JP2007145268A - Vehicle body frame structure for motorcycle - Google Patents

Vehicle body frame structure for motorcycle Download PDF

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Publication number
JP2007145268A
JP2007145268A JP2005345240A JP2005345240A JP2007145268A JP 2007145268 A JP2007145268 A JP 2007145268A JP 2005345240 A JP2005345240 A JP 2005345240A JP 2005345240 A JP2005345240 A JP 2005345240A JP 2007145268 A JP2007145268 A JP 2007145268A
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body frame
vehicle body
elastic
motorcycle
frame structure
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JP4754337B2 (en
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Yosuke Hasegawa
洋介 長谷川
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/04—Frames characterised by the engine being between front and rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K19/00—Cycle frames
    • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K2025/041—Axle suspensions for mounting axles resiliently on cycle frame or fork the cycle frame being made of a flexible material

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body frame structure for a motorcycle, which reduces vibration of low frequency of a vehicle body and keeps flexibility. <P>SOLUTION: In the vehicle body frame structure for the motorcycle steerably supporting a front wheel support member in the front part of the vehicle body frame 5 and swingably supporting a rear wheel support member in a rear part, provided is an elastic connection part 35 for connecting front and rear frame pipes 36, 37 being constitution members of the vehicle body frame 5, with each other via member 41 in a part of the vehicle body frame 5. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

この発明は、自動二輪車の車体フレーム構造に関する。   The present invention relates to a body frame structure of a motorcycle.

従来、自動二輪車の車体フレーム構造において、フレーム部材に弾性体を介してカウンタウエイトを支持することで、車体フレームの振動を低減する手法が知られている（例えば、特許文献１参照。）。
実開平５−７２６８９号公報 2. Description of the Related Art Conventionally, in a body frame structure of a motorcycle, a technique for reducing vibration of a body frame by supporting a counterweight on a frame member via an elastic body is known (see, for example, Patent Document 1).
Japanese Utility Model Publication No. 5-72689

ところで、車体の駆動反力や路面からの反力に起因する低周波の振動に対しては、一般的には車体フレームに補強部材を追加する等、車体剛性を高めることで対応することが多い。一方、特に大型の自動二輪車においては、旋回走行時等に車体フレームに一定のしなりが生じる方が運転者に好まれる場合があるため、車体剛性を適度に抑えることもある。これらを両立させるべく、前記低周波の振動対策として従来の如くカウンタウエイトを用いることも考えられるが、通常のカウンタウエイトでは質量が不足して周波数合わせが困難である。
この発明は上記事情に鑑みてなされたもので、車体の低周波の振動を低減すると共にしなやかさを保つことができる自動二輪車の車体フレーム構造を提供する。 By the way, in general, low-frequency vibration caused by the driving reaction force of the vehicle body or the reaction force from the road surface is generally dealt with by increasing the rigidity of the vehicle body, such as adding a reinforcing member to the vehicle body frame. . On the other hand, particularly in a large-sized motorcycle, the vehicle body frame may be moderately suppressed because it may be preferred by the driver to generate a certain bending in the vehicle body frame during turning. In order to achieve both of them, it is conceivable to use a counterweight as a conventional countermeasure against the low-frequency vibration. However, with a normal counterweight, the mass is insufficient and it is difficult to adjust the frequency.
The present invention has been made in view of the above circumstances, and provides a vehicle body frame structure for a motorcycle that can reduce the low-frequency vibration of the vehicle body and can maintain flexibility.

上記課題の解決手段として、請求項１に記載した発明は、車体フレーム（例えば実施例の車体フレーム５）の前部で前輪支持部材（例えば実施例のフロントフォーク３）を操舵可能に支持し、後部で後輪支持部材（例えば実施例のスイングアーム９）を揺動可能に支持する自動二輪車（例えば実施例の自動二輪車１）の車体フレーム構造において、前記車体フレームの少なくとも一部に、該車体フレームを構成する部材（例えば実施例の前後フレームパイプ３６，３７）同士を弾性部材（例えば実施例の弾性部材４１，１４１）を介在させて連結する弾性連結部（例えば実施例の弾性連結部３５，１３５）を設けたことを特徴とする。   As a means for solving the above-mentioned problem, the invention described in claim 1 supports a front wheel support member (for example, the front fork 3 of the embodiment) in a steerable manner at the front portion of the body frame (for example, the body frame 5 of the embodiment), In a vehicle body frame structure of a motorcycle (for example, the motorcycle 1 of the embodiment) that swingably supports a rear wheel support member (for example, the swing arm 9 of the embodiment) at the rear portion, at least a part of the vehicle body frame includes the vehicle body frame. An elastic connecting portion (for example, the elastic connecting portion 35 of the embodiment) that connects the members constituting the frame (for example, the front and rear frame pipes 36, 37 of the embodiment) with an elastic member (for example, the elastic members 41, 141 of the embodiment) interposed therebetween. , 135).

請求項２に記載した発明は、前記弾性連結部が、互いに嵌合する内外部材（例えば実施例の内外筒部材３８，３９）間に前記弾性部材を介在させてなることを特徴とする。   The invention described in claim 2 is characterized in that the elastic connecting portion is formed by interposing the elastic member between inner and outer members (for example, inner and outer cylindrical members 38 and 39 of the embodiment) which are fitted to each other.

請求項３に記載した発明は、前記車体フレームがループ状部（例えば実施例のループ状部２６）を形成し、該ループ状部の一部に前記弾性連結部を設けたことを特徴とする。   The invention described in claim 3 is characterized in that the vehicle body frame forms a loop-shaped portion (for example, the loop-shaped portion 26 of the embodiment), and the elastic connecting portion is provided in a part of the loop-shaped portion. .

請求項３に記載した発明は、ヘッドパイプ（例えば実施例のヘッドパイプ６）から後方に延びてシート支持部（例えば実施例のシート支持パイプ１４）に至るメインパイプ（例えば実施例のメインパイプ１３）に、前記弾性連結部を設けたことを特徴とする。   The invention described in claim 3 is a main pipe (for example, the main pipe 13 of the embodiment) that extends rearward from the head pipe (for example, the head pipe 6 of the embodiment) and reaches the seat support portion (for example, the seat support pipe 14 of the embodiment). ) Is provided with the elastic connecting portion.

請求項１，２に記載した発明によれば、車体フレームに弾性部材を介在させた弾性連結部を設けることで、車体フレームに低周波振動の基となる入力があってもこれを柔軟に吸収することが可能となるため、車体の低周波の振動を効果的に低減することができる。また、車体フレームに適度なしなりを生じさせることが可能となるため、車体のしなやかさを良好に保つことができる。   According to the first and second aspects of the present invention, by providing an elastic connecting portion having an elastic member interposed in the body frame, even if there is an input that is the basis of low-frequency vibration in the body frame, this is flexibly absorbed. Therefore, the low frequency vibration of the vehicle body can be effectively reduced. In addition, since it is possible to cause the vehicle body frame to be appropriately bent, the flexibility of the vehicle body can be kept good.

請求項３に記載した発明によれば、車体フレームのループ状部に弾性部材が介在することとなり、車体フレームの強度剛性を一定に保ちつつ、該車体フレームに適度なしなりを生じさせることができる。   According to the third aspect of the present invention, the elastic member is interposed in the loop-shaped portion of the vehicle body frame, so that the vehicle body frame can be appropriately bent while maintaining the rigidity and rigidity of the vehicle body frame constant. .

請求項４に記載した発明によれば、車体前後に延在するメインパイプに前記弾性連結部が設けられることとなり、車体フレームのしなりを効果的に発生させることができる。   According to the invention described in claim 4, the elastic connecting portion is provided in the main pipe extending in the front-rear direction of the vehicle body, and the bending of the vehicle body frame can be effectively generated.

以下、この発明の実施例を図面を参照して説明する。なお、以下の説明における前後左右等の向きは、特に記載が無ければ車両における向きと同一とする。また、図中矢印ＦＲは車両前方を、矢印ＵＰは車両上方をそれぞれ示す。   Embodiments of the present invention will be described below with reference to the drawings. In the following description, the directions such as front, rear, left and right are the same as those in the vehicle unless otherwise specified. In the figure, an arrow FR indicates the front of the vehicle, and an arrow UP indicates the upper side of the vehicle.

図１に示す自動二輪車１は、キャスター角を大きく確保し、その車体を低く長いものとした所謂アメリカンタイプの車両である。自動二輪車１の前輪２は、左右一対のフロントフォーク（前輪支持部材）３の下端部に軸支され、該左右フロントフォーク３の上部は、ステアリングステム４を介して車体フレーム５前端部のヘッドパイプ６に操舵可能に枢支される。ステアリングステム４の上部には、転舵用のバーハンドル７が取り付けられる。自動二輪車１の後輪８は、スイングアーム（後輪支持部材）９の後端部に軸支され、該スイングアーム９の前端部は、車体フレーム５後部のピボットブラケット１１に上下揺動可能に枢支される。   The motorcycle 1 shown in FIG. 1 is a so-called American type vehicle that has a large caster angle and a low and long vehicle body. A front wheel 2 of the motorcycle 1 is pivotally supported by lower ends of a pair of left and right front forks (front wheel support members) 3, and an upper portion of the left and right front forks 3 is a head pipe at a front end of a vehicle body frame 5 via a steering stem 4. 6 is pivotally supported to be steerable. A bar handle 7 for turning is attached to the upper portion of the steering stem 4. The rear wheel 8 of the motorcycle 1 is pivotally supported by a rear end portion of a swing arm (rear wheel support member) 9, and the front end portion of the swing arm 9 can swing up and down on a pivot bracket 11 at the rear portion of the vehicle body frame 5. Pivoted.

図２を併せて参照し、車体フレーム５は、車体略中央に位置するエンジン１２を取り囲む所謂クレードルフレームとして構成される。車体フレーム５は、ヘッドパイプ６の上部からエンジン１２の上方を斜め下後方へ延びるメインパイプ１３と、該メインパイプ１３の後端部から左右に分岐して後方へ延びる左右シート支持パイプ（シート支持部）１４と、ヘッドパイプ６の下部から左右に分岐してメインパイプ１３よりも急傾斜をなして斜め後下方に延びる左右ダウンパイプ１５とを主としてなる。各パイプ１３，１４，１５は、それぞれ丸形鋼管に曲げ加工等を施してなる。   Referring also to FIG. 2, the vehicle body frame 5 is configured as a so-called cradle frame that surrounds the engine 12 located substantially in the center of the vehicle body. The vehicle body frame 5 includes a main pipe 13 that extends obliquely downward and rearward from the top of the head pipe 6 above the engine 12, and left and right seat support pipes (seat support) that branch from the rear end of the main pipe 13 to the left and right and extend rearward. Part) 14 and left and right down pipes 15 branching left and right from the lower portion of the head pipe 6 and extending obliquely rearward and lower than the main pipe 13. Each of the pipes 13, 14, and 15 is formed by bending a round steel pipe.

メインパイプ１３の上方には燃料タンク１６が配置され、燃料タンク１６の後方（シート支持パイプ１４の上方）には運転者用のシート１７が配置される。シート１７の後方には、後部同乗者用の後部シート１８が連設される。なお、図１中符号１９は、左右シート支持パイプ１４の後部から後方に延びてシート１７の後部及び後部シート１８等を支持する左右リアシートフレームを示す。   A fuel tank 16 is disposed above the main pipe 13, and a driver's seat 17 is disposed behind the fuel tank 16 (above the seat support pipe 14). A rear seat 18 for rear passengers is connected to the rear of the seat 17. 1 denotes a left and right rear seat frame that extends rearward from the rear portion of the left and right seat support pipes 14 and supports the rear portion of the seat 17, the rear seat 18 and the like.

エンジン１２は、クランク軸が左右方向に沿うＶ型二気筒エンジンであり、クランクケース２１上には前後シリンダ２２が立設され、両シリンダ２２の吸気ポートにはこれらのバンク間に位置するスロットルボディ２３が接続される。一方、両シリンダ２２の排気ポートからはそれぞれ排気管２４が導出され、該各排気管２４が車体後部右側に取り回されて後輪８右側のサイレンサ２５に接続される。   The engine 12 is a V-type two-cylinder engine with a crankshaft extending in the left-right direction. A front and rear cylinders 22 are erected on a crankcase 21, and a throttle body located between these banks is located at the intake port of both cylinders 22. 23 is connected. On the other hand, exhaust pipes 24 are led out from the exhaust ports of both cylinders 22, respectively, and each exhaust pipe 24 is routed to the rear right side of the vehicle body and connected to the silencer 25 on the right side of the rear wheel 8.

左右ダウンパイプ１５は、ヘッドパイプ６から下方に延びた後、エンジン１２の下端部前方両側で屈曲して後方へ延び、かつその後部は、エンジン１２の下端部後方両側でさらに屈曲して斜め後上方へ延びて、その上端部が左右シート支持パイプ１４の後端部に接続される。これにより、車体フレーム５が側面視閉ループ状をなしてエンジン１２を取り囲む。以下、車体フレーム５における前記閉ループ状をなす部位をループ状部２６ということがある。なお、図中符号２７はメインパイプ１３の前部と左右ダウンパイプ１５の前端部との間に渡るガセットパイプを、符号２８はエンジン１２上部を支持するエンジンハンガをそれぞれ示す。   The left and right down pipes 15 extend downward from the head pipe 6, bend at both sides of the lower end of the engine 12 and extend rearward, and the rear part is further bent at both sides of the lower end of the engine 12 and obliquely rearward It extends upward and its upper end is connected to the rear end of the left and right seat support pipes 14. As a result, the vehicle body frame 5 surrounds the engine 12 in a closed loop shape in side view. Hereinafter, the closed loop portion of the body frame 5 may be referred to as a loop portion 26. In the figure, reference numeral 27 denotes a gusset pipe extending between the front part of the main pipe 13 and the front end parts of the left and right down pipes 15, and reference numeral 28 denotes an engine hanger that supports the upper part of the engine 12.

左右ダウンパイプ１５の後部（斜め後上方へ延びる部位）における上下中間部には、それぞれ前記ピボットブラケット１１が設けられ、該ピボットプラケットには、左右方向に沿うピボット軸を介してスイングアーム９の前端部が支持される。スイングアーム９は、例えば前記ピボット軸を上下中間部に挿通するフロントメンバ３１と、該フロントメンバ３１の上端部から後輪軸支位置まで後下がりに延びるアッパアーム３２と、フロントメンバ３１の下端部から後輪軸支位置まで後上がりに延びるロアアーム３３とを有してなる。   The pivot bracket 11 is provided at each of the upper and lower intermediate portions in the rear portion (the portion extending obliquely rearward and upward) of the left and right down pipes 15, and the pivot bracket is connected to the front end of the swing arm 9 via a pivot shaft extending in the left-right direction. The part is supported. The swing arm 9 includes, for example, a front member 31 that passes through the pivot shaft in the upper and lower intermediate portions, an upper arm 32 that extends rearwardly from the upper end portion of the front member 31 to the rear wheel shaft support position, and a rear portion from the lower end portion of the front member 31. And a lower arm 33 extending rearward up to the wheel shaft support position.

すなわち、スイングアーム９は、側面視略三角形状の閉ループ構造をなし、そのフロントメンバ３１の上端部とメインパイプ１３の後端部との間には、リアクッションユニット３４が後下がりに配設される。なお、車体側面視において、メインパイプ１３、シート支持パイプ１４、リアクッションユニット３４、及びアッパアーム３２は、ヘッドパイプ６の上部から後輪中心まで概ね一直線をなすように配設される。   That is, the swing arm 9 has a substantially triangular closed loop structure when viewed from the side, and a rear cushion unit 34 is disposed rearwardly between the upper end portion of the front member 31 and the rear end portion of the main pipe 13. The In addition, the main pipe 13, the seat support pipe 14, the rear cushion unit 34, and the upper arm 32 are disposed so as to form a substantially straight line from the upper part of the head pipe 6 to the center of the rear wheel in a side view of the vehicle body.

ここで、メインパイプ１３における前後中間部のやや後側の部位には、前後フレームパイプ３６，３７を後述の弾性部材４１を介して連結する弾性連結部３５が設けられる。換言すれば、メインパイプ１３は、その前部を構成する前フレームパイプ３６と、後部を構成する後フレームパイプ３７とを、前記弾性連結部３５を介して一体的に連結してなる。   Here, an elastic connection portion 35 that connects the front and rear frame pipes 36 and 37 via an elastic member 41 described later is provided at a slightly rear side of the front and rear intermediate portion of the main pipe 13. In other words, the main pipe 13 is formed by integrally connecting the front frame pipe 36 constituting the front part thereof and the rear frame pipe 37 constituting the rear part via the elastic connection part 35.

図２，３に示すように、弾性連結部３５は、後フレームパイプ３７の前部を円筒状の内筒部材（内部材）３９とする一方、該内筒部材３９を所定の間隙をもって挿通させる円筒状の外筒部材（外部材）３８を前フレームパイプ３６の後端部から斜め下後方に延出し、かつこれら内外筒部材３８，３９間に例えばウレタンゴム製の弾性部材４１を介装してなる。なお、前記エンジンハンガ２８は、ガセットパイプ２７の後端部と外筒部材３８の中間部とに跨るように設けられている。   As shown in FIGS. 2 and 3, the elastic connecting portion 35 uses a front portion of the rear frame pipe 37 as a cylindrical inner cylinder member (inner member) 39, and allows the inner cylinder member 39 to be inserted with a predetermined gap. A cylindrical outer cylinder member (outer member) 38 extends obliquely downward and rearward from the rear end of the front frame pipe 36, and an elastic member 41 made of, for example, urethane rubber is interposed between the inner and outer cylinder members 38 and 39. It becomes. The engine hanger 28 is provided so as to straddle the rear end portion of the gusset pipe 27 and the intermediate portion of the outer cylinder member 38.

弾性部材４１は、例えばリング状のものを内筒部材３９の外周にその長手方向で複数並べるように装着してなり、これらが内外筒部材３８，３９にそれぞれ加硫接着等により強固に接合される。これにより、低弾性及び高強度の金属材料の中間部に、ゴム等の弾性部材４１による高い弾性が付与された一体のメインパイプ１３が構成される。このように、メインパイプ１３が柔軟性及び剛性又は高強度を兼ね備えることで、これが単一の鋼材で構成される場合と比べて、車体フレーム５全体の剛性が適度に確保されると共に、そのねじりや曲げが柔軟に許容され、車体の振動の基となる応力の発生が抑えられる。   The elastic member 41 is mounted, for example, so that a plurality of ring-shaped members are arranged in the longitudinal direction on the outer periphery of the inner cylinder member 39, and these are firmly joined to the inner and outer cylinder members 38, 39 by vulcanization adhesion or the like, respectively. The Thereby, the integral main pipe 13 by which high elasticity by the elastic members 41, such as rubber | gum, was provided in the intermediate part of a low elastic and high intensity | strength metal material is comprised. Thus, the main pipe 13 has both flexibility and rigidity or high strength, so that the rigidity of the entire body frame 5 is appropriately secured as compared with the case where the main pipe 13 is made of a single steel material, and its torsion is also achieved. And bending is allowed flexibly, and the occurrence of stress that causes vibration of the vehicle body is suppressed.

以上説明したように、上記実施例における車体フレーム構造は、車体フレーム５の前部でフロントフォーク３を操舵可能に支持し、後部でスイングアーム９を揺動可能に支持する自動二輪車１に適用されるものであって、前記車体フレーム５が、該車体フレーム５の一部を構成する前後フレームパイプ３６，３７同士を連結する弾性連結部３５を有し、該弾性連結部３５が、互いに嵌合する内外筒部材３８，３９間に弾性部材４１を介在させてなるものである。   As described above, the vehicle body frame structure in the above embodiment is applied to the motorcycle 1 that supports the front fork 3 in a steerable manner at the front portion of the vehicle body frame 5 and supports the swing arm 9 in a swingable manner at the rear portion. The vehicle body frame 5 has an elastic connecting portion 35 for connecting the front and rear frame pipes 36 and 37 constituting a part of the vehicle body frame 5, and the elastic connecting portions 35 are fitted to each other. The elastic member 41 is interposed between the inner and outer cylindrical members 38 and 39.

この構成によれば、車体フレーム５に弾性部材４１を介在させた弾性連結部３５を設けることで、車体フレーム５に低周波振動の基となる入力があってもこれを柔軟に吸収することが可能となるため、車体の低周波の振動を効果的に低減することができる。また、車体フレーム５に適度なしなりを生じさせることが可能となるため、車体のしなやかさを良好に保つことができる。   According to this configuration, by providing the elastic coupling portion 35 with the elastic member 41 interposed in the vehicle body frame 5, even if there is an input that is the basis of the low frequency vibration in the vehicle body frame 5, this can be flexibly absorbed. Therefore, the low-frequency vibration of the vehicle body can be effectively reduced. In addition, since it is possible to cause the vehicle body frame 5 to be appropriately bent, the flexibility of the vehicle body can be kept good.

また、上記車体フレーム構造においては、前記車体フレーム５がループ状部２６を形成し、該ループ状部２６の一部に前記弾性連結部３５を設けたことで、車体フレーム５のループ状部２６に弾性部材４１が介在することとなり、車体フレーム５の強度剛性を一定に保ちつつ、該車体フレーム５に適度なしなりを生じさせることができる。   In the vehicle body frame structure, the vehicle body frame 5 forms a loop-shaped portion 26, and the elastic connecting portion 35 is provided in a part of the loop-shaped portion 26, so that the loop-shaped portion 26 of the vehicle body frame 5 is provided. Accordingly, the elastic member 41 is interposed, and the vehicle body frame 5 can be appropriately formed while maintaining the strength and rigidity of the vehicle body frame 5 constant.

さらに、上記車体フレーム構造においては、ヘッドパイプ６から後方に延びてシート支持パイプ１４に至るメインパイプ１３に、前記弾性連結部３５を設けたことで、車体前後に延在するメインパイプ１３に前記弾性連結部３５が設けられることとなり、車体フレーム５のしなりを効果的に発生させることができる。   Further, in the vehicle body frame structure, the elastic pipe 35 is provided on the main pipe 13 that extends rearward from the head pipe 6 and reaches the seat support pipe 14, so that the main pipe 13 that extends in the longitudinal direction of the vehicle body is provided with the main pipe 13. Since the elastic connecting portion 35 is provided, the bending of the vehicle body frame 5 can be effectively generated.

次に、この発明の第二実施例について図１，２を援用し図４を参照して説明する。
この実施例は、前記第一実施例に対して、内外筒部材３８，３９間に弾性部材４１を介在させた捻りダンパとしての前記弾性連結部３５に代わり、メインパイプ１３の長手方向で対向する前後フレームパイプ３６，３７の端部間に弾性部材１４１を介在させた所謂カップリングダンパとしての弾性連結部１３５を設けた点で異なるもので、前記実施例と同一部分には同一符号を付してその説明を省略する。 Next, a second embodiment of the present invention will be described with reference to FIGS.
This embodiment is opposed to the first embodiment in the longitudinal direction of the main pipe 13 instead of the elastic connecting portion 35 as a torsion damper having an elastic member 41 interposed between the inner and outer cylinder members 38 and 39. The difference is that an elastic connecting portion 135 as a so-called coupling damper is provided between the end portions of the front and rear frame pipes 36, 37, and the same parts as those in the previous embodiment are denoted by the same reference numerals. The description is omitted.

図４（ａ）に示すように、弾性連結部１３５は、前フレームパイプ３６の後端にその長手方向に略直交する板状の前エンドプレート３６ａを設ける一方、後フレームパイプ３７の前端にその長手方向と略直交する板状の後エンドプレート３７ａを設け、これら両エンドプレート３６ａ，３７ａ間に所定の間隙を設定すると共に、該間隙内に弾性連結体１４２を配設してなる。   As shown in FIG. 4A, the elastic connecting portion 135 is provided with a plate-like front end plate 36a substantially orthogonal to the longitudinal direction at the rear end of the front frame pipe 36, while the front end of the rear frame pipe 37 has its front end. A plate-shaped rear end plate 37a substantially orthogonal to the longitudinal direction is provided, a predetermined gap is set between the both end plates 36a, 37a, and an elastic coupling body 142 is disposed in the gap.

図４（ｂ）を併せて参照し、弾性連結体１４２は、前後エンドプレート３６ａ，３７ａと対向する前後ガイドプレート１４３，１４４を有し、これら両ガイドプレート１４３，１４４間に例えばウレタンゴム製の弾性部材１４１を挟み込み、これらを加硫接着等により強固に接合してなる。   4B, the elastic coupling body 142 has front and rear guide plates 143 and 144 that oppose the front and rear end plates 36a and 37a, and is made of, for example, urethane rubber between the guide plates 143 and 144. The elastic member 141 is sandwiched and these are firmly joined by vulcanization adhesion or the like.

前後ガイドプレート１４３，１４４の外周部には、対向する前後エンドプレート３６ａ，３７ａの外周部（フランジ部）に向けて突出する複数のスタッドボルト１４５が立設され、該各スタッドボルト４５における前後エンドプレート３６ａ，３７ａを貫通した先端部にナット１４６を螺着し締め込むことで、弾性連結体１４２と前後フレームパイプ３６，３７とが結合されて一体のメインパイプ１３が構成される。なお、前後ガイドプレート１４３，１４４にナットが設けられ、該ナットにボルトを締め込んで弾性連結体１４２と前後フレームパイプ３６，３７とが結合される構成としてもよい。   A plurality of stud bolts 145 projecting toward the outer peripheral portions (flange portions) of the opposed front and rear end plates 36a and 37a are provided upright on the outer peripheral portions of the front and rear guide plates 143 and 144. By screwing and tightening a nut 146 to the front end portion that penetrates the plates 36a and 37a, the elastic coupling body 142 and the front and rear frame pipes 36 and 37 are combined to form the integrated main pipe 13. The front and rear guide plates 143 and 144 may be provided with nuts, and bolts may be fastened to the nuts to connect the elastic coupling body 142 and the front and rear frame pipes 36 and 37.

以上説明した第二実施例においても、第一実施例と同様、車体の低周波の振動を効果的に低減することができると共に、車体のしなやかさを良好に保つことができる。また、車体フレーム５の強度剛性を一定に保ちつつ、該車体フレーム５に適度なしなりを生じさせることができる。   Also in the second embodiment described above, similarly to the first embodiment, low-frequency vibrations of the vehicle body can be effectively reduced, and the flexibility of the vehicle body can be kept good. Further, it is possible to cause the vehicle body frame 5 to have a proper consistency while keeping the strength and rigidity of the vehicle body frame 5 constant.

なお、この発明は上記実施例に限られるものではなく、例えば弾性連結部３５，１３５は、メインパイプ１３に限らずダウンパイプ１５等に設けてもよく、かつ複数箇所に設けてもよい。
また、第一実施例における弾性連結部３５は、その内外筒部材３８，３９が円筒状に限らず角形等の多角形断面であってもよい。
さらに、第二実施例の応用例として、図５に示すように、前後エンドプレート３６ａ，３７ａ間に直接弾性部材１４１を挟み込み、これらを加硫接着等により強固に接合してなる弾性連結部１３５’を設けてもよい。
さらに、弾性部材４１，１４１はウレタンゴム等のゴム系材料に限らず、金属バネや樹脂系弾性部材であってもよい。
そして、上記実施例における構成は一例であり、発明の要旨を逸脱しない範囲で種々の変更が可能であることはいうまでもない。 The present invention is not limited to the above embodiment. For example, the elastic connecting portions 35 and 135 may be provided not only on the main pipe 13 but also on the down pipe 15 or the like, and may be provided at a plurality of locations.
In addition, the inner and outer cylindrical members 38 and 39 of the elastic coupling portion 35 in the first embodiment are not limited to a cylindrical shape, but may be a polygonal cross section such as a square shape.
Further, as an application example of the second embodiment, as shown in FIG. 5, an elastic connecting portion 135 is formed by directly sandwiching an elastic member 141 between the front and rear end plates 36a and 37a and firmly joining them by vulcanization adhesion or the like. 'May be provided.
Furthermore, the elastic members 41 and 141 are not limited to rubber-based materials such as urethane rubber, but may be metal springs or resin-based elastic members.
And the structure in the said Example is an example, and it cannot be overemphasized that a various change is possible in the range which does not deviate from the summary of invention.

この発明の実施例における自動二輪車の側面図である。1 is a side view of a motorcycle according to an embodiment of the present invention. 上記自動二輪車の車体フレームの側面図である。It is a side view of the body frame of the motorcycle. 上記車体フレームの要部拡大図である。It is a principal part enlarged view of the said vehicle body frame. この発明の第二実施例における図３に相当する拡大図であり、（ａ）は弾性連結部を一体に結合した状態を、（ｂ）は前記弾性連結部を分解した状態をそれぞれ示す。FIG. 4 is an enlarged view corresponding to FIG. 3 in the second embodiment of the present invention, in which (a) shows a state where the elastic connecting portions are integrally coupled, and (b) shows a state where the elastic connecting portions are disassembled. 上記第二実施例の応用例を示す図３に相当する拡大図である。It is an enlarged view equivalent to FIG. 3 which shows the application example of the said 2nd Example.

符号の説明Explanation of symbols

１ 自動二輪車
３ フロントフォーク（前輪支持部材）
５ 車体フレーム
６ ヘッドパイプ
９ スイングアーム（後輪支持部材）
１３ メインパイプ
１４ シート支持パイプ（シート支持部）
２６ ループ状部
３５，１３５ 弾性連結部
３６ 前フレームパイプ（車体フレームを構成する部材）
３７ 後フレームパイプ（車体フレームを構成する部材）
３８ 外筒部材（外部材）
３９ 内筒部材（内部材）
４１，１４１ 弾性部材

1 Motorcycle 3 Front fork (front wheel support member)
5 Body frame 6 Head pipe 9 Swing arm (rear wheel support member)
13 Main pipe 14 Seat support pipe (seat support part)
26 Loop-shaped part 35, 135 Elastic coupling part 36 Front frame pipe (member constituting the body frame)
37 Rear frame pipe (member constituting the body frame)
38 Outer cylinder member (outer member)
39 Inner cylinder member (inner member)
41,141 elastic member

Claims (4)

車体フレームの前部で前輪支持部材を操舵可能に支持し、後部で後輪支持部材を揺動可能に支持する自動二輪車の車体フレーム構造において、
前記車体フレームの少なくとも一部に、該車体フレームを構成する部材同士を弾性部材を介在させて連結する弾性連結部を設けたことを特徴とする自動二輪車の車体フレーム構造。 In a vehicle body frame structure of a motorcycle that supports a front wheel support member in a steerable manner at the front portion of the body frame and supports a rear wheel support member in a swingable manner at the rear portion,
A body frame structure for a motorcycle, wherein at least a part of the body frame is provided with an elastic connecting portion for connecting members constituting the body frame with an elastic member interposed therebetween. 前記弾性連結部が、互いに嵌合する内外部材間に前記弾性部材を介在させてなることを特徴とする請求項１に記載の自動二輪車の車体フレーム構造。 2. The body frame structure of a motorcycle according to claim 1, wherein the elastic connecting portion is formed by interposing the elastic member between inner and outer members fitted to each other. 前記車体フレームがループ状部を形成し、該ループ状部の一部に前記弾性連結部を設けたことを特徴とする請求項１又は請求項２に記載の自動二輪車の車体フレーム構造。 3. The vehicle body frame structure for a motorcycle according to claim 1, wherein the vehicle body frame forms a loop-shaped portion, and the elastic connecting portion is provided in a part of the loop-shaped portion. ヘッドパイプから後方に延びてシート支持部に至るメインパイプに、前記弾性連結部を設けたことを特徴とする請求項１から請求項３の何れかに記載の車体フレーム構造。

The vehicle body frame structure according to any one of claims 1 to 3, wherein the elastic coupling portion is provided in a main pipe extending rearward from the head pipe to the seat support portion.

JP2005345240A 2005-11-30 2005-11-30 Body frame structure of motorcycle Expired - Fee Related JP4754337B2 (en)

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