JPH11321428A - Sitting detecting device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the comfortableness of sitting while smoothing the movement of a seat in case of detecting sitting and non-sitting on the basis of the vertical position of the seat. SOLUTION: This device has a first hinge shaft 102 provided in a luggage box 9 and a second hinge shaft provided in a seat 8, and both the hinge shafts are connected to each other by a link member 100. The seat 8 is energized upward by a coil spring 103, and the seat 8 is lowered by the sitting of a driver while resisting the coil spring 103. A sitting switch 54 is arranged at the lowering position so as to detect the lowering of the seat 8, and sitting is thereby detected. In case of opening the luggage box 9, the seat 8 is lifted, and turned around the first hinge shaft 102.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle seating detection device, and more particularly to a vehicle seating detection device that detects seating / non-seat by focusing on vertical movement of a seat during seating / non-seat.

[0002]

2. Description of the Related Art Japanese Unexamined Utility Model Publication No. 2-44591 discloses a motorcycle in which a seat is attached so as to be rotatable about a hinge shaft provided on a vehicle body frame side. Both ends of the hinge shaft provided on the seat side are supported by support portions of long holes so as to be vertically displaceable, and are urged upward by urging means. Therefore, when the driver is not sitting on the seat, the driver is displaced upward, and when the driver is seated on the seat, the driver is displaced downward as the seat is lowered. Further, a seating switch for detecting the vertical movement of the hinge shaft is provided, and when the hinge shaft is lowered, the hinge shaft or a member attached with the hinge shaft presses the seating switch, and the seating of the driver is detected. .

[0003] The hinge shaft is fixed to the body frame side,
A modified example in which a member having a long hole that supports the hinge shaft is fixed to the seat side is also considered. As described in the above publication, the hinge shaft and the seating switch that rotatably support the seat can perform seating detection by seating down even when the driver is small. As described above, it is preferable to be provided near the front of the seat.

[0004]

The structure for supporting the seat by the hinge shaft and the long hole has the following problems. Since the hinge shaft provided on the seat side or the body frame side is supported by a long hole, when the driver makes a delicate movement such as changing his posture on the seat, the driver's center of gravity moves, The seat wobble left and right within the gap between the hole and the hinge axis, and the sitting comfort is not good.
In addition, since the seating / non-seat of the driver is detected within the range of the long hole, the operation range of the seat switch must be set within the range of the long hole. There was also a problem that was required.

An object of the present invention is to solve the above-mentioned problems of the prior art and to provide a seating detection device for a vehicle which can reliably detect seating / non-seat without deteriorating the sitting comfort of a driver. It is in.

[0006]

In order to achieve the above object, the present invention provides a first hinge shaft provided in a vehicle main body and provided near a front portion of the seat; A second hinge shaft provided at a lower portion of the seat further rearward of the vehicle, a link member connecting the first hinge shaft and the second hinge shaft, and Urging means for urging the hinge member upward about the hinge axis of the second member;
It is characterized in that it comprises a switch means for detecting non-seating when in the position, and detecting when in the second position which is set below the first position.

According to this feature, when the driver is away from the vehicle, the front portion of the seat is urged upward by the urging means to be at the first position, and the switch means detects non-seating. . On the other hand, when the driver is in the vehicle, the front portion of the seat rotates about the second hinge shaft and descends against the urging means. As a result, the seat reaches the second position below the first position, and the switch detects the seating.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings. FIG. 1 is an overall side view of a scooter type motorcycle 1 on which a seating detection device according to one embodiment of the present invention is mounted.

The vehicle body front part 2 and the vehicle body rear part 3 are connected via a low floor part 4, and the vehicle body frame forming the skeleton of the vehicle body is generally composed of a down tube 6 and a main pipe 7. A fuel tank and a storage box (both not shown) are supported by a main pipe 7, and a seat 8 is disposed above the main tank 7. The seat 8 can also serve as a lid of a luggage box provided at a lower part thereof, and the seat 8 is configured to be rotatable by a hinge mechanism provided at a front part FR for opening and closing the luggage box.

On the other hand, in the front portion 2 of the vehicle body, a handle 11 is provided above and supported by the steering head 5, a front fork 12 extends below, and a front wheel 13 is supported at its lower end. The upper part of the handle 11 is covered with a handle cover 33 also serving as an instrument panel. A bracket 15 protrudes from the lower end of the rising portion of the main pipe 7, and a swing unit 17 is swingably connected to and supported by the bracket 15 via a link member 16.

The swing unit 17 has a single-cylinder, two-stroke internal combustion engine 200 mounted at the front thereof.
A belt-type continuously variable transmission 35 is formed from the internal combustion engine 200 to the rear, and a rear wheel 21 is supported by a reduction mechanism 38 provided at the rear portion thereof via a centrifugal clutch. A rear cushion 22 is interposed between the upper end of the speed reduction mechanism 38 and the upper bent portion of the main pipe 7. A carburetor 2 connected to an intake pipe 23 extending from a cylinder 32 of the internal combustion engine 200 is provided at a front portion of the swing unit 17.
4 and an air cleaner 25 connected to the vaporizer 24 are provided.

The hanger bracket 18 protruding from the lower part of the unit swing case 31 has a main stand 2.
6, a base end of a kick arm 28 is fixed to a kick shaft 27 protruding from a transmission case cover 36 of a belt-type continuously variable transmission 35, and a kick pedal 29 is provided at a distal end of the kick arm 28. I have.

FIG. 2 is a plan view around the instrument panel of the motorcycle 1. In the instrument panel 90 of the handle cover 33, a speed indicator 91, a standby indicator 56 and a battery indicator 76 are provided. As will be described later in detail, the standby indicator 56 flashes when the engine is stopped during the stop / start control of the engine, and warns the driver that the engine is ready to start and start immediately after opening the throttle. The battery indicator 76 lights up when the battery voltage drops to warn the driver of insufficient battery charge.

An idle switch 53 for permitting or restricting idling and a starter switch 58 for starting a starter motor are provided on the handle cover 33.
Is provided. At the right end of the handle 11, a throttle grip 92 and a brake lever 93 are provided. A horn switch and a turn signal switch are provided at the bases of the left and right throttle grips as in the conventional motorcycle, but are not shown here.

FIG. 3 is a sectional view of a main part of the throttle grip 92, and FIG. 3B is a sectional view taken along line II of FIG. 3A. (A) in FIG.
As shown in (2), the throttle grip body 182 is rotatably inserted, and the periphery of the throttle grip body 182 is covered with a grip cover 183. The throttle grip main body 182 has a flange portion 18 along its circumference.
2a, and one end 185a of a throttle wire 185 is locked to the flange 182a as shown in FIG. The throttle grip body 182 is constantly repelled toward the accelerator closing side by the elastic force of the spring 184, and when the driver twists the throttle grip body 182 in the opening direction against the elastic force of the spring 184,
The throttle wire 185 is caught and the throttle opens. However, since there is play in the throttle,
When the throttle grip 92 is rotated beyond the range of the play, the throttle is actually opened.

A projection 51 is formed on the flange 182a, and a throttle switch 52 which is turned on and off in accordance with the separation and contact of the projection 51 is provided. The throttle switch 52 closes (turns on) the contact when the throttle grip body 182 is opened from the position shown in FIG. 3B by a predetermined angle within the play range θ.
That is, the throttle switch 52 is connected to the flange 1
The starter starts when 82a rotates a predetermined angle in the opening direction of the throttle, and the throttle is actually opened when the flange portion 182a rotates beyond the play range θ. By fixing the throttle grip 92 at a position beyond the play range θ, the driver can maintain the stopped state while the engine is rotating. In addition, when the throttle is actually opened, the throttle switch 52 may be turned on at the same time, or the throttle switch 52 may be turned on after the throttle is actually opened. .

A throttle spring (not shown) acting on the throttle in a direction to close the throttle is provided, and the throttle spring is always biased in a direction to close the throttle grip. Accordingly, the repulsive force of the throttle spring acts even in the play range θ, and the throttle switch 52 is automatically closed even in the play range θ where there is no return force of the throttle wire 185.

FIG. 5 shows the internal combustion engine 200 shown in FIG.
It is sectional drawing cut | disconnected along I-II line. Internal combustion engine 2
Reference numeral 00 denotes left and right crankcases 202L and 20 that rotatably support a crankshaft 201 oriented horizontally in the left and right directions.
A cylinder block 203 and a cylinder head 204 are sequentially combined with a crankcase 202 into which the 2Rs are combined. In the cylinder block 203, a scavenging passage 205 is formed from an unillustrated exhaust passage and a scavenging port opening to a cylinder bore. It communicates with the crankcase.

The cylinder head 204 has a spark plug 2
06 is fitted into the combustion chamber, and the cylinder head 204 and the cylinder block 203 are covered with a fan shroud 207 except for an exposed portion of the ignition plug 206. The left crankcase 202L also serves as a belt-type continuously variable transmission case, and a belt drive pulley 210 is rotatably provided on a crankshaft 201 extending through the left crankcase 202L.

The belt driving pulley 210 includes a fixed pulley half 210L and a movable pulley half 210R.
The fixed pulley half 210L is fixed to the left end of the crankshaft 201 via a boss 211, and the movable pulley half 210R is spline-fitted to the right side of the crankshaft 201 to approach the fixed pulley half 210L. You can leave. A V-belt 212 is sandwiched and wound between the two pulley halves 210L and 210R.

On the right side of the movable pulley half 210R, a cam plate 215 is fixed to the crankshaft 201.
A slide piece 215a provided on the outer peripheral end is slidably engaged with a cam plate sliding boss 210Ra formed in the axial direction at the outer peripheral end of the movable pulley half 210R. Cam plate 215 of movable pulley half 210R
Has a tapered surface inclined toward the cam plate 215 toward the outer periphery, and the tapered surface and the movable pulley half 210R
A dry weight pole 216 is accommodated in a space between the two.

When the rotation speed of the crankshaft 201 increases, a dry weight ball 216 that rotates between the movable pulley half 210R and the cam plate 215 rotates together.
The movable pulley half 21 moves in the centrifugal direction by centrifugal force.
OR is pressed by the dry weight ball 216 and moves leftward to approach the fixed pulley half 210L. As a result, the V-belt 212 sandwiched between the two pulley halves 210L and 210R moves in the centrifugal direction, and its winding diameter increases.

At the rear of the vehicle, the belt drive pulley 21
A driven pulley (not shown) corresponding to 0 is provided, and the V-belt 212 is wound around the driven pulley. With this belt transmission mechanism, the power of the internal combustion engine 200 is automatically adjusted and transmitted to the centrifugal clutch, and the speed reduction mechanism 38
The rear wheel 21 is driven via the like.

The transmission case cover 220 extends rearward from the belt drive pulley 210 to cover the belt-type continuously variable transmission chamber from the left side, and the kick shaft 27 is rotatably penetrated and supported forward. I have. The kick shaft 27 is urged by a return spring 223,
The drive helical gear 2 is provided on the inner end of the transmission case cover 220.
22 is fitted. In the transmission case cover 220,
A sliding shaft 224 is provided coaxially with the crankshaft 201 and supported to be rotatable and slidable in the axial direction with respect to the transmission case cover 220. The driven helical gear 2 meshing with the driving helical gear 222 is provided on the sliding shaft 224.
25, a ratchet wheel 226 is fixed to the right end in the figure, and the whole is urged leftward in the figure by a friction spring 227.

On the other hand, a boss 211 on the crankshaft 201 side is formed with a ratchet that engages with the ratchet wheel 226. The ratchet and the ratchet wheel 226 are connected to the sliding shaft 2 with respect to the transmission case cover 220.
24 can be moved away from each other by sliding. When the kick pedal 29 is depressed and the kick shaft 27 rotates against the return spring 223, the drive helical gear 222 rotates integrally with the kick shaft 27, and the driven helical gear 225 meshing with the drive helical gear 225 integrates with the slide shaft 224. Boss 21 against friction spring 227 while rotating
Slide to one side. Thus, the ratchet wheel 226
Is engaged with the ratchet of the boss 211 so that the crankshaft 2
01 by forcibly rotating the internal combustion engine 200.
Can be started.

On the other hand, the right crankcase 202R extends in a substantially cylindrical shape to the right of a main bearing 209 that rotatably supports the crankshaft 201, and the crankshaft 201 projects from the center axis thereof. This right crankcase 20
In the 2R cylinder, a starter / generator 250 combining a starter motor and an AC generator is provided.

An inner rotor (rotating inner magnet type rotor) 251 is fitted into the tapered end of the crankshaft 201 and is fixed by a nut 253 to rotate integrally. Six arc-shaped grooves are formed on the outer peripheral surface of the inner rotor 251, and a magnet 271 made of neodymium iron boron is fitted in each groove.

The outer stator 270 provided around the outer periphery of the inner rotor 251 is supported by screwing the outer peripheral edge thereof to the cylindrical wall 202a of the crankcase 202 with bolts 279. The stator core of the outer stator 270 is formed by laminating thin steel plates, and a plurality of teeth extending in the center direction from the annular portion of the outer peripheral edge to the power generating coil 2.
72 and the starting coil 273 are wound. The power generation coil 272 and the starting coil 273 are wound around the teeth so as to be biased inward in the crankshaft direction, and the amount of protrusion toward the outside in the axial direction is reduced.

The power generating coil 2 protrudes greatly inside the cylindrical wall 202a of the crankcase 202 toward the inside in the axial direction as compared to the outside.
72 and the starting coil 273 are formed in an annular shape to form an inner space inside thereof, and the rectifying brush mechanism 26 is formed in the inner space.
3 are configured. In the same internal space, the crankshaft 20
The brush holder 262 penetrated by the crankshaft 20
1 is fitted so as to prohibit relative rotation in the circumferential direction and allow only sliding in the axial direction, and a spring 274 is interposed between the inner rotor 251 and the brush holder 26.
2 is biased inward in the axial direction.

On the inner surface of the brush holder 262, brushes 263 are projected at a plurality of predetermined locations by a spring. A commutator holder 265 is fixed to and supported by a portion of the generator coil 272 and the starting coil 273 whose center is penetrated by the crankshaft 201 and whose outer peripheral edge largely protrudes inward in the axial direction, facing the inner surface of the brush holder 262. ing.

Brush holder 262 of commutator holder 265
A commutator piece 267 is concentrically arranged at a predetermined position on the surface facing the rectifier. Brush holder 262 that rotates with crankshaft 201 with respect to fixed commutator holder 265
The brushes 263 come into contact with the required commutator pieces 267 when they come and go.

A nut 25 screwed to the tip of the crankshaft 201 is provided on the outer side of the inner rotor 251 in the crankshaft direction.
An inner cylindrical portion 231 that covers the periphery of No. 3 and a concentric outer cylindrical portion 232 that covers the outside thereof extend axially outward, and the governor mechanism 230 is configured here. That is, the outer cylindrical portion 232 forms a governor outer with a tapered inner peripheral surface, and the governor inner 233 is fitted to the outer periphery of the inner cylindrical portion 231 slidably in the axial direction. A ball 234 as a governor weight is interposed between the outer cylindrical portion 232 and the outer cylindrical portion 232.

The connecting shaft 23 having one end fixed to the governor inner 233 sliding in the axial direction of the governor mechanism 230
5 penetrates through the inner rotor 251 in parallel with the crankshaft 201, and the tip is fitted to the brush holder 262. The connecting shaft 235 includes the governor inner 233 and the brush holder 2.
62 are connected to each other so as to be integrally movable with each other in the crankshaft direction.

When the crankshaft 201 is stopped,
The brush holder 262 is moved inward in the axial direction by the urging force of the spring 223, and the brush 263 is
Touch 7 Therefore, the current supplied from the battery flows to the starting coil 273 via the contact portion between the brush 263 and the commutator piece 267. Therefore, a rotational torque is generated in the inner rotor 251 to rotate the crankshaft 201, and the internal combustion engine 200 is started.

When the engine speed increases, centrifugal force causes the ball 234 to move in the outer peripheral direction on the tapered inner surface of the outer cylindrical portion 232, thereby sliding the governor inner 233 outward in the axial direction, and brushing through the connecting shaft 235. The holder 262 also moves integrally in the axially outward direction.
3 is automatically separated from the commutator piece 267, and thereafter the battery is charged by the power generation coil 272.

An annular disk-shaped rotor 240 for detecting a crank angle is integrally provided with an inner peripheral edge of the outer cylindrical portion 232 constituting the governor mechanism 230 by fitting the inner peripheral edge thereof. A pulsar 241 is disposed at a predetermined position near the outer peripheral edge of the pulsar 241. The pulser 241 detects a notch formed on the outer peripheral edge of the rotor 240 that rotates integrally with the crankshaft 201 via the inner rotor 251 and determines the crank angle. The annular disk-shaped rotor 240 covers the power generating coil 272 and the starting coil 273 of the outer stator 270 from outside. Further, a fan member 280 for forced air cooling of the internal combustion engine is integrally provided outside the rotor 40 in the axial direction.

The fan member 280 has a central conical portion 28.
The bottom portion of the inner rotor 25a is bolted by the bolt 246.
The fan 280 b is fixed to the outer cylindrical portion 232 and has a structure in which the fan 280 b provided on the outer periphery of the outer cylindrical portion 232 stands outside the rotor 240. The fan member 280 is covered with a fan cover 281.

The vehicle starter / generator according to the present embodiment is configured as described above, and has a commutation brush mechanism 263 disposed axially inside the inner rotor 251 and separated from the commutation brush mechanism 263 outside the axial direction. Governor mechanism 230
Is arranged, the amount of swelling outward of the crankshaft can be kept small.

Further, since the winding state of the power generating coil 272 and the starting coil 273 wound around the teeth of the stator core of the outer stator 270 is deviated inward in the axial direction and the amount of outward projection is reduced, Rotor 24
Therefore, it is not necessary to dispose the fan member 280 and the fan member 280 on the outer side in the axial direction, so that the amount of bulging outward of the crankshaft can be further reduced.

The outside air introduced from the outside air suction port 281a of the fan cover 281 by the rotation of the fan 280b spreads to the outer periphery along the central conical portion 280a.
0 prevents the inflow of air into the vehicle starter / generator 250, so that the rectifying brush mechanism 26 located further back (axially inward) than the vehicle starter / generator.
The outside air hardly invades 3 and therefore prevents the rectifying brush mechanism 263 from being affected by dust contained in the outside air.

Next, the structure of a hinge for opening and closing the seat 8 and a seat switch provided near the hinge will be described. FIG. 4 is a schematic diagram showing a structure of a hinge portion for opening and closing the seat 8. In the figure, a sheet 8 also serves as a lid of a luggage box 9 provided thereunder, and is provided to be able to open and close in the direction of arrow A with respect to the luggage box 9. In order to make the seat 8 openable and closable, the luggage box 9 is provided with a hinge shaft 102 and a link member 100 swingable about the hinge shaft 102. On the other hand, the other end of the link member 100, that is, the end opposite to the end connected to the hinge shaft 102 is a second hinge shaft 110 provided on the frame 8 a of the seat 8.
Are rotatably connected to the motor. Accordingly, the seat 8 can swing about the hinge shaft 102 in the direction of arrow A, and can swing about the second hinge shaft 110 also in the direction of arrow B.

A spring 103 is interposed between the link member 100 and the frame 8a, and urges the seat 8 clockwise about the second hinge shaft 110 in the drawing. Further, the link member 100 and the frame 8
A seat switch 54 is provided between the frame 8a and the driver 8 to turn on when the driver is seated and the frame 8a rotates a predetermined amount counterclockwise about the second hinge shaft 110 in the figure. Detect the seated state.

Next, a specific example of the structure shown in principle in FIG. 4 will be described. FIG. 10 is an enlarged cross-sectional view of the front portion of the seat 8 and is a view of a state at a first position where the driver is not seated. In the figure, a luggage box 9 is provided with a bearing 101 for supporting a link member 100. A hinge shaft 102 penetrates the bearing 101, and both ends of the hinge shaft 102 penetrate the link member 100 to support the link member 100. The link member 100 supported by the bearing 101 is a hinge shaft 10
2 is swingable in the direction of arrow A about the center.

A bolt 111 is attached to the frame 8a of the seat 8.
And the bolt 111 is attached to the link member 1.
00 through a hole (described later) provided at the other end of the nut 1.
12 is screwed. That is, the link member 100 is sandwiched between the nut 112 and the lower surface of the frame 8a. The portion of the link member 100 sandwiched between the lower surface of the frame 8a and the nut 112 is punched up and down to form a mountain shape with each other.
a and the nut 112 are formed so as to be substantially in line contact with each other. The shape of the embossed portion of the link member 100 will be further described later with reference to FIGS. Thus, the frame 8a is in line contact with the top of the chevron portion of the link member 100, and this contact portion is the second hinge shaft 110 that supports the frame 8a of the seat 8 so as to swing in the direction of arrow B.
Is formed.

The link member 100 includes a coil spring 1
A set plate 104 is provided at one end (lower end) of the coil spring 103, and a cap 105 is provided at the other end (upper end). The set plate 104 is supported by holes (described later) formed on the side surface of the link member 100. On the other hand, the cap 10
Reference numeral 5 protrudes from the hole formed on the upper surface of the link member 100 toward the sheet 8, and the amount of protrusion is defined by the flange portion of the cap 105. That is, the cap 10
5 is resiliently urged by the repulsive force of the coil spring 103 and projects a predetermined amount from the upper surface of the link member 100 to push up the frame 8a of the seat 8.

The frame 8a is provided with a dowel 8b. The dowel 8b protrudes inside the link member 100 through another hole provided on the upper surface of the link member 100. The luggage box 9 includes a mounting bracket 54a.
A seating switch 54 is attached, and a tip of a spindle 54b as an actuator displaced in the seating switch 54 is positioned so as to face the dowel 8b.

As shown in FIG. 10B, the dowel 8b has a shaft portion S and an overhang portion F, and an upper end of the overhang portion F is engaged with a lower surface of the link member 100. The upper swing limit of the seat 8 in the direction of arrow B is defined.

FIG. 11 is a perspective view of the link member 100. FIG. In the figure, holes 102a for supporting both ends of the hinge shaft 102 are provided on both side surfaces of the link member 100,
Holes 104a supporting the set plate 104 at both ends
Are provided. On the other hand, the upper surface of the link member 100 is provided with a substantially rectangular hole 80b through which the dowel 8b can pass and a round hole 105a through which the top of the cap 105 can pass. Further, the link member 100 includes the second
The upper and lower parts 100a and 100b are formed to form a fulcrum corresponding to the hinge shaft 110 of FIG. The top or ridgeline P of the upwardly projected portion 100a is in contact with the lower surface of the frame 8a, and the top formed on the back surface of the downwardly projected portion 100b (located on the back side of the valley V) is the nut. Contact 112.
The nut 112 is preferably brought into contact with the top via a rubber washer for buffering. A hole 1 through which the bolt 111 can penetrate is formed in the portion that is punched downward.
11a is provided.

Next, the fulcrum as the second hinge shaft 110 when the link member 100 swings will be described in more detail with reference to the drawings. FIG. 12 shows the second hinge shaft 11.
It is an enlarged view of the fulcrum part corresponding to 0. As shown in FIG.
The top P of Oa is in contact with the lower surface of the frame 8a, and the top P1 of the portion 100b (100c) that is projected downward is in contact with the upper surface of the rubber washer 112a disposed adjacent to the nut 112. Therefore, the link member 100 can be in sliding contact with the frame 8a or the rubber washer 112a at the top P or P1, and can swing the sheet 8 in the direction of arrow B.

With the above configuration, in the state where the driver is not seated at the first position, the seat 8 is
3, the lower surface of the link member 100 and the protruding portion F of the dowel 8b come into contact with each other, thereby restricting the upward movement of the sheet 8 in the direction of the arrow B. In this state, since the lower surface of the dowel 8b is separated from the spindle 54b of the seat switch 54, the seat switch 54 is turned off to detect non-seating.

On the other hand, when the driver is seated, the seat 8 turns downward against the repulsive force of the coil spring 103,
The lower surface of the dowel 8b is the spindle 54b of the seat switch 54.
, The seat switch 54 is turned on,
Detects seating. FIG. 13 is a view showing a state of the second position in which the seat 8 is rotated down about the fulcrum corresponding to the second hinge shaft 110 and the lower surface of the dowel 8b pushes down the spindle 54b of the seating switch 54. It is.

FIG. 14 shows a state in which the seat 8 is opened to open the luggage box 9. Even when the seat 8 is opened, the seat 8 is urged by the coil spring 103 clockwise about the second hinge shaft 110 sandwiched between the bolt 111 and the nut 112 in the figure, and the link member 100 is set to the set plate 104. Dowel 8 through
b. Therefore, even when the sheet 8 is opened, the sheet 8 is firmly fixed to the link member 100, and is maintained in a stable state without shaking.

Next, a modified example of the second hinge shaft 110 which allows the seat 8 to swing in the direction of arrow B will be described. FIG. 15 is an enlarged sectional view of a main part showing a modification of the second hinge shaft 110, and the same reference numerals as those in FIG. 10 indicate the same or equivalent parts. In this modified example, the link member 100 is supported by a shaft similar to the hinge shaft 102 instead of the fulcrum structure including the bolt 111 and the nut 112 and the chevron portion of the link member 100. That is, the hinge shaft 102 is provided on the frame 8a of the seat 8.
And a second hinge shaft 110 disposed in parallel with the second hinge shaft 110 so that the seat 8 can swing in the direction of arrow B about the second hinge shaft 110.

Next, a modification of the arrangement position of the coil spring 103 will be described. FIG. 16 is an enlarged sectional view of a main part showing a modification of the arrangement position of the coil spring 103, and FIG. 17 is a sectional view of a spring case accommodating the coil spring. 16 and 17, the same reference numerals as those in FIG. 10 indicate the same or equivalent parts. In this modification, the coil spring 103 is disposed on the luggage box 9 side. A spring case 106 is disposed in a space between the wall surface 9a of the luggage box 9 and the hinge shaft 102. The spring case 106 includes a case body 106a that houses the coil spring 103 and a lid 106b. Flange portion 106c of case body 106a and lid 106
b is fixed to the luggage box 9 by appropriate fixing means such as bolts and nuts.

One end of the flanged plunger 107 is penetrated through the hole of the case body 106a, and the other end is the lid 106b.
Are supported by being penetrated by the holes. A flange 107a is formed on the lid 106b side of the plunger 107,
The escape of the plunger 107 from the spring case 106 is restricted by the flange 107a. The coil spring 103 is interposed between the bottom of the case 106a and the flange 107a, and the plunger 107 is urged toward the lid 106b by the repulsive force. The upper end of the plunger 107 of the spring case 106 has a dowel 8 b formed on the frame 8 a of the seat 8.
Are positioned so as to face the lower surface of the. That is, the seat 8 is pushed upward by the plunger 107 urged by the coil spring 103.

The seat switch 54 is fixed to the side of the spring case 106, and the spindle 54b is connected to the flange 106c of the case body 106a and the lid 106.
b and protrudes upward through a hole provided in b. In the position where the seat 8 is pushed up to the maximum by the plunger 107, the seat switch 54
The tip of 4b is positioned so as not to contact the lower surface of the dowel 8b.

The engagement between the dowel 8b and the link member 100 is shown in FIG. FIG. 17B shows FIG.
It is XX sectional drawing of 7 (a). As shown in this figure, a projection T is formed in a hole 80b of the link member 100, and a hole H with which the projection T is engaged is formed on the front surface of the dowel 8b. Thus, since the link member 100 is engaged with the dowel 8b formed in the frame 8a of the seat 8, the swing range of the seat 8 in the direction of arrow B is such that the protrusion T abuts on the inner edge of the hole H. Not restricted to the range.

When the driver is not seated, the seat 8
Is pushed upward by a plunger 107 urged by a coil spring 103. In this state,
The lower surface of the dowel 8b is the spindle 54b of the seat switch 54.
, The seat switch 54 is turned off, and non-seating is detected.

On the other hand, when the driver is seated, the seat 8 moves against the plunger 10 against the repulsive force of the coil spring 103.
7 is pushed down, the lower surface of the dowel 8b pushes down the spindle 54b of the seating switch 54, and the seating switch 54 is turned on to detect seating.

In FIG. 16, a fulcrum is formed by the bolt 110 and the nut 112 so that the seat 8 can be swung in the direction of arrow B. However, as in the example of FIG. The fulcrum may be constituted by the hinge shaft 110.

Next, an example in which the coil spring 103 is arranged on the frame 8a side of the seat 8 will be described. FIG.
Moves the coil spring 103 to the frame 8a of the seat 8.
FIG. 11 is an enlarged cross-sectional view of a main part showing an example arranged on the side, and the same reference numerals as in FIG. 10 indicate the same or equivalent parts. In the figure, a spring case 106 accommodating a plunger 107 urged by a coil spring 103 is disposed in a space formed by a frame 8a of the seat 8, and the frame 8
a. The spring case 106 is positioned so that the tip of the plunger 107 contacts the upper surface of the link member 100, and the link member 100 is urged downward by the coil spring 103 via the plunger 107.

When the plunger 107 is pressed against the link member 100 by the coil spring 103,
The reaction force acts on the plunger 107, and the seat 8 receives a force for rotating in the direction of arrow CW. Spring case 1
A seating switch 54 is fixed to the side surface of the link 06, and the seating switch 54 is positioned so that the spindle 54 b projecting downward faces the upper surface of the link member 100.

When the driver is not seated, the plunger 107 urged by the coil spring 103 is pressed against the link member 100, and the reaction force of the plunger 107 causes the seat 8 to move.
Is pushed up. In this state, the upper surface of the link member 100 is
The seating switch 54 is turned off and the non-seat is detected.

On the other hand, when the driver is seated, the seat 8 is pushed downward against the repulsive force of the coil spring 103, and the plunger 107 is retracted, and the seat 8 is retracted.
Rotates with respect to the link member 100 in the direction of the arrow CCW. When the plunger 107 retracts, the seat switch 54
The spindle 54b is pushed by the upper surface of the link member 100 and lifted up, and the seat switch 54 is turned on to detect seating.

In FIG. 18, the outline 100a of the link member 100 shown by the two-dot chain line indicates the position of the link member 100 in the seated state. That is, in the non-seated state, the seat 8 tends to rotate in the direction of the arrow CCW around the fulcrum formed by the bolt 111 and the nut 112 and the link member 100 due to the reaction force due to the disturbing force of the coil spring 103. However, since the rear portion of the seat 8 is locked, the rotation of the seat 8 is restricted, and the fulcrum is held in a floating state by the reaction force due to the rotation. As described above, the position of the fulcrum is lowered as the seat 8 is lowered by sitting, and the link member 100
Is fixed at the position indicated by the outline 100a.

Although the bearing for supporting the hinge shaft 102 is formed integrally with the luggage box 9, the bearing is not necessarily integral, and a bearing separate from the luggage box 9 may be bolted to the luggage box 9. It may be fixed.

According to the above-described configuration of the seat front portion and the seating switch, the seat 8 is supported by the hinge shaft 102 that penetrates the circular hole provided in the luggage box 9, so that the seat 8 penetrates the long hole as in the conventional case. Unlike being supported by the hinged shaft, the sitting comfort is stabilized. In addition, since the front portion of the seat 8 is lifted upward by the link, that is, the link member 100 and the coil spring 103, the vertical stroke of the seat 8 can be increased when the driver is seated and not seated. The setting of the operating position of the seat switch 54 is easy.

FIG. 6 shows the crankshaft 201 as described above.
FIG. 1 is a block diagram showing an overall configuration of a start / stop control system in an internal combustion engine 200 provided with a starter / generator 250 that directly rotates the engine. The engine stop / start system according to the present embodiment includes an operation mode in which idling is restricted and an operation mode in which idling is permitted. More specifically, when the vehicle is stopped, the engine is automatically stopped, and when the accelerator is operated in the stopped state, the engine is automatically restarted to start the vehicle, and the “stop and start mode (idling restriction mode)”. And a “start mode (idling permission mode)” in which idling is permitted for the purpose of warm-up operation when the engine is started.

The crankshaft 201 of the engine 200 has
A starter / generator 250 is connected coaxially with the starter / generator 250.
The starter / generator 250 is connected to the starter motor 71 and the AC.
The power generated by the AC generator 72 is charged into the battery 68 via the regulator / rectifier 67. The battery 68 supplies a drive current to the starter motor unit 71 when the starter relay 62 is turned on, and supplies a load current to various general electrical components 74 and the main control unit 60 via the main switch 73.

The main controller 60 includes a Ne sensor 51 for detecting the engine speed Ne and a throttle switch 52 for closing a contact when the throttle opening exceeds a predetermined opening.
An idle switch 53 for permitting or restricting idling of the engine 200, a seat switch 54 for closing a contact when a driver is seated in a driver's seat, a vehicle speed sensor 55 for detecting a vehicle speed, and a stop in a stop / start mode described later. , A headlight switch 57 for turning on / off a headlight 69, and a starter switch 58 for driving a starter motor 71 of a starter / generator 250 to start the engine 200. Stop switch 5 that closes the contact in response to the brake operation
9 and the voltage of the battery 68 is a predetermined value (for example, 10 V).
A battery indicator 76 that lights up when the following occurs and warns the driver of insufficient charging is connected.

The main controller 60 further includes an ignition controller (including an ignition coil) 61 for igniting the ignition plug 206, a control terminal of a starter relay 62 for supplying electric power to the starter motor 71, The control terminal of the headlight relay 63 for supplying power to the lamp 69, the control terminal of the bistarter relay 64 for supplying power to the bistarter 65 mounted on the carburetor 66, and the driver turning off the main switch 73 The vehicle is connected to a buzzer 75 that generates an alarm sound and alerts the user before leaving the vehicle without being turned on or before the headlight 69 is automatically turned off.

FIG. 7 is a block diagram specifically showing the configuration of the main control unit 60. The same reference numerals as those described above denote the same or equivalent parts. FIG. 8 shows a main operation of the main control device 60 as a list.

The operation mode switching unit 300 sets the operation mode of the engine stop / start control device to the idle switch 5
In accordance with the state 3 and the state of the vehicle, the mode is switched to one of the "start mode" for permitting idling and the "stop and start mode" for restricting idling.

In the operation mode switching section 300, the state signal of the idle switch 53 is input to the operation mode signal output section 301 and the inverter 302. The state signal of the idle switch 53 is "L" level in the off state (idling limitation), and the on state (idling permission).
Indicates the "H" level. Inverter 302 inverts the state signal of idle switch 53 and outputs the inverted signal.

The vehicle speed continuation judging section 303 includes a timer 303a, and outputs an "H" level signal when a vehicle speed higher than a predetermined speed is detected for a predetermined time or more. The AND circuit 304 is connected to the output signal of the determination unit 303 and the inverter 3
And the output signal of the operation mode signal output unit 30
Output to 1.

When the main switch 73 is turned on, the operation mode signal output section 301 activates a "start mode" in which idling is permitted. Further, in the "start mode", the output of the AND circuit 304 becomes "H".
When the vehicle reaches a level, that is, when the idle switch 53 is turned off and a vehicle speed higher than a predetermined speed is detected for a predetermined time or longer, the operation mode is shifted from the "start mode" to the "stop and start mode" in which idling is limited. I do. Further, when the idle switch 53 is turned on again in the "stop and start mode", the operation mode is shifted from the "stop and start mode" to the "start mode". Operation mode signal S ₃₀₁ outputted from the operation mode signal output unit 301, "starting mode" into the "L" level, "Stop launch mode" in becomes "H" level.

The starter relay control section 400 activates the starter relay 62 manually or automatically under predetermined conditions according to the operation mode. In the starter relay control section 400, the detection signal of the Ne sensor 51 is supplied to the idling or below determination section 401. Judgment unit 401
Outputs an "H" level signal when the engine speed is equal to or lower than a predetermined idling speed (for example, 800 rpm). The AND circuit 402 outputs a logical product of the output signal of the determination unit 401, the state signal of the stop switch 59, and the state signal of the starter switch 58. The AND circuit 403 outputs a logical product of the output signal of the AND circuit 402 and an inverted signal of the operation mode signal _S301 .

The AND circuit 404 outputs the logical product of the output signal of the idling or less judgment section 401, the state signal of the throttle switch 52, and the state signal of the seat switch 54. The AND circuit 405 is connected to the AND circuit.
Outputs a logical product of the output signal of the circuit 404 and the operation mode signal S _301. The OR circuit 406 outputs the logical sum of the AND circuits 403 and 405 to the starter relay 62.

In such a configuration, the "start mode"
During operation, since the operation mode signal _S301 is at the "L" level, AND
The circuit 403 is enabled. Therefore, when the starter switch 58 is turned on by the driver while the engine speed is equal to or lower than idling and the stop switch 59 is on (during brake operation), the starter relay 62 is turned on and the starter motor 71 starts. Is done.

On the contrary, during the "stop and start mode", A
The ND circuit 405 is enabled. Therefore,
When the engine speed is equal to or lower than idling and the throttle is opened while the seat switch 54 is on (the driver is sitting in the driver's seat), the starter relay 62 is turned on and the starter motor 71 is started.

In the bi-starter control section 500, the output signal from the Ne sensor 51 is input to the Ne determination section 501. The Ne determination unit 501 outputs an “H” level signal when the engine speed is equal to or higher than the predetermined value, and closes the bi-starter relay 64. According to such a configuration, in any of the operation modes, if the engine speed is equal to or higher than the predetermined value, the fuel can be enriched.

In the indicator control section 600, the output signal from the Ne sensor 51 is input to the Ne determination section 601. The Ne determination unit 601 outputs an “H” level signal when the engine speed is equal to or lower than a predetermined value. The AND circuit 602 receives the state signal of the seat switch 54 and the N signal.
The logical product with the output signal of the e determination unit 601 is output. AN
D circuit 603 outputs a logical product of the output signal and said operation mode signal S ₃₀₁ of the AND circuit 602 to the standby indicator 56. Standby indicator 56
Turns off when the input signal is at the “L” level, and blinks when the input signal is at the “H” level.

That is, since the standby indicator 56 flashes when the vehicle is stopped in the "stop and start mode", the driver can start the vehicle immediately if the accelerator is opened even if the engine is stopped, if the standby indicator 56 is flashing. We can recognize what we can do.

The ignition control unit 700 permits or inhibits the ignition operation by the ignition control device 61 under predetermined conditions for each operation mode. In this ignition control unit 700,
A detection signal of the vehicle speed sensor 55 is input to the traveling determination unit 701. When it is determined that the vehicle is in a traveling state based on the detection signal, the traveling determination unit 701 outputs an “H” level signal. The OR circuit 702 is provided for the travel determination unit 701.
Of the throttle switch 52 and the output signal of the throttle switch 52. OR circuit 703 outputs a logical sum of the inverted signal of the output signal and the operation mode signal S ₃₀₁ of the OR circuit 702 to the ignition control device 61. The ignition control device 61 executes the ignition operation at predetermined timings when the input signal is at the “H” level, and stops the ignition operation when the input signal is at the “L” level.

According to such a configuration, since the inverted signal of the operation mode signal _S301 is at the "H" level in the start mode, the "H" level signal is always output from the OR circuit 703. Therefore, in the "start mode", the ignition control device 61 always performs the ignition operation. On the other hand, in the stop / start mode, the ignition operation is executed on condition that the vehicle is running or the throttle is opened. Conversely, if the engine is stopped and the throttle is closed, the ignition operation is prohibited.

The headlight / buzzer control unit 800 automatically turns on or off the headlight according to the running state of the vehicle or the sitting state of the driver for each operation mode, and also gives the driver various precautions. Is issued as a buzzer sound.

The state signal of the seat switch 54 is input to the non-seat continuation determining unit 801. Non-seat continuation determination unit 801
Are two timers 801 for measuring the non-seat time of the driver
1 and 8012, and when each of the timers ₈₀₁₁ and ₈₀₁₂ times out, it outputs signals S ₈₀₁₁ and S ₈₀₁₂ of “H” level, respectively. In the present embodiment, each of the timers 8011 and 8012 times out at 3 seconds and 1 second, respectively.

[0088] Non-ignition continuation determining unit 802 includes two timers 8021,8022 for counting a non-ignition time of the engine immediately in the non-ignition state "H" level signal S ₈₀₂₃
Is output, and when each of the timers ₈₀₂₁ and 8022 times out, the signal S ₈₀₂₁ of “H” level,
S ₈₀₂₂ is output. In the present embodiment, each timer 8021,
The 8022 times out at 3.5 minutes and 3 minutes, respectively.

The AND circuit 812 outputs a logical product of the output signal S ₈₀₁₁ of the non-seating continuation determining unit 801 and the output signal S ₈₀₂₃ of the non-ignition continuation determining unit 802. OR circuit 804
Outputs the logical sum of the output signal S _{8021 of the} non-ignition continuation determining unit 802 and the output signal of the AND circuit 812.
AND circuit 805, flip-flop 8 the logical product of the output signal and the operation mode signal S ₃₀₁ of the OR circuit 804
10 to the reset terminal R.

The AND circuit 807 outputs the logical product of the state signal of the throttle switch 52 and the operation mode signal _S301 . The output signal of the Ne sensor 51 is input to the Ne determination unit 806, and outputs an “H” level signal when the engine speed is equal to or less than the predetermined value. AND circuit 808
The output signal of the Ne determination unit 806 and the operation mode signal S
Outputs the logical product of the inverted signal of ₃₀₁ . OR circuit 809
Outputs the logical sum of the AND circuits 807 and 808 to the set terminal S of the flip-flop 810. AND circuit 8
Reference numeral 11 denotes a logical product 811 of the Q output of the flip-flop 810 and the status signal of the headlight switch 57,
3 to the control terminal. The headlight relay 63 is “H”
When a level signal is input, the headlight 69 is turned on,
The light turns off when an "L" level signal is input.

According to such a configuration, in the start mode, since the inverted signal of the operation mode signal _S301 is at the "H" level, the AND circuit 808 is enabled. Therefore, when the engine speed is equal to or higher than the predetermined number of revolutions, the flip-flop 810 is set, and when the headlight switch 57 is turned on, the headlight is turned on.

[0092] On the other hand, the operation mode signal S ₃₀₁ is in the stop starting mode "H" level since the AND circuit 805, 807
Is enabled. Therefore, the OR circuit 804
Is high, the flip-flop 810
Is reset and the headlight is automatically turned off.

That is, in the headlamp in the stop / start mode, the non-ignition state continues for more than the time-out period of the timer 8021 (3.5 minutes in this embodiment) and the output signal S
_When the output signal of the AND circuit 812 becomes “H” level when the signal ₈₀₂₁ becomes “H” level or the non-seating state in the non-ignition state continues for the timeout period of the timer 8011 (3 seconds in this embodiment). It is turned off.

According to the investigation by the inventors, waiting for a traffic light or a right turn at an intersection is about 30 seconds to 2 minutes, and a stop exceeding this time is a stop other than a wait for a traffic light or a right turn, ie, a headlight. There is a high possibility that the vehicle is in a stopped state that does not need to be turned on. Therefore, as in the present embodiment, if the headlight is turned on until the non-ignition state exceeds the scheduled time (for example, 3.5 minutes), the vehicle stops in a stop state for waiting for a traffic light or a right turn. You can keep the headlights on. Also, when the stop time exceeds 3.5 minutes, the light is automatically turned off, so that useless power consumption of the battery can be suppressed.

Further, when the driver is not seated after the vehicle is stopped, there is a high possibility that the vehicle is stopped other than waiting for a traffic light or waiting for a right turn. However, it is often empirical that the driver temporarily stands up immediately after stopping at the intersection with the vehicle straddling the vehicle. Therefore, it is not desirable to automatically turn off the light simultaneously with the detection of non-seating. Therefore, in the present embodiment, the non-seating time in the non-ignition state is measured, and the light is automatically turned off on the condition that the estimated time (3 seconds in the present embodiment) that the driver is estimated to have left the vehicle has elapsed.

When the throttle is opened from the stop state in the stop / start mode, the output of the AND circuit 807 becomes "H" level and the flip-flop 810 is set, so that the headlight is automatically turned on. I do.

The AND circuit 813 of the headlight / buzzer control section 800 outputs the output signal S ₈₀₁₂ of the non-seat continuation determination section 801,
The logical product of the output signal S _{8023 of the} non-ignition continuation determining unit 802 and the operation mode signal S ₃₀₁ is output to the buzzer driving unit 814. The AND circuit 815 calculates the logical product of the output signal S ₈₀₂₂ of the non-ignition continuation determining unit 802, the operation mode signal S ₃₀₁ , and the status signal of the headlight switch 57 by a buzzer driving unit 814
Output to

The buzzer driving section 814 includes an AND circuit 813
Becomes "H" level, that is, the non-seat state in the non-ignition state in the stop / start mode is the timer 8012.
Is continued for more than the timeout period (1 second in this embodiment), a buzzer drive signal that repeats ON for 0.2 seconds and OFF for 1.5 seconds is output. The buzzer drive signal at this time is continuously output until the main switch 73 is shut off or the driver is seated again.

On the other hand, the output signal of the AND circuit 815 becomes “H” level, that is, the headlight switch 57 is in the ON state in the stop / start mode, and the non-ignition state is the timeout period of the timer 8022 (this embodiment). (3 minutes) or more, the same buzzer driving signal as described above is output for the scheduled time until the timer 8141 times out. This eliminates the need for an operation for stopping the buzzer.

According to this embodiment, when the engine is automatically stopped, if a non-seated state for more than one second is detected without shutting off the main switch, the driver may leave the vehicle without forgetting to turn off the main switch. Then, the buzzer 75 is sounded and the driver can recognize that he / she has forgotten to turn off the main switch.

Further, according to the present embodiment, the buzzer 75 is sounded before the automatic stop condition for stopping the vehicle (the non-ignition state is 3.5 minutes or more) is satisfied (the non-ignition state is 3 minutes or more). Therefore, the driver can recognize in advance that the headlight is automatically turned off, and it is possible to prevent the headlight from being turned off automatically against the intention of the driver.

In the above-described embodiment, when the engine is automatically stopped, if the non-seated state for more than one second is detected without shutting off the main power supply, the main switch 73 is shut off or the driver is disengaged. Although the description has been made assuming that the buzzer continues to ring until the driver gets on the vehicle again, it is assumed that the driver leaves the vehicle without shutting off the main switch 73 as in the case of, for example, a delivery business or a collection business. In this case, the buzzer may be automatically stopped after the elapse of the scheduled time.

Further, in the above embodiment, the headlight is automatically turned off when the ignition is turned off or the driver is not seated for a predetermined time or more. The light may be reduced to reduce the light, or the headlight may be turned off, and the position lamp may be turned on instead.

FIG. 9 is a block diagram showing the overall configuration of a start / stop control system according to another embodiment of the present invention. The same reference numerals as in FIG. 6 denote the same or equivalent parts. In the present embodiment, the power generated by the AC generator unit 72 is charged into the two batteries 68A and 68B via the regulator / rectifier 67. The battery 68A is used exclusively for starting the engine, and supplies a drive current to the starter motor 71 when the starter relay 62 is turned on. The battery 68B
Supplies a load current to various electrical components 74 and the main control unit 60 via the main switch 73.

As described above, in this embodiment, the battery 68
A is dedicated to starting the engine, its power consumption is sufficiently small, and it is always maintained in a fully charged state.
Regardless of the charge amount of 8B, a good engine start can always be performed.

[0106]

As described above, according to the present invention, the following effects can be obtained. (1) Since the link member is rotatable about the first or second hinge axis, the seat does not wobble and a stable sitting state can be maintained. (2) The seat displacement between the seated position and the non-seated position
Swinging movement about the hinge axis of the seat, it is easier to secure the amount of displacement of the sheet than when the shaft is inserted through the elongated hole to guide the up and down movement of the sheet, and the sheet load by the switch means Detection becomes easy.

[Brief description of the drawings]

FIG. 1 is an overall side view of a scooter type motorcycle equipped with an engine stop / start control system to which the present invention is applied.

FIG. 2 is a plan view around an instrument panel of the scooter type motorcycle.

FIG. 3 is a sectional view of a main part of a throttle grip.

FIG. 4 is a schematic diagram showing an outline of a seating detection device.

FIG. 5 is a cross-sectional view of the internal combustion engine of FIG. 1 cut along line II-II.

FIG. 6 is a block diagram showing an overall configuration of a start / stop control system according to an embodiment of the present invention.

FIG. 7 is a block diagram showing functions of a main control device.

FIG. 8 is a diagram showing a list of main operations of a main control device.

FIG. 9 is a block diagram showing an overall configuration of a start / stop control system according to another embodiment of the present invention.

FIG. 10 is an enlarged sectional view of a main part of the seating detection device at a non-seating position.

FIG. 11 is a perspective view of a link member included in the seating detection device.

FIG. 12 is an enlarged view of a main part showing a structure of a second hinge shaft.

FIG. 13 is an enlarged sectional view of a main part of the seating detection device at a seating position.

FIG. 14 is an enlarged cross-sectional view of a main part of the seating detection device at a position where the luggage box is opened by raising the seat.

FIG. 15 is an enlarged sectional view of a main part of the seating detection device showing an example in which the second hinge axis is constituted by a circular sectional axis.

FIG. 16 is an enlarged sectional view of a main part of a seating detection device showing an example in which a coil spring is arranged on a vehicle side.

FIG. 17 is a sectional view of a link member urging means.

FIG. 18 is an enlarged sectional view of a main part of a seating detection device showing an example in which a coil spring is fixed to a seat side.

[Explanation of symbols]

2 front of the vehicle body 3 rear of the vehicle body 8 seat 8a
... frame, 8b ... dub, 9 ... luggage box,
100: link member, 54: seat switch, 54b
... actuator, 101, bearing, 102, first hinge shaft, 103, coil spring, 104, set plate, 105, cap, 106, spring case, 107, plunger, 110, second hinge shaft, 111, bolt, 112 ... nut

Claims (8)

[Claims] 1. A seating detection device for a vehicle for detecting whether a driver is seated or not seated based on a vertical position of a seat, comprising: a first hinge shaft provided in the vehicle body and provided near the seat front portion; A second hinge shaft provided at a lower portion of the seat nearer to the vehicle than the first hinge shaft, and a link member connecting the first hinge shaft and the second hinge shaft; Urging means for urging the front of the seat upward about the second hinge axis; and non-seating when the seat is at the first position, and a second set below the first position. And a switch means for detecting a seat when the vehicle is in a position. 2. The urging means acts at a position deviated from the second hinge axis in the direction of the first hinge axis and applies an elastic force in a direction in which the link member and the sheet are separated from each other. The vehicle seat detecting device according to claim 1, wherein the vehicle seat detecting device is a coil spring provided so as to cause the vehicle seat to rotate. 3. The vehicle seat detecting device according to claim 2, wherein the coil spring is mounted on the link member, and a free end thereof is in contact with a lower surface of the seat. 4. The vehicle according to claim 1, wherein the coil spring is mounted on a vehicle body side, and further includes a plunger biased by the coil spring, wherein the seat is biased via the plunger. The vehicle seat detection device according to claim 2. 5. The switch device according to claim 1, wherein said switch means is fixed to a vehicle side, and is configured to detect seating / non-seating based on a position of an actuator which is displaced by being pressed by a bottom surface of said seat. The vehicle seating detection device according to any one of claims 1 to 4. 6. The vehicle according to claim 6, wherein the coil spring is mounted on the seat side, and further includes a plunger urged downward by the coil spring, and the upper surface of the link member is urged through the plunger. The vehicle seating detection device according to claim 2, wherein: 7. The switch means is fixed to the seat side, and is configured to detect seating / non-seat based on a position of an actuator which is displaced by being pressed by an upper surface of the link member. The vehicle seating detection device according to claim 6, wherein: 8. The second hinge shaft includes: a chevron portion protruding in a vertical direction of the link member; and a contact portion with a fastening member for sandwiching the chevron from above and below, The seating detection device for a vehicle according to any one of claims 1 to 7, wherein a fastening member is fixed to the seat side.