configured of, for example, a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and the like. The CPU executes information processing based on programs and various data stored in the ROM and RAM. The controller 80 may be supported by the intermediate frame 130 and may be supported by the rear frame 140. The position of the control device 80 is not limited to the position shown in FIG. The control device 80 is connected to various sensors such as an accelerator sensor, a front brake sensor, a rear brake sensor, a wheel speed sensor, and an inclination detection device 81. The controller 80 receives signals from these sensors. As described above, when the inclination detection device 81 includes an arithmetic processing unit, the arithmetic processing unit of the inclination detection device 81 may be included in the control device 80. Control device 80 is connected to in-wheel motor 170. The controller 80 is connected to actuators for the front brake and the rear brake. The controller 80 is connected to the rear electric motor 160 and the front electric motor 162. The control device 80 controls these connected devices. The control device 80 controls the swing of the round tread surface rear tire 4 and the round tread surface front tire 2 by controlling the rear electric motor 160 and the front electric motor 162. The control device 80 includes the round tread surface rear tire swing actuator control device and the round tread surface front tire swing control device of the present invention. Details of control of the rear electric motor 160 and the front electric motor 162 by the controller 80 will be described later.
　ここで、ラウンドトレッド面リヤタイヤ４を揺動させた時の車両１００Ａの挙動について説明する。以下の説明において、ラウンドトレッド面リヤタイヤ４が上方向に対して左方向に傾くとは、ラウンドトレッド面リヤタイヤ４の上端が下端に対して相対的に左方向に移動することをいう。車両１００Ａおよびラウンドトレッド面フロントタイヤ２についても同様の定義が適用される。ラウンドトレッド面リヤタイヤ４が前方向に対して左方向に傾くとは、ラウンドトレッド面リヤタイヤ４の前端が後端に対して相対的に左方向に移動することをいう。ラウンドトレッド面フロントタイヤ２についても同様の定義が適用される。また、ラウンドトレッド面フロントタイヤ２が左方向に操舵されるとは、ラウンドトレッド面フロントタイヤ２が前方向に対して左方向に傾くことである。 Here, the behavior of the vehicle 100A when the round tread surface rear tire 4 is swung will be described. In the following description, the fact that the round tread surface rear tire 4 is inclined in the left direction with respect to the upper direction means that the upper end of the round tread surface rear tire 4 moves in the left direction relative to the lower end. The same definition applies to the vehicle 100A and the round tread surface front tire 2. Inclination of the round tread surface rear tire 4 in the left direction with respect to the front direction means that the front end of the round tread surface rear tire 4 moves in the left direction relative to the rear end. The same definition applies to the round tread surface front tire 2. In addition, steering the round tread surface front tire 2 in the left direction means that the round tread surface front tire 2 is inclined in the left direction with respect to the front direction.
　図３（ａ）は、車両１００Ａが水平な路面ＲＳに直進可能に直立している状態を示す。この状態において、外部から荷重がかかっていない状態の車両１００Ａの重心Ｇ０100Aは、自動二輪車１００Ａの左右方向の中央にある。図３（ａ）の状態から、ラウンドトレッド面リヤタイヤ４が図３（ａ）に示す矢印Ｘの方向に揺動すると、図３（ｂ）に示すように、ラウンドトレッド面リヤタイヤ４は、上方向に対して左方向に傾くと共に、前方向に対して右方向に傾く。矢印Ｘの方向は、後方向に見て時計回りの方向である。ラウンドトレッド面リヤタイヤ４が上方向に対して左方向に傾くことにより、その後、図３（ｃ）に示すように、車両１００Ａが上方向に対して左方向に傾く。そのため、車両１００Ａを下方向に見て、車両１００Ａの重心Ｇ０100Aは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aから左方向に離れる。これにより、キャンバースラストが発生する。それに加えて、ラウンドトレッド面リヤタイヤ４が前方向に対して右方向に傾くことで、車両１００Ａが左旋回する。 FIG. 3A shows a state in which the vehicle 100A is erected to be able to go straight on the horizontal road surface RS. In this state, the center of gravity G0 100A of the vehicle 100A in a state where no load is applied from the outside is at the center in the left-right direction of the motorcycle 100A. When the round tread surface rear tire 4 swings in the direction of arrow X shown in FIG. 3 (a) from the state of FIG. 3 (a), as shown in FIG. 3 (b), the round tread surface rear tire 4 is directed upward. It leans to the left, and leans to the right with respect to the front. The direction of the arrow X is a clockwise direction as viewed backward. When the round tread surface rear tire 4 is inclined leftward with respect to the upper direction, thereafter, as shown in FIG. 3C, the vehicle 100A is inclined leftward with respect to the upper direction. Therefore, when the vehicle 100A is viewed downward, the center of gravity G0 100A of the vehicle 100A deviates leftward from the round tread surface rear tire rocking axis A4 100A . This generates camber thrust. In addition to that, the vehicle 100A turns to the left by tilting the round tread surface rear tire 4 to the right with respect to the front direction.
　図４（ａ）は、車両１００Ａが上方向に対して左方向に傾いている状態を示す。車両１００Ａを下方向に見て、車両１００Ａの重心Ｇ０100Aは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aの左方向に離れている。この状態から、ラウンドトレッド面リヤタイヤ４が、図４（ａ）に示す矢印のＹ方向に揺動すると、図４（ｂ）に示すように、ラウンドトレッド面リヤタイヤ４は、上方向に対して右方向に傾くと共に、前方向に対して右方向に傾く。矢印Ｘの方向は、上述の矢印Ｙの方向と逆方向である。それにより、ラウンドトレッド面フロントタイヤ２とラウンドトレッド面リヤタイヤ４の上方向に対する左右方向の傾きが逆になる。また、車両１００Ａの重心Ｇ０100Aは右方向に移動する。その結果、図４（ｃ）に示すように、車両１００Ａが起き上がる。 FIG. 4A shows a state in which the vehicle 100A is inclined in the left direction with respect to the upper direction. When the vehicle 100A is viewed downward, the center of gravity G0 100A of the vehicle 100A is separated in the left direction of the round tread surface rear tire swing axis A4 100A . From this state, when the round tread surface rear tire 4 swings in the Y direction of the arrow shown in FIG. 4 (a), as shown in FIG. 4 (b), the round tread surface rear tire 4 is right with respect to the upper direction. While tilting in the direction, it tilts in the right direction with respect to the forward direction. The direction of arrow X is opposite to the direction of arrow Y described above. Thereby, the inclination in the left-right direction with respect to the upper direction of the round tread surface front tire 2 and the round tread surface rear tire 4 is reversed. Further, the center of gravity G0 100A of the vehicle 100A moves in the right direction. As a result, as shown in FIG. 4 (c), the vehicle 100A rises.
　次に、制御装置８０によるラウンドトレッド面リヤタイヤ４およびラウンドトレッド面フロントタイヤ２の揺動制御について説明する。
　制御装置８０は、傾斜検出装置８１で検出された中間フレーム１３０の上下方向に対する左右方向への傾きに関連する物理量に基づいて、リヤ電気モータ１６０とフロント電気モータ１６２を制御する。制御装置８０は、傾斜検出装置８１の検出結果に加えて、他のパラメータに基づいて、ラウンドトレッド面リヤタイヤ４およびラウンドトレッド面フロントタイヤ２の揺動制御を変更してもよい。例えば、車輪速センサの検出結果に基づいてもよい。例えばハンドル舵角センサの検出結果に基づいてもよい。また、例えば、地図情報に基づいてもよい。また、雨などの天候の情報に基づいてもよい。また、例えば、運転者の技量に基づいてもよい。運転者の技量は、運転者が入力するものであっても、走行状況から制御装置が判定したものであってもよい。また、車種によって、ラウンドトレッド面リヤタイヤ４およびラウンドトレッド面フロントタイヤ２の揺動制御は変更されてもよい。 Next, swing control of the round tread surface rear tire 4 and the round tread surface front tire 2 by the control device 80 will be described.
The control device 80 controls the rear electric motor 160 and the front electric motor 162 based on the physical quantity related to the inclination of the middle frame 130 in the lateral direction with respect to the vertical direction detected by the inclination detection device 81. The control device 80 may change the swing control of the round tread surface rear tire 4 and the round tread surface front tire 2 based on other parameters in addition to the detection result of the tilt detection device 81. For example, it may be based on the detection result of the wheel speed sensor. For example, it may be based on the detection result of the steering wheel angle sensor. Also, for example, it may be based on map information. Also, it may be based on information of weather such as rain. Also, for example, it may be based on the driver's skill. The driver's skill may be input by the driver or may be determined by the control device from the traveling situation. Further, the swing control of the round tread surface rear tire 4 and the round tread surface front tire 2 may be changed depending on the vehicle type.
　制御装置８０は、ステアリングスイッチが操作された場合、または、自律運転モード中に車両１００Ａを操舵させる場合に、ラウンドトレッド面フロントタイヤ２およびラウンドトレッド面リヤタイヤ４の一方を揺動させる。
　具体的には、例えば、車両１００Ａを左方向に操舵させたい場合、制御装置８０は、以下のいずれかの制御を行う。制御装置８０は、ラウンドトレッド面フロントタイヤ２が前方向に対して左方向に傾くように、ラウンドトレッド面フロントタイヤ２を揺動させてもよい。制御装置８０は、ラウンドトレッド面フロントタイヤ２が前方向に対して右方向に傾くようにラウンドトレッド面フロントタイヤ２を揺動させてから、ラウンドトレッド面フロントタイヤ２が前方向に対して左方向に傾くようにラウンドトレッド面フロントタイヤ２を揺動させてもよい。つまり、いわゆる逆操舵（当て舵）を行ってもよい。制御装置８０は、ラウンドトレッド面リヤタイヤ４が上方向に対して左方向に傾くように、ラウンドトレッド面リヤタイヤ４を揺動させてもよい。制御装置８０は、ラウンドトレッド面フロントタイヤ２とラウンドトレッド面リヤタイヤ４の両方を上述したように揺動させてもよい。
　また、例えば、車両１００Ａが左旋回している状態から車両１００Ａを右方向に操舵させたい場合、以下のいずれかの制御を行う。制御装置８０は、車両１００Ａが起き上るように、ラウンドトレッド面リヤタイヤ４を揺動させてもよい。制御装置８０は、ラウンドトレッド面フロントタイヤ２が前方向に対して右方向に傾くように、ラウンドトレッド面フロントタイヤ２を揺動させてもよい。制御装置８０は、ラウンドトレッド面フロントタイヤ２とラウンドトレッド面リヤタイヤ４の両方を上述したように揺動させてもよい。 When the steering switch is operated or when the vehicle 100A is steered during the autonomous operation mode, the control device 80 causes one of the round tread surface front tire 2 and the round tread surface rear tire 4 to swing.
Specifically, for example, when it is desired to steer the vehicle 100A in the left direction, the control device 80 performs any of the following control. The control device 80 may swing the round tread surface front tire 2 so that the round tread surface front tire 2 is inclined leftward with respect to the front direction. After the control device 80 swings the round tread surface front tire 2 so that the round tread surface front tire 2 is inclined to the right with respect to the front direction, the round tread surface front tire 2 is in the left direction with respect to the front direction. The round tread surface front tire 2 may be rocked so as to tilt. That is, so-called reverse steering may be performed. The control device 80 may swing the round tread surface rear tire 4 so that the round tread surface rear tire 4 is inclined leftward with respect to the upper direction. The control device 80 may swing both the round tread surface front tire 2 and the round tread surface rear tire 4 as described above.
Further, for example, when it is desired to steer the vehicle 100A in the right direction from the state where the vehicle 100A is turning left, one of the following control is performed. The control device 80 may swing the round tread surface rear tire 4 so that the vehicle 100A gets up. The control device 80 may swing the round tread surface front tire 2 such that the round tread surface front tire 2 is inclined to the right with respect to the front direction. The control device 80 may swing both the round tread surface front tire 2 and the round tread surface rear tire 4 as described above.
　制御装置８０は、車両１００Ａの旋回中に、車両１００Ａの上方向に対する左右方向の傾きが大きくなるように、ラウンドトレッド面リヤタイヤ４を揺動させてもよい。それにより、旋回性を向上できる。つまり、旋回半径を小さくできる。 The control device 80 may swing the round tread surface rear tire 4 such that the inclination in the left-right direction with respect to the upper direction of the vehicle 100A is large while the vehicle 100A is turning. Thereby, the turnability can be improved. That is, the turning radius can be reduced.
　制御装置８０は、車両１００Ａが横風を受けて傾いている場合に、ラウンドトレッド面リヤタイヤ４を揺動させてもよい。例えば、車両１００Ａが右から風を受けて左方向に傾斜している場合に、ラウンドトレッド面リヤタイヤ４が上方向に対して左方向に傾く方向に、ラウンドトレッド面リヤタイヤ４を揺動させてもよい。さらに、制御装置８０は、ラウンドトレッド面フロントタイヤ２も揺動させてもよい。 The control device 80 may swing the round tread surface rear tire 4 when the vehicle 100A is inclined in response to a crosswind. For example, when the vehicle 100A receives a wind from the right and inclines in the left direction, even if the round tread surface rear tire 4 swings in a direction in which the round tread surface rear tire 4 inclines in the left direction with respect to the upper direction. Good. Furthermore, the control device 80 may also swing the round tread surface front tire 2.
　自動二輪車１００Ａは、手動運転モード中に、車両１００Ａの上下方向に対する左右方向の傾きを軽減する傾斜軽減モードを選択可能でもよい。制御装置８０は、傾斜軽減モード中に車両１００Ａが上方向に対して左右方向に傾いた場合に、ラウンドトレッド面リヤタイヤ４およびラウンドトレッド面フロントタイヤ２の少なくとも一方を揺動させる。特に低速走行時は、車両１００Ａが上下方向に対して左右方向に傾きやすい。傾斜軽減モード中のラウンドトレッド面リヤタイヤ４の揺動制御は、低速走行時に限ってもよい。制御装置８０は、自律運転モードで直進走行中に、車両１００Ａが上方向に対して左右方向に傾いた場合に、ラウンドトレッド面リヤタイヤ４とラウンドトレッド面フロントタイヤ２の少なくとも一方を揺動させてもよい。 The motorcycle 100A may be capable of selecting the inclination reduction mode for reducing the inclination in the left-right direction with respect to the vertical direction of the vehicle 100A during the manual operation mode. The control device 80 causes at least one of the round tread surface rear tire 4 and the round tread surface front tire 2 to rock when the vehicle 100A is inclined in the left and right direction with respect to the upper direction during the inclination reduction mode. In particular, when traveling at a low speed, the vehicle 100A is easily inclined in the lateral direction with respect to the vertical direction. The swing control of the round tread surface rear tire 4 in the slope reduction mode may be performed only at low speed travel. The control device 80 swings at least one of the round tread surface rear tire 4 and the round tread surface front tire 2 when the vehicle 100A is inclined in the lateral direction with respect to the upper direction while traveling straight in the autonomous operation mode. It is also good.
　制御装置８０は、例えば６ｋｍ／時以下の低速走行する際、または、停止中に、車両１００Ａが自立した状態を維持できるように、ラウンドトレッド面リヤタイヤ４を双方向に交互に揺動させてもよい。また、ラウンドトレッド面フロントタイヤ２を双方向に交互に揺動させてもよい。ラウンドトレッド面リヤタイヤ４とラウンドトレッド面フロントタイヤ２の両方を揺動させてもよい。例えば、人が車両１００Ａを押して歩く際に、この制御を行ってもよい。 The control device 80 alternately swings the round tread surface rear tire 4 in both directions so that the vehicle 100A can maintain a self-supporting state when traveling at a low speed of 6 km / h or less, for example, or while stopping. Good. Further, the round tread surface front tire 2 may be alternately rocked in both directions. Both the round tread surface rear tire 4 and the round tread surface front tire 2 may be swung. For example, when a person pushes and walks the vehicle 100A, this control may be performed.
　実施形態の具体例１は、上述した本発明の実施形態の効果に加えて、以下の効果を奏する。 In addition to the effects of the embodiment of the present invention described above, the first example of the embodiment exhibits the following effects.
　直進可能に直立した状態の車両１００Ａを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４の前端を通り上下方向に平行な直線Ｌ３100Aと、ラウンドトレッド面リヤタイヤ４の後端を通り上下方向に平行な直線Ｌ４100Aとの間にある。そのため、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aと路面ＲＳとの交点が、ラウンドトレッド面リヤタイヤ４の前端を通り上下方向に平行な直線Ｌ３100Aから前方向に離れている場合に比べて、ラウンドトレッド面リヤタイヤ４を揺動させるために必要なモーメントが小さい。また、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aと路面ＲＳとの交点が、ラウンドトレッド面リヤタイヤ４の後端を通り上下方向に平行な直線Ｌ４100Aから後方向に離れている場合に比べて、ラウンドトレッド面リヤタイヤ４を揺動させるために必要なモーメントが小さい。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００Ａの乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 Looking at the vehicle 100A in an upright state so that it can go straight ahead, the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS passes the front end of the round tread surface rear tire 4 and is parallel to the vertical direction It is between the straight line L3 100A and the straight line L4 100A which passes through the rear end of the round tread surface rear tire 4 and is parallel to the vertical direction. Therefore, the round tread is compared with the case where the intersection point of the round tread surface rear tire rocking axis A4 100A and the road surface RS is separated from the straight line L3 100A parallel to the vertical direction through the front end of the round tread surface rear tire 4 in the forward direction. The moment required to swing the surface rear tire 4 is small. The round tread surface rear tire swing axis A4 100A and the road surface RS are round as compared to the case where the intersection point between the straight surface L4 100A parallel to the vertical direction passes through the rear end of the rear surface of the round tread surface rear tire. The moment required to swing the tread surface rear tire 4 is small. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
　直進可能に直立した状態の車両１００Ａを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４と路面ＲＳの接点と同じかほぼ同じである。それにより、リヤフレーム１４０を揺動させるトルクがより小さい。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 Looking at the vehicle 100A in an upright state so that it can go straight ahead, the intersection point of the round tread surface rear tire swing axis A4 100A and the road surface RS is the same as or substantially the same as the contact point of the round tread surface rear tire 4 and the road surface RS. It is the same. Thereby, the torque for swinging the rear frame 140 is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be further improved.
　ラウンドトレッド面フロントタイヤ２のラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りの揺動が、制御装置８０によって制御される。したがって、ラウンドトレッド面リヤタイヤ４の揺動と、ラウンドトレッド面フロントタイヤ２の揺動を連動させて行うことができる。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００Ａの乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 The controller 80 controls the swing of the round tread surface front tire 2 around the round tread surface front tire swing axis line A2. Therefore, the swing of the round tread surface rear tire 4 and the swing of the round tread surface front tire 2 can be interlocked with each other. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
　ラウンドトレッド面フロントタイヤ２の揺動が制御装置８０によって制御されるため、フロントフレーム１２０に接続されたハンドルを設けなくてよい。この場合、車両のレイアウトの自由度を向上できる。ラウンドトレッド面フロントタイヤ２の揺動が制御装置８０によって制御されるため、ラウンドトレッド面フロントタイヤ２の逆操舵（当て舵）を、制御装置８０の制御によって行うことができる。つまり、ラウンドトレッド面フロントタイヤ２がハンドルにより操舵される場合とは異なり、制御装置８０は、ラウンドトレッド面フロントタイヤ２の全ての操舵が、逆操舵と順操舵のどちらであるかを把握している。よって、ラウンドトレッド面リヤタイヤ４の揺動と、ラウンドトレッド面フロントタイヤ２の揺動の連動性を高めることができる。 As the swing of the round tread surface front tire 2 is controlled by the control device 80, the handle connected to the front frame 120 may not be provided. In this case, the degree of freedom of the layout of the vehicle can be improved. Since the swing of the round tread surface front tire 2 is controlled by the control device 80, the reverse steering (brute steering) of the round tread surface front tire 2 can be performed by the control of the control device 80. That is, unlike the case where the round tread surface front tire 2 is steered by the steering wheel, the control device 80 grasps whether all steering of the round tread surface front tire 2 is reverse steering or forward steering. There is. Therefore, the interlocking | linkage of rocking of the round tread surface rear tire 4 and rocking of the round tread surface front tire 2 can be improved.
　比較的大きい重量を有するフロントハイドロリックユニット１０７が中間フレーム１３０に支持される。よって、リヤフレーム１４０がハイドロリックユニットを支持する場合に比べて、リヤ電気モータ１６０（ラウンドトレッド面リヤタイヤ揺動アクチュエータ）が揺動させる対象の重量が小さい。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００Ａの乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 The front hydraulic unit 107 having a relatively large weight is supported by the intermediate frame 130. Therefore, compared with the case where the rear frame 140 supports the hydraulic unit, the weight of the target to which the rear electric motor 160 (round tread surface rear tire swing actuator) is caused to swing is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
　比較的大きい重量を有するインホイールモータ１７０（駆動源）が中間フレーム１３０に支持される。よって、リヤフレーム１４０が駆動源を支持する場合に比べて、リヤ電気モータ１６０（ラウンドトレッド面リヤタイヤ揺動アクチュエータ）が揺動させる対象の重量が小さい。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００Ａの乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 The in-wheel motor 170 (drive source) having a relatively large weight is supported by the intermediate frame 130. Therefore, compared with the case where the rear frame 140 supports the drive source, the weight of the target to which the rear electric motor 160 (round tread surface rear tire rocking actuator) swings is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
　比較的大きい重量を有する蓄電装置１７１が中間フレーム１３０に支持される。よって、リヤフレーム１４０が蓄電装置１７１を支持する場合に比べて、リヤ電気モータ１６０（ラウンドトレッド面リヤタイヤ揺動アクチュエータ）が揺動させる対象の重量が小さい。そのため、ラウンドトレッド面リヤタイヤ４の揺動制御の制御性を向上できる。よって、自動二輪車１００Ａの乗載荷重の変化に対するラウンドトレッド面リヤタイヤ４の揺動制御の制御性をより向上できる。 The storage device 171 having a relatively large weight is supported by the intermediate frame 130. Therefore, compared with the case where the rear frame 140 supports the power storage device 171, the weight of the target to which the rear electric motor 160 (round tread surface rear tire swing actuator) swings is smaller. Therefore, the controllability of the swing control of the round tread surface rear tire 4 can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire 4 with respect to the change of the load on the motorcycle 100A can be further improved.
　＜本発明の実施形態の具体例２＞
　次に、本発明の実施形態の具体例２の自動二輪車１００Ｂについて、図５を用いて説明する。基本的に、本発明の実施形態の具体例２は、本発明の実施形態の特徴を全て有している。本発明の実施形態およびその具体例１と同じ部位についての説明は省略する。以下、本発明の実施形態の具体例１と異なる構成について説明する。 <Specific Example 2 of the Embodiment of the Present Invention>
Next, a motorcycle 100B of a second specific example of the embodiment of the present invention will be described with reference to FIG. Basically, Example 2 of the embodiment of the present invention has all the features of the embodiment of the present invention. Descriptions of the same portions as the embodiment of the present invention and the specific example 1 thereof will be omitted. Hereinafter, configurations different from the specific example 1 of the embodiment of the present invention will be described.
　リヤ電気モータ１６０は、リヤフレーム１４０をラウンドトレッド面リヤタイヤ揺動軸線Ａ４100B回りに中間フレーム１３０に対して揺動させる。ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Bは、本発明の実施形態のラウンドトレッド面リヤタイヤ揺動軸線Ａ４の一例である。ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Bは、後方向に向かうほど下方向に向かう傾きを持つ。直進可能に直立した状態の車両１００Ｂを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Bと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４と路面ＲＳの接点よりも後方向に位置する。但し、具体例１と同じく、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Bと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４の前端を通り上下方向に平行な直線Ｌ３100Bと、ラウンドトレッド面リヤタイヤ４の後端を通り上下方向に平行な直線Ｌ４100Bとの間にある。 The rear electric motor 160 swings the rear frame 140 with respect to the intermediate frame 130 about the round tread surface rear tire swing axis A4 100B . The round tread surface rear tire rocking axis A4 100B is an example of the round tread surface rear tire rocking axis A4 according to the embodiment of this invention. The round tread surface rear tire rocking axis A4 100B has a downward inclination toward the rear. Looking at the vehicle 100B in an upright state so that it can go straight ahead, the intersection point of the round tread surface rear tire rocking axis A4 100B and the road surface RS is in the rearward direction of the contact point of the round tread surface rear tire 4 and the road surface RS. Located in However, as in Example 1, the intersection point of the round tread surface rear tire swing axis A4 100B and the road surface RS is a straight line L3 100B parallel to the vertical direction passing through the front end of the round tread surface rear tire 4 and the round tread surface rear tire 4 Between the rear end and a straight line L4 100B parallel to the vertical direction.
　直進可能に直立した状態の車両１００Ｂを左方向または右方向に見て、外部から荷重がかかっていない状態の車両１００Ｂの重心Ｇ０100Bは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Bから下方向に離れている。外部から荷重がかかっていない状態の車両１００Ｂの重心Ｇ０100Bは、図５に示す位置に限らない。シート１０にかかる荷重がゼロから増大するにつれて、運転者（乗員）を含む車両１００Ｂの重心は、例えば、図５に示す重心Ｇ０100Bから矢印方向に移動する。 The center of gravity G0 100B of the vehicle 100B in a state in which no load is applied from the outside is viewed downward from the round tread surface rear tire rocking axis A4 100B when the vehicle 100B in the upright state is allowed to go straight. ing. The center of gravity G0 100B of the vehicle 100B in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100B including the driver (passenger) moves, for example, from the center of gravity G0 100B shown in FIG. 5 in the arrow direction.
　＜本発明の実施形態の具体例３＞
　次に、本発明の実施形態の具体例３の自動二輪車１００Ｃについて、図６を用いて説明する。基本的に、本発明の実施形態の具体例３は、本発明の実施形態の特徴を全て有している。本発明の実施形態およびその具体例１と同じ部位についての説明は省略する。以下、本発明の実施形態の具体例１と異なる構成について説明する。 <Specific Example 3 of the Embodiment of the Present Invention>
Next, a motorcycle 100C of Concrete Example 3 of the embodiment of the present invention will be described with reference to FIG. Basically, Example 3 of the embodiment of the present invention has all the features of the embodiment of the present invention. Descriptions of the same portions as the embodiment of the present invention and the specific example 1 thereof will be omitted. Hereinafter, configurations different from the specific example 1 of the embodiment of the present invention will be described.
　リヤ電気モータ１６０は、リヤフレーム１４０をラウンドトレッド面リヤタイヤ揺動軸線Ａ４100C回りに中間フレーム１３０に対して揺動させる。ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Cは、本発明の実施形態のラウンドトレッド面リヤタイヤ揺動軸線Ａ４の一例である。ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Cは、後方向に向かうほど下方向に向かう傾きを持つ。直進可能に直立した状態の車両１００Ｃを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Cと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４と路面ＲＳの接点よりも前方向に位置する。但し、具体例１と同じく、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Cと路面ＲＳとの交点は、ラウンドトレッド面リヤタイヤ４の前端を通り上下方向に平行な直線Ｌ３100Cと、ラウンドトレッド面リヤタイヤ４の後端を通り上下方向に平行な直線Ｌ４100Cとの間にある。 The rear electric motor 160 swings the rear frame 140 with respect to the intermediate frame 130 about the round tread surface rear tire swing axis A4 100C . The round tread surface rear tire rocking axis A4 100C is an example of the round tread surface rear tire rocking axis A4 according to the embodiment of this invention. The round tread surface rear tire rocking axis A4 100C has a downward inclination toward the rear. Looking at the vehicle 100C in an upright state so that it can go straight ahead, the intersection point of the round tread surface rear tire rocking axis A4 100C and the road surface RS is in the forward direction relative to the contact point of the round tread surface rear tire 4 and the road surface RS. Located in However, as in Example 1, the intersection point of the round tread surface rear tire swing axis A4 100C and the road surface RS is a straight line L3 100C parallel to the vertical direction through the front end of the round tread surface rear tire 4 and the round tread surface rear tire 4 Between the rear end and a straight line L4 100C parallel to the vertical direction.
　左方向または右方向に見て、外部から荷重がかかっていない状態の車両１００Ｃの重心Ｇ０100Cは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Cから下方向に離れている。外部から荷重がかかっていない状態の車両１００Ｃの重心Ｇ０100Cは、図６に示す位置に限らない。シート１０にかかる荷重がゼロから増大するにつれて、運転者（乗員）を含む車両１００Ｃの重心は、例えば、図６に示す重心Ｇ０100Cから矢印方向に移動する。 When viewed from the left or right, the center of gravity G0 100C of the vehicle 100C in a state where no load is applied from the outside is separated downward from the round tread surface rear tire rocking axis A4 100C . The center of gravity G0 100C of the vehicle 100C in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100C including the driver (passenger) moves, for example, from the center of gravity G0 100C shown in FIG.
　＜本発明の実施形態の具体例４＞
　次に、本発明の実施形態の具体例４の自動二輪車１００Ｄについて、図７～図１４を用いて説明する。基本的に、本発明の実施形態の具体例４は、本発明の実施形態の特徴を全て有している。本発明の実施形態およびその具体例１と同じ部位についての説明は省略する。以下、本発明の実施形態の具体例１と異なる構成について説明する。なお、図７、図８および図９のフロントホイール３およびリヤホイール５は、スポーク等の形状を省略して表示している。 <Specific Example 4 of the Embodiment of the Present Invention>
Next, a motorcycle 100D according to a fourth specific example of the embodiment of the present invention will be described using FIGS. 7 to 14. FIG. Basically, Example 4 of the embodiment of the present invention has all the features of the embodiment of the present invention. Descriptions of the same portions as the embodiment of the present invention and the specific example 1 thereof will be omitted. Hereinafter, configurations different from the specific example 1 of the embodiment of the present invention will be described. In addition, the front wheel 3 and the rear wheel 5 of FIG.7, FIG8 and FIG.9 abbreviate | omit and display the shape of a spoke etc. FIG.
　図７、図８および図１０に示すように、自動二輪車１００Ｄは、フロントフレーム１２０、中間フレーム２３０、リヤフレーム１４０を有する。フロントフレーム１２０は、自動二輪車１００Ａと同じく、左右一対のフロントサスペンションユニット２１、２１と、フロント揺動軸部１２２を有する。中間フレーム２３０は、中間メインフレーム１３１と、シートフレーム１３２と、可動バックフレーム２３３を有する。リヤフレーム１４０は、自動二輪車１００Ａと同じく、リヤ揺動軸部１４１と、リヤサスペンションユニット４２と、バッテリ支持部１４６を有する。 As shown in FIGS. 7, 8 and 10, the motorcycle 100D has a front frame 120, an intermediate frame 230, and a rear frame 140. Similar to the motorcycle 100A, the front frame 120 has a pair of left and right front suspension units 21 and 21 and a front swing shaft portion 122. The intermediate frame 230 includes an intermediate main frame 131, a seat frame 132, and a movable back frame 233. The rear frame 140 has a rear rocking shaft portion 141, a rear suspension unit 42, and a battery support portion 146, as with the motorcycle 100A.
　自動二輪車１００Ａと同じく、フロントフレーム１２０は、フロント電気モータ１６２を介して中間フレーム２３０に支持される。自動二輪車１００Ａと同じく、フロント電気モータ１６２によって、フロントフレーム１２０およびラウンドトレッド面フロントタイヤ２は、ラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに中間フレーム２３０に対して揺動される。自動二輪車１００Ａと同じく、リヤフレーム１４０は、リヤ電気モータ１６０を介して中間フレーム２３０に支持される。自動二輪車１００Ａと同じく、リヤ電気モータ１６０によって、リヤフレーム１４０およびラウンドトレッド面リヤタイヤ４は、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りに中間フレーム２３０に対して揺動される。 Similar to the motorcycle 100A, the front frame 120 is supported by the intermediate frame 230 via a front electric motor 162. Similar to the motorcycle 100A, the front frame 120 and the round tread surface front tire 2 are rocked relative to the middle frame 230 about the rocking tire front tire rocking axis A2 by the front electric motor 162. Similar to the motorcycle 100A, the rear frame 140 is supported by the intermediate frame 230 via the rear electric motor 160. Similar to the motorcycle 100A, the rear frame 140 and the round tread surface rear tire 4 are rocked with respect to the intermediate frame 230 around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160.
　フロントフレーム１２０のフロントサスペンションユニット２１の長手方向に直交する断面は、前後方向に細長い略楕円状である。フロントフレーム１２０の前部には、フロントフェンダー２１３が取り付けられている。フロントフェンダー２１３は、フロントフレーム１２０には含まれない。フロントフェンダー２１３は、ラウンドトレッド面フロントタイヤ２の上部のトレッド面２ａを覆っている。 A cross section orthogonal to the longitudinal direction of the front suspension unit 21 of the front frame 120 is a substantially elliptical shape elongated in the front-rear direction. A front fender 213 is attached to the front of the front frame 120. The front fender 213 is not included in the front frame 120. The front fender 213 covers the tread surface 2 a of the upper portion of the round tread surface front tire 2.
　リヤフレーム１４０のバッテリ支持部１４６に支持される蓄電装置１７１は、６つのバッテリで構成される。６つのバッテリは、左右に３つずつ配置されている。また、バッテリ支持部１４６には錘（図示せず）が設置されている。錘は、バッテリ支持部１４６の下部に配置される。なお、錘はバッテリ支持部１４６に設置されなくてもよい。 Power storage device 171 supported by battery support portion 146 of rear frame 140 is configured of six batteries. Six batteries are arranged three each on the left and right. Further, a weight (not shown) is installed on the battery support 146. The weight is disposed below the battery support 146. The weight may not be installed on the battery support 146.
　中間メインフレーム１３１は、リヤフレーム１４０のリヤ揺動軸部１４１の外周面の上部を覆う。中間メインフレーム１３１は、リヤ揺動軸部１４１の前部と後部をそれぞれ１周にわたって覆う。中間メインフレーム１３１は、モノコック構造の車体フレームである。 The middle main frame 131 covers the upper portion of the outer peripheral surface of the rear swing shaft portion 141 of the rear frame 140. The middle main frame 131 covers the front and the rear of the rear rocking shaft portion 141 over one turn. The middle main frame 131 is a body frame having a monocoque structure.
　図９に示すように、中間フレーム２３０のシートフレーム１３２は、中間メインフレーム１３１に固定されている。シートフレーム１３２の上部は、シートフレームカバー２１４で覆われている。シートフレームカバー２１４の後部の上面には、運転者Ｏが着座するためのシート２１０が設置されている。つまり、シートフレーム１３２は、シート２１０を支持する。シート２１０は、弾性を有するシート状の部材である。 As shown in FIG. 9, the seat frame 132 of the intermediate frame 230 is fixed to the intermediate main frame 131. An upper portion of the seat frame 132 is covered with a seat frame cover 214. A seat 210 for seating the driver O is installed on the upper surface of the rear of the seat frame cover 214. That is, the seat frame 132 supports the seat 210. The sheet 210 is a sheet-like member having elasticity.
　図８および図９に示すように、中間フレーム２３０の可動バックフレーム２３３は、シートフレーム１３２の後端部に接続されている。可動バックフレーム２３３は、左右方向に平行な軸線回りに揺動可能にシートフレーム１３２に接続されている。運転中を含む通常時、可動バックフレーム２３３は図８および図９に実線で示す位置に配置される。運転者Ｏ（乗員）が乗り降りする際にのみ、可動バックフレーム２３３は図９に二点鎖線で示す位置に配置される。図７および図１０に示すように、可動バックフレーム２３３は、略Ｖ字状の部分を有する。このＶ字状の部分の間に運転者Ｏの胴体が配置される。自動二輪車１００Ｄの乗車定員は、１名である。 As shown in FIGS. 8 and 9, the movable back frame 233 of the intermediate frame 230 is connected to the rear end of the seat frame 132. The movable back frame 233 is connected to the seat frame 132 so as to be pivotable about an axis parallel to the left and right direction. At normal times, including during operation, the movable back frame 233 is disposed at the position shown by solid lines in FIGS. 8 and 9. The movable back frame 233 is disposed at a position indicated by a two-dot chain line in FIG. 9 only when the driver O (passenger) gets on and off. As shown in FIGS. 7 and 10, the movable back frame 233 has a substantially V-shaped portion. The torso of the driver O is disposed between the V-shaped portions. The riding capacity of the motorcycle 100D is one person.
　図８に示すように、ヘッド部２３５が中間メインフレーム１３１の上部に接続されている。ヘッド部２３５は、中間フレーム２３０に含まれない。図７に示すように、ヘッド部２３５は、ヘッド底部２３６と、ヘッドカバー２３７を有する。ヘッドカバー２３７は、ヘッド底部２３６の上面を覆っている。ヘッド底部２３６とヘッドカバー２３７との間には、機器等が配置される空間が形成されている。ヘッドカバー２３７の後部の上面には、クッション材２１６が設置されている。クッション材２１６は、弾性を有するシート状の部材である。シート２１０に着座する運転者Ｏの姿勢によっては、運転者Ｏの胴体の前面がクッション材２１６に接触する。ヘッド底部２３６は、３つのアーム２３４ａ、２３４ａ、２３４ｃによって中間フレーム２３０に接続されている。ヘッド部２３５は、前後方向に移動可能に中間メインフレーム１３１に接続されている。図示しないスイッチを操作することで、ヘッド底部２３６は、例えば電気モータ等で前後方向に移動される。この構成により、ヘッド部２３５の位置を、運転者Ｏの体格に合わせた位置に調整できる。また、ヘッド部２３５の位置を変更することで、車両１００Ｄの重心Ｇ０100Dの位置を調整できる。 As shown in FIG. 8, the head portion 235 is connected to the upper portion of the intermediate main frame 131. The head portion 235 is not included in the intermediate frame 230. As shown in FIG. 7, the head portion 235 has a head bottom portion 236 and a head cover 237. The head cover 237 covers the top surface of the head bottom 236. Between the head bottom 236 and the head cover 237, a space in which an apparatus or the like is disposed is formed. A cushioning material 216 is installed on the upper surface of the rear of the head cover 237. The cushion material 216 is a sheet-like member having elasticity. Depending on the posture of the driver O seated on the seat 210, the front surface of the driver O's body contacts the cushion material 216. The head bottom 236 is connected to the intermediate frame 230 by three arms 234a, 234a, 234c. The head portion 235 is connected to the intermediate main frame 131 so as to be movable in the front-rear direction. By operating a switch (not shown), the head bottom 236 is moved back and forth by, for example, an electric motor. With this configuration, the position of the head portion 235 can be adjusted to a position that matches the physique of the driver O. Further, by changing the position of the head portion 235, the position of the center of gravity G0 100D of the vehicle 100D can be adjusted.
　図１０に示すように、ヘッド部２３５は、左グリップ２５１と右グリップ２５２を有する。図８に示すように、左グリップ２５１および右グリップ２５２は、ヘッド底部２３６の側部から突出している。右グリップ２５２および左グリップ２５１は、ヘッド部２３５に固定されている。右グリップ２５２および左グリップ２５１は、回転不能（揺動不能）である。右グリップ２５２および左グリップ２５１は、運転者Ｏ（乗員）の手に把持される。 As shown in FIG. 10, the head portion 235 has a left grip 251 and a right grip 252. As shown in FIG. 8, the left grip 251 and the right grip 252 protrude from the side of the head bottom 236. The right grip 252 and the left grip 251 are fixed to the head portion 235. The right grip 252 and the left grip 251 are non-rotatable (not rockable). The right grip 252 and the left grip 251 are gripped by the hand of the driver O (passenger).
　図１１に示すように、左グリップ２５１の後面には、ステアリングスイッチ２５３が設けられている。ステアリングスイッチ２５３は、３６０°未満回転可能に構成されていてもよく、３６０°回転可能に構成されていてもよい。ステアリングスイッチ２５３は、円弧状または円形状の操作面を有する。ステアリングスイッチ２５３の回転軸線は、左グリップ２５１の長手方向と略平行である。なお、ステアリングスイッチ２５３は、３６０度以上回転可能であって、円盤状の操作面を有していてもよい。ステアリングスイッチ２５３は、左グリップ２５１を把持した手の指で操作される。自動二輪車１００Ａと同じく、運転者Ｏがステアリングスイッチ２５３を回すように操作することで、ラウンドトレッド面フロントタイヤ２およびラウンドトレッド面リヤタイヤ４の少なくとも一方が中間フレーム２３０に対して揺動する。制御装置（図示せず）は、ステアリングスイッチ２５３の操作量に応じて、フロント電気モータ１６２およびリヤ電気モータ１６０の少なくとも一方を作動させる。状況によっては、制御装置は、ステアリングスイッチ２５３の操作に関わらず、フロント電気モータ１６２およびリヤ電気モータ１６０の少なくとも一方を作動させる。 As shown in FIG. 11, a steering switch 253 is provided on the rear surface of the left grip 251. The steering switch 253 may be configured to be able to rotate less than 360 degrees, and may be configured to be capable of rotating 360 degrees. The steering switch 253 has a circular or circular operation surface. The rotation axis of the steering switch 253 is substantially parallel to the longitudinal direction of the left grip 251. The steering switch 253 may be rotated 360 degrees or more, and may have a disk-like operation surface. The steering switch 253 is operated by the finger of the hand holding the left grip 251. As with the motorcycle 100A, when the driver O operates the steering switch 253 to rotate, at least one of the round tread surface front tire 2 and the round tread surface rear tire 4 swings with respect to the intermediate frame 230. The control device (not shown) operates at least one of the front electric motor 162 and the rear electric motor 160 in accordance with the operation amount of the steering switch 253. Depending on the situation, the control device operates at least one of the front electric motor 162 and the rear electric motor 160 regardless of the operation of the steering switch 253.
　図１２に示すように、右グリップ２５２の前面には、アクセルレバー２５４が設けられている。運転者Ｏがアクセルレバー２５４を引くように操作することで、インホイールモータ１７０（駆動源）の出力が調整される。制御装置は、アクセルレバー２５４の操作量を検出するアクセルセンサ（図示せず）の検出結果に応じて、インホイールモータ１７０の出力を調整する。状況によっては、制御装置は、アクセルレバー２５４の操作に関わらず、インホイールモータ１７０の出力を変更してもよい。 As shown in FIG. 12, an acceleration lever 254 is provided on the front surface of the right grip 252. When the driver O operates to pull the accelerator lever 254, the output of the in-wheel motor 170 (drive source) is adjusted. The control device adjusts the output of the in-wheel motor 170 according to the detection result of an accelerator sensor (not shown) that detects the amount of operation of the accelerator lever 254. Depending on the situation, the control device may change the output of the in-wheel motor 170 regardless of the operation of the accelerator lever 254.
　図１２に示すように、左グリップ２５１には、ブレーキレバー２５５が設けられている。運転者Ｏが左グリップ２５１を握った手の指でブレーキレバー２５５を引くように操作することで、フロントブレーキ１０６とリヤブレーキ１０８の少なくとも一方が作動する。それにより、ラウンドトレッド面フロントタイヤ２およびラウンドトレッド面リヤタイヤ４の少なくとも一方に制動力が付与される。自動二輪車１００Ａと異なり、フロントブレーキ１０６とリヤブレーキ１０８は、１つのブレーキレバー２５５で操作される。なお、自動二輪車１００Ｄは、フロントブレーキ１０６とリヤブレーキ１０８を独立して操作するための２つのブレーキ操作部を有していてもよい。制御装置は、ブレーキレバー２５５の操作量を検出するブレーキセンサ（図示せず）の検出結果に応じて、フロントブレーキ１０６およびリヤブレーキ１０８の少なくとも一方を作動させる。状況によっては、制御装置は、ブレーキレバー２５５の操作に関わらず、フロントブレーキ１０６およびリヤブレーキ１０８の少なくとも一方を作動させてもよい。 As shown in FIG. 12, the left grip 251 is provided with a brake lever 255. When the driver O operates the brake lever 255 so that the finger of the hand holding the left grip 251 pulls the brake lever 255, at least one of the front brake 106 and the rear brake 108 is actuated. Thereby, a braking force is applied to at least one of the round tread surface front tire 2 and the round tread surface rear tire 4. Unlike the motorcycle 100A, the front brake 106 and the rear brake 108 are operated by one brake lever 255. The motorcycle 100D may have two brake operation parts for operating the front brake 106 and the rear brake 108 independently. The control device actuates at least one of the front brake 106 and the rear brake 108 in accordance with a detection result of a brake sensor (not shown) that detects an operation amount of the brake lever 255. In some circumstances, the controller may activate at least one of the front brake 106 and the rear brake 108 regardless of the operation of the brake lever 255.
　図７および図１０に示すように、ヘッド部２３５の前部は、二股状である。図１２に示すように、ヘッド部２３５の前左部と前右部に、それぞれ、プロジェクター２５６ａ、２５６ｂが設けられている。図９に示すように、プロジェクター２５６ａ、２５６ｂは、運転者Ｏのヘルメットのバイザーに画像を投影する。画像が投影されるバイザーは、ヘルメットのシールドの内側に配置されるインナーバイザーであってもよく、シールドの外側に配置されるアウターバイザーであってもよい。プロジェクター２５６ａ、２５６ｂから放射される光の放射角度は、スイッチ等で調整可能となっていてもよい。図１３は、バイザーに投影される画像の一例を示している。投影画像は、例えば、車速、走行距離、蓄電装置の残量、警告、運転モード、時刻、地図、ナビゲーションの指示などの情報を含む。なお、プロジェクター２５６ａ、２５６ｂの数は１つだけでもよい。その場合、プロジェクター２５６ａ、２５６ｂは、左右どちらかに設けられてもよく、中央に設けられてもよい。 As shown in FIGS. 7 and 10, the front of the head portion 235 is bifurcated. As shown in FIG. 12, projectors 256a and 256b are provided on the front left and front right of the head portion 235, respectively. As shown in FIG. 9, the projectors 256a, 256b project an image on the visor of the driver O's helmet. The visor on which the image is projected may be an inner visor located inside the shield of the helmet or an outer visor located outside the shield. The radiation angle of the light emitted from the projectors 256a and 256b may be adjustable by a switch or the like. FIG. 13 shows an example of an image projected on a visor. The projection image includes, for example, information such as vehicle speed, traveling distance, remaining amount of power storage device, warning, driving mode, time, map, navigation instruction and the like. The number of projectors 256a and 256b may be only one. In that case, the projectors 256a and 256b may be provided on either the left or the right, or may be provided at the center.
　図１２に示すように、ヘッド部２３５の前部の中央には、２つのカメラ２５７ａ、２５７ｂが設けられている。カメラ２５７ａ、２５７ｂは、自動二輪車１００Ｄの前を撮影する。カメラ２５７ａとカメラ２５７ａの一方は、広角レンズを有する広角カメラであり、他方は、望遠レンズを有する望遠カメラである。 As shown in FIG. 12, two cameras 257 a and 257 b are provided at the center of the front portion of the head portion 235. The cameras 257a and 257b capture the front of the motorcycle 100D. One of the camera 257a and the camera 257a is a wide-angle camera having a wide-angle lens, and the other is a telephoto camera having a telephoto lens.
　図７、図８および図１０に示すように、中間メインフレーム１３１の後部に、左右一対のフットレストアーム２１７、２１７が接続されている。フットレストアーム２１７の先端部が、運転者Ｏの足を載せるためのフットレストを構成している。 As shown in FIGS. 7, 8 and 10, a pair of left and right footrest arms 217, 217 are connected to the rear of the intermediate main frame 131. The tip of the footrest arm 217 constitutes a footrest on which the driver O's foot is placed.
　図７および図８に示すように、中間メインフレーム１３１の後左部に、サイドスタンド２１９が接続されている。サイドスタンド２１９は、図８に実線で示す格納状態と、図８に二点鎖線で示す起立状態に切り換え可能である。自動二輪車１００Ｄの駐車時、サイドスタンド２１９は起立状態で路面に接地される。図１４に示すように、起立状態のサイドスタンド２１９によって、自動二輪車１００Ｄは上下方向に対して左方向に傾いた状態で自立する。 As shown in FIGS. 7 and 8, a side stand 219 is connected to the rear left portion of the intermediate main frame 131. The side stand 219 can be switched between a stored state shown by a solid line in FIG. 8 and an upright state shown by a two-dot chain line in FIG. When the motorcycle 100D is parked, the side stand 219 is grounded to the road surface in an upright state. As shown in FIG. 14, the motorcycle 100D is self-supporting in a state of being inclined leftward with respect to the vertical direction by the side stand 219 in an upright state.
　図８に示す符号Ｇｒｅは、リヤ電気モータ１６０によってラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りに中間フレーム２３０に対して揺動される対象全体の重心である。この重心Ｇｒｅを、リヤ揺動重心Ｇｒｅと称する。直進可能に直立した状態の車両１００Ｄを左方向または右方向に見て、リヤ揺動重心Ｇｒｅは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aから下方向に離れている。直進可能に直立した状態の車両１００Ｄを左方向または右方向に見て、リヤ揺動重心Ｇｒｅは、外部から荷重がかかっていない状態の自動二輪車１００Ｄの重心Ｇ０100Dよりも下方向に位置する。直進可能に直立した状態の車両１００Ｄを左方向または右方向に見て、リヤ揺動重心Ｇｒｅは、外部から荷重がかかっていない状態の自動二輪車１００Ｄの重心Ｇ０100Dよりも後方向に位置する。 Reference sign Gre shown in FIG. 8 is the center of gravity of the entire object which is rocked relative to the intermediate frame 230 around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160. The center of gravity Gre is referred to as a rear swinging center of gravity Gre. The rear swing center of gravity Gre is separated downward from the round tread surface rear tire swing axis line A4 100A when the vehicle 100D in a state of being able to go straight forward is viewed in the left or right direction. The rear swing center of gravity Gre is positioned lower than the center of gravity G0 100D of the motorcycle 100D in a state where no load is applied from the outside, when the vehicle 100D in a state in which it can stand straight ahead is viewed left or right. The rear swing center of gravity Gre is positioned rearward of the center of gravity G0 100D of the motorcycle 100D in a state in which no load is applied from the outside, when the vehicle 100D in a state in which it can stand straight ahead is viewed left or right.
　実施形態の具体例１と同じく、直進可能に直立した状態の車両１００Ｄを左方向または右方向に見て、外部から荷重がかかっていない状態の車両１００Ｄの重心Ｇ０100Dは、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aから下方向に離れている。外部から荷重がかかっていない状態の車両１００Ｄの重心Ｇ０100Dは、図８に示す位置に限らない。シート２１０にかかる荷重がゼロから増大するにつれて、運転者Ｏを含む車両１００Ｄの重心は、例えば、図８に示す重心Ｇ０100Dから矢印方向に移動する。 The center of gravity G0 100D of the vehicle 100D in a state in which no load is applied from the outside when the vehicle 100D in a state of being able to go straight forward is viewed in the left direction or the right direction is the same as the specific example 1 of the embodiment. It is away from the motion axis A4 100A in the downward direction. The center of gravity G0 100D of the vehicle 100D in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 210 increases from zero, the center of gravity of the vehicle 100D including the driver O moves, for example, in the direction of the arrow from the center of gravity G0 100D shown in FIG.
　制御装置は、自動二輪車１００Ａの制御装置８０とほぼ同じ構成である。制御装置（図示せず）は、中間フレーム２３０に支持されてもよく、リヤフレーム１４０に支持されてもよい。制御装置は、制御装置８０と同様に、各種センサおよび各種アクチュエータに接続される。さらに、制御装置は、プロジェクター２５６ａ、２５６ｂおよびカメラ２５７ａ、２５７ｂに接続される。 The control device has substantially the same configuration as the control device 80 of the motorcycle 100A. A controller (not shown) may be supported by the intermediate frame 230 and may be supported by the rear frame 140. The control device is connected to various sensors and various actuators similarly to the control device 80. Further, the control device is connected to the projectors 256a and 256b and the cameras 257a and 257b.
　上述したように、サイドスタンド２１９によって自動二輪車１００Ｄは左方向に傾斜した状態で自立する（図１４参照）。制御装置は、この状態から、サイドスタンド２１９によらずに自動二輪車１００Ｄを直立状態で自立させるように、リヤ電気モータ１６０を制御する。この制御は、運転者Ｏが自動二輪車１００Ｄに乗車していない状態で行うことが好ましい。この制御は、運転者Ｏが乗車している状態で行ってもよい。制御装置は、リヤフレーム１４０の揺動の反動を利用して、自動二輪車１００Ｄを起き上がらせる。以下、より詳細に説明する。 As described above, the motorcycle 100D is supported by the side stand 219 while being inclined leftward (see FIG. 14). From this state, the control device controls the rear electric motor 160 so that the motorcycle 100D can stand upright in an upright state without using the side stand 219. This control is preferably performed in a state where the driver O is not on the motorcycle 100D. This control may be performed while the driver O is in the vehicle. The control device uses the reaction reaction of the swing of the rear frame 140 to raise the motorcycle 100D. A more detailed description will be given below.
　リヤ電気モータ１６０は、リヤ揺動重心Ｇｒｅが一旦右方向に揺動してから左方向に揺動するように制御される。上述したように、リヤ揺動重心Ｇｒｅは、リヤ電気モータ１６０によってラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りに中間フレーム２３０に対して揺動される対象全体の重心である。リヤ揺動重心Ｇｒｅを右方向に揺動させるときのラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りの回転角度は、自動二輪車１００Ｄを起き上がらせることができる角度であれば、特に限定されない。リヤ揺動重心Ｇｒｅを右方向に揺動させるときのリヤ電気モータ１６０によるラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りの回転角度は、リヤ揺動重心Ｇｒｅを左方向に揺動させるときのリヤ電気モータ１６０によるラウンドトレッド面リヤタイヤ揺動軸線Ａ４100A回りの回転角度と同じであってもよく、それより大きくてもよい。リヤ揺動重心Ｇｒｅを右方向に揺動させる速度は、特に限定されない。一方、自動二輪車１００Ｄを起き上がらせるためには、リヤ揺動重心Ｇｒｅを左方向に揺動させる速度はある程度の速さが必要である。このように、乗員が車両１００Ｄを支えなくても車両１００Ｄを起き上がらせることができるため、自動二輪車１００Ｄの利便性を向上できる。また、サイドスタンド２１９は中間フレーム１３０に支持されるため、リヤフレーム１４０の揺動をサイドスタンド２１９が妨げない。 The rear electric motor 160 is controlled such that the rear rocking center of gravity Gre once swings rightward and then swings leftward. As described above, the rear rocking gravity center Gre is the gravity center of the entire object rocked relative to the intermediate frame 230 around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160. The rotation angle around the round tread surface rear tire rocking axis A4 100A when rocking the rear rocking gravity center Gre in the right direction is not particularly limited as long as it can raise the motorcycle 100D. The rotation angle around the round tread surface rear tire rocking axis A4 100A by the rear electric motor 160 when rocking the rear rocking gravity center Gre in the right direction is the rear electric when rocking the rear rocking gravity center Gre in the left direction The rotation angle about the round tread surface rear tire rocking axis A4 100A by the motor 160 may be the same or may be larger than that. The speed at which the rear rocking gravity center Gre is rocked to the right is not particularly limited. On the other hand, in order to raise the motorcycle 100D, the speed at which the rear rocking center of gravity Gre is rocked to the left needs to be a certain speed. As described above, since the vehicle 100D can be raised without the occupant supporting the vehicle 100D, the convenience of the motorcycle 100D can be improved. Further, since the side stand 219 is supported by the intermediate frame 130, the side stand 219 does not prevent the swing of the rear frame 140.
　制御装置は、自動二輪車１００Ｄを起き上がらせた後、サイドスタンド２１９を起立状態から格納状態に切り換える。なお、サイドスタンド２１９の起立状態から格納状態への切り換えは、足の操作でも行うことができてよい。また、サイドスタンド２１９の格納状態から起立状態への切り換えは、制御装置によって行われてもよく、足の操作で行われてもよく、その両方が可能であってもよい。 After raising the motorcycle 100D, the control device switches the side stand 219 from the standing state to the stored state. The switching from the standing state of the side stand 219 to the stored state may be performed by the operation of the foot. Further, the switching from the retracted state to the upright state of the side stand 219 may be performed by the control device, may be performed by the operation of the foot, or both may be possible.
　制御装置は、顔認識部とジェスチャー認識部を有する。顔認識部およびジェスチャー認識部は、ＲＡＭやＲＯＭに格納されたプログラムがＣＰＵで実行されることにより実現される機能部である。顔認識部は、カメラ２５７ａおよびカメラ２５７ｂの少なくとも一方で撮影された画像の顔を、予め登録された画像の顔と照合して一致するかどうか判断する。運転者の顔の写真を登録しておくことで、顔認識部は運転者を認識できる。複数人の顔を登録しておけば、顔認識部は、複数人の顔を認識できる。ジェスチャー認識部は、カメラ２５７ａおよびカメラ２５７ｂの少なくとも一方で撮影された動画画像のジェスチャーを、予め登録された動画画像のジェスチャーを照合して、一致するかどうか判断する。ジェスチャーは、例えば、手招きする動作などでよい。複数のジェスチャーを登録しておけば、ジェスチャー認識部は、複数のジェスチャーを認識できる。顔認識部およびジェスチャー認識部には、公知の顔認識技術およびジェスチャー認識技術が使用される。顔認識部およびジェスチャー認識部は、例えば、１０ｍ程度離れた人の顔とジェスチャーを認識できる。 The control device has a face recognition unit and a gesture recognition unit. The face recognition unit and the gesture recognition unit are functional units that are realized by execution of programs stored in the RAM and the ROM by the CPU. The face recognition unit collates the face of the image captured by at least one of the camera 257a and the camera 257b with the face of the image registered in advance to determine whether or not they match. By registering a picture of the driver's face, the face recognition unit can recognize the driver. If faces of a plurality of people are registered, the face recognition unit can recognize faces of the plurality of people. The gesture recognition unit determines whether or not the gesture of the moving image captured by at least one of the camera 257a and the camera 257b matches the gesture of the moving image registered in advance. The gesture may be, for example, a beckoning action. If a plurality of gestures are registered, the gesture recognition unit can recognize a plurality of gestures. The face recognition unit and the gesture recognition unit use known face recognition technology and gesture recognition technology. The face recognition unit and the gesture recognition unit can recognize, for example, the face and gesture of a person about 10 m away.
　顔認識部およびジェスチャー認識部は、運転者Ｏが自動二輪車１００Ｄに乗車する際に使用される。具体的には、まず、サイドスタンド２１９により自立した自動二輪車１００Ｄの前に、運転者が立つ。顔認識部が運転者の顔を認識すると、制御装置は、上述したようにリヤ電気モータ１６０を制御して自動二輪車１００Ｄを起き上がらせて自立させる。その後、運転者は、第１のジェスチャーを行う。ジェスチャー認識部が第１のジェスチャーを認識すると、制御装置は、自動二輪車１００Ｄを低速で自律運転させる。そして、制御装置は、自動二輪車１００Ｄと運転者Ｏとの距離が所定距離以下になると、自動二輪車１００Ｄを停止させる。自動二輪車１００Ｄと運転者Ｏとの距離が所定距離以下になる前に、運転者が第２のジェスチャーを行ってもよい。ジェスチャー認識部が第２のジェスチャーを認識すると、制御装置は、自動二輪車１００Ｄを停止させる。制御装置は、自動二輪車１００Ｄを停止させた後、自立状態を維持できるように、リヤ電気モータ１６０とフロント電気モータ１６２を制御する。 The face recognition unit and the gesture recognition unit are used when the driver O gets on the motorcycle 100D. Specifically, first, the driver stands in front of the motorcycle 100D which is standing by the side stand 219. When the face recognition unit recognizes the driver's face, the control device controls the rear electric motor 160 as described above to cause the motorcycle 100D to rise and stand up. Thereafter, the driver makes a first gesture. When the gesture recognition unit recognizes the first gesture, the control device autonomously operates the motorcycle 100D at low speed. Then, when the distance between the motorcycle 100D and the driver O becomes equal to or less than a predetermined distance, the control device stops the motorcycle 100D. The driver may perform the second gesture before the distance between the motorcycle 100D and the driver O becomes equal to or less than a predetermined distance. When the gesture recognition unit recognizes the second gesture, the control device stops the motorcycle 100D. The control device controls the rear electric motor 160 and the front electric motor 162 so as to maintain the self-supporting state after stopping the motorcycle 100D.
　本発明の実施形態の具体例４の自動二輪車１００Ｄは、上述した本発明の実施形態の具体例１の自動二輪車１００Ａと同様に構成について、自動二輪車１００Ａと同様の効果を奏する。 The motorcycle 100D of the specific example 4 of the embodiment of the present invention exhibits the same effect as the motorcycle 100A in the same configuration as the motorcycle 100A of the specific example 1 of the embodiment of the present invention described above.
　なお、ヘッド部２３５は、中間メインフレーム１３１に固定されていてもよい。可動バックフレーム２３３は設けなくてもよい。 The head portion 235 may be fixed to the intermediate main frame 131. The movable back frame 233 may not be provided.
　サイドスタンド２１９は、上下方向に対して右方向に傾いた状態で車両１００Ｄが自立するように路面に接地可能であってもよい。このサイドスタンド２１９は、中間メインフレーム１３１の後右部に接続される。この場合、車両１００Ｄを起き上がらせるために、リヤ電気モータ１６０は、リヤ揺動重心Ｇｒｅが一旦左方向に揺動してから右方向に揺動するように制御される。 The side stand 219 may be capable of being grounded to the road surface so that the vehicle 100D can stand in a state of being inclined to the right with respect to the vertical direction. The side stand 219 is connected to the rear right portion of the intermediate main frame 131. In this case, in order to raise the vehicle 100D, the rear electric motor 160 is controlled so that the rear rocking gravity center Gre swings to the left once and then to the right.
　車両１００Ｄを起き上がらせるためのリヤフレーム１４０の揺動制御を行わない場合、サイドスタンド２１９は、リヤフレーム１４０に接続されていてもよい。 When rocking control of the rear frame 140 for raising the vehicle 100D is not performed, the side stand 219 may be connected to the rear frame 140.
　車両１００Ｄの停車時に、リヤフレーム１４０を揺動させる代わりに、フロントフレーム１２０を揺動させて、車両１００Ｄを起き上がらせてもよい。その場合、フロントフレーム１２０には、錘が設置されることが好ましい。 When the vehicle 100D is stopped, instead of swinging the rear frame 140, the front frame 120 may be swung to raise the vehicle 100D. In that case, it is preferable that the front frame 120 be provided with a weight.
　本発明は、上述の実施形態、および、実施形態の具体例１～４に限られるものではなく、請求の範囲に記載した限りにおいて様々な変更が可能である。以下、本発明の実施形態の変更例について説明する。なお、上述した構成と同じ構成を有するものについては、同じ符号を用いて適宜その説明を省略する。後述する変更例は、適宜組み合わせて実施可能である。 The present invention is not limited to the above-described embodiment and specific examples 1 to 4 of the embodiment, and various modifications can be made within the scope of the claims. Hereinafter, modifications of the embodiment of the present invention will be described. In addition, about what has the same structure as the structure mentioned above, the description is suitably abbreviate | omitted using the same code | symbol. Modifications described later can be implemented in combination as appropriate.
　本発明において、自動二輪車は、運転者の運転を支援する運転支援制御が可能であってもよい。運転支援制御は、先行車両と自車との間の距離を所定の距離に維持させるアダプティブクルーズコントロール（ＡＣＣ：Adaptive Cruise Control）でもよい。アダプティブクルーズコントロールは、運転支援制御である。なお、アダプティブクルーズコントロールは、オートクルーズコントロール（Auto Cruise Control）またはアクティブクルーズコントロール（Active Cruise Control）とも呼ばれる。運転支援制御は、自動二輪車をレーンに沿って走行させる車線逸脱防止制御（Lane Keeping Assist Control）でもよい。運転支援制御は、障害物や人を検出してブレーキを作動させる自動ブレーキ制御でもよい。運転支援制御は、車速を一定に維持するクルーズコントロールでもよい。自動二輪車は、これらの運転支援制御を行う際に、ラウンドトレッド面リヤタイヤの揺動制御を行ってもよい。自動二輪車は、これらの運転支援制御を行う際に、ラウンドトレッド面リヤタイヤとラウンドトレッド面フロントタイヤの揺動制御を行ってもよい。 In the present invention, the motorcycle may be capable of driving support control for supporting the driver's driving. The driving support control may be adaptive cruise control (ACC: Adaptive Cruise Control) that maintains the distance between the preceding vehicle and the host vehicle at a predetermined distance. Adaptive cruise control is driving support control. Adaptive cruise control is also called auto cruise control (Auto Cruise Control) or active cruise control (Active Cruise Control). The driving support control may be lane keeping assist control that causes the motorcycle to travel along a lane. The driving support control may be an automatic brake control that detects an obstacle or a person and operates the brake. The driving support control may be cruise control that maintains the vehicle speed constant. The motorcycle may perform swing control of the round tread surface rear tire when performing the driving support control. The motorcycle may perform swing control of the round tread surface rear tire and the round tread surface front tire when performing the driving support control.
　本発明において、自動二輪車は、荷物を載置するための荷台を有してもよい。図１５および図１６に示す自動二輪車１００Ｅ、１００Ｆは、その一例である。
　図１５に示す自動二輪車１００Ｅは、シート１０と荷台３１１の両方を有する。荷台３１１は、シート１０の後端よりも後方向に位置する。シート１０と荷台３１１は、中間フレーム１３０に支持される。荷台３１１は、着脱可能に自動二輪車１００Ｅに設けられてもよい。直進可能に直立した状態の車両１００Ｅを左方向または右方向に見て、荷台３１１は、全体がラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aから上方向に離れている。
　図１６に示す自動二輪車１００Ｆは、荷台４１１を有し、シートを有さない。中間フレーム４３０は、シートフレームの代わりに、荷台フレーム４３２を有する。荷台４１１は、荷台フレーム４３２に支持される。直進可能に直立した状態の車両１００Ｆを左方向または右方向に見て、荷台４１１は、全体がラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aから上方向に離れている。自動二輪車１００Ｆは、自律運転される。自動二輪車１００Ｆは、運転者を乗せることなく、目的位置まで自動的に走行可能である。自動二輪車１００Ｆは、ハンドル（グリップ）を有さない。本発明において、自動二輪車がシートを有さず、荷台だけを有する場合、ハンドル（グリップ）は設けられなくてよい。
　図１５および図１６に示すように、直進可能に直立した状態の車両１００Ｅ、１００Ｆを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aは、外部から荷重がかかっていない状態の車両１００Ｅ、１００Ｆの重心Ｇ０100E、Ｇ０100Fと荷台３１１、４１１との間を通る。外部から荷重がかかっていない状態の車両１００Ｅ、１００Ｆの重心Ｇ０100E、Ｇ０100Fは、図１５および図１６に示す位置に限らない。荷台３１１、４１１にかかる荷重がゼロから増大するにつれて、荷物を含む車両１００Ｅ、１００Ｆの重心は、例えば、図１５および図１６に示す重心Ｇ０100E、Ｇ０100Fから矢印方向に移動する。 In the present invention, the motorcycle may have a loading platform for placing a load. The motorcycles 100E and 100F shown in FIGS. 15 and 16 are an example thereof.
A motorcycle 100E shown in FIG. 15 has both a seat 10 and a loading platform 311. The loading platform 311 is located rearward of the rear end of the seat 10. The seat 10 and the loading platform 311 are supported by the intermediate frame 130. The loading platform 311 may be detachably provided to the motorcycle 100E. When the vehicle 100E in a state of being upright so as to be able to go straight is seen leftward or rightward, the entire load carrier 311 is separated upward from the round tread surface rear tire rocking axis A4 100A .
A motorcycle 100F shown in FIG. 16 has a loading platform 411 and does not have a seat. The intermediate frame 430 has a loading frame 432 instead of the seat frame. The loading platform 411 is supported by the loading platform frame 432. When the vehicle 100F in an upright state so as to be able to go straight is seen leftward or rightward, the entire load carrier 411 is separated upward from the round tread surface rear tire rocking axis A4 100A . The motorcycle 100F is driven autonomously. The motorcycle 100F can automatically travel to the target position without carrying the driver. The motorcycle 100F does not have a handle (grip). In the present invention, when the two-wheeled motor vehicle does not have a seat but only a loading platform, no handle (grip) may be provided.
As shown in FIGS. 15 and 16, looking at the vehicles 100E and 100F in a straightly upright state in the left or right direction, the round tread surface rear tire rocking axis A4 100A is not loaded externally The center of gravity G0 100E , G0 100F of the vehicle 100E, 100F and the platform 311, 411 are passed. The center of gravity G0 100E , G0 100F of the vehicle 100E, 100F in a state where no load is applied from the outside is not limited to the position shown in FIGS. As the load applied to the loading platforms 311 and 411 increases from zero, the centers of gravity of the vehicles 100E and 100F including the load move in the arrow direction from the centers of gravity G0 100E and G0 100F shown in FIGS. 15 and 16, for example.
　本発明において、自動二輪車がシートと荷台の両方を有する場合、シートが中間フレームに支持され、荷台がリヤフレームに支持されてもよい。もしくは、シートがリヤフレームに支持され、荷台が中間フレームに支持されてもよい。 In the present invention, when the motorcycle has both the seat and the loading platform, the seat may be supported by the intermediate frame and the loading platform may be supported by the rear frame. Alternatively, the seat may be supported by the rear frame, and the loading platform may be supported by the intermediate frame.
　本発明において、自動二輪車がシートと荷台の両方を有する場合、荷台は、シートの前端よりも前方向に位置していてもよい。もしくは、荷台は、シートの下に配置されていてもよい。 In the present invention, when the motorcycle has both the seat and the loading platform, the loading platform may be positioned forward of the front end of the seat. Alternatively, the loading platform may be disposed below the seat.
　本発明において、シートが中間フレームに支持される場合、自動二輪車はラウンドトレッド面フロントタイヤを揺動させるラウンドトレッド面フロントタイヤ揺動アクチュエータを有さなくてもよい。
　図１７に示す自動二輪車１００Ｇは、その一例である。自動二輪車１００Ｇは、中間フレーム５３０に支持されるシート１０を有する。自動二輪車１００Ｇのフロントフレーム５２０は、ステアリングシャフト２２を有する。ステアリングシャフト２２は、中間フレーム５３０の中間メインフレーム５３１の前部に回転可能に支持される。ステアリングシャフト２２は、ハンドルユニット５０に固定される。運転者がハンドルユニット５０を回転させる操作を行うことで、フロントフレーム５２０がラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに中間フレーム５３０に対して揺動する。それにより、ラウンドトレッド面フロントタイヤ２は操舵される。つまり、運転者の操作によって、ラウンドトレッド面フロントタイヤ２はラウンドトレッド面フロントタイヤ揺動軸線Ａ２回りに中間フレーム５３０に対して揺動する。
　図２０に示すように、直進可能に直立した状態の車両１００Ｇを左方向または右方向に見て、ラウンドトレッド面リヤタイヤ揺動軸線Ａ４100Aは、外部から荷重がかかっていない状態の車両１００Ｇの重心Ｇ０100Gとシート１０との間を通る。外部から荷重がかかっていない状態の車両１００Ｇの重心Ｇ０100Gは、図１８に示す位置に限らない。シート１０にかかる荷重がゼロから増大するにつれて、乗員を含む車両１００Ｇの重心は、例えば、図１８に示す重心Ｇ０100Gから矢印方向に移動する。 In the present invention, when the seat is supported by the intermediate frame, the motorcycle may not have the round tread surface front tire swing actuator for swinging the round tread surface front tire.
The motorcycle 100G shown in FIG. 17 is an example thereof. The motorcycle 100 </ b> G includes a seat 10 supported by the intermediate frame 530. A front frame 520 of the motorcycle 100G has a steering shaft 22. The steering shaft 22 is rotatably supported at the front of the middle main frame 531 of the middle frame 530. The steering shaft 22 is fixed to the handle unit 50. When the driver performs an operation of rotating the handle unit 50, the front frame 520 swings with respect to the intermediate frame 530 about the round tread surface front tire swing axis line A2. Thereby, the round tread surface front tire 2 is steered. That is, the round tread surface front tire 2 swings with respect to the intermediate frame 530 around the round tread surface front tire swing axis line A2 by the operation of the driver.
As shown in FIG. 20, looking at the vehicle 100G in the upright state so as to be able to go straight ahead in the left or right direction, the round tread surface rear tire rocking axis A4 100A is the center of gravity of the vehicle 100G in the state where no load is applied from the outside. Pass between G0 100G and the sheet 10. The center of gravity G0 100G of the vehicle 100G in a state where no load is applied from the outside is not limited to the position shown in FIG. As the load applied to the seat 10 increases from zero, the center of gravity of the vehicle 100G including the occupant moves from the center of gravity G0 100G shown in FIG. 18 in the arrow direction, for example.
　本発明において、シートが中間フレームに支持され、かつ、ラウンドトレッド面フロントタイヤ揺動アクチュエータが設けられない場合、自動二輪車は、フロントフレームと一体的に揺動するハンドル（グリップ）を有さなくてもよい。ラウンドトレッド面リヤタイヤ揺動アクチュエータによってラウンドトレッド面リヤタイヤが揺動することで、中間フレームの姿勢が変化する。それにより、ラウンドトレッド面フロントタイヤが左右方向に傾く。この変更例において、自動二輪車は、中間フレームに固定されたハンドル（グリップ）を有してもよい。また、この変更例において、自動二輪車は、自律運転可能であってもよく、自律運転可能でなくてもよい。自律運転可能でない場合、自動二輪車は、ラウンドトレッド面リヤタイヤを操舵するスイッチが設けられたハンドル（グリップ）を有する。 In the present invention, when the seat is supported by the intermediate frame and the round tread surface front tire swing actuator is not provided, the motorcycle does not have a handle (grip) that swings integrally with the front frame. It is also good. When the round tread surface rear tire is rocked by the round tread surface rear tire rocking actuator, the posture of the intermediate frame is changed. As a result, the round tread surface front tire tilts in the left and right direction. In this modification, the motorcycle may have a handle (grip) fixed to the intermediate frame. Further, in this modification, the motorcycle may or may not be autonomously drivable. If autonomous operation is not possible, the motorcycle has a handle (grip) provided with a switch for steering the round tread surface rear tire.
　本発明において、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源は、ラウンドトレッド面リヤタイヤの内側ではない位置に配置される電気モータでもよい。図１８に示す自動二輪車１００Ｈの電気モータ６７０は、その一例である。電気モータ６７０は、リヤフレーム６４０に支持される。直進可能に直立した状態の車両１００Ｈを左方向または右方向に見て、電気モータ６７０は、全体がラウンドトレッド面リヤタイヤ４の上端よりも下方向に位置する。図１８に示す重心Ｇ０100Hは、外部から荷重がかかっていない状態の車両１００Ｈの重心の一例である。 In the present invention, the drive source for applying driving force to the round tread surface rear tire may be an electric motor disposed at a position other than the inner side of the round tread surface rear tire. The electric motor 670 of the motorcycle 100H shown in FIG. 18 is an example thereof. The electric motor 670 is supported by the rear frame 640. The electric motor 670 is positioned below the upper end of the round tread surface rear tire 4 as a whole when the vehicle 100H in an upright state is allowed to go straight. The center of gravity G0 100H illustrated in FIG. 18 is an example of the center of gravity of the vehicle 100H in a state in which no load is applied from the outside.
　本発明において、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源は、エンジンユニットでもよい。図１９に示す自動二輪車１００Ｉは、その一例である。自動二輪車１００Ｉのエンジンユニット７０は、リヤフレーム７４０に支持される。直進可能に直立した状態の車両１００Ｉを左方向または右方向に見て、エンジンユニット７０は、全体がラウンドトレッド面リヤタイヤ４よりも下方向に位置する。自動二輪車１００Ｉは、エンジンユニット７０に供給される燃料を貯留する燃料タンク７１を有する。燃料タンク７１は、中間フレーム１３０に支持される。燃料タンク７１は、シート１０の前端よりも前方向に位置する。図１９に示す重心Ｇ０100Iは、外部から荷重がかかっていない状態の車両１００Ｉの重心の一例である。 In the present invention, the drive source for applying the driving force to the round tread surface rear tire may be an engine unit. The motorcycle 100I shown in FIG. 19 is an example thereof. The engine unit 70 of the motorcycle 100I is supported by the rear frame 740. When looking at the vehicle 100I in the state of being upright so as to be able to go straight ahead in the left direction or the right direction, the engine unit 70 is entirely positioned lower than the round tread surface rear tire 4. The motorcycle 100I has a fuel tank 71 for storing the fuel supplied to the engine unit 70. The fuel tank 71 is supported by the intermediate frame 130. The fuel tank 71 is located forward of the front end of the seat 10. The center of gravity G0 100I shown in FIG. 19 is an example of the center of gravity of the vehicle 100I in a state where no load is applied from the outside.
　本発明において、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源は、電気モータとエンジンユニットの両方でもよい。この場合、電気モータは、インホイールモータであってもよく、ラウンドトレッド面リヤタイヤの内側ではない位置に配置される電気モータでもよい。 In the present invention, the drive source for applying the driving force to the round tread surface rear tire may be both an electric motor and an engine unit. In this case, the electric motor may be an in-wheel motor or an electric motor disposed at a position not inside the round tread surface rear tire.
　本発明の自動二輪車は、ラウンドトレッド面フロントタイヤに駆動力を付与する駆動源と、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源の両方を有してもよい。つまり、本発明の自動二輪車は請求項１の構成を満たす駆動源に加えて、さらに別の駆動源を有してもよい。本発明の自動二輪車は、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源を有さずに、ラウンドトレッド面フロントタイヤに駆動力を付与する駆動源を有してもよい。本発明において、ラウンドトレッド面フロントタイヤに駆動力を付与する駆動源は、電気モータであってもよく、エンジンユニットであってもよく、その両方でもよい。電気モータは、インホイールモータであってもよく、ラウンドトレッド面フロントタイヤの内側ではない位置に配置される電気モータでもよい。 The motorcycle of the present invention may have both a drive source for applying a driving force to the round tread surface front tire and a drive source for applying a driving force to the round tread surface rear tire. That is, in addition to the drive source satisfying the configuration of claim 1, the motorcycle according to the present invention may have another drive source. The motorcycle of the present invention may have a drive source for applying a driving force to the round tread surface front tire without having a drive source for applying a driving force to the round tread surface rear tire. In the present invention, the drive source for applying the driving force to the round tread surface front tire may be an electric motor, an engine unit, or both. The electric motor may be an in-wheel motor or an electric motor disposed at a position not inside the round tread surface front tire.
　本発明において、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源は、リヤフレームに支持されるとは限らない。本発明において、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源は、中間フレームに支持されてもよい。本発明において、ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源がエンジンユニットと電気モータの場合、駆動源は、中間フレームとリヤフレームの両方に支持されてもよい。 In the present invention, the drive source for applying the driving force to the round tread surface rear tire is not limited to being supported by the rear frame. In the present invention, the drive source for applying the driving force to the round tread surface rear tire may be supported by the intermediate frame. In the present invention, when the drive source for applying the driving force to the round tread surface rear tire is an engine unit and an electric motor, the drive source may be supported by both the intermediate frame and the rear frame.
　本発明において、ラウンドトレッド面フロントタイヤに駆動力を付与する駆動源は、フロントフレームに支持されてもよい。本発明において、ラウンドトレッド面フロントタイヤに駆動力を付与する駆動源は、中間フレームに支持されてもよい。本発明において、ラウンドトレッド面フロントタイヤに駆動力を付与する駆動源がエンジンユニットと電気モータの場合、駆動源は、フロントフレームと中間フレームの両方に支持されてもよい。 In the present invention, a drive source for applying a driving force to the round tread surface front tire may be supported by the front frame. In the present invention, the drive source for applying the driving force to the round tread surface front tire may be supported by the intermediate frame. In the present invention, when the driving source for applying driving force to the round tread surface front tire is an engine unit and an electric motor, the driving source may be supported by both the front frame and the intermediate frame.
　本発明において、駆動源がエンジンユニットの場合、燃料タンクは、中間フレームに支持されてもよく、リヤフレームに支持されてもよい。燃料タンクが中間フレームに支持される場合、燃料タンク内の燃料の重量が変化しても、ラウンドトレッド面リヤタイヤ揺動アクチュエータが揺動させる対象の重量は変化しない。そのため、ラウンドトレッド面リヤタイヤの揺動制御の制御性を向上できる。よって、自動二輪車の乗載荷重の変化に対するラウンドトレッド面リヤタイヤの揺動制御の制御性をより向上できる。なお、本段落において、駆動源は、ラウンドトレッド面リヤタイヤに駆動力を付与するものであってもよく、ラウンドトレッド面フロントタイヤに駆動力を付与するものであってもよい。 In the present invention, when the drive source is an engine unit, the fuel tank may be supported by the intermediate frame and may be supported by the rear frame. When the fuel tank is supported by the intermediate frame, even if the weight of the fuel in the fuel tank changes, the weight of the object to be rocked by the round tread surface rear tire rocking actuator does not change. Therefore, the controllability of the swing control of the round tread surface rear tire can be improved. Therefore, the controllability of the swing control of the round tread surface rear tire with respect to the change of the load on the motorcycle can be further improved. In this paragraph, the drive source may apply a driving force to the round tread surface rear tire or may apply a driving force to the round tread surface front tire.
　本発明において、ラウンドトレッド面フロントタイヤまたはラウンドトレッド面リヤタイヤに駆動力を付与する駆動源が電気モータの場合、蓄電装置は、中間フレームに支持されてもよい。図２０に示す自動二輪車１００Ｊは、その一例である。自動二輪車１００Ｊの蓄電装置１７１は、中間フレーム８３０の中間メインフレーム８３１に支持される。図２０に示す重心Ｇ０100Jは、外部から荷重がかかっていない状態の車両１００Ｊの重心の一例である。 In the present invention, when the drive source for applying a driving force to the round tread surface front tire or the round tread surface rear tire is an electric motor, the power storage device may be supported by the intermediate frame. The motorcycle 100J shown in FIG. 20 is an example thereof. The storage device 171 of the motorcycle 100J is supported by the middle main frame 831 of the middle frame 830. The center of gravity G0 100J shown in FIG. 20 is an example of the center of gravity of the vehicle 100J in a state where no load is applied from the outside.
　本発明の自動二輪車は、本発明の第１の蓄電池装置と第２の蓄電装置の両方を有していてもよい。本発明の第１の蓄電装置は中間フレームに支持され、本発明の第２の蓄電装置はリヤフレームに支持される。この場合、本発明の第１の電気モータは、本発明の第２の電気モータを兼ねていてもよく、第２の電気モータとは別体であってもよい。 The motorcycle of the present invention may have both the first storage battery device and the second power storage device of the present invention. The first power storage device of the present invention is supported by the intermediate frame, and the second power storage device of the present invention is supported by the rear frame. In this case, the first electric motor of the present invention may double as the second electric motor of the present invention, or may be separate from the second electric motor.
　本発明において、蓄電装置は、バッテリ（二次電池）以外でもよい。蓄電装置は、例えば、スーパーキャパシタ、または、ウルトラキャパシタでもよい。 In the present invention, the power storage device may be other than a battery (secondary battery). The power storage device may be, for example, a super capacitor or an ultra capacitor.
　本発明において、ラウンドトレッド面リヤタイヤ揺動アクチュエータは、電気モータに限らず、例えば油圧シリンダでもよい。本発明において、ラウンドトレッド面フロントタイヤ揺動アクチュエータは、電気モータに限らず、例えば油圧シリンダでもよい。 In the present invention, the round tread surface rear tire swing actuator is not limited to the electric motor, and may be, for example, a hydraulic cylinder. In the present invention, the round tread surface front tire swing actuator is not limited to the electric motor, and may be, for example, a hydraulic cylinder.
　本発明において、ラウンドトレッド面フロントタイヤに制動力を付与するフロントブレーキの形式は、液圧式、機械式、電気式のいずれであってもよい。 In the present invention, the type of front brake for applying the braking force to the round tread surface front tire may be either hydraulic, mechanical or electrical.
　本発明において、ラウンドトレッド面フロントタイヤに制動力を付与するフロントブレーキが液圧式ブレーキの場合、フロントブレーキの液圧を制御するフロントハイドロリックユニットは、中間フレームに支持されるとは限らない。本発明において、フロントハイドロリックユニットは、フロントフレームに支持されてもよく、リヤフレームに支持されてもよい。 In the present invention, when the front brake that applies the braking force to the round tread surface front tire is a hydraulic brake, the front hydraulic unit that controls the fluid pressure of the front brake is not necessarily supported by the intermediate frame. In the present invention, the front hydraulic unit may be supported by the front frame and may be supported by the rear frame.
　本発明において、ラウンドトレッド面リヤタイヤに制動力を付与するブレーキの形式は、液圧式、機械式、電気式のいずれであってもよい。 In the present invention, the type of brake for applying the braking force to the round tread surface rear tire may be either hydraulic, mechanical or electrical.
　本発明において、ラウンドトレッド面リヤタイヤに制動力を付与するリヤブレーキが液圧式ブレーキの場合、リヤブレーキの液圧を制御するリヤハイドロリックユニットは、リヤフレームに支持されてもよい。例えば図１８に示す自動二輪車１００Ｈにおいて、二点鎖線で示すリヤハイドロリックユニット６０９はその一例である。
　本発明において、ラウンドトレッド面リヤタイヤに制動力を付与するリヤブレーキが液圧式ブレーキの場合、リヤブレーキの液圧を制御するリヤハイドロリックユニットは、中間フレームに支持されてもよい。例えば図１８に示す自動二輪車１００Ｈにおいて、実線で示すリヤハイドロリックユニット６０９はその一例である。 In the present invention, when the rear brake that applies the braking force to the round tread surface rear tire is a hydraulic brake, the rear hydraulic unit that controls the hydraulic pressure of the rear brake may be supported by the rear frame. For example, in a motorcycle 100H shown in FIG. 18, a rear hydraulic unit 609 shown by a two-dot chain line is an example.
In the present invention, when the rear brake that applies the braking force to the round tread surface rear tire is a hydraulic brake, the rear hydraulic unit that controls the hydraulic pressure of the rear brake may be supported by the intermediate frame. For example, in a motorcycle 100H shown in FIG. 18, a rear hydraulic unit 609 shown by a solid line is an example thereof.
　本発明の自動二輪車は、本発明の第１の液圧式ブレーキに加えて、第２の液圧式ブレーキとは異なる液圧式ブレーキを備えていてもよい。本発明の自動二輪車は、本発明の第２の液圧式ブレーキに加えて、第１の液圧式ブレーキとは異なる液圧式ブレーキを備えていてもよい。 The motorcycle of the present invention may be provided with a hydraulic brake different from the second hydraulic brake, in addition to the first hydraulic brake of the present invention. The motorcycle of the present invention may be provided with a hydraulic brake different from the first hydraulic brake, in addition to the second hydraulic brake of the present invention.
　本発明の自動二輪車は、本発明の第１のハイドロリックユニットと第２のハイドロリックユニットの両方を有していてもよい。本発明の第１のハイドロリックユニットは中間フレームに支持され、本発明の第２のハイドロリックユニットはリヤフレームに支持され、ラウンドトレッド面リヤタイヤのブレーキの液圧を制御する。この場合、本発明の第１のハイドロリックユニットはラウンドトレッド面フロントタイヤのブレーキの液圧を制御することが好ましい。 The motorcycle of the present invention may have both the first hydraulic unit and the second hydraulic unit of the present invention. The first hydraulic unit of the present invention is supported by the intermediate frame, and the second hydraulic unit of the present invention is supported by the rear frame to control the hydraulic pressure of the brake of the round tread surface rear tire. In this case, it is preferable that the first hydraulic unit of the present invention controls the fluid pressure of the brakes of the front tread of the round tread surface.
　本発明において、自動二輪車が、中間フレームの車両上下方向に対する車両左右方向への傾きに関連する物理量を検出する傾斜検出装置を備える場合、傾斜検出装置は、中間フレームに設置されるとは限らない。本発明において、傾斜検出装置は、リヤフレームに設置されてもよい。自動二輪車が水平な路面に直進可能に直立した状態において車両上下方向と平行なリヤフレームの方向を、リヤフレーム上下方向という。自動二輪車が水平な路面に直進可能に直立した状態において車両左右方向と平行なリヤフレームの方向を、リヤフレーム左右方向という。傾斜検出装置がリヤフレームに支持される場合、傾斜検出装置は、リヤフレームのリヤフレーム上下方向に対するリヤフレーム左右方向への傾きの角度、角速度、または角加速度を検出する。傾斜検出装置は、これらのリヤフレームの傾きに関する物理量と、リヤフレームの中間フレームに対する揺動角度に基づいて、中間フレームの車両上下方向に対する車両左右方向への傾きに関連する物理量を検出する。傾斜検出装置は、これらのリヤフレームの傾きに関する物理量と、リヤフレームの中間フレームに対する揺動角度と、フロントフレームの中間フレームに対する揺動角度に基づいて、中間フレームの車両上下方向に対する車両左右方向への傾きに関連する物理量を検出してもよい。 In the present invention, when the two-wheeled motor vehicle is provided with a tilt detection device for detecting a physical quantity related to the tilt of the middle frame in the vehicle left-right direction with respect to the vehicle vertical direction, the tilt detection device is not necessarily installed at the middle frame. . In the present invention, the tilt detection device may be installed on the rear frame. The direction of the rear frame parallel to the vertical direction of the vehicle in a state in which the two-wheeled motor vehicle stands upright on a horizontal road surface is referred to as the vertical direction of the rear frame. The direction of the rear frame parallel to the lateral direction of the vehicle in a state in which the motorcycle stands upright on a horizontal road surface is referred to as the lateral direction of the rear frame. When the tilt detection device is supported by the rear frame, the tilt detection device detects an angle, an angular velocity, or an angular acceleration of the tilt of the rear frame in the left-right direction with respect to the rear frame vertical direction. The inclination detection device detects a physical quantity related to the inclination in the vehicle left-right direction with respect to the vehicle vertical direction of the intermediate frame based on the physical quantity related to the inclination of the rear frame and the swing angle with respect to the intermediate frame of the rear frame. The tilt detection device is directed in the lateral direction of the vehicle relative to the vehicle vertical direction of the intermediate frame based on the physical quantities relating to the inclination of the rear frame, the swing angle of the rear frame relative to the intermediate frame, and the swing angle of the front frame relative to the intermediate frame. The physical quantity associated with the slope of may be detected.
　本発明において、直進可能に直立した状態の車両を車両左方向または車両右方向に見て、外部から荷重がかかっていない状態の車両の重心は、ラウンドトレッド面リヤタイヤ揺動軸線から下方向に離れていてもよい。 In the present invention, when the vehicle in a straightly upright state is viewed in the left direction or the right direction of the vehicle, the center of gravity of the vehicle in a state where no load is applied from the outside deviates downward from the round tread surface rear tire swing axis. It may be
　本発明の自動二輪車は、スポーツタイプ、オンロードタイプ、オフロードタイプ、およびスクータタイプのいずれであってもよい。本発明の自動二輪車は、原動機付き自転車、または、モペットであってもよい。 The motorcycle of the present invention may be any of a sport type, an on-road type, an off-road type, and a scooter type. The motorcycle of the present invention may be a motorbike or a moped.
　１００、１００Ａ、１００Ｂ、１００Ｃ、１００Ｄ、１００Ｅ、１００Ｆ、１００Ｇ、１００Ｈ、１００Ｉ、１００Ｊ　自動二輪車
　２　ラウンドトレッド面フロントタイヤ
　２ａ　トレッド面
　４　ラウンドトレッド面リヤタイヤ
　４ａ　トレッド面
　１０、２１０　シート
　１２０、５２０　フロントフレーム
　２１　フロントサスペンションユニット
　１３０、４３０、５３０、８３０　中間フレーム
　１４０、６４０、７４０　リヤフレーム
　４２　リヤサスペンションユニット
　７０　エンジンユニット（駆動源）
　７１　燃料タンク
　８０　制御装置（ラウンドトレッド面リヤタイヤ揺動制御装置、ラウンドトレッド面フロントタイヤ揺動制御装置）
　８１　傾斜検出装置
　１０６　フロントブレーキ（油圧式ブレーキ）
　１０７　フロントハイドロリックユニット
　１３２　シートフレーム
　１６０　リヤ電気モータ（ラウンドトレッド面リヤタイヤ揺動アクチュエータ）
　１６２　フロント電気モータ（ラウンドトレッド面フロントタイヤ揺動アクチュエータ）
　１７０　インホイールモータ（駆動源）
　１７１　蓄電装置
　３１１、４１１　荷台
　６０９　リヤハイドロリックユニット
　６７０　電気モータ（駆動源）
　Ａ１　フロント車軸線
　Ａ２　ラウンドトレッド面フロントタイヤ揺動軸線
　Ａ３　リヤ車軸線
　Ａ４、Ａ４100A、Ａ４100B、Ａ４100C　ラウンドトレッド面リヤタイヤ揺動軸線 100, 100A, 100B, 100C, 100D, 100F, 100G, 100H, 100I, 100J Motorcycle 2 round tread surface front tire 2a tread surface 4 round tread surface rear tire 4a tread surface 10, 210 seat 120, 520 front frame 21 Front suspension unit 130, 430, 530, 830 Intermediate frame 140, 640, 740 Rear frame 42 Rear suspension unit 70 Engine unit (drive source)
71 Fuel tank 80 control device (round tread surface rear tire swing control device, round tread surface front tire swing control device)
81 Inclination detection device 106 Front brake (hydraulic brake)
107 front hydraulic unit 132 seat frame 160 rear electric motor (round tread surface rear tire swing actuator)
162 Front electric motor (round tread surface front tire swing actuator)
170 in-wheel motor (drive source)
171 power storage device 311, 411 loading platform 609 rear hydraulic unit 670 electric motor (drive source)
A1 Front axle line A2 Round tread surface Front tire swing axis A3 Rear axle line A4, A4 100A , A4 100B , A4 100C round tread surface Rear tire swing axis

Claims (13)

  1. 　中間フレームと、
    　車両が直進可能に直立した状態で車両前方向または車両後方向に見て円弧状であるトレッド面を有するラウンドトレッド面フロントタイヤと、
    　ラウンドトレッド面フロントタイヤから車両後方向に離れており、車両が直進可能に直立した状態で車両前方向または車両後方向に見て円弧状であるトレッド面を有するラウンドトレッド面リヤタイヤと、
    　前記ラウンドトレッド面フロントタイヤまたは前記ラウンドトレッド面リヤタイヤに駆動力を付与する駆動源と、
    　（ａ－１）前記ラウンドトレッド面フロントタイヤをその中心を通るフロント車軸線回りに回転可能に支持すると共に、（ａ－２）車両後方向に向かうほど車両上方向に向かう傾きを持つラウンドトレッド面フロントタイヤ揺動軸線回りに前記ラウンドトレッド面フロントタイヤが前記中間フレームに対して揺動可能となるように、前記ラウンドトレッド面フロントタイヤ揺動軸線回りに揺動可能に前記中間フレームに支持されるフロントフレームと、
    　前記中間フレームに支持され、乗員が着座するためシートまたは荷物を載置するための荷台と、
    　（ｂ－１）前記ラウンドトレッド面リヤタイヤをその中心を通るリヤ車軸線回りに回転可能に支持すると共に、（ｂ－２）車両後方向に向かうほど車両下方向に向かう傾きを持つラウンドトレッド面リヤタイヤ揺動軸線回りに前記ラウンドトレッド面リヤタイヤが、前記中間フレーム、および、前記シートまたは前記荷台に対して揺動可能となるように、前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動可能に前記中間フレームに支持されるリヤフレームと、
    　前記中間フレーム、および、前記シートまたは前記荷台に対して前記リヤフレームを前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動させることで、前記中間フレーム、および、前記シートまたは前記荷台に対して前記ラウンドトレッド面リヤタイヤを前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動させるラウンドトレッド面リヤタイヤ揺動アクチュエータと、
    　前記中間フレーム、および、前記シートまたは前記荷台に対して前記ラウンドトレッド面リヤタイヤが前記ラウンドトレッド面リヤタイヤ揺動軸線回りに揺動するように、前記ラウンドトレッド面リヤタイヤ揺動アクチュエータを制御するラウンドトレッド面リヤタイヤ揺動制御装置とを備えることを特徴とする自動二輪車。     With the middle frame,
    A round tread surface front tire having a tread surface that is arc-shaped as viewed in a vehicle front direction or a vehicle rear direction in a state where the vehicle is allowed to go straight forward;
    A round tread surface rear tire having a tread surface separated from the round tread surface front tire in a vehicle rear direction and having an arc shape seen in a vehicle front direction or a vehicle rear direction in a state where the vehicle is upright straight forward;
    A driving source for applying a driving force to the round tread surface front tire or the round tread surface rear tire;
    (A-1) A round tread surface that supports the above-mentioned round tread surface front tire so as to be rotatable around a front axle line passing through the center of the tire, and (a-2) has an inclination toward the top of the vehicle toward the rear of the vehicle The round tread surface is supported by the intermediate frame so as to be swingable around the round tread surface front tire swing axis such that the front tire can swing relative to the intermediate frame around the front tire swing axis. With front frame,
    A loading platform supported by the intermediate frame for placing a seat or a load for a passenger to be seated;
    (B-1) A round tread surface rear tire that supports the round tread surface rear tire rotatably about a rear axle line passing the center thereof and (b-2) has an inclination toward the vehicle downward direction toward the vehicle rear direction The middle tread surface rear tire can be pivoted about the pivot axis of the round tread surface rear tire so that the round tread surface rear tire can pivot with respect to the intermediate frame and the seat or the bed around the pivot axis. Rear frame supported by the frame,
    By swinging the rear frame relative to the round tread surface rear tire swing axis with respect to the intermediate frame and the seat or the loading platform, the round for the intermediate frame and the seat or the loading platform A round tread surface rear tire rocking actuator for rocking the tread surface rear tire around the round tread surface rear tire rocking axis;
    Round tread surface for controlling the round tread surface rear tire swing actuator such that the round tread surface rear tire swings about the swing axis of the round tread surface rear tire with respect to the intermediate frame and the seat or bed A motorcycle comprising a rear tire swing control device.
  2. 　直進可能に直立した状態の車両を車両左方向または車両右方向に見て、前記ラウンドトレッド面リヤタイヤ揺動軸線と路面との交点が、前記ラウンドトレッド面リヤタイヤの前端を通り車両上下方向に平行な直線と、前記ラウンドトレッド面リヤタイヤの後端を通り車両上下方向に平行な直線との間にあることを特徴とする請求項１に記載の自動二輪車。 The intersection of the round tread surface rear tire rocking axis and the road surface passes the front end of the round tread surface rear tire and is parallel to the vertical direction of the vehicle when the vehicle in a state in which it can stand straight ahead is viewed leftward or rightward. The motorcycle according to claim 1, characterized in that it is between a straight line and a straight line passing through the rear end of the round tread surface rear tire and parallel to the vertical direction of the vehicle.
  3. 　前記フロントフレームを前記ラウンドトレッド面フロントタイヤ揺動軸線回りに前記中間フレームに対して揺動させることで、前記ラウンドトレッド面フロントタイヤを前記ラウンドトレッド面フロントタイヤ揺動軸線回りに前記中間フレームに対して揺動させるラウンドトレッド面フロントタイヤ揺動アクチュエータと、
    　前記ラウンドトレッド面フロントタイヤ揺動アクチュエータを制御するラウンドトレッド面フロントタイヤ揺動制御装置と、を備えることを特徴とする請求項１または２に記載の自動二輪車。     By swinging the front frame with respect to the intermediate frame about the round tread surface front tire swing axis, the round tread surface front tire can be rotated relative to the intermediate frame about the round tread surface front tire swing axis Round tread surface front tire swing actuator to swing
    The motorcycle according to claim 1 or 2, further comprising: a round tread surface front tire swing control device for controlling the round tread surface front tire swing actuator.
  4. 　前記中間フレームに設置され、前記中間フレームの車両上下方向に対する車両左右方向への傾きに関連する物理量を検出する傾斜検出装置を備えることを特徴とする請求項１～３のいずれか１項に記載の自動二輪車。 The inclination detection apparatus installed in the said intermediate | middle frame and detecting the physical quantity relevant to the inclination to the vehicle left-right direction with respect to the vehicle up-down direction of the said intermediate | middle flame | frame is provided. Motorcycle.
  5. 　前記駆動源が、前記リヤフレームに支持されることを特徴とする請求項１～４のいずれか１項に記載の自動二輪車。 The motorcycle according to any one of claims 1 to 4, wherein the drive source is supported by the rear frame.
  6. 　前記駆動源が第１の電気モータを含み、
    　前記中間フレームに支持され、前記第１の電気モータに供給される電力を蓄える第１の蓄電装置を備えることを特徴とする請求項１～５のいずれか１項に記載の自動二輪車。     The drive source comprises a first electric motor,
    The motorcycle according to any one of claims 1 to 5, further comprising a first power storage device supported by the intermediate frame and storing power supplied to the first electric motor.
  7. 　前記駆動源が第２の電気モータを含み、
    　前記リヤフレームに支持され、前記第２の電気モータに供給される電力を蓄える第２の蓄電装置を備えることを特徴とする請求項１～６のいずれか１項に記載の自動二輪車。     The drive source comprises a second electric motor,
    The motorcycle according to any one of claims 1 to 6, further comprising a second power storage device supported by the rear frame and storing power supplied to the second electric motor.
  8. 　前記駆動源がエンジンユニットを含み、
    　前記中間フレームに支持され、前記エンジンユニットに供給される燃料を貯留する燃料タンクを備えることを特徴とする請求項１～７のいずれか１項に記載の自動二輪車。     The drive source includes an engine unit;
    The motorcycle according to any one of claims 1 to 7, further comprising a fuel tank supported by the intermediate frame and storing fuel supplied to the engine unit.
  9. 　前記駆動源がエンジンユニットを含み、
    　前記リヤフレームに支持され、前記エンジンユニットに供給される燃料を貯留する燃料タンクを備えることを特徴とする請求項１～７のいずれか１項に記載の自動二輪車。     The drive source includes an engine unit;
    The motorcycle according to any one of claims 1 to 7, further comprising a fuel tank supported by the rear frame and storing fuel supplied to the engine unit.
  10. 　前記ラウンドトレッド面フロントタイヤまたは前記ラウンドトレッド面リヤタイヤに制動力を付与する第１の液圧式ブレーキと、
    　前記中間フレームに支持され、前記第１の液圧式ブレーキの液圧を制御する第１のハイドロリックユニットと、を備えることを特徴とする請求項１～９のいずれか１項に記載の自動二輪車。     A first hydraulic brake that applies a braking force to the round tread surface front tire or the round tread surface rear tire;
    The motorcycle according to any one of claims 1 to 9, further comprising: a first hydraulic unit supported by the intermediate frame and controlling a fluid pressure of the first hydraulic brake. .
  11. 　前記ラウンドトレッド面リヤタイヤに制動力を付与する第２の液圧式ブレーキと、
    　前記リヤフレームに支持され、前記第２の液圧式ブレーキの液圧を制御する第２のハイドロリックユニットと、を備えることを特徴とする請求項１～１０のいずれか１項に記載の自動二輪車。     A second hydraulic brake that applies a braking force to the round tread surface rear tire;
    The motorcycle according to any one of claims 1 to 10, further comprising: a second hydraulic unit supported by the rear frame and controlling a fluid pressure of the second hydraulic brake. .
  12. 　前記中間フレームに接続され、車両上下方向に対して車両左右方向に傾いた状態で車両が自立するように路面に接地可能なサイドスタンドを備えることを特徴とする請求項１～１１のいずれか１項に記載の自動二輪車。 The vehicle according to any one of claims 1 to 11, further comprising a side stand connected to the intermediate frame and capable of being grounded to the road surface so that the vehicle can stand in a state of being inclined in the vehicle left and right direction with respect to the vehicle vertical direction. The motorcycle described in.
  13. 　直進可能に直立した状態の車両を車両左方向または車両右方向に見て、前記ラウンドトレッド面リヤタイヤ揺動アクチュエータによって前記ラウンドトレッド面リヤタイヤ揺動軸線回りに前記中間フレームに対して揺動される対象全体の重心であるリヤ揺動重心が、前記ラウンドトレッド面リヤタイヤ揺動軸線から車両下方向に離れており、
    　前記サイドスタンドによって車両左方向に傾斜した状態で車両が自立している場合に、車両を起き上がらせるために、前記リヤ揺動重心が車両右方向に揺動してから車両左方向に揺動するように前記ラウンドトレッド面リヤタイヤ揺動アクチュエータを制御し、
    　前記サイドスタンドによって車両右方向に傾斜した状態で車両が自立している場合に、車両を起き上がらせるために、前記リヤ揺動重心が車両左方向に揺動してから車両右方向に揺動するように前記ラウンドトレッド面リヤタイヤ揺動アクチュエータを制御することを特徴とする請求項１２に記載の自動二輪車。     An object to be rocked with respect to the intermediate frame about the round tread surface rear tire rocking axis by the round tread surface rear tire rocking actuator when the vehicle in a state in which it can stand straight ahead is viewed in the left direction or right direction A rear swing center of gravity, which is a center of gravity of the whole, is away from the round tread surface rear tire swing axis in the vehicle downward direction,
    When the vehicle is standing on its left side by the side stand, the rear swing center of gravity swings in the right direction of the vehicle and then swings in the left direction of the vehicle in order to raise the vehicle. Control the rear tread tire swing actuator on the round tread surface,
    When the vehicle is standing on its right side by the side stand, the rear swing center of gravity swings in the left direction of the vehicle and then swings in the right direction of the vehicle in order to raise the vehicle. The motorcycle according to claim 12, characterized in that the round tread surface rear tire rocking actuator is controlled.
PCT/JP2018/035029 2017-09-25 2018-09-21 Motorcycle WO2019059346A1 (en)

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WO2023067705A1 (en) * 2021-10-19 2023-04-27 本田技研工業株式会社 Control device for motorcycle

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JP2004114809A (en) * 2002-09-25 2004-04-15 Honda Motor Co Ltd Motorcycle having swinging mechanism
JP2010254164A (en) * 2009-04-27 2010-11-11 Honda Motor Co Ltd Rocking type saddle-riding type vehicle
JP2011168170A (en) * 2010-02-18 2011-09-01 Honda Motor Co Ltd Small vehicle

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JP2004114809A (en) * 2002-09-25 2004-04-15 Honda Motor Co Ltd Motorcycle having swinging mechanism
JP2010254164A (en) * 2009-04-27 2010-11-11 Honda Motor Co Ltd Rocking type saddle-riding type vehicle
JP2011168170A (en) * 2010-02-18 2011-09-01 Honda Motor Co Ltd Small vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023067705A1 (en) * 2021-10-19 2023-04-27 本田技研工業株式会社 Control device for motorcycle

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