GB2379428A

GB2379428A - Height-adjustable motorcycle seat

Info

Publication number: GB2379428A
Application number: GB0220889A
Authority: GB
Inventors: Koichi Nozoe; Tatsuji Seino
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2001-09-11
Filing date: 2002-09-09
Publication date: 2003-03-12
Anticipated expiration: 2022-09-09
Also published as: JP3910392B2; GB2379428B; GB0220889D0; DE10241689A1; JP2003081152A; DE10241689B4

Abstract

A motorcycle 1 is provided with the seat 10 detachable from the body. Laterally spaced first support members 51 are provided on the body each having a plurality of vertically spaced grooves 50, and second support members 52 on the seat can be fitted into a selected groove 50 of each member 51 to support the front of the seat 10 in a fitted state. A stepped portion 55, provided with plural steps 54, is formed at the rear of the seat 10, and a third support member 53 is provided behind the first support 51 on the body to engage a selected step 54 corresponding to the grooves 50.

Description

Motorcycle The present invention relates to a motorcycle provided with a seat detachable from a vehicle body.

Motorcycles provided with detachable seats are known. In Japanese published patent application No.

3040714, a technique for supporting a seat using a bearing stand having a slit and a stepped frame provided on the rear side of the body of the bearing stand and adjusting the height of the seat is disclosed. The bearing stand and the stepped frame described in the patent application are attached to the body.

However, in the known motorcycle, since the stepped frame for supporting the seat is attached to the side of the body, it is required to be large-sized to adjust the height of the seat at steps and maintain the strength.

As a result, space under the seat is occupied by the stepped frame, the installation of other units and members is limited, and the body itself is large-sized.

The invention has been made in view of such disadvantages, and an object of at least the preferred embodiment is to provide a motorcycle wherein a mechanism for adjusting the position of a seat is reduced in size, and a large space under the seat is freed up.

A second object of at least the preferred embodiment is to provide a motorcycle where the position of the seat can be efficiently adjusted and the position of the seat after adjustment can be maintained.

According to a first aspect of the invention, there is provided a motorcycle provided with a seat detachable from the body and characterized in that a first support provided to the body and provided with plural grooves arranged in a direction of height, a second support

which can be fitted into the respective grooves and supports a predetermined position of the seat in a fitted state, a stepped part provided to a position different from the predetermined position of the seat and provided with plural steps and a third support which is provided to a position different from the first support in the body and can support the step are provided.

According to the preferred embodiment of the invention, space under the seat can be freed up by providing the stepped part for supporting the seat on the seat instead of the body. The height of the seat can be adjusted by fitting the second support into one of the vertically spaced plural grooves provided on first support, and supporting the seat in the fitted state. As the seat is supported at least at two points, since the stepped portion of the seat is supported by the third support at a position spaced from the first support, the seat is securely supported.

Preferably, the stepped portion is formed so that the step corresponding to a selected groove is supported by the third support when the second support is fitted into the selected groove out of the plural grooves.

In a further preferred form, the respective grooves are formed extending along the longitudinal direction of the body, and are connected to each other at one end.

The second support can thus be moved in the continuous groove into any of the respective grooves, and the height of the seat can be easily adjusted. For example, when the first support is arranged towards the front of the body and supports the front of the seat, the front end of the groove fits with the second support, and the rear ends of the grooves are connected. Therefore, as the second support can be prevented from being moved forward by the end of the groove, the position of the seat supported by the second support is held.

In a further preferred form, a pressing member for

pressing the second support on the side of the other end of the groove is provided. The rear ends of the grooves are connected and the front end of the groove functions as a fitting part for the second support, and the second support is pressed against the fitting part by the pressing member. The position of the second support can thus be held.

It is further preferred that at least two first supports are arranged spaced at an interval in the width of the body, and the second support is provided with a coupling member having a pin which can be moved along the respective grooves of the first supports and a bar member connected to the respective coupling members.

The height of the bar member is adjusted by moving the coupling member along the groove of the first support and setting the height of the coupling member. The seat is supported in a state in which the height is adjusted by the bar member.

In a further preferred form, the coupling member is provided with a second pin and the first support is provided with a guide groove for supporting the second pin. Rotation of the pin in the centre of the coupling member (which pin is arranged in the groove) is prevented by the second pin. Therefore, when the pin of the coupling member is arranged in a selected groove, the position of the coupling member is maintained.

A preferred embodiment of the invention will now be described by way of example only, and with reference to the accompanying drawings, in which: FIG. 1 is a schematic general side view showing an embodiment of a motorcycle of the present invention; FIG. 2 is an enlarged view of a portion of FIG. 1, showing a headlamp and its surrounding area; FIG. 3 is a front view of the headlamp and its surrounding area; FIG. 4 is a side view of a body frame of the motorcycle;

FIG. 5 is a front view of the body frame; FIG. 6 is a top view of the body frame; FIG. 7 is an enlarged side view of a joint portion between an upper cowl and a middle cowl and its surrounding area; FIG. 8 is an enlarged side view of a windscreen and its surrounding area; FIG. 9 is a front view of a moving unit; FIG. 10 is a side view of FIG. 9; FIGS. 11 (a) and 11 (b) are views showing a coupling portion; FIGS. 12 (a) and 12 (b) are views showing a first member of the coupling portion; FIG. 13 is a view showing a second member of the coupling portion; FIG. 14 is an enlarged side view showing a first opening portion of a cowling and its surrounding area; FIG. 15 is a rear view of the first opening portion shown in FIG. 14; FIG. 16 is an enlarged side view of a second opening portion of the cowling and its surrounding area; FIG. 17 is a sectional view taken on line A-A of FIG. 16; FIG. 18 is a side view of a seat structure; FIG. 19 is a configuration view of parts of the seat structure; FIGS. 20 (a) and 20 (b) are a top view and a side view showing a first supporting portion and a second supporting portion of the seat structure, respectively; FIGS. 21 (a) to 21 (c) are views illustrating states of the seat structure in the case of adjusting the position of a seat; FIG. 22 is a perspective view showing a structure for supporting a side trunk; FIG. 23 is an enlarged perspective view showing the structure for supporting the side trunk on an enlarged scale;

FIG. 24 is a rear view showing the structure for supporting the side trunk; and FIG. 25 is a view showing part of a mechanism of the structure for supporting the side trunk.

As mentioned above, FIG. 1 is a schematic general side view showing a motorcycle. FIG. 2 is an enlarged view of a headlamp and its surrounding area of the motorcycle shown in FIG. 1. FIG. 3 is a front view of the headlamp and its surrounding area shown in FIG. 2.

In the following description, the directions"front", "rear", "left", "right", and the like are based on the running direction of the vehicular body.

Referring to FIG. 1, there is shown a motorcycle 1 including a body frame 2. A pair of left and right front forked portions 3 are turnably supported by a front end portion of the body frame 2. A steering handlebar 4 is mounted to upper end portions of the front forked portions 3, and a front wheel 5 is rotatably supported by the front forked portions 3. A rear fork (swing arm) 6 is swingably supported by the body frame 2, and a rear wheel 7 is rotatably supported by rear end portions of the rear fork 6. An engine 8 is supported by the body frame 2, and a fuel tank 9 is disposed on an upper portion of the body frame 2. A driver's seat 10 is provided at the back of the fuel tank 9, and a passenger's seat (pillion seat) 11 is provided at the back of the driver's seat 10. Driver's steps 12 and passenger's steps 13 are provided on the left and right sides of the vehicular body. Side trunks 14 are mounted on the left and right sides of a rear portion of the vehicular body. A cowling 15 is provided for covering nearly the whole of the vehicular body. It is to be noted that in FIG. 1, the motorcycle 1 is depicted as being supported by a stand 200.

An exhaust pipe 8A is connected to each cylinder portion of the engine 8. The exhaust pipe 8A, which extends downwardly, is bent at a position under the

engine 8, and is connected to a muffler 8B disposed at the back of the engine 8.

The cowling 15 includes a front cowl 17 and a rear cowl 18. The front cowl 17 covers a front portion of the vehicular body, with its upper end face extending along main frames 16 of the body frame 2. The rear cowl 18 covers a portion, located under the seats 10 and 11, on the rear side of the vehicular body. The front cowl 17 is composed of an upper cowl 19 provided at the front end of the vehicular body, a middle cowl 20 for covering side portions of the engine 8, and an under cowl 21 for covering a lower portion of the engine 8 (lower portion of the exhaust pipe 8A).

On each of both sides of the middle cowl 20 of the front cowl 17, a first opening portion 22 is formed in a central portion in the height direction, and a second opening portion 23 is formed under the first opening portion 22. Air (running wind) flows in or out of the cowling 15 via the first and second opening portions 22 and 23. A head cover of the engine 8 is exposed from the first opening portion 22. A running wind inlet 20A through which running wind flows in the cowling 15 is provided in a front portion of the middle cowl 20 of the front cowl 17. Swelled panels 20B are provided on the left and right sides of a lower portion of the middle cowl 20 in such a manner as to be swelled outwardly therefrom.

A meter unit (not shown) on which a speed meter, an engine speed meter, and the like are mounted is disposed inside the upper cowl 19. As shown in FIGS. 1,2 and 3, a headlamp 24 is provided on the front surface of the upper cowl 19, and rear view mirror covers 25 are provided on both the side surfaces of the upper cowl 19 in such a manner as to be swelled therefrom. A rear view mirror is provided in each of the rear view mirror covers 25. The rear view mirror cover 25 is mounted to the front cowl 17 by engaging a projection formed on the

rear view mirror cover 25 in an engagement recess formed in the side surface of the front cowl 17. A direction indicator 26 is provided in front of each of the rear view mirror covers 25. A windscreen 27 for front view, which is made from a transparent synthetic resin, is provided on an upper portion of the upper cowl 19.

As shown in FIG. 3, opening portions 33A to 33F for allowing the flow of air in or out of the upper cowl 19 therethrough are formed in the upper cowl 19. The opening portion 33A is located between the upper cowl 19 and the left rear view mirror cover 25 and the opening portion 33F is located between the upper cowl 19 and the right rear view mirror cover 25. The opening portions 33B and 33E are located on the left and right sides of an upper portion of the upper cowl 19, respectively.

The opening portions 33C and 33D are located at an upper central portion of the upper cowl 19. The opening portions 33A to 33F function as wind guide ports for guiding running wind rearwardly of the cowl. A pressure in a space between the driver and the upper cowl 19 and windscreen 27 is prevented from becoming negative by running wind fed rearwardly of the cowling.

The rear cowl 18 extends rearwardly from the underside of the seats 10 and 11. A tail portion 18a for covering a rear portion of the seat 11 is integrally provided on a rear portion of the rear cowl 18. A rear fender 7A for covering an upper rear portion of the rear wheel 7 is mounted at the rear end of the rear cowl 18.

The front wheel 5 includes a wheel 28 having at its axis an axle 28a, and a tyre 29 mounted on the outer periphery of the wheel 28. The left and right sides of the axle 28a are supported by the lower ends of the front forked portions 3. A front fender 5A for covering the upper side of the front wheel 5 is mounted to the left and right front forked portions 3. A rotor 30A of a front disk brake device 30 is coaxially integrated to each of the left and right sides of the wheel 28 of the

front wheel 5. The front disk brake device 30 has, on each of the left and right sides, the rotor 30A and a brake caliper 30B for clamping, in an operational state, the rotor 30A, thereby braking the rotation of the rotor 30A by a frictional force.

Like the front wheel 5, the rear wheel 7 has a wheel 31 having at its axis an axle 31A, and a tyre 32 mounted on the outer periphery of the wheel 31. The axle 31A is supported in a cantilever manner by the rear ends of the rear fork 6, to be thus swingable integrally with the rear fork 6. Like the front disk brake device 30 for the front wheel 5, a rear disk brake device having rotors and brake calipers is provided for the rear wheel 7. The description of the rear disk brake device having the same basic configuration as that of the front disk brake device 30 is herein omitted.

The body frame 2 will be described with reference to FIGS. 4,5 and 6. FIG. 4 is a side view of the body frame 2 of the motorcycle 1, FIG. 5 is a front view of the body frame 2, and FIG. 6 is a top view of the body frame 2.

As shown in FIG. 4, the body frame 2 includes a head pipe 34 provided at the front end of the body frame 2, two main frames 16 extending rearwardly, obliquely downwardly from the head pipe 34, two seat frames (first frames) 35 extending rearwardly from upper portions of the main frames 16, two step plates (second frames, pivot plate) 36 extending rearwardly from lower portions of the main frames 16, and two rear frames (third frames) 37 for connecting, on the rear side of the vehicular body, the seat frames 35 and the step plates 36 to each other.

The head pipe 34 steerably supports the front forked portions 3 by means of which the front wheel 5 is supported. A stay is mounted to the head pipe 34 in such a manner as to extend forwardly therefrom, which stay supports the above-described meter unit, which has

a speed meter, an engine speed meter, and the like.

Brackets (not shown) for supporting the front cowl 17 are connected to the stay mounted to the head pipe 34.

As shown in FIGS. 4, 5 and 6, the main frames 16 provided as a pair of left and right frames are branched leftwardly and rightwardly from the head pipe 34 in such a manner as to extend rearwardly, obliquely downwardly therefrom. The main frame 16 is configured as a hollow member having a square shape in cross-section, which member is made from a metal such as aluminium. The pair of left and right main frames 16 are connected to each other by means of a connection frame 16A. The fuel tank 9 is supported on the upper portions of the main frames 16. The body frame 2 also includes engine hangers 38, which are formed between the head pipe 34 and the main frames 16 in such a manner as to extend downwardly therefrom. The main frames 16 support the engine 8 via these engine hangers 38.

The seat frames 35, provided as a pair of left and right frames, extend rearwardly from the upper portions of the pair of left and right main frames 16. The pair of left and right seat frames 35 for supporting the driver's seat 10 and the passenger's seat 11, which extend to the vicinity of the tail portion 18a, are connected to each other on the rear end side. Like the main frame 16, the seat frame 35 is configured as a hollow member having a square shape in cross-section, which member is made from a metal such as aluminium.

The step plates 36, provided as a pair of left and right frames, extend rearwardly from the lower portions of the pair of left and right main frames 16. As shown in FIG. 6, the step plates 36 project outwardly from the seat frames 35. The driver's step 12 is provided on the front side of a front portion of each of the step plates 36, and the passenger's step 13 is provided on the rear side of a front portion of each of the step plates 36.

Thus, the step plate 36, configured as a rigid member,

functions as a step holder. Like the main frame 16, the step plate 36 is configured as a hollow member having a square shape in cross-section, which member is made from a metal such as aluminium.

The rear fork 6 for swingably supporting the rear wheel 7 is connected to front portions of the step plates 36. The rear fork 6 is composed of a pair of left and right forked portions 6a extending rearwardly from a base 39 at the front end of the rear fork 6. The base 39 is rotatably supported by the main frames 16, whereby the forked portions 6a is vertically swingable around the base 39.

The rear frames 37, provided as a pair of left and right frames, are disposed such that the upper ends thereof are connected to approximately centre portions of the seat frames 35 in the longitudinal direction of the vehicular body and the lower ends thereof are connected to rear portions of the step plates 36. The rear frame 37 is also configured as a hollow member having a square shape in cross-section, which member is made from a metal such as aluminium.

As shown in FIG. 4, the body frame 2 is built such that the main frames 16, the seat frames 35, the step plates 36, and the rear frames 37 form a quadrilateral shape in side view, more specifically, an isosceles trapezoidal shape in a side view in which the lower side (step plate 36 side) is shorter than the upper side (seat frame 35 side). The main frames 16, the seat frames 35, the step plates 36, and the rear frames 37, which are connected to each other, function as reinforcing members for keeping the strength of the entire vehicular body.

As described above, the body frame 2 includes the main frames 16, the seat frames 35 extending rearwardly from the upper portions of the main frames 16, the step plates 36 extending rearwardly from the lower portions of the main frames 16, and the rear frames 37 for

connecting the seat frames 35 to the step plates 36, wherein the space surrounded by these frames is formed to be a substantially quadrilateral shape in a side view. As a result, it is possible to ensure a high rigidity of the body frame without the need of provision of any other reinforcing member. Since the number of frame members is reduced, it is possible to widen a space under the seats 10 and 11, and hence to make effective use of such a wide space. Further, it is possible to eliminate the need of provision of a new step holder by providing the steps 12 and 13 on the step plates 36. The step plates 36 as the strength members can be thus effectively used as step holders. In addition, since the number of the entire members is reduced, it is possible to realize a reduction in cost.

FIG. 7 is an enlarged side view of a joint between the upper cowl (upper cowl) 19 and the middle cowl (lower cowl) 20 of the front cowl 17, and its surrounding area.

The cowling 15 is mounted to the body frame 2. An upper portion of the front cowl 17 is supported by a bracket (not shown) connected to the body frame 2. The bracket is connected to a stay extending forwardly from the main frames 16 or the head pipe 34 of the body frame 2.

As described above, the front cowl 17 that covers the front portion of the body has the upper cowl (upper cowl) 19 provided at the front end of the body, the middle cowl (lower cowl) 20 disposed under the upper cowl 19 and connected to the upper cowl 19, and the under cowl 21 disposed under the middle cowl 20 and connected to the middle cowl 20. These cowl members (the upper cowl 19, middle cowl 20, and under cowl 21) are connected to each other, to form the front cowl 17.

The rear view mirror covers (covering members) 25 are mounted to the side surfaces of the upper portion of the front cowl 17 in such a manner as to be swelled

therefrom. A rear view mirror is contained in each of the rear view mirror covers 25.

An upper portion of the middle cowl 20 is formed so as to extend up to the vicinity of the headlamp 24 provided on the front surface of the upper cowl 19. The middle cowl 20 has an outline, a front end of an upper portion of which follows the profile of a side end 24A of the headlamp 24. The outline runs from an area near an upper end of the headlamp 24 (see point A in FIG. 7), slightly rearwardly and then downwardly to form a projecting portion 20A, from which an upper end portion 20B extends horizontally. The position in the height direction at which the upper end portion 20B is formed is established at a portion that makes the distance in the longitudinal direction of the body the shortest of the entire front cowl 17.

The upper cowl 19 partially overlaps the middle cowl 20. The overlapped portion of the upper cowl 19 is located under the middle cowl 20, that is, located inwardly of the cowling. As shown in FIG. 7, the upper cowl 19 has an outline a front end of which follows the profile of an upper end 24B and a lower end 24C of the headlamp 24. A lower end portion 19A of the upper cowl 19 extends rearwardly and is joined to the middle cowl by means of a connecting member 80, such as a screw.

The rear end portion 19B extends upwardly from the rear end of the lower end portion 19A, at which the upper cowl is joined to the middle cowl, which then bends rearwardly to form a horizontal end portion 19C, that extends substantially in parallel to the upper end portion 20B of the middle cowl 20. A second rear end portion 19D extends upwardly from the rear end of the horizontal end portion 19C, and a connecting portion 19E is connected to the windscreen 27 at the upper end of the second rear end portion 19D. A front end portion 19F is formed in front of the rear end portion 19B. The hatched area in FIG. 7, including an area between the

rear end portion 19B and the front end portion 19F, shows the part overlapping the middle cowl 20.

The upper cowl 19 is connected to the middle cowl 20 in such a manner as to be partially overlapped, from below, to the middle cowl 20. In the state before the rear view mirror cover 25 is mounted, therefore, of the connected portion (overlapped area) between the upper cowl 19 and the middle cowl 20, only the end faces of the projecting portion 20A and the upper end portion 20B of the middle cowl 20 are exposed to the outside.

The rear view mirror cover (covering member) 25 is mounted outside the connected portion (overlapped area hatched in FIG. 7) between the upper cowl 19 and the middle cowl 20 in such a manner as to cover the exposed edges of the connected portion between the upper cowl 19 and the middle cowl 20, that is, to cover the end faces of the projecting portion 20A and the upper end portion 20B of the middle cowl 20. Accordingly, when the rear view mirror cover 25 is mounted, the exposed edges of the connected portion between the upper cowl 19 and the middle cowl 20 (end faces of the projecting portion 20A and the upper end portion 20B) in the state before the rear view mirror cover 25 is mounted are contained in and covered with the rear view mirror cover 25. In this case, since the projecting portion 20A and the upper end portion 20B are, as described above, formed in a section positioned along the shortest line crossing the front cowl 17 in the longitudinal direction of the body, the end faces of the projecting portion 20A and the upper end portion 20B can be sufficiently covered with the rear view mirror cover 25.

A procedure of connecting the upper cowl 19 and the middle cowl 20 to each other will be described below.

The upper cowl 19 and the middle cowl 20 are mounted to the body frame 2 as follows. The upper cowl 19 is mounted to stays and brackets connected to the head pipe 34 and the main frames 16 of the body frame 2.

The middle cowl 20 is then mounted to the upper cowl 19 thus mounted to the body frame 2 in such a manner as to be partially overlapped thereto, and is connected to the upper cowl 19 by using connecting members 80.

After the middle cowl 20 is connected to the upper cowl 19, the rear view mirror cover 25 is mounted to the front cowl 17 in such a manner as to cover the exposed edges of the connected portion between the upper cowl 19 and the middle cowl 20, that is, the end faces of the projecting portion 20A and the upper end portion 20B of the middle cowl 20. The rear view mirror cover 25 is connected to the front cowl 17 by engaging projecting portions (not shown) in engagement recesses (engagement portions) provided in the outer surfaces of the upper cowl 19 and the middle cowl 20. Thus, by mounting the rear view mirror cover 25 to the front cowl 17, the exposed edges of the connected portion (overlapped portion) between the upper cowl 19 and the middle cowl 20, that is, the end faces of the projecting portion 20A and the upper end portion 20B of the middle cowl 20 are covered with the rear view mirror cover 25.

Since the rear view mirror cover 25 as the covering member is mounted outside the connected portion between the upper cowl 19 and the middle cowl 20 in such a manner as to partially cover the connected portion, the exposed end faces of the middle cowl 20 can be covered with the rear view mirror cover 25, to enhance the appearance characteristic of the cowling. Also, since the rear view mirror cover 25 is mounted to the connected portion between the upper cowl 19 and the middle cowl 20, it is possible to shorten the length of the connected portion, and hence to reduce the numbers of connecting members and connecting points required for connecting the upper cowl 19 and the middle cowl 20 to each other. This makes it possible to improve the connection workability and to realize a reduction in

The windscreen 27 is provided so as to be tilted rearwardly and to be movable almost in the tilt direction, and will be described with reference to FIGS.

8 to 13.

FIG. 8 is an enlarged side view of the windscreen and its surrounding area, FIG. 9 is a front view of a moving unit for moving the windscreen, FIG. 10 is a side view of FIG. 9, FIGS. 11 (a) and 11 (b) are views showing a coupling portion between the windscreen and the moving unit, FIGS. 12 (a) and 12 (b) are views showing a first member constituting a part of the coupling portion, and FIG. 13 is a view showing a second member constituting the other part of the coupling portion.

As shown in FIG. 8, the windscreen 27 tilted rearwardly of the vehicular body is provided over the upper cowl 19 for covering the upper forward portion of the vehicular body. The windscreen 27 is movable substantially along the tilt direction (shown by an arrow"y"in the figure) of the windscreen 27 by a moving unit 90.

The moving unit 90 for moving the windscreen 27 almost along the direction"y"is mounted to the upper cowl 19 of the front cowl 17. The moving unit 90 includes a pair of left and right guide portions 91 extending in the direction, two movable portions 92 movably supported by the guide portions 91, an electric motor 93 representative of the moving unit for moving the movable portions 92 along the guide portions 91, and a coupling portion 94 for coupling the windscreen 27 to the movable portions 92.

As shown in FIG. 9, the pair of left and right guide portions 91 are supported by both the ends of a supporting member 95 configured as a plate-like member, respectively. The supporting member 95 is mounted to the inner side of the upper cowl 19 by mounting members such as screws via a plurality of mounting portions 95A shown in FIGS. 9 and 10. The guide portions 91 are

fixed to the inner side of the upper cowl 19 via the supporting member 95.

The movable portions 92 are slidably supported by the guide portions 91. The electric motor 93 as the moving unit is fixed to a central portion of the supporting member 95. The electric motor 93 is connected to each of the movable portions 92 slidably supported by the guide portions 91 by means of a push cable (drive unit) 96. The movable portion 92 is moved in the vertical direction while being guided by the guide portion 91 via the push cable 96 by drive of the electric motor 93. The movable portion 92 is moved in the upward direction via the push cable 96 (see reference numeral 92'in FIG. 9) by applying, for example, a plus voltage and a minus voltage to a terminal and a connector connected to the electric motor 93 respectively, to rotate the electric motor 93 in a specific direction. Conversely, the movable portion 92 is moved in the downward direction via the push cable 96 (see reference numeral 92 in FIG. 9) by applying a minus voltage and a plus voltage to the terminal and the connector connected to the electric motor 93 respectively, to rotate the electric motor 93 in the reverse direction.

The coupling portion 94 for coupling the movable portions 92 to the windscreen 27 is, as shown in FIG. 8 and FIGS. 11 (a) and 11 (b), fixed to the movable portions 92. The coupling portion 94 has first members 97 extending substantially in the direction"y" (tilt direction), and second members 98 fixed to the windscreen 27.

As shown in FIG. 8, FIGS. 11 (a) and 11 (b), and FIGS. 12 (a) and 12 (b), the first member 97 is formed into an approximately rectangular plate shape, and includes a hole portion 99 and a cutout portion 100, and a first projecting portion (fixing portion) 101 and a second projecting portion (fixing portion) 102. The

hole portion 99 and the cutout portion 100 are formed on the lower end side (forward side of the vehicular body) of the first member 97 and are fixed to the movable portion 92 by means of mounting members such as screws.

The first and second projecting portions 101 and 102 are provided on the first member 97 in such a manner as to be separated from each other with a specific gap put therebetween in the longitudinal direction.

Specifically, the first projecting portion 101 is formed at an approximately central portion of the first member 97 in the longitudinal direction, and the second projecting portion 102 is formed on the upper end side (rear side of the vehicular body). The first member 97 is fixed to the movable portion 92 via the hole portion 99 and the cutout portion 100, to be thus moved along with the movement of the movable portion 92.

As shown in FIG. 8, FIGS. 11 (a) and 11 (b), and FIG.

13, the second member 98 is formed of a plate-like member having an L-shaped cross-section, and has a first plane 103 connected to the first member 97, and a second plane 104 connected to the windscreen 27.

The first plane 103 of the second member 98 has a slot portion 105 extending from a central portion in the longitudinal direction to the lower end side, a first recess 106 cut in a central portion of a side, opposed to the second plane 104, of the first plane 103, and a second recess 107 cut in an upper end portion (rear side of the vehicular body) of the side, opposed to the second plane 104, of the first plane 103. The recesses 106 and 107 are curved in L-shapes toward the upper end sides, the depth portions of which function as lock portions 106A and 107A, respectively. Each of the first and second projecting portions 101 and 102 of the first member 97 is engageable in the first and second recesses 106 and 107 having the lock portions 106A and 107A of the second member 98. The first projecting portion 101 of the first member 97 is engageable in the slot portion

105 of the second member 98.

The second plane 104 of the second member 98 has a slot portion 108 formed in an approximately central portion in the longitudinal direction, and a plurality (three in this case) of hole portions 109 formed on both the sides of the slot portion 108. As shown in FIG. 8, the windscreen 27 is fixed to the second member 98 by bringing the windscreen 27 into contact with the second plane 104 of the second member 98, and connecting the windscreen 27 to the second member 98 by means of mounting members 110 such as screws via the slot portion 108 and the hole portions 109 formed in the second plane 104 of the second member 98.

As shown in FIGS. 11 (a) and 11 (b), the second member 98 can be fixed to the first member 97 at two different positions in the longitudinal direction (the direction"y", tilt direction) of the first member 97.

The second member 98 is fixed to the first member 97 at a lower position, called"first position"and shown in FIG. 11 (a) by engaging the first projecting portion 101 of the first member 97 in an upper end portion of the slot portion 105 of the second member 98 and also engaging the second projecting portion 102 of the first member 97 in the lock portion 107A of the second recess 107 of the second member 98. At this time, no portion of the first member 97 is engaged in the first recess 106 of the second member 98.

In contrast, the second member 98 is fixed to the first member 97 at an upper position, called"second position"and shown in FIG. 11 (b), by engaging the first projecting portion 101 of the first member 97 in a lower end portion of the slot portion 105 of the second member 98, and also engaging the second projecting portion 102 in the lock portion 106A of the first recess 106 of the second member 98. At this time, no portion of the first member 97 is engaged in the second recess 107 of the second member 98.

In this way, the first member 97 has the first projecting portion (fixing portion) 101 and the second projecting portion (fixing portion) 102 capable of fixing the second member 98 to the first member 97 at two different positions located almost along the tilt direction"y".

A procedure of moving the windscreen 27 will be described below.

The upward movement of the windscreen 27 is performed as follows. An operating switch (not shown) provided, for example, near the steering handlebar 4 is operated, to rotate the electric motor 93 as the drive unit in a specific direction. The left and right movable portions 92 are moved upwardly along the guide portions 91 by means of the push cables 96 pushed by rotation of the electric motor 93, whereby the windscreen 27 connected to the movable portions 92 via the coupling portion 94 is moved upwardly almost in the tilt direction, to be located at an upper position (see reference numeral 27'in FIG. 8). In addition, as shown in FIGS. 8 and 10, since each of the guide portions 91 is formed into an arc shape slightly swelled rearwardly of the vehicular body, the windscreen 27 is moved not perfectly along the tilt direction but with its upper end directed forwardly (that is, standing upright.

The downward movement of the windscreen 27 is performed as follows. The operating switch is operated so as to rotate the electric motor 93 in the reverse direction. The push cables 96 are pulled by such rotation of the electric motor 93. The left and right movable portions 92 are moved downwardly along the guide portions 91 by the push cables 96, whereby the windscreen 27 is moved downwardly and is located at a lower position.

As described above, the windscreen 27 is electrically moved by moving the movable portions 92 along the guide portions 91 by using the electric motor

93.

Further, the position of the windscreen 27 can be changed by manually changing the positions of the second members 98 to the first members 97 of the coupling portion 94.

A procedure of manually changing the positions of the second members 98 to the first members 97 will be described below.

The position of each second member 98 is changed from the lower position shown in FIG. 11 (a) to the upper position shown in FIG. 11 (b) as follows. First, the second member 98 is slightly moved upwardly, to release the engagement state between the second projecting portion 102 of the first member 97 and the lock portion 107A of the second recess 107. The second member 98 is then moved upwardly, with the slot portion 105 of the second member 98 slid relative to the first projecting portion 101 of the first member 97, until the second projecting portion 102 of the first member 97 is inserted in and caught by the first recess 106 of the second member 98. The second member 98 is thus fixed at the upper position.

The position of the second member 98 is changed from the upper position shown in FIG. 11 (b) to the lower position shown in FIG. 11 (a) as follows. First, the second member 98 is slightly moved upwardly to release the engagement state between the second projecting portion 102 of the first member 97 and the lock portion 106A of the first recess 106. The second member 98 is then moved downwardly, with the slot portion 105 of the second member 98 slid relative to the first projecting portion 101 of the first member 97, until the second projecting portion 102 of the first member 97 is inserted in and caught by the second recess 107 of the second member 98. The second member 98 is thus fixed at the lower position.

In this way, the position of the windscreen 27 by

using the coupling portion 94 composed of the first members 97 and the second members 98 can be manually changed by a one-touch simple operation.

At this time, since the windscreen 27 is fixed to the second members 98, it can be moved by movement of the second members 98. Also, since the projecting portions (fixing portions) 101 and 102 of each first member 97 are provided almost along the tilt direction in such a manner as to be separated from each other with a specific gap put therebetween, the windscreen 27 can be moved almost along the tilt direction by moving the windscreen 27 with the aid of the projecting portions 101 and 102 arranged in the tilt direction.

As described above, the position of the windscreen 27 can be changed by the moving unit 90, and therefore, the position of the windscreen 27 can be changed depending on an operational state such as a change in running speed, to prevent the driver from being touched by running wind. Since the windscreen 27 is moved almost along the tilt direction of the windscreen 27 by the moving unit 90, the windscreen 27 can be moved without any enlargement of a distance between the windscreen 27 and the driver. As a result, it is possible to avoid the driver receiving a back pressure upon movement of the windscreen 27. Since the windscreen 27 is movable almost in the tilt direction as described above, the driver can ensure comfortable drive of the motorcycle.

The first opening portion 22 provided in the middle cowl 20 will be described with reference to FIGS. 14 and 15. FIG. 14 is an enlarged side view of the first opening portion 22 and its surrounding area, and FIG. 15 is a sectional view, seen from rear of the body, showing the first opening portion 22 and its surrounding area shown in FIG. 14.

As described above, the front cowl 17 for covering the surroundings of the engine 8 has the under cowl 21

for covering the underside of the engine 8 or the underside of the exhaust pipe 8A connected to the engine 8, and the middle cowl 20 disposed on the upper side of the under cowl 21 and connected to the under cowl 21.

The middle cowl 20 is disposed so as to cover both the sides of the engine 8.

As shown in FIG. 14, the first opening portion 22 for allowing the flow of air (running wind) in or out of the cowling is, as described above, formed in each of the side portions of the middle cowl 20. An engine head cover 70 of the engine 8 is exposed from the first opening portion 22. A protective member 71 for protecting the engine head cover 70 is mounted to an exposed portion of the engine head cover 70Accordingly, the engine head cover 70 mounted with the protective member 71 is exposed from the first opening portion 22. In addition, the protective member 71 is removably mounted to the engine head cover 70, and the work of mounting or dismounting the protective member 71 to or from the engine head cover 70 is performed through the first opening portion 22.

As shown in FIG. 15, a recess 72 extending in the longitudinal direction of the body is formed in an outer surface of the engine head cover 70. A passage 73 allowing the flow of air therethrough is formed between the engine head cover 70 and the plate-like protective member 71 mounted to the outer surface of the engine head cover 70 in such a manner as to extend in the longitudinal direction of the vehicular body.

A louver (flow regulating device) 74 is provided in front of the first opening portion 22. The louver 74 has a plurality of slit-like passages extending in parallel to the vertical direction of the vehicular body. The shapes and directions of the passages of the louver 74 are set such that the louver 74 changes the flow of running wind fed from the outside of the cowling in the direction toward the engine head cover 70. The

entire shape of the louver 74 is curved along a front side shape of the first opening portion 22. To be more specific, the louver 74 is swelled forwardly, upwardly in a region from the lower side to a position (point A in FIG. 14) slightly lower than a central portion in the height direction, and is tilted rearwardly, upwardly in a region from the position (point A) to the upper side.

The size of the louver 74 in the height direction is larger than that of the engine head cover 70.

The louver 74 is disposed at least in front of the engine head cover 70 and the protective member 71 exposed from the first opening portion 22 in such a manner as to partially cover the front side of the first opening portion 22. In other words, the engine head cover 70 is disposed behind the louver 74.

The flow of running wind in the vicinity of the first opening portion 22 during running of the motorcycle 1 will be described below.

During running of the motorcycle 1, running wind is led in the cowling through the running wind inlet 20A provided in the front portion of the middle cowl 20 and the first opening portions 22 and the second opening portions 23 provided in the side portions of the middle cowl 20. With respect to the running wind led in the cowling through each of the first opening portions 22, the flow of the running wind is changed by the louver 74 and is led in the cowling. Since the shapes and directions of the slit-shaped passages of the louver 74 are, as described above, previously set to lead the running wind toward the engine head cover 70, the running wind led in the first opening portion 22 via the louver 74 is fed to the engine head cover 70.

At this time, since the louver 74 is previously set to allow the running wind to flow toward the passage 73 formed between the engine head cover 70 and the protective member 71, the running wind led in the first opening portion 22 via the louver 74 passes through the

passage 73 as shown by an arrow W in FIG. 15, and flows out of the rear side of the passage 73. The running wind passing through the passage 73 direct cools the engine head cover 70.

Since the first opening portions 22 are provided in the side portions of the front cowl 17 provided so as to cover the surroundings of the engine 8 and the louver 74 for changing the flow of running wind in the direction toward the engine head cover 70 is provided at part of each of the first opening portions 22, running wind can be certainly fed to the engine head cover 70. As a result, the engine head cover 70 can be effectively cooled by running wind fed in each first opening portion 22 via the louver 74. In this case, since the engine head cover 70 is exposed from the first opening portion 22, the cooling effect can be further enhanced. Since the louver 74 having the plurality of slit-shaped passages, which is a wind guide device for feeding running wind to the engine head cover 70, is provided only at part, on the front side, of the first opening portion 22, it is possible to simplify the configuration of the wind guide device. Since the engine head cover 70 is disposed at the back of the louver 74, the running wind led in the first opening portion 22 via the louver 74 can be efficiently, uniformly fed to the engine head cover 70, with a result that it is possible to enhance the effect of cooling the engine head cover 70 with running wind. Further, since running wind is directly led, by the louver 74, in the passage 73 between the engine head cover 70 and the protective member 71, it is possible to further enhance the effect of cooling the engine head cover 70 with running wind.

The second opening portion 23 provided on each of the lower side portions of the front cowl 17 will be described with reference to FIGS. 16 and 17. FIG. 16 is an enlarged side view of the second opening portion and its surrounding area, and FIG. 17 is a sectional view

taken on line A-A of FIG. 16.

As described above, the front cowl 17 is provided so as to cover the surroundings of the engine 8 has the under cowl (lower cowling) 21 for covering the underside of the engine 8 or the underside of the exhaust pipe 8A connected to the engine 8, and the middle cowl (upper cowling) 20 is disposed on the upper side of the under cowl 21 and connected to the under cowl 21.

As shown in FIG. 16, the joining surface of the under cowl 21 to the middle cowl 20 is tilted upwardly from the lower side towards the rear side of the vehicular body. A recess 40, which is recessed with respect to the middle cowl 20, is formed in the joining surface of the under cowl 21 to the middle cowl 20 at an approximately central portion. By joining the middle cowl 20 to the under cowl 21 having the recess 40, a second opening portion 23 having a slot shape corresponding to the recess 40 is formed at the joint plane therebetween.

As shown in FIGS. 16 and 17, the under cowl 21 has a swelled portion continuous to the recess 40. The swelled portion is gradually swelled toward the outside of the cowling (that is, toward the outside of the body) as nearing from the recess 40 to the rear side of the vehicular body. This swelled portion formed on the front side of the under cowl 21 forms a curved portion 41. As shown in FIG. 16, the curved portion 41 is formed with a central portion thereof swelled outwardly.

The under cowl 21 has an inclined portion 43 at the back of the curved portion 41. The inclined portion 43, which is continuous to the curved portion 41, is inclined toward the inside of the cowling (that is, inside of the vehicular body) via an apex portion 42.

As shown in FIG. 17, the inclined portion 43 is formed into an approximately flat plane, and a rear end portion of the inclined portion 43 forms the rear end portion of the under cowl 21.

As shown in FIG. 16, the apex portion 42 between the curved portion 41 and the inclined portion 43, that is, a ridge between the curved portion 41 and the inclined portion 43 is formed into an arch shape (crescent shape) swelled toward the front of the body in a side view. The curved portion 41 is inclined toward the inside of the cowling (that is, the inside of the body) with reference to a point Tl near a leading edge 42a of the apex portion (ridge) 42 of the curved portion 41 (see FIG. 16). In other words, the under cowl 21 is inclined so as to be bent inside the vehicular body with a line L1 connecting a point T2 slightly lower than the front end of the recess 40 to the reference point Tl taken as a ridge line. The under cowl 21 is also inclined so as to be depressed inside the body with a line L2 connecting a point T3 at the lower end of the apex portion 42 to the reference point Tl. The line L2 is a curved line which runs along the arch shape of the apex portion 42. In this way, the portion of the under cowl 21, located under the ridge lines L1 and L2 each of which passes through the reference point T1 positioned in front of the leading end 42a of the apex portion 42 formed into the arc shape in a side view, is formed into an inclined plane depressed inwardly of the body.

The flow of running wind in the vicinity of the second opening portion 23 and its surrounding area during running of the motorcycle as described above will be described below.

During running of the motorcycle 1, running wind is led in the cowling through the running wind inlet 20A provided in the front portion of the middle cowl 20 and the first opening portions 22 and the second opening portions 23 provided in the side portions of the middle cowl 20. With respect to the running wind led in each second opening portion 23, since the curved portion 41 is swelled outwardly from the second opening portion 23 as shown in FIGS. 16 and 17, running wind flowing along

the outer surface of the under cowl 21 strikes the curved portion 41. Part (shown by an arrow yl) of the running wind, which has struck the curved portion 41, is led in the cowling. The other (shown by an arrow y2) of the running wind, which has struck the curved portion 41, flows downwardly along the apex portion 42 formed on the rear side of the curved portion 41 and the inclined surface bent from the ridge lines L1 and L2.

Accordingly, the amount of running wind, which directly strikes the driver's legs located at the back of the middle cowl 20, can be suppressed.

The running wind, led in the cowling through the running wind inlet 20A and the like provided in the middle cowl 20, passes through the cowling while cooling the engine 8 and the exhaust pipe 8A, and flows out of the cowling through the second opening portions 23. At this time, the hot air (shown by an arrow y3), which has flown out of the cowling through each of the second opening portions 23, flows on the outer side of the cowling along the shape of the curved portion 41, and flows downwardly along the apex portion 42 formed at the back of the curved portion 41 and the inclined portion bent from the ridge lines L1 and L2, down to the underside of the body. Accordingly, the amount of hot air, which directly strikes the driver's legs located at the back of the middle cowl 20, can be suppressed.

Since the recess 40, which is recessed with respect to the middle cowl 20, is provided in the joining surface between the middle cowl 20 and the under cowl 21, the second opening portion 23 corresponding to the recess 40 can be easily formed by simply joining the middle cowl 20 to the under cowl 21. At this time, the recess 40 can be provided on the middle cowl 20 side; however, since the joining surface between the middle cowl 20 and the under cowl 21 is an inclined surface ascending from the lower portion of the body toward the rear of the body, the provision of the recess 40 on the

under cowl 21 side becomes advantageous in that the recess 40 allows the flow of running wind from the front side of the body to be more smoothly led in or out of the cowling therethrough. Since the curved portion 41, which gradually bulges to the outside of the cowling as it extends from the recess 40 to the rear of the body, is formed in such a manner as to be continuous to the recess 40, the flow of air in or out of the cowling is performed along the curved portion 41 and The provision of the curved portion 41 is also advantageous in terms of appearance characteristic, even without providing a projecting portion of a cutout form as found in conventional arrangements. Further, since the apex portion (ridge line) 42 having the arch shape in a side view is formed rearward of the curved portion 41, and the portion below the ridge lines L1 and L2 is formed into an inclined surface depressed inward of the body, running wind or hot air flows downwardly of the vehicular body along the curved portion 41 and the inclined surface, with a result that the amount of running wind or hot air directly striking the driver's legs can be suppressed. As a result, it is possible to solve the problem that the driver feels uncomfortable, during running of the motorcycle, due to the fact that running wind or hot air strikes the driver's legs.

The driver's seat 10 is height adjustable. The mechanism of adjusting the height of the driver's seat will be described with reference to FIG. 18, FIG. 19, FIGS. 20 (a) and 20 (b), and FIGS. 21 (a) to 21 (c).

FIG. 18 is an enlarged side view showing a portion of a seat structure. FIG. 19 is a view showing parts of the seat structure. FIGS. 20 (a) and 20 (b) are a top view and a side view, showing a first supporting portion and a second supporting portion of the seat structure, respectively. FIGS. 21 (a) to 21 (c) are views each illustrating states of the first, second and third supporting portions in the case of adjusting the height

of the driver's seat.

The motorcycle 1 has the driver's seat 10 and the pillion seat 11, each of which is removably mounted to the vehicular body. The height of the driver's seat 10 is adjustable, while the height of the pillion seat 11 is nonadjustable. The seat structure of the motorcycle 1 includes a first supporting portion 51, a second supporting portion 52, a stepped portion 55, and a third supporting portion 53. The first supporting portion 51 is provided on the vehicular body and has a plurality of groove portions 50 arranged to be spaced in the height direction. The second supporting portion 52 is engageable in each of the groove portions 50, and is adapted to support a specific position of a front portion of the driver's seat 10 in the state being engaged in one of the groove portions 50. The stepped portion 55 is provided at a specific position on a rear portion of the driver's seat 10 and has a plurality of steps 54. The third supporting portion 53 is provided at a position, behind the first supporting portion 51, of the vehicular body, and is able to support the selected step 54 of the driver's seat 10.

The first supporting portion 51 is fixed to the seat frames 35 of the body frame 2 at a position behind the fuel tank 9. As shown in FIGS. 18 and 19, the first supporting portion 51 includes a front cross plate 56 fixed to the seat frames 35, and two adjuster brackets 57 fixed to the front cross plate 56. Each of the adjuster brackets 57 has the groove portions 50. The seat frames 35, the front cross plate 56, and the adjuster brackets 57 are fixed to each other by means of fixing members 56a such as screws.

As shown in FIGS. 19, 20 (a) and 20 (b), the two adjuster brackets 57 of the first supporting portion 51 are disposed in the width direction of the vehicular body with a specific distance put therebetween. Each of the adjuster brackets 57 has two supporting plate

portions 57a opposed to each other. Each of the supporting plate portions 57a is provided with its plate surfaces extending in parallel to the height direction and the longitudinal direction of the body.

The groove portions 50, which have three grooves extending in the longitudinal direction of the vehicular body, are provided in each of the supporting plate portions 57a of the adjuster bracket 57 in such a manner as to be spaced from each other in the height direction.

The three groove portions 50 are arranged in the height direction to extend substantially in parallel to each other and are, at their rear sides, continuous to each other by means of one vertical groove. Meanwhile the front end side of each of the groove portions 50 is closed, to form a lock portion 50A. As shown in FIG.

20 (b), a reversed E-shaped groove portion is formed by the three groove portions 50 arranged in the height direction. It is to be noted that the shapes of the three groove portions 50 formed in one of the supporting plate portions 57a are symmetric to those of the other of the supporting plate portions 57a- In each of the adjuster brackets 57 of the first supporting portion 51, a guide groove 58 as a second groove portion is formed in a portion behind the groove portions 50 of each of the supporting plate portions 57a. The guide groove 58 extends in the longitudinal direction of the vehicular body. The shape of the guide groove 58 formed in one of the supporting plate portions 57a is symmetric to that of the guide groove 58 formed in the other of the supporting plate portions 57a.

The second supporting portion 52 has an adjuster guide (connecting member) 59, a pin portion 60, and an adjuster bar (bar-like member) 61. The adjuster guide 59 is disposed between the opposed supporting plate portions 57a of one of the adjuster brackets 57. The pin portion 60 is mounted in a hole portion 59a of the adjuster guide 59. Both the ends of the adjuster bar 61

are connected to the adjuster guides 59 disposed in the width direction of the body with a distance put therebetween. The connection position at which the end of the adjuster bar 61 is connected to the adjuster guide 59 is higher than the mounting position at which the pin portion 60 is mounted to the adjuster guide 59.

In the case of inserting the pin portion 60 in the hole portion 59a of the adjuster guide 59, both the ends of the pin portion 60 project outwardly. Each of the ends of the pin portion 60 is engaged in one of the groove portions 50 formed in the supporting plate portion 57a of the adjuster bracket 57. In this case, each end of the pin portion 60 is inserted in a washer 60a and is then engaged in one of the groove portions 50, and consequently, the end of the pin portion 60 in the state being engaged in one of the groove portions 50 cannot be removed therefrom. The end of the pin portion 60 is movable from one to another of the three groove portions 50 arranged in the height direction and continuous to each other on the rear side. With the movement of the pin portions 60, the adjuster guides 59 fixed to the pin portions 60 and the adjuster bar 61 fixed to the adjuster guides 59 are also moved along the groove shape of the groove portions 50. The second supporting portion 52 is thus movable along the groove shape of the groove portions 50 continuous to each other.

A second hole portion 59b is formed, in the adjuster guide 59, on the rear side of the hole portion 59a. A second pin portion 62 is mounted in the second hole portion 59b. In the case of mounting the second pin portion 62 in the second hole portion 59b of the adjuster guide 59, both the ends of the second pin portion 62 project outwardly. Each of the ends of the second pin portion 62 is engaged in the groove portion 58 formed in the supporting plate portion 57a of the adjuster bracket 57. In this case, each end of the second pin portion 62 is inserted in a washer 62a and is

then engaged in the groove portion 58, and consequently, the end of the second pin portion 62 in the state being engaged in the groove portion 58 cannot be removed therefrom. The second pin portion 62 is slidable along the guide groove 58. At this time, the second pin portion 62 is supported by the guide groove 58, so that the adjuster guide 59 is not turned, and its position is maintained.

As shown in FIGS. 18 and 19, a spring (biasing member) 63 is connected to the adjuster bar 61. One end of the spring 63 is connected to the adjuster bar 61, and the other end thereof is connected to the front cross plate 56. The spring 63 is set to have a force pulling the adjuster bar 61 forwardly of the body. To be more specific, the adjuster bar 61 of the second supporting portion 52 is biased to the front end side of the groove portions 50 by the spring 63, and each of the pin portions 60 connected to the adjuster bar 61 via the adjuster guides 59 is locked by the lock portion 50A, on the front end side, of one of the groove portions 50.

At this time, the pin portion 60 usually presses the lock portion 50A, on the front end side of one of the groove portions 50, by a specific force based on the biasing force of the spring 63.

The stepped portion 55, provided on the rear portion of the driver's seat 10, has three steps 54. As shown in FIG. 18, each of the steps 54 is formed into a recess opened downwardly in a sectional side view. The steps 54 become higher nearer the rear of the body. The third supporting portion 53 to be engaged with the stepped portion of the driver's seat 10 for supporting the rear portion of the driver's seat 10 is provided at a position, on the rear side of the first supporting portion 51, of the seat frames 35 of the vehicular body.

The third supporting portion 53 has a projecting portion to be engageable in the steps 54 having the recessed shape. The third supporting portion 53 is configured as

a bar member extending in the width direction of the body. As shown in FIGS. 18 and 19, a buffer material 66 such as a rubber pad is interposed between the third supporting portion 53 and the seat frame 35 for reducing impact applied to the driver astride the driver's seat 10 during running of the vehicle. As shown in FIGS. 18 and 19, a supporting member 64 and a buffer material 65 are provided between the pillion seat 11 and the body.

As shown in FIG. 19, a projecting portion lOA to be engageable with the adjuster bar 61 of the second supporting portion 52 provided on the body is formed on the front portion of the driver's seat 10. The projecting portion lOA projects toward the front of the body. Meanwhile, a bar member lOB to be engageable with the pillion seat 11 is provided on the rear end of the driver's seat 10. The bar member lOB is supported by a supporting portion 10C provided at the rear end of the driver's seat 10. The bar member 10B extends in the width direction of the vehicular body with a gap put between the bar member lOB and the driver's seat 10.

Projecting portions llA to be engageable with the bar member lOB of the driver's seat 10 are formed on the front portion of the pillion seat 11. The projecting portions llA project toward the front of the body.

A procedure of adjusting a position (in the height direction) of the driver's seat 10 will be described below.

When the height of the driver's seat 10 is to be adjusted, first, both the driver's seat 10 and the pillion seat 11 are removed from the body.

The positions of the adjuster guides 59 connected to the adjuster bar 16 of the second supporting portion 52 are set such that the adjuster bar 61 is disposed at a desired height position. In this case, the adjuster bar 61 is held by the driver or the like, and the adjuster guides 59 connected to the adjuster bar 61 are moved rearwardly of the vehicular body against the

biasing force of the spring 63 by the driver or the like. Along with the movement of the adjuster guides 59, the pin portions 60 are each moved in the groove portions 50 to the continuous portion at the rear end of the groove portions 50 and engaged in a selected one of the groove portions 50. The holding of the adjuster bar 61 by the driver is then released. As a result, the adjuster bar 61 is biased forwardly of the body by the biasing force of the spring 63, and thereby the pin portion 60 of the adjuster guides 59, being engaged in the selected one of the groove portions 50, is locked in the lock portion 50A thereof. The positions of the adjuster guides 59 and the adjuster bar 61 are thus determined and held. To be more specific, in the case of adjusting the driver's seat 10 at a lower position, as shown in FIG. 21 (a), the pin portion 60 is engaged in the lower one of the three groove portions 50 arranged in the height direction; in the case of adjusting the driver's seat 10 at a higher position, as shown in FIG.

21 (c), the pin portion 60 is engaged in the higher one of the three groove portions 50 arranged in the height direction; and in the case of adjusting the driver's seat 10 at an intermediate position, as shown in FIG.

21 (b), the pin portion 60 is engaged in the middle one of the three groove portions 50 arranged in the height direction.

When the pin portion 60 is engaged in any one of the groove portions 50, the adjuster guides 59 are biased to be turned around the pin portion 60; however, since the second pin portion 62 is supported in the slot-like guide groove 58, the adjuster guides 59 are prevented from being turned. As a result, the positions of the adjuster guides 59 and the adjuster bar 61 are held. Also, since the second pin portion 62 is slidably supported in the guide groove 58, the movement of the pin portion 60 to the selected one of the groove portions 50 is not obstructed by the second pin portion

62.

After the height position of the adjuster bar 61 of the second supporting portion 52 is determined, the projecting portion lOA of the driver's seat 10 is inserted in the adjuster bar 61, and then the rear portion of the driver's seat 10 is turned downwardly with the projecting portion lOA kept as supported by the adjuster bar 61. In such a state, the one of the steps 54 formed in the rear portion of the driver's seat 10 corresponding to the selected groove 50 is supported by the third supporting portion 53 provided on the vehicular body. At this time, the formation positions of the steps 54 of the driver's seat 10 are set such that when each of the pin portions 60 of the adjuster guides 59 is engaged in the selected one of the plurality of groove portions 50 of the adjuster brackets 57, one of the steps 54, which corresponds to the selected groove portion 50, is supported by the third supporting portion 53. Specifically, if the lower one of the groove portions 50 arranged in the height direction is selected as shown in FIG. 21 (a), the rear one of the three steps 54 formed in the driver's seat 10 is supported by the third supporting portion 53; if the middle one of the three groove portions 50 arranged in the height direction is selected, the central one of the three steps 54 formed in the driver's seat 10 is supported by the third supporting portion 53; and if the upper one of the three groove portions 50 arranged in the height direction is selected, the forward one of the three steps 54 formed in the driver's seat 10 is supported by the third supporting portion 53. In this way, the height position of the adjuster bar 61 is changed by selecting an arbitrary one of the plurality of groove portions 50, and the position (height position) of the driver's seat 10 is set on the basis of the height position of the adjuster bar 61. When the lower groove portion 50 is selected, the position of the

driver's seat 10 is set to the lower position ; when the upper groove portion 50 is selected, the position of the driver's seat 10 is set to the upper position; and when the middle groove portion 50 is selected, the position of the driver's seat 10 is set to the intermediate position.

After the driver's seat 10 is mounted to the vehicular body, the pillion seat 11 is mounted to the vehicular body. At this time, the pillion seat 11 is mounted to the vehicular body in a state that the bar member lOB of the driver's seat 10 is pressed by the projecting portion l1A of the pillion seat 11. The work of mounting the driver's seat 10 and the pillion seat 11 to the body is thus completed.

Since the stepped portion for adjusting the position of the driver's seat is provided on the driver's seat side, it is possible to make the mechanism for adjusting the height of the driver's seat compact and hence to free a space under the driver's seat.

Also, since the position of the driver's seat is adjusted on the basis of the plurality of groove portions arranged in the height direction, it is possible to improve the workability in adjustment of the position of the driver's seat and hence to keep the position of the driver's seat after adjustment of the position of the driver's seat.

FIG. 22 is a perspective view showing a structure for supporting a side trunk 14. FIG. 23 is an enlarged perspective view of the supporting structure. FIG. 24 is a rear view of the supporting structure. FIG. 25 is a view showing part of a mechanism of the supporting structure.

A side trunk 14 is removably mounted on each of the left and right sides of the rear portion of the vehicular body. The structure for supporting the side trunk 14 includes an engagement portion 150 for engaging the side trunk 14 to the vehicular body, and a lock

portion 151 for locking a mounting state of the side trunk 14 engaged with the engagement portion 150.

As shown in FIGS. 23 and 24, the engagement portion 150 has a base plate 160, and a projection 161 provided on the base plate 160. A plate 162 supported by the base plate 160 is provided on a side surface of an upper portion of the side trunk 14 in such a manner as to project therefrom in the horizontal direction. A groove in which the projection 161 of the base plate 160 is engaged is provided in the lower surface of the plate 162. The plate 162 of the side trunk 14 is disposed on the base plate 160, and the projection 161 of the base plate 160 is engaged in the groove formed in the plate 162, whereby the side trunk 14 is supported by the body.

The lock portion 151 has a trunk lock lever 165 for lock operation, a pressing plate 166 for pressing the plate 162 of the side trunk 14, and a link mechanism 167 for transmitting the motion of the trunk lock lever 165 to the pressing plate 166. The trunk lock lever 165 serves as part of a grab rail 170, and the link mechanism 167 is disposed inside the grab rail 170. The grab rails 170 are provided on both the sides of the pillion seat 11 shown in FIG. 1, and are connected to the seat frames 35.

As shown in FIG. 25, the pressing plate 166 is supported in such a manner as to be rotatable around a fulcrum 171 provided on the engagement portion 150, so that the opening/closing action of the trunk lock lever 165 is transmitted to the pressing plate 166 via the link mechanism 167, to press the plate 162 of the side trunk 14 or release the pressing state of the plate 162.

The lock state (closed state) of the trunk lock lever 165 is established when the trunk lock lever 165 is located at a lower position, and the lock release state (opened state) of the trunk lock lever 165 is established when the trunk lock lever 165 is located in an upper position. A biasing member such as a spring is

mounted to the link mechanism, so that the lock release state (opened state) of the trunk lock lever 165 is kept by the biasing force of the biasing member.

As shown in FIGS. 22 and 23, a key lock portion 175 is provided on the trunk lock lever 165. By inserting a key in the key lock portion 175 and turning it on the lock side, the lock state (closed state) of the trunk lock lever 165 is kept. Meanwhile, by inserting the key in the key lock portion 175 and turning it on the unlock side, the trunk lock lever 165 is pushed up by the biasing force of the biasing member, whereby the lock state of the trunk lock lever 165 is released. In the lock state (closed state), the trunk lock lever 165 is integrated with the grab rail 170 in a state that the upper surface thereof is nearly continuous to the upper surface of the grab rail 170. To be more specific, the surface shape of the trunk lock lever 165 is nearly the same as that of the upper portion of the grab rail 170, and in the lock state (closed state), the trunk lock lever 165 is integrated with the grab rail 170 in a state that it does not project from the surface of the grab rail.

As shown in FIGS. 23 and 24, a seat lock lever 180 for locking the seat mounting state is disposed inside the trunk lock lever 165, that is, inside the grab rail 170. The seat lock lever 180 is mounted to the link mechanism 167 of the lock portion 151 and is connected to a seat locking mechanism via a wire 181. When the trunk lock lever 165 is in the lock release state (opened state), the seat lock lever 180 is exposed to the outside. To be more specific, by inserting the key in the key lock portion 175 of the trunk lock lever 165 and turning it on the unlock side, thereby bringing the trunk lock lever 165 into the lock release state (opened state), the seat lock lever 180 disposed inside the grab rail 170 becomes operable. On the contrary, by depressing the trunk lock lever 165, thereby bringing

the trunk lock lever 165 into the lock state (closed state), the seat lock lever 180 is concealed inside the trunk lock lever 165, and thereby the seat lock lever 180 becomes inoperable.

As described above, since the trunk lock lever 165 of the lock portion 151 for locking the side trunk 14 serves as part of the grab rail 170, and another mechanism of the lock portion 151 is disposed inside the grab rail 170, the lock portion 151 can be mounted with its outer portion less projecting from the vehicular body. This makes it possible to make effective use of a space in the vicinity of a location where the side trunk 14 is supported. Since in the lock state (closed state), the trunk lock lever 165 is integrated with the grab rail 170 in the state that the surface thereof is nearly continuous to that of the grab rail 170, it is possible to improve the appearance characteristic. As a result, it is possible to eliminate the need of adopting the related art configuration where the side trunk is formed so as to conceal the lock portion or the lock portion is disposed on the side trunk side, and hence to avoid a reduction in trunk volume caused by such a related art configuration.

As described above, in the height-adjustable seat 10, body space under the seat 10, specifically space between the seat frames 35 on both sides of the body can be freed up by providing the stepped part 55 for supporting the seat 10 on the seat itself. The height of the seat 10 can be adjusted by fitting the pin 60 of the second support 52 into any of the plural grooves 50 arranged in the direction of the height of the first support 51 provided on the body and supporting the seat 10 by the adjuster bar 61 coupled to the pin 60 in the fitted state via the adjuster guide 59. As the seat 10 is supported at least at two locations by supporting the stepped portion 54 of the seat 10 on the third support 53, the seat 10 can be securely supported.

As the position in which the stepped portion 54 is formed on the seat 10 is set so that the step 54 corresponding to the selected groove 50 of the first support 51 in the stepped part 55 is supported by the third support 53, the height of the seat 10 is adjusted in a state in which the seat is supported.

As the respective grooves 50 extending in the longitudinal direction of the body are formed so that they are connected at their rear ends and the pin 60 of the second support 52 can be moved along the groove 50 which is continuous at the rear side, the pin 60 of the second support 52 can be moved along the groove 50 and the height of the seat 10 can be easily adjusted As the respective rear ends of the grooves 50 are connected and the pin 60 of the second support 52 can be prevented from being moved toward the front of the body by making the front end of the groove 50 function as a fitting part 50A for fitting the pin 60 to the front side, the position of the seat 10 supported by the second support 52 is maintained. Further, since the second support 52 is pressed toward the front side of the body by the spring 63, the position of the second support 52 fitted to the fitting part 50A is also maintained.

As the adjuster guide 59 is provided with the second pin 62 supported by the guide groove 58 of the adjuster bracket 57 so that the second pin can be slid, rotation with the pin 60 in the centre is prevented.

Therefore, as the position of the adjuster guide 59 is maintained, the seat 10 is supported.

In this embodiment, the three steps 54 correspond to the three grooves 50 which are provided. However, it need scarcely be said that more than three of each may be provided.

According to at least the preferred embodiment of the invention, the mechanism for adjusting the position of the seat can be reduced in size and space under the seat can be freed up by providing the stepped part for

adjusting the position of the seat on the seat itself.

As the position of the seat is adjusted based upon the vertically spaced plural grooves, the ease of adjusting the position of the seat is improved, and the position of the seat after adjustment is maintained.

Claims

Claims 1. A motorcycle comprising a body and a seat detachable from the body, further comprising: a first support member on the body and provided with a plurality of vertically spaced grooves; a second support member which can be fitted into a selected one of the respective grooves and supports the seat in a fitted state in a predetermined position; a stepped portion formed on the seat and provided with plural steps; and a third support member which is provided on the body at a position different from the first support member and which can support the stepped portion.
2. A motorcycle according to Claim 1, wherein: the stepped portion is formed so that a step corresponding to a selected groove is supported by the third support when the second support member is fitted into the selected groove of the plurality of grooves.
3. A motorcycle according to Claim 1 or 2, wherein: the respective grooves are formed extending along the longitudinal direction of the body and are connected to each other at one end; and the second support can be moved along the continuous groove formed by the connected plurality of grooves.
4. A motorcycle according to Claim 3, comprising: a biassing member for urging the second support member towards an end of the groove.
5. A motorcycle according to any of Claims 1 to 4, wherein: at least two first supports are arranged spaced at

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an interval in the width of the body; and the second support is provided with : a coupling member having a pin which can be moved along the respective grooves of the first support; and a bar member connected to respective coupling members.
6. A motorcycle according to Claim 5, wherein: the coupling member is provided with a second pin; and the first support is provided with a guide groove for supporting the second pin.
7. A motorcycle substantially as described herein with reference to Figures 18 to 21 (c).