GB2404642A

GB2404642A - Motorcycle cowling

Info

Publication number: GB2404642A
Application number: GB0423557A
Authority: GB
Inventors: Hiroo Takemura; Koji Sakagama; Kanya Takigawa; Masato Nagata; Noriko Yoshimura
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2001-09-11
Filing date: 2002-08-28
Publication date: 2005-02-09
Anticipated expiration: 2022-08-28
Also published as: GB2404642B; GB0423557D0

Abstract

A motorcycle 1 is provided with a cowling 17 that covers an area surrounding the engine 8. The cowling comprising a lower cowling 21 that covers a lower area of the engine or exhaust pipes 8A connected to the engine, and an upper cowling 20 that is disposed upward and joined to the lower cowling 21. A joining surface of the lower cowling, with respect to the upper cowling, is an inclined surface that ascends upwards as it extends from an underside of the body toward a rear of the body. A recessed portion 40 that is recessed with respect to the upper cowling is formed in part of the joining surface of the lower cowling, serves as an air inlet, air stream Y1, and air outlet, air stream Y3. Surface 41 bulges outwardly as it extends towards the rider's legs and an inclined portion 43 is continuous with this surface. The transition between the surface 41 and the inclined portion 41 being defined by an arch shaped ridge line. The shape of the surface 41 and the inclined portion 43 serves to guide the air streams Y2 and Y3 away from the rider's legs.

Description

2404642

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Motorcycle

5 The present invention relates to a motorcycle provided with a cowling that covers a body thereof, and furthermore to a motorcycle provided with a cowling that covers an area surrounding an engine thereof.

Motorcycles having a cowling which cover the body 10 thereof are known. The cowling is generally formed by connecting a plurality of cowl members. Japanese Patent Laid-Open No. Hei 3-109186 discloses a front cowling that connects a plurality of cowl members including an upper panel, a middle panel and the like, and a rear 15 view mirror cover mounted to the front cowling. The cowling is supported by a body frame.

This known cowling, formed from a plurality of cowl members connected together, has an unsatisfactory appearance, as the connections are externally exposed. 20 Further, the known cowling has a long connection, and thus requires a number of connecting members, and the job of connecting the cowl members is laborious and costly.

Motorcycles are also known which have a cowling 25 that covers an area surrounding the engine thereof.

Generally, the cowling is provided with an opening (a running wind intake port) to allow running wind into the inside of the cowling. Japanese Utility Model Publication No. Hei 2-010071 discloses a cowling in 3 0 which an opening is provided in an under cowling which covers an underside and both sides of exhaust pipes connected to the engine. The under cowling disclosed in "his document is provided with a running wind intake por^ formed at a front end portion of the under cowling 3 5 which introduces running wind toward the engine side and and another running wind intake port formed at a front end portion on both side surfaces on a bottom of the

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under cowling which introduces running wind toward a side of the exhaust pipes. A bent portion is formed in an area surrounding the running wind intake port at the front end portion of the under cowling. The running 5 wind intake port which is formed at the front portion of both side surfaces on the bottom of the under cowling is formed to face toward the front of the body of the motorcycle through an arrangement in which the side surfaces on the bottom of the under cowling are bulged 10 outwardly.

The known cowling is advantageous, in that both side surfaces of the under cowling can be positioned closer to each other for a more compact crosswise width of the bottom portion of the body, as it is capable of 15 introducing running wind not only toward the engine side, while allowing the bent portion provided at the front end of the under cowling and immediately behind an area of turbulence occurring behind the front wheel to control the turbulence, but also directly toward the 20 side of the exhaust pipes. However, the arrangement does not offer good workability, as the intake port is formed by a wall portion of the cowling that is bulged outward. In addition, the intake port formed in this way does not have a good appearance, as it is formed by 25 the portion bulged outwardly. Further, the running wind that is allowed through the intake port into the inside of the cowling, after having flowed therethrough, directly hits against the legs of the driver, which can feel unpleasant. A windscreen may need to be installed 3 0 in front of the driver's legs to prevent this.

According to a first aspect of the present invention, there is provided a motorcycle provided with a cowling that covers a body thereof, the cowling comprising a plurality of cowl members connected to each 3 5 other, wherein a covering member is mounted outwardly of a connection between each pair of cowl members to cover the connection.

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According to this aspect of the invention, since the covering member is mounted outwardly of the connection between each pair of cowl members, a part of the connection exposed to the outside is covered, thus 5 improving the appearance of the cowling.

Preferably, the cowling comprises at least an upper cowl provided on a front end of the motorcycle body and a lower cowl disposed underneath and connected to the upper cowl, and a rear view mirror cover is mounted 10 outwardly of the connection portion between the upper cowl and the lower cowl to cover the connection portion. The rear view mirror cover can cover and conceal a portion of the connection which would otherwise be exposed to the outside, thus improving the appearance of 15 the cowling. Further, since the connection is provided at the upper portion of the motorcycle body, the length of the connection can be shortened, which allows the numbers of connecting members and connecting points to be reduced. This helps to simplify the connecting job, 2 0 and reduce costs.

It is further preferred for the upper cowl and the lower cowl to be connected so that a predetermined amount each thereof overlaps, to improve the connection.

According to a second aspect of the present 2 5 invention, there is provided a motorcycle provided with a cowling that covers an area surrounding an engine thereof, the cowling comprising a lower cowling that covers an area downward the engine or exhaust pipes connected to the engine, and an upper cowling that is 30 disposed upward and joined to the lower cowling, wherein a joining surface of the lower cowling with respect to the upper cowling is an inclined surface that ascends upwards as it extends from an underside of the body toward a rear of the body, and a recessed portion that 35 is recessed with respect to the upper cowling is formed in part of the joining surface of the lower cowling.

The recessed portion, which is recessed with

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respect to the upper cowling, allows an opening (through which running wind is allowed from the outside of the cowling to the inside thereof) to be efficiently formed by simply joining the upper cowling to the lower 5 cowling.

Preferably, the lower cowling is continuous with the recessed portion, and is provided with a curved portion that gradually bulges toward the outside of the cowling as it extends from the recessed portion toward 10 the rear of the body. This allows the running wind to flow from the outside of the cowling to the inside thereof along the curved portion without having to provide a portion projecting toward the outside of the cowling, and thus maintains a good appearance. 15 It is further preferred for there to be formed in the area rearward the body from the curved portion of the entire lower cowling an inclined portion that is continuous with the curved portion and inclined toward an inside of the cowling, for a ridge line between the 20 curved portion and the inclined portion to be formed into an arch shape bulging toward the front side of the body, and for part of the curved portion to be inclined toward the inside of the cowling from a point near a leading edge portion of the arched ridge line toward an 25 area downward the body. This prevents a large amount of running wind from flowing along the body and hitting the legs of the driver, as the running wing instead flows downwardly in the body, along the inclined portion running toward the inside of the cowling. 30 Preferred embodiments 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; 35 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

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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;

5 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 10 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;

15 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 20 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; 25 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;

30 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 35 position of a seat;

FIG. 22 is a perspective view showing a structure for supporting a side trunk;

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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 5 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 10 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 15 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 20 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 25 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 3 0 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 35 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.

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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 5 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 10 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 2 0 for covering side portions of the engine 8, and an under cowl 21 for 15 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 20 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 2 2 and 23. A head cover of the engine 8 is exposed from the first opening portion 22. A running wind inlet 20A 25 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 30 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 35 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

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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 5 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. 10 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 g.nd the left rear view mirror cover 25 and the opening 15 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 20 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 25 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 3 0 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 2 8a, and a tyre 2 9 mounted on the outer periphery of the wheel 28. The left and right sides of 35 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

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left and right front forked portions 3. A rotor 30A of a front disk brake device 3 0 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 3 0 has, on 5 each of the left and right sides, the rotor 3OA and a brake caliper 30B for clamping, in an operational state, the rotor 3OA, thereby braking the rotation of the rotor 30A by a frictional force.

Like the front wheel 5, the rear wheel 7 has a 10 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 15 3 0 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. 20 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.

2 5 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 30 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 35 36 to each other.

The head pipe 34 steerably supports the front forked portions 3 by means of which the front wheel 5 is

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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

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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 5 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 10 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 15 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 2 0 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.

25 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 30 (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 35 entire vehicular body.

As described above, the body frame 2 includes the main frames 16, the seat frames 35 extending rearwardly

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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 3 7 for connecting the seat frames 35 to the step plates 36, 5 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 10 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 15 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 2 0 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 25 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 30 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) 2 0 disposed under the upper cowl 19 and connected to the upper cowl 19, and the under cowl 21 disposed under the middle cowl 2 0 and 35 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.

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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 5 the rear view mirror covers 25.

An upper portion of the middle cowl 2 0 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 10 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 15 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.

20 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 25 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 30 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, chat extends substantially in parallel to the upper end portion 20B of the middle cowl 20. A second rear end 35 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

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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, 5 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 10 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 15 mounted outside the connected portion (overlapped area hatched in FIG. 7) between the upper cowl 19 and the middle cowl 2 0 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 20 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 25 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 30 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.

35 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 2 0 are

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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 5 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 10 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 15 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 20 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. 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 2 0 can be covered 30 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 35 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

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each other. This makes it possible to improve the connection workability and to realize a reduction in cost.

The windscreen 27 is provided so as to be tilted 5 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 10 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 15 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 20 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 25 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 3 0 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 35 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

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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 5 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 10 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 15 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 20 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 25 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 30 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 tc the windscreen 27.

35 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

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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 5 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 10 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 15 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. 20 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. 25 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 30 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 35 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

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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.

5 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, 10 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 15 108 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 20 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 25 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

30 106 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 ib; , by engaging the first projecting portion 101 of the first member 97 in a lower 35 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

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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 5 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".

10 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 15 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 20 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 25 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 2 7 is 30 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 53. The left and right movable portions 92 are moved downwardly along the guide 35 portions 91 by the push cables 96, whereby the windscreen 27 is moved downwardly and is located at a lower position.

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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 .

5 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 10 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 15 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 20 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 25 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 3 0 the engagement state between the second projecting portion 102 of the first member 97 and the lock portion 106A of the first recess 105. The second member 98 is then moved downwardly, with the slot portion 105 of the second member 98 slid relative tc the first projecting 35 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

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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 5 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 10 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 15 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 20 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 25 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 30 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 3 5 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

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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 5 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 2 0 is disposed so as to cover both the sides of the engine 8.

10 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 15 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 70.

Accordingly, the engine head cover 70 mounted with the protective member 71 is exposed from the first opening 20 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.

25 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 30 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 35 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

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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 5 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 10 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 15 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 20 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 25 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 30 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 35 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

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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 5 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 10 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 7 0 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 15 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 20 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 2 5 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 30 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 " and the protective member 71, it is possible to further enhance the effect of cooling the 35 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

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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.

5 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 10 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 15 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 20 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 25 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 30 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 35 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

- 27 -

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 5 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 10 the inside of the cowling (that is, the inside of the body) with reference to a point T1 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 15 a line LI connecting a point T2 slightly lower than the front end of the recess 40 to the reference point T1 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 20 apex portion 42 to the reference point T1. 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 LI and L2 each of which passes through the reference point T1 positioned 25 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 30 during running of the motorcycle as described above will be described below.

Durir.g running of the motorcycle 1, running wind is led in the ttwling through the running wind inlet 20A provided in the front portion of the middle cowl 20 and 35 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

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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 5 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 10 the rear side of the curved portion 41 and the inclined surface bent from the ridge lines LI 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.

15 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 20 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 25 back of the curved portion 41 and the inclined portion bent from the ridge lines LI 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. 30 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, zhe second opening portion 23 corresponding to the recess 40 can be easily formed by simply joining the 35 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

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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 4 0 on the under cowl 21 side becomes advantageous in that the 5 recess 4 0 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, 10 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 15 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 LI and L2 is formed 20 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 25 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 30 mechanism of adjusting the height of the driver's seat will be described with reference to FIG. 18, FIG. 19, FI35. 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 35 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,

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respectively. FIGS. 21(a) to 21(c) are views each illustrating states of the first and second supporting portions and a third supporting portion in the case of adjusting the height of the driver's seat.

5 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 10 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 in the height direction. 15 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 20 specific position of 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 25 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 30 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 sear frames 35, the front cross plate 56, and the adjuster brackets 57 are fixed to each other by means of 35 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

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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 5 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 of three pieces, each of which is longer in the longitudinal direction of the 10 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 extend substantially in parallel to 15 each other and are, on its rear end side, 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 20 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.

25 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, on the rear side of the groove portions 50, of each of the supporting plate portions 57a. The guide groove 58 is longer in 3 0 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 "he guide groove 58 formed in the other of the supporting plate portions 57a.

35 The second supporting portion 52 has two adjuster guides (connecting members) 59, two pin portions 60, and an adjuster bar (bar-like member) 61. The adjuster

- 32 -

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 5 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 10 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 15 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 20 being engaged in one of the groove portions 50 is not 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 25 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 movable along the groove shape of the groove portions 50. The second supporting portion 52 is thus movable along the groove shape of the groove 30 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 35 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

- 33 -

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 5 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 is not removed therefrom. The second pin portion 62 is slidable along the guide groove 58. At this time, the second pin 10 portion 62 is supported by the guide groove 58, so that the adjuster guide 59 is not turned, with its posture kept as it is.

As shown in FIGS. 18 and 19, a spring (biasing member) 63 is connected to the adjuster bar 61. One end 15 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 vehicular body. To be more specific, the adjuster bar 61 of the 20 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 25 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 30 portion of the driver's seat 10, has the steps 54 of three pieces. As shown in FIG. 18, each of the steps 54 is formed into a recess opened downwardly in a sectional side view. The positions of the steps 54 become higher nearer the rear of the body. The third supporting 35 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

- 34 -

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 5 supporting portion 53 is configured as a bar member extending in the width direction of the vehicular body. As shown in FIGS. 18 and 19, a damper material 66 such as a rubber pad is interposed between the third supporting portion 53 and the seat frame 35 for reducing 10 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 damper material 65 are provided between the pillion seat 11 and the vehicular body.

15 As shown in FIG. 19, a projecting portion 10A to be engageable with the adjuster bar 61 of the second supporting portion 52 provided on the vehicular body is formed on the front portion of the driver's seat 10. The projecting portion 10A projects toward the front of 20 the body. Meanwhile, a bar member 10B to be engageable with the pillion seat 11 is provided on the rear end of the driver's seat 10. The bar member 10B 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 25 width direction of the vehicular body with a gap put between the bar member 10B and the driver's seat 10. Projecting portions 11A to be engageable with the bar member 10B of the driver's seat 10 are formed on the front portion of the pillion seat 11. The projecting 3 0 portions 11A 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.

In the case of adjusting the height of the driver's 35 seat 10, first, both the driver's seat 10 and the pillion seat 11 are removed from the vehicular body.

The positions of the adjuster guides 59 connected

- 35 -

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 5 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 6 0 are each moved in the groove 10 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 vehicular 15 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 20 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 25 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 30 shown in FIG. 21(b), the pin portion 60 is engaged in the middle one of the three groove portions 5 0 arranged in the height direction.

When the pin portion 60 is engaged in either of the groove portions 50, the adjuster guides 59 are biased to 35 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

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from being turned. As a result, the postures 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 5 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 10 projecting portion 10A 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 10A kept as supported by the adjuster bar 61. In such a state, the selected one of 15 the steps 54 formed in the rear portion of the driver's seat 10 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 20 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 25 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 30 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 35 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

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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 5 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 10 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 15 mounted to the vehicular body in a state that the bar member 10B of the driver's seat 10 is pressed by the projecting portion 11A of the pillion seat 11. The work of mounting the driver's seat 10 and the pillion seat 11 to the vehicular body is thus completed.

20 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 sufficiently ensure a space under the 25 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 30 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 35 is a rear view of the supporting structure. FIG. 25 is a view showing part of a mechanism of the supporting structure.

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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 5 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 10 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 15 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. 20 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 25 serves as part of a passenger's handle 170, and the link mechanism 167 is disposed inside the passenger's handle 170. The passenger's handles 170 are provided on both the sides of the pillion seat 11 shown in FIG. 1, and are connected to the seat frames 35.

30 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 35 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

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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 5 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 10 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 15 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 passenger's handle 170 in a state 2 0 that the upper surface thereof is nearly continuous to the upper surface of the passenger's handle 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 passenger's handle 170, and in the lock state 25 (closed state), the trunk lock lever 165 is integrated with the passenger's handle 170 in a state that it does not project from the surface of the passenger's handle.

As shown in FIGS. 23 and 24, a seat lock lever 18 0 for locking the seat mounting state is disposed inside 30 the trunk lock lever 165, that is, inside the passenger's handle 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 35 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

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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 passenger's handle 170 becomes 5 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. 10 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 passenger's handle 170, and another mechanism of the lock portion 151 is disposed inside the passenger's handle 170, the lock portion 151 15 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 20 integrated with the passenger's handle 170 in the state that the surface thereof is nearly continuous to that of the passenger's handle 170, it is possible to improve the appearance characteristic. As a result, it is possible to eliminate the need of adopting the related 25 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.

30 According to an aspect of the present invention,

because of the arrangement in which the rear view mirror cover 25 is mounted outward of the joint portion between the upper cowl 19 and the middle cowl 20 so as to cover the joint portion, the portion of the joint exposed to 35 the outside is covered, to improve the appearance of the cowling.

Further, because of the arrangement in which the

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joint portion between the upper cowl 19 and the middle cowl 20 is configured so as to be disposed at the position where the rear view mirror is to be mounted, ie at an upper portion of the body (upper portion of the 5 cowling), the end faces of the projecting portion 20A and the upper end portion 2OB that are exposed to the outside of the joint portion are disposed at a position that makes the distance in the longitudinal direction of the body the smallest for the entire front cowl. The 10 exposed portion can thus easily be covered by the rear view mirror cover, and the number of connecting members and connecting points can also be decreased. This simplifies the connecting job and reduces costs.

Further, as the upper cowl 19 and middle cowl 20 15 are joined together so that predetermined areas thereof overlap, the exposed portion of the joint portion to be covered by the rear view mirror cover can be minimized, and the connecting job simplified.

According to a further aspect of the invention, 20 there is formed in the lower cowling the recessed portion, which makes it possible to form easily in terms of workability the opening portion for circulating running wind simply by joining the lower cowling to the upper cowling. In addition, the curved portion is 25 formed so as to be continuous with the recessed portion, which ensures an efficient supply of running wind to the engine, while maintaining a good appearance. Moreover, since the portion rearward to opening portion is formed to bulge outward the cowling with the underside thereof 30 being formed so as to be recessed inside the cowling, the effects of running wind that has flowed past the inside of the cowling on the rider can be controlled, thus ensuring a comfortable ride.

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Claims

1. A motorcycle provided with a cowling that covers an 5 area surrounding an engine thereof, said cowling comprising a lower cowling that covers a lower area of the engine or exhaust pipes connected to the engine, and an upper cowling that is disposed upward and joined to the lower cowling, wherein a joining surface of the 10 lower cowling with respect to the upper cowling is an inclined surface that ascends upwards as it extends from an underside of the body toward a rear of the body, and a recessed portion that is recessed with respect to the upper cowling is formed in part of the joining surface 15 of the lower cowling.

2. A motorcycle as claimed in claim 1, wherein said lower cowling is provided with a curved portion that is continuous with said recessed portion, and that

20 gradually bulges toward the outside of the cowling as it extends from the recessed portion toward said rear of said body.

3. A motorcycle as claimed in claim 2, wherein:

25 an inclined portion, continuous with the curved portion and inclined toward an inside of the cowling, is formed in the area behind the curved portion of the lower cowling;

a ridge line between the curved portion and the 30 inclined portion is formed into an arch shape bulging toward the front side of the body; and said curved portion is inclined toward the inside of the cowling from a point near a leading edge portion of the arched ridge line toward a lower area of the 3 5 body.

4. A motorcycle substantially as described herein with

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reference to Figures 16 and 17.