Motorcycle with control unit for controlling operation of a brake pressure regulating unit

A motorcycle includes a liquid pressure-generating unit, a pressure-regulating unit interposed between the liquid pressure-generating unit and a wheel brake, and a control unit for controlling operation of the pressure-regulating unit. The motorcycle also includes a support case, supportively containing the control unit and disposed on a lateral side of an engine body mounted on a body frame of the motorcycle, with the support case interposed between the control unit and the engine body. Further, a running airflow leading-in part for permitting traveling airflow to pass toward said control unit is formed at a front part of the support case, and a traveling airflow leading-out part is formed at a rear part of the support case for leading out the traveling airflow after the airflow has passed through at least one lateral side of the control unit. This arrangement lessens the influence of the heat from an engine upon the control unit while disposing the control unit in the vicinity of the engine body.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present invention claims priority under 35 USC 119 based on Japanese patent application No. 2008-091951, filed on Mar. 31, 2008. The entire subject matter of this priority document, including specification claims and drawings, is incorporated by reference herein.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a motorcycle including operating amount detector for detecting an operating amount of a brake operating element, A liquid pressure-generating unit for generating a liquid pressure independent of an operation of the brake operating element, a pressure-regulating unit interposed between the liquid pressure-generating unit and a wheel brake so as to regulate an output liquid pressure of the liquid pressure-generating unit and to apply the regulated liquid pressure to the wheel brake, and a control unit for controlling the operation of the pressure-regulating unit based on a value detected by the operating amount detector.

2. Description of the Background Art

A configuration in which a control unit for controlling the operation of a pressure-regulating unit is mounted to a motorcycle's body frame on the rear side of an engine has been known, as described in the Japanese Patent Publication No. Hei 7-88158.

Meanwhile, from the viewpoint of mass concentration, it is desirable that the liquid pressure-generating unit, the pressure-regulating unit, and the control unit be laid out in the vicinity of the center of a vehicle body. However, due to the arrangement of these components in the vicinity of the engine, an increase in the temperature of the control unit is likely to result. Such an increase may influence the performance of the control unit and has to be prevented from being generated.

The present invention has been made in consideration of the above-mentioned circumstances. Accordingly, it is an object of the present invention to provide a motorcycle in which the influence of the heat from an engine upon a control unit is lessened, while disposing the control unit in the vicinity of the engine body.

SUMMARY OF THE INVENTION

In order to attain the above and other objects, according to a first aspect and feature of the present invention there is provided a motorcycle including operating amount detector for detecting an operating amount of a brake operating element, a liquid pressure-generating unit for generating a liquid pressure independently from an operation of the brake operating element, a pressure-regulating unit interposed between the liquid pressure-generating unit and a wheel brake so as to regulate an output liquid pressure of the liquid pressure-generating unit and to apply the regulated liquid pressure to the wheel brake, a control unit for controlling the operation of the pressure-regulating unit based on a value detected by the operating amount detector, a support case containing and supporting said control unit such that said control unit is disposed on a lateral side of an engine body mounted on a body frame of the motorcycle, with said support case interposed between said control unit and said engine body, wherein a running airflow leading-in part for permitting a running airflow to pass toward said control unit is formed at a front part of said support case, and a running airflow leading-out part is formed at a rear part of said support case for leading out said running airflow after the airflow has passed through at least one lateral side of said control unit.

According to a second aspect and feature of the present invention, in addition to the first aspect and feature, the motorcycle further comprises a support unit supporting said pressure-regulating unit inwardly of the motorcycle relative to said support case, wherein the support unit is mounted to said body frame, and an upper part of said support case is attached to said support unit.

According to a third aspect and feature of the present invention, in addition to either of the first and second aspects and features, the motorcycle further comprises a lower support member co-fastened to a crankcase, which constitutes a part of said engine body, together with a crankcase cover fastened to one side of said crankcase, wherein a lower part of said support case is attached to the lower support member.

According to a fourth aspect and feature of the present invention, in addition to the first aspect and feature, the motorcycle further comprises elastic members disposed between said control unit and said support case, and a fixing member detachably attached to the support case, wherein said control unit together with said elastic members is supported by said support case through the fixing member which makes elastic contact with an outside surface of said control unit along a front-rear direction of said body frame.

According to a fourth aspect and feature of the present invention, in addition to the first aspect and feature, the motorcycle further comprises a side cover part which constitutes part of a front cowl which covers said engine body and at least a part of said body frame, wherein said control unit is covered by said side cover part, and said side cover part includes a running airflow intake port and a running airflow exhaust port at portions of the side cover part respectively corresponding to said running airflow leading-in part and said running airflow leading-out part.

Incidentally, either of a brake lever15and a brake pedal16discussed below in relation to a non-limiting, exemplary embodiment of the present invention correspond to the discussed brake-operating element, and a first pressure sensor34in the exemplary embodiment corresponds to the discussed operating amount detector.

EFFECTS OF THE INVENTION

According to the first aspect and feature of the present invention, the control unit can be contained in and supported by the support case interposed between the control unit and the engine body, while arrangement of the control unit in the vicinity of the engine body is enabled by arranging the control unit on a lateral side of the engine body. Therefore, direct exposure/reach of the heat from the engine body to the control unit can be obviated. Moreover, since the running airflow leading-in part and the running airflow leading-out part are formed at front and rear parts of the support case, it is ensured that the running airflow generated during running of the motorcycle passes along the lateral side or sides of the control unit, whereby the control unit can be efficiently cooled.

According to the second aspect and feature of the invention, an upper part of the support case is supported on the body frame by use of the support unit for supporting the pressure-regulating unit. This permits the members/fasteners for supporting the pressure-regulating unit and the support case on the body frame to be used in common, which contributes to a reduction in the number of component parts.

According to the third aspect and feature of invention, the lower support member is co-fastened to the crankcase together with the crankcase cover, and a lower part of the support case is attached to the lower support member. Therefore, a fastening member for fastening the lower support member to the crankcase can be commonly used to also fasten the crankcase cover to the crankcase, which contributes to a reduction in the number of component parts specially required for securing the support case on the motorcycle.

According to the fourth aspect and feature of invention, the control unit, together with the plurality of elastic members between the control unit and the support case, is supported by the support case through the fixing member which is detachably attached to the support case while making elastic contact with the outside surface of the control unit along the front-rear direction. Therefore, operations of attaching and detaching of the fixing member can be facilitated, for thereby enhancing/facilitating maintenance of the control unit.

According to the fifth aspect and feature of invention, the side cover part constituting a part of the front cowl and covering the control unit is provided with the running airflow intake port and the running airflow exhaust port at portions thereof respectively corresponding to the running airflow leading-in part and the running airflow leading-out part. Therefore, the running airflow coming from the exterior of the motorcycle can be conveniently taken into the running airflow leading-in part and exhausted from the running airflow leading-out part, thereby cooling the control unit. Also, while maintaining this cooling performance, the control unit is covered by the side cover part so that the control unit is protected from exposure to foreign matter, rainwater, etc.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

A non-limiting, exemplary embodiment of the present invention will now be described, with reference to the drawings. Throughout this description, relative terms like “upper”, “lower”, “above”, “below”, “front”, “back”, and the like are used in reference to a vantage point of an operator of the vehicle, seated on the driver's seat and facing forward. It should be understood that these terms are used for purposes of illustration, and are not intended to limit the invention. Further, it should be noted that where a reference number is followed herein by multiple dots such as “ . . . ”, that is a short way of indicating that more than one of that referenced component is present in the assembled structure.

Now, a mode of carrying out the present invention will be described below, based on the exemplary embodiment of the invention shown in the attached drawings.

First, inFIG. 1, a front wheel brake BF provided in a motorcycle is provided with a front pressure-regulating unit18F by which a liquid pressure outputted from a front master cylinder MF according to an operation of a brake lever15serving as a brake operating element can be exerted and by which a liquid pressure outputted from a front liquid pressure-generating unit17F can also be exerted. The front pressure-regulating unit18F is interposed between the front master cylinder MF and the front liquid pressure-generating unit17F, and the front wheel brake BF. In addition, the rear wheel brake BR is provided with a rear pressure-regulating unit17R by which a liquid pressure outputted from a rear master cylinder MR according to an operation of a brake pedal16serving as a brake operating element can be exerted and by which a liquid pressure outputted from the rear liquid pressure-generating unit17R can also be exerted. The rear pressure-regulating unit18R is interposed between the rear master cylinder MR and the rear liquid pressure-generating unit17R, and the rear wheel brake BR.

The front liquid pressure-generating unit17F, which generates a liquid pressure by operation of an electric motor19, includes: the electric motor19, a piston22slidably fitted in a cylinder body20while forming a liquid pressure chamber21between itself and the cylinder body20; a return spring23disposed in a compressed state between the cylinder body20and the piston22so as to urge the piston22in a direction for increasing the internal volume of the liquid pressure chamber21; a pushing shaft24coaxially linked to the piston22from the side opposite to the liquid pressure chamber21; and a gear mechanism26which has a gear25coaxially screw engaged with the pushing shaft24through a ball screw (not shown) and which is connected to an output shaft of the electric motor19. The front liquid pressure-generating unit17F can output, from the liquid pressure chamber21, a liquid pressure varying according to the operation of the electric motor19.

The rear liquid pressure-generating unit17R is configured in the same fashion as the front liquid pressure-generating unit17F above, and, therefore, it is only shown in the figure with its parts corresponding to those of the front liquid pressure-generating unit17F being denoted by the same reference symbols as used above, and with redundant detailed description thereof omitted.

The front pressure-regulating unit18F includes: a first solenoid-operated on-off valve28for switching the communication/cutoff between the front master cylinder MF and the front wheel brake BF; a second solenoid-operated on-off valve29for switching the communication/cutoff between the front liquid pressure-generating unit17F and the front wheel brake BF; a stroke simulator30for exerting a dummy reaction force according to the operating amount of the brake lever15on the front master cylinder MF when the first solenoid-operated on-off valve28is closed; a third solenoid-operated on-off valve31for switching the communication/cutoff between the stroke simulator30and the front master cylinder MF; a first one-way valve32connected in parallel to the second solenoid-operated on-off valve29so as to permit the flow of a brake fluid from the front liquid pressure-generating unit17F to the front wheel brake BF; and a second one-way valve33connected in parallel to the third solenoid-operated on-off valve31so as to permit the flow of the brake fluid from the stroke simulator30to the front wheel brake BF. The pressure in the stroke simulator30is detected by a first pressure sensor34serving as operating amount detector, the output liquid pressure of the front master cylinder MF is detected by a second pressure sensor35, and the output liquid pressure of the front liquid pressure-generating unit17F is detected by a third pressure sensor36.

The first pressure sensor34senses the operating amount of the brake lever15by detecting the output liquid pressure of the front master cylinder MF when the first solenoid-operated on-off valve28is closed. The second pressure sensor35is provided for fail-safe diagnosis/operation, and a judgment that an abnormal state is present can be made when a difference of not less than a predetermined value is generated between the pressure detected by the second pressure sensor35and the pressure detected by the first pressure sensor34. In addition, the pressure detected by the third pressure sensor36is used in a liquid pressure feedback control for controlling the output liquid pressure of the front liquid pressure-generating unit17F based on the value detected by the first pressure sensor34.

The first solenoid-operated on-off valve28is a normally open type solenoid valve, while the second and third solenoid-operated on-off valves29,31are normally closed type solenoid on-off valves. The opening/closing operations of the first to third solenoid-operated on-off valves28,29,31and the operations of the electric motor19in the front liquid pressure-generating unit17F are controlled by a control unit39connected with a battery38. The control unit39may, alternatively, be referred to as an electronic control unit or ECU. The control unit39is supplied as inputs with a value detected by a front speed sensor40F and the values detected by the first to third pressure sensors34,35,36. Based on the value detected by the front speed sensor40F and the values detected by the first to third pressure sensors34to36, the control unit39controls the opening/closing operations of the first to third solenoid-operated on-off valves28,29,31and the operation of the electric motor19. In addition, an alarm lamp41is connected to the control unit39.

At the ignition-ON times of the motorcycle, the first solenoid-operated on-off valve28is in the open state, whereas the second and third solenoid-operated on-off valves29,31are in the closed state, the electric motor19is in the non-operative state, and the alarm lamp41is in the ON state. When the brake lever15is operated to cause a liquid pressure to be outputted from the front master cylinder MF under this condition, the liquid pressure is exerted on the front wheel brake BF through the first solenoid-operated on-off valve28.

When running of the motorcycle is started, the control unit39performs an initial diagnosis, and turns OFF the alarm lamp41if the system is judged to be in normal condition. After the start of the running of the motorcycle, the system is put into a stand-by state, the third solenoid-operated on-off valve31is opened, and the front master cylinder MF is put into the state of communicating with the stroke simulator30.

In response to the detection by the first pressure sensor34of a liquid pressure of not less than a predetermined value due to an operation of the brake lever15during the stand-by condition, the control unit39closes the first solenoid-operated on-off valve28and opens the second solenoid-operated on-off valve29. Further, the control unit39operates the electric motor19of the front liquid pressure-generating unit17F, to control the output liquid pressure of the front liquid pressure-generating unit17F, which is detected by the third pressure sensor36, in such a manner that the output liquid pressure of the front liquid pressure-generating unit17F will be brought to a pressure according to the value detected by the first pressure sensor34. This ensures that the front wheel brake BF is supplied with the liquid pressure outputted from the front liquid pressure-generating unit17F according to the operational load on the brake lever15.

The rear pressure-regulating unit18R is configured in the same fashion as the front pressure-regulating unit18F discussed above, and, therefore, it is only shown in the figure with its parts corresponding to those of the front pressure-regulating unit18F being denoted by the same reference symbols as used above, and with detailed description thereof omitted. Incidentally, in the liquid pressure control by the rear pressure-regulating unit18R, the control unit39uses the value detected by the rear speed sensor40R in place of the value detected by the front speed sensor40F which is used in the liquid pressure control by the front pressure-regulating unit18F.

In addition, by performing the liquid pressure control by the rear pressure-regulating unit18R together with the liquid pressure control by the front pressure-regulating unit18F according to the operation of the brake lever15, the control unit39can carry out a rear braking force distribution control by which the front and rear wheel brakes BF, BR are operated so as to exert distributed braking forces on the front wheel and the rear wheel. In addition, on the contrary, by performing the liquid pressure control by the front pressure-regulating unit18F together with the liquid pressure control by the rear pressure-regulating unit18R in response to the operation of the brake pedal16, the control unit39can carry out a rear braking force distribution control by which the front and rear wheel brakes BF, BR are operated so as to apply distributed braking forces to the front wheel and the rear wheel.

InFIG. 2, the body frame F of the motorcycle includes: a head pipe45on which a front fork43rotatably bearing the front wheel WF equipped with the front wheel brake BF and a steering handle44connected to the front fork43are steerably borne; a left-right pair of main frames46. . . extending rearwardly downwards from the head pipe45; center frames47. . . connected respectively to rear parts of both the main frames46. . . ; pivot plates48. . . integrally connected to the center frames47. . . and extending downwards; and a left-right pair of seat rails49. . . connected to rear parts of the center frames47. . . and extending rearwardly upwards. As used herein, the symbol “ . . . ” is used to indicate that an abbreviated discussion of the associated components is being provided, because persons of ordinary skill in the art ordinary skill in the art would understand how the components are to be joined together.

The main frames46. . . are integrally provided with engine hangers5. . . extending downwards. An engine body51of an engine E of the in-line four-cylinder type, for example, is supported by lower parts of the engine hangers50. . . , the center frames47. . . and the pivot plates48. . . , in such an attitude that the cylinder axis thereof is inclined forwardly upwards.

The engine body51includes: a crankcase53; a cylinder block54rising at a forwardly upward inclination from the crankcase53; and a cylinder head52connected to an upper part of the cylinder block54.

A fuel tank55is mounted on both the main frames46. . . on the upper side of the engine body51. In addition, an upwardly extending intake system57is connected to a rear surface of the cylinder head52of the engine body51, and an air cleaner56that the intake system57has at its upstream end is so disposed as to be covered with the fuel tank55. On the other hand, an exhaust system58connected to a front surface of the cylinder head52includes: a plurality of exhaust pipes59. . . which are connected to the front surface of the cylinder head52in the manner of corresponding respectively to the cylinders and which extend downwards from the cylinder head52; and an exhaust muffler60disposed between rear parts of both the seat rails49. . . in the state of being connected to the exhaust pipes59. . . . Moreover, the exhaust pipes59. . . have inclined parts59aextending forwardly downwards from the front surface of the cylinder head52, and curved parts59bcurved from lower parts of the inclined parts59a. . . toward the lower side of the engine body51, so that in side view a triangular-shaped space is formed between the exhaust pipes59and the front surface of the engine body51. Furthermore, on the front side of the engine body51, a radiator61is fixedly disposed so as to be located in skewed fashion on an upper side of the exhaust pipes59. . . .

On the pivot plates48. . . of the body frame F, a front end part of a swing arm62rotatably supporting the rear wheel WR (which is equipped with the rear wheel brake BR) on its rear end parts is vertically swingably borne. A link mechanism63is provided between a front-end-side lower part of the swing arm62and lower parts of the pivot plates48, and a lower end part of a cushion unit65connected at its upper end part to the swing arm62and extending vertically is connected to a link member64constituting a part of the link mechanism63.

In addition, an output from a transmission (not shown) incorporated in the crankcase53of the engine body51is transmitted to the rear wheel WR through chain-type power transmission means67having an endless chain66.

A riders' seat68is provided on the seat rails49. . . so as to be disposed on the rear side of the fuel tank55. The riders' seat68includes a front seat69on which to seat the driver, and a rear seat70on which to seat the passenger and which is spaced rearwardly from the front seat69. Pillion steps71on which to rest the feet of the passenger seated on the rear seat70are fastened to outside surfaces of intermediate parts of the seat rails49. . . .

A part of the body frame F and the engine E are covered with a front cowl72formed from a synthetic resin. The front cowl72includes a front cover part73for covering the head pipe45on the front side, and side covers74. . . which are connected with the front cover73and which cover the engine body51, the exhaust pipes59. . . of the exhaust system58, and the radiator61on both lateral sides.

In the motorcycle as described above, the front liquid pressure-generating unit17F, the front pressure-regulating unit18F, the rear liquid pressure-generating unit17R, the rear pressure-regulating unit18R and the control unit39are disposed in the vicinity of the engine E, i.e., in the vicinity of the center of the vehicle body.

Now, a structure for arrangement of the front liquid pressure-generating unit17F, the front pressure-regulating unit18F, the rear liquid pressure-generating unit17R, the rear pressure-regulating unit18R, and the control unit39in the motorcycle, and the operations and effects of the structure, will be sequentially described below.

An arrangement structure of the front pressure-regulating unit18F will be described referring toFIGS. 3 to 7. First, inFIG. 3, the first solenoid-operated on-off valve28, the second solenoid-operated on-off valve29, the stroke simulator30, the third solenoid-operated on-off valve31, the first one-way valve32, and the second one-way valve33which constitute the front pressure-regulating unit18F are arranged on a base77which may be formed in a rectangular parallelopiped shape by casting of a light metal such as an aluminum alloy. Projecting parts of the first solenoid-operated on-off valve28, the second solenoid-operated on-off valve29, the third solenoid-operated on-off valve31, the first one-way valve32and the second one-way valve33which are projecting from the base77are covered by a synthetic resin-made cover78integrally provided with a coupler part78a. The first to third pressure sensors34to36are also arranged on the base77, and projecting parts of the first to third pressure sensors34to36which are projecting from the base77are also covered with the cover78.

Referring toFIGS. 4 to 7also, the front pressure-regulating unit18F is arranged in a position behind the intake system57which is connected to the cylinder head52of the engine body51mounted on the body frame F and extends upwardly from the cylinder head52and which is between the engine body51and the fuel tank55disposed on the upper side of the engine body51. The front pressure-regulating unit18F is flexibly supported, through an elastic case79which covers/encloses the pressure-regulating unit18F, on support unit83supported on the body frame F.

The elastic case79includes lower and upper case members80,81provided as bisected lower and upper parts so as to clamp the front pressure-regulating unit18F in such an attitude as to have the base77located on the upper side. Both the case members80,81may be formed of elastic material, for example, a rubber.

The lower case member80is formed in a box-like shape open to the upper side so that the cover78of the front pressure-regulating unit18F can be fitted therein, and the upper case member81is formed in a box-like shape open to the lower side so that the base77of the front pressure-regulating unit18F can be fitted therein. Moreover, the upper case member81is provided with a cutout82for permitting the coupler78aof the cover78to project therethrough. In addition, of both the case members80and81, at least the lower case member80is integrally and projectingly provided at its inner surface with a plurality of projections80a. . . ,81a. . . which project into the pressure-regulating unit18F. In the depicted embodiment, both the case members80and81are integrally and projectingly provided with the projections80a. . . ,81a. . . at their inner surfaces.

The support unit83is composed, in a frame form, of a lower frame body84which is attached to the body frame F so as to cover substantially the whole perimeter of a lower part of the front pressure-regulating unit18F and to support the front pressure-regulating unit18F on the lower side of the latter, and an upper frame body85which is fastened to the lower frame body84.

The lower frame body84has a plurality of bent, small-width metallic plate materials connected to each other. Specifically, the lower frame body84includes: a frame part84asurrounding substantially the whole perimeter of the lower part of the front pressure-regulating unit18F; two support plate parts84b,84cconnected to the frame part84aso as to support the front pressure-regulating unit18F on the lower side of the latter; three support arm parts84d,84e,84fextending outwardly sideways from the frame body84a; and two attaching projected parts84g,84hprojected from the frame body84aso as to fasten the upper frame body85thereto.

The front pressure-regulating unit18F, together with the lower case member80fitted in a lower part thereof, is fitted into and supported by the frame part84aand both the support plate parts84b,84cof the lower frame body84.

The support arm parts84d,84e,84fare extended to the side of the left main frame46and the left center frame47, of both the main frames46. . . and both the center frames47. . . of the body frame F. The support arm part84dis fastened to the engine hanger50integral with the main frame46by a bolt86, the support arm part84eis fastened to the main frame46on the rear side relative to the engine hanger50by a bolt87, and the support arm part84fis fastened to the center frame47by a bolt88.

The upper frame body85is brought from above into contact with the upper case member81fitted from above into an upper part, or the base77, of the front pressure-regulating unit18F, and is fastened to both the attaching projected parts84g,84hof the lower frame body84. The upper frame body85integrally includes: a presser part85aput into contact with the upper case member81from above; and a pair of attaching leg parts85b,85cextended from the presser part85atoward the sides of both the attaching projected parts84g,84h.

On the other hand, weld nuts89. . . are firmly attached to the lower surfaces of both the attaching projected parts84g,84hof the lower frame body84. Bolts90,90passed through tip parts of both the attaching leg parts85b,85cand through both the attaching projected parts84g,84hare screw engaged with the weld nuts89. . . and tightened, whereby the upper frame body85is fastened to the lower frame body84. As a result, the support unit83is composed in a frame form by use of the lower frame body84which is attached to the body frame F, covers substantially the whole perimeter of the lower part of the front pressure-regulating unit18F, and supports the front pressure-regulating unit18F on the lower side of the latter, and the upper frame body85fastened to the lower frame body84. In addition, the front pressure-regulating unit18F is clamped between the lower frame body84and the upper frame body85, with the lower case member80and the upper case member81(which are formed of an elastic material) interposed therebetween.

Moreover, the front pressure-regulating unit18F is disposed on the upper side of and in proximity to a cooling pipe (not shown) constituting a part of a cooling water circulation circuit provided for the engine E. In view of this, the lower case member80is provided in its lower surface with a recessed part80bwhich is curved to the upper side in order to obviate interference with the cooling water pipe, whereby a cooling effect on the front pressure-regulating unit18F owing to the arrangement of the unit in proximity to the cooling water pipe can be obtained.

According to the arrangement structure of the front pressure-regulating unit18F as above, the front pressure-regulating unit18F is covered by the elastic case79, so that an adverse influence of the heat from the engine E can be prevented from being exerted on the front pressure-regulating unit18F. In addition, since the front pressure-regulating unit18F is flexibly supported through the elastic case79on the support unit83supported on the body frame F, transmission of vibrations from the engine E to the front pressure-regulating unit18F can be surely suppressed.

Moreover, the front pressure-regulating unit18F is arranged in a position behind the intake system57which is connected to the cylinder head52of the engine body51mounted on the body frame F and extends upwardly from the cylinder head52and which is between the engine body51and the fuel tank55disposed on the upper side of the engine body51. This ensures that the front pressure-regulating unit18F is disposed at such a position as to be less liable to be exposed to the radiant heat from the exhaust system58of the engine E, whereby the influence of the heat from the engine E upon the front pressure-regulating unit18F can be effectively restrained. In addition, the front pressure-regulating unit18F is laid out in a comparatively large vacant space at the rear side of the intake system57, whereby the influence of the front pressure-regulating unit18F upon the layout of other component parts can be minimized.

In addition, the elastic case79is composed of the elastic material-made lower and upper case members80,81provided as bisected lower and upper parts so as to clamp the front pressure-regulating unit18F from the lower and upper sides, and, at least the lower case member80of both the case members80and81is (in the depicted embodiment, both of the case members80and81are) integrally and projectingly provided at its inner surfaces with the plurality of projected parts80a. . . ,81a. . . which contact the front pressure-regulating unit18F. Therefore, the front pressure-regulating unit18F can be flexibly supported assuredly, while facilitating an operation of fitting/containing the front pressure-regulating unit18F into the elastic case79.

Furthermore, the front pressure-regulating unit18F is flexibly supported, through the lower and upper case members80and81of the elastic case79, on the support unit83mounted to the body frame F. In addition, the support unit83is composed in a frame form by use of the lower frame body84which is attached to the motorcycle's body frame F so as to cover substantially the whole perimeter of the lower part of the front pressure-regulating unit18F and to support the front pressure-regulating unit18F on the lower side of the latter, and the upper frame body85which is fastened to the lower frame body84. Moreover, the front pressure-regulating unit18F is clamped between the lower frame body84and the upper frame body85, with the lower and upper case members80and81therebetween. Therefore, by a simple process in which the front pressure-regulating unit18F is mounted to the lower frame body84attached to the body frame F through the lower case member80and then the upper frame body85with the upper case member81interposed between itself and the front pressure-regulating unit18F is attached to the lower frame body84, the front pressure-regulating unit18F can be flexibly supported on the support unit83mounted to the body frame F. Thus, the mounting operation is facilitated.

An arrangement structure of the front liquid pressure-generating unit17F will be described referring to FIGS.2and8-13. First, as shown inFIG. 2, the front liquid pressure-generating unit17F is arranged between the engine body51and the exhaust pipes59. . . extended downwards from the front surface of the cylinder head52in the engine body51. Moreover, the exhaust pipes59. . . include the inclined parts59a. . . which extends forwardly downwards from the front surface of the cylinder head52, and the curved parts59b. . . which are curved from the lower parts of the inclined parts59a. . . toward the lower side of the engine body51, in such a manner that in side view a rectangular-shaped space is formed between the pipes and the front surface of the engine body51, with the front liquid pressure-generating unit17F being arranged in the space. Furthermore, the front liquid pressure-generating unit17F is arranged at the rear lower side of the radiator61which is supported on the body frame F on the front side of the engine body51.

InFIG. 8, the front liquid pressure-generating unit17F is supported, through support unit93, on the engine hangers50. . . provided to be integral with the left-right pair of main frames46which extend rearwardly downwards from the head pipe45and which constitute a part of the body frame F. The support unit93is composed in a frame form by use of a first support frame94which is attached to the engine hangers50. . . and which extends in the left-right direction on the rear side of the front liquid pressure-generating unit17F, and a second support frame95which is attached to the first support frame94in such a manner as to surround the front liquid pressure-generating unit17F from the front side of the latter.

Referring toFIG. 9also, a weld nut96is securely attached to the rear surface of an intermediate part in the width direction of the first support frame94, and a weld nut97is secured to the rear surface of a tip part of a support arm part94abranched in skewed fashion downward from a left end part (inFIG. 8, a right end part) of the first support frame94as viewed from a person facing in the running (forward) direction of the motorcycle. One end part of the second support frame95is fastened to the intermediate part in the width direction of the first support frame94by a bolt98screw engaged with the weld nut96, and the other end part of the second support frame95is firmly attached to the tip part of the support arm part94aof the first support frame94by a bolt99screw engaged with the weld nut97.

Referring toFIG. 10also, while the brackets53a. . . provided at the crankcase53of the engine body51are fastened to the engine hangers50. . . provided to be integral with the main frames46. . . through bolts105, attaching members102. . . clamped between the brackets53a. . . and the engine hangers50. . . are co-fastened to the engine hangers50. . . together with the brackets53a. . . by the bolts105.

On the other hand, both end parts of the first support frame94are fitted with rubber bushings100,100. Collars101. . . provided at their one-side ends with flange parts101a. . . projecting outwards are inserted in the rubber bushings100, and the flange parts101aare put in abutment on the attaching members102. . . . In addition, washers103. . . are put in contact with the other-side ends of the collars101. . . so that the collars101. . . are clamped between the washers103. . . and the attaching members102, and bolts104. . . passed through the washer103. . . and the collars101. . . are screw engaged with the attaching members102. Thus, both left and right end parts of the first support frame94of the support unit93are fastened to the engine hangers50. . . of the left-right pair of main frames46, by co-fastening thereof together with the brackets53a. . . of the crankcase53in the engine body51.

Referring toFIG. 11also, an attaching arm106extending upwards is securely attached to an intermediate part in the left-right direction of the first support frame94. A rubber bushing107is mounted to an upper end part of the attaching arm106, and a collar108provided at its one end with a flange part108aprojecting outwards is passed through the rubber bushing107. On the other hand, the cylinder block54of the engine body51is provided with a support boss part54afor contact with the flange part108a. A washer109is put in contact with the other end of the collar108so as to clamp the collar108between itself and the support boss part54a, and a bolt110passed through the washer109and the collar108is screw engaged with the support boss part54a.

Referring toFIG. 12also, a support bar111extending downwards is secured to an intermediate part in the left-right direction of the first support frame94. The support bar111is fitted in a rubber bushing112mounted to the crankcase53of the engine body51.

Thus, both the left and right end parts of the first support frame94of the support unit93are supported on the engine hangers50. . . of the main frames46. . . through the rubber bushings100. . . , and the intermediate part in the left-right direction of the first support frame94is supported on the engine body51through the rubber bushings107,112.

The front liquid pressure-generating unit17F is elastically supported by the support member93, and a support plate116opposed from the front side to a bracket115provided at a left side part of the front liquid pressure-generating unit17F is firmly attached to the first support frame94of the support unit93.

InFIG. 13, a rubber bushing117is mounted to the support plate116, and a collar118provided at its one end with a flange part118aprojecting outwards is passed through the rubber bushing117so that the flange part118amakes contact with the bracket115. In addition, a washer119is put in contact with the other end of the collar118so as to clamp the collar118between itself and the bracket115, and a bolt120passed through the washer119and the collar118is screw engaged with the bracket115.

In addition, the second support frame95is provided with a support plate part121which is opposed to the front liquid pressure-generating unit17F from the lower side, and a support plate122which is opposed to the front liquid pressure-generating unit17F from the left side. Rubber bushings123,124mounted to the support plate parts121,122are attached to the front liquid pressure-generating unit17F through bolts125,126by use of the same structure as that shown inFIG. 13.

In short, the front liquid pressure-generating unit17F is supported on the support unit93through the rubber bushings117,123, and124.

According to the arrangement structure of the front liquid pressure-generating unit17F as above, the front liquid pressure-generating unit17F is arranged between the engine body51and the exhaust pipes59. . . extended downwards from the cylinder head52. Therefore, the front liquid pressure-generating unit17F can be laid out by effectively utilizing the vacant space which is at the front side of the engine body51and at the lower side of the exhaust pipes59. . . , whereby concentration of mass can be contrived. Moreover, although the heat from the exhaust pipes59. . . reaches the front liquid pressure-generating unit17F, the running airflow generated by the running of the motorcycle comes into contact with the front liquid pressure-generating unit17F, so that the temperature of the front liquid pressure-generating unit17F can be prevented from rising excessively. In addition, since the support unit93for supporting the front liquid pressure-generating unit17F is supported through the rubber bushings100. . . ,107,112on the engine body51and the engine hangers50. . . of the main frames4. . . constituting a part of the body frame F, transmission of vibrations from the engine E to the front liquid pressure-generating unit17F can also be surely restrained.

In addition, the cylinder head52is connected to an upper part of the cylinder block54rising at a forwardly upward inclination from the crankcase53. The exhaust pipes5. . . connected to the front surface of the cylinder head52have the inclined surfaces59a. . . extending forwardly downwards from the front surface of the cylinder head52, and the curved parts59b. . . curved from the lower parts of the inclined parts59a. . . toward the lower side of the engine body51, and in side view a triangular shaped space is formed between the exhaust pipes59. . . and the front surface of the engine body51. Moreover, the front liquid pressure-generating unit17F is laid out in the space. Therefore, since a comparatively large space can be secured between the exhaust pipes59. . . and the front surface of the engine body51, the running airflow can easily flow in the surroundings of the front liquid pressure-generating unit17F disposed in the space, and the temperature of the front liquid pressure-generating unit17F can be effectively prevented from rising excessively.

In addition, both the left and right end parts of the first support frame94in the support unit93are supported on the engine hangers5. . . of the left-right pair of main frames46. . . through the rubber bushings100. . . , and the intermediate part in the left-right direction of the first support frame94is supported on the engine body51through the rubber bushings107,112, so that the front liquid pressure-generating unit17F can be flexibly supported while enhancing the rigidity of the support unit93.

In addition, since both the left and right end parts of the support unit93are fastened to the engine hangers5. . . of the main frames4. . . by co-fastening thereof together with the brackets53a. . . of the crankcase53of the engine body51, a reduction in the number of component parts and a reduction in the number of working steps required specially in relation to the front liquid pressure-generating unit17F can be realized.

In addition, the support unit93is composed in a frame form by use of the first support frame94which is attached to the engine hangers50. . . of the main frames46. . . and which extends in the left-right direction on the rear side of the front liquid pressure-generating unit17F, and the second support frame95which is attached to the first support frame94in such a manner as to surround the front liquid pressure-generating unit17F from the front side. Therefore, the front liquid pressure-generating unit17F can be supported in such a manner that the front liquid pressure-generating unit17F can easily receive the running airflow.

Furthermore, since the front liquid pressure-generating unit17F is laid out at the rear lower side of the radiator61supported by the body frame F at the front side of the engine body51, the front liquid pressure-generating unit17F can be protected by the radiator61and the exhaust pipes5. . . from foreign matters such as flying stones coming from the front side of the motorcycle.

An arrangement structure of the rear pressure-regulating unit18R will be described referring toFIGS. 2 and 14to16. First, as shown inFIG. 2, the rear pressure-regulating unit18R is arranged on the rear side of the engine body51and between an upper end part of the cushion unit65and the engine body51. The rear pressure-regulating unit18R is supported by a support member130, as shown inFIGS. 14 and 15.

The support member130includes: a support member main part130awhich is arranged between both the center frames47,47while having a part thereof opposed from above to the rear pressure-regulating unit18R disposed on the lower side of a crossmember131with a base part77located on the rear side and with a cover78located on the front side; attaching arm parts130b,130c,130dextended from the support member main part130aso as to be opposed to both the center frames47,47and the back surface of the crossmember131; and a pair of support arm parts130e,130fdrooping from the support member main part130aso as to be located on both the left and right sides of the rear pressure-regulating unit18R.

Rubber bushings132,133, and134are mounted to tip parts of the attaching arm parts130b,130c, and130d. Collars135,136, and137provided at one side end thereof with flange parts135a,136a, and137aprojecting outwards are passed through the rubber bushings132to134so that the flange parts135ato137amake contact with the center frames47,47and the back surface of the crossmember131. In addition, washers138,139, and140are put in contact with the other-side ends of the collars135to137so that the collars135to137are clamped between them and the center frames47,47and the crossmember131. Bolts141,142, and143passed through the washers138to140and the collars135to137are screw engaged with the center frames47,47and the crossmember131.

A frame member145is attached to an upper part of the base77of the rear pressure-regulating unit18R by three bolts146,146, and146, for example. The frame member145is disposed between the support member main part130aand both the support arm parts130e,130fof the support member130, and the rear pressure-regulating unit18R. Three portions of the frame member147are supported respectively on the support member main part130aand both the support arm parts130e,130fthrough rubber bushings147. . . . Specifically, the upper part of the rear pressure-regulating unit18R is attached to the support member130through the rubber bushings147. . . so as to be supported in suspended fashion from the support member130.

InFIG. 16, the rubber bushings147. . . are mounted respectively to the support member main part130aand both the support arm parts130e,130fof the support member130, and weld nut148are securely attached to the frame member145in the manner of corresponding to the rubber bushings147. . . . In addition, collars149. . . provided at one side end thereof with flange parts149aprojecting outwards are passed through the rubber bushings147. . . so that the flange parts149a. . . are clamped between them and the support member main part130aand both the support arm parts130e,130f. In addition, washers150. . . are put in contact with the other-side ends of the collars149. . . so that the collars149. . . are clamped between them and the support member main part130aand both the support arm parts130e,130f, and bolts151. . . passed through the washer150. . . and the collars149. . . are screw engaged with the weld nuts148. . . .

According to the arrangement structure of the rear pressure-regulating unit18R as above, the support member130for supporting the rear pressure-regulating unit18R is flexibly supported by the pair of center frames47. . . disposed on both the left and right sides of the engine body51and by the crossmember131for connecting the center frame47. . . to each other on the rear side of the engine body51in such a manner as to constitute a part of the body frame F together with the center frames47. . . , through the rubber bushings132,133, and134. Therefore, vibrations transmitted from the engine E can be prevented from reaching the rear wheel pressure-regulating unit18R. Moreover, the rigidity of the support member130can be set to a level sufficient to hold the rear wheel pressure-regulating unit18R, without being affected by the rigidity on the side of the body frame F, which makes it unnecessary to enhance the strength of the support member130more than required. Thus, reductions in weight and cost can be achieved.

In addition, since the upper part of the rear wheel pressure-regulating unit18R is so attached as to be supported in suspended fashion from the support member130, the position of the rear wheel pressure-regulating unit18R in the width direction of the body frame F can easily be conditioned so as not to interfere with other component parts.

Further, the rear wheel pressure-regulating unit18R is arranged between the engine body51and the upper end part of the cushion unit95provided between the swing arm62and the link member64, which constitutes a part of the link mechanism63provided between the swing arm62and the body frame F. Therefore, the rear wheel pressure-regulating unit18R can be effectively laid out in the space between the engine body51and the upper end part of the cushion unit65. Moreover, the rear wheel pressure-regulating unit18R can be protected by surrounding the left and right sides and the front and rear sides of the rear wheel pressure-regulating unit18R with the body frame F, the engine body51and the cushion unit65.

Rear Liquid Pressure-Generating Unit

An arrangement structure of the rear liquid pressure-generating unit17R will now be described, referring toFIGS. 17 to 21. First, as shown inFIGS. 17 and 18, the rear liquid pressure-generating unit17R is supported on the left-right pair of seat rails49. . . constituting a part of the body frame F. When viewed in a top (or bottom) plan view thereof, as shown in the bottom plan view ofFIG. 18, the rear liquid pressure-generating unit17R is arranged between both the seat rails49,49at a position nearer to the left seat rail49than the right seat rail.

Referring toFIGS. 19 and 20also, a first support member154is attached to the left seat rail49of both the seat rails49. . . , and the rear liquid pressure-generating unit17R is flexibly supported by the first support member154and a crossmember155for connection between both the seat rails49. . . , through rubber bushings156. . . .

Both end parts of the crossmember155are connected to the seat rails49. . . by pairs of bolts157,157. . . . In addition, the first support member154is fastened to the left seat rail49by a pair of bolts158,158.

A second support member159is secured to the crossmember155, and an attaching member160fixed to the rear liquid pressure-generating unit17R is supported on the second support member159through a rubber bushing156.

Referring toFIG. 21also, the attaching member160is firmly attached to the cylinder body20of the rear liquid pressure-generating unit17R by a pair of screw members161,161, and the rubber bushing156is mounted to the attaching member160. In addition, a weld nut162is securely attached to the second support member159at a position corresponding to the rubber bushing156. A collar163provided at one end thereof with a flange part163aprojecting outwards is passed through the rubber bushing156so as to put the flange part163ain contact with the second support member159. In addition, a washer164is put in contact with the other end of the collar163so as to clamp the collar163between itself and the second support member159, and a bolt165passed through the washer164and the collar163is screw engaged with the weld nut162.

In addition, a support plate part154aopposed to the rear liquid pressure-generating unit17R from the outer side is provided at a front part of the first support member154, and a support plate part154bopposed to the rear liquid pressure-generating unit17R from the rear side is provided at a rear part of the first support member154. The rubber bushings156,156mounted respectively to these support plate parts154a,154bare attached to the rear liquid pressure-generating unit17R with bolts166,167, by the same attaching structure as that described referring toFIG. 21above.

Meanwhile, a sub-tank168for adjusting the damping force of the cushion unit65provided between the swing arm62and the link member64of the link mechanism63is arranged on the rear side of the rear liquid pressure-generating unit17R. The sub-tank168is supported by the left seat rail49of both the seat rails49. . . .

Specifically, a sub-tank support member169for supporting the sub-tank168is fixed to the left seat rail49. The sub-tank support member169is fixed to the left seat rail49with a pair of bolts170,170by co-fastening thereof together with the pillion step71.

According to the arrangement structure of the rear liquid pressure-generating unit17R as above, the rear liquid pressure-generating unit17R is supported by the left-right pair of seat rails49,49in such a manner as to be laid out between both the seat rails49. . . in plan view. Therefore, the rear liquid pressure-generating unit17R can be laid out in the vicinity of the rear pressure-regulating unit18R, which is disposed at the rear side of the engine body51, and in a place where it is easy to secure the space necessary for disposing the rear liquid pressure-generating unit17R.

In addition, the rear liquid pressure-generating unit17R is flexibly supported by the first support member154which is attached to the left seat rail49of both the seat rails49. . . and by the crossmember155for connection between both the seat rails49. . . , through the rubber bushings156. . . . Therefore, vibrations on the side of the body frame F can be surely restrained from reaching the rear liquid pressure-generating unit17R.

In addition, the sub-tank168for adjusting the damping force of the cushion unit65is disposed on the rear side of the rear liquid pressure-generating unit17R and is supported by the left seat rail49. Therefore, it is possible to lay out the rear liquid pressure-generating unit17R between the sub-tank168and the engine body51, and thereby to protect the rear liquid pressure-generating unit17R from external forces.

Furthermore, since the sub-tank support member169for supporting the sub-tank168is fixed to the left seat rail49by co-fastening thereof together with the pillion step71, the number of component parts is reduced.

An arrangement structure of the control unit39will be described referring toFIGS. 22 to 25. The control unit39is arranged on the left side of the engine body51mounted on the body frame F. Moreover, in order to enhance the property for “knee gripping” by the driver, the control unit39is disposed on the inner side relative to the vehicle body side ends of that portion of the motorcycle at which the vehicle width is the largest. The control unit39is contained in and supported by a control unit support case171formed of synthetic resin, for example, and interposed between the control unit39and the engine body51, and is covered with the side cover part74constituting a part of the front cowl72.

The control unit support case171is formed in a box-like shape opened on the side opposite to the engine body51so as to contain the control unit39on the side opposite to the engine body51. The control unit support case171includes a flattened floor portion171F for supporting the control unit39from below, and a substantially solid inner wall180, located at an inner edge of the floor portion171F in a vehicle width direction, and extending upwardly therefrom. The inner wall180of the control unit support case171is configured and arranged to help to shield the control unit39from heat of the engine body51during vehicle operation. As shown inFIG. 25, a lower portion180A of the inner wall180, in an area proximate the floor portion171F, is disposed at a first location. In contrast, an upper portion180B of the inner wall180, in an area above the lower portion180A, is recessed inwardly toward the engine, and is spaced farther away from the control unit39than the lower portion180A of the inner wall180. Meanwhile, the front pressure-regulating unit18F supported on the body frame F through the support unit83is arranged inwardly of the motorcycle relative to the control unit support case171, and an upper part of the control unit support case171is attached to the support arm parts84e,84fpossessed by the lower frame body84constituting a part of the support unit83, by bolts172,173. Specifically, as clearly shown inFIG. 25, weld nuts178. . . are secured to the support arm parts84e,84f, and the bolts172,173passed through the control unit support case171and the support arm parts84e,84fare screw engaged with the weld nuts178. . . .

Meanwhile, a crankcase cover174such as a generator cover is fastened to a left side surface of the crankcase53constituting a part of the engine body51, by a plurality of bolts175,175. . . . To a lower support member176which is co-fastened to the crankcase53together with the crankcase cover174by use of one of the bolts175,175. . . , a lower part of the above-mentioned control unit support case171is attached by a pair of bolts177,177. Specifically, as clearly shown inFIG. 25, a pair of weld nuts179. . . are firmly attached to the lower support member176, and the bolts177. . . passed through the control unit support case171and the lower support member176are screw engaged with the weld nuts179. . . .

The control unit39is contained in the control unit support case171with, for example, three elastic members181. . . interposed between the control unit and the inner wall180of the control unit support case171. As shown inFIG. 25, the elastic members181act as spacers to space the control unit39outwardly away from the support case171, thereby providing an air flow space between the control unit39and the inner wall180of the control unit support case171. The control unit39is supported on the control unit support case171through a fixing member182, which is put in elastic contact with an outside surface of the control unit39along the front-rear direction of the body frame F, and which is detachably attached to the control unit support case171. The fixing member182may be, for example, an endlessly continuous rubber string or band, which is detachably engaged with lock parts or tabs183,183which are provided extending in substantially opposite directions at opposite ends of the control unit support case171, such as at positions on the front and rear sides of the control unit39, for example.

The control unit support case171is provided with a running airflow leading-in part184for permitting the running airflow to pass to the side of the control unit39, the running airflow inlet port184being located on the lower front side of the control unit39, and also with a running airflow leading-out part185for leading out the running airflow having passed through the lateral sides of the control unit39, the running airflow leading-out part185being located on the upper rear side of the control unit39.

The side cover part74of the front cowl72covers the control unit39, with a cushion member186between itself and a lower part of the control unit support case171. The side cover part74is provided with a running airflow intake port187at its portion corresponding to the running airflow leading-in part184, and with running airflow exhaust ports188,189, and190at its portions corresponding to the running airflow leading-out part185.

According to the arrangement structure of the control unit39as above, the control unit39arranged on a lateral side of the engine body51is contained in and supported by the control unit support case171interposed between the control unit39and the engine body51. Therefore, direct reach of the heat from the engine body51to the control unit39can be avoided by the control unit support case171interposed between the control unit39and the engine body51, while permitting the control unit39to be disposed in the vicinity of the engine body51.

Moreover, the running airflow leading-in part184for permitting the running airflow to pass to the side of the control unit39is formed at a front part of the control unit support case171, and the running airflow leading-out part185for leading out the running airflow having passed through the lateral sides of the control unit39is formed at a rear part of the control unit support case171. Therefore, during running of the motorcycle, the running airflow can be caused to pass through the lateral sides of the control unit39, thereby efficiently cooling the control unit39.

In addition, an upper part of the control unit support case171is attached to the support arm parts84e,84fpossessed by the support unit39for supporting the front pressure-regulating unit18F on the body frame F. Therefore, the component parts and members for supporting the front pressure-regulating unit18F and the control unit support case171onto the body frame F can be made to be suited to common use, which contributes to a reduction in the number of component parts specially required for the control unit.

In addition, a lower part of the control unit support case171is attached to the lower support member176which is co-fastened to the crankcase53together with the crankcase cover174fastened to one side of the crankcase. Therefore, the bolts175for fastening the lower support member176to the side of the crankcase53can be used in common to the fastening of the crankcase cover174, which also contributes to a reduction in the number of component parts.

In addition, the control unit39, together with the plurality of elastic members181interposed between the control unit and the control unit support case171, is supported on the control unit support case171by the fixing member182which is in elastic contact with the outside surface of the control unit39along the front-rear direction of the body frame F and which is detachably attached to the control unit support case171. Therefore, the fixing member182can be attached and detached easily, whereby maintenance of the control unit39can be facilitated and enhanced.

Furthermore, the control unit39is covered with the side cover part74constituting a part of the front cowl72, and the running airflow intake port187and the running airflow exhaust ports188,189, and190are provided at portions corresponding to the running airflow leading-in part184and the running airflow leading-out part185of the side cover part74. Therefore, the running, outside airflow can be efficiently introduced into the running airflow leading-in part184and can be exhausted from the running airflow leading-out part185, whereby cooling performance for the control unit39is maintained, and, at the same time, the control unit39is covered with the side cover part74, whereby the control unit39can be protected from external foreign matter, rainwater, etc.

Although the present invention has been described herein with respect to a limited number of exemplary, illustrative embodiments, the foregoing description is intended to illustrate, rather than to limit the invention. Those skilled in the art will realize that many modifications of the illustrative embodiment could be made which would be operable. All such modifications, which are within the scope of the claims, are intended to be within the scope and spirit of the present invention. The invention is not limited to the exemplary embodiments, and various design modifications are possible without departure from the invention as described in claims.