JP4145540B2 - Motorcycle with auxiliary wheel - Google Patents

Description

【００３３】
而して、この第１参考例では、支持アームＡを格納・展開方向に回動駆動するアーム回動用アクチュエータを省略できるため、それだけ構造が簡素化され、制御も単純化されて、コスト節減が図られる。
【００３４】
次に図７を参照して本発明の第２参考例を説明する。先の参考例では、左右の支持アームＡを中間の支持軸１で一体に結合して、その左右の支持アームＡを展開・格納させる機構を左右で共用可能とすることにより、構造簡素化、延いてはコスト節減を図るようにしているが、この第２参考例では、その左右の支持アームＡを展開・格納させる機構を左右で独立構成している。
【００３５】
即ち、左右の支持アームＡは、各々の基端部に支持軸１が一体に結合されていて、該支持軸１を介して車体Ｆに軸受（図示せず）を介して個別に回動可能に支持されており、その左右の各支持軸１と車体Ｆとの間に第１、第２ラチェット機構Ｌ１、Ｌ２が並列に介装される。その他の構成は、基本的に第１参考例と同じであるため、対応する構成要素に第１参考例と同じ参照符号を付すに留め、説明を省略する。尚、図７では、左側の支持アームＡとその格納・展開機構を示したが、右側の支持アームＡ及び機構も、左側と対称に構成されるだけで、基本構成は同じである。
【００３６】
而して第１参考例のように左右の支持アームＡを一体回動するようにした構造では、路面に凹凸や勾配があっても左右の支持アームＡが同量ずつ回動するため、車体が水平でなくなる場合があるが、この第２参考例では、左右の支持アームＡが各独立して展開するため、路面に凹凸や勾配があっても車体の水平維持が的確になされる。
【００３７】
次に図８を参照して本発明の第１実施例を説明する。先の参考例では、支持アームＡの回動を駆動するアクチュエータを省略したが、この実施例では、アーム回動用アクチュエータＭにより支持アームＡが格納方向にも展開方向にも回動駆動可能とされる。
【００３８】
即ち、この実施例では、補助輪Ｗを先端部に軸支した支持アームＡと、その基端部に連結される支持軸１′とが別々に形成されており、その支持軸１′は、本発明の回転軸を構成するものであって、車体Ｆに軸受（図示せず）を介して回転自在に支持され、該支持軸１′の一端部に、支持アームＡの基端部が相対回転自在に嵌合、支持される。前記支持軸１′の他端部には、車体Ｆに固定的に支持したアーム回動用アクチュエータＭ（図示例では電動モータ）の出力軸Ｍａが、該出力軸Ｍａに設けたウォームと支持軸１′に設けたウォームホイールとよりなるウォームギヤ機構ＷＧを介して連動連結される。そのウォームギヤ機構ＷＧは、それのギヤ噛み合い部の摩擦抵抗により前記アーム回動用アクチュエータＭの作動停止状態では支持軸１′をロックし得るものであって、本発明のロック手段を構成する。
【００３９】
前記支持軸１′及び支持アームＡ間には、該支持軸１′から支持アームＡ側へアーム展開方向にのみトルク伝達可能なラチェット機構よりなる第１一方向伝動手段Ｔ１と、その逆方向にのみトルク伝達可能なラチェット機構よりなる第２一方向伝動手段Ｔ２とが互いに並列に介装される。その第１一方向伝動手段Ｔ１は、ロック手段としてのウォームギヤ機構ＷＧと協働して本発明の第１の一方向回動規制手段Ｌ１を、また第２一方向伝動手段Ｔ２は、ロック手段としてのウォームギヤ機構ＷＧと協働して本発明の第２の一方向回動規制手段Ｌ２をそれぞれ構成している。
【００４０】
それら第１、第２一方向伝動手段Ｔ１、Ｔ２は、前記支持軸１にそれぞれ固着されると共に歯の向きが互いに逆向きに形成された円形状の第１、第２ラチェット歯車Ｇ１、Ｇ２と、これら第１、第２ラチェット歯車Ｇ１、Ｇ２にそれぞれ係脱し得るように支持アームＡと一体で且つ支持軸１′と平行なピボット軸Ａｊに回動可能に支持された第１、第２ラチェット爪Ｃ１、Ｃ２とを備える。
【００４１】
それら第１、第２ラチェット爪Ｃ１には、本発明の第１、第２切換用アクチュエータを構成する第１、第２電磁アクチュエータＳ１、Ｓ２がそれぞれ連結される。これら第１、第２電磁アクチュエータＳ１、Ｓ２は、支持アームＡにそれと一体の取付板Ａｐを介して固定的に支持されていて、該アームＡと一体に回動し得るようになっている。
【００４２】
前記アーム回動用アクチュエータＭ及び第１、第２電磁アクチュエータＳ１、Ｓ２は、先の参考例における第１、第２電磁アクチュエータＳ１、Ｓ２と同様に、ＣＰＵよりなる制御手段Ｃに接続されている。尚、図８では、左側の支持アームＡとその格納・展開機構を示したが、右側の支持アームＡとその格納・展開機構も、左側と対称的に配置構成されるだけで、基本構成は左側と同じである。
【００４３】
次に第１実施例の作用を説明する。車両が停車中で図８に示すように支持アームＡが展開状態にある場合には、先の参考例と同様、第１、第２電磁アクチュエータＳ１、Ｓ２は両方とも非通電状態におかれる。このとき、第１一方向伝動手段Ｔ１は作動状態に保たれるから、支持アームＡが展開状態に保持されて補助輪Ｗの接地状態が確保され、車体Ｆが起立姿勢に保たれる。また、第２一方向伝動手段Ｔ２は作動解除状態におかれる。
【００４４】
このような停車状態より、自動二輪車Ｖが発進を開始し、車速センサＳＥの検出車速が第１規定値Ｖ１以上になったときに、制御手段Ｃが前記パラメータ（スロットル開度、ブレーキ操作量、車両加減速度、変速比、変速ギヤ位置等）をも総合的に勘案して加速走行である（即ち減速の可能性が少ない）と判断すると、先ずアーム回動用アクチュエータＭを起動させて支持アームＡを格納方向に回動開始させ、その直後に第１、第２電磁アクチュエータＳ１、Ｓ２に通電がなされる。その結果、第１一方向伝動手段Ｔ１は作動解除状態に、また第２一方向伝動手段Ｔ２は作動状態にそれぞれ切換わる。尚、電磁アクチュエータＳ１、Ｓ２への通電に対しアーム回動用アクチュエータＭの起動を先行させた理由は、その起動により第１ラチェット爪Ｃ１の係合部の荷重を低減して該爪Ｃ１が第１ラチェット歯車Ｇ１から離脱し易くするためであり、それだけ電磁アクチュエータＳ１の電力消費も節減可能となる。
【００４５】
斯かる状態で、路面の突起や旋回時のライダーのバンク操作やで補助輪Ｗが地面より押し上げ力を受けると、第２ラチェット爪Ｃ２に対し第２ラチェット歯車Ｇ２の歯がオーバーランすることで支持アームＡを抵抗なくスムーズに格納方向へ回動させて、補助輪Ｗを無理なくスムーズに上昇変位させることができるので、走行に支障を来たすことなく大きなバンク角を確保し得ると共に補助輪Ｗが路面突起を無理なく乗り越えることができる。
【００４６】
車速が第１規定値Ｖ１を超え第２規定値Ｖ２に達するまでの間において、補助輪Ｗが所定の中間上昇位置Ｗ１まで上昇すると、これを検出したアーム回動位置センサ（図示せず）の出力に基づいてアーム回動用アクチュエータＭが作動停止するが、補助輪Ｗの下降は、作動状態にある第２一方向伝動手段Ｔ２によって阻止されるので、補助輪Ｗがその中間上昇位置Ｗ１に留まる。この場合において、その後、さらに大きな路面突起に遭遇したり、或いはさらに大きなバンク操作があれば、補助輪Ｗの接地は起こり得るが、その場合も、上記と同様、補助輪Ｗは無理なくスムーズに上昇変位して、その上昇位置に保持されるようになり、補助輪Ｗが走行の妨げとなることがない。
【００４７】
その後、車速が第２規定値Ｖ２以上になったときに、制御手段Ｃが前記パラメータ（スロットル開度、ブレーキ操作量、車両加減速度、変速比、変速ギヤ位置等）をも総合的に勘案して通常走行である（即ち減速の可能性が少ない）と判断すると、アーム回動用アクチュエータＭを再び起動させて支持アームＡを格納方向に回動させる。これにより補助輪Ｗが中間上昇位置Ｗ１から上限の格納位置Ｗ２に達すると、これを検出したアーム回動位置センサ（図示せず）の出力に基づいてアクチュエータＭの作動は停止するが、第２一方向伝動手段Ｔ２は作動状態にあるため、該アームＡはアーム格納位置に保持される。
【００４８】
また通常の走行状態より、車速が第３規定値Ｖ３以下になった低速の減速走行過程で、制御手段Ｃが前記パラメータ（スロットル開度、ブレーキ操作量、車両加減速度、変速比、変速ギヤ位置等）をも総合的に勘案して低速の減速走行状態であると判断すると、電磁アクチュエータＳ１、Ｓ２を通電状態に保持したままアーム回動用アクチュエータＭを起動させて支持アームＡを展開方向に回動開始させる。これにより、補助輪Ｗが格納位置Ｗ２から所定の中間下降位置（図示例では中間上昇位置Ｗ１と同位置に設定）まで下降すると、前記アーム回動位置センサの出力に基づいて該アクチュエータＭを作動停止させ、これにより、補助輪Ｗをその中間下降位置Ｗ１に保持する。この状態は、車速が第３規定値Ｖ３以下で且つ第４規定値Ｖ４より高い間、維持される。
【００４９】
車速が第４規定値Ｖ４以下になった停止直前の減速過程で、制御手段Ｃが前記パラメータ（スロットル開度、ブレーキ操作量、車両加減速度、変速比、変速ギヤ位置等）をも総合的に勘案して停止直前の減速状態であると判断すると、アーム回動用アクチュエータＭを再び起動させて支持アームＡを展開方向に回動させると共に、第１、第２電磁アクチュエータＳ１、Ｓ２への通電を停止して第１一方向伝動手段Ｔ１を作動状態に、また第２一方向伝動手段Ｔ２を作動解除状態にそれぞれ切換える。これにより、支持アームＡは、アクチュエータＭの回動付勢力に加え、その自重や振動で展開方向に抵抗なくスムーズに回動できる。
【００５０】
この場合、例えば急ブレーキ操作等の際にアクチュエータＭの駆動速度に作動遅れが生じたとしても、第１ラチェット爪Ｃ１に対し第１ラチェット歯車Ｇ１の歯がオーバランすることでアクチュエータＭと支持アームＡとの間の連結が断たれるから、支持アームＡは、アクチュエータＭにより抵抗（逆負荷）を受けずに、自重や振動で展開方向にスムーズに回動することができる。そして制御手段Ｃは、補助輪Ｗが車両姿勢を水平に維持する適正位置まで下降したと判断（この判断は、例えば水準センサ、補助輪荷重センサ、アーム回動用アクチュエータＭの負荷センサ等の情報に基づいてなされる）すると、該アクチュエータＭの作動を停止させる。かくして、支持アームＡの展開後は、作動状態の第１一方向伝動手段Ｔ１により支持アームＡを展開位置に確実に保持して補助輪Ｗの接地状態を確保できるから、車両を適正な起立姿勢に安定よく保つことができる。
【００５１】
また通常の走行中に、電源（図示せず）から各電磁アクチュエータＭ、Ｓ１、Ｓ２への電力供給が故障等により失陥した場合には、第１、第２参考例と同様に、第１一方向伝動手段Ｔ１が作動状態に、また第２一方向伝動手段Ｔ２が作動解除状態にそれぞれ切換わり、支持アームＡはその自重や振動で展開方向にスムーズに回動してドライバーに認識させ、その展開後は該アームＡの展開状態が維持され、補助輪Ｗの接地状態を確保して、車両を起立姿勢に保つことができる。
【００５２】
また停車中に電源（図示せず）からの電力供給が失陥した場合も、第１、第２参考例と同様となる。
【００５３】
以上の制御例を一部簡略化して表にすると、表２のようになる。
【００５４】
【表２】

【００５５】
ところで本発明の第１実施例では、第１、第２切換用アクチュエータとしての第１、第２電磁アクチュエータＳ１、Ｓ２や、これらに切換駆動される各ラチェット爪Ｃ１、Ｃ２とその軸支部等が支持アームＡ側に取付けられていたので、それら部品と支持アームＡとを纏めて小組立体（サブアッシー）とし、車体への組付作業の能率向上を図り得る利点があるが、その反面、該電磁アクチュエータＳ１、Ｓ２や各ラチェット爪Ｃ１、Ｃ２の軸支部等がアームＡの回動（補助輪Ｗの上下動）に伴い一緒に上下動してアーム回動用アクチュエータＭの負荷が大きくなる上、配線処理も煩わしく、設置スペースや重量面でも設計上の制約が増えてしまう等の課題がある。そこで、次に説明する第２実施例では、斯かる課題を解決している。
【００５６】
即ち、図９に示す第２実施例では、補助輪Ｗを先端部に軸支した支持アームＡの基端部に、該アームＡの回動軸線上に延びる支持軸１″が嵌合、固着されており、その支持軸１″は、車体Ｆに軸受（図示せず）を介して回転自在に支持される。一方、車体Ｆには、アーム回動用アクチュエータＭ（図示例では電動モータ）が固定的に支持され、さらに前記支持軸１″と同一軸線上に配列された回転軸１０が該軸線回りに軸受（図示せず）を介して回転自在に支持される。そして、そのアクチュエータＭの出力軸Ｍａと前記回転軸１０とは、該出力軸Ｍａに設けたウォームと回転軸１０に設けたウォームホイールとよりなるウォームギヤ機構ＷＧを介して連動連結される。
【００５７】
前記支持軸１″と回転軸１０との間には従来周知の遊星ギヤ機構Ｐが介装される。この遊星ギヤ機構Ｐは、回転軸１０の外周部に形成されたサンギヤ１１と、このサンギヤ１１を同心状に囲繞するインターナルギヤ１２と、このインターナルギヤ１２の内歯とサンギヤ１１の外歯とに噛合するよう両ギヤ１１，１２間に介装される複数のプラネタリギヤ１３とから構成されており、各プラネタリギヤ１３を回転自在に軸支したキャリア１４の基部が支持軸１″に固着される。
【００５８】
その遊星ギヤ機構Ｐの１回転要素としての前記インターナルギヤ１２と、車体Ｆとの間には、各々ラチェット機構より構成される本発明の第１及び第２一方向伝動手段Ｔ１、Ｔ２が互いに並列に介装される。そして第１一方向伝動手段Ｔ１は、ロック手段としてのウォームギヤ機構ＷＧと協働して本発明の第１の一方向回動規制手段Ｌ１を、また第２一方向伝動手段Ｔ２は、ロック手段としてのウォームギヤ機構ＷＧと協働して本発明の第２の一方向回動規制手段Ｌ２をそれぞれ構成している。
【００５９】
前記第１及び第２一方向伝動手段Ｔ１、Ｔ２は、前記インターナルギヤ１２の外周面に軸方向に並列に形成されて各々の歯の向きが互いに逆向きの円形状の第１、第２ラチェット歯車Ｇ１、Ｇ２と、これら第１、第２ラチェット歯車Ｇ１、Ｇ２にそれぞれ係脱し得るように車体Ｆに回動可能に支持された第１、第２ラチェット爪Ｃ１、Ｃ２とを備える。
【００６０】
その第１、第２ラチェット爪Ｃ１には、これらを切換駆動する第１、第２切換用アクチュエータとしての第１、第２電磁アクチュエータＳ１、Ｓ２が連結されており、これら第１、第２電磁アクチュエータＳ１、Ｓ２は、第１実施例の第１、第２電磁アクチュエータＳ１、Ｓ２と基本的に同様の構成を持つ第１、第２電磁アクチュエータＳ１、Ｓ２がそれぞれ連結されるが、第１実施例とは異なり車体Ｆに固定的に支持される。
【００６１】
前記アーム回動用アクチュエータＭ及び第１、第２電磁アクチュエータＳ１、Ｓ２は、第１実施例と同様に、ＣＰＵよりなる制御手段Ｃに接続されており、その制御態様も第１実施例と基本的に同じである。尚、図９では、左側の支持アームＡとその格納・展開機構を示したが、右側の支持アームＡとその格納・展開機構も、左側と対称的に配置構成されるだけで、基本構成は左側と同じである。
【００６２】
而してこの第２実施例でも第１実施例と同様の効果が得られる。また特にこの第２実施例では、電磁アクチュエータＳ１、Ｓ２やラチェット爪Ｃ１、Ｃ２の軸支部等が車体Ｆ側に固定的に支持できるため、システムのレイアウトと設計が容易となり、また補助輪Ｗの支持荷重がインターナルギヤ１２外周部のラチェット位置では増速比だけ減少するので、アクチュエータＳ１、Ｓ２の荷重負担が軽減されて小型化が可能になり、また電力消費も節減される。
【００６３】
以上、本発明の実施例を詳述したが、本発明は前記実施例に限定されるものでなく、種々の小設計変更を行うことが可能である。
【００６４】
例えば、先の実施例において前記表１，２に示した制御例は、車速のみならず、車両走行状態を表す種々のパラメータ（例えばスロットル開度、ブレーキ操作量、車両加減速度、変速比、変速ギヤ位置等）に基づいて該第１、第２電磁アクチュエータＳ１、Ｓ２の作動を（第１、第２実施例ではアーム回動用アクチュエータＭの作動も）制御するようにしているが、これは、実際の走行では、加速した直後に停止する場合、減速から再び加速して走行を続ける場合等があり、その際に補助輪Ｗの上昇・下降の遅れ等を回避し且つ無駄な補助輪Ｗの上昇・下降による過度のエネルギー消費を防ぐためであって、そのために種々の車体データ（即ち車両の加減速度、変速比、アクセル開度、ブレーキ操作量等）を加味した制御アルゴリズムを採用している。しかし本発明では、更にきめ細かい制御アルゴリズムを採用することも可能であり、その場合において更に考慮可能な車体データとしては、例えばステアリング舵角、横加速度、車体傾斜角度等が考えられ、また車体環境データとしては、ナビゲーションシステムの道路状況、前車との車間距離、交通信号機通信データ等が考えられる。また上記とは反対に、制御の単純化を図るために、制御手段Ｃが車速だけに基づいて両電磁アクチュエータＳ１、Ｓ２の作動及び／又はアーム回動用アクチュエータＭの作動を制御することも可能である。
【００６５】
また前記第１、第２参考例では、支持アームＡの展開限界（即ち補助輪Ｗの下降限界）を規制する過展開防止用ストッパＧ２ｓを、第２ラチェット機構Ｌ２のラチェット歯車Ｇ２に設けるようにしたが、同一の機能を持つ過展開防止用ストッパを、その他の部位、例えば支持アームＡと車体との間に設けるようにしてもよい。更に前記参考例では、過展開防止用ストッパを固定ストッパとして、支持アームＡの展開限界（即ち補助輪Ｗの下降限界）を一定位置に規制しているが、過展開防止用ストッパを可動ストッパとして、支持アームＡの展開限界（即ち補助輪Ｗの下降限界）を、自動二輪車Ｖの積載量変化に対応できるようにマニュアルで位置調節できるようにしてもよい。尚、第１、第２実施例では、上記過展開防止用ストッパを設けずに、制御手段Ｃによるアーム回動用アクチュエータＭの制御によって、支持アームＡの展開位置を自動調整することも可能であり、この場合は、制御手段Ｃが、水準センサ、補助輪荷重センサ、アーム回動用アクチュエータＭの負荷センサ等を入力パラメータとすることで、停車時に路面の凹凸や勾配等に関係なく車両の水平状態を保つ補助輪Ｗの最適展開位置を自動設定可能である。
【００６６】
また前記実施例では、第１、第２切換用アクチュエータとして第１、第２電磁アクチュエータＳ１、Ｓ２を使用したが、本発明では電磁アクチュエータ以外のアクチュエータを使用してもよい。また前記実施例では、第１、第２切換用アクチュエータとしての第１、第２電磁アクチュエータＳ１、Ｓ２の通電・非通電条件がほぼ同じであるから、共通一個の電磁アクチュエータに第１、第２切換用アクチュエータとしての機能を持たせるように構成してもよい。
【００６７】
また前記実施例では、電源からの電力供給が失陥した時に、第１、第２電磁アクチュエータＳ１、Ｓ２の戻しばねＳｐ１、Ｓｐ２の弾発作用により第１ラチェット爪Ｃ１を係合方向に、また第２ラチェット爪Ｃ２を非係合方向にそれぞれ自動復帰させるようにしたものを示したが、本発明では、これらラチェット爪Ｃ１、Ｃ２の自動復帰作動をライダーのマニュアル操作で補うための非常用バックアップ機構を設け、該バックアップ機構とラチェット爪Ｃ１、Ｃ２とをケーブル等の機械的連係手段で連動させるようにしてもよい。
【００６８】
また第１実施例では、回転軸としての支持軸１′に支持アームＡの基端部を相対回転自在に直接支持させるようにしたものを示したが、この支持軸１′とは別個独立して支持アームＡの基端部を車体Ｆに回転自在に支持するための支持軸を設け、その両支持軸を同軸配置するようにしてもよい。
【００６９】
また第１、第２実施例では、支持軸１′や回転軸１０に対してアーム回動用アクチュエータＭの出力軸Ｍａをウォームギヤ機構ＷＧを介して連動連結するようにして、ウォームギヤ機構ＷＧのギヤ噛み合い部の摩擦抵抗により、該アクチュエータＭの不作動状態で支持軸１′や回転軸１０をロックするようにしているが、アーム回動用アクチュエータＭ自体に、その非通電時に出力軸Ｍａの回動をロックするロック機構を内蔵させた場合（この場合は、その内蔵ロック機構が本発明のロック手段を構成する）は、ウォームギヤ機構ＷＧを省略してアクチュエータＭで支持軸１′や回転軸１０を直結駆動するようにしてもよい。
【００７０】
更に第１、第２実施例では、展開状態の支持アームＡを格納方向に回動させる過程で補助輪Ｗが中間上昇位置Ｗ１に一時的に保持し得るようにすると共に、格納状態の支持アームＡを展開方向に回動させる過程でも補助輪Ｗが中間下降位置（図示例では中間上昇位置Ｗ１と同位置）に一時的に保持し得るようにしたものを示したが、このような中間位置に一時保持することなく支持アームＡを一気に格納方向又は展開方向に回動させるようにしてもよい。
【００７１】
【発明の効果】
以上のように請求項１の発明によれば、第２の一方向回動規制手段を作動状態とし且つ第１の一方向回動規制手段を作動解除状態とすることで、発進直後等に車体が大きくバンクした場合や路面に突起が有る場合に補助輪を無理なくスムーズに上昇変位させることができると共に、その上昇後の補助輪の下降を阻止できるから、補助輪が走行の支障となるのを回避できる。また第１の一方向回動規制手段を作動状態とし且つ第２の一方向回動規制手段を作動解除状態とすれば、支持アームをその自重や振動で展開方向にスムーズに回動し得ると共に、その展開後は該アームを展開位置に確実に保持して車両を起立姿勢に保つことができる。その上、各支持アームの展開と格納がアーム回動用アクチュエータにより行われるから、その展開・格納に人為的操作力が不要となり、自動化も可能となる。
【００７２】
また特に請求項２，３の各発明によれば、第１及び第２の一方向回動規制手段の作動状態と作動解除状態とを切換用アクチュエータにより選択的且つ強制的に切換えることができるから、これら一方向回動規制手段の作動・作動解除の切換えに人為的操作力が不要となり、切換えの自動化も可能となる。
【００７３】
また特に請求項４の発明によれば、請求項１の発明による前記効果に加えて、各一方向回動規制手段の、車速に応じた最適な作動・作動解除が可能となる。
【００７４】
また特に請求項５の発明によれば、請求項１の発明による前記効果に加えて、各支持アームの、車速に応じた最適な格納・展開が可能となる。
【００７５】
また特に請求項６の発明によれば、請求項１の発明による前記効果に加えて、切換用アクチュエータへの動力供給の失陥時に各支持アームの展開状態が維持され、車体が起立姿勢に保持される。
【００７６】
また特に請求項７の発明によれば、請求項１の発明による前記効果に加えて、支持アームの展開・格納機構の主要部分を支持アーム側に一纏めに組み付けて小組立体（サブアッシー）を構成できるから、車体への組付作業の能率向上を図ることができる。
【００７７】
また特に請求項８の発明によれば、請求項１の発明による前記効果に加えて、アーム回動用アクチュエータばかりか、一方向伝動手段の切換用アクチュエータも全て車体側に固定的に配備可能となるから、それらアクチュエータへの配線処理が容易であり、またそれらアクチュエータの重量が支持アームの回動負荷を増加させる恐れもなく、さらに設置スペースも比較的小さくで済み、設計上の制約が少なくなる。
【図面の簡単な説明】
【図１】 第１参考例を示す自動二輪車の全体側面図
【図２】 補助輪とその展開・格納機構の要部拡大斜視図
【図３】 アーム展開状態を示す簡略説明図
【図４】 加速走行状態を示す簡略説明図
【図５】 通常走行状態を示す簡略説明図
【図６】 停止直前の減速走行状態を示す簡略説明図
【図７】 第２参考例を示す図２対応斜視図
【図８】 本発明の第１実施例を示す図７対応斜視図
【図９】 本発明の第２実施例を示す図７対応斜視図
【符号の説明】
Ａ 支持アーム
Ｃ 制御手段
Ｆ 車体
１′ 支持軸（回転軸）
１″ 支持軸
１０ 回転軸
１２ インターナルギヤ（回転要素）
Ｌ１ 第１ラチェット機構（第１の一方向回動規制手段）
Ｌ２ 第２ラチェット機構（第２の一方向回動規制手段）
Ｍ アーム回動用アクチュエータ
Ｐ 遊星ギヤ機構
Ｓ１ 第１電磁アクチュエータ（切換用アクチュエータ、第１切換用アクチュ エータ）
Ｓ２ 第２電磁アクチュエータ（切換用アクチュエータ、第２切換用アクチュ エータ）
Ｔ１ 第１一方向伝動手段
Ｔ２ 第２一方向伝動手段
ＷＧ ウォームギヤ機構（ロック手段）[0001]
BACKGROUND OF THE INVENTION
  In the present invention, the base end portions of a pair of left and right support arms each having an auxiliary wheel are turned to the vehicle body, and the arm rotates between a deployed position where the auxiliary wheel is grounded and a retracted position where the auxiliary wheel is separated from the ground. The present invention relates to a motorcycle with an auxiliary wheel that is pivotally supported.
[0002]
[Prior art]
  Conventionally, the support arm is forcibly rotated using an actuator between a retracted position and a deployed position so that the vehicle body can be held in a standing posture by grounding the auxiliary wheel when they are in the deployed position. This is well known in the art as described in, for example, JP-A-3-61184 and JP-B-5-29591.
[0003]
[Problems to be solved by the invention]
  In the above-described conventional device, the output portion of the actuator and the support arm are always coupled in both the retracted and unfolded directions of the arm. For example, when the actuator drives the support arm to rotate in the retracted direction when the vehicle starts, the driving speed (that is, the ascending speed of the auxiliary wheels) is finite, so the bank of the vehicle body that accompanies turning immediately after starting In addition, there is a possibility that the movement of the auxiliary wheel cannot follow the protrusion on the road surface. Also, when the actuator rotates the support arm in the deploying direction when the vehicle suddenly stops, the driving speed (that is, the descending speed of the auxiliary wheel) is limited, so that the deployment of the arm is delayed and assists. The wheel may not be able to touch the ground smoothly.
[0004]
  The present invention has been proposed in view of the above circumstances, and an object thereof is to provide a motorcycle with an auxiliary wheel that can solve the above-described conventional problems with a simple structure.
[0005]
[Means for Solving the Problems]
  In order to achieve the above object, the invention of claim 1 is characterized in that a base end portion of a pair of left and right support arms each having an auxiliary wheel is set to the vehicle body, a deployment position where the arm contacts the auxiliary wheel, and the auxiliary wheel from the ground. In a motorcycle with an auxiliary wheel that is pivotally supported so as to be able to rotate between the storage positions to be separated from each other, the rotation of each support arm in the retracted direction is restricted in the activated state and the support arm is retracted in the deactivated state. A first one-way rotation restricting means that allows rotation in both unfolded directions, and restricts the rotation of each support arm in the unfolded direction in the activated state and retracts and unfolds each support arm in the unreleased state; A second one-way rotation restricting means for allowing the rotation; and the first one-way rotation restricting means is in an operating state and the second one-way rotation restricting means.ButEach support arm can be forcibly rotated in the unfolding direction when the operation is released, and the first one-way rotation restricting means is in an operation-released state and the second one-way rotation restricting means.ButIt is characterized by comprising an arm turning actuator capable of forcibly turning each support arm in the retracted direction when in an operating state.
[0006]
  According to the feature of claim 1, if the second one-way rotation restricting means is in an activated state and the first one-way rotation restricting means is in an inoperative state at the time of starting or normal running of the vehicle, Even if the vehicle body is banked large immediately after starting, or there is a protrusion on the road surface, the auxiliary wheel can be smoothly moved up and displaced, and the raised auxiliary wheel is lowered by the operation of the second one-way rotation restricting means. Is prevented and stops at the raised position, whereby the auxiliary wheel can be effectively avoided from hindering traveling. On the other hand, in preparation for stopping the vehicle, if the first one-way rotation restricting means is in the activated state and the second one-way rotation restricting means is in the deactivated state, the support arm is utilized by its own weight or vibration. Can be smoothly rotated in the unfolding direction, and after the unfolding, the arm can be securely held in the unfolded position by the operation of the first one-way rotation restricting means, and the vehicle can be kept in the standing posture. .In addition, since each support arm is unfolded and retracted by an arm turning actuator, an artificial operation force is not required for unfolding and retracting, and automation is possible.
[0007]
  According to a second aspect of the present invention, in addition to the above feature of the first aspect, the first one-way rotation restricting means is selectively switched between an operation state and an operation release state, and the second one-way rotation is performed. In addition to the above feature of claim 1, the invention of claim 3 further comprises a switching actuator that selectively switches between an operating state and an operation releasing state of the restricting means. The movement restricting means is connected to a first switching actuator that selectively switches between an operation state and an operation release state thereof, and the second one-way rotation restriction means has an operation state and an operation release state thereof. And a second switching actuator for selectively switching between the two.
[0008]
  According to the features of claims 2 and 3, the operating state and the operation releasing state of the first and second one-way rotation restricting means can be selectively and forcibly switched. No manual operation is required to switch the movement restriction means between operation and deactivation, and switching can be automated.The
[0009]
  And claims4In addition to the above-mentioned features of claim 2 or 3, the invention of claim 1 further comprises control means for controlling the switching actuator according to the vehicle speed. According to this feature, the first and second ones are provided. The direction rotation restricting means can be optimally activated / deactivated according to the vehicle speed.For example, even if there is a protrusion on the road surface immediately after starting or the vehicle body is banked large immediately after starting, the auxiliary wheel can be accurately Ascending displacement is possible, and running performance becomes more stable.
[0010]
  And claims5The invention of claim1In addition to each of the above features, it is characterized by comprising a control means for controlling the arm rotation actuator according to the vehicle speed, and according to this feature, each support arm can be optimally stored and deployed according to the vehicle speed. For example, in order to achieve both the support of the vehicle body by auxiliary wheels from extremely low speed to a stop and the normal two-wheel traveling with the auxiliary wheels raised, more optimal switching between storage and deployment is possible.
[0011]
  And claims6According to the present invention, in addition to the above feature of claim 2 or 3, the first one-way rotation restricting means is automatically activated when the power supply to the switching actuator is lost, and the first The one-way rotation restricting means is automatically deactivated. According to this feature, the unfolded state of each support arm is maintained at the time of the failure, and the vehicle body is in a standing posture. RetainedThe
[0012]
  Further, the invention according to claim 7 is provided between the base position of the pair of left and right support arms each having an auxiliary wheel on the vehicle body, a deployed position where the arm contacts the auxiliary wheel, and a retracted position where the auxiliary wheel is separated from the ground. In a motorcycle with an auxiliary wheel that is pivotally supported so as to be able to rotate, a rotation shaft that is supported by the vehicle body so as to be able to rotate relative to the support arm about its rotation axis, and the rotation shaft is driven to rotate. Arm rotation actuator that can be locked, locking means that can lock the rotation of the rotating shaft, and the rotation shaft and the support arm, which are interposed in parallel with each other, from the rotating shaft to the support arm side only in the arm deployment direction The first one-way transmission means capable of transmitting torque, the second one-way transmission means capable of transmitting torque only in the opposite direction, and the first and second one-way transmission means supported by the support arm and operating. Cancellation letter Switching actuators that are switchable to each other, and the first one-way transmission means cooperates with the locking means to restrict the rotation of each support arm in the retracted direction and release the operation in the operating state. The first one-way rotation restricting means that allows the support arms to rotate in both the retracting and unfolding directions in the state, and the second one-way transmission means in cooperation with the locking means, Second unidirectional rotation restricting means for restricting the rotation of the arm in the deploying direction and allowing the support arm to rotate in both the retracted and unfolded directions in the unlocked state.The arm turning actuator can forcibly turn each support arm in the unfolding direction when the first one-way turning restricting means is in an operating state, and the second one-way turning restriction. Each support arm can be forcibly rotated in the retracted direction when the means is in operationAccording to this feature, in addition to the above-described effect of the first aspect, the main part (for example, the first and second one-way transmission means and the switching actuator) of the support arm deployment / retraction mechanism is provided. Since a small assembly (sub-assembly) can be constructed by assembling together on the support arm side, the assembly to the vehicle body can be performed efficiently and easily.
[0013]
  Further, the invention according to claim 8 is provided such that a base end portion of a pair of left and right support arms each having an auxiliary wheel is located on the vehicle body, and a position where the arm contacts the auxiliary wheel and a retracted position where the auxiliary wheel is separated from the ground. In a motorcycle with an auxiliary wheel that is pivotally supported so as to be able to rotate, a rotation shaft that is supported by the vehicle body so as to be able to rotate relative to the support arm about its rotation axis, and the rotation shaft is driven to rotate. An arm turning actuator capable of locking, a locking means capable of locking the rotation of the rotation shaft, and a support shaft provided to rotate integrally with a base end portion of the support arm and extending on the rotation axis of the arm. The planetary gear mechanism provided between the support shaft and the rotating shaft, and one rotating element of the planetary gear mechanism and the vehicle body are interposed in parallel with each other to restrict the rotation of the rotating element in one direction. Support from the rotating shaft The first one-way transmission means capable of transmitting torque to the arm side only in the arm deploying direction and the first transmission means capable of transmitting torque from the rotating shaft to the support arm side only in the arm retracting direction by restricting the rotation of the rotating element in the other direction. 2 unidirectional transmission means and a switching actuator supported by a vehicle body and capable of switching the first and second unidirectional transmission means between an activated state and an unactuated state, the first unidirectional transmission means In cooperation with the locking means, a first one direction that restricts the rotation of each support arm in the retracted direction in the operating state and allows the support arm to rotate in both the retracted and unfolded directions in the unlocked state. The rotation restricting means and the second one-way transmission means cooperate with the locking means to restrict the rotation of each support arm in the deployment direction in the activated state and to store the support arm in the deactivated state.・ Allows rotation in both directions Each constituting the second one-way rotation restricting means thatThe arm turning actuator can forcibly turn each support arm in the unfolding direction when the first one-way turning restricting means is in an operating state, and the second one-way turning restriction. Each support arm can be forcibly rotated in the retracted direction when the means is in operationAccording to this feature, in addition to the effect of the feature of claim 1, not only the arm turning actuator but also the switching actuator of the one-way transmission means can be fixedly arranged on the vehicle body side. Therefore, the wiring process to the actuators is easy, the weight of the actuators does not increase the rotational load of the support arm, the installation space is relatively small, and design restrictions are reduced.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
  Embodiments of the present invention are illustrated in the accompanying drawings.Reference examples andThe present invention will be specifically described below based on examples of the present invention.
[0015]
  In the accompanying drawings, FIGS.referenceFIG. 1 is an overall side view of a motorcycle, FIG. 2 is an enlarged perspective view of a main part of an auxiliary wheel and its deployment / storage mechanism, and FIG. 3 is a simplified explanatory view showing an arm deployment state. 4 is a simplified explanatory view showing an accelerated traveling state, FIG. 5 is a simplified explanatory view showing a normal traveling state, and FIG. 6 is a simplified explanatory view showing a reduced traveling state immediately before stopping. FIG. 7 shows the secondreferenceFIG. 8 is a perspective view corresponding to FIG.First of the present inventionFIG. 9 is a perspective view corresponding to FIG.Second of the present inventionIt is a perspective view corresponding to FIG. 7 which shows an Example.
[0016]
  First, FIG. 1 shows a stopped state of the motorcycle V. At this time, the support arm A is in a deployed state, and the auxiliary wheel W is grounded to hold the vehicle body F in an upright posture.
[0017]
  A pair of left and right auxiliary wheels W are rotatably supported at the respective front end portions at the lower portion of the vehicle body F (in the illustrated example, a footrest step portion) positioned between the front wheel Wf and the rear wheel Wr of the motorcycle V. The base end of each support arm A is pivotally supported, and by this rotation, the support arm A is unfolded downward so as to ground the auxiliary wheel W (solid line position in FIG. 1), The auxiliary wheel W is movable between a storage position (a chain line position in FIG. 1) extending substantially horizontally so as to be separated from the ground.
[0018]
  This firstreferenceIn the example, as shown in FIG. 2, the base end portions of a pair of left and right support arms A are integrally connected via a support shaft 1 extending in the left-right direction, and the support shaft 1 is a bearing ( Therefore, the left and right support arms A always rotate integrally around the axis of the support shaft 1.
[0019]
  Between the support shaft 1 (that is, each support arm A) and the vehicle body F, only the rotation of each support arm A in the retracted direction is restricted in the activated state, and each support arm A is retracted in the deactivated state. The first ratchet mechanism L1 that allows rotation in both deployment directions, and only the rotation in the deployment direction of each support arm A in the activated state and the rotation in both the retracted and deployed directions of each support arm A in the deactivated state A second ratchet mechanism L2 that allows movement is interposed in parallel with each other. These first and second ratchet mechanisms L1 and L2 respectively constitute first and second one-way rotation restricting means of the present invention.
[0020]
  The first and second ratchet mechanisms L1 and L2 are fan-shaped first and second ratchet gears G1 and G2 that are fixed to the support shaft 1 and have opposite tooth directions, respectively. The first and second ratchet claws C1 and C2 are rotatably supported by the vehicle body F so as to be engaged with and disengaged from the first and second ratchet gears G1 and G2, respectively.
[0021]
  In the first ratchet pawl C1, the operating state of the first ratchet mechanism L1 (that is, the engaged state between the ratchet pawl C1 and the ratchet gear G1) and the unlocked state thereof (that is, the ratchet pawl C1 and the ratchet gear G1 are not engaged). A first electromagnetic actuator S1 that selectively switches the ratchet pawl C1 between an engaged position and a non-engaged position with respect to the first ratchet gear G1. The return spring Sp1 of the first electromagnetic actuator S1 elastically urges the first ratchet pawl C1 in the direction of engagement with the first ratchet gear G1, and therefore the first ratchet mechanism L1 has the first electromagnetic actuator S1. When the current is energized, the operation is released, and when the current is not energized, the operation is automatically returned to the activated state by the elastic force of the return spring Sp1.
[0022]
  Further, the second ratchet pawl C2 has an operating state of the second ratchet mechanism L2 (that is, an engaged state of the ratchet pawl C2 and the ratchet gear G2) and an unlocked state thereof (that is, an unrelated state of the ratchet pawl C2 and the ratchet gear G2). The second electromagnetic actuator S2 that selectively switches and drives the ratchet pawl C2 between the engagement position and the non-engagement position with respect to the second ratchet gear G2 is coupled to selectively switch the second ratchet gear G2. The return spring Sp2 of the second electromagnetic actuator S2 elastically urges the second ratchet pawl C2 in the disengagement direction with respect to the second ratchet gear G2. Therefore, the second ratchet mechanism L2 is a second electromagnetic actuator. When the energization of S2, the operation state is entered, and when the energization is not conducted, the operation is automatically returned to the operation release state by the elastic force of the return spring Sp2. Thus, the first and second electromagnetic actuators S1 and S2 constitute the first and second switching actuators of the present invention, respectively.
[0023]
  The casings of the electromagnetic actuators S1 and S2 are fixedly supported by the vehicle body F. Further, in the illustrated example, the second ratchet mechanism L2 has an outer peripheral portion of the ratchet gear G2 that engages with the second ratchet pawl C2 that is in a non-engagement position with respect to the gear G2 to limit the expansion limit of the support arm A. An expansion preventing stopper G2s is provided in a projecting manner.
[0024]
  As shown in FIG. 2, the first and second electromagnetic actuators S1 and S2 are connected to a control means C composed of a CPU provided at an appropriate position on the vehicle body. The control means C is configured to control the first and second electromagnetics based on various parameters (for example, throttle opening, brake operation amount, vehicle acceleration / deceleration, transmission ratio, transmission gear position, etc.) representing the vehicle running state. A control signal is output to the actuators S1 and S2. In FIG. 2, only the vehicle speed sensor SE is shown as a detection sensor for the parameters connected to the control means C, and the other sensors are not shown.
[0025]
  Then firstreferenceThe operation of the example will be described. As shown in FIGS. 1 to 3, when the vehicle is stopped and the support arm A is in the deployed state, both the first and second electromagnetic actuators S <b> 1 and S <b> 2 are placed in a non-energized state. At this time, the first ratchet pawl C1 is kept in engagement with the first ratchet gear G1 (that is, the first ratchet mechanism L is in an operating state), so that the support arm A is held in the deployed state and the auxiliary wheel W The ground contact state is ensured, and the vehicle body F is kept in the standing posture. In addition, the second ratchet pawl C2 is in a non-engagement position with the second ratchet gear G2 (that is, the second ratchet mechanism L2 is in a non-actuated state), but the over-deployment preventing stopper G2s integrated with the second ratchet gear G2 is provided. Can be engaged, and further engagement of the arm A (lowering of the auxiliary wheel W) can be prevented by the engagement.
[0026]
  When the motorcycle V starts to start from such a stop state, and the vehicle speed detected by the vehicle speed sensor SE exceeds a specified value, the control means C controls the parameters (throttle opening, brake operation amount, vehicle acceleration / deceleration). If it is determined that the vehicle is accelerating (that is, the possibility of deceleration is low) by comprehensively considering the gear ratio, the gear ratio, and the like, the first and second electromagnetic actuators S1 and S2 are energized. As a result, as shown in FIG. 4, the first ratchet mechanism L is switched to the operation release state, and the second ratchet mechanism L2 is switched to the operation state. In this state, when the auxiliary wheel W receives a push-up force from the ground by a bump on the road surface or a rider's bank operation during turning, the teeth of the second ratchet gear G2 overrun the second ratchet pawl C2. By rotating the support arm A smoothly in the retracting direction without resistance, the auxiliary wheel W can be lifted and displaced smoothly without difficulty, so that a large bank angle can be secured without hindering running and the auxiliary wheel W. Can get over the road surface without difficulty. Further, the descending of the auxiliary wheel W after the ascent is prevented by the second ratchet mechanism L2 in the operating state, and the auxiliary wheel W remains in its ascending position.
[0027]
  Therefore, even if the auxiliary wheels W are not actively lifted, in the subsequent normal travel, it is possible to travel as a normal two-wheeled vehicle without grounding the auxiliary wheels W (see FIG. 5). After that, if an even larger road surface protrusion is encountered, or if there is a larger bank operation, the auxiliary wheel W may come into contact with the ground. However, in this case as well, the auxiliary wheel W moves up and displaces smoothly without difficulty. Therefore, the auxiliary wheel W is not hindered from traveling.
[0028]
  Further, in the deceleration process immediately before the stop when the vehicle speed detected by the vehicle speed sensor SE becomes less than the specified value from the normal running state, the control means C controls the parameters (throttle opening, brake operation amount, vehicle acceleration / deceleration, gear ratio, speed change). If it is determined that the vehicle is in a deceleration state just before the stop in consideration of the gear position and the like in a comprehensive manner, the energization to the first and second electromagnetic actuators S1 and S2 is stopped. As a result, as shown in FIG. 6, the first ratchet L1 is switched to the activated state and the second ratchet mechanism L2 is switched to the deactivated state, so that the support arm A can be smoothly moved without resistance in the deployment direction by its own weight or vibration. The tooth of the first ratchet gear G1 can be overrun (at this time, the teeth of the first ratchet gear G1 overrun the first ratchet pawl C1), and after the deployment, the arm A is securely held at the deployed position to A grounded state can be ensured and the stopped vehicle can be kept in a standing posture.
[0029]
  If the power supply from the power source (not shown) to the electromagnetic actuators S1 and S2 is lost due to a failure during normal driving, it will automatically be in the same state as the previous deceleration state or stopping state. Switching, that is, the first ratchet mechanism L is activated and the second ratchet mechanism L2 is deactivated, so that the support arm A smoothly rotates in the deployment direction by its own weight and vibration, and its deployment Thereafter, the unfolded state of the arm A is maintained, the grounding state of the auxiliary wheel W can be secured, and the vehicle can be maintained in the standing posture.
[0030]
  In addition, if the power supply from the power source (not shown) fails while the vehicle is stopped, it is highly likely that the vehicle will not be able to travel, but even if it can start, Since the 1 ratchet mechanism L continues to operate and the second ratchet mechanism L2 continues to release operation, the auxiliary wheel W is not retracted even by bank operation or road surface protrusion, and the rider can easily notice the abnormality. In order to attract the rider's attention, a warning means for warning that the auxiliary wheel W is not retracted may be specially provided.
[0031]
  Table 1 shows the above control example.
[0032]
[Table 1]

[0033]
  Thus, this firstreferenceIn the example, since the arm rotation actuator that rotates the support arm A in the retracting / deploying direction can be omitted, the structure is simplified, the control is simplified, and the cost is reduced.
[0034]
  Next, referring to FIG.referenceAn example will be described. PreviousreferenceIn the example, the left and right support arms A are integrally coupled by the intermediate support shaft 1, and the structure for expanding and retracting the left and right support arms A can be shared between the left and right. We try to save costs, but this secondreferenceIn the example, the left and right support arms A are configured independently to expand and retract the left and right support arms A.
[0035]
  That is, the left and right support arms A have support shafts 1 integrally coupled to their respective base ends, and can be individually rotated via the support shaft 1 to the vehicle body F via bearings (not shown). The first and second ratchet mechanisms L1 and L2 are interposed in parallel between the left and right support shafts 1 and the vehicle body F, respectively. Other configurations are basically the firstreferenceSince it is the same as the example, the corresponding component firstreferenceThe same reference numerals as in the examples are used, and the description is omitted. Although FIG. 7 shows the left support arm A and its retracting / deploying mechanism, the right support arm A and mechanism are also configured symmetrically with the left side, and the basic configuration is the same.
[0036]
  FirstreferenceIn the structure in which the left and right support arms A are integrally rotated as in the example, the left and right support arms A rotate by the same amount even if the road surface is uneven or inclined, and the vehicle body may not be horizontal. There is this secondreferenceIn the example, since the left and right support arms A are deployed independently, even if the road surface has irregularities or gradients, the vehicle body can be maintained accurately.
[0037]
  Next, referring to FIG.1Examples will be described. PreviousreferenceIn the example, the actuator for driving the rotation of the support arm A is omitted, but in this embodiment, the support arm A can be driven to rotate both in the retracted direction and in the deployed direction by the arm rotating actuator M.
[0038]
  That is, in this embodiment, the support arm A that pivotally supports the auxiliary wheel W at the distal end portion and the support shaft 1 ′ connected to the base end portion are formed separately, and the support shaft 1 ′ is The rotary shaft of the present invention is configured to be rotatably supported by a vehicle body F via a bearing (not shown), and the base end portion of the support arm A is relatively opposed to one end portion of the support shaft 1 '. Fits and is supported rotatably. At the other end of the support shaft 1 ′, an output shaft Ma of an arm turning actuator M (electric motor in the illustrated example) fixedly supported on the vehicle body F is connected to a worm provided on the output shaft Ma and the support shaft 1. Are coupled to each other via a worm gear mechanism WG comprising a worm wheel provided on the ′. The worm gear mechanism WG can lock the support shaft 1 ′ when the arm rotation actuator M is in a stopped state by the frictional resistance of the gear meshing portion thereof, and constitutes the locking means of the present invention.
[0039]
  Between the support shaft 1 'and the support arm A, a first one-way transmission means T1 comprising a ratchet mechanism capable of transmitting torque only from the support shaft 1' to the support arm A side in the arm unfolding direction, and in the opposite direction. The second one-way transmission means T2 composed of a ratchet mechanism capable of transmitting torque only is interposed in parallel with each other. The first one-way transmission means T1 cooperates with the worm gear mechanism WG as a lock means, and the first one-way rotation restriction means L1 of the present invention, and the second one-way transmission means T2 serves as a lock means. The second one-way rotation restricting means L2 of the present invention is configured in cooperation with the worm gear mechanism WG.
[0040]
  The first and second one-way transmission means T1 and T2 are respectively fixed to the support shaft 1 and have circular first and second ratchet gears G1 and G2 that are formed in opposite directions. The first and second ratchets are pivotally supported on a pivot shaft Aj that is integral with the support arm A and parallel to the support shaft 1 'so that the first and second ratchet gears G1 and G2 can be engaged with and disengaged from each other. Claws C1 and C2 are provided.
[0041]
  The first and second ratchet claws C1 are connected to the first and second electromagnetic actuators S1 and S2 constituting the first and second switching actuators of the present invention, respectively. The first and second electromagnetic actuators S1 and S2 are fixedly supported by the support arm A via a mounting plate Ap integral therewith, and can rotate integrally with the arm A.
[0042]
  The arm turning actuator M and the first and second electromagnetic actuators S1 and S2 arereferenceSimilar to the first and second electromagnetic actuators S1 and S2 in the example, it is connected to a control means C comprising a CPU. Although FIG. 8 shows the left support arm A and its retracting / deploying mechanism, the right support arm A and its retracting / deploying mechanism are also arranged symmetrically with the left side, and the basic configuration is as follows. Same as the left side.
[0043]
  Next1The operation of the embodiment will be described. When the vehicle is stopped and the support arm A is in the deployed state as shown in FIG.referenceAs in the example, both the first and second electromagnetic actuators S1, S2 are placed in a non-energized state. At this time, since the first one-way transmission means T1 is maintained in the operating state, the support arm A is maintained in the deployed state, the grounding state of the auxiliary wheel W is ensured, and the vehicle body F is maintained in the standing posture. Further, the second one-way transmission means T2 is put into an operation release state.
[0044]
  When the motorcycle V starts to start from such a stopped state and the vehicle speed detected by the vehicle speed sensor SE becomes equal to or higher than the first specified value V1, the control means C controls the parameters (throttle opening, brake operation amount, If it is determined that the vehicle is accelerating (i.e., the possibility of deceleration is small) by comprehensively considering vehicle acceleration / deceleration, gear ratio, gear position, etc., first, the arm turning actuator M is activated to support arm A. Is started to rotate in the retracted direction, and immediately after that, the first and second electromagnetic actuators S1 and S2 are energized. As a result, the first one-way transmission means T1 is switched to the operation release state, and the second one-way transmission means T2 is switched to the operation state. The reason why the arm turning actuator M is activated prior to the energization of the electromagnetic actuators S1 and S2 is that the load on the engaging portion of the first ratchet claw C1 is reduced by the activation, and the claw C1 is the first one. This is for facilitating separation from the ratchet gear G1, and the power consumption of the electromagnetic actuator S1 can be reduced accordingly.
[0045]
  In such a state, when the auxiliary wheel W receives a pushing force from the ground by a bump on the road surface or a rider's bank operation during turning, the teeth of the second ratchet gear G2 overrun the second ratchet pawl C2. By rotating the support arm A smoothly in the retracting direction without resistance, the auxiliary wheel W can be lifted and displaced smoothly without difficulty, so that a large bank angle can be secured without hindering running and the auxiliary wheel W. Can get over the road surface without difficulty.
[0046]
  When the auxiliary wheel W rises to a predetermined intermediate rising position W1 until the vehicle speed exceeds the first specified value V1 and reaches the second specified value V2, an arm rotation position sensor (not shown) that detects this increases. Although the arm turning actuator M is stopped based on the output, the lowering of the auxiliary wheel W is prevented by the second one-way transmission means T2 in the operating state, so that the auxiliary wheel W remains at its intermediate ascending position W1. . In this case, the grounding of the auxiliary wheel W may occur if a larger road surface protrusion is subsequently encountered or if there is a larger bank operation, but in this case as well, the auxiliary wheel W is not unreasonable and smooth. It is displaced upward and is held at the raised position, and the auxiliary wheel W does not hinder travel.
[0047]
  Thereafter, when the vehicle speed becomes equal to or higher than the second specified value V2, the control means C comprehensively considers the parameters (throttle opening, brake operation amount, vehicle acceleration / deceleration, gear ratio, transmission gear position, etc.). When it is determined that the vehicle is traveling normally (that is, the possibility of deceleration is low), the arm turning actuator M is activated again to turn the support arm A in the retracted direction. Accordingly, when the auxiliary wheel W reaches the upper limit storage position W2 from the intermediate ascending position W1, the operation of the actuator M is stopped based on the output of the arm rotation position sensor (not shown) that detects this, but the second Since the one-way transmission means T2 is in the operating state, the arm A is held in the arm retracted position.
[0048]
  Further, in the low-speed decelerating traveling process in which the vehicle speed becomes the third specified value V3 or less from the normal traveling state, the control means C controls the parameters (throttle opening, brake operation amount, vehicle acceleration / deceleration, gear ratio, transmission gear position). Etc.) in a comprehensive manner, the arm turning actuator M is activated while the electromagnetic actuators S1 and S2 are kept energized and the support arm A is rotated in the deploying direction. Start moving. Thus, when the auxiliary wheel W is lowered from the retracted position W2 to a predetermined intermediate lowered position (set to the same position as the intermediate raised position W1 in the illustrated example), the actuator M is operated based on the output of the arm rotation position sensor. Thus, the auxiliary wheel W is held at the intermediate lowered position W1. This state is maintained while the vehicle speed is equal to or lower than the third specified value V3 and higher than the fourth specified value V4.
[0049]
  In the deceleration process immediately before the stop when the vehicle speed becomes the fourth specified value V4 or less, the control means C also comprehensively adjusts the parameters (throttle opening, brake operation amount, vehicle acceleration / deceleration, transmission ratio, transmission gear position, etc.). If it is determined that the vehicle is in the decelerating state immediately before stopping, the arm turning actuator M is activated again to turn the support arm A in the deploying direction, and the first and second electromagnetic actuators S1 and S2 are energized. The first one-way transmission means T1 is stopped and the second one-way transmission means T2 is switched to the operation release state. Thereby, the support arm A can be smoothly rotated without resistance in the deployment direction by its own weight or vibration in addition to the rotation biasing force of the actuator M.
[0050]
  In this case, for example, even if an operation delay occurs in the driving speed of the actuator M during a sudden braking operation or the like, the teeth of the first ratchet gear G1 overrun the first ratchet pawl C1, so that the actuator M and the support arm A Therefore, the support arm A can smoothly rotate in the deployment direction by its own weight or vibration without receiving resistance (reverse load) by the actuator M. Then, the control means C determines that the auxiliary wheel W has been lowered to an appropriate position for maintaining the vehicle posture horizontally (this determination is based on information such as a level sensor, auxiliary wheel load sensor, load sensor of the arm rotation actuator M, etc.). If it is made based on this, the operation of the actuator M is stopped. Thus, after the support arm A is deployed, the support arm A can be securely held at the deployed position by the first unidirectional transmission means T1 in the activated state, and the grounding state of the auxiliary wheel W can be ensured. Can keep stable.
[0051]
  If power supply from a power source (not shown) to each electromagnetic actuator M, S1, S2 fails due to a failure during normal travel, the first and secondreferenceAs in the example, the first one-way transmission means T1 is switched to the operating state and the second one-way transmission means T2 is switched to the unlocked state, and the support arm A smoothly rotates in the deployment direction by its own weight and vibration. Then, the driver can recognize it, and after the deployment, the deployed state of the arm A is maintained, the grounding state of the auxiliary wheel W can be secured, and the vehicle can be maintained in the standing posture.
[0052]
  Also, if the power supply from a power source (not shown) fails while the vehicle is stopped, the first and secondreferenceSame as example.
[0053]
  A part of the above control example is simplified and shown in Table 2.
[0054]
[Table 2]

[0055]
  by the wayFirst of the present inventionIn the embodiment, the first and second electromagnetic actuators S1 and S2 as the first and second switching actuators, and the ratchet claws C1 and C2 that are driven to be switched by these actuators and the shaft support portions are attached to the support arm A side. Therefore, there is an advantage that the parts and the support arm A can be combined into a small assembly (sub-assembly) to improve the efficiency of the assembly work to the vehicle body, but on the other hand, the electromagnetic actuators S1, S2 and The shaft support portions of the ratchet claws C1 and C2 move up and down together with the rotation of the arm A (the auxiliary wheel W moves up and down), increasing the load on the arm turning actuator M, and the wiring process is troublesome. There are problems such as increased design constraints in terms of space and weight. So, the next2In the embodiment, such a problem is solved.
[0056]
  That is, as shown in FIG.2In the embodiment, a support shaft 1 ″ extending on the rotation axis of the arm A is fitted and fixed to the base end portion of the support arm A that pivotally supports the auxiliary wheel W at the tip portion. ″ Is rotatably supported by the vehicle body F via a bearing (not shown). On the other hand, an arm turning actuator M (electric motor in the illustrated example) is fixedly supported on the vehicle body F, and a rotating shaft 10 arranged on the same axis as the support shaft 1 ″ is provided with a bearing ( The output shaft Ma of the actuator M and the rotary shaft 10 are supported by a worm provided on the output shaft Ma and a worm wheel provided on the rotary shaft 10. Are coupled via a worm gear mechanism WG.
[0057]
  A conventionally known planetary gear mechanism P is interposed between the support shaft 1 ″ and the rotating shaft 10. The planetary gear mechanism P includes a sun gear 11 formed on the outer peripheral portion of the rotating shaft 10, and the sun gear. An internal gear 12 that concentrically surrounds the motor 11 and a plurality of planetary gears 13 interposed between the gears 11 and 12 so as to mesh with the internal teeth of the internal gear 12 and the external teeth of the sun gear 11. The base portion of the carrier 14 that rotatably supports each planetary gear 13 is fixed to the support shaft 1 ″.
[0058]
  Between the internal gear 12 as one rotation element of the planetary gear mechanism P and the vehicle body F, the first and second one-way transmission means T1 and T2 of the present invention each constituted by a ratchet mechanism are mutually connected. It is installed in parallel. The first one-way transmission means T1 cooperates with the worm gear mechanism WG as the locking means, and the first one-way rotation restriction means L1 of the present invention, and the second one-way transmission means T2 serves as the locking means. The second one-way rotation restricting means L2 of the present invention is configured in cooperation with the worm gear mechanism WG.
[0059]
  The first and second one-way transmission means T1 and T2 are formed in parallel in the axial direction on the outer peripheral surface of the internal gear 12, and the first and second circular shapes in which the directions of the teeth are opposite to each other. Ratchet gears G1 and G2 and first and second ratchet claws C1 and C2 rotatably supported by a vehicle body F so as to be engaged with and disengaged from the first and second ratchet gears G1 and G2, respectively.
[0060]
  The first and second ratchet pawls C1 are connected to first and second electromagnetic actuators S1 and S2 as first and second switching actuators for switching and driving them. Actuators S1 and S2 are1The first and second electromagnetic actuators S1 and S2, which have basically the same configuration as the first and second electromagnetic actuators S1 and S2 of the embodiment, are connected respectively.1Unlike the embodiment, it is fixedly supported by the vehicle body F.
[0061]
  The arm turning actuator M and the first and second electromagnetic actuators S1 and S2 are1Similar to the embodiment, it is connected to the control means C comprising a CPU, and its control mode is also the first.1This is basically the same as the embodiment. Although FIG. 9 shows the left support arm A and its storage / deployment mechanism, the right support arm A and its storage / deployment mechanism are also arranged symmetrically with the left side, and the basic configuration is Same as the left side.
[0062]
  So this first2Even in the examples1The same effect as the embodiment can be obtained. Also especially this first2In the embodiment, the electromagnetic actuators S1 and S2 and the shaft support portions of the ratchet claws C1 and C2 can be fixedly supported on the vehicle body F side, so that the layout and design of the system can be facilitated, and the supporting load of the auxiliary wheel W is internally At the ratchet position on the outer periphery of the gear 12, the speed reduction ratio decreases, so the load burden on the actuators S1 and S2 is reduced, and the size can be reduced, and the power consumption is also reduced.
[0063]
  As mentioned above, although the Example of this invention was explained in full detail, this invention is not limited to the said Example, A various small design change is possible.
[0064]
  For example, the control examples shown in Tables 1 and 2 in the previous embodiment are not limited to the vehicle speed, but include various parameters (for example, throttle opening, brake operation amount, vehicle acceleration / deceleration, gear ratio, gear ratio, speed change) Operation of the first and second electromagnetic actuators S1 and S2 based on the gear position, etc.1The second2In the embodiment, the operation of the arm turning actuator M is also controlled). However, in actual running, when stopping immediately after acceleration, there is a case where the running is accelerated again after decelerating, and the running is continued. At this time, in order to avoid delays in the rising and lowering of the auxiliary wheels W and to prevent excessive energy consumption due to unnecessary lifting and lowering of the auxiliary wheels W, various vehicle body data (that is, vehicle acceleration / deceleration) , Control ratio considering gear ratio, accelerator opening, brake operation amount, etc.). However, in the present invention, it is possible to employ a finer control algorithm. In this case, examples of vehicle data that can be further considered include steering angle, lateral acceleration, vehicle body tilt angle, etc., and vehicle environment data. For example, the road condition of the navigation system, the inter-vehicle distance from the preceding vehicle, and traffic signal communication data can be considered. On the contrary, in order to simplify the control, it is also possible for the control means C to control the operation of both electromagnetic actuators S1 and S2 and / or the operation of the arm turning actuator M based only on the vehicle speed. is there.
[0065]
  Also, the first and secondreferenceIn the example, the over-expansion preventing stopper G2s for restricting the expansion limit of the support arm A (that is, the lowering limit of the auxiliary wheel W) is provided on the ratchet gear G2 of the second ratchet mechanism L2, but has the same function. An over-expansion prevention stopper may be provided between other parts, for example, between the support arm A and the vehicle body. Furthermore,referenceIn the example, the expansion limit of the support arm A (that is, the lowering limit of the auxiliary wheel W) is restricted to a fixed position using the over-expansion prevention stopper as a fixed stopper. The position A of the expansion limit (that is, the lowering limit of the auxiliary wheel W) may be manually adjusted so that the load on the motorcycle V can be changed. The first1The second2In the embodiment, it is possible to automatically adjust the deployed position of the support arm A by controlling the arm turning actuator M by the control means C without providing the above-described over-deployment preventing stopper. In this case, the control means C uses the level sensor, auxiliary wheel load sensor, load sensor of the arm rotation actuator M, etc. as input parameters, so that the optimal auxiliary wheel W can be used to maintain the vehicle in a horizontal state regardless of road surface irregularities or gradients when the vehicle is stopped. The development position can be automatically set.
[0066]
  In the above embodiment, the first and second electromagnetic actuators S1 and S2 are used as the first and second switching actuators. However, in the present invention, an actuator other than the electromagnetic actuator may be used. In the above-described embodiment, the first and second electromagnetic actuators S1 and S2 as the first and second switching actuators have substantially the same energization / non-energization conditions. You may comprise so that the function as a switching actuator may be given.
[0067]
  In the above embodiment, when the power supply from the power source fails, the first ratchet pawl C1 is moved in the engaging direction by the elastic action of the return springs Sp1 and Sp2 of the first and second electromagnetic actuators S1 and S2. Although the second ratchet pawl C2 has been shown to be automatically returned in the non-engagement direction, in the present invention, an emergency backup for supplementing the automatic return operation of the ratchet pawls C1 and C2 by the rider's manual operation. A mechanism may be provided, and the backup mechanism and the ratchet claws C1 and C2 may be interlocked by mechanical linkage means such as a cable.
[0068]
  The second1In the embodiment, the support shaft 1 'as the rotation shaft is directly supported by the base end portion of the support arm A so as to be relatively rotatable. However, the support arm is independent of the support shaft 1'. A support shaft for rotatably supporting the base end portion of A on the vehicle body F may be provided, and both the support shafts may be arranged coaxially.
[0069]
  The second1The second2In the embodiment, the output shaft Ma of the arm turning actuator M is linked to the support shaft 1 'and the rotating shaft 10 via the worm gear mechanism WG, and the friction resistance of the gear meshing portion of the worm gear mechanism WG The support shaft 1 'and the rotating shaft 10 are locked when the actuator M is in an inoperative state, but the arm rotating actuator M itself has a lock mechanism for locking the rotation of the output shaft Ma when the power is not supplied. In this case (in this case, the built-in locking mechanism constitutes the locking means of the present invention), the worm gear mechanism WG may be omitted, and the support shaft 1 'and the rotating shaft 10 may be directly coupled and driven by the actuator M. Good.
[0070]
  In addition1The second2In the embodiment, the auxiliary wheel W can be temporarily held at the intermediate lift position W1 in the process of rotating the support arm A in the deployed state in the retracted direction, and the support arm A in the retracted state is rotated in the deploying direction. Although the auxiliary wheel W can be temporarily held at the intermediate lowered position (the same position as the intermediate raised position W1 in the illustrated example) even in the process of moving, the auxiliary wheel W has been shown to be temporarily held at such an intermediate position. The support arm A may be rotated at once in the retracting direction or the unfolding direction.
[0071]
【The invention's effect】
  As aboveClaim 1According to the invention, when the second one-way rotation restricting means is in the activated state and the first one-way rotation restricting means is in the deactivated state, the vehicle body is largely banked immediately after starting or the road surface In the case where there is a protrusion, the auxiliary wheel can be displaced smoothly and smoothly without difficulty, and the lowering of the auxiliary wheel after the ascent can be prevented, so that the auxiliary wheel can be prevented from obstructing traveling. If the first one-way rotation restricting means is in the activated state and the second one-way rotation restricting means is in the deactivated state, the support arm can be smoothly rotated in the deployment direction by its own weight or vibration. After the deployment, the vehicle can be held in an upright position by reliably holding the arm in the deployed position.In addition, since each support arm is unfolded and retracted by an arm turning actuator, an artificial operation force is not required for unfolding and retracting, and automation is possible.
[0072]
  In particular, according to the inventions of claims 2 and 3, the operation state and the operation release state of the first and second one-way rotation restricting means can be selectively and forcibly switched by the switching actuator. , No manual operation force is required to switch between activation and deactivation of these one-way rotation restricting means, and switching can be automated.The
[0073]
  And especially claims4According to the invention ofIn addition to the effect of the invention of claim 1,Each one-way rotation restricting means can be optimally activated / deactivated according to the vehicle speed.
[0074]
  And especially claims5According to the invention ofIn addition to the effect of the invention of claim 1,Each support arm can be stored and deployed optimally according to the vehicle speed.
[0075]
  And especially claims6According to the invention ofIn addition to the effect of the invention of claim 1,When the power supply to the switching actuator fails, the extended state of each support arm is maintained, and the vehicle body is held in a standing posture.The
[0076]
  And especially claims7According to the invention ofIn addition to the effect of the invention of claim 1,Since the main parts of the support arm deployment / retraction mechanism can be assembled together on the support arm side to form a subassembly, the efficiency of the assembly work to the vehicle body can be improved.
[0077]
  And especially claims8According to the invention ofIn addition to the effect of the invention of claim 1,Since not only the arm rotation actuators but also all the switching actuators for the one-way transmission means can be fixedly installed on the vehicle body side, the wiring process to these actuators is easy, and the weight of these actuators is also the rotation of the support arm. There is no fear of increasing the dynamic load, and the installation space is relatively small, and design constraints are reduced.
[Brief description of the drawings]
[Figure 1]First referenceWhole motorcycle side view showing an example
FIG. 2 is an enlarged perspective view of the main part of the auxiliary wheel and its deployment / retraction mechanism
FIG. 3 is a simplified explanatory diagram showing an arm deployed state.
FIG. 4 is a simplified explanatory diagram showing an accelerated running state
FIG. 5 is a simplified explanatory diagram showing a normal running state.
FIG. 6 is a simplified explanatory diagram showing a deceleration traveling state just before stopping.
FIG. 7referenceFIG. 2 perspective view showing an example
[Fig. 8]First of the present inventionFIG. 7 is a perspective view corresponding to FIG.
FIG. 9Second of the present inventionFIG. 7 is a perspective view corresponding to FIG.
[Explanation of symbols]
A Support arm
C Control means
F body
1 'Support shaft (rotary shaft)
1 "support shaft
10 Rotating shaft
12 Internal gear (rotating element)
L1 first ratchet mechanism (first one-way rotation restricting means)
L2 second ratchet mechanism (second one-way rotation restricting means)
M arm actuator
P planetary gear mechanism
S1 First electromagnetic actuator (switching actuator, first switching actuator)
S2 Second electromagnetic actuator (switching actuator, second switching actuator)
T1 first one-way transmission means
T2 Second one-way transmission means
WG Worm gear mechanism (locking means)

Claims (8)

A base end portion of a pair of left and right support arms (A) each having an auxiliary wheel (W) is set to the vehicle body (F), the unfolded position where the arm (A) contacts the auxiliary wheel (W), and the auxiliary wheel (W) In a motorcycle with an auxiliary wheel that is pivotally supported so as to be able to rotate between a storage position that separates it from the ground,
First one-way rotation restricting means for restricting the rotation of each support arm (A) in the retracted direction in the operating state and allowing the support arm (A) to rotate in both the retracting and unfolding directions in the unlocked state. (L1) and a second first that restricts the rotation of each support arm (A) in the deployment direction in the activated state and permits the rotation of each support arm (A) in both the retracted and deployed directions in the deactivated state. When the direction rotation restricting means (L2) and the first one-way rotation restricting means (L1) are in the activated state and the second one-way rotation restricting means (L2) is in the deactivated state Each support arm (A) can be forcibly rotated in the unfolding direction, and the first one-way rotation restricting means (L1) is in a deactivated state and the second one-way rotation restricting means (L2). ) an arm times be compulsory rotated in the retracting direction of each support arm (a) when in the operating state Characterized in that it comprises a use actuator (M), an auxiliary wheeled motorcycle.   The operation state and the operation release state of the first one-way rotation restriction means (L1) are selectively switched, and the operation state and the operation release state of the second one-way rotation restriction means (L2) are selected. The motorcycle with an auxiliary wheel according to claim 1, further comprising a switching actuator (S1, S2) for switching automatically.   The first one-way rotation restricting means (L1) is connected to a first switching actuator (S1) for selectively switching between the operation state and the operation release state thereof, and the second one-way rotation is performed. 2. The automatic with auxiliary wheel according to claim 1, wherein a second switching actuator (S 2) for selectively switching between the operation state and the operation release state is connected to the regulating means (L 2). Motorcycle.   The motorcycle with auxiliary wheels according to claim 2 or 3, further comprising control means (C) for controlling the switching actuators (S1, S2) according to a vehicle speed.   The motorcycle with auxiliary wheels according to claim 1, further comprising a control means (C) for controlling the arm rotation actuator (M) according to a vehicle speed.   When the power supply to the switching actuator (S1, S2) fails, the first one-way rotation restricting means (L1) is automatically activated, and the second one-way rotation restricting means. The motorcycle with an auxiliary wheel according to claim 2 or 3, wherein (L2) is automatically in a deactivated state. A base end portion of a pair of left and right support arms (A) each having an auxiliary wheel (W) is set to the vehicle body (F), the unfolded position where the arm (A) contacts the auxiliary wheel (W), and the auxiliary wheel (W) In a motorcycle with an auxiliary wheel that is pivotally supported so as to be able to rotate between a storage position that separates it from the ground,
A rotation shaft (1 ') supported by the vehicle body (F) so as to be able to rotate relative to the support arm (A) about its rotation axis, and an arm capable of rotating the rotation shaft (1'). A rotating actuator (M), a locking means (WG) that can lock the rotation of the rotating shaft (1 ′), and the rotating shaft (1 ′) and the support arm (A) are interposed in parallel with each other. The first one-way transmission means (T1) capable of transmitting torque from the rotating shaft (1 ') to the support arm (A) only in the arm expanding direction and the second one-way transmission means capable of transmitting torque only in the opposite direction. (T2) and a switching actuator (S1, S2) supported by the support arm (A) and capable of switching the first and second one-way transmission means (T1, T2) between an operating state and an operation releasing state. S2)
The first one-way transmission means (T1) cooperates with the lock means (WG) to restrict the rotation of each support arm (A) in the retracted direction in the activated state and each support arm in the deactivated state. (A) The first one-way rotation restricting means (L1) that allows both the retracting and unfolding directions to rotate, and the second one-way transmission means (T2) cooperate with the locking means (WG). The second one-way rotation that restricts the rotation of each support arm (A) in the deployment direction in the operating state and permits the rotation of each support arm (A) in both the retracting and deployment directions in the operation-released state. Each of the restricting means (L2) is configured ,
The arm turning actuator (M) is capable of forcibly turning each support arm (A) in a deploying direction when the first one-way turning restricting means (L1) is in an operating state. 2. A motorcycle with auxiliary wheels , wherein each supporting arm (A) can be forcibly rotated in the retracted direction when the two-way rotation restricting means (L2) is in an operating state . A base end portion of a pair of left and right support arms (A) each having an auxiliary wheel (W) is set to the vehicle body (F), the unfolded position where the arm (A) contacts the auxiliary wheel (W), and the auxiliary wheel (W) In a motorcycle with an auxiliary wheel that is pivotally supported so as to be able to rotate between a storage position that separates it from the ground,
A rotating shaft (10) supported by the vehicle body (F) so as to be able to rotate relative to the support arm (A) about its rotating axis, and an arm rotating member that can rotationally drive the rotating shaft (10). An actuator (M), a lock means (WG) that can lock the rotation of the rotating shaft (10), and the arm (A) provided to rotate integrally with a base end portion of the support arm (A). Of the planetary gear mechanism (P) provided between the support shaft (1 ″), the support shaft (1 ″) and the rotating shaft (10), and the planetary gear mechanism (P). The rotating element (12) and the vehicle body (F) are interposed in parallel with each other, and restrict the rotation of the rotating element (12) in one direction so that the rotating shaft (10) and the support arm (A) side. The first one-way transmission means (T1) capable of transmitting torque only in the arm extending direction and the rotation By restricting the rotation of the element (12) in the other direction, the second one-way transmission means (T2) capable of transmitting torque from the rotating shaft (10) to the support arm (A) only in the arm retracting direction, F) and switching actuators (S1, S2) supported by F) and capable of switching the first and second one-way transmission means (T1, T2) between the activated state and the deactivated state, respectively.
The first one-way transmission means (T1) cooperates with the lock means (WG) to restrict the rotation of each support arm (A) in the retracted direction in the activated state and each support arm in the deactivated state. (A) The first one-way rotation restricting means (L1) that allows both the retracting and unfolding directions to rotate, and the second one-way transmission means (T2) cooperate with the locking means (WG). The second one-way rotation that restricts the rotation of each support arm (A) in the deployment direction in the operating state and permits the rotation of each support arm (A) in both the retracting and deployment directions in the operation-released state. Each of the restricting means (L2) is configured ,
The arm turning actuator (M) is capable of forcibly turning each support arm (A) in a deploying direction when the first one-way turning restricting means (L1) is in an operating state. 2. A motorcycle with auxiliary wheels , wherein each supporting arm (A) can be forcibly rotated in the retracted direction when the two-way rotation restricting means (L2) is in an operating state .

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