Lean vehicle

Abstract

To prevent an excessive force from being applied to a lock mechanism even if a motor is operated when the lock mechanism is operated, in a lean vehicle including the motor for leaning a vehicle body and the lock mechanism for restricting the leaning of the vehicle body.SOLUTION: A lean vehicle 1 includes a lean motor 30 that leans a vehicle body frame 10 by driving a link mechanism 20. The lean motor 30 includes: a case 31 fixed to the vehicle body frame 10; a stator 32 fixed to the case 31; a rotor 33 rotatably supported by the case 31; a rotary shaft 34 that rotates together with the rotor 33; a deceleration mechanism 35 that decelerates and transmits the rotation of the rotary shaft 34; and an output shaft 36 connected to the deceleration mechanism 35 and the link mechanism 20. The lean vehicle 1 includes a lock mechanism 40 that prevents the body frame 10 from leaning, by restricting the rotation of the rotor 33.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a lean vehicle that has left and right wheels and leans when turning left and right. [Background technology]

[0002] Conventionally, a lean vehicle is known that includes a vehicle body that can be tilted with respect to the ground, left and right wheels, a link mechanism that connects the left and right wheels to the vehicle body, and a lock device that restricts the tilting of the vehicle body when parking. For example, JP 2015-37928 A discloses a tricycle that includes a front wheel, a left rear wheel, a right rear wheel, a link mechanism that supports the left and right rear wheels, and a swing lock device that stops the swinging of the rear part of the vehicle body when parking. This tricycle includes a balancer lever that is swingably attached to the vehicle body. The slide lock device includes a stopper that is fixed to the balancer lever and a lock pin operating mechanism that is fixed to the vehicle body and has a lock pin. The stopper is formed with a plurality of fitting portions. When the lock pin is fitted into the fitting portion, the swinging of the balancer lever is restricted. This prevents the rear part of the vehicle body from swinging when parking.

[0003] Also, as disclosed in, for example, JP 2023-51631 A, a lean vehicle equipped with a motor that tilts the vehicle body is known. In the lean vehicle disclosed in JP 2023-51631 A, the motor is connected to a link mechanism. The motor tilts the vehicle body by driving the link mechanism. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2015-37928 A [Patent Document 2] JP 2023-51631 A Summary of the Invention [Problem to be solved by the invention]

[0005] In a lean vehicle equipped with a motor for tilting the body, it is possible to provide a locking device that restricts the body from tilting when the vehicle is parked. In this case, if the motor is operated while the locking mechanism is in operation, excessive force may be applied to the locking mechanism.

[0006] An object of the present invention is to provide a lean vehicle that is equipped with a motor that tilts the vehicle body and a locking mechanism that restricts the tilting of the vehicle body, and in which excessive force is not applied to the locking mechanism even when the motor is operated when the locking mechanism is activated. [Means for solving the problem]

[0007] The lean vehicle disclosed herein includes a body frame having a head pipe, a left wheel disposed to the left of the head pipe, a right wheel disposed to the right of the head pipe, a link mechanism connecting the body frame with the left wheel and the right wheel, and a lean motor that tilts the body frame by driving the link mechanism. The lean motor includes a case fixed to the body frame and a stator fixed to the case. The lean motor includes a rotation mechanism having a rotor rotatably supported by the case, a rotation shaft fixed to the rotor and rotating together with the rotor, and a reduction mechanism that reduces the rotation of the rotation shaft and transmits it. The lean motor includes an output shaft connected to the reduction mechanism and the link mechanism. The lean vehicle includes a lock mechanism that prevents the body frame from tilting by restricting the rotation of the rotation mechanism.

[0008] In the lean vehicle, the rotational force of the lean motor is transmitted from the rotation mechanism to the link mechanism via the output shaft. Since the rotation mechanism is equipped with a speed reducing mechanism, the rotational force after reduction is transmitted to the output shaft. The torque of the output shaft is relatively large, but the torque of the rotation mechanism is relatively small. A locking mechanism that prevents the vehicle body frame from tilting is configured to restrict the rotation of the rotation mechanism. The locking mechanism restricts the rotation upstream of the output shaft in the transmission path of the rotational force. Therefore, when the lean motor is operated while the locking mechanism is operating, the force applied to the locking mechanism is smaller than when the locking mechanism restricts the rotation downstream of the rotation mechanism in the transmission path of the rotational force. Therefore, when the lean motor is operated while the locking mechanism is operating, it is possible to prevent excessive force from being applied to the locking mechanism.

[0009] The locking mechanism may be configured to restrict rotation of the rotor.

[0010] As a result, the locking mechanism can restrict the rotation of the rotation mechanism with a smaller force. The locking mechanism can prevent the body frame from tilting with a smaller force. Furthermore, if the lean motor is operated while the locking mechanism is operating, the force applied to the locking mechanism can be kept small.

[0011] The rotor may have a plurality of recesses recessed inward in the radial direction of the rotor and a plurality of protrusions protruding outward in the radial direction of the rotor. The recesses and the protrusions may be arranged alternately in the circumferential direction of the rotor. The locking mechanism may have a lock lever having a claw portion insertable into the recess of the rotor, and a first support shaft that supports the lock lever to be swingable on the case. The lock lever may be configured to swing between a locked position where the claw portion is inserted into the recess of the rotor and engages with the protrusions, and an unlocked position where the claw portion is separated from the recess of the rotor and does not engage with the protrusions.

[0012] A friction-type locking mechanism can be used as the locking mechanism. However, according to the above, the claw portion of the locking lever engages with the protrusion of the rotor to restrict rotation of the rotor. By using a dog-type locking mechanism in this way, it is possible to more reliably restrict rotation of the rotation mechanism. The locking mechanism can more reliably prevent the body frame from tilting.

[0013] The lock mechanism may include a first spring that biases the lock lever toward the unlocked position, and a wire that pulls the lock lever toward the locked position.

[0014] As a result, when the wire is pulled, the lock lever moves from the unlocked position to the locked position, and the rotation of the rotation mechanism is restricted. When the wire is not pulled, the lock lever moves to the unlocked position by the biasing force of the first spring, and the restriction on the rotation of the rotation mechanism is released. This makes it possible to prevent the rotation of the rotation mechanism from being restricted when the wire is not being operated. It is possible to prevent the rotation of the rotation mechanism from being unintentionally restricted. Therefore, it is possible to reduce the possibility of operating the lean motor with the lock mechanism locked.

[0015] The lock mechanism may have a cam lever that engages with the lock lever and a second support shaft that supports the cam lever on the case so as to be able to swing. A cam groove may be formed in one of the lock lever and the cam lever, and a slide pin that is slidably inserted into the cam groove may be provided in the other of the lock lever and the cam lever. The first spring may bias the cam lever in a first rotation direction about the second support shaft. The wire may be configured to apply a force to the cam lever in a second rotation direction that is opposite to the first rotation direction when the wire is pulled. The cam groove and the slide pin may be configured such that a distance from a center position of the first support shaft to a contact position between the cam groove and the slide pin decreases when the cam lever rotates in the first rotation direction, and increases when the cam lever rotates to the second rotation position.

[0016] Since the lock lever swings around the first support shaft, the farther the position where the force is applied from the cam lever to the lock lever (i.e., the contact position between the cam groove and the slide pin) is from the center of the first support shaft, the larger the torque that can be generated in the lock lever. According to the above, when the lock is released (i.e., when the claw portion of the lock lever is fitted into the recess of the rotor), the distance from the center position of the first support shaft to the contact position between the cam groove and the slide pin is relatively large. Therefore, the first spring can generate a relatively large torque in the direction of releasing the lock on the lock lever. Therefore, the lock can be released satisfactorily. On the other hand, when the lock mechanism is locked (i.e., when the claw portion of the lock lever is separated from the recess of the rotor), the distance from the center position of the first support shaft to the contact position between the cam groove and the slide pin is relatively small. Therefore, the lock lever cannot be rotated toward the locked position unless a relatively large tensile force is applied to the wire. Therefore, it is possible to more reliably prevent the rotation of the rotation mechanism from being unintentionally restricted.

[0017] The lock mechanism may include a second spring connected to the cam lever and biasing the cam lever in the second rotational direction.

[0018] When the locking mechanism is locked, the claw of the lock lever may not be inserted into the recess of the rotor and may ride up on the protrusion. In other words, so-called dog contact may occur. According to the above, when the claw of the lock lever rides up on the protrusion, the second spring is elastically deformed. Since the claw is only pressed against the protrusion by the elastic force of the second spring, it can slide on the protrusion as the rotor rotates and eventually fits into the recess. Therefore, even if dog contact occurs temporarily, the claw will later fit into the recess as the rotor rotates, allowing for good locking.

[0019] The locking mechanism is not limited to restricting the rotation of the rotor. The speed reducing mechanism may have a plurality of gears, and the locking mechanism may be configured to restrict the rotation of any one of the plurality of gears. Effect of the Invention

[0020] According to the present invention, a lean vehicle can be provided which is equipped with a motor that tilts the vehicle body and a locking mechanism that restricts the tilting of the vehicle body, and in which excessive force is not applied to the locking mechanism even when the motor is operated when the locking mechanism is activated. [Brief description of the drawings]

[0021] [Figure 1] FIG. 1 is a left side view of a lean vehicle according to one embodiment. [Diagram 2] FIG. 2 is a left side view of the main parts of the lean vehicle. [Diagram 3] FIG. 3 is a left side view of a portion of the front portion of the lean vehicle. [Figure 4] FIG. 4 is a front view of a portion of the front portion of a lean vehicle when it is upright. [Diagram 5] FIG. 5 is a front view of a portion of the front portion of the lean vehicle when it is tilted. [Figure 6] FIG. 6 is a plan view of a portion of the front portion of a lean vehicle. [Figure 7] FIG. 7 is a vertical cross-sectional view of a lean motor. [Figure 8] FIG. 8 is a cross-sectional view taken along line VIII-VIII in FIG. [Figure 9] FIG. 9 is a cross-sectional view taken along line IX-IX in FIG. [Figure 10] FIG. 10 is a front view of the locking mechanism. [Figure 11] FIG. 11 is a front view of the locking mechanism when the locking lever is in the locked position. [Figure 12] FIG. 12 is a front view of the locking mechanism when the lock lever is in the unlocked position. [Figure 13] FIG. 13 is a front view of the lock mechanism when the dog contact occurs. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] Hereinafter, an embodiment of a lean vehicle will be described with reference to the drawings. FIG. 1 is a left side view of a lean vehicle 1 according to this embodiment. FIG. 2 is a left side view of a main part of the lean vehicle 1. FIG. 3 is a left side view of a part of a front portion 1F of the lean vehicle 1. FIG. 4 is a front view of a part of the front portion 1F when the lean vehicle 1 is upright. FIG. 5 is a front view of a part of the front portion 1F when the lean vehicle 1 is tilted. FIG. 6 is a plan view of a part of the front portion 1F of the lean vehicle 1.

[0023] In the following description, unless otherwise specified, front, rear, left, right, top, and bottom refer to the front, rear, left, right, top, and bottom as seen by a hypothetical occupant sitting on the seat 5 when the lean vehicle 1, with no occupant and no luggage on board, is stopped in an upright position on a horizontal plane (note that the upright position referred to here means a position in which the body frame 10, described below, is upright). In the drawings, F, Rr, L, R, U, and D represent the front, rear, left, right, top, and bottom, respectively. The vehicle up-down direction coincides with the vertical direction. The vehicle fore-aft direction is perpendicular to the vehicle up-down direction. The vehicle left-right direction is perpendicular to the vehicle fore-aft direction and the vehicle up-down direction.

[0024] As shown in Fig. 1 and Fig. 2, the lean vehicle 1 includes a body frame 10, a link mechanism 20, a left front wheel 3L, a right front wheel 3R (see Fig. 4), a rear wheel 4, a power unit 2, a seat 5, and a storage box 48. The lean vehicle 1 is a three-wheeled vehicle including two front wheels 3L, 3R and one rear wheel 4. As shown in Fig. 3, the lean vehicle 1 includes a lean motor 30 that drives the link mechanism 20. Note that the lean motor 30 is not shown in Figs. 2, 4, 5, and 6.

[0025] As shown in Fig. 2, the body frame 10 has a head pipe 11, a down frame 12 extending rearward and downward from the head pipe 11, and a seat frame 13 extending rearward from the down frame 12. As shown in Fig. 4, a steering shaft 14 is rotatably supported by the head pipe 11. A handlebar 15 is fixed to the steering shaft 14.

[0026] As shown in FIG. 2, the power unit 2 is supported by the body frame 10 so as to be able to swing. The power unit 2 is connected to the rear wheels 4 so as to be able to transmit power. The power unit 2 generates driving force for traveling. The power unit 2 imparts power to the rear wheels 4. The power unit 2 may include an internal combustion engine or an electric motor. In this embodiment, the power unit 2 includes an internal combustion engine.

[0027] 1 and 2, the seat 5 is disposed behind the head pipe 11. The seat 5 is supported by a seat frame 13 of the body frame 10. Although not shown, a hinge is provided at the front end of the seat 5. The seat 5 is configured to be rotatable around the front end of the seat 5.

[0028] The storage box 48 is disposed below the seat 5. When the seat 5 is rotated forward, the upper part of the storage box 48 is opened, allowing items to be placed in and removed from the storage box 48. When the seat 5 is tilted backward, the upper part of the storage box 48 is covered by the seat 5. The storage box 48 is supported by the seat frame 13 of the vehicle body frame 10.

[0029] The lean-to vehicle 1 is equipped with left and right rear suspensions 50. The left rear suspension 50 is disposed to the left of the rear wheel 4, and the right rear suspension 50 is disposed to the right of the rear wheel 4.

[0030] 4, the link mechanism 20 is a parallel four-joint link type link mechanism. The link mechanism 20 is disposed above the left front wheel 3L and the right front wheel 3R. The link mechanism 20 has an upper arm 21, a lower arm 22, a left side member 23, and a right side member 24.

[0031] The upper arm 21 and the lower arm 22 extend to the left and right. The lower arm 22 is disposed below the upper arm 21. The upper arm 21 and the lower arm 22 are disposed in front of the head pipe 11 (see FIG. 2). The upper arm 21 is supported relative to the head pipe 11 so as to be rotatable about a first axis 21Cc extending in the vehicle front-rear direction. The lower arm 22 is supported relative to the head pipe 11 so as to be rotatable about a second axis 22Cc extending in the vehicle front-rear direction.

[0032] In this embodiment, as shown in FIG. 2, another lower arm 22B is disposed behind the head pipe 11. The lower arm 22B extends to the left and right. The lower arm 22B is disposed below the upper arm 21. Like the lower arm 22, the lower arm 22B is supported rotatably about a second axis 22Cc extending in the vehicle front-rear direction with respect to the head pipe 11. Note that another upper arm supported on the head pipe 11 rotatably about the first axis 21Cc may be disposed behind the head pipe 11. However, the other upper arm and the other lower arm 22B disposed behind the head pipe 11 are not necessarily required.

[0033] As shown in Fig. 4, the left side member 23 and the right side member 24 extend upward and downward. The left side member 23 is disposed to the left of the head pipe 11, and the right side member 24 is disposed to the right of the head pipe 11. The right side member 24 is disposed to the right of the left side member 23. The left side member 23 and the right side member 24 are disposed rearward of the upper arm 21 and the lower arm 22. The left side member 23 and the right side member 24 are disposed in front of the lower arm 22B. The left side member 23 and the right side member 24 are rotatably supported by the upper arm 21, the lower arm 22, and the lower arm 22B.

[0034] Specifically, the upper end of the left side member 23 is supported rotatably about a third axis 21Lc extending in the vehicle front-rear direction relative to the left end of the upper arm 21. The lower end of the left side member 23 is supported rotatably about a fourth axis 22Lc extending in the vehicle front-rear direction relative to the left end of the lower arm 22 and the left end of the lower arm 22B. The upper end of the right side member 24 is supported rotatably about a fifth axis 21Rc extending in the vehicle front-rear direction relative to the right end of the upper arm 21. The lower end of the right side member 24 is supported rotatably about a sixth axis 22Rc extending in the vehicle front-rear direction relative to the right end of the lower arm 22 and the right end of the lower arm 22B.

[0035] The lean vehicle 1 includes a left suspension 25L and a right suspension 25R as front suspensions. In this embodiment, the left suspension 25L and the right suspension 25R are telescopic suspensions. The upper end of the left suspension 25L and the upper end of the right suspension 25R are connected to the link mechanism 20. The lower end of the left suspension 25L is connected to the left front wheel 3L, and the lower end of the right suspension 25R is connected to the right front wheel 3R. In detail, the upper end of the left suspension 25L is connected to the lower end of the left side member 23 via the left bracket 26L. The upper end of the left suspension 25L is connected to the left side member 23 so as to be rotatable in the left-right direction of the body frame 10. The upper end of the right suspension 25R is connected to the lower end of the right side member 24 via the right bracket 26R. The upper end of the right suspension 25R is connected to the right side member 24 so as to be rotatable in the left-right direction of the body frame 10.

[0036] A center plate 27C is fixed to the lower end of the steering shaft 14. As shown in FIG. 6, the center plate 27C extends forward from the steering shaft 14. A left plate 27L is fixed to the left bracket 26L. A right plate 27R is fixed to the right bracket 26R. The left plate 27L, the center plate 27C, and the right plate 27R are connected to a tie rod 28 so as to be rotatable left and right. The steering shaft 14 is connected to the left side member 23 and the right side member 24 via the center plate 27C, the tie rod 28, the left plate 27L, and the right plate 27R.

[0037] As described above, the lean vehicle 1 includes the lean motor 30 (see FIG. 3). The lean motor 30 tilts or stands the body frame 10 upright by driving the link mechanism 20. The lean motor 30 can adjust the rotation angles of the upper arm 21 and the lower arm 22 relative to the body frame 10. This allows the roll angle of the body frame 10 to be controlled. The lean motor 30 is configured to apply torque to at least one of the upper arm 21 and the lower arm 22. The lean motor 30 is connected to at least one of the upper arm 21 and the lower arm 22 and the body frame 10. In this embodiment, the lean motor 30 is connected to the upper arm 21 and the head pipe 11.

[0038] Fig. 7 is a vertical cross-sectional view of the lean motor 30. Fig. 8 is a cross-sectional view taken along line VIII-VIII in Fig. 7. Fig. 9 is a cross-sectional view taken along line IX-IX in Fig. 7. Next, the configuration of the lean motor 30 will be described.

[0039] As shown in FIG. 7, the lean motor 30 includes a case 31 fixed to the vehicle body frame 10, a stator 32 fixed to the case 31, a rotor 33 rotatably supported by the case 31, a rotating shaft 34 fixed to the rotor 33, a speed reduction mechanism 35 that reduces the rotation of the rotating shaft 34 and transmits it, and an output shaft 36 connected to the speed reduction mechanism 35. The rotor 33 can rotate in both directions. The rotating shaft 34 rotates together with the rotor 33. The rotor 33, the rotating shaft 34, and the speed reduction mechanism 35 constitute a rotation mechanism 39 that performs rotational motion. The output shaft 36 is a shaft that outputs the torque of the lean motor 30, and is connected to the link mechanism 20. The output shaft 36 is connected to, for example, the upper arm 21.

[0040] The speed reduction mechanism 35 is made up of a plurality of gears. Here, the speed reduction mechanism 35 has a first gear 71, a second gear 72, a third gear 73, a fourth gear 74, a fifth gear 75, and a sixth gear 76.

[0041] The first gear 71 is formed on the rotating shaft 34. The first gear 71 is provided on the rotating shaft 34.

[0042] The second gear 72 is rotatably supported by a shaft 81 fixed to the case 31. The second gear 72 meshes with the first gear 71. The radius of the second gear 72 is larger than the radius of the first gear 71 (see FIG. 9).

[0043] The third gear 73 is rotatably supported by a shaft 81. The third gear 73 and the second gear 72 are arranged coaxially. The third gear 73 rotates together with the second gear 72. The radius of the third gear 73 is smaller than the radius of the second gear 72 (see FIG. 9).

[0044] The fourth gear 74 is fixed to a shaft 82 that is rotatably supported by the case 31. The fourth gear 74 meshes with the third gear 73. The radius of the fourth gear 74 is larger than the radius of the third gear 73 (see FIG. 9).

[0045] The fifth gear 75 is formed on a shaft 82. The fifth gear 75 is provided on the shaft 82. The fifth gear 75 and the fourth gear 74 are arranged coaxially. The fifth gear 75 rotates together with the fourth gear 74. The radius of the fifth gear 75 is smaller than the radius of the fourth gear 74 (see FIG. 9).

[0046] The sixth gear 76 is formed on the output shaft 36. The sixth gear 76 is provided on the output shaft 36. The sixth gear 76 meshes with the fifth gear 75. The radius of the sixth gear 76 is larger than the radius of the fifth gear 75 (see FIG. 9).

[0047] In this specification, the radius of the gear refers to the distance from the rotation center of the gear to the tip of the gear tooth. Here, as shown in Fig. 9, the first to fifth gears 71 to 75 are substantially circular gears, and the sixth gear 76 is a substantially arc-shaped gear, but the shape of the gears is not particularly limited.

[0048] The reduction mechanism 35 reduces the rotation of the rotating shaft 34 to the output shaft 36 and transmits it to the output shaft 36. Here, the reduction mechanism 35 reduces the rotation of the rotating shaft 34 in six stages and transmits it to the output shaft 36. The rotation speed decreases in the order of the first gear 71, the second gear 72, the third gear 73, the fourth gear 74, the fifth gear 75, and the sixth gear 76. The rotation torque increases in the order of the first gear 71, the second gear 72, the third gear 73, the fourth gear 74, the fifth gear 75, and the sixth gear 76.

[0049] As described above, since the lean vehicle 1 is equipped with the lean motor 30, the roll angle can be controlled when the lean vehicle 1 is traveling and when the lean vehicle 1 is stopped. The lean vehicle 1 can execute, for example, the following autonomous control.

[0050] The self-supporting control is a control for maintaining the body frame 10 in an upright state when the lean vehicle 1 is stopped, for example, at a traffic light. For example, when the lean vehicle 1 is stopped and an occupant puts weight to the left, a force is applied to the body frame 10 to tilt it to the left. As a result, the body frame 10 tilts to the left (see FIG. 5). Although not shown, the lean vehicle 1 is equipped with an IMU as a sensor for detecting the tilt of the body frame 10, and a control device that receives a signal from the IMU and controls the lean motor 30. During the execution of the self-supporting control, when the control device detects the tilt of the body frame 10, it controls the lean motor 30 to eliminate the tilt. More specifically, the control device controls the lean motor 30 so that the roll angle of the body frame 10 becomes zero.

[0051] The lean vehicle 1 also includes a lock mechanism 40 that prevents the body frame 10 from tilting by restricting the rotation of the rotation mechanism 39. The lock mechanism 40 prevents the body frame 10 from tilting, allowing the lean vehicle 1 to stand on its own without the above-mentioned self-support control. The lean vehicle 1 can be maintained in an upright position without the occupant having to place their feet on the ground even if the lean motor 30 is not driven when the vehicle is stopped. The lock mechanism 40 prevents the body frame 10 from tilting, allowing the lean vehicle 1 to be parked in an upright position. Note that "stopped" here means that the lean vehicle 1 is stopped with the main power supply of the lean vehicle 1 turned on. "Parked" means that the lean vehicle 1 is stopped with the main power supply turned off. Next, the configuration of the lock mechanism 40 will be described.

[0052] In this embodiment, the lock mechanism 40 is configured to restrict the rotation of the rotor 33. As shown in Fig. 10, the lock mechanism 40 has a lock lever 41, a first support shaft 51 that supports the lock lever 41 swingably with respect to the case 31, a cam lever 42 that engages with the lock lever 41, a second support shaft 52 that supports the cam lever 42 swingably with respect to the case 31, a first spring 61, a second spring 62, and a wire 60.

[0053] 8, the rotor 33 has a plurality of recesses 33a recessed radially inward of the rotor 33 and a plurality of protrusions 33b protruding radially outward of the rotor 33. The recesses 33a and the protrusions 33b are alternately arranged in the circumferential direction of the rotor 33.

[0054] As shown in FIG. 10, the lock lever 41 has a claw portion 41a that can be inserted into the recessed portion 33a of the rotor 33. The lock lever 41 is supported by a first support shaft 51 so as to be swingable between a locked position (see FIG. 11) and an unlocked position (see FIG. 12). As shown in FIG. 11, the locked position is a position where the claw portion 41a is inserted into the recessed portion 33a of the rotor 33 and the claw portion 41a engages with the protruding portion 33b in the circumferential direction. The engagement of the claw portion 41a with the protruding portion 33b restricts the rotation of the rotor 33. As shown in FIG. 12, the unlocked position is a position where the claw portion 41a is separated from the recessed portion 33a of the rotor 33 and the claw portion 41a does not engage with the protruding portion 33b. When the lock lever 41 is in the unlocked position, the rotor 33 is rotatable.

[0055] A cam groove 41b is formed in the lock lever 41. A slide pin 42b slidably inserted into the cam groove 41b is provided in the cam lever 42. The slide pin 42b engages with the cam groove 41b, thereby connecting the lock lever 41 and the cam lever 42.

[0056] The first spring 61 is a spring that biases the lock lever 41 toward the unlocked position. The type of the first spring 61 is not particularly limited, but here it is a coil spring. One end 61a of the first spring 61 is engaged with the case 31. The other end 61b of the first spring 61 is engaged with the cam lever 42. The first spring 61 biases the cam lever 42 in the first rotation direction A1 around the second support shaft 52. The first spring 61 indirectly biases the lock lever 41 toward the unlocked position via the cam lever 42. However, the first spring 61 may directly bias the lock lever 41.

[0057] The second spring 62 is a spring that biases the cam lever 42 in the second rotation direction A2. The type of the second spring 62 is not particularly limited, but here it is a torsion spring. The second spring 62 is fitted into the second support shaft 52. One end 62a of the second spring 62 is engaged with a locking member 31A fixed to the case 31. One end 62a of the second spring 62 is fixed to the case 31 via the locking member 31A. The other end 62b of the second spring 62 is engaged with the cam lever 42. Here, a hole 42a is formed in the cam lever 42. The other end 62b of the second spring 62 is engaged with the edge of the hole 42a.

[0058] A connecting lever 43 is fixed to the cam lever 42. The connecting lever 43 is supported to be able to swing on a second support shaft 52. The connecting lever 43 swings around the second support shaft 52 together with the cam lever 42. A connecting lever 44 is connected to the connecting lever 43. The connecting lever 43 and the connecting lever 44 are connected by a connecting shaft 45. The connecting lever 44 is rotatable relative to the connecting lever 43.

[0059] One end of the wire 60 is connected to the connecting lever 44. The pulling force of the wire 60 is transmitted to the lock lever 41 via the connecting lever 44, the connecting lever 43, and the cam lever 42. When the wire 60 is not pulled, the lock lever 41 is held in the unlocked position by the biasing force of the first spring 61 (see FIG. 12). When the wire 60 is pulled, the connecting lever 44 moves upward in FIG. 12, and the connecting lever 43 and the cam lever 42 rotate in the second rotation direction A2 (see FIG. 11). Note that the second rotation direction A2 is the opposite direction to the first rotation direction A1. In this way, the wire 60 is configured to apply a force in the second rotation direction A2 to the cam lever 42 when pulled. When the cam lever 42 rotates in the second rotation direction A2, the slide pin 42b moves downward in FIG. 12 within the cam groove 41b, and the lock lever 41 rotates around the first support shaft 51 toward the locked position (see FIG. 11). The wire 60 is configured to pull the lock lever 41 toward the locked position via the connecting lever 44, the connecting lever 43, and the cam lever 42. In this embodiment, the wire 60 is configured to indirectly pull the lock lever 41 toward the locked position. However, the wire 60 may be configured to directly pull the lock lever 41 toward the locked position.

[0060] The wire 60 may be operated manually or automatically. Although not shown in the figures, the other end of the wire 60 is connected to a lock operation device. The lock operation device may be a lever that is manually operated by the rider. The lock operation device may also be a device that pulls the wire 60 with an actuator such as a motor or a solenoid. Hereinafter, the state in which the wire 60 is pulled by the lock operation device will be referred to as "the wire 60 is operated." The state in which the wire 60 is not pulled by the lock operation device will be referred to as "the operation of the wire 60 is released."

[0061] As described above, when the wire 60 is operated, the cam lever 42 rotates in the second rotation direction A2, and the slide pin 42b moves downward in FIG. 12 within the cam groove 41b. On the other hand, when the operation of the wire 60 is released, the lock lever 41 moves from the locked position to the unlocked position due to the biasing force of the first spring 61. At this time, the slide pin 42b moves upward in FIG. 11 within the cam groove 41b. The lock lever 41 rotates around the first support shaft 51 toward the unlocked position. In this way, the cam groove 41b and the slide pin 42b are configured such that the distance from the center position of the first support shaft 51 to the contact position between the cam groove 41b and the slide pin 42b decreases when the cam lever 42 rotates in the first rotation direction A1, and increases when the cam lever 42 rotates in the second rotation direction A2.

[0062] The above is the configuration of the lock mechanism 40. In this way, the lock mechanism 40 restricts the rotation of the rotor 33 by inserting the claw portion 41a of the lock lever 41 into the recessed portion 33a of the rotor 33 and engaging the claw portion 41a with the protruding portion 33b. The lock mechanism 40 is a so-called dog-type lock mechanism. The dog-type lock mechanism tends to be able to restrict the rotation more reliably with a smaller force than the friction-type lock mechanism. On the other hand, the dog-type lock mechanism may cause a so-called dog contact. More specifically, when the lock lever 41 moves from the unlock position to the lock position, depending on the rotational position of the rotor 33, the claw portion 41a of the lock lever 41 may not fit into the recessed portion 33a of the rotor 33 and may be pressed against the outer circumferential surface of the protruding portion 33b with a relatively large force (see FIG. 13). In this case, the wire 60 cannot be pulled to a predetermined specified position. Furthermore, the rotation of the rotor 33 may stop due to friction between the claw portion 41a and the protrusion 33b without the claw portion 41a of the lock lever 41 fitting into the recess 33a of the rotor 33. In other words, the rotation of the rotor 33 is unstably restricted without completing the operation of the wire 60.

[0063] However, the lock mechanism 40 according to this embodiment has a second spring 62. As shown in FIG. 13, even if the claw portion 41a of the lock lever 41 abuts against the outer peripheral surface of the convex portion 33b of the rotor 33 when the wire 60 is operated, the second spring 62 twists, so that the wire 60 can be pulled to a specified position. Even if a dog-contact occurs, the operation of the wire 60 can be completed. In addition, when a dog-contact occurs, the force pressing the claw portion 41a of the lock lever 41 against the outer peripheral surface of the convex portion 33b of the rotor 33 is the elastic force of the second spring 62. The force pressing the claw portion 41a against the outer peripheral surface of the convex portion 33b is relatively small. Therefore, even if a dog-contact occurs, the rotor 33 can rotate. As the rotor 33 rotates, the claw portion 41a slides on the outer peripheral surface of the convex portion 33b and eventually fits into the concave portion 33a. Therefore, the rotation of the rotor 33 can be stably restricted.

[0064] As described above, the lean vehicle 1 according to this embodiment is provided with the lock mechanism 40 that prevents the body frame 10 from tilting. Therefore, when the lean motor 30 is stopped, the body frame 10 can be kept upright.

[0065] Incidentally, when the lean motor 30 operates while the lock mechanism 40 is operating, the driving force of the lean motor 30 is transmitted to the lock mechanism 40. At this time, it is desirable that an excessive force is not applied to the lock mechanism 40. In the lean vehicle 1 according to this embodiment, the rotational force of the lean motor 30 is transmitted from the rotation mechanism 39 (see FIG. 7) to the link mechanism 20 via the output shaft 36. Since the rotation mechanism 39 includes the reduction mechanism 35, the rotational force after reduction is transmitted to the output shaft 36. The torque of the output shaft 36 is relatively large, but the torque of the rotation mechanism 39 is relatively small. In this embodiment, the lock mechanism 40 is configured to restrict the rotation of the rotation mechanism 39. The lock mechanism 40 restricts the rotation upstream of the output shaft 36 in the transmission path of the rotational force. Therefore, the lock mechanism 40 can prevent the body frame 10 from tilting with a relatively small force. Furthermore, if the lean motor 30 is actuated while the lock mechanism 40 is in operation, the force applied to the lock mechanism 40 is smaller than when the lock mechanism 40 restricts rotation downstream of the rotation mechanism 39 in the rotational force transmission path. Therefore, if the lean motor 30 is actuated while the lock mechanism 40 is in operation, it is possible to prevent excessive force from being applied to the lock mechanism 40.

[0066] The member whose rotation is restricted by the lock mechanism 40 may be any rotating member of the rotation mechanism 39. However, in this embodiment, the lock mechanism 40 is configured to restrict the rotation of the rotor 33. The rotation mechanism 39 is configured to transmit a rotational force while gradually decreasing the rotation speed. The rotor 33 is a rotating member located at the most upstream side of the transmission path of the rotational force of the rotation mechanism 39. The rotor 33 is a rotating member of the rotation mechanism 39 having the highest rotation speed. Therefore, according to this embodiment, the lock mechanism 40 can restrict the rotation of the rotation mechanism 39 with a smaller force. The lock mechanism 40 can prevent the body frame 10 from tilting with a smaller force. In addition, when the lean motor 30 is operated while the lock mechanism 40 is operating, the force applied to the lock mechanism 40 can be suppressed to a smaller value.

[0067] A friction-type locking mechanism can be used as the locking mechanism 40. However, according to this embodiment, the locking mechanism 40 is a dog-type locking mechanism. The locking mechanism 40 restricts the rotation of the rotor 33 by engaging the claw portion 41a of the locking lever 41 with the protrusion 33b of the rotor 33 in the circumferential direction. Therefore, the locking mechanism 40 can restrict the rotation of the rotation mechanism 39 more stably and reliably. The locking mechanism 40 can prevent the body frame 10 from tilting more stably and reliably.

[0068] The lock mechanism 40 according to this embodiment has a first spring 61 that biases the lock lever 41 toward the unlocked position, and a wire 60 that pulls the lock lever 41 toward the locked position. When the wire 60 is pulled, the lock lever 41 moves from the unlocked position to the locked position, and the rotation of the rotation mechanism 39 is restricted. When the wire 60 is not pulled, the lock lever 41 moves to the unlocked position by the biasing force of the first spring 61, and the restriction on the rotation of the rotation mechanism 39 is released. This makes it possible to prevent the rotation of the rotation mechanism 39 from being restricted when the wire 60 is not being operated. It is possible to prevent the rotation of the rotation mechanism 39 from being unintentionally restricted. According to this embodiment, it is possible to reduce the possibility that the lock mechanism 40 is unintentionally operated while the lean motor 30 is operating.

[0069] In the lock mechanism 40 according to this embodiment, the lock lever 41 is connected to the cam lever 42 via the cam groove 41b and the slide pin 42b. Since the lock lever 41 swings around the first support shaft 51, the farther the position where the force is applied from the cam lever 42 to the lock lever 41 (i.e., the contact position between the cam groove 41b and the slide pin 42b) is from the center of the first support shaft 51, the larger the torque that can be generated in the lock lever 41. The cam groove 41b and the slide pin 42b are configured so that the distance from the center position of the first support shaft 51 to the contact position between the cam groove 41b and the slide pin 42b decreases when the cam lever 42 rotates in the first rotation direction A1 and increases when the cam lever 42 rotates in the second rotation direction A2. As shown in FIG. 11, when the lock mechanism 40 is to be unlocked (i.e., when the claw portion 41a of the lock lever 41 is fitted into the recessed portion 33a of the rotor 33), the distance from the center position of the first support shaft 51 to the contact position between the cam groove 41b and the slide pin 42b is relatively large. Therefore, the first spring 61 can generate a relatively large torque in the direction of unlocking the lock lever 41. Therefore, the lock can be released satisfactorily. As shown in FIG. 12, when the lock mechanism 40 is to be locked (i.e., when the claw portion 41a of the lock lever 41 is separated from the recessed portion 33a of the rotor 33), the distance from the center position of the first support shaft 51 to the contact position between the cam groove 41b and the slide pin 42b is relatively small. Therefore, the lock lever 41 cannot be rotated toward the locked position unless a relatively large tensile force is applied to the wire 60. Therefore, it is possible to more reliably prevent the rotation of the rotation mechanism 39 from being unintentionally restricted.

[0070] The lock mechanism 40 according to this embodiment has a second spring 62 connected to the cam lever 42 and biasing the cam lever 42 in the second rotation direction A2. When the lock lever 41 moves toward the lock position, if the claw portion 41a does not fit into the recessed portion 33a of the rotor 33 and abuts against the outer circumferential surface of the protruding portion 33b, the second spring 62 is elastically deformed (see FIG. 13). At this time, since the claw portion 41a is merely pressed against the protruding portion 33b by the elastic force of the second spring 62, the claw portion 41a can slide on the protruding portion 33b as the rotor 33 rotates, and eventually fits into the recessed portion 33a. Therefore, even if a dog contact occurs temporarily, the claw portion 41a fits into the recessed portion 33a as the rotor 33 rotates, and the rotation of the rotor 33 can be well regulated.

[0071] The above describes one embodiment of the lean vehicle 1. However, the above embodiment is merely an example, and various other embodiments are possible. Next, examples of other embodiments will be briefly described.

[0072] As described above, the member whose rotation is restricted by the locking mechanism 40 may be any rotating member of the rotation mechanism 39. For example, the locking mechanism 40 may be configured to restrict the rotation of the rotating shaft 34. The locking mechanism 40 may be configured to restrict the rotation of the reduction gear mechanism 35. The locking mechanism 40 may be configured to restrict the rotation of the first gear 71, the second gear 72, the third gear 73, the fourth gear 74, the fifth gear 75, or the sixth gear 76.

[0073] In the above embodiment, the lean vehicle 1 has a left front wheel 3L, a right front wheel 3R, and rear wheels 4, and the link mechanism 20 is disposed at the front of the vehicle (see FIG. 2). However, the lean vehicle may have front wheels, a left rear wheel, and a right rear wheel, and the link mechanism may be disposed at the rear of the vehicle. The "left wheel" and the "right wheel" are not limited to the left front wheel 3L and the right front wheel 3R, but may also be the left rear wheel and the right rear wheel.

[0074] The "speed reduction mechanism" is not limited to a mechanism composed of multiple gears. The "speed reduction mechanism" may be, for example, a mechanism having a belt and a pulley.

[0075] The "locking mechanism" may be any mechanism that restricts the rotation of the rotating mechanism 39, and does not necessarily have to be a dog-type locking mechanism. The "locking mechanism" may be a friction-type locking mechanism that restricts the rotation of the rotating member by pressing a friction member against the rotating member. The "locking mechanism" may include a friction plate. The "locking mechanism" may be configured to restrict the rotation of the rotating member by inserting a pin into a hole. The "locking mechanism" may be an electric or magnetic locking mechanism.

[0076] In the above embodiment, the "cam groove" is cam groove 41b formed in lock lever 41, and the "slide pin" is slide pin 42b provided in cam lever 42. However, the "cam groove" may be formed in cam lever 42, and the "slide pin" may be provided in lock lever 41. [Explanation of symbols]

[0077] 1...lean vehicle, 3L...left front wheel (left wheel), 3R...right front wheel (right wheel), 10...vehicle frame, 11...head pipe, 20...link mechanism, 30...lean motor, 31...case, 32...stator, 33...rotor, 33a...recess, 33b...projection, 34...rotating shaft, 35...reduction mechanism, 36...output shaft, 39...rotating mechanism, 40...lock mechanism, 41...lock lever, 41a...claw portion, 41b...cam groove, 42...cam lever, 42b...slide pin, 51...first support shaft, 52...second support shaft, 60...wire, 61...first spring, 62...second spring, 71...first gear, 72...second gear, 73...third gear, 74...fourth gear, 75...fifth gear, 76...sixth gear, A1...first rotation direction, A2...second rotation direction

Claims

1. a body frame having a head pipe; A left wheel disposed to the left of the head pipe; A right wheel disposed to the right of the head pipe; a link mechanism connecting the body frame to the left wheel and the right wheel; a lean motor that drives the link mechanism to tilt the body frame, The lean motor is A case fixed to the vehicle body frame; A stator fixed to the case; a rotation mechanism including a rotor rotatably supported by the case, a rotation shaft fixed to the rotor and rotating together with the rotor, and a reduction mechanism that reduces the speed of rotation of the rotation shaft and transmits it; an output shaft connected to the reduction mechanism and the link mechanism, A lean vehicle comprising a lock mechanism that prevents the body frame from tilting by restricting rotation of the rotation mechanism.

2. The lean vehicle according to claim 1 , wherein the locking mechanism is configured to restrict rotation of the rotor.

3. The rotor has a plurality of recesses recessed inward in a radial direction of the rotor and a plurality of protrusions protruding outward in the radial direction of the rotor, The recessed portions and the protruding portions are alternately arranged in a circumferential direction of the rotor, the lock mechanism includes a lock lever having a claw portion that can be inserted into the recess of the rotor, and a first support shaft that supports the lock lever on the case so that the lock lever can swing; 3. The lean vehicle according to claim 2, wherein the lock lever is configured to swing between a locked position in which the claw portion is inserted into the recess of the rotor and engages with the protrusion, and an unlocked position in which the claw portion is separated from the recess of the rotor and does not engage with the protrusion.

4. 4. The lean vehicle according to claim 3, wherein the lock mechanism includes a first spring that biases the lock lever toward the unlocked position, and a wire that pulls the lock lever toward the locked position.

5. the lock mechanism includes a cam lever that engages with the lock lever, and a second support shaft that supports the cam lever on the case so as to be able to swing; a cam groove is formed in one of the lock lever and the cam lever, and a slide pin is provided in the other of the lock lever and the cam lever and is slidably inserted into the cam groove; the first spring biases the cam lever in a first rotation direction about the second support shaft, the wire is configured to apply a force to the cam lever in a second rotational direction that is opposite to the first rotational direction when the wire is pulled; 5. The lean vehicle of claim 4, wherein the cam groove and the slide pin are configured such that a distance from a center position of the first support shaft to a contact position between the cam groove and the slide pin decreases when the cam lever rotates in the first rotational direction and increases when the cam lever rotates to the second rotational position.

6. 6. The lean vehicle according to claim 5, wherein the lock mechanism includes a second spring connected to the cam lever and biasing the cam lever in the second rotational direction.

7. The reduction mechanism has a plurality of gears, The lean vehicle according to claim 1 , wherein the lock mechanism is configured to restrict rotation of any one of the plurality of gears.

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