JP3515748B2 - Traveling vehicle - Google Patents
Traveling vehicleInfo
- Publication number
- JP3515748B2 JP3515748B2 JP2000309678A JP2000309678A JP3515748B2 JP 3515748 B2 JP3515748 B2 JP 3515748B2 JP 2000309678 A JP2000309678 A JP 2000309678A JP 2000309678 A JP2000309678 A JP 2000309678A JP 3515748 B2 JP3515748 B2 JP 3515748B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- floor
- vehicle body
- power unit
- wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Landscapes
- Automatic Cycles, And Cycles In General (AREA)
- Steering Devices For Bicycles And Motorcycles (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Arrangement Of Transmissions (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、走行車両、特に車
体の前後略中央部にシートを配設すると共に、その車体
の前部に、前輪を操舵するためのハンドルを取付け、シ
ートよりも下側で且つ前側に位置する床部を備えた低床
式車両に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling vehicle, particularly a vehicle.
Seats are arranged in the approximate center of the front and rear of the body, and the vehicle body
Front, the attachment a handle for steering the front wheels, shea
Low floor with a floor located below and in front of the boot
Type vehicle.
【０００２】[0002]
【従来の技術】上記タイプの走行車両は、一般に走行用
駆動源としてのエンジンとベルト式無段変速機とを一体
化したパワーユニットを車体に上下揺動可能に支持させ
て、そのパワーユニット後端部に後輪を支持させるよう
にしており、そのような構造のパワーユニットは、ユニ
ットスイング式パワーユニットと呼ばれていた。2. Description of the Related Art Generally, a traveling vehicle of the type described above has a power unit, which is integrated with an engine as a driving source for traveling and a belt type continuously variable transmission, supported on a vehicle body so as to be vertically swingable, and has a rear end portion of the power unit. The rear wheel is supported by the power unit having such a structure, which is called a unit swing type power unit.
【０００３】[0003]
【発明が解決しようとする課題】ところが上記ユニット
スイング式パワーユニットは、その前端を車体にピボッ
ト連結する一方、その後部をリヤクッションを介して車
体に吊り下げ支持しているため、後輪のバネ下重量が重
くなって良好な路面追従性を確保し得ない傾向があっ
た。However, in the unit swing type power unit, the front end of the unit swing type power unit is pivotally connected to the vehicle body, while the rear portion thereof is suspended and supported by the vehicle body via the rear cushion. There was a tendency that the weight became heavy and it was not possible to ensure good road surface followability.
【０００４】また上記ベルト式無段変速機においては、
駆、被動プーリ間の距離が長い方がベルトの冷却性が良
くなり、その耐久性が高くなるが、両プーリ間の距離を
長くしようとすれば、それだけ無段変速機、延いてはユ
ニットスイング式パワーユニットが大型化し、後輪のバ
ネ下重量が一層重くなってしまう。Further, in the above belt type continuously variable transmission,
The longer the distance between the driven and driven pulleys, the better the cooling of the belt and the higher its durability.However, if the distance between the two pulleys is increased, the continuously variable transmission, and eventually the unit swing. Type power unit becomes larger, and the unsprung weight of the rear wheel becomes heavier.
【０００５】本発明は前述の事情に鑑みてなされたもの
で、上記従来の問題を簡単な構造で解決することができ
る低床式走行車両を提供することを目的とする。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a low floor traveling vehicle which can solve the above-mentioned conventional problems with a simple structure.
【０００６】[0006]
【課題を解決するための手段】前記目的を達成するため
に、本発明は、車体の前後略中央部にシートを配設する
と共に、その車体の前部に、前輪を操舵するためのハン
ドルを取付け、シートよりも下側で且つ前側に位置する
床部を備えた低床式車両において、車体の後部に、相互
に間隔をおいて並ぶ左右一対のピボットを介してリヤフ
ォークを上下揺動可能に支持すると共に、そのリヤフォ
ークにリヤクッションを接続し、そのリヤフォークの後
端部に後輪を回転自在に支持し、走行用駆動源とその後
方側に延びるベルト式無段変速機とを一体化したパワー
ユニットを車体の略中央部で且つシート下方に搭載し、
そのパワーユニットのケースの後部を、前記左右一対の
ピボット間の空間に突入させたことを第１の特徴とす
る。In order to achieve the above-mentioned object, the present invention provides a seat in the front-rear approximately center portion of a vehicle body.
At the same time, a handle for steering the front wheels is attached to the front part of the vehicle body and is located below the seat and on the front side.
In a low-floor vehicle equipped with a floor, a rear fork is supported at the rear of the vehicle body so as to be able to swing up and down via a pair of left and right pivots arranged at intervals, and a rear cushion is connected to the rear fork. and, the rear rotatably supports the rear wheel at a rear end portion of the fork, and a power unit that integrates traveling drive source and its extending rearward belt-type continuously variable transmission in a substantially central portion of the body sheet Mounted below ,
The first feature is that the rear portion of the case of the power unit is projected into the space between the pair of left and right pivots.
【０００７】また本発明は、前記第１の特徴に加えて、
前記パワーユニットが、車両前後方向に延びる略縦長形
状に形成されていると共に、そのパワーユニットの前後
投影面の上下幅内に床部及びリヤフォークが位置してお
り、床部の下方に補機が配設されることを第２の特徴と
し、また本発明は、第１，第２の各特徴に加えて、前記
ベルト式無段変速機の出力を後輪に伝達するチェン伝動
機構のドライブスプロケットを、前記左右一対のピボッ
トと同一軸線上に配置したことを第３の特徴とする。[0007] The present invention, in addition to the previous SL first feature,
The power unit has a substantially vertical shape extending in the vehicle front-rear direction.
It is formed in the shape of the front and rear of the power unit
The floor and rear fork are located within the vertical width of the projection plane.
The second feature is that auxiliary equipment is installed below the floor.
In addition to the first and second characteristics, the present invention also provides a drive sprocket of a chain transmission mechanism that transmits the output of the belt type continuously variable transmission to the rear wheels, in the same axis as the pair of left and right pivots. The third feature is that they are arranged on a line.
【０００８】[0008]
【発明の実施の形態】本発明の実施の形態を、添付図面
に例示した本発明の実施例に基づいて以下に具体的に説
明する。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be specifically described below based on the embodiments of the present invention illustrated in the accompanying drawings.
【０００９】添付図面において、図１〜図８は本発明の
第１実施例を示すもので、図１はその自動三輪車の全体
側面図、図２は図１の２方向矢視図、図３は図１の３方
向矢視図、図４は図１の４−４線断面図、図５は図４の
５−５線断面図、図６は図１の要部拡大図、図７はリヤ
フォークの斜視図、図８は作用の説明図である。1 to 8 show a first embodiment of the present invention, FIG. 1 is an overall side view of the motorcycle, FIG. 2 is a two-direction arrow view of FIG. 1, and FIG. 1 is a three-direction arrow view of FIG. 1, FIG. 4 is a sectional view taken along line 4-4 of FIG. 1, FIG. 5 is a sectional view taken along line 5-5 of FIG. 4, FIG. 6 is an enlarged view of a main part of FIG. 1, and FIG. FIG. 8 is a perspective view of the rear fork, and FIG. 8 is an explanatory view of the operation.
【００１０】図１〜図３に示すように、自動三輪車Ｖの
車体は、鋼管を溶接して成る車体フレーム１と、その車
体フレーム１を覆う合成樹脂製のボディ２とを備える。
車体フレーム１の前部にはフロントフォーク３が左右回
転自在に支持され、そのフロントフォーク３の上端およ
び下端にはハンドル４および前輪Ｗｆがそれぞれ設けら
れ、そのハンドル４によって前輪Ｗｆが操舵される。車
体フレーム１の中央部には、複数のバッテリ５をエネル
ギー源とする走行用のモータ６とベルト式無段変速機７
とを一体化して成るパワーユニット８が搭載される。
尚、このようにパワーユニット８を車体の略中央部に搭
載したことにより、車体にリヤクッション１１及びリヤ
フォーク９を介して弾性支持される後輪Ｗｒのバネ下重
量を軽減でき、その後輪Ｗｒの路面追従性を高めること
ができる。As shown in FIGS. 1 to 3, a vehicle body of a motorcycle V includes a vehicle body frame 1 formed by welding steel pipes, and a synthetic resin body 2 covering the vehicle body frame 1.
A front fork 3 is supported on the front part of the body frame 1 so as to be rotatable left and right, and a handle 4 and a front wheel Wf are provided at upper and lower ends of the front fork 3, respectively, and the front wheel Wf is steered by the handle 4. At the center of the body frame 1, a traveling motor 6 using a plurality of batteries 5 as energy sources and a belt type continuously variable transmission 7 are provided.
A power unit 8 formed by integrating and is mounted.
By mounting the power unit 8 in the substantially central portion of the vehicle body in this way, the unsprung weight of the rear wheel Wr elastically supported by the vehicle body via the rear cushion 11 and the rear fork 9 can be reduced, and the rear wheel Wr can be Road followability can be improved.
【００１１】車体フレーム１の後部には、後端に左右一
対の後輪Ｗｒを支持した平面視Ｘ状のリヤフォーク９の
前端が、左右一対のピボット１０を介して上下揺動自在
に枢支される。そしてリヤフォーク９の中間部と前記車
体フレーム１とは、リヤクッション１１により接続され
る。ベルト式無段変速機７の出力側に連なるドライブス
プロケット１２と、後輪Ｗｒに対し一体的に回転するの
ドリブンスプロケット１３とはドライブチェン１４を介
して接続され、かくして、その両スプロケット１２，１
３及びドライブチェン１４よりなるチェン伝動機構によ
り、パワーユニット８の出力が後輪Ｗｒに伝達される。At the rear portion of the body frame 1, a front end of a rear fork 9 having an X-shape in plan view, which supports a pair of left and right rear wheels Wr at its rear end, is pivotally supported via a pair of left and right pivots 10 so as to be vertically swingable. To be done. The intermediate portion of the rear fork 9 and the vehicle body frame 1 are connected by a rear cushion 11. The drive sprocket 12 connected to the output side of the belt type continuously variable transmission 7 and the driven sprocket 13 that rotates integrally with the rear wheel Wr are connected via a drive chain 14, and thus both sprockets 12, 1 are connected.
The output of the power unit 8 is transmitted to the rear wheel Wr by the chain transmission mechanism including the drive chain 3 and the drive chain 14.
【００１２】前記ドライブスプロケット１２は、前記左
右一対のピボット１０と同一軸線上に配置したので、リ
ヤフォーク９が上下揺動してもドライブチェン１４の遊
びが変化せず、後輪Ｗｒの路面追従性が向上する。Since the drive sprocket 12 is arranged on the same axis as the pair of left and right pivots 10, the play of the drive chain 14 does not change even when the rear fork 9 swings up and down, and the rear wheel Wr follows the road surface. The property is improved.
【００１３】前記パワーユニット８のユニットケース後
端部（即ちベルト式無段変速機７を収容するケース後
部）は、図１，２からも明らかなように前記左右一対の
ピボット１０間の空間に突入している。これにより、ベ
ルト式無段変速機７の前後長さ（従って変速機７の駆、
被動プーリ間の軸間距離）を、該変速機７とリヤフォー
ク９との干渉を回避しつつ極力長く確保できるため、ベ
ルトの冷却性、延いては耐久性が向上する。The rear end of the unit case of the power unit 8 (that is, the rear part of the case accommodating the belt type continuously variable transmission 7) projects into the space between the pair of left and right pivots 10, as is apparent from FIGS. is doing. As a result, the front-rear length of the belt type continuously variable transmission 7 (thus, the drive of the transmission 7
Since the axial distance between the driven pulleys can be ensured as long as possible while avoiding the interference between the transmission 7 and the rear fork 9, the cooling property of the belt and the durability thereof are improved.
【００１４】次に、図４〜図７に基づいて後輪Ｗｒをリ
ヤフォーク９に操舵可能に支持するための構造を詳述す
る。Next, the structure for supporting the rear wheel Wr on the rear fork 9 so as to be steerable will be described in detail with reference to FIGS.
【００１５】リヤフォーク９の二股状に形成された後部
には、中央の内軸２１、左右一対の外軸２２、および前
記内軸２１と外軸２２を接続する左右一対の中間軸２３
から構成される後輪Ｗｒの車軸が支持される。すなわ
ち、リヤフォーク９の後部には左右一対の偏心ブロック
２４が嵌合保持され、それら左右の偏心ブロック２４に
ボールベアリング２５およびローラベアリング２６を介
して前記内軸２１が支持される。内軸２１の中央部には
ホイールダンパー２７を介して前記ドリブンスプロケッ
ト１３が支持され、パワーユニット８の出力はホイール
ダンパー２７を介して先ず内軸２１に伝達される。At the rear portion of the rear fork 9 formed in a bifurcated shape, a central inner shaft 21, a pair of left and right outer shafts 22, and a pair of left and right intermediate shafts 23 connecting the inner shaft 21 and the outer shaft 22.
The axle of the rear wheel Wr composed of is supported. That is, a pair of left and right eccentric blocks 24 are fitted and held in the rear portion of the rear fork 9, and the inner shaft 21 is supported by the left and right eccentric blocks 24 via ball bearings 25 and roller bearings 26. The driven sprocket 13 is supported at the center of the inner shaft 21 via a wheel damper 27, and the output of the power unit 8 is first transmitted to the inner shaft 21 via the wheel damper 27.
【００１６】リヤフォーク９の後部両側面には２個のナ
ックルホルダー部９1 、９2 が上下に突設され、各ナッ
クルホルダー部９1 、９2 の先端にボールジョイント２
８の軸部２８1 が外向きに植設される。ボールジョイン
ト２８には左右のナックル２９が左右首振り自在に支持
され、そのナックル２９から車体前方に突出するナック
ルアーム２９1 にタイロッド３０が接続される。各ナッ
クル２９にはボールベアリング３１を介して前記外軸２
５が回転自在に支持される。そして前記内軸２１の内面
に形成したスプラインと前記外軸２２の内面に形成した
スプラインとに前記中間軸２３の両端に形成した一対の
球状スプライン２３1 ，２３2 がそれぞれ係合する。そ
の結果、前記偏心ブロック２４によって発生する内軸２
１と外軸の２２の偏心量δ（図６参照）、および後輪Ｗ
ｒの操舵による外軸２２の角変位を吸収しながら内軸２
１から外軸２２へ駆動力を伝達することができる。尚、
リヤフォーク７に対する偏心ブロック２４の回転位置を
調整して前記偏心量δを車体前後方向に発生させれば、
ドライブチェン１４の張力調整を容易に行うことができ
る。[0016] Two knuckle holder 9 1 at the rear sides of the rear fork 9, 9 2 is projected vertically, each knuckle holder 9 1, 9 2 tip in the ball joint 2
8 shafts 28 1 are planted outward. Left and right knuckles 29 are swingably supported by the ball joint 28, and a tie rod 30 is connected to a knuckle arm 29 1 protruding from the knuckle 29 to the front of the vehicle body. Each knuckle 29 is attached to the outer shaft 2 through a ball bearing 31.
5 is rotatably supported. Then, a pair of spherical splines 23 1 and 23 2 formed at both ends of the intermediate shaft 23 are engaged with the spline formed on the inner surface of the inner shaft 21 and the spline formed on the inner surface of the outer shaft 22, respectively. As a result, the inner shaft 2 generated by the eccentric block 24
1 and the eccentricity δ of the outer shaft 22 (see FIG. 6), and the rear wheel W
The inner shaft 2 while absorbing the angular displacement of the outer shaft 22 due to the steering of r
The driving force can be transmitted from 1 to the outer shaft 22. still,
If the rotational position of the eccentric block 24 with respect to the rear fork 7 is adjusted to generate the eccentricity amount δ in the vehicle longitudinal direction,
The tension of the drive chain 14 can be easily adjusted.
【００１７】各外軸２２には後輪Ｗｒのハブ３２とブレ
ーキディスク３３が共締めされ、前記ナックル２９には
ブレーキディスク３３を挟圧するブレーキキャリパ３４
が設けられる。A hub 32 of a rear wheel Wr and a brake disc 33 are fastened together to each outer shaft 22, and a brake caliper 34 for pinching the brake disc 33 on the knuckle 29.
Is provided.
【００１８】図２から明らかなように、タイロッド３０
の長さを適宜調整することにより左右の後輪Ｗｒにはト
ーインが与えられ、これにより車両の直進性の向上が図
られる。As is apparent from FIG. 2, the tie rod 30
The toe-in is given to the left and right rear wheels Wr by appropriately adjusting the length of the vehicle, thereby improving the straightness of the vehicle.
【００１９】図３から明らかなように、左右の後輪Ｗｒ
には上下のボールジョイント２８の長さに差を持たせる
ことによりプラスのキャンバが与えられる。すなわち左
右の後輪Ｗｒ下端間（両接地部間）の距離Ｌは上端間の
距離よりも小さく設定され、これにより停車時に車体を
自立させることを可能としながら、旋回時に容易に車体
をバンクさせて自動二輪車の感覚での運転を可能として
いる。As is apparent from FIG. 3, the left and right rear wheels Wr
A positive camber is given to the upper and lower ball joints 28 by making them different in length. That is, the distance L between the lower ends of the left and right rear wheels Wr (between the two ground contact portions) is set to be smaller than the distance between the upper ends, which allows the vehicle body to stand on its own when the vehicle is stopped, and allows the vehicle body to bank easily when turning. This makes it possible to drive like a motorcycle.
【００２０】図６から明らかなように、上下のボールジ
ョイント２８を結ぶ直線ｋは後輪Ｗｒを左右に操舵する
ための車輪転向軸線を与える。車輪転向軸線ｋは車体に
対して後傾しており、これにより後輪Ｗｒにプラスのキ
ャスタ角αとプラスのトレールＴを与えている。また前
記車輪転向軸線ｋは後輪Ｗｒの中心Ｏに対して車体後方
にオフセットされている。上述のように後輪Ｗｒがプラ
スのトレールＴを持つために後輪Ｗｒの接地点Ｐは前記
車輪転向軸線ｋの後方に位置し、その結果旋回時に接地
点Ｐが路面から受ける横力によって、後輪Ｗｒは車輪転
向軸線ｋの回りに旋回方向と逆方向の操舵力を受けるこ
とになる。すなわち、例えば前輪Ｗｆを右方向に操舵し
て車体を右方向に旋回させる場合、車体は慣性によって
暫く直進しようとするために、該車体は後輪Ｗｒに対し
て相対的に旋回方向外側（左側）に変位する。その結
果、前記トレールＴの作用で接地点Ｐに旋回方向内側
（右側）への横力が作用し、後輪Ｗｒは車輪転向軸線ｋ
を中心に左向きすなわち前輪Ｗｆと逆位相に操舵され
る。As is apparent from FIG. 6, the straight line k connecting the upper and lower ball joints 28 gives the wheel turning axis for steering the rear wheel Wr left and right. The wheel turning axis k is tilted rearward with respect to the vehicle body, which gives the rear wheel Wr a positive caster angle α and a positive trail T. The wheel turning axis k is offset rearward of the vehicle body with respect to the center O of the rear wheel Wr. Since the rear wheel Wr has the positive trail T as described above, the ground contact point P of the rear wheel Wr is located behind the wheel turning axis k, and as a result, the ground contact point P receives the lateral force from the road surface during turning, The rear wheel Wr receives a steering force in the direction opposite to the turning direction around the wheel turning axis k. That is, for example, when the front wheel Wf is steered to the right to turn the vehicle body to the right, the vehicle body tries to go straight for a while due to inertia, and therefore the vehicle body is relatively outside with respect to the rear wheel Wr in the turning direction (left side). ). As a result, due to the action of the trail T, a lateral force inward (right side) in the turning direction acts on the ground contact point P, and the rear wheel Wr moves the wheel turning axis k.
The vehicle is steered to the left around the center, that is, in the opposite phase to the front wheel Wf.
【００２１】ところで、後輪Ｗｒはその接地点Ｐが路面
から受ける横力によって操舵されるだけでなく、後述の
アクチュエータによっても積極的に操舵される。すなわ
ち、図４に示すように、左右の後輪Ｗｒを支持するナッ
クル２９から前方に延びるナックルアーム２９1 の先端
に接続された左右一対のタイロッド３０は、リヤフォー
ク９の中央部に支点ピン３５を介して左右揺動自在に枢
支されたベルクランク３６に接続される。そして前記ベ
ルクランク３６はダンパー機能を有するアクチュエータ
３７に接続されて左右に揺動駆動される。その結果、ア
クチュエータ３７の駆動力で後輪Ｗｒが積極的に操舵さ
れるとともに、そのアクチュエータ３７のダンパー機能
によって後輪Ｗｒに前記横力に伴う操舵力に対する抵抗
力が付与される。By the way, the rear wheel Wr is not only steered by a lateral force received from the road surface at its ground contact point P, but also actively steered by an actuator described later. That is, as shown in FIG. 4, the pair of left and right tie rods 30 connected to the tips of the knuckle arms 29 1 extending forward from the knuckles 29 supporting the left and right rear wheels Wr are provided at the center of the rear fork 9 with a fulcrum pin 35. It is connected to a bell crank 36 which is pivotally supported via left and right. Then, the bell crank 36 is connected to an actuator 37 having a damper function and is swingably driven left and right. As a result, the rear wheel Wr is positively steered by the driving force of the actuator 37, and the damper function of the actuator 37 provides the rear wheel Wr with a resistance force against the steering force due to the lateral force.
【００２２】図５から明らかなように、アクチュエータ
３７はリヤフォーク９の内部に設けた上下一対のガイド
部材３８に摺動自在に支持された環状のスライダ３９を
備える。スライダ３９はモータ４０により回転する送り
ネジ４１に係合して前記ガイド部材３８に沿って往復駆
動されるもので、その内周にはシリンダ４２の外周に突
設した突起４２1 が嵌合保持される。油を満たしたシリ
ンダ４２の内部に摺動自在に係合するピストン４３と一
体のシリンダロッド４４の両端部はシリンダ４２の端壁
から外部に延出し、その一端が前記ベルクランク３６に
ピン４５で枢支される。シリンダロッド４４の両端に設
けたバネ座４６とシリンダ４２の端壁との間には、それ
ぞれプリロードスプリング４７が縮設される。またピス
トン４３にはその反対側の開口部がそれぞればね性を有
する弁板４８、４９で閉塞される２個のオリフィス４３
1 、４３2 が穿設される。As is apparent from FIG. 5, the actuator 37 includes an annular slider 39 slidably supported by a pair of upper and lower guide members 38 provided inside the rear fork 9. The slider 39 is engaged with a feed screw 41 rotated by a motor 40 and is reciprocally driven along the guide member 38. A protrusion 42 1 protruding from the outer periphery of a cylinder 42 is fitted and held on the inner periphery of the slider 39. To be done. Both ends of a cylinder rod 44, which is integral with a piston 43 slidably engaged in an oil-filled cylinder 42, extend outwardly from an end wall of the cylinder 42, and one end of the cylinder rod 44 is attached to the bell crank 36 by a pin 45. Be pivoted. Preload springs 47 are contracted between the spring seats 46 provided at both ends of the cylinder rod 44 and the end wall of the cylinder 42. Further, the piston 43 has two orifices 43 whose opposite openings are closed by valve plates 48 and 49 each having a spring property.
1 , 43 2 are drilled.
【００２３】したがって、例えば車速を検出する図示せ
ぬセンサの出力信号が入力される制御装置５０によって
モータ４０を駆動し、例えばシリンダ４２全体を図４お
よび図５において左方向に移動させると、ベルクランク
３６が時計方向に揺動して左右の後輪Ｗｒは右向きに操
舵され、逆にシリンダ４２全体を図中右方向に移動させ
ると後輪Ｗｒは左向きに操舵される。一方、後輪Ｗｒが
路面の突起に乗り上げた場合等に後輪Ｗｒからナックル
２９、タイロッド３０およびベルクランク３６を介して
伝達された衝撃が例えばシリンダロッド４４を図中右方
向に駆動すると、オリフィス４３1 を閉塞する弁板４８
が開いてピストン４３の右側の油が左側に流入し、その
際に発生する油の粘性力によって前記衝撃が緩衝され
る。これと同時に一対のプリロードスプリング４７が弾
性変形し、その復元力によってピストン４３は中立位置
に復元する。また、前記衝撃がシリンダロッド４４を図
中左方向に駆動した場合にも、前述と同様の作用によっ
て衝撃が緩衝される。Therefore, when the motor 40 is driven by the control device 50 to which an output signal of a sensor (not shown) for detecting the vehicle speed is input and the entire cylinder 42 is moved to the left in FIGS. When the crank 36 swings clockwise, the left and right rear wheels Wr are steered to the right. Conversely, when the entire cylinder 42 is moved to the right in the figure, the rear wheels Wr are steered to the left. On the other hand, if the impact transmitted from the rear wheel Wr through the knuckle 29, the tie rod 30, and the bell crank 36 drives the cylinder rod 44 in the right direction in the figure, for example, when the rear wheel Wr rides on a protrusion on the road surface, the orifice Valve plate 48 closing 43 1
Is opened and the oil on the right side of the piston 43 flows into the left side, and the impact is buffered by the viscous force of the oil generated at that time. At the same time, the pair of preload springs 47 are elastically deformed, and the restoring force restores the piston 43 to the neutral position. Even when the impact drives the cylinder rod 44 to the left in the figure, the impact is buffered by the same action as described above.
【００２４】而して、アクチュエータ３７の駆動力によ
り後輪Ｗｒを任意の方向に操舵することが可能となり、
またアクチュエータ３７のダンパー機能によって路面か
らの横力に伴う操舵力に対する抵抗力を付与し、かつ路
面からの衝撃を緩衝することが可能となる。Therefore, the rear wheel Wr can be steered in any direction by the driving force of the actuator 37,
Further, the damper function of the actuator 37 makes it possible to impart a resistance force to the steering force due to the lateral force from the road surface and to buffer the impact from the road surface.
【００２５】次に、前述の構成を備えた本発明の第１実
施例の作用について説明する。Next, the operation of the first embodiment of the present invention having the above construction will be described.
【００２６】自動三輪車Ｖの左右一対の後輪Ｗｒを支持
するリヤフォーク９が車体フレーム１に対して上下揺動
のみ可能に枢支されているため、前車体と後車体とを車
体前後方向に延びる揺動軸を介して相対回転自在に連結
した従来の自動三輪車が必要とした揺動ロック機構を用
いることなく、停車時に前輪Ｗｆと左右一対の後輪Ｗｒ
とにより車体を安定した状態で自立させることができ
る。また走行時には、左右一対の後輪Ｗｒの接地部間の
距離Ｌをプラスのキャンバによって小さく設定している
ため、前車体と後車体とを相対回転自在に連結する揺動
軸を用いることなく、車体を容易にバンクさせて自動二
輪車の感覚で旋回させることができる。Since the rear fork 9 which supports the pair of left and right rear wheels Wr of the motorcycle V is pivotally supported so as to be only vertically swingable with respect to the body frame 1, the front vehicle body and the rear vehicle body are arranged in the vehicle front-rear direction. When the vehicle is stopped, the front wheel Wf and the pair of left and right rear wheels Wr are used without using the rocking lock mechanism that is required for the conventional three-wheeled motor vehicle that is rotatably connected to each other through the extending rocking shaft.
With, the vehicle body can be made to stand in a stable state. Further, since the distance L between the ground contact portions of the pair of left and right rear wheels Wr is set to a small value by the positive camber during traveling, it is not necessary to use the swing shaft that relatively rotatably connects the front vehicle body and the rear vehicle body. The vehicle body can be easily banked and turned like a motorcycle.
【００２７】さて、図８（Ａ）に示すように、車体を例
えば右旋回させるべく前輪Ｗｆをハンドル４で右方向に
操舵した場合に、後輪Ｗｒが前輪Ｗｆと逆位相すなわち
左方向に操舵されたとする。後輪Ｗｒの操舵を行わない
場合には重心の移動距離がＬ0 になるように車体を大き
くバンクさせないと旋回できないのに対し、上述のよう
に後輪Ｗｒを前輪Ｗｆに対して逆位相に操舵すると、重
心の移動距離がＬ1 になるように車体を小さくバンクさ
せるだけで旋回することが可能になり、その結果自動二
輪車の操舵フィーリングを持つ優れた旋回性能を得るこ
とができる。Now, as shown in FIG. 8A, when the front wheel Wf is steered to the right by the steering wheel 4 to turn the vehicle body to the right, for example, the rear wheel Wr is in the opposite phase to the front wheel Wf, that is, to the left. Suppose that it was steered. When the rear wheel Wr is not steered, the vehicle cannot turn unless the vehicle body is banked so large that the moving distance of the center of gravity becomes L 0. On the other hand, as described above, the rear wheel Wr is in the opposite phase to the front wheel Wf. When steered, the vehicle body can be turned only by making the vehicle body into a small bank so that the moving distance of the center of gravity becomes L 1, and as a result, excellent turning performance having the steering feeling of the motorcycle can be obtained.
【００２８】一方、図８（Ｂ）に示すように、車体を例
えば右旋回させるべく前輪Ｗｆをハンドル４で右方向に
操舵した場合に、後輪Ｗｒが前輪Ｗｆと同位相すなわち
右方向に操舵されたとする。このように後輪Ｗｒを前輪
Ｗｆに対して同位相に操舵するとバンク無しで車体を横
方向に移動させることができ、車線の変更を行う場合や
駐車時に車体を幅寄せする場合に便利である。On the other hand, as shown in FIG. 8B, when the front wheel Wf is steered to the right by the steering wheel 4 to turn the vehicle body to the right, the rear wheel Wr is in the same phase as the front wheel Wf, that is, to the right. Suppose that it was steered. When the rear wheels Wr are steered in the same phase with respect to the front wheels Wf in this way, the vehicle body can be moved laterally without a bank, which is convenient when changing the lane or when the vehicle body is pulled closer to another when parking. .
【００２９】本実施例では、図６に示すようにナックル
２９を支持する上下のボールジョイント２８を結ぶ車輪
転向軸線ｋを車体に対して後傾させているので、後輪Ｗ
ｒにプラスのトレールＴが与えられる。その結果、後輪
Ｗｒの接地点Ｐが前記車輪転向軸線ｋの後方に位置する
ことになり、前記接地点Ｐが路面から受ける横力によっ
て後輪Ｗｒは旋回方向と逆方向の操舵力を受けて前記逆
位相の操舵が行われることになる。In this embodiment, as shown in FIG. 6, since the wheel turning axis k connecting the upper and lower ball joints 28 supporting the knuckle 29 is tilted backward with respect to the vehicle body, the rear wheel W
A positive trail T is given to r. As a result, the ground contact point P of the rear wheel Wr is located behind the wheel turning axis k, and the rear wheel Wr receives the steering force in the direction opposite to the turning direction due to the lateral force that the ground contact point P receives from the road surface. As a result, steering in the opposite phase is performed.
【００３０】前述の路面からの横力によって行われる後
輪Ｗｒの操舵方向はトレールＴの正負によって一義的に
設定されるのに対し（実施例では逆位相）、アクチュエ
ータ３７による後輪Ｗｒの操舵は逆位相と同位相を任意
に設定することができる。例えば、低車速域から高車速
域までアクチュエータ３７で後輪Ｗｒを逆位相に操舵す
れば、前述の横力による後輪Ｗｒの逆位相の操舵を補助
して操舵フィーリングを一層向上させることができる。
しかも、アクチュエータ３７による操舵量は任意に設定
することが可能であるため、車速に応じて前記操舵量を
制御することにより、低車速域から高車速域まで適切な
操舵フィーリングを保持することができる。While the steering direction of the rear wheel Wr, which is performed by the lateral force from the road surface, is uniquely set depending on whether the trail T is positive or negative (in the opposite phase in the embodiment), steering of the rear wheel Wr by the actuator 37 is performed. Can have the opposite phase and the same phase arbitrarily set. For example, if the actuator 37 steers the rear wheel Wr in the opposite phase from the low vehicle speed range to the high vehicle speed range, the steering feeling can be further improved by assisting the steering of the rear wheel Wr in the opposite phase by the lateral force. it can.
Moreover, since the steering amount by the actuator 37 can be set arbitrarily, by controlling the steering amount according to the vehicle speed, an appropriate steering feeling can be maintained from the low vehicle speed range to the high vehicle speed range. it can.
【００３１】また、低車速域においてアクチュエータ３
７で後輪Ｗｒを同位相に操舵することにより横力による
後輪Ｗｒの逆位相の操舵を打ち消せば、低速域での小回
り性能を向上させることができるばかりか、駐車時の幅
寄せを容易に行なえるようになる。Further, in the low vehicle speed range, the actuator 3
By steering the rear wheels Wr in the same phase at 7 to cancel the reverse phase steering of the rear wheels Wr due to the lateral force, not only the small turning performance in the low speed range can be improved, but also the width reduction during parking can be improved. It will be easy to do.
【００３２】図９および図１０は本発明の第２実施例を
示すものである。9 and 10 show a second embodiment of the present invention.
【００３３】この第２実施例の自動三輪車Ｖは内燃機関
５１を走行用駆動源とするもので、図中の５２はエアク
リーナ、５３はキャブレタ、５４はマフラーである。こ
の実施例は後輪Ｗｒの断面形状に特徴があり、その最大
直径位置が後輪Ｗｒの厚さ方向中央部よりも車体中心線
側に偏倚している。これにより、左右の後輪Ｗｒの接地
部間の距離Ｌ′を図３に示す第１実施例のものに比べて
小さくすることができ、車体のバンクを一層容易にして
旋回性能を向上させることができる。The three-wheeled motor vehicle V of the second embodiment uses an internal combustion engine 51 as a drive source for traveling. In the figure, 52 is an air cleaner, 53 is a carburetor, and 54 is a muffler. This embodiment is characterized by the cross-sectional shape of the rear wheel Wr, and its maximum diameter position is deviated to the vehicle body centerline side from the center portion of the rear wheel Wr in the thickness direction. As a result, the distance L'between the ground contact portions of the left and right rear wheels Wr can be made smaller than that of the first embodiment shown in FIG. 3, and the bank of the vehicle body can be further facilitated to improve the turning performance. You can
【００３４】以上、本発明の実施例を詳述したが、本発
明は前記実施例に限定されるものではなく、種々の小設
計変更を行うことが可能である。Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-mentioned embodiments, and various small design changes can be made.
【００３５】例えば、実施例では後輪Ｗｒにプラスのト
レールを与えて旋回時に後輪Ｗｒを前輪Ｗｆと逆位相に
操舵しているが、マイナスのトレールを与えて後輪Ｗｒ
を前輪Ｗｆと同位相に操舵することもできる。また、ア
クチュエータ３７による後輪Ｗｒの操舵方向は実施例の
ものに限定されず、車速以外にハンドル４の操舵角等の
種々の運転条件に応じて任意に設定することが可能であ
る。For example, in the embodiment, a positive trail is given to the rear wheel Wr to steer the rear wheel Wr in a phase opposite to that of the front wheel Wf during turning, but a negative trail is given to the rear wheel Wr.
Can be steered in the same phase as the front wheels Wf. Further, the steering direction of the rear wheel Wr by the actuator 37 is not limited to that of the embodiment, and can be arbitrarily set according to various driving conditions such as the steering angle of the steering wheel 4 other than the vehicle speed.
【００３６】[0036]
【発明の効果】以上のように本発明の第１の特徴によれ
ば、ハンドルが前部に取付けられる車体の前後略中央部
にシートを配設し、そのシートよりも下側で且つ前側に
位置する床部を備えた低 床式車両において、走行用駆動
源とその後方側に延びるベルト式無段変速機とを一体化
したパワーユニットを車体の略中央部で且つシート下方
に搭載したので、車体にリヤクッション及びリヤフォー
クを介して弾性支持される後輪のバネ下重量を軽減で
き、その後輪の路面追従性を高めることが可能となる。
また車体の後部に、相互に間隔をおいて並ぶ左右一対の
ピボットを介してリヤフォークを上下揺動可能に支持す
ると共に、そのリヤフォークにリヤクッションを接続
し、上記パワーユニットのケースの後部を、リヤフォー
クを車体に上下揺動可能に支持させる左右一対のピボッ
ト相互間の空間に突入させたので、シートよりも前側に
床部を確保しながらも、シート下方のパワーユニットの
前後長さを、リヤフォークとの干渉を回避しつつ極力長
く形成可能となり、これにより、パワーユニットのケー
スの表面積を稼ぐことができてパワーユニットの冷却
性、延いてはベルトやプーリ等の耐久性を高めることが
でき、その上、リヤフォーク自体も車体前方に極力長く
延ばすことができるため、その揺動ストロークを大きく
できて後輪の路面追従性を更に向上させることができ
る。 As described above, according to the first feature of the present invention, the front and rear substantially central portion of the vehicle body in which the handle is attached to the front portion
The seat is placed on the lower side of the seat and on the front side.
In a low- floor vehicle having a floor located therein, a power unit in which a drive source for traveling and a belt type continuously variable transmission extending to the rear side thereof are integrated is provided in a substantially central portion of a vehicle body and below a seat. Since it is mounted, the unsprung weight of the rear wheel elastically supported by the vehicle body via the rear cushion and the rear fork can be reduced, and the road followability of the rear wheel can be improved.
At the rear of the car body, a pair of left and right
Supports the rear fork up and down via a pivot
And the rear cushion is connected to the rear fork.
To the rear of the case of the power unit, since then plunged into the space between the pair of left and right pivot cross which vertically swingably supports the rear fork to the vehicle body, in front of the seat
While securing the floor, the power unit below the seat
The front-rear length can be made as long as possible while avoiding interference with the rear fork.
The surface area of the power unit can be increased and the power unit can be cooled.
Of the belt and pulley , and the rear fork itself is as long as possible in front of the vehicle body.
Since it can be extended, its swing stroke can be increased.
It is possible to further improve the road followability of the rear wheels
It
【００３７】また本発明の第２の特徴によれば、前記パ
ワーユニットが、車両前後方向に延びる略縦長形状に形
成されると共に、そのパワーユニットの前後投影面の上
下幅内に床部及びリヤフォークが位置しているので、前
後に配列されるパワーユニット及びリヤフォークの各々
を極力低位置に配備でき、シートの高さを低くできるば
かりか、床部の下方に補機を配設した効果とも相俟って
車両重心位置を効果的に低くすることができ、さらに、
床部の下方空間を補機の設置空間として有効活用でき
る。 According to a second aspect of the present invention, the above-mentioned
The work unit has a vertically long shape that extends in the vehicle front-rear direction.
On the front and back projection plane of the power unit
Since the floor and rear fork are located within the lower width,
Each of the power unit and rear fork arranged later
Can be deployed in the lowest position and the seat height can be reduced.
In combination with the effect of arranging auxiliary equipment under the floor,
The center of gravity of the vehicle can be effectively lowered, and
The space below the floor can be effectively used as an installation space for auxiliary equipment.
It
【００３８】また本発明の第３の特徴によれば、上記ベ
ルト式無段変速機の出力を後輪に伝達するチェン伝動機
構のドライブスプロケットを、前記左右一対のピボット
と同一軸線上に配置したので、リヤフォークが上下揺動
してもチェンの遊びが変化せず、後輪の路面追従性を一
層向上させることができる。According to the third aspect of the present invention, the drive sprocket of the chain transmission mechanism for transmitting the output of the belt type continuously variable transmission to the rear wheels is arranged on the same axis as the pair of left and right pivots. Therefore, even if the rear fork swings up and down, the play of the chain does not change, and the road followability of the rear wheels can be further improved.
【図１】本発明の第１実施例による自動三輪車の全体側
面図FIG. 1 is an overall side view of a motorcycle according to a first embodiment of the present invention.
【図２】図１の２方向矢視図FIG. 2 is a two-direction arrow view of FIG.
【図３】図１の３方向矢視図FIG. 3 is a three-direction arrow view of FIG.
【図４】図１の４−４線断面図4 is a sectional view taken along line 4-4 of FIG.
【図５】図４の５−５線断面図5 is a sectional view taken along line 5-5 of FIG.
【図６】図１の要部拡大図FIG. 6 is an enlarged view of a main part of FIG.
【図７】リヤフォークの斜視図FIG. 7 is a perspective view of a rear fork.
【図８】作用の説明図FIG. 8 is an explanatory diagram of the operation
【図９】本発明の第２実施例に係る、前記図４に対応す
る図FIG. 9 is a diagram corresponding to FIG. 4 according to the second embodiment of the present invention.
【図１０】本発明の第２実施例に係る、前記図３に対応
する図FIG. 10 is a diagram corresponding to FIG. 3 according to the second embodiment of the present invention.
４ ハンドル５ バッテリ（補機） ６ モータ（走行用駆動源） ７ ベルト式無段変速機 ８ パワーユニット ９ リヤフォーク（後輪支持部材） １０ ピボット １１ リヤクッション １２ ドライブスプロケットＦ 床部 Ｓ シート Ｗｆ 前輪 Ｗｒ 後輪4 Handle 5 Battery (Auxiliary Machine) 6 Motor (Drive Source for Traveling) 7 Belt Type Continuously Variable Transmission 8 Power Unit 9 Rear Fork (Rear Wheel Support Member) 10 Pivot 11 Rear Cushion 12 Drive Sprocket F Floor S Seat Wf Front Wheel Wr Rear wheel
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｂ６２Ｋ 5/04 Ｂ６２Ｋ 5/04 Ｃ 11/10 11/10 21/00 21/00 25/10 25/10 Ｂ６２Ｍ 9/06 Ｂ６２Ｍ 9/06 // Ｂ６２Ｄ 6/00 Ｂ６２Ｄ 6/00 Ｂ６２Ｄ 101:00 101:00 113:00 113:00 (58)調査した分野(Int.Cl.7，ＤＢ名) B62M 9/08 B60K 17/06 B62D 7/14 B62K 5/04 B62K 11/10 B62K 21/00 B62K 25/10 B62M 9/06 B62D 6/00 B62D 101:00 B62D 113:00 ─────────────────────────────────────────────────── ─── Continued Front Page (51) Int.Cl. 7 Identification Code FI B62K 5/04 B62K 5/04 C 11/10 11/10 21/00 21/00 25/10 25/10 B62M 9/06 B62M 9/06 // B62D 6/00 B62D 6/00 B62D 101: 00 101: 00 113: 00 113: 00 (58) Fields investigated (Int.Cl. 7 , DB name) B62M 9/08 B60K 17/06 B62D 7/14 B62K 5/04 B62K 11/10 B62K 21/00 B62K 25/10 B62M 9/06 B62D 6/00 B62D 101: 00 B62D 113: 00
Claims (3)
と共に、その車体の前部に、前輪を操舵するためのハン
ドルを取付け、シートよりも下側で且つ前側に位置する
床部を備えた低床式車両において、 車 体の後部に、相互に間隔をおいて並ぶ左右一対のピボ
ットを介してリヤフォークを上下揺動可能に支持すると
共に、そのリヤフォークにリヤクッションを接続し、そ
のリヤフォークの後端部に後輪を回転自在に支持し、走
行用駆動源とその後方側に延びるベルト式無段変速機と
を一体化したパワーユニットを車体の略中央部で且つシ
ート下方に搭載し、そのパワーユニットのケースの後部
を、前記左右一対のピボット間の空間に突入させたこと
を特徴とする、低床式車両。1. A seat is disposed in the front-rear approximately center portion of a vehicle body.
At the same time, a handle for steering the front wheels is attached to the front part of the vehicle body and is located below the seat and on the front side.
In a low-floor vehicle equipped with a floor, a rear fork is supported at the rear of the vehicle body so as to be able to swing up and down via a pair of left and right pivots that are spaced apart from each other, and a rear cushion is mounted on the rear fork. A power unit is connected to the rear end of the rear fork to rotatably support the rear wheels, and a drive unit for driving and a belt-type continuously variable transmission extending to the rear side of the power unit are integrated in a substantially central portion of the vehicle body. Shi
A low-floor vehicle, which is mounted on a lower portion of a door, and a rear portion of a case of the power unit is projected into a space between the pair of left and right pivots.
延びる略縦長形状に形成されていると共に、そのパワー
ユニットの前後投影面の上下幅内に床部及びリヤフォー
クが位置しており、床部の下方に補機が配設されること
を特徴とする、請求項１記載の低床式車両。2. The power unit is arranged in a vehicle front-rear direction.
It is formed in a substantially vertically elongated shape and its power
Within the vertical width of the front-rear projection surface of the unit, the floor and rear
The low-floor type vehicle according to claim 1, wherein the vehicle is located and an auxiliary machine is arranged below the floor .
伝達するチェン伝動機構のドライブスプロケットを、前Move the chain drive mechanism drive sprocket
記左右一対のピボットと同一軸線上に配置したことを特Note that it is placed on the same axis as the pair of left and right pivots.
徴とする、請求項１又は２に記載の低床式車両。The low-floor vehicle according to claim 1 or 2, which is a characteristic.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000309678A JP3515748B2 (en) | 2000-10-10 | 2000-10-10 | Traveling vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000309678A JP3515748B2 (en) | 2000-10-10 | 2000-10-10 | Traveling vehicle |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP00031292A Division JP3214719B2 (en) | 1992-01-06 | 1992-01-06 | Traveling vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001146189A JP2001146189A (en) | 2001-05-29 |
| JP3515748B2 true JP3515748B2 (en) | 2004-04-05 |
Family
ID=18789795
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000309678A Expired - Lifetime JP3515748B2 (en) | 2000-10-10 | 2000-10-10 | Traveling vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3515748B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2873647B1 (en) * | 2004-07-27 | 2007-12-07 | Side Bike Sa | MOTORIZED VEHICLE WITH THREE WHEELS |
| JP2012011997A (en) * | 2010-02-16 | 2012-01-19 | Equos Research Co Ltd | Vehicle |
-
2000
- 2000-10-10 JP JP2000309678A patent/JP3515748B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JP2001146189A (en) | 2001-05-29 |
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