Patent Description:
PTL <NUM> discloses a motorcycle including a headlight that illuminates the front and a radar device that detects the front. <CIT>, <CIT> and <CIT> also disclose state of the art. Said <CIT> discloses a saddle vehicle according to the preamble of claim <NUM>.

In the headlight such as shown in PTL <NUM>, it is preferable to be able to adjust the direction in which the light is emitted, for example.

The present invention is made in view of the circumstances described above, and an object of the present invention is to realize adjustment in a plurality of devices in a saddle vehicle with a simple configuration.

The problem to be solved by the present invention is as described above, and the means for solving this problem and the effect thereof are described below.

In a first aspect of the present invention, a saddle vehicle having the following configuration is provided. That is, the saddle vehicle includes a first device and a second device. The first device includes an adjustment mechanism. The second device includes an adjustment mechanism. Any one of the first device and the second device is a lighting device in which a direction of a light source of light is adjustable. An opening is formed in the saddle vehicle. The adjustment mechanism included in the first device and the adjustment mechanism included in the second device can be operated by being accessed from outside through the same opening. The saddle vehicle includes a guide that guides a tool inserted into the opening to the adjustment mechanism included in the first device. The first device and the second device are lined up in a vertical direction. The opening is disposed lower than the first device and lower than the second device. The opening is open downward. The saddle vehicle further comprises: a frame; wherein the first device is located above the second device, the second device is attached to the frame via a stay, and for operating the adjustment mechanism included in the first device, the tool is inserted through the opening located below the first device so that the tool penetrates the stay.

This simplifies the configuration and prevents a reduction in mechanical strength compared to providing separate openings for each of the first device and the second device. In addition, the adjustment work of the first device and the second device can be easily performed together, for example, at the time of factory shipment of a saddle vehicle.

In a second aspect of the present invention, the following adjustment method is provided. That is, the adjustment method targets a saddle vehicle including a first device and a second device. The first device includes an adjustment mechanism. The second device includes an adjustment mechanism. Any one of the first device and the second device is a lighting device in which a direction of a light source of light is adjustable. An opening is formed in the saddle vehicle. The adjustment mechanism included in the first device and the adjustment mechanism included in the second device are operated by being accessed from outside through the same opening. The saddle vehicle includes a guide that guides a tool inserted into the opening to the adjustment mechanism included in the first device. The first device and the second device are lined up in a vertical direction. The opening is disposed lower than the first device and lower than the second device. The opening is open downward. The saddle vehicle further comprises: a frame; wherein the first device is located above the second device, the second device is attached to the frame via a stay, and for operating the adjustment mechanism included in the first device, the tool is inserted through the opening located below the first device so that the tool penetrates the stay.

According to the present invention, adjustment in a plurality of devices in a saddle vehicle can be realized with a simple configuration.

Next, one embodiment of the invention will be described with reference to the drawings. In the following description, the front, rear, left and right of a motorcycle <NUM> is defined based on the direction viewed from the driver riding in the motorcycle <NUM> (saddle vehicle, ride). The front-rear direction corresponds to the vehicle length direction (ride length direction), and the left-right direction corresponds to the vehicle width direction (ride width direction).

First, an overview of the motorcycle <NUM> according to this embodiment is described with reference to <FIG> and <FIG>. <FIG> is a side view showing a front part of the motorcycle <NUM>. <FIG> is a plan view showing the front part of the motorcycle <NUM>.

As shown in <FIG>, the motorcycle <NUM> has a vehicle body <NUM>. This motorcycle <NUM> is, in other words, a two-wheeled vehicle. The vehicle body <NUM> includes a plurality of vehicle body frames that serve as the framework of the motorcycle <NUM>. The motorcycle <NUM> has a head pipe <NUM> and a main frame <NUM> as the vehicle body frame. The configuration of the vehicle body frames is arbitrary and may be different from this embodiment.

A shaft insertion hole for inserting a steering shaft which is not shown is formed in the head pipe <NUM>. As shown in <FIG>, an upper bracket <NUM> is disposed above the head pipe <NUM>. A lower bracket <NUM> is disposed below the head pipe <NUM>. Fork insertion holes to which left and right front forks <NUM> shown in <FIG> are inserted are formed in the upper bracket <NUM> and lower bracket <NUM> respectively.

A front wheel <NUM> is rotatably mounted on the lower part of the front forks <NUM>. A front tire <NUM> is fixed to the front wheel <NUM>. Above the front tire <NUM> is covered by a front fender (fender) <NUM>.

The main frame <NUM> is connected to the head pipe <NUM>. The main frame <NUM> extends rearward from the head pipe <NUM>. An engine <NUM> is supported on the main frame <NUM>. A rear tire, which is not shown, is rotatably supported at the rear part of the main frame <NUM>.

The power generated by the engine <NUM> is transmitted to the rear tire via the drive chain which is not shown. This allows the motorcycle <NUM> to travel. The engine <NUM> in this embodiment is a gasoline engine. Other drive sources, such as an electric motor, may be provided instead of or in addition to the gasoline engine.

A handlebar-type steering handle <NUM> is disposed near the upper ends of the front forks <NUM>. When the driver turns the steering handle <NUM>, the front forks <NUM> rotate, thus turning the motorcycle <NUM> to change the traveling direction. In addition, when the motorcycle <NUM> turns, the vehicle body <NUM> tilts toward the center of the turn relative to the road surface. Therefore, the motorcycle <NUM> is a type of leaning vehicle.

A fuel tank <NUM> in which fuel is stored is disposed behind the steering handle <NUM> and above the engine <NUM>. A seat, not shown, for the driver to sit on is disposed behind the fuel tank <NUM>. Steps, which are not shown, are disposed on the left and right sides of the vehicle body <NUM>. The driver straddles the seat and places his/her feet on the left and right steps. Thus, the motorcycle <NUM> is a type of saddle vehicle.

A windscreen <NUM> is disposed in front of the steering handle <NUM>. The windscreen <NUM> guides the driving wind so that it is less likely to hit the driver. To ensure the driver's visibility, the windscreen <NUM> is transparent or translucent and is capable of transmitting visible light.

A headlight <NUM> that illuminates the front is disposed at the front part of the vehicle body <NUM>. The light source of the headlight <NUM> is arbitrary, and may be for example, light-emitting diode (LED), incandescent bulb, halogen bulb, or HID (High-Intensity Discharge) lamp.

The headlight <NUM> is a part of the headlight device (first device) <NUM>. The headlight device <NUM> is composed of the aforementioned light source, as well as lens, reflector, etc., not shown in the figure, as a single unit. The headlight device <NUM> is a type of lighting device. As will be described later in detail, the headlight device <NUM> is configured to allow the direction of the light source of the headlight <NUM> to be adjusted.

One headlight <NUM> is disposed in the center of the vehicle width direction. However, a pair of left and right headlights may also be disposed, for example.

A radar device (second device) <NUM> is provided at the front part of the vehicle body <NUM>. The radar device <NUM> is disposed below the headlight device <NUM>.

The radar device <NUM> transmits electromagnetic waves (infrared waves, millimeter waves, or microwaves, etc.) in front of the motorcycle <NUM> and acquires the reflected waves (electromagnetic waves) reflected by objects. This enables detection of a direction in which the object exists and a distance to the object. The detection results of the radar device <NUM> are output to a computer (control unit, not shown) that controls the motorcycle <NUM>. Based on the presence or absence of an object in front and the distance to the object, the computer notifies the driver of information about the object or automatically activates the brakes to assist in preventing a collision with the object.

A cowl is disposed on the outer surface of the motorcycle <NUM>. The cowl is provided for the purpose of reducing the air resistance of the motorcycle <NUM>, protecting each component of the motorcycle <NUM>, and improving its appearance.

In this specification, the cowl located mainly in the front surface and front part of the motorcycle <NUM> is referred to as front cowl <NUM>. The front part of the motorcycle <NUM> is the portion forward of the center of the motorcycle <NUM> in the vehicle length direction, for example, forward of the seat. The front cowl <NUM> is shaped to project forward. Therefore, a recess is formed behind the front cowl <NUM>. The external shape of the front cowl <NUM> includes a portion that decreases in size in the vehicle width direction and in the vertical direction as they approach the front. Therefore, an interior space of the recess of the front cowl <NUM> also includes a portion that decreases in size in the vehicle width direction and in the vertical direction as they approach the front. The headlight <NUM> and the radar device <NUM> are disposed inside the front cowl <NUM>.

The front of the radar device <NUM> is covered by the cowl, which is composed of a material that transmits electromagnetic waves of the frequencies used by radar and other devices. Therefore, the transmission and reception of the electromagnetic waves of the radar device <NUM> is not obstructed by the cowl.

A partition member <NUM> is disposed at approximately the lower end of the interior of the front cowl <NUM>. The partition member <NUM> is formed in the shape of a plate and its thickness direction is directed vertically. The partition member <NUM> is provided to partition the space inside the front cowl <NUM> and a space where the front fender <NUM> is disposed.

Next, the frame structure for supporting the radar device <NUM> will be described. <FIG> is a diagonal view from the rear showing a support frame <NUM>. <FIG> is a diagonal view from the front showing a radar stay <NUM> and the radar device <NUM>.

As shown in <FIG>, the head pipe <NUM> includes a tubular portion 11a where the shaft insertion hole is formed, and a mounting base 11b extending forward from the tubular portion 11a. The tubular portion 11a and the mounting base 11b are connected, for example, by welding.

A support frame (frame) <NUM> is attached to the mounting base 11b. The support frame <NUM> is connected to the head pipe <NUM> and is located forward of the head pipe <NUM>. The support frame <NUM> is a frame for supporting a plurality of electrical components including the headlight device <NUM> and the radar device <NUM>.

The support frame <NUM> includes a connection frame <NUM>, a branch frame <NUM>, a plate frame <NUM>, a hanging frame <NUM>, and a front frame <NUM>.

The connection frame <NUM> is located at the connection with the mounting base 11b. The connection frame <NUM> is configured to allow insertion of the mounting base 11b. The connection frame <NUM> and the mounting base 11b are connected using fixing members such as bolts and nuts which are not shown, for example. The connection frame <NUM> and the mounting base 11b may be connected by welding.

The branch frame <NUM> is fixed to the connection frame <NUM>. The branch frame <NUM> includes two pipe-shaped members fixed to each other. The branch frame <NUM> extends diagonally forward and upward from the fixed point with the connection frame <NUM> and further branches in the left-right direction forming a Y-shape.

The plate frame <NUM> is L-shaped in the side view. As shown in <FIG>, the plate frame <NUM> is disposed above the partition member <NUM>. The partition member <NUM> is omitted in <FIG>, and the plate frame <NUM> is omitted in <FIG> and thereafter. The plate frame <NUM> includes a first plate 43a and a second plate 43b. The L-shape is composed of the first plate 43a and the second plate 43b.

The first plate 43a is arranged so that its thickness direction is generally in the front-rear direction. The rear side of the first plate 43a is fixed to the connection frame <NUM> shown in <FIG>. Upper ends of the first plate 43a are fixed to the left and right branch portions of the branch frame <NUM>, respectively.

One or more electrical components are disposed in the space in front of the first plate 43a, respectively. The electrical components are, for example, the headlight device <NUM>, an engine control unit, and a relay box. In <FIG> and <FIG>, the headlight device <NUM> is omitted for the sake of drawing simplicity. A plurality of stays that are not shown for mounting electrical and other electrical components are fixed to the front side of the first plate 43a.

The second plate 43b is arranged so that its thickness direction is generally vertical. The lower end of the first plate 43a and the rear end of the second plate 43b are connected at an approximately vertical angle.

The front end of the second plate 43b is connected to a mounting portion 44b described later which is included in the hanging frame <NUM>. Legs 43d are integrally formed at both ends of the second plate 43b in the vehicle width direction. The legs 43d extend downward from the second plate 43b and are fixed to the partition member <NUM>.

A third plate 43c is disposed at each of the both ends of the plate frame <NUM> in the vehicle width direction. Each of the third plates 43c is arranged so that their thickness direction is generally in the left-right direction. The third plate 43c is formed in a right-angled triangular shape. The rear end of the third plate 43c is connected to the first plate 43a at an approximately vertical angle.

The front end of the third plate 43c is connected to an extending portion 44a described later which is included in the hanging frame <NUM>.

The hanging frame <NUM> is disposed above the partition member <NUM>, as shown in <FIG>. The hanging frame <NUM> has an elongated pipe-shaped member bent into a substantially U-shape. The hanging frame <NUM> has a pair of left and right extending portions 44a, and one mounting portion 44b. The U-shape is composed of the extending portions 44a and the mounting portion 44b.

The extending portion 44a extends in a straight diagonal line that is forward-descending in the side view. The upper end of each of the extending portions 44a is fixed to each of the branch portions of the branch frame <NUM>.

The mounting portion 44b extends in a straight line in the vehicle width direction. The mounting portion 44b connects the lower ends of the extending portions 44a.

In this embodiment, the hanging frame <NUM> is constructed by bending a single pipe, but the hanging frame <NUM> may be made by connecting a plurality of members by welding, fixing member, or the like.

The front frame <NUM> is elongated to extend in the vehicle width direction. The front frame <NUM> connects the left and right branch portions of the branch frame <NUM>.

The support frame <NUM> has mirror stays <NUM> and a radar stay (stay) <NUM>.

The mirror stays <NUM> are members for mounting the left and right side mirrors. Each of the mirror stays <NUM> is connected to both the branch frame <NUM> and the front frame <NUM>.

The radar stay <NUM> is a member for mounting the radar device <NUM> and is connected to the mounting portion 44b of the hanging frame <NUM>. The radar stay <NUM> will be described later in detail.

In addition to the above, stays and other components may be provided to the hanging frame <NUM> for attaching other electrical component or the like.

Next, the radar stay <NUM> will be described in detail. The radar stay <NUM> is fixed to the hanging frame <NUM>. By the radar stay <NUM>, the support frame <NUM> can support the radar device <NUM> via a radar bracket <NUM> described later.

The radar stay <NUM>, as shown in <FIG> and <FIG>, includes a first mounting portion <NUM>, a second mounting portion <NUM>, and a side plate portion <NUM>.

The first mounting portion <NUM> is a plate-shaped member and is arranged so that its thickness direction is directed vertically. The first mounting portion <NUM> is disposed at a position that is higher than the mounting portion 44b of the hanging frame <NUM>.

A pair of left and right attaching holes which are not shown for being inserted by screws <NUM>, <NUM> to attach the radar bracket <NUM> are formed in the first mounting portion <NUM>. The axis of each attaching hole is directed perpendicular to the first mounting portion <NUM>, i.e., vertically. As shown in <FIG>, nuts <NUM> are fixed to a lower surface of the first mounting portion <NUM>. As a result of this, female screw portions for fixing the screws <NUM>, <NUM> are formed.

The second mounting portion <NUM> is a plate-shaped member and is arranged so that its thickness direction is directed along the front-rear direction. The first mounting portion <NUM> is located forward of the mounting portion 44b of the hanging frame <NUM>. The second mounting portion <NUM> is connected to the front end of the first mounting portion <NUM> at an approximately vertical angle.

As shown in <FIG>, an attaching hole <NUM> for being inserted by a screw <NUM> to attach the radar bracket <NUM> is formed at an appropriate position of the second mounting portion <NUM>. This attaching hole <NUM> is formed as an axial hole for a boss portion <NUM> which has a cylindrical shape fixed to the second mounting portion <NUM>. The attaching hole <NUM> is directed perpendicular to the second mounting portion <NUM>, i.e., in the front-rear direction. The boss portion <NUM> is disposed so that it protrudes rearward than the second mounting portion <NUM>. The attaching hole <NUM> is formed with a female screw portion for fixing the screw <NUM>.

The side plate portions <NUM> are arranged in pairs at both ends of the radar stay <NUM> in the vehicle width direction. Each of the side plate portions <NUM> is arranged so that its thickness direction is approximately along the vehicle width direction. The rear ends of the side plate portions <NUM> are fixed to the front surface of the mounting portion 44b by welding or other appropriate methods. The side plate portions <NUM> are provided to protrude forwardly than the mounting portion 44b. This makes it easier to locate the radar device <NUM> forward so that the detection range of the radar device <NUM> is less likely to be blocked by other members. The upper end of the side plate portion <NUM> is fixed to the first mounting portion <NUM>, and the front end of the side plate portion <NUM> is fixed to the second mounting portion <NUM>.

The lower side of the radar stay <NUM> is open. In the partition member <NUM>, at a position facing the radar stay <NUM> in the vertical direction, an insertion opening (opening) 35a is formed in a through shape. The insertion opening 35a will be described later in detail.

Next, the radar bracket <NUM> is described in detail.

The radar bracket <NUM> is configured as an L-shaped plate-like member, as shown in <FIG> and the like. The radar bracket <NUM> includes a first mounting portion <NUM>, and a second mounting portion <NUM>.

The first mounting portion <NUM> is a plate-shaped portion and is arranged so that its thickness direction is directed vertically. The first mounting portion <NUM> is disposed above the radar stay <NUM>. The first mounting portion <NUM> is fixed to the first mounting portion <NUM> included in the radar stay <NUM> by the screws <NUM>, <NUM>.

The second mounting portion <NUM> is a plate-shaped portion and is arranged so that its thickness direction is directed along the front-rear direction. The second mounting portion <NUM> is disposed in front of the radar stay <NUM>. The second mounting portion <NUM> is fixed to the second mounting portion <NUM> included in the radar stay <NUM> by the screw <NUM> shown in <FIG>. The radar device <NUM> is mounted on the front side of the second mounting portion <NUM>.

The three screws <NUM>, <NUM>, <NUM> are each fitted with a grommet as an anti-vibration member. Thus, the radar device <NUM> can be anti-vibration supported. The screws <NUM>, <NUM> are mounted in the vertical direction, and the screw <NUM> is mounted in the front-rear direction. Thus, the combination of grommets arranged in a perpendicular direction to each other can suppress vibration in various directions transmitted to the radar device <NUM>.

The radar stay <NUM> can be considered the base portion of the radar device <NUM>. In this embodiment, the radar stay <NUM>, as this base portion, is fixed to the support frame <NUM>. Therefore, compared to the configuration in which the radar device <NUM> is fixed to the support frame <NUM> via the headlight <NUM> for example, or is fixed to the support frame <NUM> via another frame, the accumulated error with respect to the reference position of the frame can be suppressed. This allows for good mounting accuracy of the radar device <NUM>.

Next, the configuration of the radar device <NUM> will be described in detail. As shown in <FIG> and the like, the radar device <NUM> includes a main body <NUM>, a holding case <NUM>, and an orientation adjustment mechanism (adjustment mechanism) <NUM>.

The main body <NUM> has a housing that is generally rectangular in shape. An antenna and circuitry for transmitting and receiving electromagnetic waves are built in the housing. This configuration allows electromagnetic waves to be transmitted and received from the front surface of the main body <NUM>.

A connector <NUM> is provided on one side of the main body <NUM> in the vehicle width direction. Although not shown, a power supply line to the main body <NUM>, and a signal line to output the detection results of the main body <NUM> to the computer described above are connected to the connector <NUM>.

The holding case <NUM> is box-shaped with an open front. The main body <NUM> is fixed to the holding case <NUM> in an appropriate manner by inserting a portion of the rear side into the interior space of the holding case <NUM>. The method of fixing the main body <NUM> to the holding case <NUM> may include, but is not limited to, the use of a fixing member such as a screw, for example. An opening is formed in the front end of the holding case <NUM>, through which the front surface of the main body <NUM> is exposed.

The orientation adjustment mechanism <NUM> is disposed between the holding case <NUM> and the radar bracket <NUM>. The orientation adjustment mechanism <NUM> can adjust the direction of the radar device <NUM> (for example, a first rotation angle around a first axis in the vertical direction, and a second rotation angle around a second axis in the left-right direction).

As shown in <FIG>, the orientation adjustment mechanism <NUM> has a pivot point part <NUM>, a first adjustment part <NUM>, and a second adjustment part <NUM>.

The pivot point part <NUM> is configured as a spherical bearing, for example. The direction of the holding case <NUM> with respect to the radar bracket <NUM> can be changed three-dimensionally around this pivot point part <NUM>.

Each of the first adjustment part <NUM> and the second adjustment part <NUM> is configured, for example, as a screw mechanism. The first adjustment part <NUM> and the second adjustment part <NUM> include adjustment members 68a, 69a which rotate integrally with screw shafts, respectively.

The first adjustment part <NUM> is arranged in line with the pivot point part <NUM> in the vehicle width direction. The screw shaft of the first adjustment part <NUM> is directed in the front-rear direction as shown in <FIG>, and is rotatably supported by the second mounting portion <NUM> of the radar bracket <NUM>. A front portion of the screw shaft is screw-coupled to the holding case <NUM>. The rear portion of the screw shaft passes through a through hole in the second mounting portion <NUM> of the radar stay <NUM> and projects rearward. The adjustment member 68a is provided at the rear end of this screw shaft. By rotating the adjustment member 68a, the holding case <NUM> can be screw fed. As a result, the first rotation angle of the radar device <NUM> can be adjusted.

The second adjustment part <NUM> is arranged in line with the pivot point part <NUM> in the vertical direction. The screw shaft of the second adjustment part <NUM> is directed in the same front-rear direction as the first adjustment part <NUM>, and is rotatably supported by the second mounting portion <NUM> of the radar bracket <NUM>. A front portion of the screw shaft is screw-coupled to the holding case <NUM>. The rear portion of the screw shaft passes below the second mounting portion <NUM> of the radar stay <NUM> and projects rearward. The adjustment member 69a is provided at the rear end of this screw shaft. By rotating the adjustment member 69a, the holding case <NUM> can be screw fed. As a result, the second rotation angle of the radar device <NUM> can be adjusted.

The two adjustment members 68a, 69a are located rearward of the main body <NUM>. Therefore, the operator operates the adjustment members 68a, 69a from the rear of the radar device <NUM>. Each of the adjustment members 68a, 69a corresponds to a second operation member.

As shown in <FIG> and <FIG>, the radar device <NUM> of this embodiment is located in the center of the vehicle width direction. The radar device <NUM> is disposed so that it overlaps the headlight device <NUM> in plan view and is located below the headlight device <NUM>.

The front cowl <NUM> of this embodiment is shaped to decrease in size in the vehicle width direction as it approaches the front end. This may make it difficult to line up both the radar device <NUM> and the headlight <NUM>, which are preferred to be located at the front end, in the vehicle width direction. In this regard, by lining up the radar device <NUM> and the headlight <NUM> vertically as in this embodiment, both can be located at the front end of the front cowl <NUM>.

Although the detection range of the radar system <NUM> varies depending on the content and performance of the control or the like, since the radar device <NUM> basically detects obstacles on the road (that is, it does not need to detect obstacles in the sky), the detection range in the left-right direction may be wider than the detection range in the up-down direction. In this case, assuming that the radar device <NUM> and the headlight <NUM> are arranged side by side in the vehicle width direction, if the headlight <NUM> is slightly further forward than the radar device <NUM>, there is a possibility that the detection range of the radar device <NUM> is interfered by the headlight <NUM>. In this regard, by lining up the radar device <NUM> and the headlight <NUM> in the vertical direction, a wide range of detection in the left-right direction by the radar device <NUM> can be realized.

Next, the relationship between the radar device <NUM>, the radar stay <NUM>, and the radar bracket <NUM> will be described. As mentioned above, the radar bracket <NUM> is attached to the radar stay <NUM>, and the radar device <NUM> is attached to this radar bracket <NUM>.

As shown in <FIG>, the radar device <NUM>, the radar stay <NUM> and the radar bracket <NUM> are all located above the partition member <NUM>. In the situation where the radar device <NUM> is attached to the radar stay <NUM> using the radar bracket <NUM>, the radar bracket <NUM> and the radar device <NUM> do not contact with the partition member <NUM>. Therefore, it is easier to secure a space to allow the direction of the radar device <NUM> to be adjusted so that the front is lower.

The members that attach the radar bracket <NUM> to the radar stay <NUM> include the screws <NUM>, <NUM>. Between a pair of left and right screws <NUM>, <NUM>, a recess <NUM> with an open rear is formed in each of the first mounting portion <NUM> of the radar bracket <NUM> and the first mounting portion <NUM> of the radar stay <NUM>.

Each of the recesses <NUM> is located to connect between the interior space of the radar stay <NUM> and the space above the radar stay <NUM>. The interior space of the radar stay <NUM> can be paraphrased as the space behind the radar device <NUM>. The space above the radar stay <NUM> can be paraphrased as the space behind the headlight device <NUM>.

Next, the headlight device <NUM> with headlight <NUM> will be described.

The headlight device <NUM> shown in <FIG> includes a housing <NUM> formed in the shape of a block. On the rear surface of the housing <NUM>, a pair of left and right grommets <NUM>, <NUM> are disposed side by side. The grommets <NUM>, <NUM> are fixed to an appropriate member on the side of the support frame <NUM>. A result of this, the headlight device <NUM> is fixed to the vehicle body <NUM>. To attach the grommets <NUM>, <NUM>, cylindrical mounting bosses are formed on the housing <NUM> to project rearward.

A plurality of fixing convolutions <NUM> are integrally formed on the housing <NUM>. The fixing convolutions <NUM> are fixed to appropriate positions of the front cowl <NUM>, for example.

The headlight device <NUM> has an orientation adjustment mechanism (adjustment mechanism) <NUM>. The orientation adjustment mechanism <NUM> can adjust the direction of the light source <NUM> of the headlight <NUM> (for example, a first rotation angle around a first axis in the vertical direction, and a second rotation angle around a second axis in the left-right direction).

The configuration of the orientation adjustment mechanism <NUM> is substantially the same as that of the orientation adjustment mechanism <NUM> of the radar device <NUM>, so it will be briefly described. As shown in <FIG>, the orientation adjustment mechanism <NUM> includes a pivot point part <NUM>, a first adjustment part <NUM>, and a second adjustment part <NUM>.

The pivot point part <NUM> is configured as a spherical bearing, for example. An angle adjustment plate (not shown) is supported inside the housing <NUM>. The direction of the angle adjustment plate can be changed three-dimensionally around the pivot point part <NUM>. The light source <NUM> is fixed to the angle adjustment plate. By changing the orientation of the angle adjustment plate, the direction of the light source <NUM> can be changed.

The first adjustment part <NUM> and second adjustment part <NUM> are configured as screw mechanisms. The first adjustment part <NUM> is arranged in line with the pivot point part <NUM> in the vehicle width direction. The second adjustment part <NUM> is arranged in line with the pivot point part <NUM> in the vertical direction.

The first adjustment part <NUM> has a first adjustment member 58a that rotates integrally with the screw shaft. The second adjustment part <NUM> has a second adjustment member 59a that rotates integrally with the screw shaft. Each of the screw shafts of the first adjustment part <NUM> and the second adjustment part <NUM> is directed along the front-rear direction, and is rotatably supported by the housing. The front portion of each screw shaft is screw-coupled to the angle adjustment plate.

The screw shaft of the first adjustment part <NUM> and the screw shaft of the second adjustment part <NUM> project rearward from the housing <NUM>. A first adjustment member 58a is fixed to the rear end of the screw shaft of the first adjustment part <NUM>. A second adjustment member 59a is fixed to the rear end of the screw shaft of the second adjustment part <NUM>.

Each of the first adjustment member 58a and the second adjustment member 59a is configured as a gear. The second adjustment member 59a is located on the opposite side of the first adjustment member 58a across a centerline in the width direction of the headlight device <NUM> (it can be rephrased as a centerline in the vehicle width direction of the motorcycle <NUM>).

The screw shaft can be rotated by engaging a tool with teeth formed on its tip with the first adjustment member 58a. As a result, the first rotation angle of the angle adjustment plate can be changed. Similarly, the screw shaft can be rotated by rotating the second adjustment member 59a with the teeth of the tool engaged. As a result, the second rotation angle of the angle adjustment plate can be changed.

The first adjustment member 58a and the second adjustment member 59a are located rearward the housing <NUM>. Therefore, the operator operates the first adjustment member 58a and the second adjustment member 59a from the rear of the headlight device <NUM>. Each of the first adjustment member 58a and the second adjustment member 59a corresponds to a first operation member.

Next, the orientation adjustment of the radar device <NUM> and the light source <NUM> will be described.

As shown in <FIG>, the insertion opening 35a is formed at the partition member <NUM>. This insertion opening 35a is used to operate the orientation adjustment mechanism <NUM> included in the headlight device <NUM> and to operate the orientation adjustment mechanism <NUM> included in the radar device <NUM>.

As shown in <FIG> and the like, the insertion opening 35a is located lower than the radar device <NUM> and lower than the headlight device <NUM>. On the other hand, the insertion opening 35a is located higher than the front fender <NUM>.

The insertion opening 35a is formed at a position between the front fender <NUM> and the radar stay <NUM>. The insertion opening 35a faces both the radar stay <NUM> and the front fender <NUM> in the vertical direction.

The headlight device <NUM> is located higher than the radar device <NUM>. Therefore, starting from the insertion opening 35a, the headlight device <NUM> is farther away than the radar device <NUM>.

<FIG> shows the operation of the orientation adjustment mechanism <NUM> of the radar device <NUM>. In <FIG> and after, the partition member <NUM> is omitted for ease of viewing the drawing, and only the insertion opening 35a is shown transparently with a chain line.

As shown in <FIG>, by inserting the tool T2 from bottom to top through the insertion opening 35a, the space behind the second mounting portion <NUM> of the radar bracket <NUM> or the space behind the second mounting portion <NUM> of the radar bracket <NUM> can be accessed. As a result, the adjustment member 68a and the adjustment member 69a can be rotated as needed. This allows the orientation adjustment mechanism <NUM> to be operated to change the direction of the radar device <NUM>.

As shown in <FIG>, by inserting the tool T1 from bottom to top through the same insertion opening 35a as above, the space behind the headlight device <NUM> can be accessed. As a result, the first adjustment member 58a and the second adjustment member 59a can be rotated as needed. This allows the orientation adjustment mechanism <NUM> to be operated to change the direction of the light source <NUM> of the headlight device <NUM>.

Thus, by accessing from the outside via the common insertion opening 35a, orientation adjustments can be made with respect to the headlight device <NUM> and the radar device <NUM>. Since the insertion opening 35a is common to both the headlight device <NUM> and the radar device <NUM>, compared to forming individual openings corresponding to the headlight device <NUM> and the radar device <NUM>, the configuration can be simplified and the mechanical strength of the partition member <NUM> can be prevented from reduction.

The insertion opening 35a is for orientation adjustment as described above. In addition to this, the insertion opening 35a also serves to improve the heat dissipation of internal components in the front cowl <NUM>, such as the headlight device <NUM> and the radar device <NUM>.

The tool T1 to operate the orientation adjustment mechanism <NUM> of the headlight device <NUM> needs to be able to insert for a longer distance from the insertion opening 35a than the tool T2 to operate the orientation adjustment mechanism <NUM> of the radar device <NUM>. If such a long tool T1 is attempted to be inserted perpendicular to the horizontal plane, the tool T1 will interfere with the front fender <NUM> which is located near below the insertion opening 35a. It is possible to form a larger insertion opening 35a, but this is often difficult from the aspect of securing space and the mechanical strength of the partition member <NUM>.

Moreover, the first mounting portion <NUM> of the radar stay <NUM>, the first mounting portion <NUM> of the radar bracket <NUM>, the screws <NUM>, <NUM>, mounting bosses for the grommets <NUM>, and the like are located near below the adjustment member 58a and the adjustment member 59a of the headlight device <NUM>. If the tool T1 were to be inserted vertically, the components above would interfere with the tool T1.

In other words, the middle portion in the vertical direction of the space where the tool T1 can be inserted, is narrower in the vehicle width direction, as if it is necked. This necked portion is, for example, the portion corresponding to the recess <NUM> described above between the screws <NUM>, <NUM>.

Therefore, in this embodiment, the tool T1 shown in <FIG> is inserted diagonally through the insertion opening 35a to operate the orientation adjustment mechanism <NUM>. That is, for operating the adjustment member 58a located on the left side of the headlight device <NUM>, the operator inserts the tool T1 from the right side of the front fender <NUM> diagonally upward to the left. For operating the adjustment member 59a located on the right side of the headlight device <NUM>, the operator inserts the tool T1 from the left side of the front fender <NUM> diagonally upward to the right.

By inserting the tool T1 diagonally upward to the left, the tip of the tool T1 can pass through the recess <NUM> between the screws <NUM>, <NUM>, and then through the side of the grommet <NUM> to reach the first adjustment member 58a. By inserting the tool T1 diagonally upward to the right, the tip of the tool T1 can pass through the recess <NUM> between the screws <NUM>, <NUM> to reach the second adjustment member 59a.

The top surface of the front fender <NUM> is curved so that the center of the vehicle width direction is convex upward. Therefore, the space between the partition member <NUM> and the front fender <NUM> is wide open on both sides in the vehicle width direction. Therefore, it is easy to insert the tool T1 diagonally upward from both the left and right sides so that it passes through the insertion opening 35a above the front fender <NUM>.

In this embodiment, the headlight device <NUM> is configured as a single-light type. In recent years, the headlight device <NUM> has become smaller, and as a result, the first adjustment member 58a and the second adjustment member 59a are often disposed near the center of the vehicle width direction. In this regard, in this embodiment, access to the first adjustment member 58a and the second adjustment member 59a is performed by inserting the tool T1 from the opposite side of the left and right. Therefore, the inclination angle of the tool T1 is large, thus preventing interference between the front fender <NUM> and the tool T1.

In this embodiment, in order to guide the tool T1 diagonally to facilitate operation of the orientation adjustment mechanism <NUM>, a jig <NUM> that can be attached and detached to the vehicle body <NUM> is used. The jig <NUM> will be described with reference to <FIG> is a diagonal view from the front illustrating the operation of attaching the jig <NUM> to the motorcycle <NUM>. In <FIG>, the headlight device <NUM>, the radar device <NUM>, the radar bracket <NUM>, and the like are omitted.

The jig <NUM> is configured as a block-shaped member, for example, by synthetic resin. The jig <NUM> is shaped so that it can be inserted into the insertion opening 35a from below.

A first recess <NUM> is formed in a front portion of the jig <NUM>. This first recess <NUM> is formed in the shape of an elongated slit in the vehicle width direction, which is open at the top. The lower end of the second mounting portion <NUM> included in the radar stay <NUM> can be inserted to the first recess <NUM>.

The thickness of the first recess <NUM> is substantially equal to the thickness of the second mounting portion <NUM>. Therefore, the jig <NUM> can be positioned in the front-rear direction with respect to the radar stay <NUM> by inserting the second mounting portion <NUM> into the first recess <NUM> as shown by the chain line in <FIG>. In addition, the jig <NUM> can be positioned vertically with respect to the radar stay <NUM> by a bottom of the first recess <NUM> contacting a lower end surface of the second mounting portion <NUM>.

A second recess <NUM> is formed in the front portion of the jig <NUM>. This second recess <NUM> is formed in a U-shape with openings above and in front. A rear end of the boss portion <NUM> included in the radar stay <NUM> can be inserted into the second recess <NUM>.

The dimension of the second recess <NUM> in the vehicle width direction is substantially equal to the dimension of the boss portion <NUM> in the vehicle width direction. Therefore, the jig <NUM> can be positioned in the vehicle width direction with respect to the radar stay <NUM> by inserting the boss portion <NUM> into the second recess <NUM>.

The second mounting portion <NUM> and the boss portion <NUM> constitute a positioning mechanism positioning the jig <NUM> which has the first recess <NUM> and the second recess <NUM> at a predetermined position.

This positioning action allows the jig <NUM> to be attached to the radar stay <NUM> at an exact position. Thus, the tool T1 can be guided to the exact position as shown in <FIG>.

The jig <NUM> has two guide holes <NUM>, <NUM> which are formed to penetrate diagonally. The two guide holes <NUM>, <NUM> intersect in an X-shape. The shaft of the tool T1 can be inserted into each of the guide holes <NUM>, <NUM>.

In the orientation adjustment mechanism <NUM> of the headlight device <NUM>, the first adjustment member 58a and the second adjustment member 59a is disposed left-right asymmetrically. Correspondingly, the two guide holes <NUM>, <NUM> formed in the jig <NUM> are also arranged left-right asymmetrically, specifically, the inclination angles of the guide holes <NUM>, <NUM> are different from each other.

An appropriately shaped recess is formed at each of the upper portions of the left and right sides of the jig <NUM>. As a result, the jig <NUM> has an inverted T-shape in the rear view when mounted on the radar stay <NUM>. The jig <NUM> can be prevented from interfering with the adjustment members 68a, 69a with respect to the orientation adjustment mechanism <NUM> of the radar device <NUM>, by these recesses.

In the orientation adjustment mechanism <NUM> of the radar device <NUM>, the two adjustment members 68a, 69a are located in left-right asymmetrical positions. Correspondingly, the recesses formed in the jig <NUM> to prevent interference are also left-right asymmetrical.

An inclined portion <NUM> is formed at the rear upper edge of the jig <NUM>. As a result, the upper end of the jig <NUM> is shaped so that its dimension in the front-rear direction decreases as it moves upward. In this embodiment, the gap in the height direction between the partition member <NUM> and the front fender <NUM> is small. Therefore, to attach the jig <NUM> to the radar stay <NUM>, it is necessary that the jig <NUM> is inserted between the partition member <NUM> and the front fender <NUM> in a collapsed posture as shown in <FIG>, and then, as shown by the thick arrow, the jig <NUM> is inserted into the insertion opening 35a while simultaneously raising its posture. In this respect, since the jig <NUM> has the inclined portion <NUM>, the posture change of the jig <NUM> as described above can be easily performed. Therefore, it is easy to work with.

In the headlight device <NUM> shown in <FIG>, guides 58b, 59b are provided in the vicinity of the first adjustment member 58a and the second adjustment member 59a, respectively. These guides 58b, 59b are configured as ribs protruding rearward from the housing <NUM>. The guides 58b, 59b are integrally formed in the housing <NUM>. By the guide holes <NUM>, <NUM> of the jig <NUM> and the guides 58b, 59b of the headlight device <NUM>, the tip of the tool T1 can be diagonally guided to the first adjustment member 58a or the second adjustment member 59a accurately.

As described above, the motorcycle <NUM> includes the headlight device <NUM> and the radar device <NUM>. The headlight device <NUM> includes the orientation adjustment mechanism <NUM>. The radar device <NUM> includes the orientation adjustment mechanism <NUM>. The headlight device <NUM> is capable of adjusting the direction of the light source <NUM> of the light. The insertion opening 35a is formed in the motorcycle <NUM>. The orientation adjustment mechanism <NUM> included in the headlight device <NUM> and the orientation adjustment mechanism <NUM> included in the radar device <NUM> can be operated by being accessed from outside through the same insertion opening 35a.

This simplifies the configuration and prevents a reduction in mechanical strength compared to providing separate openings for each of the headlight device <NUM> and the radar device <NUM>. In addition, the orientation adjustment work of the headlight device <NUM> and the radar device <NUM> can be easily performed together, for example, at the time of factory shipment of the motorcycle <NUM>.

The motorcycle <NUM> of this embodiment includes the guides 58b, 59b that guide the tool T1 inserted into the insertion opening 35a to the orientation adjustment mechanism <NUM> included in the headlight device <NUM>.

In the motorcycle <NUM> of this embodiment, the headlight device <NUM> and the radar device <NUM> are lined up in the vertical direction. The insertion opening 35a is disposed lower than the headlight device <NUM> and lower than the radar device <NUM>. The insertion opening 35a is open downward.

Thus, the direction of the headlight device <NUM> and the direction of the radar device can be adjusted by access from below via the insertion opening 35a, which is not easily visible from outside.

The motorcycle <NUM> of this embodiment includes the support frame <NUM>. The headlight device <NUM> is located above the radar device <NUM>. The radar device <NUM> is attached to the support frame <NUM> via the radar stay <NUM>. For operating the orientation adjustment mechanism <NUM> included in the headlight device <NUM>, the tool T1 is inserted through the insertion opening 35a located below the headlight device <NUM> so that the tool T1 penetrates the radar stay <NUM>.

This allows a path for inserting the tool T1 to be secured inside the radar stay <NUM>. Thus, the configuration can be downsized.

In the motorcycle <NUM> of this embodiment, the orientation adjustment mechanism <NUM> included in the headlight device <NUM> can be operated by inserting the tool T1 diagonally up to the left or right to the insertion opening 35a.

This allows the orientation adjustment mechanism <NUM> to be properly operated even when the middle portion of the space into which the tool T1 can be inserted is substantially necked due to the shape or arrangement of other members.

In the motorcycle <NUM> of this embodiment, the orientation adjustment mechanism <NUM> included in the headlight device <NUM> can adjust the direction of the light source <NUM> in three dimensions by adjusting the direction around the first axis in the vertical direction and adjusting the direction around the second axis in the vehicle width direction.

This allows for good adjustment of the direction of the light source <NUM>.

In the motorcycle <NUM> of this embodiment, the orientation adjustment mechanism <NUM> included in the headlight device <NUM> has the first adjustment member 58a and the second adjustment member 59a. The first adjustment member 58a is operated to change the direction of the light source <NUM> around the first axis. The second adjustment member 59a is operated to change the direction of the light source <NUM> around the second axis. The second adjustment member 59a is located opposite the first adjustment member 58a across the centerline in the width direction of the headlight device <NUM>.

In the motorcycle <NUM> of this embodiment, the orientation adjustment mechanism <NUM> of the headlight device <NUM> includes the adjustment members 58a, 59a for being operated to adjust. The orientation adjustment mechanism <NUM> of the radar device <NUM> includes the adjustment members 68a, 69a for being operated to adjust. The adjustment members 58a, 59a, 68a, 69a are all located in the interior space of the front cowl <NUM> connected to the outside via the insertion opening 35a.

Therefore, the respective orientation adjustment mechanisms <NUM>, <NUM> can be operated from the outside via the insertion opening 35a to perform the adjustment.

The motorcycle <NUM> of this embodiment has a positioning mechanism for positioning the jig <NUM> (the second mounting portion <NUM> and the boss portion <NUM>). The jig <NUM> guides the tool T1 that is inserted into the insertion opening 35a.

This allows the tip of the tool T1 to be guided to the exact location for operation even if the orientation adjustment mechanism <NUM> is far away from the insertion opening 35a, by guidance of the jig <NUM> that is precisely positioned. In addition, the tool T1 can be prevented from hitting other peripheral members such as adjustment members 68a, 69a and damaging them.

The motorcycle <NUM> of this embodiment includes the headlight device <NUM> that can adjust the direction of the light source <NUM>.

This allows the orientation adjustment of the headlight device <NUM> to be achieved with a simple configuration.

The motorcycle <NUM> of this embodiment includes the front fender <NUM>. The insertion opening 35a is located lower than the headlight device <NUM>, is located lower than the radar device <NUM>, and is located higher than the front fender <NUM>. At least a portion of the insertion opening 35a faces the front fender <NUM> in a vertical direction.

This allows the orientation adjustment of the headlight device <NUM> by effectively utilizing the space near the front fender <NUM>.

In this embodiment, the following method is used to adjust the orientation of the light source <NUM> in the headlight device <NUM> and to adjust the orientation of the radar device <NUM>. That is, the insertion opening 35a is formed in the motorcycle <NUM>. The orientation adjustment mechanism <NUM> included in the headlight device <NUM> and the orientation adjustment mechanism <NUM> included in the radar device <NUM> are operated by being accessed through the same insertion opening 35a.

Although the preferred embodiment and the modifications of the present invention have been described above, the configurations described above may be modified as follows, for example.

The radar device <NUM> may be disposed above the headlight device <NUM>.

The insertion opening 35a is not limited to being located below with respect to the headlight device <NUM> and the radar device <NUM>, but may be located above or to the side, in not claimed examples. The insertion opening 35a may be formed in the cowl or in a member that is neither the partition member <NUM> nor the cowl.

Instead of or in addition to the radar device <NUM>, another device with an orientation adjustment mechanism may be disposed. Another device could be, for example, a camera. The camera can be located above or below the headlight device <NUM>.

Instead of the headlight device <NUM>, the invention can be applied to a lighting device that illuminate areas other than the front of the ride.

At least any of the orientation adjustment mechanisms in the headlight device <NUM> and the radar device <NUM> may be adjustable for direction in a plane rather than in three dimensions.

For example, the radar device <NUM> may be equipped with an adjustment mechanism that allows position adjustment instead of direction adjustment.

Claim 1:
A saddle vehicle (<NUM>) comprising:
a frame (<NUM>);
a first device (<NUM>) that includes an adjustment mechanism (<NUM>); and
a second device (<NUM>) that includes an adjustment mechanism (<NUM>), wherein
any one of the first device (<NUM>) and the second device (<NUM>) is a lighting device (<NUM>) in which a direction of a light source (<NUM>) of light is adjustable,
an opening (35a) is formed, and
the adjustment mechanism (<NUM>) included in the first device (<NUM>) and the adjustment mechanism (<NUM>) included in the second device (<NUM>) can be operated by being accessed from outside through the same opening (35a),
wherein
the saddle vehicle (<NUM>) includes a guide (58b, 59b) that guides a tool (T1) inserted into the opening (35a) to the adjustment mechanism (<NUM>) included in the first device (<NUM>), characterized in that
the first device (<NUM>) and the second device (<NUM>) are lined up in a vertical direction,
the opening (35a) is disposed lower than the first device (<NUM>) and lower than the second device (<NUM>), and
the opening (35a) is open downward,
wherein
the first device (<NUM>) is located above the second device (<NUM>),
the second device (<NUM>) is attached to the frame (<NUM>) via a stay (<NUM>), and
for operating the adjustment mechanism (<NUM>) included in the first device (<NUM>), the tool (T1) is inserted through the opening (35a) located below the first device (<NUM>) so that the tool (T1) penetrates the stay (<NUM>).