Patent Application
20240198816
This application is based on, and claims priority from, Japanese Patent Application No. 2022-200030, filed on Dec. 15, 2022. The contents of the application is incorporated herein by reference.
The present invention relates to a control system for a straddled electric vehicle and also relates to a straddled electric vehicle.
It has been conventionally disclosed that in a straddled electric vehicle including an electric motor as a drive source, a drive force of the electric motor is controlled through an operating member made in shape of a lever (see Publication of Japan Patent No. 6946549).
It has been demanded to enhance the operability of the operating member for controlling the drive force of the electric motor in the straddled electric vehicle.
It is an object of the present invention to provide a control system for a straddled electric vehicle, whereby an operating member for controlling a drive force of an electric motor can be enhanced in operability.
A control system for a straddled electric vehicle according to an aspect of the present invention is a control system for a straddled electric vehicle including an electric motor for driving a vehicle. The control system for a straddled electric vehicle includes a first operating member, a second operating member, a control device, and a load adjusting device. The first operating member is an operating member for controlling a drive force of the electric motor. The second operating member is an operating member for reducing either the drive force or a regenerative brake force of the electric motor. The control device controls the drive force of the electric motor in accordance with operating the first operating member and reduces either the drive force or the regenerative brake force of the electric motor in accordance with operating the second operating member. The load adjusting device makes an operating load acting on the second operating member vary in accordance with an amount of increasing either the drive force or the regenerative brake force of the electric motor based on an operating amount of the second operating member.
In the control system for a straddled electric vehicle according to the present aspect, the load adjusting device makes the operating load acting on the second operating member vary in accordance with the amount of reducing either the drive force or the regenerative brake force of the electric motor based on the operating amount of the second operating member. In other words, the operating load acting on the second operating member, corresponding to the operating amount of the second operating member, varies with the reduction amount of either the drive force or the regenerative brake force of the electric motor; hence, an operator is more likely to feel a sense of operating the second operating member than, for instance, a configuration that the operating load is constant. As a result, the second operating member can be enhanced in operability.
The second operating member may be operable in an operating range defined between a first position, corresponding to an initial position, and a second position located farthest from the first position. The operating range may include a progressive reduction range defined between the first position and the second position. The control device may gradually reduce either the drive force or the regenerative brake force of the electric motor with proximity of the second operating member to the second position in the progressive reduction range. The load adjusting device may gradually increase the operating load acting on the second operating member with proximity of the second operating member to the second position in the progressive reduction range. In this case, the reduction amount of either the drive force or the regenerative brake force of the electric motor increases with increase in operating load; hence, the second operating member is further enhanced in operability.
The operating range may include a blockage range defined between the progressive reduction range and the second position. The control device may block either the drive force or the regenerative brake force of the electric motor when the operating amount of the second operating member falls in the blockage range. The load adjusting device may adjust the operating load acting on the second operating member in the blockage range to be less than a maximum load acting on the second operating member in the progressive reduction range. In this case, the operator can feel a sense that the operating range of the second operating member has transitioned from the progressive reduction range to the blockage range; hence, the second operating member is further enhanced in operability.
The load adjusting device may gradually reduce the operating load acting on the second operating member with proximity of the second operating member to the second position in the blockage range. In this case, it is made easier for the operator to feel the sense that the operating range of the second operating member has transitioned from the progressive reduction range to the blockage range.
The operating range may further include a free play range defined between the first position and the progressive reduction range. The control device may not reduce either the drive force or the regenerative brake force of the electric motor when the operating amount of the second operating member falls in the free play range. In this case, the free play range can inhibit occurrence of erroneously operating the second operating member.
The load adjusting device may make the operating load acting on the second operating member vary such that an increase rate of the operating load acting on the second operating member becomes greater in the progressive reduction range than in the free play range. In this case, the operator can feel a sense that the second operating member has transitioned from the free play range to the blockage range; hence, the second operating member is further enhanced in operability.
The control system for a straddled electric vehicle may further include a steering device. The steering device may include a first handle grip, a second handle grip, and a brake lever. The first operating member may be disposed on the first handle grip. The second handle grip may be disposed on an opposite side of the first handle grip with reference to a center in a vehicle width direction. The brake lever may be is disposed directly in front of the second handle grip. The second operating member may be disposed on the brake lever. In this case, the operator can be inhibited from releasing the thumb of a hand operating the second operating member from leaving the second handle grip. In other words, while holding the second handle grip, the operator is enabled to put a first finger and a second finger different from the first finger on the brake lever and the second operating member, respectively. Besides, the operator is enabled to operate the second operating member together with the brake lever.
The second operating member may be an operating member made in shape of a lever. In this case, the second operating member can be enhanced in operability.
The control device may control the drive force of the electric motor to become greater in magnitude than a drive force set in accordance with an operating amount of the first operating member when the second operating member is operated from either the blockage range or the progressive reduction range to the first position at an operating speed of greater than or equal to a predetermined threshold while the first operating member is operated. In this case, when the second operating member is momentarily returned to the first position from the blockage range, for instance, a large drive force can be obtained momentarily; hence, a variety of traveling aspects can be realized for the straddled electric vehicle.
A straddled electric vehicle according to another aspect of the present invention includes an electric motor for driving a vehicle and the control system described above. Accordingly, it is made possible to provide the straddled electric vehicle including the control system described above.
Overall, according to the present invention, an operating member for controlling a drive force of an electric motor can be enhanced in operability in a control system for a straddled electric vehicle.
A control system for a straddled electric vehicle according to a preferred embodiment will be hereinafter explained with reference to drawings.
The straddled electric vehicle 1 includes a vehicle body frame 2, a steering device 3, a seat 4, a front wheel 5, a rear wheel 6, an electric motor 7, and a battery 8.
The vehicle body frame 2 includes a head pipe 11 and a main frame 12. The head pipe 11 is disposed in the middle of the vehicle in a vehicle width direction. The main frame 12 is connected to the head pipe 11. The main frame 12 extends rearward from the head pipe 11.
The steering device 3 is supported by the head pipe 11 so as to be turnable. The steering device 3 supports the front wheel 5 such that the front wheel 5 is made rotatable. As shown in
The steering shaft 13 is inserted into the head pipe 11. The front fork 14 is connected to the steering shaft 13 and supports the front wheel 5 such that the front wheel 5 is made rotatable.
The handlebar 15 extends in the vehicle width direction. The handlebar 15 is fixed to the steering shaft 13. The first handle grip 16 is disposed on the right of the center in the vehicle width direction. The second handle grip 17 is disposed on the opposite side of the first handle grip 16 with reference to the center in the vehicle width direction. In other words, the second handle grip 17 is disposed on the left of the center in the vehicle width direction.
The first brake lever 18 is disposed directly in front of the first handle grip 16. The first brake lever 18 is an operating member for controlling braking of the front wheel 5. The second brake lever 19 is disposed directly in front of the second handle grip 17. The second brake lever 19 is an operating member for controlling braking of the rear wheel 6.
The seat 4 is disposed directly behind the head pipe 11. The front wheel 5 is supported by the front fork 14 so as to be rotatable. The rear wheel 6 is supported by the main frame 12 through a swing arm so as to be rotatable. The rear wheel 6 is rotated by a drive force generated by the electric motor 7.
The electric motor 7 is attached to the vehicle body frame 2. The electric motor 7 is connected to the rear wheel 6 through, for instance, a power transmission path composed of a reducer, a chain, and so forth. The electric motor 7 is driven by electric power supplied thereto from the battery 8. The electric motor 7 is, for instance, a three-phase alternating current motor. The electric motor 7 functions as a power generator caused to generate electric power by a rotational force of the rear wheel 6 in deceleration of the vehicle.
The battery 8 is disposed directly above the electric motor 7. The battery 8 supplies the electric power to the electric motor 7.
The first operating member 21 is disposed on the first handle grip 16. The first operating member 21 is an operating member for controlling the drive force of the electric motor 7 (a torque outputted from the electric motor 7). The first operating member 21 is a throttle grip twistable with respect to the handlebar 15. The first operating member 21 is unitarily twistable with the first handle grip 16.
The second operating member 22 is an operating member for reducing either the drive force or a regenerative brake force of the electric motor 7. The second operating member 22 is an operating member made in shape of a lever. The second operating member 22 is disposed on the second brake lever 19. The second operating member 22 is disposed directly above the second brake lever 19. The second operating member 22 is supported to be pivotable by a pivot shaft 29 extending approximately in a vehicle up-and-down direction.
The second operating member 22 is operable in an operating range defined between a first position (depicted with solid line in
The free play range is a range defined between the first position and a progressive reduction position. The progressive reduction range is a range defined between the free play range and the blockage range. The blockage range is a range defined between the progressive reduction range and the second position. The operating amount of the second operating member 22 gradually increases with proximity of the second operating member 22 to the second position. The operating amount of the second operating member 22 corresponding to the progressive reduction range is greater than that corresponding to the free play range. The operating amount of the second operating member 22 corresponding to the blockage range is greater than that corresponding to the progressive reduction range.
The throttle position sensor 23 detects the operating amount (twisted position) of the first operating member 21 and outputs a signal to the control device 26 in accordance with the operating amount of the first operating member 21. The throttle position sensor 23 is, for instance, a potentiometer.
The lever position sensor 24 detects the operating amount (position) of the second operating member 22 and outputs a signal to the control device 26 in accordance with the operating amount of the second operating member 22. The lever position sensor 24 is, for instance, a potentiometer.
The vehicle speed sensor 25 detects the speed of the vehicle and outputs a signal to the control device 26 in accordance with the vehicle speed.
The control device 26 controls the drive force of the electric motor 7 in accordance with operating the first operating member 21. The control device 26 performs regenerative control for the electric motor 7 in deceleration of the vehicle. The control device 26 reduces either the drive force or the regenerative brake force of the electric motor 7 in accordance with operating the second operating member 22. The control device 26 controls the drive force of the electric motor 7 in accordance with the signal outputted from the throttle position sensor 23. The control device 26 reduces either the drive force or the regenerative brake force of the electric motor 7 in accordance with the signal outputted from the lever position sensor 24.
When the second operating member 22 is operated while the drive force of the electric motor 7 is controlled in accordance with operating the first operating member 21, the control device 26 reduces the drive force of the electric motor 7 in accordance with the operating amount of the second operating member 22.
When the second operating member 22 is operated while the vehicle decelerates by stopping operating the first operating member 21, the control device 26 reduces the regenerative brake force of the electric motor 7 in accordance with the operating amount of the second operating member 22.
The motor driving device 27 uses the electric power stored in the battery 8 so as to supply the electric motor 7 with electric power, the magnitude of which depends on a command value inputted thereto from the control device 26. The motor driving device 27 includes an inverter (not shown in the drawings). The motor driving device 27 converts direct current supplied thereto from the battery 8 into alternating current and supplies the alternating current to the electric motor 7. The motor driving device 27 causes the electric motor 7 to generate electric power in deceleration of the vehicle so as to supply the battery 8 and one or more other electric components with electric power, the magnitude of which depends on the command value inputted thereto from the control device 26. The motor driving device 27 includes a converter. In deceleration of the vehicle, the motor driving device 27 converts direct current obtained from the electric motor 7 into alternating current and supplies the alternating current to the battery 8 and the one or more other electric components.
The load adjusting device 28 makes the operating load acting on the second operating member 22 vary in accordance with an amount of reducing either the drive force or the regenerative brake force of the electric motor 7 based on the operating amount of the second operating member 22. It should be noted that in the following explanation, the operating load acting on the second operating member 22 will be simply referred to as the operating load. In the present preferred embodiment, the operating load corresponds to the sum of the urging force exerted by the torsion spring 30 and a moment of force exerted by the load adjusting device 28 on the second operating member 22.
As shown in
The load adjusting device 28 gradually increases the operating load with proximity of the second operating member 22 to the second position in the progressive reduction range. In other words, the load adjusting device 28 gradually increases the operating load with increase in the operating amount of the second operating member 22 in the progressive reduction range. As shown in
The load adjusting device 28 adjusts the operating load in the blockage range to be less than the maximum operating load in the progressive reduction range. In other words, the load adjusting device 28 reduces the operating load when the operating amount of the second operating member 22 exceeds the progressive reduction range. In the present preferred embodiment, the load adjusting device 28 gradually reduces the operating load acting on the second operating member 22 with proximity of the second operating member 22 to the second position in the blockage range.
The load adjusting device 28 includes an accommodation portion 31, a ball 32, a coil spring 33, and a cam 34. The accommodation portion 31, the ball 32, and the coil spring 33 are unitarily moved with the second operating member 22. The accommodation portion 31 is fixed to the second operating member 22. The ball 32 is accommodated in part in the accommodation portion 31. The ball 32 contacts with the cam 34. The coil spring 33 is accommodated in the accommodation portion 31. The coil spring 33 urges the ball 32 against the cam 34.
The cam 34 is configured such that a force, exerted by the cam 34 on the ball 32 to press the ball 32, varies in magnitude in accordance with pivoting of the second operating member 22. The force, exerted by the cam 34 on the ball 32 to press the ball 32, acts in a direction that the operating load acting on the second operating member 22 increases. When described in detail, the force, exerted by the cam 34 on the ball 32 to press the ball 32, acts as the moment of force by which the second operating member 22 is pivoted clockwise in
The cam 34 includes a first cam surface 34a and a second cam surface 34b. The first cam surface 34a is configured to gradually increase the operating load with proximity of the second operating member 22 from the first position to the blockage range. The second cam surface 34b is disposed in adjacent to the first cam surface 34a. The ball 32 contacts with the first cam surface 34a when the second operating member 22 is located in the free play range and the progressive reduction range. The ball 32 contacts with the second cam surface 34b when the second operating member 22 is located in the blockage range.
As shown in
As shown in
In the control system 10 according to the present aspect, the load adjusting device 28 makes the operating load acting on the second operating member 22 vary in accordance with the amount of reducing either the drive force or the regenerative brake force of the electric motor 7 based on the operating amount of the second operating member 22. In other words, the operating load acting on the second operating member 22, corresponding to the operating amount of the second operating member 22, varies with the reduction amount of either the drive force or the regenerative brake force of the electric motor 7; hence, the operator is more likely to feel a sense of operating the second operating member 22 than, for instance, a configuration that the operating load is constant. As a result, the second operating member 22 can be enhanced in operability.
The load adjusting device 28 adjusts the operating load in the blockage range to be less in magnitude than the maximum operating load in the progressive reduction range; hence, the operator can feel a sense that the operating range of the second operating member 22 has transitioned from the progressive reduction range to the blockage range.
The load adjusting device 28 makes the operating load vary such that the increase rate of the operating load becomes greater in the progressive reduction range than in the free play range; hence, the operator can feel a sense that the operating range of the second operating member 22 has transitioned from the free play range to the progressive reduction range.
The second operating member 22 is an operating member made in shape of a lever and is disposed on the second brake lever 19. Because of this, as shown in
One preferred embodiment of the present invention has been explained above. However, the present invention is not limited to the preferred embodiment described above, and a variety of changes can be made without departing from the gist of the present invention.
The first operating member 21 may be made in form of a lever, button, accelerator pedal, or so forth. The second operating member 22 may be made in form of a button, twistable grip, foot lever operable by either foot of the operator, or so forth.
The load adjusting device 28 may be changed in configuration. The cam 34 may be changed in positional arrangement and/or shape. The load adjusting device 28 may be configured to make the operating load acting on the second operating member 22 vary with an electric configuration.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2022-200030 | Dec 2022 | JP | national |
