Structure of rocking lock operation part of saddle riding type vehicle

A structure of rocking lock operation part for a saddle riding vehicle, the structure of rocking lock operation part includes a rocking lock mechanism configured to lock lateral rocking of a vehicle body and a lock operator configured to switch between locking and unlocking of the rocking lock mechanism, wherein the rocking lock mechanism and the lock operator are disposed on the vehicle body, and, when seen in a side view, a gripping section of the lock operator is disposed in front of a position overlapping a pivot support member configured to pivotably support the steering handle in the vehicle body and disposed in rear of a headlight disposed in front of the pivot support member.

CROSS-REFERENCE TO RELATED APPLICATION

Priority is claimed on Japanese Patent Application No. 2017-066092, filed Mar. 29, 2017, the content of which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

Field of the Invention

The present invention relates to a structure of rocking lock operation part of a saddle riding type vehicle.

Description of Related Art

In the related art, in a structure of rocking lock operation part of a saddle riding type vehicle including a pair of left and right front wheels and a rocking lock mechanism configured to laterally rock a vehicle body and lock the lateral rocking of the vehicle body, a lock operation lever is disposed on a steering handle (for example, see United States Patent Application Publication No. 2014-0375015). In this case, an occupant can easily operate the lock operation lever, and a rocking lock of the vehicle body and a release thereof become easy.

SUMMARY OF THE INVENTION

Incidentally, while the lock operation lever is also pivoted when a steering handle is pivoted in the above-mentioned configuration, since the rocking lock mechanism itself is disposed on the vehicle body that pivotably supports the steering handle, the lock operation lever pivots around with respect to the rocking lock mechanism. For this reason, since a sufficient surplus length needs to be provided in an operation cable that links the rocking lock mechanism to the lock operation lever, and a large routing space for the operation cable needs to be secured, an exterior shape of the rocking lock mechanism can be assumed to be bulky.

An aspect of the present invention is to provide a structure of rocking lock operation part of a saddle riding type vehicle that enables a rocking lock operator to be easily operated while the rocking lock operator and rocking lock mechanism are linked together in a compact manner.

A structure of rocking lock operation part of a saddle riding type vehicle according to the present invention employs the following configuration.

(1) A structure of rocking lock operation part of a saddle riding type vehicle according to an aspect of the present invention is a structure of rocking lock operation part of a saddle riding type vehicle including a pair of left and right front wheels, a vehicle body that is laterally rockable in a state in which the pair of left and right front wheels are in contact with a ground, and a steering handle that is pivotably supported by the vehicle body, the rocking lock operation unit structure including, a rocking lock mechanism configured to lock lateral rocking of the vehicle body; and a lock operator configured to switch between locking and unlocking of the rocking lock mechanism, wherein the rocking lock mechanism and lock operator are disposed on the vehicle body, and, when seen in a side view, a gripping section of the lock operator is disposed in front of a position overlapping a pivot support member configured to pivotably support the steering handle in the vehicle body and disposed in rear of a headlight disposed in front of the pivot support member.

According to the configuration of above mentioned (1), since the lock operator does not pivot together with the steering handle, a routing space for the operation cable can be reduced while minimizing a length of the operation cable configured to link the rocking lock mechanism and the operation lever. For this reason, the lock operator and the rocking lock mechanism can be linked in a compact state. In addition, since the operation cable is not deformed according to pivotal movement of the steering handle such that it does not come into contact with surrounding parts, measures to inhibit damage to the operation cable or the like may become unnecessary.

In addition, since the operation lever is disposed between the pivot support member of the steering handle and the headlight disposed in the front side thereof and separated from the pivot support member, while it is difficult for an occupant's hand to come into contact with the operation lever when the occupant places his/her hand on the steering handle during driving, the occupant's hand can reach the operation lever simply by intentional stretching of the occupant's hand away from the steering handle. For this reason, an active operation feeling can be obtained while suppressing an unintentional operation of the lock operator, and convenience of the lock operator can be improved.

(2) In the aspect of above mentioned (1), the rocking lock mechanism may include a lock plate disposed so as to intersect with a rocking shaft of the vehicle body, and a lock caliper configured to clamp the lock plate according to an operation of the lock operator and configured to lock relative rocking with respect to the lock plate, and the lock caliper may be disposed in front of the pivot support member and in rear of the headlight.

According to the configuration of above mentioned (2), the lock operator and the lock caliper can be brought close to each other to shorten the operation cable extending therebetween.

(3) In the aspect of above mentioned (1) or (2), a clutch lever may be provided at one side of the steering handle in a leftward/rightward direction, and the lock operator may be disposed at the same side as the clutch lever in the leftward/rightward direction of the vehicle body.

According to the configuration of above mentioned (3), an operation of the lock operator is suppressed when the occupant operates the clutch lever during normal driving, and an operation of the lock operator becomes possible when the occupant takes his/her hand from the clutch lever when stopped or just before stopping. For this reason, an active operation feeling can be obtained while suppressing an unintentional operation of the lock operator, and convenience of the lock operator can be improved.

(4) In the aspect of any one of above mentioned (1) to (3), the lock operator may be disposed below the steering handle and separate from the steering handle.

According to the configuration of above mentioned (4), as a clearance is formed between the steering handle and the lock operator, contact of the occupant's hand with the lock operator upon pivotal movement of the steering handle can be suppressed.

(5) In the aspect of any one of above mentioned (1) to (4), a front cover that is disposed in front of the lock operator and that overlaps with the lock operator when seen in the front view may be further provided.

According to the configuration of above mentioned (5), appearance can be improved without exposing the lock operator to the outside when seen in the front view while suppressing an unintentional operation of the lock operator due to traveling air or the like.

According to the aspect of the present invention, it is possible to provide a structure of rocking lock operation part of a saddle riding type vehicle in which a rocking lock operator is able to be operated easily while the rocking lock operator and a rocking lock mechanism are linked in a compact manner.

DETAILED DESCRIPTION OF THE INVENTION

Hereinafter, an embodiment of the present invention will be described on the basis of the accompanying drawings. Further, directions of forward, rearward, leftward, rightward, and the like shown below are the same as directions in a vehicle described below unless the context clearly indicates otherwise. In addition, in appropriate places in the drawings used in the following description, an arrow FR showing a forward direction with respect to a vehicle, an arrow LH showing a leftward direction with respect to the vehicle and an arrow UP showing an upward direction with respect to the vehicle are provided.

FIG. 1shows a vehicle body front section of a saddle riding vehicle1of the embodiment. The saddle riding vehicle1includes a pair of left and right front wheels (steered wheels)2installed on the vehicle body front section in lateral symmetry and a rear wheel (not shown) installed on a vehicle body rear section as a single driving wheel. The saddle riding vehicle1is configured as a two-front-wheeled type three-wheeled rocking vehicle that enables lateral rocking (rolling motion) of a vehicle body1A in a state in which the left and right front wheels2are in contact with the ground. The saddle riding vehicle1of the embodiment includes a rocking lock operation unit structure100having a rocking lock mechanism32A and a lock operation mechanism34, which will be described below.

In the following description, a configuration when the vehicle is in a state in which the left and right front wheels2are in contact with the ground on a horizontal road surface R, a load corresponding to a vehicle weight is applied to a two-front-wheeled suspension system4(to be described below) in a state of 1 G, the vehicle body1A stands upright at a lateral rocking angle of 0 degrees, and a steered angle of the left and right front wheels2is an advancing straight ahead steering state of 0° will be described unless the context indicates otherwise. In the description as given below, lateral symmetry with respect to a vehicle body lateral center is formed unless the context indicates otherwise.

Referring toFIG. 2, in the saddle riding vehicle1, a front suspension frame body5of the two-front-wheeled suspension system4is integrally coupled to a front section of a main frame body6disposed at a center of the vehicle body. A rear wheel suspension system (not shown) is connected to a rear section of the main frame body6. The main frame body6is formed in a cradle shape that surrounds a power unit3A of the saddle riding vehicle1, and obtained by integrally coupling a plurality types of metal material through welding or the like. For example, the power unit3A includes a horizontally opposed engine3.

Referring toFIG. 5, the main frame body6includes a pair of left and right main frames7extending in a forward/rearward direction of the vehicle and bent in an inverted V shape when seen in a side view, a pair of left and right pivot frames8extending downward to be connected to rear sections7bof the left and right main frames7, and a pair of left and right down frames9extending downward from front end portions of the left and right main frames7and then extending to be bent rearward and connected to front sides of lower sections of the left and right pivot frames8. The main frame body6includes a cross frame configured to connect the left and right frame members at an appropriate place.

Referring toFIG. 1andFIG. 6, a fuel tank37for the engine3is disposed above the left and right main frames7. A seat36on which an occupant sits is disposed behind the fuel tank37. A pair of left and right radiators40are disposed on left and right outer sides of front sections7aof the left and right main frames7. Surroundings of the left and right radiators40are covered by a pair of left and right radiator shrouds40a. The left and right radiator shrouds40aextends to a front side of the vehicle beyond the fuel tank37and front end positions of the left and right main frames7.

Referring toFIG. 2toFIG. 5, a steering post13configured to support an upper section of a steering shaft12is attached to a front upper section of the main frame body6. A bar type steering handle11is attached to an upper end portion of the steering shaft12via a handle post11aabove the steering post13. A lower section of the steering shaft12is pivotably supported by a rear section of the front suspension frame body5. A line CL in the drawings designates a lateral center of the vehicle body1A (a vehicle body lateral center).

A central axis (a steering axis) C1of the steering shaft12is disposed on a vehicle body lateral center CL. The steering axis C1is inclined such that an upper side in a vertical direction is disposed on a rear side when seen in a side view. The steering shaft12is disposed to overlap the front end portions of the main frames7when seen in a side view. While the steering shaft12integrally extends from the handle post11ainto the rear section of the front suspension frame body5, the steering shaft12is not limited to an integrated member and may be configured to integrally pivot even if the steering shaft12is divided in the middle.

The steering post13is provided in a state in which a cylindrical shaft holder14(a pivot support member) through which the steering shaft12is inserted is supported by a pair of left and right front columns15and a pair of left and right rear columns16. The shaft holder14is disposed in a direction in which the rear sections7binclined forward and upward in the left and right main frames7is extended when seen in a side view. The front sections7aof the left and right main frames7are inclined forward and downward, and a height of the main frame body6is restricted.

Referring toFIG. 1,FIG. 6andFIG. 7, an upper rear portion and side portions of the steering post13are covered by the front section of the fuel tank37and the left and right radiator shrouds40a. A front side of the steering post13is covered by a front cover38. A headlight38ais disposed on the upper section of the front cover38. A meter device39is supported by the handle post11aon an upper rear side of the front cover38. A brake lever11bis disposed in front of a right grip of the steering handle11, and a clutch lever11cis disposed in front of a left grip of the steering handle11. The brake lever11bis at least one operator for front and rear wheel brakes, and the clutch lever11cis an operator for a transmission clutch between the engine3and a gearbox (not shown) in the power unit3A. A front lower cover20extending in the upward/downward direction is attached to the front end portion of the front suspension frame body5.

Referring toFIG. 2toFIG. 5, the two-front-wheeled suspension system4has an aspect of a double wishbone configured to independently suspend the left and right front wheels2on both sides of the front suspension frame body5. Suspension components such as the front suspension frame body5of the two-front-wheeled suspension system4, left and right upper arms21, lower arms23, cushion units30, and so on, are disposed generally below extension lines7a1′ of upper surfaces7a1of the front sections7aof the left and right main frames7when seen in a side view. Accordingly, a height of the suspension components of the two-front-wheeled suspension system4is restricted, and such disposition contributes to lowering of a center of gravity of the saddle riding vehicle1.

Front end portions of the left and right main frames7are bent inward in the vehicle width direction and are integrally joined to each other. The front suspension frame body5is fastened and fixed to the front end portions of the left and right main frames7and the left and right down frames9. A rear wheel suspension system (not shown) is connected to the rear section of the main frame body6including the left and right pivot frames8.

In the two-front-wheeled suspension system4, in a state in which the left and right front wheels2are in contact with the ground, the vehicle body1A including the main frame body6, the power unit3A, the front suspension frame body5, and so on, can be laterally rocked, and the left and right front wheels2can be similarly laterally rocked according to the lateral rocking of the vehicle body1A. On the other hand, the two-front-wheeled suspension system4enables the left and right front wheels2to alternately vertically move with respect to the vehicle body1A.

Referring toFIG. 2toFIG. 5, the front suspension frame body5extends in front of the main frame body6at a center in the vehicle width direction. Outer link members25are supported on left and right sides of the front suspension frame body5via the upper arms21and the lower arms23. Left and right knuckle members26and the left and right front wheels2are steerably supported by the left and right outer link members25.

The inner end portions disposed at centers of the left and right upper arms21in the vehicle width direction are vertically rockably supported by the upper section of the front suspension frame body5via an upper rocking shaft22extending generally in a forward/rearward direction. The inner end portions disposed at the centers of the left and right lower arms23in the vehicle width direction are vertically rockably supported by the lower section of the front suspension frame body5via a lower rocking shaft24parallel to the upper rocking shaft22. Axes C2and C3of the upper and lower rocking shafts22and24are disposed in a posture raised at the front in which an inclination angle in a horizontal direction is reduced with respect to a direction perpendicular to an axis C1of the steering shaft12.

The upper end portions of the left and right outer link members25are rockably supported by the outer end portions of the left and right upper arms21via upper outer rocking shafts25aparallel to the upper and lower rocking shafts22and24. The lower end portions of the left and right outer link members25are rockably supported by the outer end portions of the left and right lower arms23via lower outer rocking shafts25bparallel to the upper and lower rocking shafts22and24.

When seen in the axial direction of the upper and lower rocking shafts22and24, the left and right upper arms21, the left and right lower arms23and the left and right outer link members25are disposed in a parallel link shape on left and right sides of the vehicle body. Accordingly, when the left and right upper arms21and the left and right lower arms23vertically rock, the left and right outer link members25vertically move substantially parallel to each other, and the left and right knuckle members26and the left and right front wheels2vertically move substantially parallel to each other together with the left and right outer link members25. The upper and lower rocking shafts22and24are rocking shafts of the vehicle body1A.

Here, a steering link mechanism12cis connected to a lower end portion of the steering shaft12. The left and right knuckle members26are connected to the steering link mechanism12cvia left and right tie rods27. The left and right front wheels2are rotatably and axially supported by the left and right knuckle members26. Pivotal movement of the steering handle11and steering of the left and right front wheels2are linked via the steering shaft12, the steering link mechanism12c, the left and right tie rods27and the left and right knuckle members26.

Referring toFIG. 2toFIG. 5, when seen in the axial direction of the upper and lower rocking shafts22and24, the left and right tie rods27are installed to be substantially parallel to and have substantially the same length as those of the left and right upper arms21and the left and right lower arms23. That is, when seen in the axial direction of the upper and lower rocking shafts22and24, the left and right tie rods27, the left and right upper arms21and the left and right lower arms23are disposed in a parallel link shape on left and right sides of the vehicle body. Accordingly, when the left and right upper arms21and the left and right lower arms23vertically lock, the left and right tie rods27vertically rock substantially parallel to the left and right upper arms21and the left and right lower arms23, and an influence on a steering angle of the left and right front wheels2is minimized.

The left and right cushion units30configured to receive loads to the left and right front wheels2extend generally in the upward/downward direction at above the rear sections of the left and right lower arms23. The left and right cushion units30are inclined such that upper sides thereof in the vertical direction are disposed on a rear side, and are disposed to extend to be perpendicular to the upper and lower rocking shafts22and24when seen in a side view. The left and right cushion units30are disposed to extend substantially vertically when seen in a front view.

The left and right cushion units30have lower end portions thereof connected to the left and right lower arms23, and upper end portions thereof connected to left and right end portions of cushion support arms29, respectively. The left and right central portions of the cushion support arms29are rockably supported by the front suspension frame body5via rocking shafts29aparallel to the upper and lower rocking shafts22and24. An actuator41configured to control an inclination angle of the vehicle body1A is connected to the cushion support arms29via link members44(seeFIG. 6andFIG. 7).

The cushion support arms29integrally have left and right arm sections29b. The left and right arm sections29bare disposed in a parallel link form on left and right sides of the vehicle body together with the left and right lower arms23and the left and right cushion units30when seen in the axial direction of the upper and lower rocking shafts22and24. Accordingly, when the left and right arm sections29band the left and right lower arms23vertically rock, the left and right cushion units30vertically rock substantially parallel thereto.

The outer link members25extend generally in the upward/downward direction, and support knuckle members26on the outer sides of the lower sections thereof. The knuckle members26steerably support steering axles (king pin shafts) substantially parallel to the steering shaft12when seen in a side view. Hubs (not shown) of the front wheels2are rotatably supported by the knuckle members26via axles28. Wheels2aof the front wheels2are fastened and fixed to the hubs by a plurality of fastening sections2b. Front wheel brakes (not shown) are provided inside the wheels2a.

Central axes (king pin axes) C9of the left and right steering axles are disposed on vertical lines offset equidistantly from the vehicle body lateral center CL to left and right sides when seen in a front view. The king pin axes C9are disposed to be inclined such that upper sides are disposed on rear sides when seen in a side view. An intersection T1′ of a downward extension portion of a king pin axis C9with the road surface R when seen in the side view is disposed in front of a ground-contact point T1vertically below an axle center C5of the front wheels2to generate a trail. An inclination angle of the king pin axes C9in the vertical direction is a caster angle when seen in a side view. The axles28of the front wheels2are offset toward front sides of the king pin axes C9when seen in a side view.

Referring toFIG. 6andFIG. 7, a lock plate31having an arc-shaped section31aabout the rocking shafts29aof the cushion support arms29is fixed to upper sections of the cushion support arms29. The lock plate31is formed in a plate shape perpendicular to the axial direction of the upper and lower rocking shafts22and24. The lock plate31has left and right leg sections31bextending downward from both of left and right end portions of the arc-shaped section31acurved to protrude upward. The lower end portions of the left and right leg sections31bare fastened and fixed to the upper section of the left and right arm sections29bof the cushion support arms29, respectively.

A lock caliper32that can clamp the arc-shaped section31ain a thickness direction is disposed on the upper end position of the arc-shaped section31a. The lock caliper32is fastened to and supported by the steering post13via a caliper stay33in the leftward/rightward direction. The lock plate31and the lock caliper32constitute the rocking lock mechanism32A configured to lock the lateral rocking of the vehicle body1A.

When the vehicle body1A is in an upright state in which the lateral rocking angle is 0 degrees, the lock caliper32is disposed on the upper end position of the arc-shaped section31a. When the lock caliper32clamps the lock plate31in this state, the lateral rocking of the vehicle body1A is locked in the upright state.

When the vehicle body1A is laterally rocked, while the lock caliper32is laterally rocked together with the vehicle body1A, the lock plate31moves parallel to the cushion support arms29in a horizontal posture. The lock caliper32relatively rocks with respect to the lock plate31along the arc-shaped section31a. When the lock caliper32clamps the lock plate31in this state, the lateral rocking of the vehicle body1A is locked at an arbitrary rocking angle. In this case, the vehicle body1A can be raised in the upright state even on an inclined surface.

Referring toFIG. 1,FIG. 6andFIG. 7, for example, the lock operation mechanism34configured to perform a lock operation and a lock release operation of the rocking lock mechanism32A is disposed on the left side of the vehicle body front section. The lock operation mechanism34is disposed close to a rear upper side of the lock caliper32when seen in a side view. The lock operation mechanism34includes a base member34afixed to the steering post13, and a lock operation lever34b(a lock operator) rockably supported by the base member34avia a rocking shaft34cin the vehicle width direction.

A cable locking member34dis integrally rockably connected to the lock operation lever34b. One end of an operation cable35is locked to the cable locking member34d. The other end of the operation cable35is locked to an actuating arm (not shown) of the lock caliper32. Although the lock caliper32is biased to a side on which the internal mechanism releases the clamp of the lock plate31, when the operation cable35is pulled, the lock caliper32is operated to clamp the lock plate31against the biasing force.

The lock operation lever34bshown by a solid line inFIG. 6shows a state of an initial position at which a clamping operation of the lock caliper32is released without pulling the operation cable35. The lock operation lever34bshown by a dotted-dashed line inFIG. 6shows a state of an operation position at which the lock caliper32is clamped by pulling the operation cable35.

For example, the lock operation lever34bpulls the operation cable35and clamps (locks) the lock caliper32when an operation of pivoting upward and rearward a gripping section34ethat is an operation input section (a lock operation) is performed from the state of the initial position. Here, the lateral rocking of the vehicle body1A is locked (restrained). The lock operation lever34breleases the clamping operation of the lock caliper32(a lock release action) with a termination of pulling the operation cable35when an operation of pivoting the gripping section34edownward and forward (an operation of returning the gripping section34eto the initial position, a lock release operation) is performed by a lock operation from the state of the operation position. Here, the lock of the lateral rocking of the vehicle body1A is released.

Since both of the lock operation lever34band the lock caliper32are supported by the steering post13of the vehicle body1A such that a relative position therebetween is not varied, a degree of routing freedom of the operation cable35is high. That is, in the embodiment, in comparison with the case in which the lock operation lever34bis supported by the steering handle11or the like and the relative position is varied, there is no need to consider a surplus length of the operation cable35according to the variation of the relative position. Further, the lock operation lever34band the lock caliper32may be linked via a link mechanism, a cam mechanism, or the like, in addition to the operation cable35.

The gripping section34eof the lock operation lever34bis disposed in front of the shaft holder14(in front of the axis C1of the steering shaft12) and disposed behind the headlight38aat both of the initial position and operation position. At least a portion of the gripping section34eis disposed above the shaft holder14in the upward/downward direction at both of the initial position and the pivot position. Since the gripping section34eis disposed in front of the rear end of the shaft holder14even upon a maximum pivotal movement, interference of the gripping section34ewith another member or an occupant during driving is suppressed.

The gripping section34eof the lock operation lever34bis disposed between the front end portion of the fuel tank37and the rear end portion of the front cover38. The lock operation mechanism34is covered by a radiator shroud40afrom the outside in the vehicle width direction except for surroundings of the gripping section34eof the lock operation lever34b. Since the gripping section34eof the lock operation lever34bis disposed in front of the fuel tank37gripped by an occupant's knees and disposed to be separated forward and downward from the steering handle11while being disposed at a position where the gripping section34eis easily seen from the occupant and easily operated, an unintentional contact of the occupant with the lock operation lever34bis suppressed.

Referring toFIG. 6andFIG. 7, the actuator41includes a bottomed cylindrical housing42parallel to the upper and lower rocking shafts22and24, and a rotating drive shaft41acoaxial with the housing42. The actuator41is an electric motor or a fluidic device configured to generate a torque around a central axis C7in the rotating drive shaft41a. A motor42a(a rotating electric machine) including a stator and a rotor is accommodated in the housing42. Rocking arms43protruding toward both of left and right sides and configured to rock around the axis C7are installed on the rear section of the actuator41. The rocking arms43are connected to the rotating drive shaft41aprotruding toward a rear side of the housing42via a connecting apparatus45. The rocking arms43are connected to the left and right arm sections29bof the cushion support arms29via the link members44extending in the upward/downward direction. The rocking arms43, the link members44and the cushion support arms29are disposed in a parallel link shape when seen in the axial direction of the upper and lower rocking shafts22and24.

A lower side of the rear end portion of the housing42of the actuator41is fixed to an actuator support section5aof the front suspension frame body5. A cowl stay5bconfigured to support the front cover38or the like is bridged between the rear upper end portion of the housing42of the actuator41and the front end portion of the shaft holder14of the steering post13.

The connecting apparatus45configured to connect the rocking arms43and the rotating drive shaft41ais installed on the rear end portion of the actuator41. The connecting apparatus45is disposed to enter the inner circumferential region of the lock plate31of the rocking lock mechanism32A together with the rotating drive shaft41aprotruding rearward from the housing42.

The connecting apparatus45accommodates a load sensor configured to detect a load (a torque) transmitted between the rocking arms43and the rotating drive shaft41a. That is, the connecting apparatus45functions as a torque detecting sensor configured to detect a transmission torque between the rocking arms43and the rotating drive shaft41a. The rotating drive shaft41aof the actuator41protrudes rearward from the vehicle body through the inner circumferential region of the lock plate31and is connected to the load sensor. A detected value of the load is input to an electronic control unit (ECU)46serving as a control unit configured to control an actuation of the actuator41. The ECU46controls driving of the actuator41on the basis of a detection result of the connecting apparatus45, a vehicle speed, an inclination of the vehicle, an operation amount of a rider, or the like.

A load around the central axis C7generated between the rocking arms43and the rotating drive shaft41ais generated according to an operation resistance (a torque) of the actuator41when the cushion support arms29are to rock with respect to the actuator41supported at the vehicle body1A side. That is, a load around the central axis C7is generated between the rocking arms43and the rotating drive shaft41aupon lateral rocking of the vehicle body1A according to the operation resistance of the actuator41. The ECU46controls driving of the actuator41according to the detected value of the load. The ECU46controls the actuator41such that at least a load input from the rocking arms43to the rotating drive shaft41a, i.e., a load input from the cushion support arms29to the actuator41among the load transmitted between the rocking arms43and the rotating drive shaft41ais increased or decreased. A rocking center (the axis C7) of the rocking arms43of the actuator41and a rocking center (an axis C8) of the cushion support arms29are parallel to each other, and an interlocking mechanism of those is simplified.

The ECU46detects a moment in a falling direction and a raising direction applied to the vehicle body1A according to, for example, a detected value of an inertial sensor or a vehicle speed sensor installed on the vehicle body1A and controls the driving of the actuator41such that the moment is not excessively increased. Accordingly, lateral rocking of the vehicle body1A with respect to the driving of the occupant is assisted or suppressed, and a light rolling motion and balancing easiness are compatible.

Further, for example, the ECU46controls driving of the actuator41such that a resistance against the rocking of the vehicle body1A is increased when the saddle riding vehicle1is in a stop state or a low vehicle speed state, and controls driving of the actuator41such that a resistance with respect to the rocking of the vehicle body1A is decreased when the saddle riding vehicle1is in a middle or high vehicle speed state.

Referring toFIG. 2andFIG. 8, the steering post13is formed separately from the main frame body6and attached to the upper surfaces7a1of the front sections7aof the left and right main frames7of the main frame body6. The steering post13is obtained integrally coupling a plurality of metal members through welding, fastening, or the like. The steering post13integrally has the plurality of columns15and16and the shaft holder14supported by the upper end portions of the plurality of columns15and16. The columns15and16are formed in a pipe shape, protrude upward from the upper surfaces7a1of the front sections7aof the left and right main frames7, and are set to intersect each other at the outer circumference of the cylindrical shaft holder14to support the shaft holder14. The steering post13can achieve reduction in weight by lowering strength and rigidity because a load from the two-front-wheeled suspension system4and rear wheel suspension system is not input. As the steering post13disposed above the main frame body6is reduced in weight, further lowering of a center of gravity can be achieved.

The columns15and16are constituted by the pair of left and right front columns15and the pair of left and right rear columns16. A pair of left and right gusset pipes17is bridged between the upper sections of the left and right front and rear columns15and16. A distance between the left and right front columns15is smaller than a distance between the left and right rear columns16, and corresponds to that the front sections7aof the left and right main frames7are formed to approach each other as they go forward. The front columns15are disposed with an inclination closer to a vertical direction than that of the steering shaft12(and the shaft holder14) when seen in the side view. That is, when seen in the side view, an angle of the front columns15with respect to the vertical direction is smaller than angle of the steering shaft12(and the shaft holder14) with respect to the vertical direction. The front columns15overlap the position in the forward/rearward direction with the axis C1of the steering shaft12(that is an axis of the shaft holder14). Accordingly, the steering shaft12does not enter a space K surrounded by the front and rear columns15and16. Further, the front columns15may be disposed to be positioned behind the axis C1of the steering shaft12.

Lower end portions15aand16aof the front and rear columns15and16are fastened and fixed to fastening sections7a2protruding from the upper surfaces7a1of the front sections7aof the left and right main frames7by fastening bolts inserted therethrough from the outside in the vehicle width direction. That is, the steering post13is detachably attached to the main frame body6. At least fastened positions of the lower end portions15aof the front columns15are disposed in front of the vertical line VL dropping from a center of the shaft holder14(a center of a width in the axial direction on the axis C1) when seen in the side view, and at least fastened positions of lower end portions16aof the rear columns16are disposed behind the vertical line VL when seen in the side view. The lower end portions15aof the front columns15are disposed at left and right outer sides further than the vehicle body lateral center CL, and the lower end portions16aof the rear columns16are disposed at left and right outer sides further than the vehicle body lateral center CL. Accordingly, the plurality of columns15and16extend downward from the shaft holder14so as to be broaden towards the bottom, and the shaft holder14can be supported at front, rear, left and right sides with good balance.

An air cleaner box19for engine intake is disposed in the space K inside the steering post13. Since the steering shaft12is not disposed in the space K inside the steering post13, presence of the steering shaft12does not exert an influence on a capacity of the air cleaner box19. Accordingly, the capacity of the air cleaner box19can be increased as possible while disposing the air cleaner box19inside the steering post13. Since the steering post13is detachable, assemblability or maintenance of the air cleaner box19is secured.

Referring toFIG. 9, the shaft holder14supports the steering shaft12via a bearing18that can be automatically centered. The bearing18is a ball bearing, a trajectory surface18a1of an outer ring18ais a spherical surface, and a center of the spherical surface coincides with a center of the bearing18. The center of the bearing18is a point which is at a center of the outer ring18awithin the width in the axial direction and which is on the axis C1. An inner ring18bhas two rows of trajectory grooves18b1, and a plurality of bearing balls18care rolled along each of the trajectory grooves18b1. The inner ring18b, the bearing balls18cand a cage (not shown) configured to hold the bearing balls18care pivotable while being inclined with respect to the outer ring18awithin a prescribed angle.

The outer ring18ais fixed and held by the inner circumference of the shaft holder14, and the inner ring18bis fixed and held by the outer circumference of the steering shaft12. Even when a deviation of a shaft center occurs between the shaft holder14and the steering shaft12in the configuration, the deviation of the shaft center of the outer and inner rings18aand18bis automatically adjusted. In particular, the deviation of the shaft center between the shaft holder14and the steering shaft12can be absorbed even using the steering post13configured to support the shaft holder14in the plurality of columns15and16. In addition, it is also effective for the deviation of the shaft center due to the fact that the steering post13is detachable. A collar14ais interposed between the inner ring18band the handle post11a, and an umbrella part14a1configured to cover an upper end opening of the shaft holder14is formed on an outer circumference of the collar14a. A dust seal section14bconfigured to prevent intrusion of water or foreign substances from an opening of the lower section of the shaft holder14is installed on the lower section inner circumference of the shaft holder14below the bearing18.

Referring toFIG. 6andFIG. 7, the lock caliper32is attached to the front columns15via the caliper stay33. The caliper stay33is constituted by a belt-shaped steel member extending in the leftward/rightward direction, and bent such that left and right side portions thereof are displaced rearward with respect to left and right central portions. The lock caliper32is fastened and fixed to the left and right central portions of the caliper stay33, and the left and right end portions of the caliper stay33are fastened and fixed to the front columns15. The lock caliper32is fastened to the left and right central portions of the caliper stay33by fastening bolts inserted therethrough from a front side thereof, and the left and right end portions of the caliper stay33are fastened to the front columns15by fastening bolts inserted therethrough from the outside in the vehicle width direction.

While an operation of fastening the lock caliper32from the front side of the vehicle is interfered with the actuator41, an operation of fastening a small assembly of the lock caliper32and the caliper stay33to the front columns15from the outside in the vehicle width direction is easily performed because the caliper stay33and fastening sections a15bof the front columns15are exposed to the outside in the vehicle width direction. Accordingly, attachment workability of the lock caliper32can be improved.

As described above, the embodiment provides the structure of rocking lock operation part of a saddle riding type vehicle1including the pair of left and right front wheels2, the vehicle body1A that is laterally rockable in a state in which the pair of left and right front wheels2are in contact with a ground, and the steering handle11that is pivotably supported by the vehicle body1A, the rocking lock operation unit structure100includes, the rocking lock mechanism32A configured to lock lateral rocking of the vehicle body1A and the lock operation lever34bconfigured to switch between locking and unlocking of the rocking lock mechanism32A, wherein the rocking lock mechanism32A and the lock operation lever34bare disposed on the vehicle body1A, and, when seen in a side view, the lock operation lever34bis disposed in front of the shaft holder14configured to pivotably support the steering handle11in the vehicle body1A and disposed in rear of the headlight38adisposed in front of the shaft holder14.

According to the configuration, since the lock operation lever34bdoes not pivot together with the steering handle11, a routing space for the operation cable35can also be reduced while minimizing a length of the operation cable35configured to link the rocking lock mechanism32A and the lock operation lever34b. For this reason, the lock operation lever34band the rocking lock mechanism32A can be linked in a compact state. In addition, since the operation cable35is not deformed according to pivotal movement of the steering handle11such that it does not come into contact with peripheral parts, measures to inhibit damage to the operation cable35or the like may be unnecessary.

In addition, since the lock operation lever34bis disposed between the shaft holder14of the steering handle11and the headlight38adisposed in front side thereof and separated from the pivot support member, while it is difficult for an occupant's hand to come in contact with the lock operation lever34bwhen the occupant is going to operate the steering handle11, the occupant's hand can reach the lock operation lever34bsimply by intentionally stretching the occupant's hand away from the steering handle11. For this reason, an active operation feeling can be obtained while suppressing an unintentional operation of the lock operation lever34b, and convenience of the lock operation lever34bcan be improved.

In the embodiment, the rocking lock mechanism32A includes the lock plate31disposed so as to intersect with the rocking shafts22and24of the vehicle body1A, and the lock caliper32configured to clamp the lock plate31according to an operation of the lock operation lever34band configured to lock relative rocking with respect to the lock plate31, and the lock caliper32is disposed in front of the shaft holder14and in rear of the headlight38a.

Accordingly, the lock operation lever34band the lock caliper32can be brought close to each other to shorten the operation cable35that bridges therebetween.

In the embodiment, the clutch lever11cis provided at one side of the steering handle11in the leftward/rightward direction, and the lock operation lever34bis disposed at the same side as the clutch lever11cin the leftward/rightward direction of the vehicle body1A.

Accordingly, an operation of the lock operation lever34bis suppressed when the occupant operates the clutch lever11cduring normal traveling, and an operation of the lock operation lever34bbecomes possible when the occupant takes his/her hand from the clutch lever11cduring stoppage or just before stopping. For this reason, an active operation feeling can be obtained while suppressing an unintentional operation of the lock operation lever34b, and convenience of the lock operation lever34bcan be improved.

In the embodiment, the lock operation lever34bis disposed below the steering handle11and separate from the steering handle11.

In this way, as a clearance is formed between the steering handle11and the lock operation lever34b, a contact of an occupant's hand with the lock operation lever34bupon pivotal movement of the steering handle11can be suppressed.

In the embodiment, the front cover38that is disposed in front of the lock operation lever34band that overlaps with the lock operation lever34bwhen seen in the front view is provided.

Accordingly, appearance can be improved without exposing the lock operation lever34bwhen seen in the front view while suppressing an unintentional operation of the lock operation lever34bby traveling air or the like.

Further, the present invention is not limited to the above-mentioned embodiment, and for example, the present invention may be applied to a four-wheeled vehicle including left and right front wheels and left and right rear wheels, in addition to the three-wheeled vehicle including the left and right front wheels and the single rear wheel.

While the power unit of the embodiment includes an engine as a drive source, the drive source may be an electric motor or may be a drive source including the electric motor.

A lock operator may be an operator such as a grip, a knob, a handle, or the like, configured to perform at least one of a push operation, a pull operation and a rotating operation, in addition to the lever.