Patent Description:
Patent Literature <NUM> (PTL <NUM>) discloses a three-wheeled vehicle including two front wheels and one rear wheel. The vehicle includes a tilt lock mechanism. The tilt lock mechanism is a mechanism for locking a leaning operation of a vehicle body to prevent a vehicle from leaning while the vehicle is stopped. The tilt lock mechanism is composed of a stop element and a lock caliper provided to a link mechanism for leaning the vehicle body. In response to a driver's manipulation, the lock caliper is operated to produce a frictional force between the stop element and the lock caliper, so that an operation of the link mechanism (that is, the leaning operation of the vehicle body) is locked. <CIT> discloses a leaning vehicle suspension according to the state of the art, and shows the preamble of claim <NUM>.

Since a leaning vehicle is not stable at low speeds, a vehicle body may lean more than a driver intends when turning at low speeds, for example. Also, when traveling straight ahead at low speeds, the vehicle body may lean against driver's intention. PTL <NUM> discloses the mechanism of locking the lean of the vehicle body while the vehicle is stopped and does not disclose adjustment of the lean of the vehicle body while the vehicle is travelling and a manipulation thereof.

The present invention is made in view of the circumstances described above, and aims primarily to provide a leaning vehicle in which a manipulation of adjusting lean of a vehicle body is available with a high operability.

The problem to be solved by the present invention is as above. The following describes solutions to the problem as well as advantageous effects thereof.

An aspect of the present invention provides a leaning vehicle having the following configuration. The leaning vehicle includes a vehicle body, a first front wheel, a second front wheel, a lean mechanism, a lean brake mechanism, a steering handle, a first grip, and a second grip, and a lean brake manipulator. The first front wheel is positioned on a first side in a vehicle width direction. The second front wheel is positioned on a second side opposite to the first side in the vehicle width direction. The lean mechanism causes the first front wheel and the second front wheel to lean about a front-rear direction as a rotation center when the vehicle body leans about the front-rear direction as a rotation center. The lean brake mechanism brakes a leaning operation of the lean mechanism while the leaning vehicle is traveling. The first grip is attached to the first side in the vehicle width direction of the steering handle. The second grip is attached to the second side in the vehicle width direction of the steering handle and for performing a throttle operation. The lean brake manipulator is positioned at the first side in the vehicle width direction, changes the position integrally with the first grip, and for performing an operation of actuating the lean brake mechanism to brake. The lean brake manipulator is an auto-return type in which a position or an attitude of the lean brake manipulator changes by applying a manipulating force and the lean brake manipulator returns to an original position when the manipulating force is no longer applied. The lean brake manipulator is configured to change position between at least a standby position and an operating position which is more forward than the standby position and for actuating a lean brake. The lean brake manipulator is positioned closer to a center of the vehicle in the vehicle width direction than a center of the first grip in the vehicle width direction.

This allows the operation to brake the leaning operation while traveling. The operability of the lean brake manipulator can be high during traveling by disposing the lean brake manipulator at the opposite side of the second grip in the vehicle width direction.

According to the present invention, a leaning vehicle in which a manipulation of adjusting lean of a vehicle body is available with a high operability can be realized.

In the description below, a left-right direction of a leaning vehicle <NUM> is defined based on a direction in which a driver riding on the leaning vehicle <NUM> faces. While the leaning vehicle <NUM> is upright, therefore, a front-rear direction is coincident with a vehicle length direction, and the left-right direction is coincident with a vehicle width direction. An up-down direction or an upper-lower direction (vertical direction) is coincident with a height direction.

In the description below, the wording of A being attached to (supported by) B should be interpreted as showing not only a configuration in which A is directly attached to (supported by) B but also a configuration in which A is attached to (supported by) B with interposition of another member. The wording of A overlapping the center in the vehicle width direction means that an imaginary line passing through the center of the leaning vehicle in the vehicle width direction overlaps A in a plan view or a front view, for example. The term "front portion" means a frontmost portion from among two or three portions into which the whole is divided in the front-rear direction (the same applies to a rear portion, etc.). Any description about the position of a member is based on a state where the leaning vehicle <NUM> is upright, a state where a steering angle is neutral, and a state where no load is applied except the dead load.

First, referring to <FIG> and <FIG>, outline of the leaning vehicle <NUM> will be described.

The leaning vehicle <NUM> includes a vehicle body <NUM>, a left front wheel (first front wheel) <NUM>, a right front wheel (second front wheel) 31R, and a rear wheel <NUM>. The vehicle body <NUM> includes a vehicle body frame <NUM>, which constitutes a framework of the leaning vehicle <NUM>. The vehicle body frame <NUM> is composed of two or more frame elements coupled with a bolt or by welding, for example.

The left front wheel <NUM> is disposed on the left side (first side) relative to the center in the vehicle width direction. The right front wheel 31R is disposed on the right side (second side) relative to the center in the vehicle width direction. The left front wheel <NUM> and the right front wheel 31R are attached to the vehicle body frame <NUM>. Details of how the left front wheel <NUM> and the right front wheel 31R are attached will be given later.

The rear wheel <NUM> is disposed at the center in the vehicle width direction. A swing arm <NUM> attached to a rear portion of the vehicle body frame <NUM> is capable of swinging up and down relative to the vehicle body frame <NUM>. The rear wheel <NUM> is attached to the swing arm <NUM>.

An engine <NUM> is attached to the vehicle body frame <NUM>. The engine <NUM> is a drive source for making the leaning vehicle <NUM> travel. Power generated by the engine <NUM> is transmitted to the rear wheel <NUM> via a drive chain <NUM>. In this manner, the leaning vehicle <NUM> can be made travel. Instead of or in addition to the engine <NUM>, another drive source such as an electric motor for traveling may be provided. Alternatively, the engine <NUM> may be replaced with, for example, a pedal that allows the driver to apply power for traveling.

Attached to the vehicle body frame <NUM> is a steering handle <NUM> in the shape of a handlebar. In response to the driver applying a rotational steering force to the steering handle <NUM>, the rotational steering force is transmitted to the left front wheel <NUM> and the right front wheel 31R via a later-described mechanism and a steering rod <NUM>. This can consequently change an advancing direction of the leaning vehicle <NUM>. Hereinafter, a change of the advancing direction of the leaning vehicle <NUM> may sometimes be referred to as a turn of the leaning vehicle <NUM>. The later-described lean mechanism causes the leaning vehicle <NUM>, when turning, to lean toward the center of the turning relative to a road surface. The steering handle <NUM> is not limited to a handlebar type one, and may be a steering wheel.

A seat <NUM> for the driver to sit thereon is disposed rearward of the steering handle <NUM>. Steps (not shown) are disposed on a left side surface and a right side surface of the vehicle body <NUM>, respectively. The driver straddling the seat <NUM> places his/her feet on the left and right steps. The leaning vehicle <NUM> is a vehicle (straddle vehicle) of a type having the seat <NUM> on which the driver sits astride.

A front suspension <NUM> included in the leaning vehicle <NUM> will now be described with reference to <FIG> and <FIG>.

The suspension <NUM> couples the vehicle body <NUM> to the left front wheel <NUM> and the right front wheel 31R. The suspension <NUM> reduces vibrations that are transmitted to the vehicle body <NUM> in order that vibrations of the left front wheel <NUM> and the right front wheel 31R caused by, for example, unevenness of the road surface cannot be directly transmitted to the vehicle body <NUM>. In the description below, a member attached on the side close to the left front wheel <NUM> and the right front wheel 31R (the side where vibrations occur) relative to the suspension <NUM> will be referred to as "vibration side member". A member attached on the side close to the vehicle body <NUM> (the side where vibration damping is made) relative to the suspension <NUM> will be referred to as "vibration-damping side member".

The suspension <NUM> includes a first tubular suspension <NUM>, a second tubular suspension <NUM>, and a third tubular suspension <NUM>. In the following, the first tubular suspension <NUM>, the second tubular suspension <NUM>, and the third tubular suspension <NUM> will be collectively called "tubular suspensions <NUM>, <NUM>, and <NUM>". The tubular suspensions <NUM>, <NUM>, and <NUM> have the same configuration. The configurations of the tubular suspensions <NUM>, <NUM>, and <NUM> are identical to the configuration of a front fork that is generally adopted in a motorcycle. The suspension <NUM> is not limited to a front fork type.

Each of the tubular suspensions <NUM>, <NUM>, and <NUM> includes a tubular body 10a, a sliding body 10b, and a spring 10c.

The tubular body (outer tube) 10a is an elongated tubular member. The tubular body 10a has the sliding body (inner tube) 10b received therein. The sliding body 10b is an elongated tubular member having a diameter smaller than that of the tubular body 10a. The sliding body 10b is capable of moving along its longitudinal direction relative to the tubular body 10a. The sliding body 10b has the spring 10c received therein. The tubular body 10a and the sliding body 10b are connected via the spring 10c. With this configuration, vibrations transmitted from the sliding body 10b to the tubular body 10a can be reduced. Oil is encapsulated in the suspension <NUM>, and a movement of the sliding body 10b relative to the tubular body 10a causes a movement of the oil. The movement of the oil produces a resistance force (damping force), which can damp the vibrations in a short time.

In this embodiment, the tubular body 10a is disposed more upward than the sliding body 10b, and basically, the above-mentioned "vibration-damping side member" vibrates integrally with the tubular body 10a. The sliding body 10b is disposed more downward than the tubular body 10a. Basically, the above-mentioned "vibration side member" vibrates integrally with the sliding body 10b. Which one of the tubular body 10a and the sliding body 10b is disposed more upward or more downward than the other may be reversed.

The respective sliding bodies 10b of the tubular suspensions <NUM>, <NUM>, and <NUM> are configured to slide integrally. To be specific, the suspension <NUM> includes an upper coupling member <NUM> and a lower coupling member <NUM>.

The upper coupling member <NUM> couples the respective tubular bodies 10a of the tubular suspensions <NUM>, <NUM>, and <NUM>. This makes it impossible for the respective tubular bodies 10a of the tubular suspensions <NUM>, <NUM>, and <NUM> to move relative to one another, and thus the tubular bodies 10a can be integrated. At least one of the tubular bodies 10a of the tubular suspensions <NUM>, <NUM>, and <NUM> is attached to a front frame 3a disposed in a front portion of the vehicle body frame <NUM>.

The lower coupling member <NUM> couples the respective sliding bodies 10b of the tubular suspensions <NUM>, <NUM>, and <NUM>. This makes it impossible for the respective sliding bodies 10b of the tubular suspensions <NUM>, <NUM>, and <NUM> to move relative to one another, and thus allows the sliding bodies 10b to slide integrally. At least one of the sliding bodies 10b of the tubular suspensions <NUM>, <NUM>, and <NUM> is attached to a lower coupling base <NUM>. The left front wheel <NUM> and the right front wheel 31R are attached to the lower coupling base <NUM> via the later-described mechanism.

Outline of the front wheel will now be described with reference to <FIG> and <FIG>.

The left front wheel <NUM> and the right front wheel 31R are bilaterally symmetrical with respect to the center in the vehicle width direction. In the following, therefore, only the left front wheel <NUM> will be described, and a description about the right front wheel 31R (a right wheel 32R and a right tire 33R), a right brake 34R, and the like, will be omitted.

The left front wheel <NUM> includes a left wheel <NUM> and a left tire <NUM>. A left brake (front wheel brake mechanism) <NUM> is attached more outward than the left wheel <NUM> in the vehicle width direction. The left brake <NUM> applies braking to the left front wheel <NUM> by inserting a brake disc 34a, which is attached to the left wheel <NUM>, into a brake caliper 34b. It may be also acceptable that the left brake <NUM> is attached more inner side than the left wheel <NUM> in the vehicle width direction.

The left wheel <NUM> includes a hub 32a, a spoke 32b, and a rim 32c. The hub 32a has a hub hole in which an axle is received. The spoke 32b is shaped to extend outward from the hub 32a in a radial manner. The rim 32c is connected to the radially outer side of the spoke 32b, and the left tire <NUM> is attached to the rim 32c.

Attached to the left wheel <NUM> is a left arm <NUM> as a left knuckle member. An outer end portion of the above-mentioned steering rod <NUM> in the vehicle width direction is rotatably attached to the left arm <NUM>. The steering rod <NUM> transmits a steering force to the left front wheel <NUM> via the left arm <NUM>. The left arm <NUM> also constitutes a part of a lean mechanism which will be described later. That is, the left arm <NUM> of this embodiment is a part in which a knuckle member for changing an actual steering angle and a member for leaning the leaning vehicle <NUM> are unified.

A mechanism for transmitting a rotational steering force applied by the driver will now be described with reference to <FIG> and <FIG>.

Disposed below the steering handle <NUM> is a rear bracket <NUM>. The steering handle <NUM> and the rear bracket <NUM> are coupled by a fixture, for example. The steering handle <NUM> and the rear bracket <NUM> are integrally rotatable about a steering rotation axis 7a (a line substantially parallel to the upper-lower direction). A rotation angle of the steering handle <NUM> about the steering rotation axis 7a may sometimes be referred to as maneuvering angle.

The rear end of a transmission arm (rotation transmission part) <NUM> is rotatably attached to the rear bracket <NUM>. The transmission arm <NUM> connects the rear bracket <NUM> to a first steering part <NUM>. The transmission arm <NUM> transmits a rotational steering force applied to the steering handle <NUM> to the first steering part <NUM>.

The first steering part <NUM> is disposed more frontward than the rear bracket <NUM> and the steering handle <NUM>. The first steering part <NUM> is disposed so as to overlap the center in the vehicle width direction. Attached to the first steering part <NUM> is the front end of the transmission arm <NUM>. This configuration allows the first steering part <NUM> to rotate as the steering handle <NUM> and the rear bracket <NUM> rotate.

Attached to the first steering part <NUM> is a pantograph mechanism <NUM>. The pantograph mechanism <NUM> is positioned so as to overlap the center in the vehicle width direction. The pantograph mechanism <NUM> includes a first link portion 24a and a second link portion 24b. The first link portion 24a is attached to the first steering part <NUM> so as to be rotatable about the vehicle width direction. The second link portion 24b is attached to a later-described second steering part <NUM> so as to be rotatable about the vehicle width direction. The second steering part <NUM> is a "vibration side member". The first link portion 24a and the second link portion 24b are coupled to each other so as to be rotatable about the vehicle width direction.

With the configuration described above, the first steering part <NUM> and the second steering part <NUM> can be kept coupled even if a relative distance between the first steering part <NUM> and the second steering part <NUM> is changed. Accordingly, transmission of the rotational steering force remains enabled even though the suspension <NUM> expands or retracts because of, for example, unevenness of the road surface.

The second steering part <NUM> is positioned so as to overlap the center in the vehicle width direction. The second steering part <NUM> transmits a rotational steering force received via the pantograph mechanism <NUM> to the steering rod <NUM>. The second steering part <NUM> includes a suspension attaching portion 25a and a rod attaching portion 25b.

The suspension attaching portion 25a is attached to the pantograph mechanism <NUM> (more specifically, to the second link portion 24b). The suspension attaching portion 25a is attached to the lower coupling base <NUM>, too. The second steering part <NUM> rotates in accordance with steering, while the lower coupling base <NUM> does not rotate in accordance with steering. Accordingly, the second steering part <NUM> is attached so as to be rotatable relative to the lower coupling base <NUM>.

The rod attaching portion 25b is attached to a lower portion of the suspension attaching portion 25a. The rod attaching portion 25b has a substantially L-like shape including a portion that extends frontward from the suspension attaching portion 25a and a portion that extends downward. With this configuration, a space can be formed below the suspension attaching portion 25a. In this space, a part of the later-described lean mechanism is disposed.

The steering rod <NUM> is rotatably attached to the rod attaching portion 25b. The longitudinal direction of the steering rod <NUM> is coincident with the vehicle width direction. The left end of the steering rod <NUM> is attached to the left front wheel <NUM> (more specifically, to a portion of the left front wheel <NUM> more frontward than the axle). The right end of the steering rod <NUM> is attached to the right front wheel 31R (more specifically, to a portion of the right front wheel 31R more frontward than the axle). A rotational steering force applied by the driver causes the rod attaching portion 25b to rotate about a predetermined rotation axis, so that the steering rod <NUM> moves left or right. As a result, the actual steering angle is changed. The actual steering angle is a direction of the left front wheel <NUM> and the right front wheel 31R (more specifically, a rotation angle about a substantially upper-lower direction). This is how the advancing direction of the leaning vehicle <NUM> can be changed in accordance with the driver's manipulation.

A lean mechanism <NUM> will now be described with reference to <FIG>.

In the description of the lean mechanism <NUM>, being rotatably attached means being attached so as to be capable of relative rotation about the front-rear direction.

Attached to a rear portion of the lower coupling base <NUM> is a lean base <NUM> extending downward from the lower coupling base <NUM>. The lean base <NUM> is a member for supporting the lean mechanism <NUM> and also for coupling the lean mechanism <NUM> to the vehicle body <NUM> side (vehicle body frame <NUM> side). The lean base <NUM> is positioned so as to overlap the center in the vehicle width direction.

The lean base <NUM> and the lean mechanism <NUM>, which are attached to the lower coupling base <NUM>, are "vibration side members". The lean base <NUM> and the lean mechanism <NUM> are arranged at a relatively low position (a position where they are partially or entirely overlap the left front wheel <NUM> in a side view). With this, heavy parts can be arranged at a low position, and therefore the leaning vehicle <NUM> can be stabilized.

The lean base <NUM> includes an upper attaching portion 41a and a lower attaching portion 41c. The upper attaching portion 41a and the lower attaching portion 41c are formed on surfaces on the front side (one side in the front-rear direction, hereinafter the same). The upper attaching portion 41a is disposed more upward and more rearward than the lower attaching portion 41c. The upper attaching portion 41a has an upper protruding tube 41b protruding frontward. The lower attaching portion 41c has a lower protruding tube 41d protruding frontward. Here, it should be noted that the lean base <NUM> may have a configuration other than the first embodiment, as illustrated in a second embodiment which will be described later.

The lean mechanism <NUM> includes an upper arm <NUM>, a lower arm <NUM>, a left arm (first arm) <NUM>, and a right arm (second arm) <NUM>. The upper arm <NUM> is disposed more upward than the lower arm <NUM>. The left arm <NUM> is rotatably coupled to the left end of the upper arm <NUM> and to the left end of the lower arm <NUM>. The right arm <NUM> is rotatably coupled to the right end of the upper arm <NUM> and to the right end of the lower arm <NUM>. The lean mechanism <NUM> is positioned so as to overlap the center in the vehicle width direction, and the left arm <NUM> and the right arm <NUM> are bilaterally symmetrical with respect to the center in the vehicle width direction.

The left end of the upper arm <NUM> has a bifurcated attaching portion. The upper arm <NUM> is attached to the left arm <NUM> in such a manner that the bifurcated attaching portion pinches an upper portion of the left arm <NUM> in the front-rear direction. This allows the left front wheel <NUM> to lean appropriately. The right end of the upper arm <NUM>, and the left and right ends of the lower arm <NUM> also have bifurcated attaching portions in the same manner.

The upper arm <NUM> has, at its longitudinal center, an upper fulcrum portion 43a. The upper fulcrum portion 43a is a tubular portion whose axial direction is coincident with the front-rear direction. The upper fulcrum portion 43a is rotatably attached to the upper attaching portion 41a. The upper fulcrum portion 43a has the front end to which a coupling link <NUM> is rotatably attached. The coupling link <NUM> is rotatably attached not only to the front end of the upper fulcrum portion 43a but also to the front end of the upper protruding tube 41b. As a result, the upper arm <NUM> can be supported in a manner of being sandwiched between the lean base <NUM> and the coupling link <NUM> in the front-rear direction, so that the upper arm <NUM> can be supported more stably as compared to cantilevered supporting. The upper protruding tube 41b and the coupling link <NUM> may be omitted.

The lower arm <NUM> is attached in the same manner as the upper arm <NUM> is. To be specific, the lower arm <NUM> has, at its longitudinal center, a lower fulcrum portion 44a. The lower fulcrum portion 44a is a tubular portion whose axial direction is coincident with the front-rear direction. The lower fulcrum portion 44a is rotatably attached to the lower attaching portion 41c. The lower fulcrum portion 44a has the front end to which a lean bracket <NUM> is rotatably attached. The lean bracket <NUM> is rotatably attached not only to the front end of the lower fulcrum portion 44a but also to the front end of the lower protruding tube 41d. As a result, the lower arm <NUM> can be supported in a manner of being sandwiched between the lean base <NUM> and the lean bracket <NUM> in the front-rear direction, so that the lower arm <NUM> can be supported more stably as compared to cantilevered supporting.

The lean bracket <NUM> of this embodiment has a function for attaching not only the lower arm <NUM> but also another mechanism involved in leaning (e.g., a part of a lean brake mechanism <NUM>) to the lean base <NUM>. The lean brake mechanism <NUM> is a mechanism for braking a leaning operation. The lean brake means generating a resistance force on the leaning operation to make the leaning operation less likely to occur or to reduce the lean angle. The lean bracket <NUM> may be a member (a member like the coupling link <NUM>) for attaching the lower arm <NUM> alone.

Both the upper protruding tube 41b and the lower protruding tube 41d are positioned more downward than the upper arm <NUM> and more upward than the lower arm <NUM>. This allows the lean mechanism <NUM> to have a reduced size in the upper-lower direction as compared to a configuration having the upper protruding tube 41b disposed more upward than the upper attaching portion 41a, for example.

The left arm <NUM> is rotatably attached to the left wheel <NUM>. To be specific, the left arm <NUM> is attached to the hub 32a of the left wheel <NUM>. The left arm <NUM> is fixed to the left wheel <NUM> such that the left arm <NUM> leans integrally with the left wheel <NUM>. Likewise, the right arm <NUM> is fixed to the hub 32a of the right wheel 32R.

The four arms constitute a parallel link. Accordingly, even in the leaning operation, the upper arm <NUM> and the lower arm <NUM> are kept parallel as shown in <FIG>. The upper arm <NUM> rotates about the upper fulcrum portion 43a relative to the lean base <NUM>. Likewise, the lower arm <NUM> rotates about the lower fulcrum portion 44a relative to the lean base <NUM>. This is how the lean mechanism <NUM> rotates relative to the lean base <NUM>.

Since the four arms constitute the parallel link, the left arm <NUM> and the right arm <NUM> are kept parallel even in the leaning operation. It therefore is possible that the left front wheel <NUM> and the right front wheel 31R lean with the same lean angle. The lean angle means the angle formed between a vehicle height direction of the leaning vehicle <NUM> and a direction perpendicular to the road surface.

The lean base <NUM> couples the longitudinal center (upper fulcrum portion 43a) of the upper arm <NUM> to the longitudinal center (lower fulcrum portion 44a) of the lower arm <NUM>. Accordingly, the lean base <NUM> leans with the same lean angle as the left front wheel <NUM> and the right front wheel 31R do. In other words, the vehicle body <NUM> leans with the same lean angle as the left front wheel <NUM> and the right front wheel 31R do. The rear wheel <NUM> leans integrally with the vehicle body <NUM>. In this manner, the leaning vehicle <NUM> is configured to be capable of leaning.

Now, referring to <FIG>, the steering handle <NUM> and operators disposed therearound will be described in detail.

The steering handle <NUM> includes a handlebar <NUM>, a left grip (first grip) <NUM>, and a throttle grip (second grip) <NUM>. The handlebar <NUM> rotates in accordance with a rotational steering force applied by the driver. The handlebar <NUM>, though it is a single bar in this embodiment, may composed of left and right separate bars. The left grip <NUM> is a part that the driver grips with his/her left hand. The throttle grip <NUM> is a part that the driver grips with his/her right hand. The driver can increase the rotation speed of the engine <NUM> by rotating the throttle grip <NUM>.

Disposed near the throttle grip <NUM> is a brake lever <NUM> used to actuate the left brake <NUM> and the right brake 34R.

Disposed near the left grip <NUM> are a handle switch case <NUM>, a clutch lever <NUM>, and a lean brake manipulator <NUM>.

The handle switch case <NUM> is positioned more inward than the left grip <NUM> in the vehicle width direction. The handle switch case <NUM> has an operator with which the driver gives various instructions to the leaning vehicle <NUM>.

The clutch lever <NUM> is positioned more frontward than the left grip <NUM> in a plan view. The driver is capable of manipulating the clutch lever <NUM> without removing his/her hand from the left grip <NUM>. The clutch lever <NUM> is a lever used to switch between a state where the engine <NUM> transmits power to the rear wheel <NUM> and a state where the engine <NUM> does not transmit power to the rear wheel <NUM>.

The lean brake manipulator <NUM> is a lever used to actuate the later-described lean brake mechanism <NUM>, mainly while the leaning vehicle <NUM> is traveling. Actuation of the lean brake can suppress occurrence of leaning of the leaning vehicle <NUM>, and/or can reduce the lean angle.

The lean brake manipulator <NUM> is positioned left (the side opposite to the throttle grip <NUM>) relative to the center in the vehicle width direction. The lean brake manipulator <NUM> is attached to the handlebar <NUM>, and therefore rotates integrally with the handlebar <NUM>, the left grip <NUM>, and the like. The lean brake manipulator <NUM> is an operator that the driver manipulates with his/her thumb while gripping the left grip <NUM>. The lean brake manipulator <NUM>, therefore, is positioned more downward than the left grip <NUM>, for example. The lean brake manipulator <NUM> is positioned closer to the center in the vehicle width direction than the longitudinal center of the left grip <NUM> is. With this configuration, the lean brake manipulator <NUM> is arranged at a position that allows the driver to easily manipulate the lean brake manipulator <NUM> with his/her thumb.

The lean brake manipulator <NUM>, when manipulated by the driver, is thrusted forward with the driver's thumb. More specifically, the lean brake manipulator <NUM> is configured such that its position is changeable between a standby position (position illustrated with the solid line in <FIG>) and an operating position (position illustrated with the dot and dash line in <FIG>). Accordingly, a manipulated direction (pressed direction) of the lean brake manipulator <NUM> can be coincident with a direction in which a manipulation with the driver's thumb can be made easy.

While the leaning vehicle <NUM> is traveling, the driver finely adjusts the rotation angle of the throttle grip <NUM>. If the lean brake manipulator <NUM> was disposed near the throttle grip <NUM>, therefore, the driver needs to manipulate the lean brake manipulator <NUM> carefully, or otherwise the rotation angle of the throttle grip <NUM> may be changed accidentally. This embodiment, however, has the lean brake manipulator <NUM> positioned near the left grip <NUM>, which is on the side opposite to the throttle grip <NUM>, and therefore a driver's throttle operation is not interrupted.

The lean brake manipulator <NUM> is positioned on the side opposite to the brake lever <NUM> relative to the center in the vehicle width direction. Thus, a manipulation for actuating the braking to the left and right front wheel <NUM>, 31R is distributed to one of left and right, while a manipulation for actuating the lean brake is distributed to the other. This can make the manipulations simple for the driver.

The lean brake manipulator <NUM> may possibly be manipulated in low-speed traveling for the purpose of preventing the leaning vehicle <NUM> from leaning in the low-speed traveling, for example. In low-speed traveling, it is less easy to stabilize the attitude of the leaning vehicle <NUM>, and therefore the driver tends to firmly hold the left and right grips. The lean brake manipulator <NUM> is suitable for a manipulation in low-speed traveling, because manipulating the lean brake manipulator <NUM> while gripping the left grip <NUM> is possible.

The lean brake manipulator <NUM> may possibly be manipulated before a turn is started, for the purpose of reducing the lean angle in turning, for example. Before a turn is started, the driver is often too occupied in watching forward to check his/her hands. This embodiment, however, has the lean brake manipulator <NUM> disposed at a position independent of the handle switch case <NUM>. In other words, near the lean brake manipulator <NUM>, no other operator is positioned. Accordingly, the driver can manipulate the lean brake manipulator <NUM> without the need to check his/her hands.

The layout of the lean brake manipulator <NUM> is merely an example. For instance, the lean brake manipulator <NUM> may be provided to the handle switch case <NUM>. In a vehicle that requires no clutch operation or in a vehicle that has a clutch operator separately disposed, the lean brake manipulator <NUM> may be provided at a position corresponding to the clutch lever <NUM> of this embodiment. The lean brake manipulator <NUM> may be provided near the step such that the driver can manipulate the lean brake manipulator <NUM> with his/her foot.

The lean brake mechanism <NUM> will now be described with reference to <FIG>.

The lean brake mechanism <NUM> actuates the lean brake by using a phenomenon in which the relative positions between the lean base <NUM> and the lower arm <NUM> changes along with the leaning operation. The lean brake mechanism <NUM> includes a brake disc (first brake member) <NUM> and a brake caliper (second brake member) <NUM>.

The brake disc <NUM> is attached to the lower arm <NUM>. More specifically, two tubular disc attaching portions 44b, to which fixtures can be fastened, are connected to the lower arm <NUM> by welding, etc. The two disc attaching portions 44b are bilaterally symmetrical with respect to the center in the vehicle width direction. Two attaching holes of the brake disc <NUM> are aligned respectively with the two disc attaching portions 44b, and fixtures are fastened, so that the brake disc <NUM> is attached to the lower arm <NUM>. The brake disc <NUM>, which is fixed in this manner, moves integrally with the lower arm <NUM>.

The brake disc <NUM> is positioned so as to overlap the center in the vehicle width direction. As described above, the lower arm <NUM> is attached to the lean base <NUM>, which also overlaps the center in the vehicle width direction. That is, the position at which the brake disc <NUM> is attached to the lower arm <NUM> is close to the position at which the lower arm <NUM> is attached to the lean base <NUM>. More specifically, the lower fulcrum portion 44a for attaching the lower arm <NUM> to the lean base <NUM> is formed between the two disc attaching portions 44b. The brake disc <NUM> has a semicircular shape with its central portion cut out. From the cut-out portion of the brake disc <NUM>, the lower fulcrum portion 44a is exposed. In this manner, the two members can be efficiently attached in a narrow space.

The brake disc <NUM> is attached to the lower arm <NUM> in such a direction that the brake disc <NUM> protrudes frontward and downward from the lower arm <NUM>. In other words, the upper end of the brake disc <NUM> is attached to the front end of the lower arm <NUM>. Accordingly, the lean mechanism <NUM>, the steering rod <NUM>, and the like, are less likely to interfere with the brake disc <NUM> (or the brake caliper <NUM> located therearound). Especially in this embodiment, the steering rod <NUM> is positioned above the brake disc <NUM> (they overlap each other in a plan view). Therefore, the brake disc <NUM> being attached so as to protrude downward can prevent interference especially between the brake disc <NUM> and the steering rod <NUM>.

The brake disc <NUM> includes a base member 51a and rubber sheets (contact member) 51b. The base member 51a is made of a metal, and has a higher rigidity than the rubber sheets 51b. The rubber sheets 51b are stuck to opposite surfaces of the base member 51a. The rubber sheets 51b are made of a rubber, and have a flexibility. The rubber sheets 51b are basically apt to have a higher coefficient of friction than the base member 51a, though it depends on environments and a material of a part with which the rubber sheets <NUM> are contacted. This configuration can provide both a high rigidity and a high coefficient of friction. The materials of the base member 51a and the rubber sheets 51b are just examples, and may be other materials as long as the above-described characteristics are obtained. The rubber sheets 51b may be omitted.

The brake caliper <NUM> is positioned so as to overlap the center in the vehicle width direction. The brake caliper <NUM> includes a caliper body 52a and brake pads 52b.

The caliper body 52a is rotatably attached to the lower protruding tube 41d and the lower fulcrum portion 44a via the lean bracket <NUM>. As mentioned above, the lean bracket <NUM> also has a function for coupling the lower arm <NUM> to the lower protruding tube 41d. In this manner, the lean bracket <NUM> is given the two functions, and the two members are attached via the lower protruding tube 41d, which can contribute to a reduced number of parts and a simplified configuration.

The caliper body 52a has a groove-shaped clamp portion, and the brake disc <NUM> is partially positioned in the clamp portion. The brake pads 52b are stuck to respective side walls that define the clamp portion. Connected to the brake caliper <NUM> is a brake hose. As the driver manipulates the lean brake manipulator <NUM>, a hydraulic fluid is supplied to the brake caliper <NUM>.

As a result, the clamp portion is closed, so that the brake pads 52b are pressed against the brake disc <NUM>. Accordingly, the lean brake is actuated. The lean brake mechanism <NUM> may be of an electric-powered type or a wire type, instead of a hydraulic type.

Now, referring to <FIG>, movements of the brake disc <NUM> and the brake caliper <NUM> in the leaning operation will be described. The brake disc <NUM>, which is attached to the lower arm <NUM> against relative rotation, moves integrally with the lower arm <NUM>. The lower arm <NUM> is capable of rotating relative to the lean base <NUM>. Accordingly, in the leaning operation, the brake disc <NUM> rotates (about the lower fulcrum portion 44a) relative to the lean base <NUM>.

The brake caliper <NUM>, on the other hand, is attached at two points to the lean base <NUM> via the lean bracket <NUM>. In the leaning operation, therefore, the brake caliper <NUM> does not rotate relative to the lean base <NUM>.

In this embodiment, the brake disc <NUM> and the brake caliper <NUM> rotate relative to each other about the lower fulcrum portion 44a in the leaning operation. Thus, a frictional force produced by the brake pads 52b being pressed against the brake disc <NUM> as a result of actuation of the lean brake serves as a braking force (resistance force) on the leaning operation. In this manner, the lean brake mechanism <NUM> generates a braking force on the leaning operation.

In the leaning operation, the rotation angle of the brake disc <NUM> relative to the brake caliper <NUM> is equal to or less than <NUM> degrees. The lean brake mechanism <NUM> cannot be so large in size, because of the need to prevent interference with other parts. This is why a distance over which the brake disc <NUM> moves relative to the brake caliper <NUM> in the leaning operation is short. Thus, a frictional force increased by the rubber sheets 51b stuck to the base member 51a can provide a high braking force. The coefficient of friction (the coefficient of static friction or the coefficient of dynamic friction) caused by contact between the brake disc <NUM> and the brake pads 52b is higher than a coefficient of friction between the brake disc 34a and the brake caliper 34b for braking the left front wheel <NUM>.

To increase the distance over which the brake disc <NUM> moves relative to the brake caliper <NUM>, the following configuration may be adopted. The brake disc <NUM> is attached to the lower arm <NUM>. The brake disc <NUM> has a size that overlaps the upper arm <NUM> in a front view. The brake caliper <NUM> is attached to the upper fulcrum portion 43a. This can increase the radius of the relative rotation, and therefore can increase the distance of the relative movement.

Since the brake disc <NUM> and the brake caliper <NUM> rotate relative to each other, the semicircular shape of the brake disc <NUM> can be a minimum shape required of the brake disc <NUM>. In addition, the lean brake mechanism <NUM> can be made smaller as compared to a configuration in which the relative movement between the brake disc <NUM> and the brake caliper <NUM> is linear or nearly linear.

The configuration of the lean brake mechanism <NUM> according to this embodiment is just an example. For instance, when a member, in addition to the lean base <NUM>, that rotates relative to the lower arm <NUM> is present in the surroundings, the brake caliper <NUM> may be attached to the member. Instead of the configuration of this embodiment, a configuration may be adoptable in which the brake disc <NUM> is attached to the lean base <NUM> so as not to rotate relative to the lean base <NUM>, while the brake caliper <NUM> is attached to the lower arm <NUM> so as to rotate relative to the lean base <NUM>.

The brake disc <NUM> may be attached not to the lower arm <NUM> but to the upper arm <NUM>. In a case of the brake disc <NUM> attached to the upper arm <NUM>, occurrence of interference between the lean brake mechanism <NUM> and the lean mechanism <NUM>, etc. can be reduced if the brake disc <NUM> is attached so as to protrude above the upper arm <NUM>. Moreover, the position of the lean brake mechanism <NUM> is raised, and therefore the minimum ground clearance can be increased, or the lean brake mechanism <NUM> can be protected from water splash, stones, etc. coming from the road surface. In a case where, for example, the steering rod <NUM> is positioned more rearward than the lean mechanism <NUM>, the brake disc <NUM> may be attached so as to protrude rearward from the upper arm <NUM> or the lower arm <NUM>. This allows peripheral members of the lean mechanism <NUM> to be arranged collectively.

In this embodiment, the brake disc <NUM> is provided with the rubber sheets 51b. Instead of or in addition to this configuration, the brake pads 52b may be provided with rubber sheets. Alternatively, the brake pads 52b may be entirely made of a rubber. To obtain a high coefficient of friction, at least one of the brake disc <NUM> or the brake pads 52b may be processed so as to have a high surface roughness.

Next, how the lean brake is actuated in accordance with a manipulation on the lean brake manipulator <NUM> will be described.

In the following, three operation modes of the lean brake mechanism <NUM> in accordance with a manipulation on the lean brake manipulator <NUM> will be described. The leaning vehicle <NUM> may be configured to be capable of performing only one of the three operation modes, or may be configured to be capable of switching which operation mode is to be performed.

In a first operation mode, a braking force of the lean brake continuously changes in accordance with a manipulation on the lean brake manipulator <NUM>. Specifically, the driver manipulates the lean brake manipulator <NUM>, so that the lever position (attitude) is changed. As the change of the lever position of the lean brake manipulator <NUM> increases, a force with which the brake caliper <NUM> presses the caliper body 52a against the brake disc <NUM> increases (the braking force increases).

Thus, the driver can actuate the lean brake with any braking force in accordance with a situation, etc. In a case of performing the first operation mode, it is preferable that the lean brake manipulator <NUM> is of auto-return type. The auto-return type has a configuration in which the lever position of the lean brake manipulator <NUM> changes from the standby position to the operating position only while a manipulating force is applied, and once the manipulating force is lifted, a biasing force or the like is actuated so that the lever position automatically returns to the standby position.

In a second operation mode, whether or not the lean brake is actuated is switched in accordance with a manipulation on the lean brake manipulator <NUM>. Specifically, the lever position of the lean brake manipulator <NUM> is configured to be switchable between a first position (effective state) and a second position (ineffective state). While the lever position of the lean brake manipulator <NUM> is in the first position, the lean brake is actuated with a predetermined braking force. While the lever position of the lean brake manipulator <NUM> is in the second position, the lean brake is not actuated.

The predetermined braking force may be preset. This makes it possible to reduce the lean angle at a time of turning if the lean brake manipulator <NUM> is brought into the first position only in a case of turning, for example. The braking force may be discretely chaneable in multiple stages.

In a case of performing the second operation mode, the lean brake manipulator <NUM> is preferably of switch type. The switch type is a type configured to keep the lever position as it is even after a manipulating force from the driver is lifted. The lean brake manipulator <NUM> of switch type may be configured such that the lean brake stays actuated even while the engine <NUM> is stopped. This can prevent the leaning vehicle <NUM> from leaning while stopped.

In the third operation mode, an automatic lean brake function is effected by a manipulation on the lean brake manipulator <NUM>, and in this state, in response to satisfaction of an occurrence condition, a control device <NUM> shown in <FIG> transmits a hydraulic fluid or an electrical signal to the brake caliper <NUM> to actuate the lean brake. The occurrence condition is preferably that the vehicle speed be equal to or less than a threshold, or that the lean angle be equal to or more than a threshold, for example. The control device <NUM>, which has an arithmetic logic unit such as a CPU and a storage device such as a flash memory, is capable of the control by the arithmetic logic unit executing a program. The control device <NUM> may be an engine control unit, or may be another control device.

A leaning vehicle <NUM> according to the second embodiment will now be described with reference to <FIG>.

The description of the second embodiment will mainly deal with configurations different from the first embodiment. In the description of the second embodiment, members identical or similar to those of the first embodiment are given the same reference signs on the drawings, and their descriptions may be omitted or simplified.

The suspension <NUM> of the first embodiment includes the three tubular suspensions <NUM>, <NUM>, and <NUM>. A suspension <NUM> of the second embodiment, on the other hand, includes two tubular suspensions <NUM> and <NUM>. The first tubular suspension <NUM> and the second tubular suspension <NUM> are disposed side by side in the vehicle width direction.

In the first embodiment, the rotational steering force of the steering handle <NUM> is transmitted to the pantograph mechanism <NUM> via the first steering part <NUM>. In the second embodiment, on the other hand, a rotational steering force of a steering handle <NUM> is directly transmitted to a pantograph mechanism <NUM>. Thus, the pantograph mechanism <NUM> is attached to a member that rotates coaxially with the steering handle <NUM>.

In the second embodiment, a lower coupling base <NUM> does not cross a second steering part <NUM>, and a lean base <NUM> is positioned immediately below the lower coupling base <NUM>. An upper arm <NUM> and a lower arm <NUM> are positioned more rearward than the lean base <NUM>. With this, a steering rod <NUM> and a lean brake mechanism <NUM> are also positioned more rearward than the lean base <NUM>. In this manner, arranging members involved in leaning and steering on one side (on the front side in the first embodiment, and on the rear side in the second embodiment) of the lean base <NUM> allows the members involved in leaning and steering to be arranged collectively.

As shown in <FIG>, a structure for attaching the upper arm <NUM> and the lower arm <NUM> is also different from that of the first embodiment. In the first embodiment, the upper attaching portion 41a and the lower attaching portion 41c of the lean base <NUM> are at different positions in the front-rear direction. In the second embodiment, an upper attaching portion 41a and a lower attaching portion 41c are at the same position in the front-rear direction. Accordingly, the upper arm <NUM> and the lower arm <NUM> are at the same position in the front-rear direction.

Although in the first embodiment, the lean base <NUM> has the upper protruding tube 41b and the lower protruding tube 41d, both of their functions is provided by a middle protruding tube 41e in the second embodiment. Thus, a lean bracket <NUM> attaches an upper fulcrum portion 43a, the middle protruding tube 41e, a lower fulcrum portion 44a, and the lean brake mechanism <NUM> collectively to the lean base <NUM>.

In the first embodiment, the lean brake mechanism <NUM> is positioned near the lower arm <NUM>, while in the second embodiment, the lean brake mechanism <NUM> is positioned near the upper arm <NUM>. More specifically, the upper arm <NUM> has two disc attaching portions 44b with the upper fulcrum portion 43a interposed therebetween in the left-right direction. A brake disc <NUM> is attached to the disc attaching portions 44b. The brake disc <NUM> is attached so as to protrude above the upper arm <NUM>. Thus, in both the first embodiment and the second embodiment, the lean brake mechanism <NUM> is attached so as to protrude beyond the lean mechanism <NUM> in the upper-lower direction. Interference between the positions of the lean mechanism <NUM> and the lean brake mechanism <NUM> is less likely to occur.

The first embodiment and the second embodiment are different from each other in the shape of the rod attaching portion 25b. In the first embodiment, the lean brake mechanism <NUM> is positioned near the lower arm <NUM>, and therefore the rod attaching portion 25b does not interfere with the lean brake mechanism <NUM>. In the second embodiment, however, the lean brake mechanism <NUM> is positioned near the upper arm <NUM>. Thus, a rod attaching portion 25b is shaped so as to bypass the lean brake mechanism <NUM>. In the first embodiment, the positions of the upper arm <NUM> and the lower arm <NUM> are different in the front-rear direction, so that a space is produced, in which the steering rod <NUM> is disposed. In the second embodiment, on the other hand, the positions of the upper arm <NUM> and the lower arm <NUM> are the same in the front-rear direction. This is why the second steering part <NUM> is shaped to bypass the lean brake mechanism <NUM>. To be specific, a part of the rod attaching portion 25b protrudes rearward (toward the side opposite to the lean brake mechanism <NUM>), the part overlapping the lean brake mechanism <NUM> in a front view.

The upper arm <NUM> as well as the lower arm <NUM> rotates relative to the lean base <NUM> in the leaning operation. The lean brake can be operated as shown in <FIG>, therefore. It should be noted that <FIG> shows a rear view, because the lean brake mechanism <NUM> of the second embodiment is attached on the rear surface side of the lean mechanism <NUM>.

As thus far described, the leaning vehicle <NUM> according to any of the foregoing embodiments includes the vehicle body <NUM>, the left front wheel <NUM>, the right front wheel 31R, the lean mechanism <NUM>, the lean brake mechanism <NUM>, the steering handle <NUM>, the left grip <NUM>, the throttle grip <NUM>, and the lean brake manipulator <NUM>. The left front wheel <NUM> is positioned on the first side (left side) in the vehicle width direction. The right front wheel 31R is positioned on the second side (right side) opposite to the first side in the vehicle width direction. The lean mechanism <NUM> causes the left front wheel <NUM> and the right front wheel 31R to lean about the front-rear direction as a rotation center when the vehicle body <NUM> leans about the front-rear direction as a rotation center. The lean brake mechanism <NUM> brakes the leaning operation by the lean mechanism <NUM> while the leaning vehicle <NUM> is traveling. The left grip <NUM> is attached to the first side in the vehicle width direction of the steering handle <NUM> The throttle grip <NUM> is attached to the second side in the vehicle width direction of the steering handle <NUM> and for performing the throttle operation. The lean brake manipulator <NUM> is positioned at the first side in the vehicle width direction, changes the position integrally with the left grip <NUM>, and the member for performing the operation of actuating the lean brake mechanism <NUM> to brake.

This allows the operation to brake the leaning operation while traveling. The operability of the lean brake manipulator <NUM> can be high during traveling by disposing the lean brake manipulator <NUM> at the opposite side of the throttle grip <NUM> in the vehicle width direction.

In the leaning vehicle <NUM> according to any of the foregoing embodiments, the lean brake manipulator <NUM> is positioned closer to the center in the vehicle width direction than the center of the left grip <NUM> in the vehicle width direction.

Accordingly, the driver can manipulate the lean brake manipulator <NUM> with his/her thumb while gripping the left grip <NUM>.

In the leaning vehicle <NUM> according to any of the foregoing embodiments, the lean brake manipulator <NUM> is positioned lower than the left grip <NUM>.

Accordingly, the driver can manipulate the lean brake manipulator <NUM> without moving his/her thumb much from holding the left grip <NUM>.

In the leaning vehicle <NUM> according to any of the foregoing embodiments, the lean brake manipulator <NUM> can change position between at least the standby position and the operating position which is more forward than the standby position and for actuating the lean brake.

Accordingly, the driver can manipulate the lean brake manipulator <NUM> by moving his/her thumb forward that is a natural motion.

The leaning vehicle <NUM> according to any of the foregoing embodiments includes the handle switch case <NUM> that is positioned inner side of the left grip <NUM> in the vehicle width direction and has a plurality of switches. The lean brake manipulator <NUM> is disposed at the position that is different from the handle switch case <NUM>.

Accordingly, since the lean brake manipulator <NUM> is independent position from the others, the driver can manipulate the lean brake manipulator <NUM> without checking his/her hand too much.

In the leaning vehicle <NUM> according to any of the foregoing embodiments, the lean brake manipulator <NUM> changes its position or its attitude in accordance with the manipulation. The braking force of the lean brake mechanism <NUM> changes in accordance with the position or the attitude of the lean brake manipulator <NUM>.

Accordingly, the driver can control the degree of braking the leaning operation.

In the leaning vehicle <NUM> according to any of the foregoing embodiments, the lean brake manipulator <NUM> is the auto-return type in which the position or the attitude of the lean brake manipulator <NUM> changes by applying the manipulating force and the lean brake manipulator <NUM> returns the original position when the manipulating force is no longer applied.

Accordingly, since the driver stops applying the manipulating force of the lean brake manipulator <NUM> to release the brake of the leaning operation, the brake of the leaning operation can be released by the simple manipulation.

In the leaning vehicle <NUM> according to any of the foregoing embodiments, states of the lean brake manipulator <NUM> is switched between the effective state and the ineffective state in accordance with the manipulation on the lean brake manipulator <NUM>. When the lean brake manipulator <NUM> is in the effective state, the lean brake mechanism <NUM> brakes the leaning operation with fixed degree of the braking force, and when the lean brake manipulator <NUM> is in the ineffective state, the lean brake mechanism <NUM> does not brake the leaning operation.

Accordingly, since fine adjustment of the braking force for leaning operation is not necessary, the manipulation of the lean brake manipulator <NUM> can be simple.

The leaning vehicle <NUM> according to any of the foregoing embodiments includes the control device <NUM> for controlling the lean brake mechanism <NUM>. The control device <NUM> actuates the lean brake mechanism <NUM> to brake the leaning operation when the control device <NUM> determines that the occurrence condition is met.

Accordingly, the leaning operation is automatically braked when the leaning operation is not needed.

While some preferred embodiments of the present invention have been described above, the configurations described above may be modified, for example, as follows.

Features of the first and second embodiments described above may be combined in appropriate manners. For example, the number of tubular suspensions, the lean mechanism <NUM>, or the like, illustrated in the second embodiment may be applicable to the first embodiment. The same is true for other features.

In the various mechanisms described above, the shape of a component, the layout of a component, the structure for attaching a component, the structure for transmitting power, and the like, are just examples, and other configurations may be adoptable. For example, the left arm <NUM> does not always need to serve as a component for transmitting a steering force. A component different from the left arm <NUM> may serve as the component for transmitting a steering force.

Claim 1:
A leaning vehicle (<NUM>) comprising:
a vehicle body (<NUM>);
a first front wheel (<NUM>) positioned on a first side in a vehicle width direction;
a second front wheel (31R) positioned on a second side opposite to the first side in the vehicle width direction;
a lean mechanism (<NUM>) that causes the first front wheel (<NUM>) and the second front wheel (31R) to lean about a front-rear direction as a rotation center when the vehicle body (<NUM>) leans about the front-rear direction as a rotation center;
a lean brake mechanism (<NUM>) that brakes a leaning operation of the lean mechanism (<NUM>);
a steering handle (<NUM>);
a first grip (<NUM>) that is attached to the first side in the vehicle width direction of the steering handle (<NUM>);
a second grip (<NUM>) that is attached to the second side in the vehicle width direction of the steering handle (<NUM>) and for performing a throttle operation; and
a lean brake manipulator (<NUM>) that is positioned at the first side in the vehicle width direction, changes the position integrally with the first grip (<NUM>), and for performing an operation of actuating the lean brake mechanism (<NUM>) to brake,
characterized in that
the lean brake manipulator (<NUM>) is an auto-return type in which a position or an attitude of the lean brake manipulator (<NUM>) changes by applying a manipulating force and the lean brake manipulator (<NUM>) returns to an original position when the manipulating force is no longer applied,
the lean brake manipulator (<NUM>) is configured to change position between at least a standby position and an operating position which is more forward than the standby position and for actuating a lean brake, and
the lean brake manipulator (<NUM>) is positioned closer to a center of the vehicle in the vehicle width direction than a center of the first grip (<NUM>) in the vehicle width direction.