GB2613514A

GB2613514A - Leaning vehicle

Info

Publication number: GB2613514A
Application number: GB2303754.2A
Authority: GB
Inventors: Takeuchi Yoshihiko
Original assignee: Yamaha Motor Co Ltd
Current assignee: Yamaha Motor Co Ltd
Priority date: 2020-03-02
Filing date: 2021-09-14
Publication date: 2023-06-07
Also published as: JP6788209B1; JP2021140879A; GB202303754D0

Abstract

The purpose of the present invention is to reduce noise and vibration during the travel of a leaning vehicle including an actuator-driven sequential multi-speed transmission. This leaning vehicle comprises a frame, handlebars, a step, an engine, an actuator-driven sequential multi-speed transmission, an actuator-driven clutch, an acceleration instruction unit, and a control device. In the case where the gear stage of a sequential gearbox belongs to a high-speed group and a non-acceleration instruction is also outputted while the leaning vehicle is in a traveling state, the control device executes high-speed inertial travel and controls the actuator-driven sequential multi-speed transmission, the actuator-driven clutch, and the engine so as to cause a shift actuator to keep the gear stage of the sequential gearbox in the high-speed group at least during the period of high-speed inertial travel. A friction clutch is disengaged during high-speed inertial travel.

Description

DESCRIPTION

Title of Invention

LEANING VEHICLE

Technical Field

[0001] The present teaching relates to a leaning vehicle.

Background Art

[0002] Patent Literature (PTL) 1, for example, discloses a motorcycle as an example of leaning vehicles. The motorcycle disclosed in PTL 1 includes an engine, a transmission, and a clutch. The transmission in PTL 1 is an actuator-driven sequential multi-stage transmission in which each actuator-driven gear shifting operation causes a shift from a gear stage to a higher or lower gear stage.

PTL 2 also discloses a motorcycle as an example of leaning vehicles. The motorcycle in PTL 2 includes a vehicle body frame and a power unit. The power unit includes an engine. The power unit of the motorcycle in PTL 2 is mounted to the vehicle body frame. An elastic mount is used for the mounting to reduce vibration that is transmitted from the power unit to a driver's limbs through the vehicle body and noise that is produced by the vehicle body due to vibration.

Citation List Patent Literature [0003] PTL 1: Japanese Patent Application Laid-Open Publication No. 2009- PTL 2: Japanese Patent Application Laid-Open Publication No. 2013-:30

Summary of Invention

Technical Problem [0004] In the leaning vehicles disclosed in PTL 1 and PTL 2, the rotation speed of the engine increases with an increase in the moving speed. For example, the rotation speed of the engine is generally higher when the leaning vehicles are in a cruise state in which the transmission is set to a gear stage of a high-speed stage group than when the leaning vehicles are moving at a low speed. The increase in the moving speed also results in an increase in noise.

Unlike automobiles, leaning vehicles have neither an engine compartment, nor a cabin for accommodating the driver. That is, in leaning vehicles, an engine unit is typically exposed to the outside of the vehicle body. In leaning vehicles, furthermore, the engine is mounted to a frame of the vehicle body. Noise and vibration that are produced by the engine unit and the vehicle body therefore have a more significant impact on the driver.

[0005] With respect to a leaning vehicle having an actuator-driven sequential 10 multi-stage transmission device, it is desirable to reduce noise and vibration that are produced while the leaning vehicle is in motion.

An objective of the present teaching is to reduce noise and vibration that are produced while a leaning vehicle having an actuator-driven sequential multi-stage transmission device is in motion.

Solution to the Problem [0006] A possible way to reduce noise and vibration that are produced while a vehicle is in motion is by putting the engine into an operation stopped state or an idling state while disconnecting a power transmission path between the engine and a drive wheel. For example, noise and vibration that are produced by the engine while the vehicle is in motion are reduced by putting the transmission into a neutral state to disconnect power transmission, and reduced by putting the engine into an operation-stopped state or an idling state.

[0007] For example, Japanese Patent Application Laid-Open Publication No. 2015-58783 discloses coasting of a truck that is not a leaning vehicle. For the coasting of said truck, the clutch is put into a disengaged state through driving by a clutch actuator, and the fuel to the engine is cut off. In parallel, the transmission is put into a neutral state through driving by a gear shifting actuator, and the clutch is put into an engaged state. Since the clutch is back in the engaged state, supply of electric power to the clutch actuator can be stopped.

Upon termination of the coasting, the clutch is put into the disengaged state and the transmission is changed from the neutral state to another gear 35 stage. Thereafter, the engine starts operating and the clutch is put back into the engaged state.

[0008] However, an actuator-driven sequential multi-stage transmission of a leaning vehicle is different in structure and operation from a transmission of a non-leaning vehicle such as a truck. For example, the sequential multi-stage transmission is not capable of making a shift from a gear stage of a high-speed stage group to neutral through one shifting operation. For example, a gear stage shifting from the sixth gear to neutral goes through the fifth gear, the fourth gear, and so on... . During this shifting, as many as six shift operations are performed.

Each shift operation includes, for example, operation of a motor, operation of a shift cam mechanism, disengagement of dog gears, movement of the dog gears, and re-engagement of the dog gears. During the shift operations, the transmission produces shifting operation sound and vibration. The transmission is typically located in an engine unit, which is exposed to the outside of the vehicle body. The shifting operation sound produced by the transmission therefore sounds louder to the driver in the case of the leaning vehicle than in the case of an automobile, for example. Furthermore, in order to reduce engine noise during the shifting operations, the engine is in an operation stopped state or an idling state. This makes the shifting operation sound and vibration that are produced by the transmission more noticeable.

Performing six shift operations results in producing shifting operation sound six times. As described above, each shift operation includes, in turn, operation of the shift cam mechanism, disengagement of the dog gears, movement of the dog gears, and re-engagement of the dog gears. An actuator-driven transmission can operate faster than a transmission that operates through a driver's operating force. Nevertheless, six shift operations takes so long that the shifting operations are distinguishable from one another based on the shifting operation sound. As described above, engine noise and vibration are reduced, but shifting operation sound and vibration are still produced. Besides, the shifting operation sound and vibration are produced over a long period of time.

[0009] The present inventor carried out a study intended to reduce noise and vibration that result from an actuator-driven sequential multi-stage transmission.

As a result of the study, the present inventor found that it is possible to 35 reduce noise and vibration by intentionally keeping the actuator-driven sequential multi-stage transmission device from being in a neutral state. For example, when a non-acceleration instruction based on a driver's manipulation is outputted while the leaning vehicle is in motion with the transmission device in a gear stage of a high-speed stage group, a friction clutch is driven by a clutch actuator to be in a disengaged state and kept in the disengaged state. As a result, the leaning vehicle continues moving at high speed on inertial power without the actuator-driven sequential multi-stage transmission device shifting into the neutral state. That is, the leaning vehicle continues moving at high speed on inertial power without shifting operations being performed for a shift from a gear stage of the high-speed stage group to neutral. During this high-speed inertia-powered moving, the transmission device is maintained in a gear stage of the high-speed stage group. Thus, the number of shift operations is restricted even if, for example, the transmission device is adjusted in advance to a gear stage that allows the leaning vehicle to readily re-accelerate when the clutch is put into an engaged state upon termination of the high-speed inertia-powered moving. This reduces the number of times and the period of time over which the shifting operation sound is produced. That is, the shifting operation sound and vibration are reduced.

[0010] Furthermore, the high-speed inertia-powered moving requires a gear stage of the high-speed stage group as a condition therefor, so that the leaning vehicle, which is not self-standing when stopped, can easily continue the inertia-powered moving by utilizing self-steering characteristics and straight-moving ability of the leaning vehicle.

Furthermore, unlike in the case of automobiles, the driver of the leaning vehicle is subject to wind resistance That is, the leaning vehicle is subject to aerodynamic drag from both the vehicle body and the driver when in motion. The speed of the leaning vehicle tends to decrease during the inertia-powered moving. Requiring a gear stage of the high-speed stage group as a condition, the high-speed inertia-powered moving is easily initiated when the leaning vehicle is in motion at relatively high speed. This allows the leaning vehicle in which noise and vibration are reduced to easily continue the inertia-powered moving.

[0011] Note that when the clutch is put into the engaged state after the transmission device has been maintained in a gear stage of the high-speed stage group during the high-speed inertia-powered moving, for example, the moving speed of the vehicle can be lower than a speed assumed for the gear stage. Even in such a situation, shock transmitted to the wheels is limited to a minimum because the gear ratio in the high-speed stage group is small. By contrast, for example, when the clutch is put into the engaged state with the transmission device in a gear stage of a low-speed stage group, the moving speed can be higher than a speed assumed for the gear stage. In such a situation, a relatively great amount of shock is transmitted to the wheels due to the inertia of the engine. As long as the moving speed of the vehicle is maintained at a speed corresponding to the high-speed stage group, however, shock transmitted to the wheels as a result of the clutch being engaged is relatively small.

[0012] When a non-acceleration instruction is outputted, the clutch is put into the disengaged state and the leaning vehicle is put into a high-speed inertia-powered moving state, so that noise produced by the engine is reduced. Furthermore, a sequential transmission is maintained in a gear stage of the high-speed stage group while the leaning vehicle is in the high-speed inertia-powered moving state, so that shifting operation sound and vibration that result from shifting operations in the sequential transmission are reduced.

Thus, it is possible to reduce noise and vibration that are produced while the leaning vehicle having the actuator-driven sequential multi-stage transmission device is in motion.

[0013] In order to achieve the objective described above, a leaning vehicle according to an aspect of the present teaching has the following configuration. [0014] The leaning vehicle is, for example, a straddled vehicle configured to turn while leaning. The straddled vehicle configured to turn while leaning into turns, for example, with the posture thereof leaning toward the inside of a curve. By doing this, the leaning vehicle can counteract centrifugal force acting on the straddled vehicle during the turn. The straddled vehicle refers to a vehicle of which the driver straddles a saddle thereof when seated. Examples of leaning vehicles include scooter type motorcycles, moped type motorcycles, off-road type motorcycles, and on-road type motorcycles. The leaning vehicle is not limited to a motorcycle and may be, for example, a motor tricycle. The motor tricycle may include two front wheels and one rear wheel, or may include one front wheel and two rear wheels. The drive wheel of the leaning vehicle may be a rear wheel or a front wheel.

[0015] The leaning vehicle includes a frame, a handlebar, footrests, an engine, 35 an actuator-driven sequential multi-stage transmission device, an actuator-driven clutch, an acceleration instruction part, and a control device.

The frame is a component that supports load on the entire leaning vehicle. The frame supports, for example, load received from the wheels via a fork and swing arms. The frame is, for example, a main frame to which the fork and the swing arms are mounted. The frame is not particularly limited and may include, for example, an air cleaner or a fuel tank that have a function of supporting the load on the entire leaning vehicle.

The handlebar is a steering handle. The handlebar is, for example, fixed to the fork rotatably supported by the frame, and thus mounted to the frame.

The footrests are components on which the driver's feet rest. The footrests are, for example, directly mounted to the frame. The footrests are not particularly limited and may be, for example, each indirectly mounted to the frame with another member fixed to the frame therebetween.

[0016] The engine is an internal combustion engine. The engine of the leaning vehicle is mounted to the frame with at least a portion thereof exposed to the outside of the leaning vehicle. The engine is, for example, mounted to the frame with an elastic mount therebetween. The engine is not particularly limited and may be, for example, directly mounted to the frame. The engine includes a crankshaft. The rotation speed of the engine is, more specifically, the rotation speed of the crankshaft.

The acceleration instruction part outputs an acceleration instruction or a non-acceleration instruction to the leaning vehicle. The acceleration instruction part outputs, for example, an acceleration instruction as an electrical signal. The acceleration instruction part is, for example, an accelerator grip attached to the handlebar. The acceleration instruction part is, for example, manipulated by the driver to output an acceleration instruction. The acceleration instruction part outputs a non-acceleration instruction when the acceleration instruction part receives no acceleration manipulation. The acceleration instruction part may be, for example, determined to be outputting a non-acceleration instruction if the acceleration instruction part is not outputting an acceleration instruction. For example, the control device may compare the signal outputted from the acceleration instruction part against a reference and determine whether a non-acceleration instruction has been outputted or an acceleration instruction has been outputted based on the comparison result. For example, the control device may determine that the acceleration instruction part has outputted a non-acceleration instruction if the level of a signal outputted according to the position of the acceleration instruction part resulting from a manipulation thereof is less than a reference level.

[0017] Furthermore, non-acceleration instructions may be further classified into, for example, deceleration instructions and inertial moving instructions. In this case, the acceleration instruction part selectively outputs an acceleration instruction, an inertial moving instruction, or a deceleration instruction. The deceleration instruction is outputted for directing a greater deceleration than the inertial moving instruction. The deceleration instruction is, for example, outputted for directing a deceleration by the action of engine braking. For example, a manipulatable range of the acceleration instruction part is divided into three regions, and a region in which the amount of manipulation is the smallest and that includes a position of the acceleration instruction part not being manipulated corresponds to the deceleration instruction. A region in which the amount of manipulation is the largest corresponds to the acceleration instruction. A middle region corresponds to the inertial moving instruction. For example, the control device may compare the signal outputted from the acceleration instruction part against a reference to determine whether a deceleration instruction has been outputted or an inertial moving instruction has been outputted. In this case, for example, the control device compares the signal outputted from the acceleration instruction part against a plurality of references to determine whether a deceleration instruction has been outputted, an inertial moving instruction has been outputted, or an acceleration instruction has been outputted.

However, no particular limitations are placed on the form of the output from the acceleration instruction part. For example, the non-acceleration instructions does not have to be classified into deceleration instructions and inertial moving instructions.

Note that an instruction to maintain a vehicle speed in a situation in :30 which the leaning vehicle would decelerate without power output from the engine (for example, when the leaning vehicle is moving on a flat road or moving uphill) falls within the scope of the acceleration instruction. In a situation where the leaning vehicle accelerates even without any power output from the engine when moving downhill, no acceleration instruction is outputted. This falls under the definition of the non-acceleration instruction being outputted. No particular limitations are placed on the form of the acceleration instruction part. For example, the acceleration instruction part may be a cruise-control control part having a control function of accelerating the leaning vehicle up to a target speed. Typically, the cruise-control control part is either in an acceleration instruction outputting state (X), in which the cruise-control control part outputs an acceleration instruction to maintain a vehicle speed, or in an acceleration instruction non-outputting state (Y), in which a vehicle speed can be maintained without the cruise-control control part outputting an acceleration instruction. The cruise-control control part is outputting a non-acceleration instruction in the state (Y). Typically, when the leaning vehicle is moving on a flat road or moving uphill, the cruise-control control part is in the state (X). When the leaning vehicle is moving downhill, the cruise-control control part is in either the state (X) or the state (Y) depending on, for example, the slope angle of the hill [0018] The actuator-driven sequential multi-stage transmission device 15 includes a sequential transmission and a gear shifting actuator.

The sequential transmission is in one selected state at a certain time. The sequential transmission is set to a gear ratio according to the gear stage. The rotation speed outputted from the engine is changed according to one selected gear ratio and transmitted to a drive wheel. The sequential transmission has multiple gear stages each belonging to a high-speed stage group or a low-speed stage group. The sequential transmission further has a neutral state. The sequential transmission has a neutral state and a plurality of non-neutral states. The non-neutral states are included in the high-speed stage group and the low-speed stage group.

Half or more than half of all the gear stages that correspond to the non-neutral states belong to the high-speed stage group. More specifically, the high-speed stage group includes eighth to fifth gears in a case where the sequential transmission is an 8-speed transmission, seventh to fourth gears in a case where the sequential transmission is a 7-speed transmission, sixth to fourth gears in a case where the sequential transmission is a 6-speed transmission, fifth to third gears in a case where the sequential transmission is a 5-speed transmission, and fourth and third gears in a case where the sequential transmission is a 4-speed transmission. The rest of the gear stages that correspond to the non-neutral states other than those of the high-speed stage group belong to the low-speed stage group.

The sequential transmission makes a shift from a gear stage to one stage higher or lower gear stage each time the sequential transmission performs a shift operation. For example, a first gear state, a second gear state, a third gear state, a fourth gear state, and so on... are selected in the stated order following the neutral state. For another example, the third gear state, the second gear state, the first gear state, and the neutral state are selected in the stated order following the fourth gear state. That is, for example, the first gear is never selected following the third gear, and the neutral state is never selected following the third gear. Note that the sequential transmission may adopt, for example, a configuration in which the first gear is located between the neutral state and the second gear in the manipulation order. However, no particular limitations are placed on the sequential transmission. For example, the sequential transmission may have a configuration in which the neutral state is located between the first gear and the second gear. The sequential transmission may be controlled so that the number of shift operations during the high-speed inertia-powered moving is less than or equal to a predetermined number. The predetermined number may be set to any of one, two, and three.

The gear shifting actuator drives the sequential transmission to perform each shift operation. The sequential transmission is driven by the gear shifting actuator to select a gear stage. The gear shifting actuator is, for example, an electric motor. The gear shifting actuator is not particularly limited and may be, for example, a solenoid or a hydraulic actuator.

[0019] The actuator-driven clutch includes a friction clutch and a clutch actuator.

The friction clutch is a power transmission device provided on a power transmission path between the engine and the drive wheel. The friction clutch has an engaged state and a disengaged state. For example, a state in which the friction clutch substantially prevents a portion of driving force from being transmitted, which is a so-called half-clutch state, is included in the disengaged state. The friction clutch transmits, for example, power using frictional force of a plate-shaped member provided on each of input shaft and output shaft.

The friction clutch does not include, for example, a centrifugal clutch. The friction clutch does not include a torque converter that transmits power through fluid. The leaning vehicle is therefore highly responsive to acceleration manipulations.

The friction clutch is driven by the clutch actuator. The clutch actuator is, for example, an electric motor. The clutch actuator is not particularly limited and may be, for example, a solenoid or a hydraulic actuator.

[0020] The control device controls the actuator-driven sequential multi-stage transmission device, the actuator-driven clutch, and the engine. The control device directs the clutch actuator to put the clutch into the disengaged state to cause the high-speed inertia-powered moving when a non-acceleration instruction is outputted by the acceleration instruction part with the sequential transmission in a gear stage of the high-speed stage group and with the leaning vehicle being in a moving state. The high-speed inertia-powered moving is a motion that does not consume power from the engine. In the highspeed inertia-powered moving, basically, the leaning vehicle 1 moves using the inertia of the leaning vehicle itself. In the high-speed inertia-powered moving, the leaning vehicle does not accelerate or decelerate using power from the engine 20. However, the high-speed inertia-powered moving of the leaning vehicle is not intended for maintaining the speed. The speed of the leaning vehicle in the high-speed inertia-powered moving normally decreases gradually. For example, during the high-speed inertia-powered moving of the leaning vehicle, not only the vehicle body but also the driver is subject to wind resistance, unlike in the case of inertial moving of an automobile, for example. As a result, aerodynamic drag of the driver acts on the leaning vehicle in addition to frictional drag and aerodynamic drag of the vehicle body. During the high-speed inertia-powered moving, the speed of the leaning vehicle is more likely to decrease than in the case of automobiles.

For the high-speed inertia-powered moving, the control device directs the clutch actuator to put the clutch into the disengaged state and puts the engine in an idling state or a stopped state. The control device directs the gear shifting actuator to maintain the sequential transmission in a gear stage of the high-speed stage group during the high-speed inertia-powered moving. The control device may continue to maintain the sequential transmission in a gear stage of the high-speed stage group after termination of the high-speed inertia-powered moving. However, the control device is not particularly limited and may change the sequential transmission into a gear stage of the low-speed stage group after termination of the high-speed inertia-powered moving.

In the control device, a part for controlling the actuator-driven sequential multi-stage transmission device and the actuator-driven clutch and, a part for controlling the engine may be, for example, formed as physically different devices. Alternatively, for example, these parts may be formed as a single device.

The control device includes, for example, memory that stores programs and a processor that executes the programs. The control device is not particularly limited and may include, for example, a logic circuit that does not contain a program.

[0021] The high-speed inertia-powered moving is a motion that is executed through the driver operating the vehicle by gripping the handlebar and resting their feet on the footrests with the friction clutch in the disengaged state and with the engine kept in the idling state or the stopped state. The high-speed inertia-powered moving is executed on the condition that (A) the sequential transmission is in a gear stage of the high-speed stage group and (B) a non-acceleration instruction is outputted by the acceleration instruction part. In addition to the initiation conditions (A) and (B), an additional condition may be set as an initiation condition for the high-speed inertia-powered moving. In this case, the high-speed inertia-powered moving is not initiated when only the initiation conditions (A) and (B) are satisfied, but is initiated when the additional condition is further satisfied. The high-speed inertia-powered moving is not executed when the sequential transmission is in a gear stage of the low-speed stage group. The high-speed inertia-powered moving is initiated at a time that the clutch actuator puts the friction clutch into the disengaged state.

In a configuration in which the non-acceleration instructions are classified into deceleration instructions and an inertial moving instructions, the execution of the high-speed inertia-powered moving may require, as a condition therefor, that an inertial moving instruction be outputted as a non-acceleration instruction. That is, the high-speed inertia-powered moving may be put on hold when a deceleration instruction is outputted as a non-instruction. While the high-speed inertia-powered moving is on hold, the friction clutch remains in the engaged state, and engine braking is enabled.

[0022] The high-speed inertia-powered moving is, for example, terminated on the condition that an acceleration instruction is outputted by the acceleration 35 instruction part. However, the termination condition for the high-speed inertia-powered moving is not limited as such. For example, the termination of the high-speed inertia-powered moving may require that the speed of the leaning vehicle falls below a lower speed limit that can be supported by the gear stages of the high-speed stage group. The high-speed inertia-powered moving may be, for example, terminated based on Logical OR of the two factors, the one being that an acceleration instruction is outputted by the acceleration instruction part, the other being that the speed of the leaning vehicle is below the lower speed limit that can be supported by the gear stages of the high-speed stage group. The high-speed inertia-powered moving is terminated at a time when the friction clutch is in the engaged state.

The lower speed limit may be set to fall within a range of from 30 km/h to 50 km/h In a configuration in which the lower speed limit is 30 km/h, for example, a gear stage can be kept in the high-speed stage group during the high-speed inertia-powered moving, and the engine can readily respond to acceleration upon termination of the high-speed inertia-powered moving. In a configuration in which the lower speed limit is 40 km/h, for example, the highspeed inertia-powered moving can be easily continued by utilizing the inertia of the moving leaning vehicle. In a configuration in which the lower speed limit is 50 km/h, for example, the high-speed inertia-powered moving can be easily continued by utilizing self-steering characteristics and straight-moving ability of the leaning vehicle.

Note that the high-speed inertia-powered moving may be terminated on the condition that an acceleration instruction or a deceleration instruction is outputted by the acceleration instruction part. Furthermore, the high-speed inertia-powered moving may be terminated based on Logical OR of the three factors, the one being that an acceleration instruction is outputted by the acceleration instruction part, the second being that a deceleration instruction is outputted, the third being that the speed of the leaning vehicle is below the lower speed limit In this case, engine braking can be used even if the sequential transmission is in a gear stage of the high-speed gear stage group. [0023] According to the leaning vehicle described in (1), when a non-acceleration instruction based on the driver's manipulation is outputted while the leaning vehicle is in motion with the sequential transmission in a gear stage of a high-speed stage group, the friction clutch, driven by the clutch actuator, is to be in the disengaged state and kept in the disengaged state. As a result, the leaning vehicle continues moving at high speed on inertial power without the actuator-driven sequential multi-stage transmission device shifting to the neutral state. That is, the leaning vehicle continues moving at high speed on inertial power without, for example, shifting operations being performed for a shift from a gear stage of the high-speed stage group to neutral. Since the sequential transmission is maintained in the high-speed stage group, 5 the number of shifting operations is limited even if the sequential transmission is adjusted in advance to a gear stage that allows the leaning vehicle to readily re-accelerate when the clutch is in the engaged state upon termination of the high-speed inertia-powered moving. This can reduce the number of times and the period of time over which shifting operation sound 10 and vibration are produced. That is, the shifting operation sound and vibration can be reduced.

The above-described configuration can not only reduce noise and vibration that are produced by the engine but can also reduce shifting operation sound and vibration that result from shifting operations in the sequential transmission, because the sequential transmission is maintained in a gear stage of the high-speed stage group while the leaning vehicle is in the high-speed inertia-powered moving state.

Thus, it is possible to reduce noise and vibration that are produced while the leaning vehicle having the actuator-driven sequential multi-stage 20 transmission device is in motion.

[0024] According to an aspect of the present teaching, the leaning vehicle may adopt the following configuration.

(2) The leaning vehicle described in (1), wherein when the acceleration instruction is outputted by the acceleration instruction part during the high-speed inertia-powered moving, the control device puts the engine into an operating state according to the acceleration instruction and directs the clutch actuator to switch the friction clutch to an engaged state.

[0025] Increasing the rotation speed of the engine to a speed corresponding to re-acceleration, for example, is putting the engine into an operating state according to the acceleration instruction. Starting combustion operation of the engine being stopped, for example, also means the engine being put into an operating state according to the acceleration instruction. Note that the operating state of the engine according to the acceleration instruction may be selected within a practically acceptable range for the leaning vehicle. Furthermore, the rotation speed of the engine corresponding to re-acceleration may be selected within a practically acceptable range for the leaning vehicle. [0026] According to the leaning vehicle described in (2), when an acceleration instruction is outputted by the acceleration instruction part, the engine is put into an operating state according to the acceleration instruction, and the clutch actuator switches the friction clutch to the engaged state.

Thus, the high-speed inertia-powered moving with reduced noise and reduced vibration can be terminated and the leaning vehicle can be re-accelerated through simple operations without any clutch operation.

[0027] According to an aspect of the present teaching, the leaning vehicle may 10 adopt the following configuration.

(3) The leaning vehicle described in (2), wherein when the acceleration instruction is outputted by the acceleration instruction part, the control device directs the gear shifting actuator to shift the sequential transmission into a gear stage of the high-speed stage group and according to the acceleration instruction, and then directs the clutch actuator to switch the friction clutch to the engaged state and puts the engine into an operating state according to the acceleration instruction.

[0028] According to the leaning vehicle described in (3), the state of the sequential transmission is changed through driving by the gear shifting actuator. According to the leaning vehicle described in (3), when an acceleration instruction is outputted by the acceleration instruction part, the transmission shifts into a gear stage of the high-speed stage group as according to the acceleration instruction. This configuration helps reduce a change in the speed of the leaning vehicle that occurs when the friction clutch is engaged upon termination of the high-speed inertia-powered moving with reduced noise and reduced vibration in response to the acceleration instruction. The gear stage according to the acceleration instruction may be selected from the high-speed stage group within a practically acceptable range for the leaning vehicle.

:30 [0029] According to an aspect of the present teaching, the leaning vehicle may adopt the following configuration.

(4) The leaning vehicle described in (2) or (3), further including a starter generator connected to a crankshaft of the engine and being rotatable at a fixed speed-ratio relative to the crankshaft, the starter generator 135 being configured to drive the crankshaft when the engine is started and, when the engine is in combustion operation, generate electric power by being driven by the engine, wherein the control device directs the starter generator to drive the crankshaft prior to directing the clutch actuator to switch the friction clutch to the engaged state.

[0030] The starter generator is a rotary electric machine capable of both starting and driving the engine. The starter generator is, for example, a permanent magnet electric motor. The starter generator being connected to the crankshaft and being rotatable at a fixed speed-ratio relative to the crankshaft means that the leaning vehicle has neither a power disconnecting device such as a friction clutch nor a gear ratio converting device located between the starter generator and the crankshaft.

[0031] The starter generator is connected to the crankshaft and is rotatable at a fixed speed-ratio relative to the crankshaft. That is, the starter generator is connected to the engine without a friction clutch or a variable transmission therebetween. According to the leaning vehicle described in (4), the starter generator drives the crankshaft before the friction clutch is switched to the engaged state. This can increase the rotation speed of the crankshaft that is to be obtained when the friction clutch is engaged after the engine has changed to be in an operation stopped state or an idling state. The above-described configuration can reduce a change in the speed of the leaning vehicle that occurs when the friction clutch is engaged, while reducing noise and reducing vibration that are produced during the high-speed inertia-powered moving. [0032] According to an aspect of the present teaching, the leaning vehicle may adopt the following configuration.

(5) The leaning vehicle described in any one of (1) to (4), wherein the control device controls the engine so as to prevent rotation speed of the engine from being in a handle resonance speed band of the engine and from being in a footrest resonance speed band of the engine during the highspeed inertia-powered moving, the handle resonance speed band of the engine corresponding to a resonance frequency band of the handlebar mounted to the frame, the footrest resonance speed band of the engine corresponding to a resonant vibration frequency band of the footrests mounted to the frame.

[0033] The resonance frequency band of the handlebar is a band of frequencies at 35 which the handlebar mounted to the frame, when under external force, vibrates with a larger amplitude. The handle resonance speed band of the engine is a band of rotation speeds of the engine corresponding to the resonance frequency band of the hancllebar. The resonance frequency band of the footrests is a band of frequencies at which the footrests mounted to the frame, when under external force, vibrate with a larger amplitude. The footrest resonance speed band of the engine is a band of rotation speeds of the engine corresponding to the resonance frequency band of the footrests.

According to the leaning vehicle described in (5), the rotation speed of the engine is set to be kept from being in the handle resonance speed band of the engine and set to be kept from being in the footrest resonance speed band of the engine during the high-speed inertia-powered moving, preventing an increase in vibration due to resonance in the handlebar or the footrests. Thus, not only noise but also vibration to be transmitted to the driver's limbs during the high-speed inertia-powered moving can be reduced.

[0034] According to an aspect of the present teaching, the leaning vehicle may 15 adopt the following configuration.

(6) The leaning vehicle described in any one of (1) to (6), further including an exhaust gas purification device connected to the engine and having a catalyst that purifies exhaust gas from the engine, wherein the control device controls the engine so as to keep the rotation speed of the engine such that the exhaust gas from the engine causes the catalyst to be at a temperature higher than a lower activating temperature limit of the catalyst during the high-speed inertia-powered moving.

[0035] The exhaust gas purification device refers to, for example, a device that purifies exhaust gas from a gasoline-fueled engine. The exhaust gas purification device has a catalyst. The catalyst promotes a chemical reaction of harmful substances contained in the exhaust gas to render the substances harmless. As a result, the exhaust gas can be purified. The catalyst is more likely to fulfill the function of purifying exhaust gas at temperatures higher than the lower activating temperature limit According to the leaning vehicle described in (6), the engine operates, under the control of the control device, at a rotation speed whereby the catalyst is at a temperature higher than the lower activating temperature limit of the catalyst during the high-speed inertia-powered moving.

The exhaust gas purification device is therefore ready to purify the exhaust gas from the engine before the engine starts operating for acceleration upon termination of the high-speed inertia-powered moving in response to the acceleration instruction. Thus, the above-described configuration can reduce both noise and vibration that are produced during the high-speed inertia-powered moving, while allowing for purification of the exhaust gas after termination of the high-speed inertia-powered moving.

[0036] The terminology used herein is for defining particular embodiments only and is not intended to be limiting the teaching. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. As used herein, the terms "including", "comprising", or "having", and variations thereof specify the presence of stated features, steps, operations, elements, components, and/or equivalents thereof, and can include one or more of steps, operations, elements, components, and/or their groups. As used herein, the terms "attached", "connected", "coupled", and/or equivalents thereof are used in a broad sense, and include both of direct and indirect attachment, connection, and coupling. In addition, the terms "connected" and "coupled" are not restricted to physical or mechanical connection or coupling, and can include direct or indirect electrical connection or coupling. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present teaching belongs. Terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the present disclosure and relevant art and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein. It will be understood that the description of the present teaching discloses a number of techniques and steps. Each of these has individual benefit and each can also be used in conjunction with one or more, or in some cases all, of the other disclosed techniques. Accordingly, for the sake of clarity, this description will refrain from repeating every possible combination of the individual steps in an unnecessary fashion.

:30 Nevertheless, Description and Claims should be read with the understanding that such combinations are entirely within the scope of the present teaching and the claims.

[0037] This Description describes a novel leaning vehicle. In the description given below, for the purposes of explanation, numerous specific details are set 135 forth in order to provide a thorough understanding of the present teaching. It will be apparent, however, that those skilled in the art may practice the present teaching without these specific details. The present disclosure is to be considered as an exemplification of the present teaching, and is not intended to limit the present teaching to the specific embodiments illustrated by drawings or descriptions below.

Advantageous Effects of Invention [0038] According to the present teaching, it is possible to reduce noise that is produced while a leaning vehicle having an actuator-driven sequential multistage transmission device is in motion.

Brief Description of Drawings

[0039] [FIG. 1] A diagram illustrating a leaning vehicle according to a first embodiment of the present teaching.

[FIG. 21 A flowchart for explaining operations in the leaning vehicle in 15 FIG. 1 during high-speed inertia-powered moving.

[FIG. 3] A time chart for explaining operations in a modification example in which gear stage adjustment is performed during the high-speed inertia-powered moving.

[FIG. 41 A schematic side view of an application example of the leaning 20 vehicle according to the first embodiment.

[FIG. 51 An enlarged cross-sectional view of an engine and devices therearound shown in FIG. 4.

[FIG. 61 A time chart for explaining operations in a leaning vehicle according to a second embodiment.

[FIG. 7] A time chart for explaining operations in a leaning vehicle according to a third embodiment.

Description of Embodiments [0040] [First Embodiment] FIG. 1 is a diagram illustrating a leaning vehicle according to a first embodiment of the present teaching. Part (a) of FIG. 1 is a diagram illustrating an outline configuration of the leaning vehicle. Part (b) of FIG. 1 is a time chart showing operations in the leaning vehicle.

[0041] A leaning vehicle 1 illustrated in FIG. 1 includes a frame 2, a 35 handlebar 3, footrests 4, an engine 20, an actuator-driven sequential multistage transmission device 40, an actuator-driven clutch 50, an acceleration instruction part 131, and a control device 80. The leaning vehicle 1 also includes a fork 5 and a drive wheel 15.

[0042] The frame 2 supports load on the entire leaning vehicle 1.

The handlebar 3 is mounted to the frame 2. The handlebar 3 is gripped by a driver of the leaning vehicle 1. The handlebar 3 is a steering handle. The handlebar 3 is fixed to the fork 5 rotatably supported by the frame 2. Thus, the handlebar 3 is mounted to the frame 2.

[0043] The footrests 4 are components on which the driver's feet rest. The footrests 4 are mounted to the frame 2. Each of the footrests 4 may be, for example, mounted to the frame 2 with a mount member therebetween. Note that the footrests 4 are mounted to the frame 2 so that the positions of the footrests 4 are fixed relative to the frame 2.

[0044] The engine 20 is mounted to the frame 2 with at least a portion thereof exposed to the outside of the leaning vehicle 1. The engine 20 is, for example, 15 mounted to the frame 2 using a rubber mount. However, no particular limitations are placed on the type of the mount for the engine 20.

[0045] The actuator-driven sequential multi-stage transmission device 40 includes a sequential transmission 42 and a gear shifting actuator 41.

The sequential transmission 42 has multiple gear stages each of a high-speed stage group or a low-speed stage group. The sequential transmission 42 further has a neutral state. The high-speed stage group corresponds to half of the gear stages that correspond to high speed. The low-speed stage group corresponds to the rest of the gear stages.

The sequential transmission 42 makes a shift from a gear stage to a one stage higher or lower gear stage each time the sequential transmission 42 performs a shifting operation. That is, the gear stages are sequentially selected. For example, it is impossible to select the fourth gear following the second gear without selecting the third gear. The rotation speed outputted from the engine 20 is converted using a gear ratio corresponding to each gear stage. The rotation speed outputted from the engine 20 is converted using the gear ratio corresponding to the selected gear stage, and then transmitted to the drive wheel 15. The sequential transmission 42 in the neutral state does not transmit the rotation speed outputted from the engine 20 to the drive wheel 15.

[0046] In a case where the sequential transmission 42 is an 8-speed transmission, for example, the sequential transmission 42 has eight gear stages, which include the first to eighth gear stages, and a neutral state. The high-speed stage group has half of the eight gear stages including the first to eighth gear stages that correspond to high speed. That is, the eighth to fifth gear stages belong to the high-speed stage group. The fourth to first gear stages belong to the low-speed stage group.

In a case where the sequential transmission 42 is a 7-speed transmission, for example, the sequential transmission 42 has seven gear stages, which include the first to seventh gear stages, and a neutral state. The high-speed stage group has half of the seven gear stages including the first to seventh gear stages that correspond to high speed. That is, the seventh to fourth gear stages belong to the high-speed stage group. The third to first gear stages belong to the low-speed stage group.

In a case where the sequential transmission 42 is a 6-speed transmission, for example, the sequential transmission 42 has six gear stages, which include the first to sixth gear stages, and a neutral state. The highspeed stage group has half of the six gear stages including the first to sixth gear stages that correspond to high speed. That is, the sixth to fourth gear stages belong to the high-speed stage group. The third to first gear stages belong to the low-speed stage group.

In a case where the sequential transmission 42 is a 5-speed transmission, for example, the sequential transmission 42 has five gear stages, which include the first to fifth gear stages, and a neutral state. The highspeed stage group has half of the five gear stages including the first to fifth gear stages that correspond to high speed. That is, the fifth to third gear stages belong to the high-speed stage group. The second and first gear stages belong to the low-speed stage group.

In a case where the sequential transmission 42 is a 4-speed transmission, for example, the sequential transmission 42 has four gear stages, which include the first to fourth gear stages, and a neutral state. The high-speed stage group has half of the four gear stages including the first to fourth gear stages that correspond to high speed. That is, the fourth and third gear stages belong to the high-speed stage group. The second and first gear stages belong to the low-speed stage group.

[0047] The gear shifting actuator 41 drives the sequential transmission 42. 35 The thus driven sequential transmission 42 performs a shifting operation. The sequential transmission 42 is driven by the gear shifting actuator 41 to select a gear stage. The gear shifting actuator 41 includes, for example, an electric motor.

[0048] The actuator-driven clutch 50 includes a friction clutch 52 and a clutch actuator 51. The friction clutch 52 is provided on a power transmission path 60 between the engine 20 and the sequential transmission 42. The friction clutch 52 switches the power transmission path 60 between an engaged state and a disengaged state. A state in which the friction clutch 52 is substantially blocking a portion of driving force outputted by the engine 20 from being transmitted to the sequential transmission 42 is the disengaged state. That is, a so-called half-clutch state is included in the disengaged state.

[0049] The clutch actuator 51 drives the friction clutch 52. The clutch actuator 51 includes, for example, an electric motor.

[0050] The acceleration instruction part 131 outputs an acceleration instruction or a non-acceleration instruction. The acceleration instruction represents a request from the driver for accelerated moving of the leaning vehicle 1. The non-acceleration instruction represents the absence of a request from the driver for accelerated moving of the leaning vehicle 1. More specifically, the acceleration instruction part 131 outputs a signal representing the non-acceleration instruction. For example, an electrical signal is outputted from a sensor provided in the acceleration instruction part 131.

More specifically, the acceleration instruction part 131 is an accelerator grip attached to the handlebar 3. The acceleration instruction part 131 is manipulated by the driver to output an acceleration instruction. Through the driver moving the acceleration instruction part 131, which is an accelerator grip, into an acceleration position, an acceleration instruction is outputted, and the degree of opening of a throttle valve, not shown, provided in the engine 20 is controlled.

For example, when the acceleration instruction part 131 outputs an acceleration instruction, a motor, not shown, controlled by the control device 80 :30 increases the degree of opening of the throttle valve. Note that the leaning vehicle 1 may have, for example, a configuration in which the throttle valve does not have a motor and is connected to the accelerator grip serving as the acceleration instruction part 131 by a mechanical wire, and the degree of opening thereof is changed using manipulation force of the accelerator grip.

:35 [0051] The acceleration instruction part 131 outputs a non-acceleration instruction when the acceleration instruction part 131 receives no acceleration instruction manipulation. For example, the acceleration instruction part 131 outputs a non-acceleration instruction or an acceleration instruction according to the amount of manipulation thereof. For example, the acceleration instruction part 131 may be determined to be outputting an acceleration instruction if the level of a signal outputted according to the amount of manipulation of the acceleration instruction part 131 is greater than or equal to a reference level. The acceleration instruction part 131 may be determined to be outputting a non-acceleration instruction if the level of the signal is less than the reference level. A manipulation for accelerating the leaning vehicle 1 and a manipulation for reducing vibration while the leaning vehicle 1 is not accelerating are achieved through manipulation of a single manipulation mechanism.

[0052] Furthermore, the leaning vehicle 1 may adopt a configuration in which the acceleration instruction part 131 outputs an inertial moving instruction and a deceleration instruction as different non-acceleration instructions. For example, the acceleration instruction part 131 outputs a deceleration instruction, an inertial moving instruction, or an acceleration instruction according to the amount of manipulation thereof. For example, the acceleration instruction part 131 may be determined to be outputting a deceleration instruction if the level of a signal outputted according to the amount of manipulation of the acceleration instruction part 131 is less than a first reference level, determined to be outputting an inertial moving instruction if the level of the signal is greater than or equal to the first reference level, and determined to be outputting an accelerated moving instruction if the level of the signal is greater than or equal to a second reference level.

[0053] Unlike automobiles, for example, the leaning vehicle 1 has neither an engine compartment nor a cabin for accommodating the driver. The engine 20 of the leaning vehicle 1 has an engine case (for example, a reference sign 21 in FIG. 5), and the actuator-driven sequential multi-stage transmission device 40 is also disposed in the engine case 21.

The engine 20 (engine case 21) is typically exposed to the outside of the vehicle body. The engine 20 (engine case 21) of the leaning vehicle 1 is mounted to the frame 2 of the vehicle body. Vibration produced by the engine 20 and the sequential transmission 42 in the leaning vehicle 1 are therefore easily transmitted through the frame 2. As such, noise and vibration that are produced by the engine 20 and the sequential transmission 42 have significant impact on the driver of the leaning vehicle 1.

[0054] Furthermore, the leaning vehicle 1 differs in engine placement from, for example, an automobile in which an engine thereof can be accommodated 5 in an engine compartment.

For example, the engine of a typical automobile is placed in a position off the center of gravity of the entire automobile in a plan view. This keeps vibration centered on the center of gravity from being easily transmitted as vibration of the entire automobile including steering wheels.

[0055] By contrast, the engine 20 of the leaning vehicle 1 is placed in a position that overlaps the center of gravity of the entire leaning vehicle 1 in a plan view. This makes it difficult to release vibration of the engine 20 from the frame 2. That is, vibration of the engine 20 is easily transmitted to the entire leaning vehicle 1 including the frame 2. Thus, vibration of the engine 20 mounted to the frame 2 is transmitted to the driver's limbs via the handlebar 3 and the footrests 4.

The ratio of the weight of the engine 20 to the weight of the entire leaning vehicle 1 is, for example, greater than that in the case of a typical automobile. For example, the weight of the engine 20 is greater than the weight of the frame 2 or is substantially equal to the weight of the frame 2. Vibration of the engine 20 is therefore easily transmitted to the handlebar 3 and the footrests 4 through the frame 2. Thus, vibration of the engine 20 mounted to the frame 2 is transmitted to the driver's limbs via the handlebar 3 and the footrests 4.

The distance from the engine 20 to the handlebar 3 in the leaning vehicle 1 is, for example, shorter than the distance from the engine to the steering wheels in a typical automobile. The distance from the engine 20 to the footrests 4 in the leaning vehicle 1 is, for example, shorter than the distance from the engine to the floor of the cabin in a typical automobile. In :30 the leaning vehicle 1, therefore, vibration of the engine 20 is easily transmitted to the handlebar 3 and the footrests 4 through the frame 2.

[0056] The control device 80 controls the actuator-driven sequential multistage transmission device 40, the actuator-driven clutch 50, and the engine 20. The control device 80 controls the state of the friction clutch 52 by controlling the clutch actuator 51. The control device 80 controls the state of the sequential transmission 42 by controlling the gear shifting actuator 41. The control device 80 controls, for example, combustion operation of the engine 20 by controlling a spark plug provided in the engine 20. The control device 80 may also control the combustion operation of the engine 20 by controlling the degree of opening of the throttle valve described above and the amount of fuel supply. The control device 80 may also control the rotation speed of the engine 20 by controlling a starter generator 30 (see FIG. 5).

[0057] The control device 80 controls the gear stage of the sequential transmission 42 by controlling the gear shifting actuator 41.

The control device 80 according to the present embodiment controls the gear stage according to an acceleration instruction from the acceleration instruction part 131, the rotation speed of the engine 20, and the speed of the leaning vehicle 1. For example, when an acceleration instruction is outputted, the control device 80 causes upshifting to a higher gear stage in the sequential transmission 42 each time the rotation speed of the engine 20 reaches a shifting reference speed.

There are various conditions that can be adopted as a trigger for a gear stage change. For example, the leaning vehicle 1 may include an upshifting switch and a downshifting switch, not shown, and the control device 80 may change gear stages in accordance with the driver's manipulation of the upshifting switch or the downshifting switch. In this case, for example, the control device 80 may change gear stages according to the speed of the leaning vehicle 1 only during high-speed inertia-powered moving. Alternatively, the control device 80 may always change gear stages without depending on the switches according to, for example, the speed of the leaning vehicle 1. The control device 80 does not have to have the function of changing gear stages and may only have the function of changing the state of the friction clutch 52. [0058] The control device 80 executes the high-speed inertia-powered moving when a non-acceleration instruction is outputted by the acceleration instruction part 131 with the sequential transmission 42 in a gear stage of the high-speed stage group and with the leaning vehicle 1 in a moving state. The control device 80 does not execute the high-speed inertia-powered moving if the sequential transmission 42 is in a gear stage of the low-speed stage group.

During the high-speed inertia-powered moving, the friction clutch 52 is kept in a disengaged state by the clutch actuator 51 and the engine 20 is kept in an idling state or a stopped state. The high-speed inertia-powered moving is motion that is executed through the driver operating the leaning vehicle 1 by gripping the handlebar 3 and resting their feet on the footrests 4. That is, the high-speed inertia-powered moving is executed when the leaning vehicle 1 is in a normal moving state.

As a result of the engine 20 being in the idling state or the stopped state, the rotation speed of the engine 20 decreases or drops to zero. This helps reduce noise that is produced by the engine 20. This also helps reduce vibration to be transmitted from the engine 20 to the handlebar 3 and the footrests 4.

[0059] The control device 80 controls the actuator-driven sequential multi-stage transmission device 40, the actuator-driven clutch 50, and the engine 20 so that the gear shifting actuator 41 maintains the sequential transmission 42 in a gear stage of the high-speed stage group during the high-speed inertia-powered moving.

[0060] A chart in Part (b) of FIG. 1 schematically shows examples of changes in output from the acceleration instruction part 131, gear stage, state of the friction clutch 52, rotation speed of the engine 20, and speed of the leaning vehicle 1. The output from the acceleration instruction part 131 is shown in a simplified manner using two values: an acceleration instruction and a non-acceleration instruction. However, the acceleration instruction may include, for example, the degree of acceleration. A gear stage-indicating line has gear stage numbers appended thereto. Part (b) of FIG. 1 shows, as an example of the gear stages, an example in which the sequential transmission 42 is a 5-speed transmission. In this case, the fifth to third gear stages belong to the high-speed stage group, and the second and first gear stages belong to the low-speed stage group.

[0061] The chart shows that at time to, the speed of the leaning vehicle 1 is higher than 0, and the leaning vehicle 1 is in a moving state. The acceleration instruction part 131 is outputting an acceleration instruction, and the rotation speed of the engine 20 is increasing with time. The sequential transmission 42 is in the second gear stage, and the friction clutch 52 is in an engaged state. The speed of the leaning vehicle 1 is increasing.

[0062] At time tl, a non-acceleration instruction is outputted in accordance with the driver's manipulation. The rotation speed of the engine 20 decreases. For example, the fuel supply to the engine 20 is stopped.

:35 However, at time tl, the sequential transmission 42 is in a gear stage of the low-speed stage group, not the high-speed stage group. Accordingly, the control device 80 does not execute the high-speed inertia-powered moving. That is, the friction clutch 52 is maintained in the engaged state. The leaning vehicle 1 is in a state in which so-called engine braking is enabled. As a result, the speed of the leaning vehicle 1 decreases relatively rapidly from time ti to time t2.

[0063] At time t2, in accordance with the driver's manipulation, the acceleration instruction part 131 stops outputting the non-acceleration instruction and outputs an acceleration instruction. The rotation speed of the engine 20 increases.

Thereafter, the control device 80 causes upshifting according to the increase in the rotation speed of the engine 20. This results in a change from the third gear stage through the fourth gear stage to the fifth gear stage.

The speed of the leaning vehicle 1 continues to increase until time t3. [0064] At time t3, a non-acceleration instruction is outputted in accordance with the driver's manipulation. At this time, the sequential transmission 42 is in a gear stage of the high-speed stage group. Accordingly, the control device 80 executes the high-speed inertia-powered moving. For the high-speed inertia-powered moving, the control device 80 directs the clutch actuator 51 to put the friction clutch 52 into the disengaged state. The control device 80 also puts the engine 20 into the idling state or the stopped state. For example, the fuel supply to the engine 20 is stopped.

The control device 80 directs the gear shifting actuator 41 to maintain the sequential transmission 42 in a gear stage of the high-speed stage group during the high-speed inertia-powered moving.

[0065] More specifically, in the present embodiment, the control device 80 directs the gear shifting actuator 41 to maintain the sequential transmission 42 in the gear stage while the acceleration instruction part 131 is outputting the non-acceleration instruction. When an acceleration instruction is outputted by the acceleration instruction part 131, the control device 80 puts the engine 20 into an operating state according to the acceleration instruction and controls the clutch actuator 51 to switch the friction clutch 52 to the engaged state.

More specifically, when an acceleration instruction is outputted by the acceleration instruction part 131, the control device 80 directs the gear shifting 35 actuator 41 to shift the sequential transmission 42 into a gear stage according to the acceleration instruction. For example, the control device 80 directs the gear shifting actuator 41 to change the sequential transmission 42 into a lower gear stage. However, the control device 80 changes gear stages within the range of the high-speed stage group. Thereafter, the control device 80 puts the engine 20 into an operating state according to the acceleration instruction and directs the clutch actuator 51 to switch the friction clutch 52 to the engaged state. As a result of the friction clutch 52 being put into the engaged state, the high-speed inertia-powered moving ends.

Thus, at least during the high-speed inertia-powered moving, the sequential transmission 42 is maintained in a gear stage of the high-speed stage group.

[0066] Dashed lines in Part (b) of FIG. 1 indicate operations in a comparative example.

In the comparative example, the sequential transmission 42 is kept in the neutral state (N) and the friction clutch 52 is kept in the engaged state during inertia-powered moving. The transmission of power outputted from the engine 20 is disconnected dining the inertia-powered moving, allowing for inertia-powered moving with the engine 20 in the idling state or the stopped state. This reduces noise and vibration that are produced by the engine 20.

However, in the comparative example, the sequential transmission 42 is not maintained in a gear stage of the high-speed stage group. That is, in the comparative example, the sequential transmission 42 undergoes changes from the fifth gear stage through the fourth, third, second, and first gear stages to the neutral state. As such, as many as five shifting operations are performed. This is because the sequential transmission 42, unlike the transmission in a non-leaning vehicle such as a truck, is not capable of making a shift from the fifth gear state to the neutral state through one shifting operation.

During the shifting operations, the transmission produces shifting operation sound and vibration. In order to reduce noise and vibration during the shifting operations, the engine 20 is in the operation stopped state or the idling state. This makes the shifting operation sound and vibration that are produced by the transmission more noticeable. Performing five shifting operations as in the comparative example results in producing shifting operation sound five times.

Furthermore, in the comparative example, the friction clutch 52 is put 35 into the disengaged state and the sequential transmission 42 is changed from the neutral state to the fourth gear through four shifting operations before the inertia-powered moving is terminated. These operations produce shifting operation sound four times.

[0067] By contrast, for example, the sequential transmission 42 according to the present embodiment is maintained in a gear stage of the high-speed stage group during the high-speed inertia-powered moving as indicated by the solid line in Part (b) of FIG. 1. Thus, the number of shifting operations is restricted. This reduces the number of times and the period of time over which the shifting operation sound is produced. That is, the shifting operation sound and vibration are reduced.

[00681 During the high-speed inertia-powered moving, the engine 20 is in the idling state or the stopped state. This reduces noise that is produced by the engine 20 while the leaning vehicle 1 is in motion. Furthermore, during the high-speed inertia-powered moving, the friction clutch 52 is kept in the disengaged state. This state helps reduce a decrease in the speed of the leaning vehicle 1 during the high-speed inertia-powered moving compared to, for example, a state in which engine braking is enabled. That is, the present embodiment allows the inertia-powered moving to be executed without the actuator-driven sequential multi-stage transmission device 40 being changed to the neutral state.

Furthermore, the sequential transmission 42 is maintained in a gear stage of the high-speed stage group during the high-speed inertia-powered moving. Thus, the number and the duration of shifting operations are restricted even if the sequential transmission 42 is adjusted, before the highspeed inertia-powered moving is terminated, to a gear stage that allows the leaning vehicle 1 to readily re-accelerate. That is, the shifting operation sound and vibration are reduced.

[0069] FIG. 2 is a flowchart for explaining operations in the leaning vehicle 1 shown in FIG. 1 during the high-speed inertia-powered moving.

The operations in the leaning vehicle 1 during the high-speed inertia-:30 powered moving are, for example, performed through the control device 80, which has a processor, executing a program.

If the leaning vehicle 1 is not in high-speed inertia-powered moving (No in S10), if the sequential transmission 42 is in a gear stage of the high gear stage group (Yes in 511), and if a non-acceleration instruction is outputted (S12), the control device 80 disengages the friction clutch 52 (S13) and stops the engine 20 (S14). The control device 80 initiates the high-speed inertia-powered moving (S15). Altering of some status in a high-speed inertia-powered moving (S15) can be carried out by, for example, updating data stored in the memory. In Step S14, the engine 20 can be put into the idling state instead of being stopped.

If an acceleration instruction is outputted during the high-speed inertia-powered moving (Yes in 520), the control device 80 puts the engine 20 back into an operating state according to the acceleration instruction (S21), performs gear stage adjustment through a shifting operation(s) (522), and engages the clutch (S23). The control device 80 terminates the high-speed Jo inertia-powered moving (S24).

If the speed of the leaning vehicle 1 decreases during the high-speed inertia-powered moving and reaches a lower speed limit of a range suitable for the high-speed inertia-powered moving (Yes in 525), the control device 80 also puts the engine 20 back into an operating state (S21), performs the gear stage adjustment (S22), and engages the clutch (S23).

Note that in a configuration in which non-acceleration instructions are classified into inertial moving instructions and a deceleration instructions, for example, the control device 80 may adopt an operation to engage the clutch (523) when either of an acceleration instruction or a deceleration instruction is outputted during the high-speed inertia-powered moving. For example, engaging the clutch (S23) upon determining that a deceleration instruction is outputted enables deceleration enhanced by engine braking.

[0070] In a case where the engine 20 has been stopped during the high-speed inertia-powered moving, the control device 80 starts the engine 20 in Step S21 in order to put the engine 20 back into an operating state according to the acceleration instruction. The control device 80 starts the engine 20 by directing the starter generator 30 to drive a crankshaft 24.

[00711 In a case where the engine 20 has been in the idling state during the high-speed inertia-powered moving, increasing of the rotation speed is carried out according to the acceleration instruction in Step 521 instead of starting the engine 20. In this case, the control device 80 may increase the rotation speed by directing the starter generator 30 to drive the crankshaft 24.

As described above, the control device 80 directs the starter generator 30 to drive the crankshaft 24 in Step S21, prior to directing the clutch actuator 35 51 to switch the friction clutch 52 to the engaged state in Step S23.

[0072] If the leaning vehicle 1 is in high-speed inertia-powered moving (Yes in S10) and if conditions for terminating the high-speed inertia-powered moving are not satisfied (No in S20, No in S25), the control device 80 performs the gear stage adjustment through a shifting operation(s) according to the speed of the leaning vehicle 1 (526). For example, in a case where the speed of the leaning vehicle 1 gradually decreases during the high-speed inertia-powered moving, the control device 80 causes a shift to a lower gear stage according to the speed in Step 526. Even in this case, the gear stage is selected from the high-speed stage group. The leaning vehicle 1 may adopt a configuration in which the control device 80 does not perform the gear stage adjustment during the high-speed inertia-powered moving. Part (b) of FIG. 1 shows change in gear stage in the configuration in which the gear stage adjustment is not performed during the high-speed inertia-powered moving.

[0073] FIG. 3 is a time chart for explaining operations in a modification example in which the gear stage adjustment is performed during the high-15 speed inertia-powered moving.

In this modification example, the gear stage adjustment (S26 in FIG. 2) is performed during the high-speed inertia-powered moving. The control device 80 changes gear stages according to the speed of the leaning vehicle 1 during the high-speed inertia-powered moving. For example, in a case where the speed of the leaning vehicle 1 gradually decreases during the high-speed inertia-powered moving and falls below a reference value for a gear stage change at time t3', the control device 80 causes a shift to a lower gear stage. At this time, the friction clutch 52 is in the disengaged state, reducing the impact of the gear stage change on the moving.

Even if the gear stage adjustment is performed during the high-speed inertia-powered moving, the sequential transmission 42 is maintained in a gear stage of the high-speed stage group. That is, in the example shown in FIG. 3, the control device 80 does not select a gear stage lower than the third gear.

[0074] In the foregoing, an example has been described in which the gear stage adjustment is performed during the high-speed inertia-powered moving. However, no particular limitations are placed on the gear stage adjustment during the high-speed inertia-powered moving other than that the sequential transmission 42 is maintained in a gear stage of the high-speed stage group.

For example, as described above, the gear stage adjustment during the highspeed inertia-powered moving (S26 in FIG. 2) does not have to be performed.

Furthermore, the gear stage adjustment upon termination of the high-speed inertia-powered moving (S22 in FIG. 2) does not have to be performed. [0075] [Application Example] FIG. 4 is a schematic side view of an application example of the leaning vehicle 1 according to the first embodiment. Among elements of the application example shown in FIG. 4, elements that correspond to those of the first embodiment are labelled using the same reference signs as in the first embodiment.

[0076] The leaning vehicle 1 illustrated in FIG. 4 includes the frame 2, the handlebar 3, the footrests 4, the engine 20, the sequential transmission 42, the friction clutch 52, the acceleration instruction part 131, and the control device 80.

The leaning vehicle 1 also includes the fork 5, a rear wheel serving as the drive wheel 15, a front wheel 14, a seat 16, an electric storage device 17, 15 rear arms 18, and an exhaust gas purification device 90.

[0077] The seat 16 is of saddle-type. The driver of the leaning vehicle 1 straddles the seat 16 when seated and rests their feet on the footrests 4 while driving. The electric storage device 17 stores electric power therein. A vehicle speed sensor 151 detects the vehicle speed of the leaning vehicle 1.

[0078] The acceleration instruction part 131 is an accelerator grip for the driver to give an instruction to accelerate the leaning vehicle 1. The acceleration instruction part 131 is provided with an accelerator sensor 133. The accelerator sensor 133 detects the amount of the driver's manipulation of the acceleration instruction part 131. The acceleration instruction part 131 outputs an instruction according to the amount of the driver's manipulation via the accelerator sensor 133. The instruction also includes the level of such a manipulation amount.

[0079] The engine 20 is supported by the frame 2. More specifically, at least a portion of the engine 20 is mounted to the frame 2. The engine 20 outputs 30 power toward the drive wheel 15. The power is transmitted to the drive wheel 15 via the friction clutch 52, the sequential transmission 42, and a chain 181.

The exhaust gas purification device 90 is connected to the engine 20 with an exhaust tube therebetween. The exhaust gas purification device 90 has a catalyst 91 that purifies exhaust gas. The catalyst 91 promotes, for example, a chemical reaction of harmful substances such as carbon hydride (HC), carbon monoxide (CO), and nitrogen oxide (N0x) contained in the exhaust gas to render the substances harmless.

[0080] FIG. 5 is an enlarged cross-sectional view of the engine 20 and devices therearound shown in FIG. 4.

The engine 20, the starter generator 30, the sequential transmission 42, and the friction clutch 52 form an engine unit 10. The sequential transmission 42 and the starter generator 30 are disposed inside the engine case 21.

[0081] The engine 20 includes the crankshaft 24, a connecting rod 25, and a piston 26. A reciprocating motion of the piston 26 is produced through combustion of a gas mixture including a fuel and is converted into rotation of 10 the crankshaft 24 through the connecting rod 25.

[0082] When the engine 20 is in operation, exhaust gas is discharged from the engine 20. The exhaust gas is purified by passing through the catalyst 91 in the exhaust gas purification device 90. The ability of the exhaust gas purification device 90 to purify the exhaust gas depends on the temperature of the catalyst 91. The catalyst 91 can purify the exhaust gas to a desired degree at temperatures higher than a lower activating temperature limit thereof. However, the catalyst 91 may degrade at overly high temperatures. The exhaust gas purification device 90 is disposed in a position subject to wind resistance When the engine 20 is in operation, the engine 20 produces vibration.

The vibration transmitted from the engine 20 to the frame 2 is transmitted to the handlebar 3 and the footrests 4 through the frame 2 shown in FIG. 4.

[0083] The sequential transmission 42 is driven by the gear shifting actuator 41. The friction clutch 52 is provided on the power transmission path 60 between the engine 20 and the sequential transmission 42. The friction clutch 52 is driven by the clutch actuator 51. The clutch actuator 51 is a motor. The clutch actuator 51 changes, for example, the state of the friction clutch 52 through a drive mechanism.

[0084] The starter generator 30 is connected to the crankshaft 24 and is rotatable at a fixed speed-ratio relative to the crankshaft 24. The starter generator 30 is, for example, connected to the crankshaft 24 without a power transmission connection/disconnection mechanism therebetween, such as the friction clutch 52.

[0085] The control device 80 includes an inverter 70. The inverter 70 is 35 connected to the starter generator 30 and the electric storage device 17 (see FIG. 4). The electric storage device 17 supplies electric power to the starter generator 30 when the starter generator 30 operates as a motor. The electric storage device 17 is charged with electric power generated by the starter generator 30 when the starter generator 30 operates as a generator. The inverter 70 controls current flowing between the electric storage device 17 and the starter generator 30.

[0086] The control device 80 acquires the vehicle speed of the leaning vehicle 1 based on a signal outputted from the vehicle speed sensor 151 (see FIG. 4).

The control device 80 acquires an acceleration instruction or a non-acceleration instruction from the acceleration instruction part 131 based on a signal outputted from the accelerator sensor 133. The control device 80 also acquires the amount of manipulation of the acceleration instruction part 131. The control device 80 controls the operation of the engine 20 by controlling the spark plug and a fuel injector device in the engine 20.

The control device 80 engages or disengages the friction clutch 52 by 15 controlling the clutch actuator 51. The control device 80 also changes gear stages of the sequential transmission 42 by controlling the gear shifting actuator 41.

[00871 The control device 80 includes, for example, a computer having a central processing unit 80a and a storage device 80b. The central processing unit 80a executes arithmetic processing based on a control program. The storage device 80b stores therein programs and data relating to arithmetic operations. The control device 80 is implemented by the central processing unit 80a, the storage device 80b, and the control program.

Note that the function of controlling the engine 20, the function of controlling the starter generator 30, the function of controlling the sequential transmission 42, and the function of controlling the friction clutch 52, which are comprising the control device 80, may be configured as separate devices placed at a distance from each other. Alternatively, these functions may be integrated and configured as a single device.

[0088] [Second Embodiment] FIG. 6 is a time chart for explaining operations in a leaning vehicle 1 according to a second embodiment FIG. 6 shows the output from an acceleration instruction part 131 and the rotation speed of an engine 20. Scales for the rotation speed of the engine 20 (vertical axis) and time (horizontal axis) are shown larger than those in the chart shown in Part (b) of FIG. 1 for visual clarity.

[0089] The leaning vehicle 1 according to the present embodiment differs from the leaning vehicle 1 according to the first embodiment in the operation in Step S14 (FIG. 2). Otherwise, the present embodiment has the same configuration as the first embodiment and is therefore described using the same drawings and the same reference signs as in the first embodiment.

[0090] The control device 80 of the leaning vehicle 1 according to the present embodiment controls the engine 20 so as to prevent the rotation speed of the engine 20 from being in a handle resonance speed band Vh during the highspeed inertia-powered moving. The handle resonance speed band Vh is a band of rotation speeds of the engine 20 that corresponds to a resonance frequency band of the handlebar 3 mounted to the frame 2. The resonance frequency band of the handlebar 3 mounted to the frame 2 is a band of frequencies at which the handlebar 3 mounted to the frame 2, when under external force, vibrates with a larger amplitude than at other frequencies.

The control device 80 also controls the engine 20 so as to prevent the rotation speed of the engine 20 from being in a footrest resonance speed band Vs. The footrest resonance speed band Vs is a band of rotation speeds of the engine 20 that corresponds to a resonant vibration frequency band of the footrests 4 mounted to the frame 2. The resonant vibration frequency band of the footrests 4 is a band of frequencies at which the footrests 4 mounted to the frame 2, when under external force, vibrate with a larger amplitude than at other frequencies.

[0091] The handle resonance speed band Vh of the leaning vehicle 1 can be measured by measuring the amplitude of the vibration in the handlebar 3 while gradually varying the rotation speed of the engine 20 and determining rotation speeds at which the amplitude of the vibration increases in a specific manner.

The footrest resonance speed band Vs of the leaning vehicle 1 can be measured by measuring the amplitude of the vibration of the footrests 4 while 30 gradually varying the rotation speed of the engine 20 and determining rotation speeds at which the amplitude of the vibration increases in a specific manner. The handle resonance speed band Vh and the footrest resonance speed band Vs are not limited as such, and may be obtained, for example, through the following two steps. Vibration is externally applied to the engine 20 with 35 the engine 20 stopped, and the frequency of the vibration is gradually varied. Frequency bands in which the amplitude of the vibration increases in a specific manner are obtained as respective resonance frequency bands. The relationship between the rotation speed of the engine 20 and the frequency of the vibration in the engine 20 is obtained while the rotation speed of the engine 20 is gradually varied. The handle resonance speed band Vh and the footrest resonance speed band Vs are obtained from the thus obtained resonance frequency bands and the thus obtained relationship with the rotation speed.

Alternatively, the handle resonance speed band Vh and the footrest resonance speed band Vs can be estimated before manufacture of the leaning 10 vehicle 1 using simulations of a vibration model or measurement results of an already manufactured vehicle that has a similar configuration.

[0092] The control device 80 controls, for example, the rotation speed of the engine 20 in Step S14 (FIG. 2) so as to keep the rotation speed of the engine 20 at a target speed Vc outside the handle resonance speed band Vh and the 15 footrest resonance speed band Vs.

The control device 80 controls the rotation speed of the engine 20, for example, by controlling the amount of air and fuel being supplied to the engine 20. However, no particular limitations are placed on the method for controlling the rotation speed. The control device 80 may, for example, stop the combustion operation of the engine 20 and direct the starter generator 30 to drive the crankshaft 24. In this case, the control device 80 controls the rotation speed of the engine 20 by controlling the starter generator 30.

[0093] According to the present embodiment, the rotation speed of the engine 20 is prevented from being in the handle resonance speed band Vh and from being in the footrest resonance speed band Vs during the high-speed inertia-powered moving. Thus, not only noise but also vibration to be transmitted to the driver's limbs during the high-speed inertia-powered moving is reduced. [0094] [Third Embodiment] FIG. 7 is a time chart for explaining operations in a leaning vehicle 1 according to a third embodiment. FIG. 7 shows the output from an acceleration instruction part 131 and the rotation speed of an engine 20. Scales for the rotation speed of the engine 20 (vertical axis) and time (horizontal axis) are shown larger than those in the chart shown in Part (b) of FIG. 1 for visual clarity.

[0095] The leaning vehicle 1 according to the present embodiment differs from the leaning vehicle 1 according to the first embodiment in the operation in Step S14 (FIG. 2). Otherwise, the present embodiment has the same configuration as the first embodiment and is therefore described using the same drawings and the same reference signs as in the first embodiment.

[0096] The control device 80 controls the engine 20 so as to keep a rotation 5 speed of the engine 20 that allows the catalyst 91 to be at a temperature higher than the lower activating temperature limit during the high-speed inertia-powered moving. The control device 80 does not stop and continues the combustion operation of the engine 20 in Step S14 (FIG. 2). As a result, heat from the engine 20 is supplied to the catalyst 91 using the exhaust gas as a Jo medium.

[0097] For example, the control device 80 controls the engine 20 so as to maintain the rotation speed of the engine 20 at a target speed Vc higher than a lower speed limit Vt, which is, for example, a lowest speed at which the temperature of the catalyst 91 can be maintained at an activating temperature thereof.

As a result, the engine 20 operates to keep the catalyst 91 at a temperature higher than the lower activating temperature limit of the catalyst during the high-speed inertia-powered moving.

The exhaust gas purification device 90 is therefore ready to adequately purify the exhaust gas from the engine 20 before the engine 20 starts operating for acceleration upon termination of the high-speed inertia-powered moving in response to an acceleration instruction. It is therefore possible to reduce noise and vibration that are produced during the high-speed inertia-powered moving while enabling purification of the exhaust gas after termination of the high-speed inertia-powered moving.

[0098] A different method than the method described above may be employed as the method for controlling the engine 20. For example, a temperature sensor is provided on the catalyst 91 or in proximity to the catalyst 91, and the control device 80 performs feedback control of the rotation speed of the engine 20 so as to keep the temperature to be detected by the temperature sensor higher than the lower activating temperature limit. In this case, the temperature of the catalyst 91 is controlled more precisely while the leaning vehicle 1 is in motion.

[0099] The configuration of the present embodiment can be combined with the 35 second embodiment described above. Furthermore, the application example and the modification example described above are applicable to the second embodiment and the third embodiment.

Reference Signs List [ loo] 1 leaning vehicle 2 frame 3 handlebar 4 footrest engine 24 crankshaft 30 starter generator actuator-driven sequential multi-stage transmission device 41 gear shifting actuator 42 sequential transmission actuator-driven clutch 51 clutch actuator 52 friction clutch power transmission path control device exhaust gas purification device 91 catalyst 131 acceleration instruction part

Claims

CLAIMS1. A leaning vehicle comprising: a frame; a handlebar mounted to the frame and configured to be gripped by a driver of the leaning vehicle; footrests mounted to the frame and configured to receive the driver's resting feet thereon; an engine mounted to the frame with at least a portion thereof exposed 10 to the outside of the leaning vehicle; an actuator-driven sequential multi-stage transmission device including a sequential transmission and a gear shifting actuator, the sequential transmission having multiple gear stages that each belong to a high-speed stage group or a low-speed stage group and being configured to make a shift from a gear stage to a one stage higher or lower gear stage each time the sequential transmission performs a shifting operation, the high-speed stage group including eighth to fifth gears in a case where the sequential transmission is an 8-speed transmission, seventh to fourth gears in a case where the sequential transmission is a 7-speed transmission, sixth to fourth gears in a case where the sequential transmission is a 6-speed transmission, fifth to third gears in a case where the sequential transmission is a 5-speed transmission, and fourth and third gears in a case where the sequential transmission is a 4-speed transmission, the gear shifting actuator being configured to drive the sequential transmission to perform the shifting operation; an actuator-driven clutch including a friction clutch and a clutch actuator, the friction clutch being provided on a power transmission path between the engine and the sequential transmission, and being configured to switch the power transmission path between an engaged state and a disengaged state, the clutch actuator being configured to drive the friction clutch; an acceleration instruction part configured to output an acceleration instruction or a non-acceleration instruction to the leaning vehicle; and a control device configured to: execute high-speed inertia-powered moving when the non-acceleration instruction is outputted by the acceleration instruction part with the sequential transmission being in a gear stage of the high-speed stage group and with the leaning vehicle being in a moving state; control the actuator-driven sequential multi-stage transmission device, the actuator-driven clutch, and the engine, so that the gear shifting actuator maintains the sequential transmission in a gear stage of the high-speed stage group at least during the high-speed inertia-powered moving, the high-speed inertia-powered moving being a motion that is executed through the driver operating the leaning vehicle by gripping the handlebar and resting their feet on the footrests with the friction clutch being kept in the disengaged state by Jo the clutch actuator and with the engine being kept in an idling state or a stopped state.
2. The leaning vehicle according to claim 1, wherein when the acceleration instruction is outputted by the acceleration instruction part during the high-speed inertia-powered moving, the control device puts the engine into an operating state according to the acceleration instruction and directs the clutch actuator to switch the friction clutch to the engaged state.
3. The leaning vehicle according to claim 2, wherein when the acceleration instruction is outputted by the acceleration instruction part, the control device directs the gear shifting actuator to shift the sequential transmission into a gear stage of the high-speed stage group and according to the acceleration instruction, and then directs the clutch actuator to switch the friction clutch to the engaged state and puts the engine into an operating state according to the acceleration instruction.
4. The leaning vehicle according to claim 2 or 3, further comprising a starter generator connected to a crankshaft of the engine and being rotatable at a fixed speed-ratio relative to the crankshaft, the starter generator being configured to drive the crankshaft when the engine is started and, when the engine is in combustion operation, generate electric power by being driven by the engine, wherein the control device directs the starter generator to drive the crankshaft 35 prior to directing the clutch actuator to switch the friction clutch to the engaged state.
5. The leaning vehicle according to any one of claims 1 to 4, wherein the control device controls the engine so as to prevent rotation speed of the engine from being in a handle resonance speed band of the engine and from being in a footrest resonance speed band of the engine during the highspeed inertia-powered moving, the handle resonance speed band of the engine corresponding to a resonance frequency band of the handlebar mounted to the frame, the footrest resonance speed band of the engine corresponding to a resonant vibration frequency band of the footrests mounted to the frame. HI)
6. The leaning vehicle according to any one of claims 1 to 5, further comprising an exhaust gas purification device connected to the engine and having a catalyst that purifies exhaust gas from the engine, wherein the control device controls the engine so as to keep the rotation speed of the engine whereby the exhaust gas from the engine causes the catalyst to be at a temperature higher than a lower activating temperature limit of the catalyst during the high-speed inertia-powered moving.