KR950007227Y1 - Automatic stand device for a two-wheeled vehicle - Google Patents

Abstract

No content.

Description

Automatic stand unit for two-wheeled vehicle

1 is a side view of a motorcycle showing a stand device.

2 is a side view of the stand apparatus having a reference point IV-IV.

3 is a side view of the stand apparatus with the outside partially removed to illustrate the internal apparatus.

4 is a cross-sectional view of a stand-motor motor transmission.

5 is a control circuit diagram of an operation determiner.

6 shows the ON-OFF position of the limit switch.

7 is a diagram showing a relationship between an engine speed determination circuit and a switch.

8 is a circuit diagram of the engine speed determination circuit of FIG.

9A-9F are graphs of electric pulse waves.

10A to 10D are circuit diagrams of an engine speed sensor.

11 shows a speedometer and a speed detector.

12 is a cross-sectional view of the speedometer and speed sensor taken along the line VII-VII of FIG.

13 is a circuit diagram of a stand motor control circuit.

14 is a cross-sectional view of a modification of the speedometer and speed sensor of FIG.

FIG. 15 is a sectional view of a modification of the speedometer and speed sensor of FIG. 12. FIG.

FIG. 16 is a control circuit diagram used in a modification of the speedometer and speed sensor of FIG.

Figure 17 is a longitudinal cross section through the actuation sensor switch.

18 shows a hand brake lock on a handlebar.

FIG. 19 is a sectional view showing a power unit and a power train of the motorcycle of FIG.

* Explanation of symbols for main parts of the drawings

12 stand assembly 14 bracket

25: stand body 26: stand motor

34: first reduction gear portion 35: second reduction gear portion

39: solenoid 51, 53: relay

52: electrical 56, 57: limit switch

58: throttle switch 59: ignition switch

84 regulator 93 diode

133: speedometer 144: stopper

146: proximity switch 152: fuse

[Design background]

The present invention relates to a method for adjusting an automatic motor drive stand device for supporting a two-wheeled vehicle at standstill.

Stand devices are typically used for support of two-wheeled vehicles when parked or stopped. An example of the stand apparatus is described in Japanese Patent Laid-Open No. 53-4563. Typically, the stand device is pivoted out from the retracted position near the chassis bottom near the rear wheels. In motorcycles, the extension and retraction of the stand is represented by a worm gear driven by a bidirectional motor. The driver can operate the motor to extend the stand from the horizontal retracted position to the vertical extended position when the two-wheeled vehicle is stationary, whereas the driver drives the motor to withdraw the stand from the extended position when the two-wheeled vehicle moves. You can.

However, in the conventional motor drive stand device for a two-wheeled vehicle, there is no method of maintaining the stand in the retracted position by blocking power transmission of the stand from the motor when the vehicle is in motion.

Extension and withdrawal of the stand was adjusted by the operator operating the motor by hand. In the conventional motor drive stand device for a two-wheeled vehicle, there is no method of determining whether or not the vehicle is moving, and if it is moving, preventing the extension of the stand until the vehicle is stopped.

[Outline of Design]

The present invention relates to an automatic motor drive stand apparatus for the support of a two-wheeled vehicle at a standstill, and more particularly to means for determining a stationary state of a vehicle with a stand that can extend from a retracted position. An automatic motor drive stand apparatus for a two-wheeled vehicle includes a pivot stand, a stand motor for extending and retracting the stand, and sensing means for preventing extension of the stand when the vehicle moves. The determination that the vehicle is not moving is based on the output of the sensor that detects the throttle, brake, engine speed or the movement of the vehicle, and the determination is also based on the combined relationship of the elements.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The motorcycle 1 having the automatic stand device according to the present invention shown in FIG. 1 includes a chassis 2, a front fork 3 for pivoting the front wheels 4, a steering wheel 5, and a seat 6. ), A power unit 7, a rear wheel 8, a front cover 9, a floor panel 10 on which the passenger's foot is placed, a rear cover 11 and a stand assembly 12.

The power unit of the motorcycle 1 is shown in FIG. 19 with an automatic stand. The power unit is composed of a front block and a rear block connected to each other by a belt type transmission. The front block includes an engine 202, a crankshaft 203, an alternating current generator (ACG) 204, and a drive pulley 219 of the transmission. The rear block has a driven pulley 220, a centrifugal clutch 218, a reduction gear 212 and a drive wheel 213 of the transmission. The engine 202 with the spark plug 201 at the top is located at the front end of the front block and the axis of the cylinder is inclined with respect to the vertical plane of the motorcycle. The crankshaft 203 connected to the piston 216 of the engine 202 via the crank rod 217 extends horizontally in the transverse direction. Alternator (ACG) 204 is connected to the end of the crankshaft 203 (top end in FIG. 19). The drive pulley 219 of the belt type transmission is attached to the other end of the crankshaft 203. The drive pulley 219 has a slidable pulley disc 205 that can slide along the crank axis while its rotation is limited, and a fixed pulley disc 206 fixed to the crank shaft 203. The distance between the sliding pulley disk 205 and the fixed pulley disk 206 is variable because the sliding pulley disk 205 slides along the crank axis 203.

At the rear of the crankshaft 203, the driven pulley 220, the centrifugal clutch 218, the reduction gear device 212, and the drive wheel 213 of the transmission are provided. The driven pulley 220 has a structure similar to the driving pulley 219. The driven pulley has a stock pulley disk 208 and a fixed pulley disk 209 with a distance between them. A belt is wound around the drive pulley 219 and the driven pulley 220 to transfer the driving force from the drive pulley 219 to the driven pulley 220. By varying the distance between the pulley discs, the effective radius of the drive pulley 219 and the driven pulley 220 can be changed, which also makes the transmission ratio variable. The input shaft 210 is disposed coaxially through the driven pulley 220 and is rotatably supported with respect to the driven pulley. The centrifugal clutch 218 is attached to an end (lower end in FIG. 19) of the input shaft 210 to engage and disengage the driven pulley 220 and the input shaft 210. More precisely, the inner clutch member 221 of the centrifugal clutch 218 is connected to the input shaft 210.

), And the outer disk clutch 222 of the centrifugal clutch 218 is fixed to the driven pulley 220. The inner clutch member 221 is arranged at the same distance with respect to the axis of the input shaft 210, the distance from the shaft is a distance between the outer surface of the inner clutch member 221 and the inner surface of the outer clutch disk 222. Is determined to be maintained. The elastic means impart inward thrust to the inner clutch member 221 to hold them in position while the driven pulley 220 is in a stationary state. The radial distance of the inner clutch member 221 increases as the rotational speed of the driven pulley 220 increases, but the inner clutch member does not contact the outer clutch disk 222 if the rotational speed is lower than a predetermined value. When the rotational speed of the driven wheel 220 reaches a predetermined value and exceeds the predetermined value, the inner clutch member 221 contacts the outer clutch disk 222 and the driving force is driven from the driven pulley 220 to the input side 210. Delivered.

The reduction gear 212 having the intermediate shaft 223, the drive shaft 211, and the gear attached thereto is connected to the input shaft 210. The driving force transmitted to the input shaft 210 is transmitted to the reduction gear 212 while the rotational speed transmitted therethrough is reduced. As a result, the driving force is transmitted to the driving wheel 213 attached to the driving shaft 211.

By virtue of the structure described above, the driving force of the engine 202 is not coupled while the rotational speed of the driven pulley 220 is below a certain value. The driving force is automatically transmitted to the driving wheel when the rotational speed is above a predetermined value. Moreover, the rotational speed ratio of the crankshaft 203 to the driven wheel 220 is variable even when the engine is connected or not connected to the drive wheel.

The automatic stand 214 is arranged at the front lower part of the power unit beside the engine. The automatic stand is described in detail below.

As shown in FIG. 2, the power unit 7 is connected to the pair of arms 17 by means of bolts 22 via rubber bushes 21. The stand assembly 12 includes a casing 24 pivoted along the pivot side 23 inside the bracket 14 and a stand body 25 pivoted between set angles inside the casing 24. And a stand motor 26 provided inside the casing 24. The fraud casing 24 and the stand motor 26 are located between the two arms 17 at the rear of the chassis 2.

3 and 4 show in detail the mechanism of the stand motor 26. The casing 24 includes a rotation drive shaft 30 pivoting the stand body 25. The drive shaft 30 is rotated through the transmission gear assembly 32 by an electric motor 31. The motor 31 is installed at right angles to the drive shaft 30 and parallel to the longitudinal axis of the motorcycle.

The transmission gear assembly 32 is composed of a first reduction gear portion 34 and a second reduction gear portion 35. The first deceleration gear portion includes a worm gear 33 composed of a worm 33a parallel to the rotation axis of the electric motor 31, a worm wheel 33b for coupling the worm 33a, and a rotation shaft of the motor 31. And a drive gear 34 directly connected to the worm, and a drive gear 34b directly connected to the worm 33a. The second reduction gear unit 35 includes a driven gear 35a coaxially installed with the worm wheel 33b and a driven gear 35b that rotates together with the drive shaft 30.

The rotation speed of the electric motor 31 is decelerated by the first reduction gear portion 34, the worm gear 33, and the second reduction gear portion 35. The first reduction gear portion 34 is perpendicular to the rotation axis of the electric motor 31, while the second reduction gear 35 is parallel to the motor shaft because its axial direction is changed by the worm gear 33. That is, the first and second reduction gears 34 and 35 are perpendicular to each other. The driven gear 35b of the second reduction gear part 35 has a shape similar to a fan coaxial with the drive shaft 30. This is separate from the synchronous 35a when the stand 25 is in the extended position (shown in solid line in FIG. 3) and in the retracted position (shown in dashed line in FIG. 3). Thus, the second reduction gear 35 acts as a clutch.

As shown in FIG. 4, the driven gear 35b is connected to rotate synchronously with the drive shaft 30 via a spline 36. By coupling as shown in solid lines in FIG. 4 of the drive gear 35a, the rotation of the motor 31 is transmitted to the drive shaft 30. When disconnected (as shown by the dashed lines), the transmission is stopped. The driven gear 35b of the second reduction gear 35a is spaced apart from the drive gear 35a by the restoring spring 37. The force of the restoring spring 37 is independent of the oscillating arm 38 which slides the driven gear 35b along the drive shaft 30 when vibrated by the solenoid 39.

In Figures 1 and 2, the spring 40 holds the stand in an extended or retracted position. The power unit 7 includes a centrifugal clutch (not shown) that transmits engine power to the rear wheels 8 after the engine speed reaches a predetermined value.

5 shows a control circuit of the electric motor 31 for driving the stand 25. One lead of the motor 31 is connected to both terminals of the battery 52 via an ON (normally open) contact portion 51a of the relay 51, and the other end thereof is normally closed (NC) of the relay 51. ) Is grounded through the contact portion 51b. The other lead of the motor 31 is connected to both terminals of the battery 52 via the ON contact 53a of the relay 53 and also the negative of the battery 52 through the NC contact 53b of the relay 53. Connected to the terminal.

One end of the coil 51c of the relay 51 is connected to the contact portion 55a of the stand switch 55 to pivot the stand to the extended position, and the other end is a limit that determines when the stand is in the extended position. Is connected to the switch 56. Alternatively, one end of the coil 53c of the relay 53 is connected to the transfer contact 55b of the stand switch 55 so as to pivot the stand to the horizontal position, and the other end thereof when the stand is in the retracted position. It is connected to the negative terminal of the battery 52 through the limit switch 57 to determine. The transfer contact 55c of the stand switch 55 connects the draw to both terminals of the battery 52 through the switch 58, the ignition switch 59, and the fuse 60.

As shown in FIG. 1, the stand switch 55 is located near the steering wheel 5 for easy access. The switch uses the extended position, the retracted position and the neutral (OFF) position to control the operation of the stand. Limit switches 56 and 57 act as proximity sensors to determine the position of the stand 25.

As shown in FIG. 3, these switches are provided inside the casing 24 at two ends of the pivot region of the driven gear 35b. 6 shows the ON-OFF position of the switches 56, 57 relative to the pivot area of the stand 25. The switch 56 is switched off when the stand 25 is extended (position C), and the switch 57 is switched off when the stand 25 is withdrawn (position A), with the switches on both sides of the rest of the stand ( Lights when in position B). The stand 25 is pivoted between the extended position and the retracted position and stops at two positions controlled by the limit switch.

The above description is for the automatic stand device of a two-wheeled vehicle. The present invention relates to controlling the automatic stand apparatus such that the stand is automatically extended when the vehicle is stopped.

In a first embodiment of the present invention, a throttle switch is provided to determine whether the vehicle has stopped. When the throttle is closed, the engine speed is reduced to idle. The centrifugal clutch is disengaged, whereby the throttle switch is activated. Since the solenoid 39 is not operated, the stand 25 is pivoted, and the gears 35a and 35b of the second reduction gear 35 are separated.

When the stand switch 55 rotates to the horizontal position, current flows from the battery 52 to the coil 51c of the relay 51 through a closed circuit composed of the throttle switch 58 and the limit position 56.

As a result, the ON contact 51a is closed to operate the electric motor 31 and the solenoid 39. The oscillating arm 38 moves along the drive shaft 30 to slide the driven gear 35b of the second reduction gear portion 35. The driven gear 35b is engaged with the drive gear 35a and the stand 25 is pivoted to a vertical position by the rotation of the electric motor 31 being transmitted through the first reduction gear unit 35 and the worm gear 33. .

The pivoting movement driven by the electric motor 31 is stopped when the limit switch 56 is turned off to indicate complete extension of the stand 25. The stand may return to the withdrawn position by starting the vehicle after the solenoid 39 and the electric motor 31 are turned off.

When the solenoid 39 is turned off, the driven gear 35b of the second reduction gear and the stand 25 are separated to enable the pivoting movement. When the vehicle is started, the throttle switch 58 is turned off to open the circuit of the motor 31 so that the stand 25 remains in the withdrawn position.

The stand 25 can also be returned to the horizontal position by using the electric motor 31. If this phenomenon occurs, the gears 35a and 35b of the second reduction gear 35 must be engaged (limit switch 57 is ON). At this time, the switch rotates to the horizontal position. The relay 53 is activated to close the ON contact 53a. As a result, current flows into the electric motor 31 in the opposite direction and causes the stand 25 to pivot to the retracted position. As shown in FIG. 6, when the stand 25 is pivoted to the retracted position, the limit switch 57 is turned off to stop the current flowing to the motor 31. Pivot movement is only affected when throttle clutch 58 is in the ON position and the vehicle is stopped. In this embodiment, the time period is between the times when the throttle is closed and the engine speed is reduced, which is the time taken by the delay of the switch 58 to close the throttle (see also FIG. 5).

In the second embodiment of the present invention, the engine speed sensor circuit is located between the ignition switch 59 and the stand switch 55. This arrangement is shown in FIG. The detector is activated when the engine speed decreases below a predetermined limit, and the motor pivots the stand 25 when the detector is activated.

8 shows the structure of the sensor circuit. When a rotation signal (see FIG. 9a) is generated from the ignition system, it is filtered through the diode D1 so as to pass only the positive element separated through the resistors R1 and R2 supplied to the transistor TR1. The transistor TR1 is connected to the capacitor C1 through a resistor R3. The capacity C1 is discharged every time the transistor TR1 is turned on. The other terminal of capacitor C1 is connected to the input of transistor TR2 via voltage divider resistors R4 and R5. The output of the transistor TR2 is supplied to the capacitor C2 through the resistor R6. The voltage of capacitor C2 is shown in FIG. 9B.

As the engine speed decreases, capacitor C1 is occasionally discharged and transistor TR2 is frequently turned off to raise the voltage of capacitor C2. As the engine speed increases, the frequency of transistor TR2 is turned off to reduce the voltage of capacitor C2.

The voltage of the capacitor C2 is supplied to both terminals of the comparator CMP1 for comparison with the reference voltage VR. The reference voltage VR is generated by the resistors R7 and R8 and passes through the negative terminal of the comparator CMP1.

9A-9F illustrate CMP1 generating a signal that increases as it increases above the voltage VR of capacitor C2. This means that the signal from the comparator CMP1 increases with increasing engine speed. The output of the comparator CMO1 is supplied to the transistor TR3 through the resistor R9. The output of the transistor TR3 is connected to the capacitor C3 through the resistor R10. Capacitor C3 is charged to increase the voltage when transistor TR3 is turned off or the signal decreases at point c (see also FIG. 9d). Thus, the voltage at point d increases as the engine speed increases. This voltage is supplied to both terminals of the comparator CMP2 for comparison with the reference voltage VR.

Figure 9e shows the output voltage of comparator CMP2 which increases when the voltage at point d is increased above the reference voltage VR. The voltage at point e passes through transistor TR4 after it has been flattened by resistors R11 and R12 and by capacitor C4.

The transistor TR4 is connected to the ignition switch 59 and the stand switch 55 shown in FIG. When the engine speed increases above a predetermined value, transistor TR4 is turned off to interrupt the circuit between ignition switch 59 and stand switch 55. The waveform at point f is shown in FIG. 9f.

Engine speed sensor circuit 70 remains open when the engine speed is above a predetermined value. The stand motor 31 which drives the stand 25 is only startable when the engine speed is below this predetermined value.

A third embodiment of the present invention is shown in circuit diagrams in FIGS. 10A-10D. This embodiment features an NC relay driven by an AC generator. The relay is replaced with the throttle switch 58 shown in FIG. 5 and allows the pivot stand 25 to extend when the engine speed falls below a predetermined value. The AC generator 81 has a lamp coil 81a and an ignition 81b connected to the ignition device 80. The lamp coil 81a supplies AC current to the lamp 83 through the switch 82 and is connected to the NC relay. The output of the regulator 84 is charged to the battery 52 through the lamp coil 81a. (See FIG. 5).

The relay 90 is AC / DC combined. When used as an AC relay, the coil is directly connected to the lamp coil 81a, and the NC contact 92 is installed at the same position as the throttle switch 58 (see also 10b).

The NC contact 92 is connected to the battery 52 via an ignition switch 59 and a fuse 60 and to the transfer contact 55c of the stand switch 55 (see FIG. 5). When connected as shown in FIG. 10C or FIG. 10D, it can be used as a DC relay.

The circuit c has a diode 93 inserted between the coil 91 of the relay 90 and the lamp coil 81a. In circuit d, diode 93 and resistor 94 are connected in series, and planarizing capacitor 95 is installed parallel to coil 91. In both cases the NC contact 92 must be installed in the same position as the AC circuit.

When the engine is started, electromotive force is generated by the lamp coil 81a, and the voltage increases above a predetermined value so that the relay 90 is operated to open the NC contact 92. In this state, the motor 31 is not started. As the engine speed decreases, the output voltage of the lamp coil 81a also decreases, and when the output voltage decreases below a predetermined value to submerge the relay 90, the NC contact 92 drives the motor to drive the stand 25. It is closed to start 31. Thus, the stand 25 is extended when the vehicle is stopped.

In a fourth embodiment of the present invention, adjusting the extension of the automatic stand apparatus of the two-wheeled vehicle is based on observing the position of the speedometer needle, which position is used to indicate that the vehicle will stop. The speedometer 133 shown in FIG. 12 is rotatably installed in the casing 135. The speedometer 133 is mounted on the rotating magnet 136 driven by the speedometer cable 134, the aluminum disk 137 which rotates freely relative to the same side of the rotating magnet 136, and on the casing 135. And a guide needle at an end of the display panel 140 having a stay 138 integrated with the aluminum disk 137, a rotating shaft 139 inserted therein and freely rotating therein, and a display panel 140 into which the rotating shaft 139 is inserted. 141 and a restoring spring 142 provided between the rotation shaft 139 and the stay 138. The rotating shaft is inserted through the adjustment pipe 143 and installed in the stay 138, the restoring spring 142 is installed on the side of the rotating shaft 139 is connected to the aluminum disk 137. The stopper 144 protruding from the display panel 140 is installed to stop the guide needle 141 at the position "0" on the display panel 140 by integrating the guide needle and the plate.

The stop-ackONwledgment means 113 in this embodiment consists of a speedometer 133, a magnet 145 incorporated into the adjustment pipe 142, and a proximity switch 146 incorporated with the stay 138. . The magnet 145 and the proximity switch 146 are positioned so that the proximity switch 146 is in the "ON" position when the guide needle 141 is secured with the stuffer 144. The impact on the guide needle 141 is reduced by installing the magnet 145 near the center position of the rotation shaft 139.

The control circuit for driving the stand 25 is described based on FIG. 13 and FIG. In FIG. 13, one end of the electric motor 127 is connected to both terminals of the battery B through the contact 147a of the relay 147, and the battery B is connected through the contact 147b of the relay 147. Is connected to the phono terminal of. One end of the coil 147c of the relay 147 is connected to the stand-up contact 132a of the switch 132, and the other end is connected to the negative terminal of the battery B through the stand-up limit switch 149. do. Another coil 148c of the relay 148 is connected to an accommodation contact 132b of the switch 132 and the other end is connected to the negative terminal of the battery B through an adjustment limit switch 150. . Therefore, the operation means 131 in the present embodiment is composed of the switch 132, the relays 147 and 148, the stand-up limit switch 149 and the adjustment limit switch 150. The switch contact 132c of the switch 132 is connected to both terminals of the battery B through the proximity switch 146, the ignition switch 151 and the fuse 152.

In this embodiment, when the two-wheeled vehicle is stopped, the rotation of the front wheels is stopped, and the guide needle 141 of the speedometer 133 comes into contact with the stopper 144. At this time, the magnet 145 installed on the rotation shaft 139 operates the proximity switch 146. The stand 25 is then extended by actuating the switch 132 of the operating means 131. When the proximity switch 146 is in the "ON" position and the switch 132 is pushed downward into the stand-up contact 132a, current flows into the coil 147c of the relay 147 and the fixed off contact of the relay 147 The fixed off-contact 147a is closed to enable the electric motor 27 to operate to extend the stand body 25 to an extended position. Rotation of the stand body 25 ends when the stand 25 is pivoted to the extended position, and the limit switch 149 is turned off.

In contrast, when the stand body 25 is to be withdrawn, the switch 132 is pushed so that the proximity switch 148 installed in the speedometer 133 is in the "ON" position, thereby retracting the stand body 25. By operation of this switch, current flows into the coil 148c of the relay 148 to close the fixed off contact 148a of the relay 148, and the stand body 25 has the electric motor 27 in the opposite direction. As it rotates, it is pivoted to the retracted position. Pivoting the stand body 25 to the retracted position is stopped by interrupting the retract limit switch 150 when the stand body 25 is fully withdrawn. Thus, the stand body 25 extends only when the vehicle is stopped.

14 shows a fifth embodiment of the present invention. This embodiment is a modification of the stop recognizing means 113 shown in the fourth embodiment.

The stop recognizing means 113 of this embodiment is a device in which an "ON-OFF" switch 160 as a speed sensor is installed in the speedometer 133. The stop recognizing means 113 is in the "ON" position when the guide needle 141 is in the "0" position, and is in the "OFF" position when in the other positions. An "ON-OFF" switch 160 is also provided to stop the guide needle 141 in the "0" position.

The contact portion 160a of the " ON-OFF " switch 160 is installed on the stay 138 through the insulating material 161. The ends of the contacts project on the sides of the rotation shaft 139, the other ends of which are electrically connected to the adjustment system via the wire leads 162. The other contact portion 160b is installed along the radial direction of the rotation shaft 139 to move in the same plane to vertically insert the rotation shaft 139 with the rotation of the rotation axis 139. The contact portion 160b is electrically connected to the adjusting device via a bearing 163 and a rotating shaft 139 supported for free rotation with the rotating shaft, and a connector 164 connected with the rotating magnet 136 and the speedometer cable 134. In turn, electrical connections are made to the bearing 165 supporting the connector 164 in the free rotation direction, and to the wire lead 166 provided on the bearing 165.

When the two contacts 160a and 160b meet at the "0" position with the guide needle 141, it stops the rotation of the rotation shaft 139 and at the same time rotates in the "ON-OFF" switch 160.

The other end of the contact portion 160b is installed not only on the rotation shaft 139 but also to protrude as shown in FIG.

The aluminum disc 137 then freely rotates with the rotation shaft 139 or the other end is grounded through the speedometer cable 134 as a conductor to the vehicle. In this case, the " ON-OFF " switch 160 is disposed between the negative terminal of the battery B, the two relays 147 and 148, and the two limit switches 149 and 150 as shown in FIG. It must be explained.

17 shows a sixth embodiment of the present invention. In this embodiment, the acceleration detector 170 is used as a detector to detect it when the vehicle is stopped.

Acceleration detector 170 is an appropriate distance from the hollow casing 171 installed in a suitable position of the vehicle, the conductive liquid 172 (for example, mercury) filled in the casing 171, the end and the bottom of the casing 171. It consists of a pair of electrodes 173 protruded into the casing space 171. This can be replaced with the proximity switch 146 of the fourth embodiment.

When the acceleration of the two-wheeled vehicle changes, the fluid of the sensor 170 moves in the direction a of FIG. 17 and the connection is interrupted. When the vehicle decelerates, the fluid moves in the opposite direction and the connection is interrupted again. When the vehicle is stopped, the fluid contacts the two electrodes 173 and the circuit is connected.

Therefore, the operation of the stand body 25 during operation of the vehicle is interrupted regardless of the operation of the switch 132 and the stand motor 26 can be operated to fix the stand body 25 to the retracted position.

A seventh embodiment of the present invention is shown in FIG. This embodiment uses the brake detector 175 as a stop recognizing means that works with the brake function 174 to recognize whether the vehicle is stopped. The brake lever 176 is mounted to the pivot shaft 178 for free rotation on a holder 177 fixed to the steering handle 5. The holder 177 is fixed to one end of the external cable 179a of the brake cable 179 connected to the brake lever 176. The brake lever 176 is connected to the cable wire 179b.

The brake detector 175 is a stop material 180 installed in the rotational direction on the brake lever 176, and " ON-OFF " fixed on the holder 177 and operated by the rotation of the stop member 180. '' On pivot axis 178 having a switch 181 and a locking function 182 positioned between the stop member 180 and the holder 177 to stop the stop member 180 at any rotational position. Is installed for free rotation. The locking function 182 includes a stop lever 184 installed for free rotation on the second pivot shaft 183 protruding and fixed to the holder 177 at a predetermined distance from the pivot shaft 178, and a stop lever ( A locking pin 185 protruding outward on the 184, a ratchet blade 186 formed on the stopper 180 having the locking pin 185, and the stop lever 184 by the locking pin 185. And a spring 187 that provides a constant force in one direction to engage the ratchet blade 186. The stopper 180 rotates to meet the brake lever 176 after the brake lever 176 rotates. Since the stopper 180 is held in the rotational position by the action of the locking function 182, the brake lever 176 operating with the stopper 180 is kept in the same operating position. The " ON-OFF " switch 181 is fixed so that the switch is turned on to stop the brake lever 176 in the adjustment position in which the brake lever 176 remains when the stopper 180 rotates. Thus, the "ON-OFF" switch 181 is installed at the same position as the proximity switch 146 of the regulating circuit as shown in the fourth embodiment of the present invention.

In the operation of this embodiment, after the first movement of rotating the brake lever 176 to the adjustment position, the stopper 180 rotates to contact the brake lever 176 and stops by the action of the locking function 182. do. The brake lever 176 stops through the stopper 180 at the same adjustment position. Therefore, when the brake lever 176 stops at the adjustment position, the vehicle is considered to be stopped.

The "ON-OFF" switch 181 is turned on by the rotation of the stopper 180. When this happens. Since the " ON-OFF " switch 181 is in the " ON " position, the drive of the stand motor 26 is regulated by the switch 132.

Alternatively, the mutual locking of the locking pin 185 and the ratchet blade 186 is released by the rotation of the stop 184 against the spring force of the spring 187 to return the brake lever 176. The stopping force of the stop member 180 and the brake lever 176 is released, and the brake lever 176 and the stop member 180 are withdrawn to return to their original positions by the tensile strength of the brake cable 179.

When the brake lever 176 and stopper 180 are withdrawn, the " ON-OFF " switch 181 is turned off so that it is impossible to extend the stand 25.

In conclusion, to summarize the effects derived from the characteristic technical configuration of the present application as described above, first, the operation of the automatic stand device is configured to connect the stand and the motor via the transmission, and the control of the connection operation, Since the structure is performed by a circuit, it is possible to directly connect and control the stand and the motor by the control circuit, and in particular, since the control circuit is configured to couple the transmission device during operation, the control circuit may be damaged due to a failure or the like. Even if it does not operate, stand operation can be performed in a normal state, without disassembling a device in particular. Moreover, since the control circuit can be operated by the driver's operation while providing the control circuit linked with the sensor switch, the driver can recognize the operation by operating the driver when the control circuit is operable by the sensor switch. It can be provided, and the stability to stand operation can be made higher.

In addition, since the gear train is separated when the reduction gear train constituting a part of the transmission device is in either the stand extending or contracting position, the supply of electric power to the motor can be stopped in one of the cases. The consumption of can be minimized. Also in such a case, manual stand operation can be performed in a general state, and furthermore, since the reduction gear train is separated and does not rotate with the stand, the operation load does not increase and the stand operation can be performed lightly.

In addition, since the motor and the transmission of the automatic stand apparatus are attached to the vehicle body together with the stand, there is no need to attach the motor and the transmission to the vehicle body at a right angle to the stand, thereby improving assembly workability and The attachment part can be shared, simplifying the structure and miniaturizing the automatic stand apparatus.

In addition, since the elastic member is inserted into the mounting portion of the automatic stand apparatus to the vehicle body, the elastic member absorbs the impact force generated when the stand touches the ground when extended, thereby preventing the momentary increase of the load on the driving unit. The durability of the part can be improved.

In addition, since the engine speed monitor for detecting the rotational speed of the engine and the ignition system are configured to measure the rotation pulse supplied from the engine, signals can be extracted from the ignition circuit generally provided in the two-wheeled vehicle without adding a special sensor. The control system can be simplified.

In addition, since a circuit for converting the rotation pulse into an analog value is provided and analog converted, the value can be measured by a tester, and the circuit can be easily inspected.

In addition, since the vehicle has an automatic centrifugal clutch, it is possible to determine the state which is considered to be the stop or stop of the vehicle from the engine rotation, thereby simplifying the structure and the control system of the automatic stand apparatus without increasing the sensor portion or the control circuit. It is also an inexpensive system that can be applied to two-wheeled vehicles.

Various components, such as the above-described shapes, dimensions, etc., have been used only as examples, and other shapes that work well may be selected.

Claims (7)

An automatic stand apparatus for a two-wheeled vehicle, comprising: a stand attached to a lower portion of the vehicle body in a rotatable operation, a motor for extending or withdrawing the stand, a transmission for selectively connecting the motor to the stand, and the transmission A control circuit for selectively coupling and driving a motor to extend the stand, an engine speed monitor for sensing engine speed, and a sensor for operating the control circuit when the indication of the engine speed monitor is below a certain value And a stand switch for starting the operation of the control circuit by the driver's operation when the control circuit is enabled by the sensor switch. 2. The speed shift apparatus according to claim 1, wherein the speed change device includes drive gear means driven by the motor, and a reduction gear train operably coupling the drive gear means to the stand, wherein the speed reduction gear train extends from the stand. And a means for separating the speed reduction gear train from the drive gear when in either the position or the retracted position. 3. The automatic stand apparatus for a two-wheeled vehicle according to claim 2, wherein the motor and the transmission are mounted together with the stand to the vehicle body. 4. The automatic stand apparatus for a two-wheeled vehicle according to claim 3, wherein the mounting portion of the vehicle body is provided with an elastic member that protects the transmission from an impact generated when the stand touches the ground. 2. The automatic stand apparatus for a two-wheeled vehicle according to claim 1, wherein the engine speed monitor measures a rotation pulse supplied from an ignition system. 6. The automatic stand apparatus for a two-wheeled vehicle according to claim 5, wherein the control circuit has an electric circuit for converting the rotation pulse into an analog value. 2. The automatic stand apparatus for a two-wheeled vehicle according to claim 1, wherein the apparatus has an automatic centrifugal clutch.