Lean vehicle

Abstract

To provide a lean vehicle capable of achieving both provision of a drive characteristic which meticulously addresses a travel environment in a case where a rider wants to actively manipulate the vehicle and the rider's request, and provision of a drive characteristic which is analogous to the rider's request with a manipulation quantity suppressed in a case where the rider wants to abbreviate manipulations.SOLUTION: A controller selects an engine mode, with which any of mutually different output control characteristics is associated, according to a manipulation performed on a mode transition operation unit. In a manual gearshift condition, the controller selects an engine mode from among plural selectable MT engine mode options according to a manipulation performed on the mode transition operation unit. In an automatic gearshift condition where a gearshift level is incremented or decremented according to a travel condition, an engine mode is selected from among plural AT engine mode options, which are intended to make a transition to an arbitrary option out of the plural AT engine mode options by performing a smaller number of manipulations than in the MT engine modes, according to a manipulation performed on the mode transition operation unit.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to lean vehicles. [Background technology]

[0002] For example, Patent Document 1 shows a saddle-type vehicle equipped with an electric stepped transmission as an example of a lean vehicle. This vehicle is equipped with a clutch actuator and a shift actuator. The clutch actuator and the shift actuator are operated to change the gear stage in response to a gear-shift command issued by the rider operating a shift-up switch or a shift-down switch. Patent Document 1 also describes that the control device may output a gear-shift command by detecting the rotation speed of the engine. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-035066 A Summary of the Invention [Problem to be solved by the invention]

[0004] The object of the present invention is to provide a lean vehicle that can simultaneously provide driving characteristics that correspond in detail to the riding environment and the rider's requirements when the rider requests active operation, and provide driving characteristics that are close to the rider's requirements while suppressing the amount of operation when the rider requests the elimination of operation. [Means for solving the problem]

[0005] The present inventors have examined switching of drive characteristics in both cases where the rider desires active operation and where the rider desires the omission of operation.

[0006] A lean vehicle turns in a lean position, leaning to the left when turning left and leaning to the right when turning right. A lean vehicle turns in a position leaning toward the center of a curve to counter the centrifugal force applied when turning a curve. The behavior of a lean vehicle is controlled by active operation of the rider, such as weight shifting. The behavior of a lean vehicle, including the lean position, is also affected by the engine output or the gear. A rider of a lean vehicle can control the behavior of the vehicle to correspond to the environment in which the vehicle is traveling and the rider's demands for traveling by more active operation than, for example, a driver of an automobile.

[0007] A rider who drives a lean vehicle equipped with a stepped transmission in which the gears are automatically changed according to the engine speed can omit the operation for shifting (hereinafter referred to as an automatic shifting state or AT state). Therefore, the rider can enjoy a reduction in the operation required for driving a lean vehicle. Alternatively, the rider can pay more attention to operations other than shifting.

[0008] Conversely, the rider may wish to change the gear position by active shifting operation to suit the riding environment and riding requirements in detail (hereinafter referred to as manual shifting state or MT state). Furthermore, the rider may wish to change the engine control characteristics of the lean vehicle according to the riding environment, such as wet, dry, or dirt road surface, and the riding requirements of the rider. In other words, it may be desired that the lean vehicle change the engine control characteristics according to the riding environment and the riding requirements of the rider. It may also be desired that the lean vehicle be able to selectively switch between an automatic shifting state according to the engine speed and a state requiring active shifting operation by the rider.

[0009] As described above, in a lean vehicle that is controlled with active operation by the rider, even in an automatic shifting state in which shifting operations by the rider can be omitted, it may be desirable to switch the engine control characteristics in accordance with the driving environment and driving requirements. However, when automatic shifting is selected in a lean vehicle, it is often the case that the rider wants to control the behavior of the lean vehicle with fewer operations or wants to pay more attention to operations other than shifting. In such cases, fewer operations are also desirable for switching the engine control characteristics.

[0010] Based on the above-mentioned knowledge about the operations unique to lean vehicles, the inventor further studied how to simultaneously provide driving characteristics that correspond in detail to the riding environment and the rider's requests when the rider requests active operation, and provide driving characteristics that are close to the rider's requests when the rider requests the elimination of operation.

[0011] In this study, the inventors have considered a configuration in which, in the manual shifting state, an engine mode is selected from a plurality of selectable MT engine mode options in response to the operation of a mode transition operation unit. The inventors have also considered a configuration in which, in the automatic shifting state, a plurality of AT engine mode options are provided so that a transition to any engine mode can be made with fewer operations than in the manual shifting state. This allows the lean vehicle to switch gears in a manual shifting state in which a shifting operation is required, and to run with engine control characteristics that correspond in detail to the rider's requests. In the automatic shifting state in which a shifting operation can be omitted, the lean vehicle can select control characteristics that are close to the rider's requests while suppressing the amount of operation. Therefore, it is possible to provide driving characteristics that correspond in detail to the riding environment and the rider's requests when the rider requests active operation, and to provide driving characteristics that are close to the rider's requests while suppressing the amount of operation when the rider requests omission of operation. The present invention has been completed based on the above findings.

[0012] In order to achieve the above object, according to one aspect of the present invention, a lean vehicle has the following configuration.

[0013] (1) A lean vehicle comprising: a vehicle body; an engine provided in the vehicle body; a stepped transmission having a plurality of selectable gears and changing a rotational speed output from the engine in accordance with a selected gear; a gear change actuator for causing the stepped transmission to change the gear; a gear change operation unit provided in the vehicle body and receiving an operation for selecting a gear; a state change operation unit provided in the vehicle body and receiving an operation for changing a gear state; and a control device for changing a gear state of the lean vehicle between an automatic gear change state and a manual gear change state in accordance with an operation of the state change operation unit, and in the automatic gear change state, causing the gear change actuator to increase and decrease the gear state of the stepped transmission in accordance with a driving state, and in the manual gear change state, causing the gear change actuator to increase and decrease the gear state in accordance with an operation of the gear change operation unit; the lean vehicle further comprises a mode transition operation unit provided in the vehicle body and receiving an operation for selecting an engine mode associated with an output control characteristic of the engine; The control device selects the engine mode to which different output control characteristics are associated in response to operation of the mode transition operation unit, and in the manual shifting state, the control device selects the engine mode from a plurality of selectable MT engine mode options in response to operation of the mode transition operation unit, and in the automatic shifting state, in which the gear stage is increased and decreased in response to the driving state, the control device selects the engine mode from the plurality of AT engine mode options in response to operation of the mode transition operation unit, the plurality of AT engine mode options being provided so as to transition to any option among the plurality of AT engine mode options with fewer operations than in the manual shifting state.

[0014] According to the lean vehicle of (1), the shift state of the stepped transmission is switched between an automatic shift state and a manual shift state in response to the operation of the state switching operation unit. Also, an engine mode associated with the output control characteristic of the engine is selected in response to the operation of the mode transition operation unit. The mode transition operation unit, the shift operation unit, and the state switching operation unit are all provided on the vehicle body. In the manual shift state, the option selected as the engine mode transitions among a plurality of MT engine mode options in response to the operation of the mode transition operation unit. In contrast, in the automatic shift state, the option selected as the engine mode transitions among a plurality of AT engine mode options in response to the operation of the mode transition operation unit. In this way, the engine mode is selected. In the automatic shift state, any option among a plurality of AT engine mode options can be selected with fewer operations than in the manual shift state. Therefore, in a state where the rider requests active gear shifting, the gears are changed in response to the riding environment and the rider's requests in detail, and output control characteristics corresponding to the rider's requests in detail are obtained, and in a state where gear shifting can be omitted, output control characteristics close to the rider's requests can be selected while suppressing the amount of operation. Therefore, it is possible to provide both driving characteristics that correspond more precisely to the riding environment and the rider's requests when the rider requests active operation, and driving characteristics close to the rider's requests while suppressing the amount of operation when the rider requests the omission of operation.

[0015] According to one aspect of the present invention, a lean vehicle can employ the following configuration: (2) In the lean vehicle of (1), in the automatic shifting state, the control device selects the engine mode from the plurality of AT engine mode options, which is ⅓ or more of the number of the plurality of MT engine mode options and has a difference of ⅙ or more from the number of the plurality of MT engine mode options, in response to an operation of the mode transition operation unit.

[0016] According to (2), in the automatic shifting state, it is possible to select an engine mode from a number of AT engine mode options that is at least one-third the number of the number of MT engine mode options, while suppressing the amount of rider operation compared to the manual shifting state. Therefore, in the automatic shifting state, it is possible to select an output control characteristic that is close to the rider's request, while suppressing the amount of operation to a level that the rider can feel, compared to the manual shifting state.

[0017] According to one aspect of the present invention, a lean vehicle can employ the following configuration: (3) In the lean vehicle of (1) or (2), the control device associates an output control characteristic selected by a rider's operation from a plurality of output control characteristic candidates provided corresponding to different control characteristics, with at least one option belonging to a plurality of MT engine mode options and at least one option belonging to a plurality of AT engine mode options.

[0018] According to (3), the output control characteristic close to the riding environment and the rider's request can be associated in advance with at least one of the multiple MT engine mode options and at least one of the multiple AT engine mode options. Therefore, in both the manual shifting state and the automatic shifting state, the output control characteristic pre-selected from the various output control characteristic candidates can be easily selected as the engine mode. Even when the engine mode is selected from the limited AT engine mode options, the output control characteristic pre-selected from the various output control characteristic candidates can be selected. Therefore, it is possible to provide driving characteristics that correspond in more detail to the riding environment and the rider's request.

[0019] According to one aspect of the present invention, a lean vehicle can adopt the following configuration: (4) The lean vehicle according to any one of (1) to (3), wherein the control device sets a shift map, which is a condition for causing the shift actuator to change the gear position of the stepped transmission device in the automatic shifting state, to the automatic shifting device. The mode change is made according to the engine mode selected in response to operation of the mode transition operation unit in a dynamic shift state.

[0020] According to (4), the shift map is also changed in response to the change in engine mode. This makes it possible to provide driving characteristics that correspond in more detail to the riding environment and the rider's demands, including so-called shift characteristics in an automatic shifting state.

[0021] According to one aspect of the present invention, a lean vehicle can adopt the following configuration: (5) A lean vehicle according to any one of (1) to (4), wherein the control device selects the engine mode from two AT engine mode options in the automatic shifting state in response to an operation of the mode transition operation unit.

[0022] According to (5), the number of AT engine mode options is two. Therefore, if the rider wishes to change the engine mode in the automatic shifting state, the desired engine mode can be transitioned to with a single operation of the mode transition operation unit. Therefore, it is possible to provide driving characteristics that are close to the rider's request while further reducing the amount of operation in the automatic shifting state where the rider wishes to omit operation.

[0023] According to one aspect of the present invention, a lean vehicle can employ the following configuration: (6) The lean vehicle of any one of (1) to (5), wherein, when the shifting state of the lean vehicle is switched from the automatic shifting state to the manual shifting state in response to the operation of the state switching operation unit, the control device forces the engine mode to an option other than an option associated with an output control characteristic that gives a maximum output among a plurality of MT engine mode options selectable in the manual shifting state.

[0024] According to (6), it is possible to prevent the output control characteristic from being set to the maximum by the operation of switching the shift state from the automatic shift state to the manual shift state.

[0025] According to one aspect of the present invention, a lean vehicle can employ the following configuration: (7) A lean vehicle according to any one of (1) to (6), wherein the control device stores a high-frequency AT mode that is most frequently used among the plurality of AT engine mode options in the automatic shifting state, and selects the stored high-frequency AT mode as an initial value of the engine mode when the automatic shifting state is selected for the first time after power-on.

[0026] According to (7), when the automatic shifting state is selected for the first time after the power is turned on, the engine mode that has been used most frequently in actual driving in the past is set as the initial value, so that it is possible to provide driving characteristics that are close to what the rider requires while further reducing the amount of operation by the rider.

[0027] According to one aspect of the present invention, a lean vehicle can employ the following configuration: (8) A lean vehicle according to any one of (1) to (7), wherein the control device stores a high-frequency MT mode that is most frequently used among the plurality of MT engine mode options in the manual shifting state, and selects the stored high-frequency MT mode as an initial value of the engine mode when the manual shifting state is selected for the first time after power-on.

[0028] According to (8), when the manual shift state is selected for the first time after the power is turned on, the engine mode that has been used most frequently in actual driving in the past is set as the initial value, so that it is possible to provide driving characteristics that are close to the rider's requirements while further suppressing the amount of operation by the rider.

[0029] A lean vehicle is a vehicle that turns in a lean posture, leaning to the left when turning left and leaning to the right when turning right. A lean vehicle belongs to the category of straddled vehicles in which a driver sits astride a saddle. An example of a lean vehicle is a motorcycle. In addition, the lean vehicle is not limited to a motorcycle, and may be, for example, a three-wheeled motor vehicle. A three-wheeled motor vehicle may have two front wheels and one rear wheel, or may have one front wheel and two rear wheels. The driving characteristics of a lean vehicle include the output characteristics of the engine and the change characteristics of the gear stage.

[0030] The engine is an internal combustion engine. The engine outputs driving force to drive wheels. The engine includes a single cylinder engine and an engine having two or more cylinders. The engine has an output shaft, and outputs driving force generated by combustion as torque and rotation speed of the output shaft. More specifically, the rotation speed of the engine is the rotation speed of the output shaft. The engine is provided with, for example, an electric throttle valve that controls the amount of air supplied and a fuel injection device.

[0031] The stepped transmission is a stepped transmission having a plurality of gear stages. The stepped transmission is a gear type. The plurality of gear stages are set with different gear ratios. The gear ratio is the ratio between the rotation speed of the input shaft and the rotation speed of the output shaft of the stepped transmission. The stepped transmission has a gear ratio that changes discontinuously as the gear stages are switched. The stepped transmission is a sequential shift type. The gear stages are increased or decreased by one gear with one switching operation. The stepped transmission is, for example, a dog type transmission. The stepped transmission does not include, for example, a CVT. The stepped transmission does not include, for example, a planetary gear type transmission.

[0032] The shift actuator is, for example, an electric motor or an electric solenoid, and operates the stepped transmission without using hydraulic pressure, for example.

[0033] The gear shift operation unit receives an operation for selecting a gear stage. If the gear shift operation unit is, for example, a switch provided on a handlebar or a foot pedal of the vehicle body, it can be quickly operated in response to changes in the rider's requirements. However, the gear shift operation unit is not particularly limited, and may be attached to a part of the vehicle body other than the handlebar or the foot pedal. The gear shift operation unit is, for example, a button switch, a lever switch, or a slide switch.

[0034] The mode transition operation unit receives an operation for selecting an engine mode. When the mode transition operation unit is attached to the handlebar of a lean vehicle, for example, the mode transition operation unit can be quickly operated in response to changes in the driving environment and changes in the rider's request even while the lean vehicle is traveling. However, the mode transition operation unit is not particularly limited, and may be attached to a vehicle body other than the handlebar, such as a speedometer or a tank. The mode transition operation unit is, for example, a button-type switch, a lever-type switch, or a slide switch. The engine mode is selected in response to the operation of the mode transition operation unit by the rider. For example, each time the mode transition operation unit is operated, one target is selected from the options in sequence. The selection target transitions so as to circulate among the options. However, the selection operation is not particularly limited, and for example, a group of options may be selected first, and then an option belonging to the group may be selected. Transitioning to any option among a plurality of AT engine mode options with fewer operations than in the case of a manual shift state means that the number of AT engine mode options is smaller than the number of MT engine mode options.

[0035] The state switching operation unit receives an operation for switching the shifting state between an automatic shifting state and a manual shifting state. When the state switching operation unit is attached to, for example, the handlebar of a lean vehicle, the mode transition operation unit can be quickly operated in response to changes in the driving environment and changes in the rider's requests even while the lean vehicle is traveling. However, the state switching operation unit is not particularly limited, and may be attached to a part of the vehicle body other than the handlebar, such as a speedometer or a tank. The state switching operation unit is, for example, a button-type switch, a lever-type switch, or a slide switch.

[0036] The control device controls the engine output based on the output control characteristic associated with the engine mode selected in response to the operation of the mode transition operation unit. The control device has a portion that controls the shift actuator and a portion that controls the engine output. The portion that controls the shift actuator and the portion that controls the engine output may be physically separated from each other, or may be integrally arranged. The portion that controls the engine output may be provided outside the control device that controls the shift actuator, or may be provided outside the control device that selects the engine mode in response to the operation of the mode transition operation unit. The control device may further include a portion that controls the clutch actuator. The control device has, for example, a processor that executes instructions and a storage unit that stores instructions. However, the control device is not particularly limited, and may be configured, for example, by a circuit that does not include a processor. The control characteristic or output control characteristic of the engine is, for example, an accelerator operation-throttle opening characteristic. That is, the output control characteristic of the engine is a response characteristic of the engine output to the accelerator operation amount. The shift state is either an automatic shift state or a manual shift state. Increasing and decreasing the shift stage does not mean that the increase and decrease operations are performed simultaneously, but means that both the increase and decrease operations can be performed.

[0037] The running state is, for example, the rotation speed of the engine. The running state is not particularly limited, and may be, for example, the operating speed of a member that operates in conjunction with the engine. The operating speed of a member that rotates in conjunction with the engine is, for example, the rotation speed of a clutch, a stepped transmission, a sprocket, or a wheel. The operating speed of a member that rotates in conjunction with the engine is not particularly limited, and may be, for example, the running speed of a lean vehicle.

[0038] The number of AT engine mode options being 1 / 3 or more of the number of MT engine mode options and the difference between the number of AT engine mode options and the number of MT engine mode options being 1 / 6 or more means that the number of AT engine mode options is 1 / 3 or more and 5 / 6 or less of the number of MT engine mode options. However, the present invention is not particularly limited, and for example, the number of AT engine mode options may be less than 1 / 3 of the number of MT engine mode options. Also, the number of AT engine mode options may be more than 5 / 6 of the number of MT engine mode options.

[0039] The gear shift map represents a criterion for the control device to change the gear stage. The gear shift map is, for example, a criterion for the rotation speed of the engine. In other words, the gear shift map is, for example, data on the rotation speed of the engine for which the gear stage is changed. However, the type of condition represented by the gear shift map is not particularly limited, and may be, for example, the rotation speed of a part that rotates in conjunction with the engine, or the traveling speed of the vehicle. The gear shift map may also include criteria other than speed. For example, the gear shift map may be a composite criterion of the rotation speed and the accelerator operation amount.

[0040] The power supply is supplied to the control device by, for example, operating a main switch in a lean vehicle. The trigger for power supply is not particularly limited, and may be, for example, power supply to the control device of the gear shift actuator.

[0041] The output control characteristic selected from the multiple output control characteristic candidates is associated with an option belonging to the MT engine mode option or the AT engine mode option as a preset, for example, prior to the selection of an engine mode from the MT engine mode option or the AT engine mode option. The variations of the multiple output control characteristic candidates may be greater than the MT engine mode option or the AT engine mode option. The output control characteristic candidates may also be preset as complex elements combined with the intervention strength of the traction control or the operation strength of the engine brake. For this reason, the output control characteristic selected from the multiple output control characteristic candidates is associated with an option belonging to the MT engine mode option or the AT engine mode option as a preset, for example, in response to the operation of multiple switches. In contrast, the selection of an engine mode from the MT engine mode option or the AT engine mode option is performed, for example, by sequentially transitioning between multiple options in response to the operation. For this reason, the selection of an engine mode from the MT engine mode option or the AT engine mode option is performed as a selection in response to the operation of a single switch. However, the association of the output control characteristic selected from the multiple output control characteristic candidates is not particularly limited, and may be, for example, in response to the operation of a single switch. In addition, the selection of the engine mode from the MT engine mode options or the AT engine mode options is not particularly limited, and may be implemented as a selection in response to the operation of a plurality of switches, for example.

[0042] The terminology used herein is for the purpose of defining particular embodiments only and is not intended to limit the invention. The term "and / or" as used herein includes any or all combinations of one or more of the associated listed components. As used herein, the use of the terms "including," "comprising," or "having" and variations thereof identifies the presence of the described features, steps, operations, elements, components, and / or their equivalents, but may include one or more of the steps, operations, elements, components, and / or groups thereof. As used herein, the terms "attached," "connected," "coupled," and / or their equivalents are used broadly and include both direct and indirect attachments, connections, and couplings. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but may include direct or indirect electrical connections or couplings. Unless otherwise defined, all terms used herein (including technical and scientific terms) 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, should be interpreted to have a meaning consistent with the meaning in the context of the relevant technology and the present disclosure, and should not be interpreted in an ideal or overly formal sense unless expressly defined herein. In the description of the present invention, it is understood that a number of techniques and steps are disclosed. Each of these has separate benefits, and each can also be used with one or more, or in some cases all, of the other disclosed techniques. Thus, for clarity, this description will refrain from unnecessarily repeating all possible combinations of individual steps. Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims. A new lean vehicle is described herein. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention.However, it will be apparent to one skilled in the art that the present invention may be practiced without these specific details. The present disclosure is to be considered as an example of the present invention and is not intended to limit the invention to the specific embodiments illustrated in the following drawings or description.

[0043] According to the present invention, in a lean vehicle, it is possible to provide driving characteristics that correspond in detail to the riding environment and the rider's requests when the rider requests active operation, and to provide driving characteristics that are close to the rider's requests while suppressing the amount of operation when the rider requests the elimination of operation. [Brief description of the drawings]

[0044] [Figure 1] Fig. 1(A) is a schematic diagram of a lean vehicle according to a first embodiment, and Fig. 1(B) is a chart showing selectable engine modes for the lean vehicle of Fig. 1(A). [Diagram 2] 4 is a flowchart illustrating a process of the control device. [Diagram 3] 13 is a chart showing selectable engine modes in a lean vehicle according to a second embodiment. [Figure 4] 13 is a chart showing selectable engine modes in a lean vehicle according to a third embodiment. [Diagram 5] 13 is a chart showing selectable engine modes in a lean vehicle according to a fourth embodiment. [Figure 6] 13 is a chart showing selectable engine modes in a lean vehicle according to a fifth embodiment. [Figure 7] 13 is a chart showing selectable engine modes in a lean vehicle according to a sixth embodiment. [Figure 8] 13 is a chart showing selectable engine modes in a lean vehicle according to the seventh embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0045] A lean vehicle according to an embodiment of the present invention will be described below with reference to the drawings. Note that the embodiment described below is merely an example. The present invention should not be interpreted in any way as being limited by the embodiment described below.

[0046] First Embodiment FIG. 1(A) is a diagram that shows a schematic diagram of a lean vehicle according to a first embodiment.

[0047] The lean vehicle 1 includes a vehicle body 10, an engine 20, a stepped transmission 40, a shift actuator 41, a shift operation unit 50, a state switching operation unit 60, a mode transition operation unit 70, and a control device 80. The lean vehicle 1 also includes a clutch 90, a clutch actuator 91, and an accelerator operation element 11.

[0048] The engine 20 is provided in the vehicle body 10. The engine 20 is a power source for the lean vehicle 1. The engine 20 is provided with a throttle valve and a fuel injection device, which are not shown. The engine 20 outputs power as rotation of an output shaft 21.

[0049] The stepped transmission 40 has a plurality of selectable gear stages. The stepped transmission 40 changes the speed of rotation output from the engine 20 according to the ratio of the gear stage. The gear stages include neutral and a plurality of stages starting from the first gear. The gear stages include, for example, neutral and first to sixth gears. The stepped transmission 40 changes the speed of rotation output from the engine 20 according to the ratio of the selected gear stage. When neutral is selected, the output from the engine 20 is cut off. The stepped transmission 40 is of an electric type. The gear stages of the stepped transmission 40 are changed electrically. The gear shift actuator 41 is an electric actuator that operates according to the control of the control device 80. The gear shift actuator 41 causes the stepped transmission 40 to change the gear stage. The gear stages of the stepped transmission 40 are changed electrically, regardless of the operation force of the rider. The clutch 90 connects and disconnects the transmission of power between the engine 20 and the stepped transmission 40. The clutch 90 is electrically driven. The clutch actuator 91 is an electric actuator that operates under the control of the control device 80. The state of the clutch 90 is changed electrically, regardless of the operating force of the rider.

[0050] The gear shift operation unit 50 receives an operation from the rider to select a gear position. The gear shift operation unit 50 is provided on the vehicle body 10. The gear shift operation unit 50 is, for example, a shift-up switch and a shift-down switch. The gear shift operation unit 50 is provided, for example, on the handlebars or pedals of the vehicle body 10. The gear shift operation unit 50 may be provided on both the handlebars and the pedals.

[0051] The state switching operation unit 60 receives an operation for switching the shifting state from the rider. The shifting state has an automatic shifting state AT and a manual shifting state MT. In response to the operation of the state switching operation unit 60 by the rider, the shifting state of the lean vehicle 1 is switched between the automatic shifting state AT and the manual shifting state MT. The state switching operation unit 60 is provided on the vehicle body 10. The shifting operation unit 50 is, for example, a shifting mode switch provided on the handlebar of the vehicle body 10. The automatic shifting state AT is a state in which the gear stage of the stepped transmission 40 is automatically increased and decreased according to the driving state. In other words, the automatic shifting state AT is a state in which the gear stage is automatically increased and decreased without the rider's shifting operation. However, the gear stage in the automatic shifting state AT may not only be automatically increased and decreased, but may also be set to be forcibly increased and decreased by the operation of the state switching operation unit 60. The automatic shifting state AT is a state in which the gear stage is automatically increased according to at least the driving state. The manual shifting state MT is a state in which the gear stage of the stepped transmission 40 is increased and decreased in response to the operation of the gear shift operation unit 50 by the rider. However, in the manual shifting state MT, the gear stage may be automatically decreased in response to the rotation speed of the engine 20 as well as the operation of the gear shift operation unit 50 in order to suppress stalling of the engine 20. Even in this case, the increase in the gear stage in the manual shifting state MT is performed only by the operation of the gear shift operation unit 50. In the manual shifting state MT, the gear stage of the stepped transmission 40 is electrically switched. Also, in both the manual shifting state MT and the automatic shifting state AT, the clutch 90 operates in synchronization with the switching of the gear stage in the stepped transmission 40. Therefore, the rider does not directly operate the clutch 90. The lean vehicle 1 does not have a clutch lever. The manual shifting state MT in this embodiment may also be called a semi-automatic shifting state. That is, the manual shifting in this embodiment may also be called a semi-automatic shifting. However, in this specification, a state in which the gear position is changed in response to an operation is referred to as a manual gear shifting state MT, as opposed to an automatic gear shifting state AT in which the gear position is changed without any gear shift operation.

[0052] The mode transition operation unit 70 receives an operation for selecting an engine mode. The mode transition operation unit 70 is provided on the vehicle body 10. For example, the mode transition operation unit 70 is a switch provided on a handlebar of the vehicle body 10. Each engine mode is associated with one of the output control characteristics PWR1 to PWR4.

[0053] The control device 80 controls the shift actuator 41 and the clutch actuator 91. The control device 80 also controls the output of the engine 20, for example, by controlling the opening degree of a throttle valve provided in the engine 20 and the amount of fuel supplied.

[0054] The control device 80 switches the shift state between an automatic shift state AT and a manual shift state MT in response to the operation of the state switching operation unit 60. In the automatic shift state AT, the gear stage is increased or decreased in response to the driving state. In the automatic shift state AT, the control device 80 causes the shift actuator 41 to increase or decrease the gear stage of the stepped transmission 40 in response to the driving state. In the automatic shift state AT, the control device 80 increases or decreases the gear stage based on at least the rotation speed of the engine 20. In the manual shift state MT, the control device 80 increases or decreases the gear stage in response to the operation of the shift operation unit 50. The control device 80 selects an engine mode in response to the operation of the mode transition operation unit 70. The control device 80 controls the output of the engine 20 based on the accelerator operation amount while referring to the output control characteristic of the selected engine mode.

[0055] FIG. 1(B) is a chart showing selectable engine modes for the lean vehicle of FIG. 1(A).

[0056] FIG. 1(B) shows MT engine mode options M11 to M15 in the manual shifting state MT and AT engine mode options M21 to M23. The MT engine mode options M11 to M15 are options that can be selected in the manual shifting state MT. Each of the MT engine mode options M11 to M15 is given a name so that the rider can easily understand the characteristics of the engine mode. The names are "RAIN", "STREET", "SPORT", "CUSTOM-MT1", and "CUSTOM-MT2". The AT engine mode options M21 to M23 are selectable in the automatic shifting state AT. Each of the AT engine mode options M21 to M23 is also given a name so that the rider can easily understand the characteristics of the engine mode. The names are "CUSTOM-AT1", "CUSTOM-AT2", and "CUSTOM-AT3". However, the names of the options are not particularly limited, and may simply be, for example, mode a, mode b, mode c, etc.

[0057] Each of the engine mode options is associated with one of the output control characteristics PWR1 to PWR4. The output control characteristics (PWR1 to PWR4) of the engine 20 are the relationship between the accelerator operation amount, which is the operation amount of the accelerator operator 11, and the output of the engine 20. More specifically, the output control characteristics (PWR1 to PWR4) are the output control characteristics of the throttle opening and fuel supply amount of the engine 20 relative to the accelerator operation amount. The output control characteristics (PWR1 to PWR4) may include, in addition to the accelerator operation amount, for example, the engine rotation speed, the fuel supply amount, the ignition timing, or the engine torque as conditions. The output control characteristics PWR1 to PWR4 each have a different characteristic. For a specific throttle opening, the output control characteristic PWR1 provides maximum output. The output control characteristic PWR4 provides minimum output. PWR4, PWR2, and PWR1 are fixedly associated with "RAIN", "STREET", and "SPORT", respectively. The output control characteristic of the engine mode option "CUSTOM..." can be preset by the rider's operation before driving. Note that the output control characteristics are not limited to being associated with each engine mode option. Each engine mode option may further be associated with either the intervention strength of the traction control, the operation strength of the engine brake, or the intervention strength of the antilock brake system, or a combination of these. More specifically, the intervention strength of the traction control may be associated with the presence or absence or strength of the vehicle body skid suppression or wheelie suppression (lift suppression). Each engine mode option may further be associated with the presence or absence or the degree of operation of a function other than those described above.

[0058] In the manual shifting state MT, the control device 80 selects an engine mode from among the MT engine mode selection options M11 to M15 in response to the operation of the mode transition operation unit 70. In the automatic shifting state AT, the control device 80 selects an engine mode from among the AT engine mode selection options M21 to M23 in response to the operation of the mode transition operation unit 70.

[0059] The rider of the lean vehicle 1 described above can switch between an automatic shifting state AT and a manual shifting state MT by operating the state switching operation unit 60. In the automatic shifting state AT, the rider can select a desired engine mode from among the AT engine mode options M21 to M23 by operating the mode transition operation unit 70. In the manual shifting state MT, the rider can select a desired engine mode from among the MT engine mode options M11 to M15 by operating the mode transition operation unit 70. In the manual shifting state MT, the rider can increase and decrease the gear stage by operating the gear shift operation unit 50. In the automatic shifting state AT, the gear stage is automatically increased and decreased according to the driving state.

[0060] In the automatic shifting state AT, the control device 80 selects a desired engine mode from among the multiple AT engine mode options M21 to M23 in response to the operation of the mode transition operation unit 70. The mode transition operation unit 70 has, for example, a single switch. When the mode transition operation unit 70 is operated once, the selection object transitions one among the AT engine mode options M21 to M23. Each time the mode transition operation unit 70 is operated, the selection object transitions sequentially among the AT engine mode options M21 to M23. The AT engine mode options M21 to M23 are provided so that transition to any option among the multiple AT engine mode options M21 to M23 is made by fewer operations of the mode transition operation unit 70 than in the manual shifting state MT. In other words, in the manual shifting state MT, a desired engine mode is selected from among the MT engine mode options M11 to M15, which are more than in the AT engine mode, in response to the operation of the mode transition operation unit 70.

[0061] For example, the number of MT engine mode options M11 to M15 shown in FIG. 1(B) is 5. Therefore, in the manual shifting state MT, a maximum of four selection operations are required for the rider to select the desired engine mode. For example, when the MT engine mode option M11, which is "RAIN", is selected, if the mode transition operation unit 70 is operated four times, the MT engine mode option M15, which is "CUSTOM-MT2", is selected. Even in the automatic shifting state AT of the lean vehicle 1, an engine mode can be selected according to the driving environment and the rider's request. The number of AT engine mode options M21 to M23 shown in FIG. 1(B) is 2. Therefore, in the automatic shifting state AT, a maximum of one selection operation is required for the rider to select the engine mode that he or she wishes to change and realize. In other words, in the automatic shifting state AT, the desired engine mode can be changed with one operation. For example, when the AT engine mode option M21, which is "CUSTOM-AT1", is selected, if the mode transition operation unit 70 is operated once, the AT engine mode option M22, which is "CUSTOM-AT2", is selected.

[0062] The MT engine mode options M11 to M15 include options M14 and M15 corresponding to "CUSTOM-MT1" and "CUSTOM-MT2". These options M14 and M15 are associated with output control characteristics selected from a plurality of output control characteristic candidates PWR1 to PWR4 by a preset operation by the rider. The AT engine mode options M21 to M23 include options M21 to M23 corresponding to "CUSTOM-AT1", "CUSTOM-AT2", and "CUSTOM-AT3". These options M21 to M23 are also associated with output control characteristics selected from a plurality of output control characteristic candidates PWR2 to PWR4. The selection of the output control characteristics is performed by a preset operation by the rider before the lean vehicle 1 travels. The preset operation is performed, for example, by operating a switch provided on the meter display device. However, the preset operation is not particularly limited, and may be performed, for example, by operating a mobile terminal provided so as to be able to communicate with the control device 80. Also, the above options may be associated with only the intervention intensity of the traction control, the operation intensity of the engine brake, or the intervention intensity of the antilock brake system, or a combination of these with the output control characteristic by the preset operation. There are many variations of the output control characteristic candidates, and the output control characteristic candidates are associated as complex conditions in combination with the intervention intensity of the traction control or the operation intensity of the engine brake. For this reason, the output control characteristic selected from the multiple output control characteristic candidates PWR1 to PWR4 to the options M14, M15 or the options M21 to M23 is associated in response to, for example, the operation of multiple switches. The control device 80 associates the output control characteristic selected by the rider's operation from the multiple output control characteristic candidates PWR1 to PWR4 to two options M14, M15 belonging to the five MT engine mode options M11 to M15. Furthermore, the control device 80 associates the output control characteristic selected by the rider's operation from the multiple output control characteristic candidates PWR2 to 4 with each of the options M21 to M23 belonging to the three AT engine mode options M21 to M23.Also, for example, characteristics of types other than the output control characteristics may be associated as additional characteristics with the MT engine mode options M11-M15 and the AT engine mode options M21-M23. In this case, for example, the same parameter may be associated as the output control characteristics with a plurality of options among the AT engine mode options M21-M23 corresponding to "CUSTOM-ATx", while different parameters may be associated as additional characteristics. In this case, when an engine mode is selected sequentially from the AT engine mode options M21-M23, the output control characteristics may not change, and only additional characteristics other than the output control characteristics may change. The same can be said for the MT engine mode options M14-M15 corresponding to "CUSTOM-MTx", for example.

[0063] This allows the output control characteristics close to the riding environment and the rider's requirements to be selected in advance as the engine mode of the multiple MT engine mode options and the engine mode of the multiple AT engine mode options M21-M23. Therefore, in both the manual shifting state MT and the automatic shifting state AT, the output control characteristics selected from the various output control characteristic candidates can be selected as the engine mode to be actually applied. Also, even when selecting an engine mode from the limited AT engine mode options M21-M23, the output control characteristics selected from the various output control characteristic candidates PWR2-PWR4 can be selected as the engine mode. Therefore, it is possible to provide driving characteristics that correspond in more detail to the riding environment and the rider's requirements.

[0064] FIG. 2 is a flowchart illustrating the processing of the control device.

[0065] The control device 80 executes control processing when the power is turned on. The power is turned on, for example, by operating a main switch. The processing in Fig. 2 is repeatedly executed until the power is cut off.

[0066] If a preset operation is performed (Yes in S11), the control device 80 executes the preset setting (S13). More specifically, if a preset operation is performed (Yes in S11) and an accelerator operation is not performed (No in S12), the control device 80 executes the preset setting (S13). The control device 80 associates the output control characteristics (PWR1 to PWR4) according to the rider's preference with each of the MT engine mode options M14, M15 corresponding to "CUSTOM..." in the preset setting. The output control characteristics selected by the preset operation are associated and stored from the output control characteristic candidates PWR1 to PWR4. The control device 80 also associates the output control characteristics (PWR2 to PWR4) according to the rider's preference with each of the AT engine mode options M21 to M23 corresponding to "CUSTOM...".

[0067] When the state switching operation unit 60 is operated (Yes in S14), the control device 80 changes the gear shift state (S16). More specifically, when the state switching operation unit 60 is operated (Yes in S14) and the accelerator is not operated (No in S15), the control device 80 changes the gear shift state (S16). Each time the state switching operation unit 60 is operated, the control device 80 switches between a manual gear shift state MT (MT mode) and an automatic gear shift state AT (AT mode).

[0068] Furthermore, when the mode transition operation unit 70 is operated (Yes in S17), the control device 80 changes the engine mode (S19 to S21). More specifically, when the mode transition operation unit 70 is operated (Yes in S17) and the accelerator is not operated (No in S18), the control device 80 changes the engine mode (S19 to S21). In the case of the manual shifting state MT (MT mode) (No in S19), the engine mode to be set is changed in the order of MT engine mode options M11 to M15 (S20) each time the mode transition operation unit 70 is operated. The control device 80 changes the engine mode to the one selected from the MT engine mode options M11 to M15. In the case of the automatic shifting state AT (Yes in S19), the control device 80 changes the engine mode to be set in the order of AT engine mode options M21 to M23 each time the mode transition operation unit 70 is operated. The control device 80 changes the engine mode to one selected from the AT engine mode options M21 to M23. Also, in the case of the automatic shifting state AT (Yes in S19), the control device 80 changes the shift map, which is a condition for changing the gear position in the automatic shifting state AT, in accordance with the engine mode selected in response to the operation of the mode transition operation unit 70 (S22). Note that in this embodiment, the shift map does not necessarily need to be changed. Details of the case where the shift map is changed will be described in a later embodiment.

[0069] The control device 80 executes gear shift control (S23). When in the manual shifting state MT, the control device 80 stops the automatic gear shift. In this case, the control device 80 increases or decreases the gear stage in response to the operation of the gear shift operation unit 50. In contrast, when in the automatic shifting state AT (AT mode), the control device 80 performs automatic gear shifting. That is, the control device 80 increases or decreases the gear stage in response to the driving state. In this case, the control device 80 increases or decreases the gear stage when, for example, the engine rotation speed and the throttle opening satisfy predetermined conditions.

[0070] The control device 80 also executes engine control (S24). The control device 80 controls the output of the engine 20 based on the accelerator operation amount by referring to the output control characteristic associated with the selected engine mode. More specifically, the control device 80 controls the throttle opening, fuel supply amount, and ignition timing of the engine 20 based on the accelerator operation amount. In this case, the control device 80 may also include, as a condition, for example, the engine rotation speed, the fuel supply amount, the ignition timing, or the engine torque in addition to the accelerator operation amount.

[0071] According to the lean vehicle 1 of this embodiment, the shifting state of the stepped transmission 40 is switched between an automatic shifting state AT and a manual shifting state MT in response to the operation of the state switching operation unit 60. Also, the engine mode associated with the output control characteristics (PWR1 to PWR4) of the engine 20 is selected in response to the operation of the mode transition operation unit 70. In the automatic shifting state AT, the engine mode can be transitioned to any of the AT engine mode options M21 to M23 with fewer operations than in the case of transitioning among the MT engine mode options M11 to M15 in the case of the manual shifting state MT. Therefore, in the manual shifting state MT where the rider requires active shifting operation, the lean vehicle 1 can switch gears in response to the riding environment and the rider's requests in detail, and can run with the output control characteristics (PWR1 to PWR4) of the engine 20 that correspond in detail to the rider's requests. Furthermore, the lean vehicle 1 can select the output control characteristics (PWR2 to PWR4) of the engine 20 that are close to the rider's request while suppressing the amount of operation in the automatic shifting state AT where the shifting operation can be omitted. Therefore, it is possible to provide both driving characteristics that correspond more precisely to the riding environment and the rider's request in the manual shifting state MT and driving characteristics that are close to the request while suppressing the amount of operation in the automatic shifting state AT.

[0072] 2 shows preset setting (S13), change of gear shift state (S16), change of engine mode (S20, S21), gear shift control (S23), and engine control (S24) in that order, but the order of each process is arbitrary. Also, the control device 80 may execute, for example, an operating system or a higher-level routine, and execute each process by repeatedly calling the above processes coded as mutually independent tasks or subroutines.

[0073] The number of MT engine mode options and the number of AT engine mode options are not limited to the numbers in this embodiment.

[0074] Second Embodiment FIG. 3 is a chart showing selectable engine modes in a lean vehicle according to a second embodiment.

[0075] The control device 80 of the lean vehicle 1 of this embodiment has two AT engine mode options M21, M22. They are named "CUSTOM-AT1" and "CUSTOM-AT2." The control device 80 according to this embodiment selects an engine mode from the two AT engine mode options M21, M22 in the automatic shifting state AT according to the operation of the mode transition operation unit 70.

[0076] According to this embodiment, when the rider wishes to change the engine mode in the automatic shifting state AT, the engine mode can be transitioned to the desired engine mode with a single operation of the mode transition operation unit 70. Therefore, it is possible to provide driving characteristics close to the rider's request while suppressing the amount of operation in the automatic shifting state AT where the rider wishes to omit operation.

[0077] Other configurations and operations in this embodiment are the same as those in the first embodiment, so the same reference numerals as in the first embodiment are used for configurations corresponding to those in the first embodiment, and the illustrations and explanations thereof will be omitted.

[0078] Third Embodiment FIG. 4 is a chart showing selectable engine modes in a lean vehicle according to a third embodiment.

[0079] The control device 80 of the lean vehicle 1 of this embodiment has six MT engine mode selection options M11 to M16. The lean vehicle 1 of this embodiment can provide driving characteristics that are closer to the rider's request with higher accuracy.

[0080] The number of AT engine mode options M21, M22 is 1 / 3 of the number of MT engine mode options M11-M16. A lean vehicle 1 configured to run in a wide variety of running environments is often configured to have many MT engine mode options M11-M16. It is desirable that such a lean vehicle 1 be designed to run in a wide variety of running environments even in the automatic shifting state AT where the rider requests the omission of operations. The lean vehicle 1 of this embodiment has AT engine mode options M21, M22 that are fewer than the number of MT engine mode options M11-M16 and are 1 / 3 or more of the number of MT engine mode options M11-M16. Therefore, while enabling the omission of operations, it is possible to provide driving characteristics that are closer to the rider's requirements with higher accuracy in response to running in a wide variety of running environments.

[0081] Other configurations and operations in this embodiment are the same as those in the second embodiment, so the same reference numerals as in the second embodiment are used for configurations corresponding to those in the second embodiment, and the illustrations and explanations thereof will be omitted.

[0082] [Fourth embodiment] Fig. 5 is a chart showing selectable engine modes in a lean vehicle according to a fourth embodiment. Fig. 5 differs from Fig. 4 in that three AT engine mode options M23 to M25 are added.

[0083] The control device 80 of the lean vehicle 1 of this embodiment has five AT engine mode options M21 to M25. Therefore, the lean vehicle 1 can be designed to run in a wider variety of driving environments even in the automatic shifting state AT. The number of AT engine mode options M21 to M25 is smaller than the number of MT engine mode options M11 to M16. The difference between the number of AT engine mode options M21 to M25 and the number of MT engine mode options M11 to M16 is 1 / 6 of the number of MT engine mode options M11 to M16. By making the difference between the number of AT engine mode options M21 to M25 and the number of the multiple MT engine mode options M11 to M16 1 / 6 or more, the lean vehicle 1 can be designed to run in a wider variety of driving environments even in the automatic shifting state AT. Furthermore, it is easy for the rider to understand that the burden of the selection operation in the automatic shifting state AT is reduced compared to the manual shifting state MT.

[0084] Other configurations and operations in this embodiment are the same as those in the third embodiment, so the same reference numerals as in the third embodiment are used for configurations corresponding to those in the third embodiment, and the illustrations and explanations thereof will be omitted.

[0085] [Fifth embodiment] Fig. 6 is a chart showing selectable engine modes in a lean vehicle according to a fifth embodiment. Fig. 6 differs from Fig. 3 in that a shift map is added as a characteristic associated with each of the AT engine mode selection options M21 to M22.

[0086] The AT engine mode options M21 to M22 are associated with a shift map, which is a condition for changing the gear in an automatic shift. The shift map is a reference point at which the gear changes in the driving environment. The driving environment includes at least the rotation speed of the engine 20 or the rotation speed of a part that rotates in conjunction with the engine 20. The driving environment is, for example, the engine 20 and the accelerator operation amount. More specifically, the set shift map is a set of speed conditions such as the rotation speed at which the gear changes from the first gear to the second gear, the rotation speed at which the gear changes from the second gear to the third gear, . . . , and the rotation speed at which the gear changes from the fifth gear to the sixth gear. For example, each of the AT engine mode options M21 to M22 is associated with one of a plurality of candidates for the set of speed conditions, that is, a plurality of sets of shift map candidates SP1 to SP3. For example, the shift map candidate SP1 is a set of speed conditions at which the gear changes at a high rotation speed even in the case of the other shift map candidates SP2 and SP3. Therefore, when the shift map candidate SP1 is set, the gear shift occurs at a relatively high rotation speed, making it easier for the stepped transmission 40 to output a larger torque.

[0087] The control device 80 sets a shift map, which is a condition for changing the gear position in the automatic shifting state AT, according to the engine mode selected in response to the operation of the mode transition operation unit 70. Therefore, the engine mode is changed and the shift map is also changed by operating the mode transition operation unit 70. Also, for example, there are cases where output control characteristics having the same parameters are associated with multiple options among the AT engine mode options M21 to M23, while shift maps having mutually different parameters are associated with them. In this case, when the engine mode is selected sequentially from the AT engine mode options M21 to M23, there are cases where the output control characteristics do not change and the shift map changes.

[0088] This makes it possible to provide driving characteristics that more precisely correspond to the riding environment and the rider's demands, including so-called shift characteristics in the automatic gear shifting state AT.

[0089] Other configurations and operations in this embodiment are the same as those in the second embodiment. Therefore, the configurations corresponding to those in the second embodiment are given the same reference numerals as those in the fifth embodiment, and the illustrations and explanations thereof are omitted. In addition, the configuration of this embodiment is applicable to the above-mentioned first embodiment, second embodiment, third embodiment, and fourth embodiment, and combinations thereof.

[0090] Sixth Embodiment FIG. 7 is a chart showing selectable engine modes in a lean vehicle according to a sixth embodiment.

[0091] When switching the shift state from the automatic shift state AT to the manual shift state MT, the control device 80 according to this embodiment forces the engine mode to an engine mode option other than the engine mode option M13 associated with the output control characteristic PWR1 among the MT engine mode options M11 to M15 selectable in the manual shift state MT. The output control characteristic PWR1 is a characteristic that gives maximum output. In the example shown in FIG. 7, the control device 80 forces the engine mode to the engine mode option M12 associated with the output control characteristic PWR2 as an option other than the engine mode option M13.

[0092] Referring to the flow chart of FIG. 2, when the shifting state is changed from the automatic shifting state AT to the manual shifting state MT in step S16, the control device 80 forces the engine mode to the engine mode option M12.

[0093] According to this embodiment, it is possible to prevent the engine output characteristic from being set to the output control characteristic PWR1 for obtaining the maximum output by switching the gear shift state from the automatic gear shift state AT to the manual gear shift state MT.

[0094] Other configurations and operations in this embodiment are the same as those in the second embodiment. Therefore, the configurations corresponding to those in the second embodiment are given the same reference numerals as those in the fifth embodiment, and the illustrations and explanations thereof are omitted. In addition, the configuration of this embodiment is applicable to the above-mentioned first embodiment, second embodiment, third embodiment, fourth embodiment, and fifth embodiment, and combinations thereof.

[0095] Seventh Embodiment FIG. 8 is a chart showing selectable engine modes in a lean vehicle according to a seventh embodiment.

[0096] The control device 80 of the lean vehicle 1 of this embodiment stores the high-frequency AT mode that is most frequently used among the multiple AT engine mode options M21, M22 in the automatic shifting state AT after power-on. When the automatic shifting state AT is selected for the first time after power-on, the control device 80 selects the stored high-frequency AT mode as the initial value of the engine mode.

[0097] For example, in the example shown in FIG. 8, the AT engine mode option M21 is stored as a high-frequency AT mode that is used frequently. The frequency of use is determined, for example, based on the time of use. However, the frequency of use is not limited to this, and may be determined, for example, based on the number of times selected by operation. When the automatic shifting state AT is selected for the first time after power is turned on, the control device 80 selects the AT engine mode option M21, which is the stored high-frequency AT mode, as the initial value of the engine mode. For example, when the manual shifting state MT is changed to the automatic shifting state AT for the first time after power is turned on, the AT engine mode option M21 is selected, as shown by the dashed line in FIG. 8.

[0098] In addition, the control device 80 selects a plurality of MT engine mode options M11 in the manual shift state MT. The high-frequency MT mode that is most frequently used among M15 is stored, and when the manual shift state MT is selected for the first time after the power is turned on, the stored high-frequency MT mode is selected as the initial value of the engine mode.

[0099] For example, in the example shown in Fig. 8, the MT engine mode option M14 is stored as a frequently used high frequency MT mode. When the manual shifting state MT is selected for the first time after power-on, the control device 80 selects the stored MT engine mode option M14, which is a frequently used MT mode, as the initial value of the engine mode. For example, when the automatic shifting state AT is changed to the manual shifting state MT for the first time after power-on, the MT engine mode M21 is selected as shown by the dashed line in Fig. 8.

[0100] Referring to the flowchart of FIG. 2, the control device 80 stores the most frequently used mode as the high-frequency AT mode or the high-frequency MT mode in steps S20 and S21. This storage is maintained even after the power is turned off. When the automatic shifting state AT is selected for the first time after the power is turned on in the selection of step 17, the control device 80 selects the stored high-frequency AT mode as the initial value of the engine mode. When the manual shifting state MT is selected for the first time after the power is turned on, the control device 80 selects the stored high-frequency MT mode as the initial value of the engine mode. Also, when the initial shifting state after the power is turned on is the automatic shifting state AT, the control device 80 selects the stored high-frequency AT mode as the initial value of the engine mode. When the initial shifting state after the power is turned on is the manual shifting state MT, the control device 80 selects the stored high-frequency MT mode as the initial value of the engine mode.

[0101] When the automatic shifting state AT is selected for the first time after power-on, the engine mode that has been most frequently used in actual driving in the past is set as the initial value, so that it is possible to provide driving characteristics close to the rider's request while further suppressing the amount of operation by the rider. Also, when the manual shifting state MT is selected for the first time after power-on, the engine mode that has been most frequently used in actual driving in the past is set as the initial value, so that it is possible to provide driving characteristics close to the rider's request while further suppressing the amount of operation by the rider.

[0102] Other configurations and operations in this embodiment are the same as those in the second embodiment. Therefore, the configurations corresponding to those in the first embodiment are given the same reference numerals as those in the second embodiment, and the illustrations and explanations are omitted. In addition, the configuration of this embodiment is applicable to the above-mentioned first embodiment, second embodiment, third embodiment, fourth embodiment, and fifth embodiment, and combinations thereof. [Explanation of symbols]

[0103] 1: Lean vehicle 10: Vehicle body 20: Engine 40: Stepped transmission 41: Transmission actuator 50: Transmission operation unit 60: State switching operation unit 70: Mode transition operation unit 80: Control device AT: Automatic transmission state M11-16: MT engine mode options M21-M25: AT engine mode options PWR1-PWR4: Output control characteristics (candidates)

Claims

1. A lean vehicle comprising: a vehicle body; an engine provided in the vehicle body; a stepped transmission having a plurality of selectable gear stages and changing a rotation speed output from the engine in accordance with a selected gear stage; a gear change actuator for causing the stepped transmission to change the gear stage; a gear change operation unit provided in the vehicle body and receiving an operation for selecting a gear stage; a state change operation unit provided in the vehicle body and receiving an operation for changing a gear stage; and a control device for changing a gear stage of the lean vehicle between an automatic gear change state and a manual gear change state in accordance with an operation of the state change operation unit, and in the automatic gear change state, causing the gear change actuator to increase and decrease the gear stage of the stepped transmission in accordance with a driving state, and in the manual gear change state, causing the gear change actuator to increase and decrease the gear stage of the stepped transmission in accordance with an operation of the gear change operation unit; the lean vehicle further comprises a mode transition operation unit provided in the vehicle body and receiving an operation for selecting an engine mode associated with an output control characteristic of the engine; The control device selects the engine mode to which different output control characteristics are associated in response to operation of the mode transition operation unit, and in the manual shifting state, the control device selects the engine mode from a plurality of selectable MT engine mode options in response to operation of the mode transition operation unit, and in the automatic shifting state in which the gear stage is increased and decreased in response to the driving state, the control device selects the engine mode from the plurality of AT engine mode options in response to operation of the mode transition operation unit, the plurality of AT engine mode options being set to transition to any option among the plurality of AT engine mode options with fewer operations than in the manual shifting state.

2. 2. A lean vehicle as described in claim 1, wherein the control device, in the automatic shifting state, selects the engine mode from the plurality of AT engine mode options that is 1 / 3 or more of the number of the plurality of MT engine mode options and has a difference from the number of the plurality of MT engine mode options of 1 / 6 or more in response to operation of the mode transition operation unit.

3. 3. A lean vehicle as claimed in claim 1 or 2, wherein the control device associates an output control characteristic selected by a rider's operation from a plurality of output control characteristic candidates provided corresponding to different control characteristics, with at least one option belonging to a plurality of MT engine mode options and at least one option belonging to a plurality of AT engine mode options.

4. 4. A lean vehicle according to claim 1, wherein the control device changes a shift map, which is a condition for causing the shift actuator to change the gear stage of the stepped transmission in the automatic shifting state, in accordance with the engine mode selected in response to operation of the mode transition operating unit in the automatic shifting state.

5. 5. The lean vehicle according to claim 1, wherein the control device selects the engine mode from two AT engine mode options in the automatic shifting state in response to an operation of the mode transition operation unit.

6. 6. A lean vehicle as described in any one of claims 1 to 5, wherein when the shifting state of the lean vehicle is switched from the automatic shifting state to the manual shifting state in response to operation of the state switching operation unit, the control device forces the engine mode to an option other than an option associated with an output control characteristic that provides maximum output among a plurality of MT engine mode options selectable in the manual shifting state.

7. 7. A lean vehicle as described in any one of claims 1 to 6, wherein the control device, in the automatic shifting state, stores a high-frequency AT mode that is most frequently used among the multiple AT engine mode options, and when the automatic shifting state is selected for the first time after power is turned on, selects the stored high-frequency AT mode as the initial value of the engine mode.

8. 8. A lean vehicle according to claim 1, wherein the control device stores a high-frequency MT mode that is most frequently used among the plurality of MT engine mode options in the manual shift state, and selects the stored high-frequency MT mode as an initial value of the engine mode when the manual shift state is selected for the first time after power is turned on.

Images