Leaning vehicle

This leaning vehicle that turns in a leaning posture and has a leaning frame structure made of a material containing fiber-reinforced resin can achieve weight reduction and help reduce changes in ride quality. The vehicle includes a rear structure that leans to the left during a left turn and leans to the right during a right turn with respect to the left-right direction of the vehicle, and is made of a material containing carbon-fiber-reinforced resin, and a leaning frame structure damage notification unit that, when the rear structure receives an impact caused by a fall of the vehicle in the left direction or the right direction, and the impact damages a non-visible part of the rear structure, makes a notification of the damage.

BACKGROUND

Technical Field

This teaching relates to leaning vehicles that turn in a leaning posture.

Background Art

A known example of the leaning vehicles that turn in a leaning posture is a two-wheeled motorcycle disclosed in Patent Document 1 (identified further on). The vehicle disclosed in Patent Document 1 includes an upper frame and a lower frame, each of which is a single-piece component made of fiber-reinforced resin containing carbon fibers. The upper frame and the lower frame are combined by coupling an upper head pipe provided to the upper frame and a lower head pipe provided to the lower frame.

According to the configuration disclosed in Patent Document 1, the frames of the two-wheeled motorcycle are made of the fiber-reinforced resin containing carbon fibers to decrease the weight and increase the strength.

CITATION LIST

Patent Document

Patent Document 1: Japanese Patent Application Publication No. 2007-307944

SUMMARY OF THE INVENTION

The inventors of the present teaching have anticipated various operating environments for a leaning vehicle, which turns in a leaning posture, including a leaning frame structure made of a material containing fiber-reinforced resin, and carefully studied how these operating environments affect the leaning vehicle. In this study, the inventors anticipated a plurality of usage scenarios of the leaning vehicle, and studied the effect on the leaning vehicle in the anticipated usage scenarios.

As a result of the keen examination, the inventors found that mixed cases could exist in which the rigidity of the leaning frame structure made of the material containing fiber-reinforced resin became low, and in which the rigidity of the leaning frame structure made of the material containing fiber-reinforced resin did not become low.

In the case where the rigidity of the leaning frame structure made of the material containing fiber-reinforced resin becomes low as described above, the ride quality of the leaning vehicle may change.

The present teaching has an object to provide configurations capable of achieving weight reduction, while helping reduce changes in ride quality, to a leaning vehicle that turns in a leaning posture and has a leaning frame structure made of a material containing fiber-reinforced resin.

If the leaning vehicle that turns in a leaning posture is not supported during a stop, the leaning vehicle falls over in the left direction or the right direction due to its own nature. The plurality of usage scenarios of the leaning vehicle include such a falling accident during a stop. Therefore, the leaning vehicle needs to be designed in consideration of the possibility of such a falling accident during a stop. The inventors studied a plurality of cases to find out the conditions of the leaning vehicle that fell over during a stop.

As a result of the keen examination by the inventors, they found that mixed cases could exist in which the rigidity of the leaning frame structure made of a material containing fiber-reinforced resin became low, and in which the rigidity of the leaning frame structure made of the material containing fiber-reinforced resin did not become low after the leaning vehicle fell over during a stop. In the case where the rigidity of the leaning frame structure is decreased as described above, the ride quality of the leaning vehicle may change.

The inventors studied the conditions of the leaning vehicle that fell over during a stop in greater detail. As a result, the inventors noticed the following.

The leaning vehicle that falls over in the left direction or the right direction touches the ground or the like with its projecting part that sticks out in the direction in which the leaning vehicle falls over. Therefore, the local impact on the projecting part when the vehicle falls over in the left direction or the right direction is high. This impact may sometimes reach the leaning frame structure of the vehicle body.

Even if the aforementioned impact is applied to the leaning frame structure made of a material containing fiber-reinforced resin, the leaning frame structure in some cases may not suffer significant deformation and breakage on the outer surface. In such cases, however, the inner part of the leaning frame structure may be partly damaged. Specifically, if the leaning frame structure is made of a material containing fiber-reinforced resin as described above, damage, such as a crack, may occur only in the inner part of the leaning frame structure. The damage that has occurred in the inner part of the leaning frame structure does not easily appear on the outer surface thereof. Therefore, it is difficult to identify the damage in the leaning frame structure in the visible range where a visual check of the outer surface of the leaning frame structure is conducted. Note that the damage includes chipping, cracking, denting, and splitting of the leaning frame structure.

As described above, when the leaning vehicle, which turns in a leaning posture, falls over, the leaning frame structure made of a material containing fiber-reinforced resin may be internally damaged.

Unlike four-wheeled vehicles, the leaning vehicle, which turns in a leaning posture, has a lot of parts projecting in the right and left directions on the vehicle body. Therefore, when the leaning vehicle falls over in the left direction or the right direction, the parts making first contact with the ground or the like vary in accordance with how the vehicle falls. In other words, it is difficult to locate the position making first contact with the ground or the like based on the falling condition when the leaning vehicle falls over in the left direction or the right direction.

To address this situation, the inventors have conceived a way to enhance the strength of the leaning frame structure to prevent the occurrence of internal damage of the leaning frame structure. However, as described above, it is difficult to locate the position making first contact with the ground or the like when the leaning vehicle falls over. In addition, the damage as described above may occur at the projecting parts that stick out in the right and left directions from the leaning frame structure, or at the parts other than the projecting parts of the leaning frame structure. Because of this, it is difficult to locate the position on the leaning frame structure that should be enhanced in strength. Therefore, the strength enhancement of the leaning frame structure involves increasing the rigidity of the entire leaning frame structure, or changing the material making up the leaning frame structure. These measures make it difficult to reduce the weight of the leaning vehicle.

During the proceedings of the study, the inventors found that the frequency with which the internal damage occurred in the leaning frame structure when the leaning vehicle had fallen over in the left direction or the right direction was not so high. Then, the inventors discovered that, if the frequency of occurrence of the internal damage of the leaning frame structure was not so high, the changes in ride quality of the leaning vehicle could be reduced by notifying the rider of the possibility of the internal damage in the leaning frame structure and urging the rider to check the leaning vehicle, replace the damaged parts, or take other measures, rather than enhancing the strength of the leaning frame structure.

Based on the above-described study results, the inventors have arrived at the following configurations.

The leaning vehicle according to an embodiment of the present teaching is a leaning vehicle that turns in a leaning posture. This leaning vehicle includes a leaning frame structure that, with respect to a left-right direction of the leaning vehicle, leans left during a left turn, leans right during a right turn, and is made of a material containing fiber-reinforced resin, and a leaning frame structure damage notification unit that, when the leaning frame structure receives an impact caused by a fall of the leaning vehicle in a left direction or a right direction, and the impact causes damage to a non-visible part of the leaning frame structure, makes a notification of the damage.

When the vehicle, which turns in a leaning posture, for example, falls over in the left direction or the right direction, an impact is applied to the leaning frame structure made of the material containing fiber-reinforced resin. If the impact has damaged a non-visible part (e.g., an inner part) of the leaning frame structure, the leaning frame structure damage notification unit can notify the rider or the like of the damage.

Making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while the leaning frame structure damage notification unit that notifies the rider or the like of the damage that has occurred to a non-visible part of the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The leaning frame structure damage notification unit has a leaning frame structure damage detection unit that, when the damage is caused to the non-visible part of the leaning frame structure, electrically detects the damage.

When damage has occurred to a non-visible part of the leaning frame structure of the leaning vehicle, this configuration can achieve detection of the damage with high accuracy. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The leaning frame structure damage detection unit detects the damage that has been caused to the non-visible part between two points, which are located in the leaning frame structure and separated from each other in the front-rear direction as viewed in the left-right direction.

Thus, even if damage has occurred to a non-visible part between two points, which are located in the leaning frame structure and separated from each other in the front-rear direction, this configuration can achieve detection of the damage with high accuracy. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The leaning frame structure damage detection unit includes an electric wire that has a tensile strength lower than a tensile strength of resin in the fiber-reinforced resin, and is provided in the leaning frame structure, and a leaning frame structure damage detection control unit that detects a break in the electric wire between two points separated from each other in the front-rear direction in the leaning frame structure as viewed in the left-right direction.

This configuration can detect the damage that has occurred in the leaning frame structure by the break in the electric wire provided in the leaning frame structure. Thus, the damage that has occurred in the leaning frame structure can be accurately detected. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The leaning frame structure damage detection unit includes a fiber optic cable that has a tensile strength lower than a tensile strength of resin in the fiber-reinforced resin and is provided in the leaning frame structure, and a leaning frame structure damage detection control unit that detects a break in the fiber optic cable between two points separated from each other in the front-rear direction in the leaning frame structure as viewed in the left-right direction.

This configuration can detect the damage that has occurred in the leaning frame structure by the break in the fiber optic cable provided in the leaning frame structure. Thus, the damage that has occurred in the leaning frame structure can be accurately detected. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The leaning frame structure damage detection unit detects changes in vibration propagating between two points, which are located on the leaning frame structure and separated from each other in the front-rear direction as viewed in the left-right direction.

This configuration can detect the damage that has occurred in the leaning frame structure with the changes in vibration propagating through the leaning frame structure. Thus, the damage that has occurred in the leaning frame structure can be accurately detected. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The leaning frame structure damage notification unit includes a state changing portion that, when the leaning frame structure receives the impact that causes the damage to the non-visible part of the leaning frame structure, changes a state of the state changing portion into a predetermined state, and makes a notification of the damage that has been caused in the non-visible part based on the change to the predetermined state of the state changing portion.

According to the configuration, when the leaning frame structure receives an impact that damages the non-visible part, the leaning frame structure damage notification unit notifies the rider or the like of the damage with the state changing portion that has entered into the predetermined state. Thus, the damage that has occurred to the non-visible part of the leaning frame structure can be more reliably notified to the rider or the like. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The state changing portion is a layer that is provided in the leaning frame structure and is different in color from the fiber-reinforced resin.

When a non-visible part of the leaning frame structure, or, for example, an inner part of the leaning frame structure is damaged, this configuration changes the color of the damaged part into a different color from the other parts. Thus, the damage that has occurred to the non-visible part of the leaning frame structure can be notified of to the rider or the like. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In addition, the aforementioned configuration eliminates the need for other devices, such as an electric circuit and a detection apparatus. Therefore, notification of the damage that has occurred to the non-visible part of the leaning frame structure can be made to the rider or the like with a simple and low cost configuration.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The state changing portion is a layer that is provided in the leaning frame structure and changes its color with force applied to the non-visible part of the leaning frame structure.

When a non-visible part of the leaning frame structure, or, for example, an inner part of the leaning frame structure has applied thereto a force of a predetermined magnitude or greater, this configuration changes the color of the non-visible part or the inner part into a color different from the other part. Thus, notification of the damage that has occurred to the non-visible part of the leaning frame structure through the application of force can be made to the rider or the like. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In addition, the aforementioned configuration eliminates the need for other devices, such as an electric circuit and a detection apparatus. Therefore, notification of the damage that has occurred to the non-visible part of the leaning frame structure can be made to the rider or the like with a simple and low cost configuration.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The state changing portion is a painted portion that is formed on the leaning frame structure and emits light when the damage is caused to the non-visible part of the leaning frame structure.

When the non-visible part of the leaning frame structure is damaged, this configuration can more reliably notify the rider or the like of the damage in the non-visible part by the painted portion that emits light. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In addition, the aforementioned configuration eliminates the need for other devices, such as an electric circuit and a detection apparatus. Therefore, notification of the damage that has occurred to the non-visible part of the leaning frame structure can be made to the rider or the like with a simple and low cost configuration.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The leaning frame structure damage notification unit includes a detection unit that directly, indirectly, or electrically detects the impact that is received by the leaning frame structure and causes the damage to the non-visible part of the leaning frame structure.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The detection unit directly detects the impact that is received by the leaning frame structure and causes the damage to the non-visible part of the leaning frame structure.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The detection unit indirectly detects the impact that is received by the leaning frame structure and causes the damage to the non-visible part of the leaning frame structure.

Since the leaning frame structure damage notification unit includes the detection unit that directly, indirectly, or electrically detects the impact that damages the non-visible part of the leaning frame structure as described above, the leaning frame structure damage notification unit can detect the impact when the leaning frame structure receives the impact that damages the non-visible part. Thus, the leaning frame structure damage notification unit can more reliably notify the rider or the like of the damage that has occurred to the non-visible part of the leaning frame structure. Therefore, making the leaning frame structure with the material containing fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

In still another aspect, the leaning vehicle of the present teaching preferably includes the following configuration. The fiber-reinforced resin is a carbon-fiber-reinforced resin made by reinforcing resin with carbon fibers.

This configuration can achieve weight reduction and strength enhancement of the vehicle. With this configuration, the above-described configurations work effectively.

When an impact is applied to the leaning frame structure made of the material containing carbon-fiber-reinforced resin when the vehicle falls over in the left direction or the right direction, there may be cases where the outer surface (a part in a visible range) of the leaning frame structure does not suffer deformation and breakage. In such cases, however, an inner part (a non-visible part) of the leaning frame structure may be partly damaged. Note that the damage includes chipping, cracking, denting, and splitting of the leaning frame structure. The visible range denotes a range visually perceptible by the rider or the like from the outside of the leaning vehicle. On the contrary, the non-visible range denotes the inner part of a component or a range visually imperceptible unless parts are detached.

Even if such internal damage has occurred, the above-described leaning frame damage notification unit can detect the damage in the leaning frame structure. Therefore, the leaning frame structure damage notification unit can notify the rider or the like of the damage that has occurred to the non-visible part of the leaning frame structure.

Therefore, making the leaning frame structure with the material containing carbon-fiber-reinforced resin can achieve weight reduction of the leaning vehicle, while notification to the rider or the like of the damage that has occurred in the leaning frame structure can help reduce changes in ride quality of the leaning vehicle.

It will be further understood that the terms “including”, “comprising”, or “having” and variations thereof when used in this description, specify the presence of stated features, steps, elements, components, and/or their equivalents, but do not preclude the presence or addition of one or more other steps, operations, elements, components, and/or groups thereof.

As used herein, the terms “mounted”, “connected”, “coupled” and/or their equivalents are used broadly, and encompass both “direct and indirect” mounting, connecting, and coupling. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings, and can include direct or indirect connections or couplings.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one having ordinary skill in the art to which the present teaching belongs.

It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and present disclosure, and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

In describing the present teaching, it will be understood that a number of techniques and steps are disclosed. Each of these has individual benefit, and each can also be used in conjunction with one or more, or, in some cases, all of the other disclosed techniques.

Accordingly, for the sake of clarity, the description will refrain from repeating every possible combination of the individual steps in an unnecessary fashion. Nevertheless, the description and claims should be read with the understanding that such combinations are entirely within the scope of the present teaching.

Embodiments of the leaning vehicle according to the present teaching will be discussed herein.

In the following description, numerous specific examples are set forth in order to provide a thorough understanding of the present teaching. It will be evident, however, to one skilled in the art that the present teaching may be practiced without these specific examples.

The present disclosure is to be considered as an exemplification of the teaching, and is not intended to limit the teaching to the specific embodiments illustrated by the figures or description below.

In this description, the leaning vehicle denotes a vehicle that leans to the left during a left turn, and leans to the right during a right turn. The leaning vehicle includes, for example, a two-wheeled motorcycle, a three-wheeled motorcycle, or the like.

In this description, the leaning frame structure denotes a structure that constitutes at least a part of a framework architecture (frame) of the leaning vehicle. The leaning frame structure includes, for example, a main frame, a rear frame (rear structure), or the like.

In this description, the fiber-reinforced resin denotes a material containing resin reinforced with fibers. In this meaning, the fiber-reinforced resin is made of the material containing resin reinforced with fibers, but may have some parts made of resin only.

Advantageous Effects of Invention

An embodiment of the present teaching can provide configurations capable of achieving weight reduction, while helping reduce changes in ride quality, to a leaning vehicle that turns in a leaning posture, and has a leaning frame structure made of a material containing fiber-reinforced resin.

DETAILED DESCRIPTION

With reference to the drawings, embodiments of the present teaching will be described below. Like components are denoted by like reference symbols or reference numerals throughout the drawings, and the description thereof will not be reiterated. The dimensions of the components in the drawings do not exactly represent the dimensions and dimensional ratios of the actual components.

Hereinafter, Arrow F in the drawings indicates the front direction of the vehicle. Arrow U in the drawings indicates the upper direction of the vehicle. Arrow R in the drawings indicates the right direction of the vehicle. Arrow L in the drawings indicates the left direction of the vehicle. In addition, the front-rear and left-right directions denote the front-rear and left-right directions, respectively, as viewed by a rider driving the vehicle.

First Embodiment

FIG.1is a side view schematically showing an overall configuration of a vehicle1(leaning vehicle) according to the first embodiment. The vehicle1is, for example, a two-wheeled motorcycle, and includes a vehicle body2, a front wheel3, and a rear wheel4. The vehicle1is a leaning vehicle that turns in a leaning posture. Specifically, the vehicle1leans to the left during a left turn and leans to the right during a right turn.

The vehicle body2supports various components, such as a body cover5, handlebars6, a seat7, and a power unit8. In this embodiment, the vehicle body2includes a frame10, and a rear structure20. In short, the vehicle body2is a structure including the frame10and the rear structure20(leaning frame structure), and supporting the various components of the vehicle1. Note that the leaning frame structure is a structure functioning as a framework of the vehicle1, and therefore includes not only bar-like frame members, but also monocoque structure members.

The frame10includes a head pipe11and a main frame12. The head pipe11is located on the front side of the vehicle1, and rotatably supports a steering shaft6aconnected to the handlebars6. The main frame12is connected to the head pipe11so as to extend from the head pipe11toward the rear of the vehicle. The main frame12supports the power unit8and some other components. The frame10is covered with the body cover5.

The frame10may be made of a metal material, or fiber-reinforced resin reinforced with fibers, such as carbon fibers. Also, the frame10can be made of any materials capable of functioning as a frame of the vehicle1.

The rear structure20has a so-called monocoque structure in which the load of the components supported by the rear structure20and the force applied to the rear structure20are borne by a wall portion20a(seeFIG.3) of the rear structure20. The rear structure20makes up a part of the outer surface of the vehicle body2. In short, the rear structure20has a function as a structure member bearing the load and force, and a function as a cover member making up a part of the outer surface of the vehicle body2.

FIG.2is a perspective view showing a schematic configuration of the rear structure20. In this embodiment, the rear structure20functions not only as a rear frame of the vehicle1, but also as a rear cover of the vehicle1. Note that the rear structure20shown inFIG.2is an example of a rear structure that supports the seat7and some other components. The rear structure can be configured in a different manner from that shown inFIG.2.

The rear structure20is made of a material containing carbon-fiber-reinforced resin made by reinforcing resin (e.g., epoxy resin, vinyl ester, phenolic resin, polyamide, polypropylene, polyphenylene sulfide, etc.) with carbon fibers. The carbon fibers may be woven or non-woven. In addition, the carbon fibers may be continuous fibers having a predetermined length (e.g., 1 mm) or longer, or discontinuous fibers. Both the continuous fibers and discontinuous fibers can be also used as the carbon fibers.

The rear structure20is long in the front-rear direction of the vehicle. The rear structure20has a rear part and a front part with respect to the center thereof in the front-rear direction of the vehicle1, and the dimension of the rear part in the left-right direction of the vehicle1is greater than the dimension of the front part in the left-right direction. Specifically, when the vehicle1is viewed from above, parts on the rear side of the rear structure20with respect to the center thereof in the front-rear direction of the vehicle1project the most in the left-right direction of the rear structure20. Regarding the rear structure20, the most projecting part in the left direction of the vehicle1is a left projecting portion26, while the most projecting part in the right direction of the vehicle1is a right projecting portion27.

In more detail, the rear structure20has a main body21and connecting portions22. When the main body21is viewed from its cross section taken by cutting the main body21in the left-right direction of the vehicle1(hereinafter, the cross-section is simply referred to as a cross-section in the left-right direction of the vehicle1), the main body21has a closed cross-section enclosed by the wall portion20a. As shown inFIG.2, the main body21has a cut-away portion23, in which the seat7is placed, at a front part thereof in the front-rear direction of the vehicle1.

The connecting portions22extend from the main body21in the downward direction of the vehicle1. The connecting portions22are provided in a pair at lower parts of the main body21, and are opposed to each other. The connecting portions22are integrally molded with the main body21. The connecting portions22are connected to the frame10.

As shown inFIG.2, the main body21has the left projecting portion26and the right projecting portion27. The left projecting portion26is situated on the left side of the main body21in the left-right direction of the vehicle1. In other words, the left projecting portion26of the rear structure20projects to the left of the vehicle1. The right projecting portion27is situated on the right side of the main body21in the left-right direction of the vehicle1. In other words, the right projecting portion27of the rear structure20projects to the right of the vehicle1.

<Leaning Frame Structure Damage Notification Unit>

As described above, the vehicle1leans to the left during a left turn and leans to the right during a right turn. If the vehicle1is not supported during a stop, the vehicle1falls over in the left direction or the right direction.

Unlike four-wheeled vehicles, the vehicle1, which is a leaning vehicle that turns in a leaning posture, has a lot of parts projecting in the right and left directions on the vehicle body2. Consequently, the vehicle body2has many projections and depressions in the left and right directions. Therefore, when the vehicle1falls over in the left direction or the right direction, the parts making first contact with the ground or the like vary in accordance with the falling conditions.

The vehicle1that falls over in the left direction or the right direction touches the ground or the like with its projecting part, of the vehicle body2, that sticks out in the direction in which the vehicle1falls over. Therefore, the local impact on the projecting part when the vehicle1falls over in the left direction or the right direction is high.

In this embodiment, the left projecting portion26and the right projecting portion27of the rear structure20project in the left direction and the right direction, respectively, and therefore the left projecting portion26or the right projecting portion27makes contact with the ground or the like when the vehicle1falls over in the left direction or the right direction. The impact caused by the contact may be sometimes directly applied to the rear structure20.

As described above, the rear structure20is made of a material containing carbon-fiber-reinforced resin made by reinforcing resin with carbon fibers. When the aforementioned impact is applied to the rear structure20made of the material containing carbon-fiber-reinforced resin, cases may exist where the outer surface (a part in a visible range) of the rear structure20does not suffer deformation and breakage. In such cases, however, an inner part (a non-visible part) of the rear structure20may be partly damaged. Note that the aforementioned damage includes chipping, cracking, denting, and splitting of the rear structure20. The visible range denotes a range visually perceptible by a rider or the like from the outside of the vehicle1. On the contrary, the non-visible range denotes the inner part of the member or a range visually imperceptible unless parts are detached.

In this embodiment, the vehicle1includes a leaning frame structure damage notification unit40that detects damage in an inner part of the rear structure20, and makes a notification of the damage. The leaning frame structure damage notification unit40includes a leaning frame structure damage detection unit45and an output unit43. The leaning frame structure damage detection unit45includes a detection wire41(state changing portion), a broken-wire detection unit42(leaning frame structure damage detection control unit), and detection terminals41a,41blocated at the opposite ends of the detection wire41.

The leaning frame structure damage notification unit40detects a break in the detection wire41by allowing the broken-wire detection unit42of the leaning frame structure damage detection unit45to detect a signal between the detection terminals41aand41b, and notifies the rider or the like of the detection result through the output unit43.FIG.5is a functional block diagram of the leaning frame structure damage notification unit40.FIG.18illustrates a schematic configuration of the leaning frame structure damage notification unit40and the vehicle1.

Specifically, a detection wire41is routed in an inner part of a wall portion making up the left projecting portion26of the rear structure20, and a detection wire41is routed in an inner part of a wall portion making up the right projecting portion27.FIGS.3and4show configuration examples in which a detection wire41is placed in the inner part of a wall portion20amaking up the left projecting portion26. The detection wires41are routed in the left projecting portion26and the right projecting portion27of the rear structure20, respectively, along the front-rear direction of the vehicle1. In other words, the detection wires41are placed so as to extend through the rear structure20in the front-rear direction of the vehicle1. In this placement of the detection wires41, a detection terminal41aplaced at one end of the detection wire41and a detection terminal41bplaced at the other end of the detection wire41are separated from each other in the rear structure20in the front-rear direction of the vehicle1as viewed in the left-right direction.

However, the detection terminals41a,41bdo not need to be placed in the rear structure20separately in the front-rear direction of the vehicle1as viewed in the left-right direction. Specifically speaking, if the detection wire41is a closed loop wire as will be described later, the detection terminals41a,41bmay be placed on the same position in the front-rear direction of the vehicle1as viewed in the left-right direction. The detection terminals41a,41bmay be placed in the rear structure20wherever they can detect damage of the rear structure20.

The detection wire41is formed in a closed loop such that predetermined signals flow between the detection terminals41aand41b. The detection wire41may be separate closed loops each placed in the left projecting portion26and the right projecting portion27of the rear structure20, or may be a closed loop placed across the left projecting portion26and the right projecting portion27. The detection wire41is electrically connected to the broken-wire detection unit42through the detection terminals41a,41b.

The predetermined signals are used by the broken-wire detection unit42to detect the presence or absence of a break in the detection wire41, which will be described later. The predetermined signals may be electrical signals that are exclusively used to detect the presence or absence of a break in the detection wire41, or electrical signals that are used for other applications.

The detection wire41has a tensile strength lower than that of the carbon-fiber-reinforced resin making up the rear structure20, and breaks when the inner part of the rear structure20is damaged by an impact. The detection wire41may be anything, such as a metal electric wire and an optical fiber, that is capable of transmitting the predetermined signals.

Such a detection wire41breaks when the inner part of the rear structure20is damaged by an impact caused by a fall of the vehicle1in the left direction or the right direction. As a result, the predetermined signal that is supposed to be flowing through the detection wire41between the detection terminals41aand41bdoes not flow through the detection wire41.

The broken-wire detection unit42outputs the predetermined signals to the detection terminal41asituated at one end of the detection wire41, and detects the predetermined signals flowing in the detection terminal41bsituated at the other end of the detection wire41. When the broken-wire detection unit42does not detect the predetermined signals from the detection terminal41beven after it has output the predetermined signals to the detection terminal41a, the broken-wire detection unit42generates a damage detection signal and outputs the signal. Thus, the broken-wire detection unit42detects a break in the detection wire41between two points (detection terminals41a,41b) in the rear structure20.

The broken-wire detection unit42may be implemented by a dedicated control device or provided in other control devices, such as a controller for controlling the power unit8or other components in the vehicle1.

The output unit43makes a notification to the rider or the like when receiving the damage detection signal output from the broken-wire detection unit42. Specifically, when the broken-wire detection unit42detects that the predetermined signals are not flowing in the detection wire41, the output unit43makes a notification to the rider or the like. The output unit43may be, for example, a lamp or a display screen provided on a display unit to indicate a meter or the like, or a display device or the like provided on the periphery of the handlebars6. Alternatively, the output unit43may be configured to make a notification of the damage detection signal by means of a sound, vibrations or the like. The output unit43may be implemented by a dedicated device that makes a notification of the damage detection signal, or by adding a notification function to a device having other functions.

When the vehicle1, which is equipped with the leaning frame structure damage notification unit40configured as described above, falls over in the left direction or the right direction during a stop and receives an impact, the impact breaks the detection wire41in the inner part of the rear structure20. The detection wire41breaks even when only the inner part of the rear structure20is damaged, but the surface thereof is not.

When the detection wire41breaks as described above, the predetermined signal output from the broken-wire detection unit42to the detection wire41is not detected by the broken-wire detection unit42. Then, the broken-wire detection unit42generates a damage detection signal and outputs it. This damage detection signal is input to the output unit43that, in turn, notifies the rider or the like of the possibility of damage in the inner part of the rear structure20.

The above-described configurations enable notification of damage that has occurred to the non-visible inner part of the rear structure20, but has not occurred in the part in the visible range on the surface.

As described above, the vehicle1of the present embodiment includes a rear structure20that leans to the left during a left turn, leans to the right during a right turn with respect to the left-right direction, and is made of a material containing carbon-fiber-reinforced resin, and a leaning frame structure damage notification unit40that, when the rear structure20receives an impact caused by a fall of the vehicle1in the left direction or the right direction, and the impact damages a non-visible part of the rear structure20without damaging a part in the visible range, makes a notification of the damage.

When, for example, the vehicle1, which turns in a leaning posture, falls over in the left direction or the right direction, and an impact is applied to the rear structure20made of the material containing carbon-fiber-reinforced resin and damages a non-visible part of the rear structure20without damaging a part in the visible range, the rider or the like can be notified of the damage by the leaning frame structure damage notification unit40. This configuration allows the rider to know the damage that has occurred to the non-visible part (e.g., an inner part) of the rear structure20through the leaning frame structure damage notification unit40even though the damage is not recognizable in the visible range on the rear structure20.

Therefore, the vehicle1with the rear structure20made of a material containing carbon-fiber-reinforced resin can achieve weight reduction and can help reduce changes in ride quality.

The leaning frame structure damage notification unit40includes the detection wire41(state changing portion) that breaks (changes itself into a predetermined state) when the rear structure20receives an impact that damages a non-visible part without damaging a part in the visible range. The leaning frame structure damage notification unit40makes a notification of the damage that has occurred to the non-visible part based on the break (predetermined state change) of the detection wire41.

According to the configuration, when the rear structure20receives an impact that damages the non-visible part, but does not damage the part in the visible range, the leaning frame structure damage notification unit40notifies the rider or the like of the damage based on the break (predetermined state change) that has occurred in the detection wire41(state changing portion). In short, the leaning frame structure damage notification unit40makes a notification of the damage that has occurred to the non-visible part of the rear structure20based on the break (predetermined state change) of the detection wire41. Therefore, notification of the damage that has occurred to the non-visible part of the rear structure20can be more reliably made to the rider or the like.

The detection wire41is a wire having a tensile strength lower than that of the resin in the carbon-fiber-reinforced resin. The leaning frame structure damage notification unit40includes the broken-wire detection unit42that electrically detects a break in the wire, and the output unit43that, when the broken-wire detection unit42detects the break in the wire, makes a notification of the damage that has occurred to the non-visible part.

Such a detection wire41breaks before the impact received by the rear structure20made of a material containing carbon-fiber-reinforced resin damages the resin in the carbon-fiber-reinforced resin. The leaning frame structure damage notification unit40electrically detects a break in the detection wire41through the broken-wire detection unit42, and notifies the rider or the like of the detection result through the output unit43. Therefore, when the rear structure20receives an impact that damages the non-visible part, the rider or the like can be more reliably notified of the damage.

The leaning frame structure damage notification unit40electrically detects an impact that is received by the rear structure20and damages a non-visible part without damaging a part in the visible range.

Thus, when an impact that damages a non-visible part without damaging a part in the visible range has been applied to the rear structure20, the leaning frame structure damage notification unit40can detect the impact. Therefore, the rider or the like can be notified of the damage that has occurred to the non-visible part of the rear structure20by the leaning frame structure damage notification unit40.

Second Embodiment

FIG.6is a cross-sectional view of a partially-enlarged rear structure120of a vehicle according to the second embodiment. This embodiment is different from the first embodiment in that a damage notification layer130(leaning frame structure damage notification unit) is provided in a wall portion120aof a rear structure120instead of the leaning frame structure damage notification unit40in the first embodiment. In the following, like components are denoted by like numerals or symbols as those in the first embodiment and will not be reiterated, and only the components different from the first embodiment will be described.

As shown inFIG.6, the damage notification layer130(state changing portion) is provided in the wall portion120aof a left projecting portion126of the rear structure120. The damage notification layer130is a resin layer that is different in color from the carbon-fiber-reinforced resin. Thus, the damage notification layer130in the wall portion120ais covered with carbon-fiber-reinforced resin on both sides in the direction of the thickness. The damage notification layer130in the wall portion120ais located closer to the outer surface of the wall portion120athan the inner surface.

The resin layer making up the damage notification layer130may be the same kinds of resin as the carbon-fiber-reinforced resin, or may be different kinds of resin from the carbon-fiber-reinforced resin.

Although it is not particularly illustrated, the damage notification layer130is also provided in the wall portion of a right projecting portion of the rear structure120.

In general, it sometimes appears that the carbon-fiber-reinforced resin with no force applied is not damaged even though it is actually damaged by receiving an impact.

On the other hand, the damage notification layer130, which is different in color from the carbon-fiber-reinforced resin, is provided in the wall portion120aof the rear structure120made of a material containing carbon-fiber-reinforced resin, and when the carbon-fiber-reinforced resin covering the damage notification layer130is damaged, the damage notification layer130is partially exposed. This exposure can explicitly show the rider or the like that the wall portion120aof the rear structure120has been damaged. In this embodiment, the partial exposure of the damage notification layer130corresponds to the predetermined change of the state changing portion.

The damage notification layer130in this embodiment is a layer that is provided in the rear structure120and is different in color from the carbon-fiber-reinforced resin.

When a non-visible part of the rear structure120, or, for example, an inner part of the rear structure120is damaged, the damaged part changes its color into a different color from the other part. Thus, the rider or the like can be notified of the damage that has occurred to the non-visible part of the rear structure120.

The damage notification layer130may contain a material whose color is changeable with application of force, for example, a mechanoluminescent material, an opal coating film, and microcapsules each filled with paint. Specifically, the damage notification layer130is a layer that is formed on the rear structure120and changes its color when a force of a predetermined magnitude or greater is applied to a non-visible part. The force of a predetermined magnitude or greater is force that damages an inner part of the wall portion120aof the rear structure120with an impact received by the vehicle1that falls over in the left direction or the right direction during a stop.

Thus, if a force of a predetermined magnitude or greater is applied to a non-visible part of the rear structure120, or, for example, an inner part of the rear structure120, the part changes its color into a different color from the other part. Therefore, the rider or the like can be notified of the damage caused by application of force to the non-visible part of the rear structure120.

In addition, the aforementioned configuration eliminates the need for other devices, such as an electric circuit and a detection apparatus. Therefore, notification of the damage that has occurred to the non-visible part of the rear structure120can be made to the rider or the like with a simple and low cost configuration.

Third Embodiment

FIG.7is a cross-sectional view of a partially-enlarged rear structure220of a vehicle according to the third embodiment. This embodiment is different in configuration from the second embodiment in that a damage notification layer230(leaning frame structure damage notification unit) is provided on the surface of a wall portion220aof the rear structure220. In the following, like components are denoted by like numerals or symbols as those in the second embodiment and will not be reiterated, and only the components different from the second embodiment will be described.

As shown inFIG.7, the damage notification layer230(state changing portion, painted portion) is provided on the outer surface of the wall portion220aof a left projecting portion226of the rear structure220. The damage notification layer230contains a luminescent material that emits light with application of force, for example, a mechanoluminescent material, an opal coating film, and microcapsules each filled with paint.

The above-described damage notification layer230emits light when the vehicle1falls over in the left direction or the right direction during a stop and the left projecting portion226of the rear structure220receives a force of a predetermined magnitude or greater. The force of a predetermined magnitude or greater is an impact that is received by the vehicle1upon a fall in the left direction or the right direction during a stop, and damages an inner part of the wall portion220aof the rear structure220.

Although it is not particularly illustrated, the damage notification layer230is also provided on the outer surface of a right projecting portion of the rear structure220.

Thus, when the vehicle1falls over in the left direction or the right direction during a stop, and a force of a predetermined magnitude or greater acts on the damage notification layer230so as to damage an inner part (a non-visible part) of the wall portion220aof the rear structure220, the damage notification layer230notifies the rider or the like of the damage by emitting light (a predetermined state change of the state changing portion).

In this embodiment, the damage notification layer230is a painted portion that is formed on the rear structure220and emits light when a non-visible part is damaged.

Therefore, when a non-visible part of the rear structure220is damaged, the damage notification layer230emits light to reliably notify the rider or the like of the damage that has occurred to the non-visible part.

In addition, the aforementioned configuration eliminates the need for other devices, such as an electric circuit and a detection apparatus, as with the configuration of the second embodiment. Therefore, notification of the damage that has occurred to the non-visible part of the rear structure220can be made to the rider or the like with a simple and low cost configuration.

Fourth Embodiment

FIG.8is a side view of a vehicle301according to the fourth embodiment. This embodiment is different in configuration from the first embodiment in that a vehicle301includes a leaning frame structure damage notification unit340that detects an impact received by a rear structure20and makes a notification, instead of the leaning frame structure damage notification unit40in the first embodiment. In the following, like components are denoted by like numerals or symbols as those in the first embodiment and will not be reiterated, and only the components different from the first embodiment will be described.

The leaning frame structure damage notification unit340includes a detection unit341, a control unit342, and an output unit343. The detection unit341detects an impact received by the rear structure20. When an impact that damages an inner part (a non-visible part) is applied to the rear structure20, the detection unit341outputs a detection signal.

The detection unit341includes, for example, a force sensor, a sound sensor, a position detection sensor, or an acceleration sensor. The detection unit341may include any other types of sensor capable of detecting an impact received by the rear structure20, except for the aforementioned force sensor, the sound sensor, the position detection sensor, and the acceleration sensor.

In the case where the detection unit341is a force sensor, the detection unit341detects a force applied to the rear structure20. Such a force sensor serving as the detection unit341is preferably placed at a position on the rear structure20where the greatest force is exerted when the vehicle1falls over during a stop.

In the case where the detection unit341is a sound sensor, the detection unit341detects a sound caused by the impact applied to the rear structure20(a sound derived from the impact, e.g., a sound of collision, and a sound generated in association with deformation of the rear structure20). Such a sound sensor serving as the detection unit341is preferably placed at a position where the generated sound can be most effectively detected.

In the case where the detection unit341is a position detection sensor, the detection unit341detects a displacement of the rear structure20caused by an impact exerted on the rear structure20. Such a position detection sensor serving as the detection unit341is preferably placed at a position where the rear structure20is most displaced.

In the case where the detection unit341is an acceleration sensor, the detection unit341detects an acceleration of the rear structure20caused by an impact exerted on the rear structure20. Such an acceleration sensor serving as the detection unit341is preferably placed at a position where the greatest acceleration is generated in the rear structure20when the impact is exerted on the rear structure20.

As described above, the detection unit341, which is implemented by various types of sensors, detects the impact received by the rear structure20, and outputs it in the form of an electrical signal. That is, when the rear structure20receives an impact that damages a non-visible part, the detection unit341can electrically detect the impact and output it.

The detection unit341may be provided to each of the left projecting portion26and the right projecting portion27such that those detection units341can individually detect the impact exerted on the left projecting portion26and the right projecting portion27, or the detection unit341may be provided such that the single detection unit341can detect the impact exerted on the left projecting portion26and the right projecting portion27.

The control unit342generates a notification signal based on the detection signal output from the detection unit341, and outputs the notification signal. Specifically, when the detection unit341detects that an impact that damages an inner part has been applied to the rear structure20, the control unit342generates and outputs the notification signal. This notification signal is input to the output unit343.

The output unit343makes a notification to the rider or the like when the control unit342outputs the notification signal. Specifically, when the detection unit341detects that an impact that damages an inner part of the rear structure20has been applied to the rear structure20, the output unit343notifies the rider or the like that the rear structure20has been damaged.

Therefore, when the vehicle301falls over in the left direction or the right direction during a stop, and an impact that damages the inner part is applied to the rear structure20, the rider or the like can be notified of the damage.

In this embodiment, the detection unit341directly detects the impact that is received by the rear structure20and damages a non-visible part without damaging a part in the visible range.

Through the direct detection, when an impact that damages a non-visible part without damaging a part in the visible range is applied to the rear structure20, the leaning frame structure damage notification unit340can reliably detect the impact. Therefore, the leaning frame structure damage notification unit340can more reliably notify the rider or the like of the damage that has occurred to the non-visible part of the rear structure20.

Fifth Embodiment

In this embodiment, a leaning frame structure damage notification unit640detects changes in propagation response of vibrations, such as ultrasonic waves and lamb waves, to detect damage in an inner part of a main frame12(leaning frame structure).FIG.9is a perspective view showing a schematic configuration of the main frame12.FIG.10is a functional block diagram showing a schematic configuration of the leaning frame structure damage notification unit640. Note that the leaning frame structure is a structure functioning as a framework of the vehicle, and therefore includes not only bar-like frame members, but also monocoque structure members.

Firstly, the configuration of the main frame12will be described with reference toFIG.9.

As shown inFIG.9, the main frame12is connected to a head pipe11so as to extend from the head pipe11toward the rear of the vehicle. The main frame12supports a power unit8and some other components. At least a part of a frame10is covered with a body cover5.

More specifically, in this embodiment, the left main frame50has a left-main-frame front portion51extending rearward and downward from the head pipe11, and a left-main-frame rear portion52extending downward from the rear end of the left-main-frame front portion51. In addition, the right main frame60has a right-main-frame front portion61extending rearward and downward from the head pipe11, and a right-main-frame rear portion62extending downward from the rear end of the right-main-frame front portion61.

Each of the left main frame50and the right main frame60has a front end connected to the head pipe11. In other words, the front end of the left-main-frame front portion51of the left main frame50and the front end of the right-main-frame front portion61of the right main frame60are connected to each other.

In addition, the rear end of the left-main-frame rear portion52of the left main frame50and the rear end of the right-main-frame rear portion62of the right main frame60are connected to each other with a cross member71extending in the left-right direction.

The main frame12has a left suspension support portion55and a right suspension support portion65that are formed between the front end and the rear end of the main frame12in the front-rear direction, and extend from the left main frame50and the right main frame60, respectively, rearward and upward.

Rear arms, which are not illustrated, are rotatably supported by the left-main-frame rear portion52and the right-main-frame rear portion62. In other words, the front sides of the rear arms are rotatably connected to the rear parts of the left main frame50and the right main frame60. The rear arms rotatably support a rear wheel4with their rear parts.

InFIG.9, reference numerals50a,60aindicate mounting portions that are provided to the left main frame50and the right main frame60, respectively, to mount the rear structure. In addition, reference numerals50b,60bindicate mounting portions that are provided to the left main frame50and the right main frame60, respectively, to mount the rear arms. Furthermore, reference numerals50c,60cindicate mounting portions that are provided to the left main frame50and the right main frame60, respectively, to mount the power unit8.

The main frame12is made of a material containing carbon-fiber-reinforced resin made by reinforcing resin (e.g., epoxy resin, vinyl ester, phenolic resin, polyamide, polypropylene, polyphenylene sulfide, etc.) with carbon fibers. The carbon fibers may be woven or non-woven. In addition, the carbon fibers may be continuous fibers having a predetermined length (e.g., 1 mm) or longer, or discontinuous fibers. Both the continuous fibers and discontinuous fibers can be also used as the carbon fibers.

<Leaning Frame Structure Damage Notification Unit>

As shown inFIGS.9and10, a leaning frame structure damage notification unit640in this embodiment has a leaning frame structure damage detection unit642and an output unit643. The leaning frame structure damage detection unit642has an ultrasonic wave transmission device645that transmits ultrasonic waves, an ultrasonic wave detection device646that detects the ultrasonic waves, and a damage detection control unit647. When the leaning frame structure damage detection unit642detects damage in the main frame12, the output unit643notifies the rider or the like of the damage.

FIG.10shows the leaning frame structure damage notification unit640alone extracted fromFIG.9in the form of functional blocks.

The ultrasonic wave transmission device645is placed on the front side of the main frame12, which is configured as described above, as shown inFIG.9. Specifically, the ultrasonic wave transmission device645is placed at the intersection where the left main frame50and the right main frame60are connected to the head pipe11. The ultrasonic wave transmission device645may have any configurations capable of outputting ultrasonic wave signals, such as a macro fiber composite (MFC) actuator and a speaker.

The ultrasonic wave detection device646is placed on the rear side of the main frame12, which is configured as described above, as shown inFIG.9. Specifically, the ultrasonic wave detection device646is placed at the end of each of the left suspension support portion55and the right suspension support portion65. The ultrasonic wave detection device646may have any configurations capable of detecting ultrasonic wave signals, such as an acoustic emission (AE) sensor.

In the example shown inFIG.9, the ultrasonic wave detection devices646are placed at the ends of the left suspension support portion55and the right suspension support portion65. However, the ultrasonic wave detection device646may be placed at the end of either one of the left suspension support portion55and the right suspension support portion65.

The damage detection control unit647causes the ultrasonic wave transmission device645to output ultrasonic wave signals successively or regularly. In addition, the damage detection control unit647detects damage in an inner part of the main frame12based on the ultrasonic wave signal that has been output from the ultrasonic wave transmission device645and detected by the ultrasonic wave detection device646. More specifically, the damage detection control unit647determines that the inner part of the main frame12has been damaged when the ultrasonic wave signal detected by the ultrasonic wave detection device646has a phase different from that of the ultrasonic wave detected when the inner part of the signal main frame12is not damaged.

As described above, the leaning frame structure damage detection unit642of the leaning frame structure damage notification unit640electrically detects an impact that is received by the main frame12and damages a non-visible part without damaging a part in the visible range by using the ultrasonic wave transmission device645, the ultrasonic wave detection device646, and the damage detection control unit647.

In addition, the leaning frame structure damage detection unit642of the leaning frame structure damage notification unit640detects the damage that has occurred in a non-visible part between two points, which are located on the main frame12and separated from each other in the front-rear direction.

The damage detection control unit647may be a part of a control unit of the vehicle1, such as an engine control unit (ECU), or may be provided separately from the control unit.

In addition, the damage detection control unit647may be, by a wired connection, or wirelessly, communicably connected to the ultrasonic wave transmission device645and the ultrasonic wave detection device646.

By using the leaning frame structure damage notification unit640in this embodiment, the damage in the inner part of the main frame12can be accurately detected. Therefore, the vehicle1, which turns in a leaning posture and has the main frame12made of a material containing fiber-reinforced resin, is configured to achieve weight reduction and help reduce changes in ride quality.

Modification of Fifth Embodiment

FIGS.11to13show other examples of the leaning frame structure damage notification unit640that has the above-described configurations and is mounted on the main frame12.

In the example shown inFIG.11, the ultrasonic wave detection device646is placed at the rear end of each of the left-main-frame rear portion52and the right-main-frame rear portion62. This arrangement makes it possible to detect the damage that has occurred in an inner part in the front-rear direction of the left main frame50and the right main frame60.

In the example shown inFIG.12, the ultrasonic wave transmission device645is placed at the center part, with respect to the front-rear direction, of each of the left main frame50and the right main frame60. On the other hand, the ultrasonic wave detection device646is placed at the front end of the left-main-frame front portion51, at the rear end of the left-main-frame rear portion52, and at the end of the left suspension support portion55, of the left main frame50. In addition, the ultrasonic wave detection device646is placed at the front end of the right-main-frame front portion61, at the rear end of the right-main-frame rear portion62, and at the end of the right suspension support portion65, of the right main frame60.

This arrangement makes it possible for the leaning frame structure damage notification unit640to detect damage that has occurred in an inner part throughout the left main frame50and the right main frame60in the front-rear direction.

In the example shown inFIG.13, the ultrasonic wave transmission device and the ultrasonic wave detection device are integrated into a single device648, and a plurality of the devices648are arranged at the same positions as those of the ultrasonic wave transmission device645and the ultrasonic wave detection device646shown inFIG.12. Specifically, on the left main frame50, one of the plurality of devices648is placed at the front end of the left-main-frame front portion51, one at the center part of the left main frame50in the front-rear direction, one at the rear end of the left-main-frame rear portion52, and one at the end of the left suspension support portion55. In addition, on the right main frame60, one of the plurality of devices648is placed at the front end of the right-main-frame front portion61, one at the center part of the right main frame60in the front-rear direction, one at the rear end of the right-main-frame rear portion62, and one at the end of the right suspension support portion65.

Like the example shown inFIG.12, the above-described configuration in the example shown inFIG.13allows the devices648placed at the longitudinally center parts of the left main frame50and the right main frame60to input ultrasonic wave signals, while allowing the devices648placed at the other positions to detect the ultrasonic wave signals.

Alternatively, for example, the devices648may be arranged such that a device648placed at at least one of the left-main-frame front portion51, the left-main-frame rear portion52, and the left suspension support portion55inputs ultrasonic wave signals, and devices648placed at the other positions detect the ultrasonic wave signals. Furthermore, for example, the devices648may be arranged such that a device648placed at at least one of the right-main-frame front portion61, the right-main-frame rear portion62, and the right suspension support portion65inputs ultrasonic wave signals, and devices648placed at the other positions detect the ultrasonic wave signals.

As described above, in the example shown inFIG.13, the positions at which the ultrasonic wave signals are input and the positions at which the ultrasonic wave signals are detected are easily interchangeable on the main frame12, and therefore the damage in an inner part of the main frame12can be more reliably detected.

In this embodiment, the ultrasonic wave transmission device645and the ultrasonic wave detection device646of the leaning frame structure damage notification unit640are placed on the main frame12. However, the ultrasonic wave transmission device645and the ultrasonic wave detection device646of the leaning frame structure damage notification unit640may be placed on the rear structure620as shown inFIG.14. Incidentally, the rear structure620is configured in the same manner as the rear structure20of the first embodiment, except that the rear structure620is not provided with the detection wire41of the leaning frame structure damage notification unit40.

Specifically, as shown inFIG.14, the ultrasonic wave transmission device645is placed at the front end of the rear structure620, while the ultrasonic wave detection device646is placed at the rear end of the rear structure620. This arrangement of the devices allows the leaning frame structure damage notification unit640to detect damage in an inner part of the rear structure620using ultrasonic wave signals.

The arrangement of the ultrasonic wave transmission device645and the ultrasonic wave detection device646on the rear structure620is not limited to the example shown inFIG.14. For instance, the ultrasonic wave transmission device645may be placed at the rear end of the rear structure620, while the ultrasonic wave detection device646may be placed at the front end of the rear structure620. In addition, the ultrasonic wave transmission device645may be placed at the center part of the rear structure620in the front-rear direction, while the ultrasonic wave detection devices646may be placed at the front end and rear end of the rear structure620. Furthermore, the ultrasonic wave detection device646may be placed at the center part of the rear structure620in the front-rear direction, while the ultrasonic wave transmission device645may be placed at the front end and the rear end of the rear structure620.

The ultrasonic wave transmission device645and the ultrasonic wave detection device646inFIG.14may be also implemented by a device having the same configuration as that in the example shown inFIG.13.

Other Embodiments

Although embodiments of the present teaching have been described above, the above embodiments are merely examples that can be used to carry out the present teaching. Thus, the present teaching is not limited to the above embodiments, which can be modified as necessary without departing from the spirit of the teaching.

In each of the above-described embodiments, the vehicle body2includes the frame10, and the rear structure20,120,220, or620having a monocoque structure. However, the frame10also may have the monocoque structure.

The rear structures20,120,220,620of the above-described embodiments are made of a material containing carbon-fiber-reinforced resin made by reinforcing resin with carbon fibers. However, the rear structures20,120,220,620may be made of a material containing fiber-reinforced resin made by reinforcing resin with fibers other than the carbon fibers (e.g., aramid fibers, polyethylene fibers, and glass fibers). Also, the rear structures20,120,220,620in the above described embodiments contain resin, such as epoxy resin, vinyl ester, phenolic resin, polyamide, polypropylene, and polyphenylene sulfide. The resin may be any other kinds of resin that can be reinforced with fibers.

A part of the rear structures20,120,220,620may be made of a material different from the material making up the other part thereof.

In the above-described embodiments, the rear structures20,120,220,620have a space inside. Instead, inside the rear structures20,120,220,620, there may be placed a shock absorber, such as foam.

In the above-described embodiments, the frame10includes the head pipe11and the main frame12. However, the frame10may include frames other than the head pipe11and the main frame12.

In the above-described embodiments, the leaning frame structure damage notification unit340detects an impact that is received by the rear structure20and damages a non-visible part without damaging a part in the visible range, and notifies the rider or the like of the damage. In addition, when the rear structure20or the main frame12receives an impact and is damaged, the leaning frame structure damage notification units40,540,640and the damage notification layers130,230detect the damage and notify the rider or the like of the damage.

However, the leaning frame structure damage notification unit and the damage notification layer may be configured to detect an impact received by a leaning frame structure other than the rear structure or damage caused by the impact, and notify the rider or the like of the damage.

Alternatively, the leaning frame structure damage notification unit and the damage notification layer may be configured to, when the main frame12or the rear structure20receives an impact that damages a non-visible part, or the non-invisible part is damaged, detect the damage even if the damage occurs in a part in the visible range on the main frame12and the rear structure20, and notify the rider or the like of the damage.

In the first embodiment, the detection wire41of the leaning frame structure damage notification unit40is provided to the left projecting portion26and the right projecting portion27of the rear structure20. In the second and third embodiments, the damage notification layers130,230are provided in the left and right projecting portions of the rear structures120,220, respectively. However, the detection wire41of the leaning frame structure damage notification unit40may be provided to one of the left projecting portion26and the right projecting portion27of the rear structure20, and either of the damage notification layers130,230may be provided to the other projecting portion. Alternatively, the damage notification layer130may be provided to one of the left projecting portion and the right projecting portion of the rear structure, and the damage notification layer230may be provided to the other projecting portion.

In the first embodiment, the detection wire41is provided to each of the left projecting portion26and the right projecting portion27of the rear structure20. The vehicle1may be provided with the broken-wire detection unit42and the output unit43for each of the detection wires41. More specifically, the vehicle1may be provided with a left broken-wire detection unit for detecting a break in the detection wire41, which is provided to the left projecting portion26, and a left notification unit. The vehicle1may be provided with a right broken-wire detection unit for detecting a break in the detection wire41, which is provided to the right projecting portion27, and a right notification unit.

In the first embodiment, the vehicle body2includes the frame10, and the rear structure20. The rear structure20is provided with the leaning frame structure damage notification unit40. However, the leaning frame structure damage notification unit may be provided on a frame covered with a body cover. As an example of the leaning frame structure damage notification unit provided to the frame covered with the body cover, description will be made about a leaning frame structure damage notification unit540provided to a frame510of a vehicle501equipped with a seat rail521as shown inFIG.15. Note that the structure for mounting the leaning frame structure damage notification unit on the frame10and the operation of the leaning frame structure damage notification unit in the first embodiment are made the same as described below.

In the following, like components are denoted by like numerals or symbols as those in the first embodiment and will not be reiterated, and only the components different from the first embodiment will be described.

As shown inFIG.15, the vehicle501includes a vehicle body502that has a frame510, a body cover512, handlebars6, a seat7, and a power unit8. The frame510includes a head pipe11, a main frame12, and a seat rail521. The body cover512is mounted on the frame510so as to cover the frame510. At least a part of the body cover512constitutes an outermost surface of the vehicle501.

FIG.16schematically illustrates the mounting structure of the body cover512to the seat rail521. As an example of the leaning frame structure damage notification unit540provided to the frame510, a description will be made about a leaning frame structure damage notification unit540provided to the seat rail521.

As shown inFIG.16, the body cover512is mounted on the seat rail521with a mounting member531. Specifically, the mounting member531has a mounting portion531athat is mounted on the seat rail521, and a support portion531bthat supports the body cover512. The support portion531bis shaped like a column. The mounting portion531ais a flange provided on axial one side of the support portion531b. The mounting portion531ais connected to the seat rail521with a bolt or the like (not shown). The axially other side of the support portion531bis connected to the body cover512with a bolt or the like (not shown).

The configuration of the mounting member531is not limited to the above-described configuration, and can have any configuration capable of connecting the seat rail521to the body cover512. For instance, the mounting member may have mounting portions at the longitudinally opposite ends to be connected to the body cover512and the seat rail521, respectively.

Although the mounting structure described in this embodiment is used to mount the body cover512on the seat rail521, the same mounting structure is applied to mount the body cover512to other members of the frame510.

In this embodiment, the body cover512mounted on the seat rail512projects in the left direction and the right direction, and therefore the body cover512makes contact with the ground or the like when the vehicle501falls over in the left direction or the right direction. The impact may sometimes reach the seat rail521through the body cover512.

Like the rear structure20in the first embodiment, the seat rail521of the frame510in this embodiment is made of a material containing carbon-fiber-reinforced resin made by reinforcing resin (e.g., epoxy resin, vinyl ester, phenolic resin, polyamide, polypropylene, polyphenylene sulfide, etc.) with carbon fibers. The carbon fibers may be woven or non-woven. In addition, the carbon fibers may be continuous fibers having a predetermined length (e.g., 1 mm) or longer, or discontinuous fibers. Both the continuous fibers and discontinuous fibers can be also used as the carbon fibers. The main frame12of the frame510may be also made of a material containing carbon-fiber-reinforced resin as with the seat rail521.

As described above, when the aforementioned impact is applied to the seat rail521made of the material containing carbon-fiber-reinforced resin, cases may exist where the outer surface of the seat rail521does not suffer deformation and breakage. In such cases, however, the inner part of the seat rail521may be partially damaged.

In this embodiment, as shown inFIG.17, the vehicle501includes the leaning frame structure damage notification unit540that detects damage in an inner part of the seat rail521and makes a notification of the damage. The leaning frame structure damage notification unit540includes a leaning frame structure damage detection unit and an output unit43. The leaning frame structure damage detection unit includes a detection wire541(state changing portion), a broken-wire detection unit42(leaning frame structure damage detection control unit), and detection terminals located at the opposite ends of the detection wire541. The leaning frame structure damage notification unit540detects a break in the detection wire541through the broken-wire detection unit42, and notifies the rider or the like of the detection result through the output unit43. Since the leaning frame structure damage notification unit540has the same configuration as that of the leaning frame structure damage notification unit40in the first embodiment, the details will be omitted.

The detection wire541is placed in an inner part of the seat rail521, and overlaps the mounting member531as viewed from a side of the vehicle1. The detection wire541provided in the inner part of the seat rail521runs along the seat rail521. The detection wire541is formed in a closed loop such that predetermined signals flow. The detection wire541is electrically connected to the broken-wire detection unit42.

When the vehicle501, which is equipped with the leaning frame structure damage notification unit540configured as described above, falls over in the left direction or the right direction during a stop and receives an impact, the impact breaks the detection wire541in the inner part of the seat rail521(predetermined state change of the state changing portion). In short, the detection wire541breaks when only the inner part (non-visible part) of the seat rail521is damaged, but the surface (part in the visible range) thereof is not damaged.

When the detection wire541is broken as described above, the output unit43notifies the rider or the like of the possibility of the damage in the inner part of the seat rail521. Even if the seat rail521that cannot be seen due to the presence of the body cover512is damaged, the rider or the like can be notified.

The above description has been made to explain the configuration of the leaning frame structure damage notification unit540provided to the seat rail521. However, the same configuration can be applied to the leaning frame structure damage notification unit that is provided to other members of the frame510, such as the main frame12.

In the second embodiment, the damage notification layer130provided in an inner side of the wall portion120aof the rear structure120is a resin layer that is different in color from the carbon-fiber-reinforced resin. However, the damage notification layer130may be made of a material that emits light when a force of a predetermined magnitude or greater acts on the inner side of the wall portion120aof the rear structure120as with the third embodiment.

In the fourth embodiment, the detection unit341detects an impact received by the rear structure20when the vehicle301falls over in the left direction or the right direction during a stop. However, when the frame10is made of a material containing fiber-reinforced resin made by reinforcing resin with fibers, such as carbon fibers, it is preferable to configure the detection unit341to detect an impact received by the frame10. Specifically, it is preferable to configure the detection unit341to detect an impact that occurs at a part, which is a part of the leaning frame structure making up the vehicle body and is made of a material containing the fiber-reinforced resin, when the vehicle301falls over in the left direction or the right direction during a stop.

In the fourth embodiment, the detection unit341directly detects an impact received by the frame10and the rear structure20. However, the detection unit341may be a tilt angle sensor that indirectly detects an impact received by the frame10and the rear structure20. The detection unit341implemented by a tilt angle sensor can detect changes in posture of the vehicle301. Thus, the detection unit341can detect the fall of the vehicle301in the left direction or the right direction during a stop. Therefore, it can be anticipated that the frame10and the rear structure20have received an impact when the vehicle301fell over in the left direction or the right direction.

In the case where the detection unit341is a tilt angle sensor, the detection unit341outputs a fall signal to the control unit342when detecting a posture change equivalent to a fall of the vehicle301in the left direction or the right direction. The control unit342generates a notification signal upon receipt of the fall signal, and outputs the notification signal. The output unit343makes a notification to the rider or the like when receiving the notification signal.

In the fifth embodiment, the leaning frame structure damage notification unit640detects damage in an inner part of the main frame12or the rear structure620by detecting changes in propagation response of ultrasonic waves in the main frame12or the rear structure620. However, the leaning frame structure damage notification unit may utilize the propagation response of vibrations of lamb waves or the like to detect damage in the inner part of the main frame12or the rear structure620. Alternatively, the leaning frame structure damage notification unit may be configured to detect changes in electric resistance in the inner part of the rear structure620.

The vehicles1,301,501described in the above embodiments are a two-wheeled motorcycle as an example; however, the vehicles1,301,501may be any types of leaning vehicles that turn in a leaning posture, including two-wheeled motorcycles driven by a power source other than engines, bicycles, and tricycles.

REFERENCE SIGNS LIST