JP2014000909A - Motorcycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motorcycle without requiring consciousness of variations in weight balance of a vehicle body due to the presence or absence of mounting of a case.SOLUTION: A motorcycle includes a first mounting section on which a first case is mounted and a second mounting section on which a second case is mounted on a vehicle body upper side and a vehicle body side, respectively. The motorcycle includes switch sections 825 and 848 which are provided in the first mounting section and the second mounting section, respectively, and switch conduction states in response to the mounting state of the first case and the mounting state of the second case, and a control section 9 detecting the conduction states of the switch sections and setting maximum speed according to the detected conduction states of the switch sections.

Description

  The present invention relates to a motorcycle in which a case for storing luggage can be attached and detached, and more particularly, to a motorcycle provided with a case carrier for attaching a case to the upper side of the vehicle body and the side of the vehicle body.

  2. Description of the Related Art Conventionally, there has been known a motorcycle in which a case (bag) for storing luggage is detachable (see, for example, Patent Document 1). This case is attached to a case carrier at the rear of the vehicle body, for example, in an application such as tooling that requires a large load.

  If the motorcycle is run at a high speed with the case mounted, the luggage stored in the case may be damaged by the vibration of the vehicle body. In order to solve this problem, the motorcycle disclosed in the above patent document employs a structure in which a case carrier is attached to a vehicle body frame via an elastic body. With this structure, the vibration of the vehicle body frame is absorbed by the elastic body and is not propagated to the case carrier, so that damage to the load due to the vibration of the case can be prevented.

Japanese Patent Laid-Open No. 3-104789

  By the way, in a motorcycle equipped with the above-described case, the weight balance between the front and rear of the vehicle body and the left and right of the vehicle body varies according to the weight of the case and the luggage stored in the case. As described above, when the weight balance of the vehicle body is changed, the driving characteristics are also changed. Therefore, the driver needs to be aware of the change in the weight balance of the vehicle body, particularly when traveling at a high speed.

  The present invention has been made in view of this point, and an object of the present invention is to provide a motorcycle that does not need to be aware of fluctuations in the weight balance of the vehicle body depending on whether or not a case is attached.

  A motorcycle according to the present invention is a motorcycle that includes a first mounting portion to which a first case is mounted on the vehicle body and a second mounting portion to which a second case is mounted on the side of the vehicle body. A switch unit that is provided in each of the first mounting unit and the second mounting unit and switches between a conductive state corresponding to a mounting state of the first case and a mounting state of the second case; And a control unit that detects a conduction state of the switch unit and sets a maximum speed in accordance with the detected conduction state of the switch unit.

  According to this configuration, since the maximum speed is set based on the conduction state of the switch unit corresponding to the mounting state of the first case and the second case, it corresponds to the mounting state of the first case and the second case. You can set an appropriate maximum speed. In other words, the maximum speed can be set so that the driving characteristics are not greatly changed according to the mounting state of the first case and the second case, so the driver needs to be aware of the fluctuation in the weight balance of the vehicle body. A motorcycle without any problem can be realized.

  In the motorcycle according to the aspect of the invention, it is preferable that the control unit sets a different maximum speed according to a conduction state of the switch unit. According to this configuration, since different maximum speeds can be set according to the mounting state of the first case and the second case, it is possible to control the maximum speed more finely so that the speed range does not change drastically. .

  In the motorcycle according to the present invention, when the control unit detects a conduction state of the switch unit corresponding to a state in which the first case is mounted and the second case is not mounted, It is preferable that the maximum speed is set lower than when the conduction state of the switch unit corresponding to the state where the case is not mounted and the second case is mounted. According to this configuration, since the maximum speed in a high center of gravity state where the first case is mounted above the vehicle body is set low, large changes in driving characteristics can be appropriately prevented.

  The motorcycle according to the present invention includes a stand that can be rotated between a deployment position where the vehicle body is self-supporting in a stopped state and a storage position in a running state, and the control unit is configured so that the stand moves from the deployment position to the storage position. It is preferable that the conduction state of the switch unit is detected at a timing when the switch unit is rotated. According to this configuration, since the continuity state of the switch unit is detected at the timing when the stand is rotated from the deployed position to the retracted position, it corresponds to the mounting state of the first case and the second case immediately before the start of traveling. The maximum speed can be set appropriately.

  In the motorcycle of the present invention, it is preferable that the control unit controls the ignition of the engine so as not to exceed a set maximum speed.

  In the motorcycle according to the present invention, it is preferable that the control unit controls fuel injection of the engine so as not to exceed a set maximum speed.

  ADVANTAGE OF THE INVENTION According to this invention, the motorcycle which does not need to be aware of the fluctuation | variation of the weight balance of the vehicle body by the presence or absence of mounting | wearing of a case can be provided.

1 is a left side view showing a configuration of a motorcycle according to the present embodiment. It is a perspective view which expands and shows the left rear part of a motorcycle. It is a perspective view which expands and shows the front part of a top case carrier. It is a schematic diagram which shows a mode that a top case is mounted | worn with a top case carrier. It is a schematic diagram which shows a mode that a side case is mounted | worn with a side case carrier. It is a schematic diagram which shows the state with which the side case was mounted | worn with the side case carrier. It is a block diagram which shows the structural example of a control unit. It is a flowchart which shows the flow of the setting process of the maximum speed performed in a speed setting part. It is a flowchart which shows the flow of the speed control process performed in a speed control part.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, an example in which the present invention is applied to a tourer type motorcycle will be described, but the application target is not limited to this and can be changed. For example, the present invention may be applied to other types of motorcycles.

  With reference to FIG. 1, an overall configuration of motorcycle 1 according to the present embodiment will be described. FIG. 1 is a left side view of a motorcycle 1 according to the present embodiment. In each figure used for the following description, the front of the vehicle body is indicated by an arrow F.

  As shown in FIG. 1, a motorcycle 1 is configured by mounting various covers as a vehicle body exterior on a steel or aluminum alloy double cradle type vehicle body frame 2 on which various parts such as a power unit and an electrical system are mounted. ing. The engine 3 is suspended inside the vehicle body frame 2 via an engine mount (not shown). A fuel tank 4 is provided above the engine 3 above the body frame 2.

  Various covers are mounted around the fuel tank 4 so as to cover the upper portion of the vehicle body frame 2. For example, a vehicle body cover 7 including an upper vehicle body cover 71, a lower vehicle body cover 72, and a vehicle body cover panel 73 is provided on the front side of the fuel tank 4. The vehicle body cover 7 covers the head pipe and the main tube (both not shown) of the vehicle body frame 2.

  A rider seat 21 a and a pillion seat 21 b are connected to the rear of the fuel tank 4. The rider seat 21a and the pillion seat 21b are supported by a seat rail (not shown) provided at the rear portion of the vehicle body frame 2. Footrests 22 and 23 are respectively provided below the rider seat 21a and the pillion seat 21b.

  A shift change pedal 24 is provided in front of the driver's footrest 22 on the left side of the vehicle body, and a brake pedal (not shown) for the rear wheel 6 is provided in front of the driver's footrest 22 on the right side of the vehicle body. Is provided. Further, below the footrests 22 for the left and right drivers, a stand 25 is provided for holding the vehicle body in a self-supporting state during parking.

  A front fork 51 is rotatably connected to the head pipe of the body frame 2. A handle bar 52 is provided on the top of the front fork 51, and grips 53 are attached to both ends of the handle bar 52. A clutch lever 54 is arranged on the left front side of the handle bar 52, and a brake lever (not shown) for the front wheel 5 is arranged on the right front side of the handle bar 52. A front wheel 5 is rotatably supported at a lower portion of the front fork 51, and a brake disk 55 is provided on the front wheel 5.

  A rear swing arm 61 is connected to an intermediate position in the front-rear direction of the vehicle body frame 2 so as to be swingable in the vertical direction, and a suspension (not shown) is attached between the vehicle body frame 2 and the rear swing arm 61. ing. The rear wheel 6 is rotatably supported at the rear part of the rear swing arm 61. A driven sprocket 62 is provided on the left side of the rear wheel 6 so that the power of the engine 3 is transmitted to the rear wheel 6 by a drive chain 63. A brake disk (not shown) for the rear wheel 6 is provided on the right side of the rear wheel 6.

  A top case carrier (first mounting portion) 82 is provided behind the pillion sheet 21b. A dome-shaped top case (first case) 81 is detachably attached to the top case carrier 82. A pair of left and right side case carriers (second mounting portions) 84 are provided on the side of the rear wheel 6. Side cases (second cases) 83 are detachably mounted on the side case carriers 84, respectively.

  The engine 3 includes, for example, a parallel 4-cylinder engine and a transmission. Air is taken into the engine 3 via an intake duct (not shown), and air and fuel are mixed by a fuel injection device (not shown) and supplied to the combustion chamber. The gas after combustion in the combustion chamber is exhausted from the exhaust port of the muffler 32 through the exhaust pipe 31 extending downward from the engine 3.

  Details of the top case carrier 82 and the side case carrier 84 of the motorcycle 1 will be described with reference to FIGS. 2 and 3. FIG. 2 is an enlarged perspective view showing the left rear portion of the motorcycle 1. FIG. 2 shows a state where the top case 81 and the side case 83 are removed. FIG. 3 is an enlarged perspective view showing the front portion of the top case carrier 82. FIG. 3 shows a state in which the top case 81 and the pillion sheet 21b are removed. 2 and 3, a part of the configuration is omitted.

  As shown in FIG. 2, a top case carrier 82 to which a top case 81 is attached is provided on the rear upper side of the motorcycle 1. The top case carrier 82 includes a frame 821 that forms the outer shape of the top case carrier 82, and a substantially flat mounting table 822 on which the top case 81 is mounted. The frame 821 has a substantially V-shaped top surface curved so that one tube is folded at the rear end portion, and is fixed to the vehicle body frame 2 (see FIG. 1) at a plurality of locations.

  A frame portion 823 is provided at the front end portion of the mounting table 822. The frame portion 823 has substantially rectangular engagement holes 823 a and 823 b and is engaged with left and right engagement pieces (not shown) formed in the front lower portion of the top case 81. A hook-like claw portion 824 is provided at the rear of the upper surface of the mounting table 822. The claw portion 824 is engaged with a recess (not shown) formed at the bottom rear portion of the top case 81.

  A switch (switch unit) 825 protruding from the upper surface of the mounting table 822 is provided at a position between the frame unit 823 and the claw unit 824. The switch 825 is configured to switch the conduction state in accordance with the mounting state of the top case 81 to the top case carrier 82. The mounting state of the top case 81 can be determined from the conduction state of the switch 825.

  The switch 825 is biased upward by a biasing member (not shown). For this reason, the switch 825 is positioned at the upper release position when the top case 81 is not attached. When the top case 81 is attached, the switch 825 is pressed against the bottom surface of the top case 81 and moved to a pressing position below the release position. When the top case 81 is removed, the pressing by the bottom surface is released, and the switch 825 is returned to the release position by the urging force of the urging member.

  The switch 825 is turned off (non-conducting) at the release position and turned on (conducted) at the pressed position. That is, the switch 825 is turned on when the top case 81 is attached, and is turned off when the top case 81 is removed. The switch 825 is connected to a control unit (control unit) 9 (not shown in FIG. 2, refer to FIG. 7) of the motorcycle 1 via a switch wiring 85. The control unit 9 detects the conduction state of the switch 825 through the switch wiring 85 and controls the speed of the vehicle body based on the detection result.

  On the rear side of the motorcycle 1, a pair of left and right side case carriers 84 (only the left side is shown in FIG. 2) to which the side case 83 is attached are provided. The side case carrier 84 includes a contact frame 841 with which the side case 83 is in contact, and support frames 842, 843, 844 that are fixed to the contact frame 841 at one end. The contact frame 841 is configured by a rectangular tube having four sides on the top and bottom. The other end sides of the support frames 842, 843, 844 are fixed to the frame 821 of the top case carrier 82 and the like.

  In the contact frame 841, a switch case 845 is provided on the upper side portion, and grooves 833a and 833b of the side case 83 are provided on the front side and the rear side of the lower side portion (not shown in FIG. 2, refer to FIG. 5). Are provided with retaining portions 846a and 846b. The retaining portions 846a and 846b have a disc-shaped flange portion on the tip side. The switch case 845 extends outward in the vehicle width direction and protrudes outward in the vehicle width direction from the surface of the switch case 845 and a protrusion 847 that engages with a recess (not shown) of the side case 83. A switch (switch unit) 848 is provided.

  Similarly to the switch 825 of the top case carrier 82, the switch 848 is configured to switch the conduction state depending on the mounting state of the side case 83 to the side case carrier 84. Specifically, the switch 848 is urged outward in the vehicle width direction by an urging member (not shown), and is positioned at a release position on the outer side in the vehicle width direction when the side case 83 is not attached. When the side case 83 is attached, the switch 848 is pressed against the side surface of the side case 83 and moved to the pressing position on the inner side in the vehicle width direction from the release position.

  The switch 848 is turned off (non-conducting) at the release position and turned on (conducting) at the pressed position. That is, the switch 848 is turned on when the side case 83 is attached, and is turned off when the side case 83 is removed. A switch 848 on the left side shown in FIG. 2 is connected to the control unit 9 of the motorcycle 1 through a switch wiring 85 common to the switch 825.

  On the other hand, the right switch 848 (not shown) is connected to the control unit 9 of the motorcycle 1 via a switch wire 87 (not shown in FIG. 2, see FIG. 3) different from the switch wire 85. The control unit 9 detects the conduction state of the left and right switches 848 through the switch wiring 85 and the switch wiring 87, and controls the speed of the vehicle body based on the detection result.

  As shown in FIG. 3, the terminal portion 85a of the switch wiring 85 connected to the switch 825 for the top case 81 and the switch 848 for the left side case 83 includes the top case carrier 82 and the pillion sheet 21b (FIGS. 1 and 2). The terminal portion 85 a is connected to the terminal portion 86 a of the wiring 86 that is connected to the control unit 9. Thus, the switch 825 and the left switch 848 are connected to the control unit 9 via the switch wiring 85 and the wiring 86.

  Similarly, the terminal part 87a of the switch wiring 87 connected to the switch 848 for the right side case 83 is also stored in the lower part of the top case carrier 82 and the pillion sheet 21b. The terminal portion 87 a is connected to the terminal portion 88 a of the wiring 88 that is connected to the control unit 9. As a result, the right switch 848 is connected to the control unit 9 via the switch wiring 87 and the wiring 88.

  With reference to FIG. 4, how the top case 81 is attached will be described. FIG. 4 is a schematic diagram showing how the top case 81 is attached to the top case carrier 82. In FIG. 4, a part of the configuration of the top case carrier 82 is omitted. The top case 81 includes a lower case body 811 and an upper case cover 812. The case main body 811 and the case cover 812 are connected so as to be rotatable about a front hinge (not shown). A lock mechanism (not shown) is provided at the rear portion of the top case 81. The lock mechanism prevents the top case 81 from being opened.

  In order to attach the top case 81 to the top case carrier 82, first, as shown in FIG. 4, the front side of the top case 81 is inclined downward so that the frame portion 823 of the mounting table 822 (see FIG. 2). An engaging piece (not shown) of the top case 81 is engaged with the top case 81. Thereafter, the rear side of the top case 81 is lowered with the frame portion 823 and the engagement piece as a fulcrum (arrow A1), and the claw portion 824 is engaged with a recess (not shown) provided on the bottom surface of the top case 81. Thereby, the top case 81 is attached to the top case carrier 82. When the top case 81 is attached to the top case carrier 82, the switch 825 is pushed down by the bottom surface of the top case 81 and positioned at the pressing position. As a result, the switch 825 is turned on.

  The manner in which the side case 83 is mounted will be described with reference to FIGS. FIG. 5 is a schematic view showing a state in which the side case 83 is attached to the side case carrier 84, and FIG. 6 is a schematic view showing a state in which the side case 83 is attached to the side case carrier 84. 5 and 6 show the side case 83 and the side case carrier 84 on the right side of the vehicle body for convenience of explanation. 5 and 6, a part of the configuration of the side case carrier 84 is omitted.

  The side case 83 includes a case body 831 on the inner side in the vehicle width direction and a case cover 832 on the outer side in the vehicle width direction. The case main body 831 and the case cover 832 are connected so as to be rotatable about a lower hinge portion (not shown) as a fulcrum. A lock mechanism (not shown) is provided on the upper side of the side case 83. The lock mechanism prevents the side case 83 from being opened during traveling.

  In the case main body 831, grooves 833 a and 833 b that are engaged with the retaining portions 846 a and 846 b of the contact frame 841 are provided below the side surface 831 a that is located on the inner side in the vehicle width direction. Further, substantially U-shaped locking portions 834a and 834b are provided on the upper portion of the side surface 831a. The locking portions 834a and 834b are provided with a release position (FIG. 5) in which the U-shaped opening side is inward in the vehicle width direction by the operation of the key 836 inserted into the key hole 835 of the locking mechanism, and the U-shaped opening. It is rotated between the locking position (FIG. 6) with the side facing downward.

  In order to attach the side case 83 to the side case carrier 84, first, the retaining portions 846a and 846b are engaged with the grooves 833a and 833b of the side case 83 as shown in FIG. Thereafter, the front and rear ends of the switch case 845 are gripped by the locking portions 834a and 834b positioned at the release positions. When the key 836 is operated in this state and the locking portions 834a and 834b are positioned at the locking positions, the side case 83 is engaged with the lower portion supported by the retaining portions 846a and 846b as shown in FIG. The upper part is locked by the stoppers 834a and 834b. When the side case 83 is thus attached to the side case carrier 84, the switch 848 is pushed leftward (inward in the vehicle width direction) by the side surface 831a of the side case 83 and positioned at the pressed position. As a result, the switch 848 becomes conductive.

  The configuration of the control unit 9 will be described with reference to FIG. FIG. 7 is a block diagram illustrating a configuration example of the control unit 9. As shown in FIG. 7, the control unit 9 includes a speed setting unit 91 that detects the conduction state of the switch 825 and the switch 848 corresponding to the mounting state of the top case 81 and the side case 83 and sets the maximum speed of the vehicle body, And a speed control unit 92 that controls the speed of the vehicle body (vehicle speed) so as not to exceed the set maximum speed.

  The control unit 9 is connected to the switch 825 and the switch 848 for the left side case 83 via the switch wiring 85 and the wiring 86, and the switch 848 for the right side case 83 via the switch wiring 87 and the wiring 88. Connected with. Accordingly, the speed setting unit 91 of the control unit 9 can detect the conduction state of the switch 825, the switch 848 for the left side case 83, and the switch 848 for the right side case 83. The speed setting unit 91 sets the maximum speed based on the conduction state of the switch 825, the switch 848 for the left side case 83, and the switch 848 for the right side case 83.

  A starter switch 911 for controlling a starter motor (not shown) is connected to the control unit 9, and the speed setting unit 91 can detect the conduction state of the starter switch 911. When the starter switch 911 is turned on, a current flows through the starter motor to drive a crank (not shown) of the engine 3 (cranking). Thereby, the engine 3 is started.

  Furthermore, the control unit 9 is connected to a stand switch 912 that switches to a conductive state according to the state of the stand 25, and the speed setting unit 91 can detect the conductive state of the stand switch 912 corresponding to the state of the stand 25. It is like that. The stand 25 is configured to be rotatable between an unfolded position where the vehicle body is self-supported in the stopped state and a storage position where the traveling is not hindered in the traveling state. The stand switch 912 is turned off (non-conductive) when the stand 25 is positioned at the unfolded position, and is turned on (conductive) when the stand 25 is positioned at the storage position.

  Further, a vehicle speed sensor 921 is connected to the control unit 9 so that the speed control unit 92 can recognize the vehicle speed in real time. The control unit 9 is connected to an igniter 922 that constitutes an ignition device of the engine 3 and an injector 923 that constitutes a fuel injection device. The speed control unit 92 includes an ignition control unit 92 a that controls the ignition timing of the igniter 922 and the like, and a fuel injection control unit 92 b that controls the fuel injection amount and fuel injection timing of the injector 923. The ignition control unit 92a and the fuel injection control unit 92b respectively control the igniter 922 and the injector 923 so as not to exceed the set maximum speed based on the speed information of the vehicle speed sensor 921.

  Next, the control flow of the control unit 9 will be described with reference to FIGS. FIG. 8 is a flowchart showing the flow of the maximum speed setting process performed by the speed setting unit 91 of the control unit 9. FIG. 9 is a flowchart showing the flow of speed control processing performed by the speed control unit 92 of the control unit 9.

  First, the flow of the maximum speed setting process will be described with reference to FIG. When the ignition switch of the motorcycle 1 is turned on by the driver (step ST101), the control unit 9 is activated by supplying power from the battery and enters a standby state waiting for a signal from the starter switch 911 (step ST102). ).

  In this state, when the starter switch 911 is turned on by the driver (step ST102: Yes), cranking by the starter motor is started, the engine 3 is started, and the control unit 9 waits for a signal from the stand switch 912. (Step ST103). When the starter switch 911 is not turned on (step ST102: No), the control unit 9 continues the standby state for waiting for a signal from the starter switch 911.

  In the standby state where the signal from the stand switch 912 is on standby, the stand switch 912 is turned on when the stand 25 is rotated from the deployed position to the storage position (step ST103: Yes). When the stand switch 912 is turned on, the speed setting unit 91 detects whether the switch 825 for the top case 81 and the switch 848 for the left and right side cases 83 are turned on or off (conductive state) (step ST104). Thus, by detecting the conduction state of the switch 825 and the switch 848 at the timing when the stand 25 is rotated from the unfolded position to the stowed position, it is possible to detect the attachment / detachment of the top case 81 and the side case 83 immediately before the start of traveling. The maximum speed can be set appropriately.

  When the switch 825 is on (step ST105: Yes) and at least one of the two switches 848 is on (step ST106: Yes), the speed setting unit 91 sets the maximum speed (speed upper limit) VL. As a result, the speed V1 is set (step ST108). Since this state corresponds to a state in which the top case 81 and the side case 83 are both mounted, a sufficiently low speed V1 is set as the maximum speed VL.

  When the switch 825 is on (step ST105: Yes), and when the two switches 848 are both off (step ST106: No), the speed setting unit 91 sets the maximum speed (speed upper limit) VL. Speed V2 is set (step ST109). This state corresponds to a state in which the top case 81 is attached and the side case 83 is not attached. Therefore, the highest speed VL is set to a speed V2 (V1 <V2) which is the second lowest after the speed V1.

  When the switch 825 is off (step ST105: No) and at least one of the two switches 848 is on (step ST107: Yes), the speed setting unit 91 sets the maximum speed (speed upper limit) VL. As a result, the speed V3 is set (step ST110). This state corresponds to a state in which the top case 81 is not attached and the side case 83 is attached. Therefore, the highest speed VL is set to a speed V3 (V2 <V3) which is the second lowest after the speed V2. . Here, the reason why the speed V3 is set higher than the speed V2 is that the position of the center of gravity is lower when the side case 83 is attached to the side of the vehicle body than when the top case 81 is attached above the vehicle body. This is because the stability of the vehicle body is increased.

When the switch 825 is off (step ST105: No), and when the two switches 848 are both off (step ST107: No), the speed setting unit 91 sets the maximum speed (speed upper limit) VL. The speed V4 is set (step ST111). Since this state corresponds to a state in which neither the top case 81 nor the side case 83 is attached, the highest speed V4 (V3 <V4) is set as the maximum speed VL. In this case, the speed V4 may be infinite and the maximum speed VL may not be substantially set. An example of the speeds V1 to V4 set as the maximum speed VL is shown in the following table.

  Next, the flow of speed control processing will be described with reference to FIG. First, the speed control unit 92 reads the maximum speed VL set as described above (step ST201). Thereafter, the speed control unit 92 reads the vehicle speed V from the vehicle speed sensor 921 (step ST202). When the vehicle speed V exceeds the maximum speed VL (step ST203: Yes), the speed control unit 92 controls the igniter 922 or the injector 923 to decrease the vehicle speed (step ST204). When the vehicle speed V does not exceed the maximum speed VL (step ST203: No), the speed control unit 92 reads the vehicle speed V from the vehicle speed sensor 921 again and continues the same control.

  As described above, in the motorcycle 1 according to the present embodiment, the conduction state of the switches (switch units) 825 and 848 corresponding to the mounting state of the top case (first case) 81 and the side case (second case) 83 is provided. Since the maximum speed is set based on this, it is possible to set an appropriate maximum speed according to the mounting state of the top case and the side case. In other words, the maximum speed can be set according to the mounting state of the top case and the side case so that the driving characteristics are not greatly changed, so that the driver does not need to be aware of fluctuations in the weight balance of the vehicle body. 1 can be realized.

  In addition, this invention is not limited to the said embodiment, A various change can be implemented. For example, in the above embodiment, in order to detect the mounting state of the case, a switch configured to be turned off at the release position and turned on at the pressing position is used. However, the configuration of the switch is limited to this. Absent. A switch that is turned on at the release position and turned off at the pressed position may be used.

  Moreover, in the said embodiment, in order to perform speed control, the control unit provided with both an ignition control part and a fuel-injection control part is used, However, The structure of a control unit is not restricted to this. The control unit should just be comprised so that speed control can be performed by at least one of an ignition control part and a fuel-injection control part. The speed control is not necessarily performed. For example, the driver may be notified by a lamp or the like that the set maximum speed is exceeded.

  In the above embodiment, the maximum speed is set without distinguishing between the state where one side case is attached and the state where both side cases are attached. It is not limited to this. The maximum speed may be set by distinguishing between a state in which one side case is attached and a state in which both side cases are attached. This is preferable because the maximum speed can be controlled more finely.

  Moreover, in the said embodiment, about the magnitude | size, shape, etc. of each structure illustrated by an accompanying drawing, it is not limited to this, It can change suitably within the range which exhibits the effect of this invention. In addition, the present invention can be appropriately modified and implemented without departing from the scope of the object.

  INDUSTRIAL APPLICABILITY The present invention is useful for a motorcycle including a case carrier for attaching a case to the upper side of the vehicle body and the side of the vehicle body.

1 Motorcycle 9 Control unit (control unit)
81 Top case (first case)
82 Top case carrier (first mounting part)
83 Side case (second case)
84 Side case carrier (second mounting part)
85, 87 Switch wiring 86, 88 wiring 85a, 86a, 87a, 88a Terminal section 91 Speed setting section 92 Speed control section 92a Ignition control section 92b Fuel injection control section 811 Case main body 812 Case cover 821 Frame 822 Mounting table 823 Frame section 823a , 823b engagement hole 824 claw part 825 switch (switch part)
831 Case body 832 Case cover 833a, 833b Groove part 834a, 834b Locking part 835 Key hole 836 Key 841 Abutting frame 842, 843, 844 Support frame 845 Switch case 846a, 846b Retaining part 847 Protruding part 848 Switch (switch part)
911 Starter switch 912 Stand switch 921 Vehicle speed sensor 922 Igniter 923 Injector

Claims (6)

A motorcycle having a first mounting portion to which the first case is mounted at the top of the vehicle body and a second mounting portion to which the second case is mounted on the side of the vehicle body,
A switch unit that is provided in each of the first mounting unit and the second mounting unit and switches between a conductive state corresponding to a mounting state of the first case and a mounting state of the second case;
And a control unit configured to detect a conduction state of the switch unit and set a maximum speed in accordance with the detected conduction state of the switch unit.   The motorcycle according to claim 1, wherein the control unit sets different maximum speeds according to a conduction state of the switch unit.   When the control unit detects a conduction state of the switch unit corresponding to a state in which the first case is mounted and the second case is not mounted, the first case is not mounted. 3. The motorcycle according to claim 2, wherein the maximum speed is set lower than that in the case of detecting a conduction state of the switch unit corresponding to a state in which the second case is mounted. A stand that can be rotated between a deployment position for allowing the vehicle body to stand in a stopped state and a storage position in a traveling state,
The automatic control according to any one of claims 1 to 3, wherein the control unit detects a conduction state of the switch unit at a timing when the stand is rotated from the deployed position to the storage position. Motorcycle.   The motorcycle according to any one of claims 1 to 4, wherein the control unit controls ignition of the engine so as not to exceed a set maximum speed.   The motorcycle according to any one of claims 1 to 4, wherein the control unit controls fuel injection of the engine so as not to exceed a set maximum speed.

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