JPS5981287A - Balanceable motorcycle - Google Patents
Balanceable motorcycleInfo
- Publication number
- JPS5981287A JPS5981287A JP57190951A JP19095182A JPS5981287A JP S5981287 A JPS5981287 A JP S5981287A JP 57190951 A JP57190951 A JP 57190951A JP 19095182 A JP19095182 A JP 19095182A JP S5981287 A JPS5981287 A JP S5981287A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- steering
- wheel
- front wheel
- vehicle body
- 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.)
- Granted
Links
- 238000006073 displacement reaction Methods 0.000 claims description 12
- 230000005484 gravity Effects 0.000 claims description 11
- 230000007246 mechanism Effects 0.000 claims description 8
- 230000005540 biological transmission Effects 0.000 claims description 4
- 230000000694 effects Effects 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 208000018883 loss of balance Diseases 0.000 description 2
- 238000005381 potential energy Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 206010048744 Fear of falling Diseases 0.000 description 1
- 241000718541 Tetragastris balsamifera Species 0.000 description 1
- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000032258 transport Effects 0.000 description 1
Landscapes
- Motorcycle And Bicycle Frame (AREA)
- Steering Devices For Bicycles And Motorcycles (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
本発明は、停車時又は走行時のいずれを問わす車体重心
が自動的に調整されて転倒することのない自動二輪車に
関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a motorcycle that automatically adjusts the center of gravity of the vehicle whether it is stopped or running so that it will not fall over.
従来の二輪車にあっては、停車時や急旋回時の転倒を防
止するために足の挙げ降ろしをしたり***を変えるなど
の勘によるバランス動作を必要としたが、これらの動作
そのものが煩わしいことはもとより、低速運転や急停車
、急旋回時などの脱バランスによる転倒事故を誘発して
交通安全上の由々しい問題を惹起している現状である。Conventional motorcycles require balance movements based on intuition, such as raising and lowering the legs or changing body position, to prevent falls when stopped or making sharp turns, but these movements themselves are cumbersome. In addition, the current situation is causing serious problems in terms of traffic safety by causing overturning accidents due to loss of balance during low-speed driving, sudden stops, or sharp turns.
本発明はかかる実情に鑑みてなされたもので、従来二輪
車のこれら欠陥ケ克服し１頭に述べた効果を発揮すると
共にざらに快的なる乗り心地をもたらし得る自動二輪車
を提供するものである。The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a motorcycle that overcomes these deficiencies of conventional motorcycles, exhibits the above-mentioned effects, and provides a more comfortable ride.
以下実施例の図面を基に本発明の詳細な説明すると、本
発明二輪単全体の斜視図及び平面図を示した第１図及び
第２図にある通り、まず、前車輪（２）及び後車輪（６
）が車体フレームを支持しつつ前後一対に配され且つ七
の車体フレーム上には動力装置（４）及びその動力伝達
険構（５）が装備されると共に前車輪（２）にはかじ取
り装置が連結されることは大略従来自動二輪車と同様で
ある。The present invention will be described in detail below based on the drawings of the embodiments. As shown in FIGS. Wheels (6
) are arranged in a pair at the front and rear while supporting the body frame, and a power unit (4) and its power transmission mechanism (5) are installed on the seven body frames, and a steering device is attached to the front wheels (2). The connection is roughly the same as in conventional motorcycles.
そして本発明においては、前記かじ取り装置と前車輪（
２）との間に、そのかじ取り装置の操向ハンドル（１）
の旋回に連動して前車輪の転向を促すと共に重体横軸に
沿って旋回方向に対し外側方向へ前車輪（２）を移動で
きる（相対的には車体が内側へ移動することになる）前
車輪相対変位機構（３）を介設する。この前車輪相対変
位後横（３）は幾つかの実施態様が考えられるが、例え
ばその−態様を示した第３図を基に説明すると、まず操
向ハンドル（１）のヌテ７リングシャフト（３１）の基
端に駆動ギヤ（３２）を固着し、その駆動ギヤ（３２）
を頂点とする三角形の底辺角位に従動ギヤ（３３）、（
３３）を配設してこれらギヤ（３３），（３３）間にチ
ェーンベルト（３４）を掛架する。そし壬、この三角形
の底辺に相当するチェーンベル） （３４）に沿って車
体フレームに連結した両面ラックギヤ（３５）を設ける
と共に、その両面に噛合させた変位ギヤ（３６），（３
６）を前記チェーンペルト（３４）と係止爪（３７）を
介して連結させる。さらに、その変位ギヤ（３６）の下
方には中継ギヤ（３８）を介して前車輪（２）と一体に
固着した車輪の転向を促す切り角ギヤ（３９）を係合さ
せて成るものである。In the present invention, the steering device and the front wheels (
2), the steering handle of the steering device (1)
The front wheel (2) can be moved outward in the direction of turning along the horizontal axis of the heavy body (relatively, the vehicle body will move inward). A wheel relative displacement mechanism (3) is provided. Several embodiments can be considered for this front wheel relative displacement laterally (3), but for example, to explain it based on FIG. A drive gear (32) is fixed to the base end of the drive gear (31).
Driven gear (33), (
33), and a chain belt (34) is suspended between these gears (33), (33). A double-sided rack gear (35) connected to the vehicle body frame is provided along the chain bell (corresponding to the base of this triangle) (34), and displacement gears (36), (3) meshed with both sides of the rack gear (35).
6) is connected to the chain pelt (34) via the locking pawl (37). Furthermore, a cutting angle gear (39) is engaged below the displacement gear (36) via a relay gear (38) to promote turning of the wheel that is fixed integrally with the front wheel (2). .
次に、本発明の次なる特徴は、後車輪（６）に存するが
、その前提として後車輪（６）が動力装置（４）及びそ
の動力伝達漿構（５）と連結して駆動力な得ると共に変
速調整等を受は得ることは従来自動二輪車と変りがない
。そして、本発明において後車輪（６）は、その形状が
略惰円球形（酒樽形）で、車体側重心Ｗと中央接地点Ｔ
間の距離をＲとしたとき、そのＲより大ぎな曲率半径を
有する曲線で外郭曲面が形成される円柱体で構成される
ことを特徴とする。Next, the next feature of the present invention resides in the rear wheel (6), and the premise is that the rear wheel (6) is connected to the power device (4) and its power transmission structure (5) to generate driving force. It is no different from conventional motorcycles in that it is possible to obtain speed change adjustment, etc. In the present invention, the rear wheel (6) has a substantially spherical shape (sake barrel shape), and has a center of gravity W on the vehicle body side and a center grounding point T.
It is characterized by being composed of a cylindrical body whose outer curved surface is formed by a curved line having a radius of curvature larger than R, where the distance between them is R.
その実施化にあっては、全体をゴムチューブを挿添した
中空体で一まとまりとするもの、又は前記形状を保ちな
がら分割されたタイヤを継ぐもの等の態様が挙げられる
が、いずれも接地点の移動により重体側重心を押し上げ
る作用を果すものとする。Examples of its implementation include making the entire tire into one unit with a hollow body inserted with a rubber tube, or joining divided tires while maintaining the above shape, but in both cases, the grounding point is The movement of the center of gravity on the side of the heavy body will be pushed up.
さらに、車体略中間に背凭れシートを配した運転席（７
）を設けると共に望ましくは運転席（７） ｙ］ｌ−フ
ード（８）で榎って居室とすることが好ましい。Furthermore, the driver's seat (7
) is preferably provided, and preferably the driver's seat (7) is covered by a hood (8) to create a passenger compartment.
次Ｋ、上記構成に基く本発明自動二輪車の作用及び効果
を、停車時と定行時とに分けて詳述する。Next, the functions and effects of the motorcycle of the present invention based on the above configuration will be explained in detail separately for when the motorcycle is stopped and when the motorcycle is traveling normally.
（Ａ）停車時の場合
停車時には主に乗降者及び運転者の体の動き又は風等に
よって車体に傾ぎが起り転倒の危険が生ずるが、この場
合後車軸による平衝調整機能が発揮される。即ち、第４
図に示す通り、前記乗降者等の動ぎの力を外力Ｆとした
とぎその外力Ｆの作用に伴って中央接地点（Ｔ）が外側
の傾斜接地点（Ｔ）へと移動し、これに呼応して重心位
Ｉ！（運転者を含む車体重心位置）は図上ＷからＷ’へ
と移り、この結果重心は後輪外郭曲線がＲより大なる曲
率半径で形成されているため（ＷＴ’−ＷＴ）ｓｉｎ２
＝Δｈ分だけ位置の上昇が惹起され、その上昇分の位置
エネルギーの増加（ｍｇΔｈ）が前記外力Ｆによる傾き
の作用力を吸収して、転倒の危惧を解消する。つまり、
平衝調整機能が自動的に発揮されることになる。この調
整機能の作用範囲は、外力Ｆの大きさに呼応して伸びる
接地点移動が七の最大点となる車輪左右端部の極限値（
Δｈも最大となる）まで及ぶ。(A) When the vehicle is stopped When the vehicle is stopped, the body of the vehicle tilts due to body movements of passengers getting on and off, the driver, or the wind, creating a risk of overturning, but in this case, the balance adjustment function of the rear axle is utilized. . That is, the fourth
As shown in the figure, when the force of the movement of the person getting on and off the vehicle is used as an external force F, the central grounding point (T) moves to the outer inclined grounding point (T) in response to the action of the external force F. And the center of gravity is I! (The position of the center of gravity of the vehicle including the driver) moves from W to W' on the diagram, and as a result, the center of gravity is (WT'-WT) sin2 because the rear contour curve is formed with a radius of curvature larger than R.
The position is raised by Δh, and the increase in potential energy (mgΔh) corresponding to the rise absorbs the tilting force caused by the external force F, eliminating the fear of falling. In other words,
The balance adjustment function will be automatically activated. The range of action of this adjustment function is the extreme value (
Δh also reaches its maximum).
（Ｂ）走行時の場合
走行時にあっては、前車輪の旋回動に伴って円柱体とし
て困難の伴う後車輪の追走を如何に円滑に行うか又前記
運転者の動きや風等の外に旋回に伴う遠心力が新たに転
倒の起因力として加わる等の問題が惹起されるが、夫々
前単輪相対変位機構（３）及び後車輪（６）が前記問題
に対応して機能する。(B) When driving When driving, how can the rear wheels follow the vehicle smoothly, which is difficult due to the rotation of the front wheels due to the cylindrical body, and how can the vehicle be controlled by the driver's movement, wind, etc. However, the front single wheel relative displacement mechanism (3) and the rear wheel (6) each function in response to the problem, such as the centrifugal force that accompanies turning is newly added as a force that causes the vehicle to fall.
即ち、前輪相対変位置（６）を表した第３図の通り、走
行中の旋回に当って、まず操向ハンドル（１）を回転操
作（ｅ）すると、ステアリングシャフト（３１）を伝っ
τ駆動ギア（３２）及びその従動ギヤ（３３）、（３３
に掛架されたチェーンベルト（３４）が同方向に回動す
る。すると、このチェーンベルト（３４）の回動に伴っ
て該ベルト（３４）に連係した係止爪（３７）を介して
変位ギヤ（３６），（３６）が両面ラックギヤに沿って
連動し、同時にその力が下方に固着された前車輪（２）
に中断ギヤ（３８）及び切り角ギヤ（３９） Ｙ介して
伝達される。その結果前車軸（２）は、切り角（θ’）
を生じて転向すると共に元の位置から旋回外側へｄだけ
変位する（相対的には車体は旋回内側方向へ動くことに
なる）。さて、こうして前記前車輪（２）が相対的に変
位すると車体重心が旋回内側方向へ傾こうとするためこ
れを矯正せんとして後車輪の接地点が第５図（ロ）の如
（旋回内側へ移動せしめられ、この結果後車輪（６）の
地面と接地する平面形状は、この接地状態を模式的に表
した第５図（ハ）に示す通り内側短尺の略台形となり、
よってこの台形の描く内側への軌道に従って旋回が極め
て円滑に行われる。つまり前輪変位置構（３）の作用に
よって後車輪（６）の接地点が旋回に適した内側へと移
動し後車輪（６）の旋回時での過走の内離さが解消され
る。That is, as shown in Fig. 3, which shows the front wheel relative displacement position (6), when turning while driving, when the steering wheel (1) is first rotated (e), the τ drive is transmitted through the steering shaft (31). Gear (32) and its driven gear (33), (33
A chain belt (34) suspended from the belt rotates in the same direction. Then, as the chain belt (34) rotates, the displacement gears (36), (36) are interlocked along the double-sided rack gear via the locking pawl (37) linked to the belt (34), and at the same time The front wheel (2) where the force is fixed downward
is transmitted through the interruption gear (38) and the cut angle gear (39) Y. As a result, the front axle (2) has a cutting angle (θ')
, the vehicle turns, and is displaced from its original position by a distance d toward the outside of the turn (relatively speaking, the vehicle body moves toward the inside of the turn). Now, when the front wheel (2) is relatively displaced in this way, the center of gravity of the vehicle tends to tilt toward the inside of the turn, so in order to correct this, the grounding point of the rear wheel is moved toward the inside of the turn as shown in Figure 5 (b). As a result, the planar shape of the rear wheel (6) in contact with the ground becomes a substantially trapezoid with a short inside length, as shown in FIG. 5 (c), which schematically represents this ground contact state.
Therefore, turning is performed extremely smoothly following the inward trajectory drawn by this trapezoid. In other words, due to the action of the front wheel variable position mechanism (3), the grounding point of the rear wheel (6) moves inward to a point suitable for turning, and the overrun inward separation of the rear wheel (6) during turning is eliminated.
次に、前記旋回時にあって高速走行していると遠心力が
外側方向に働いて転倒を惹起する問題を孕むが、このと
ぎ第５図（ロ’）の様に前記旋回での後車輪（６）の接
地点はＴからＴ’へと移動し１いるため、遠心力Ｆを受
けると今度は重心Ｗと接地点Ｔ’とで成す線分ＷＴ’に
直交するＭＴ′を基軸として再度接地点の移動（Ｔ”）
が起る。従って、その移動が重心の位置エネルギーの上
昇により遠心力の吸収作用を果すことは前述の停止時で
の後車輪（６）の平衡調整効果と同様であり、斯くして
遠心力による転倒の危惧も回避されることになる。Next, when driving at high speed while turning, there is a problem that centrifugal force acts outward, causing a fall. The grounding point in 6) moves from T to T', so when it receives centrifugal force F, it contacts again with MT' as the axis perpendicular to the line segment WT' formed by the center of gravity W and the grounding point T'. Moving the point (T”)
happens. Therefore, its movement absorbs centrifugal force by increasing the potential energy of the center of gravity, which is similar to the above-mentioned effect of adjusting the balance of the rear wheels (6) when stopped, and thus reduces the risk of falling due to centrifugal force. will also be avoided.
本発明は以上のようで、次の如き効果をもたらす。As described above, the present invention brings about the following effects.
（イ）停車時及び走行時のいずれｔ問わず平衝が常に保
たれているので、低速運転時のフラ付きや急停車及び急
旋回に伴う脱バランスによる転倒等が回避され、転倒事
故の多発が問題とされている二輪車の安全性を向上させ
ることができる。(b) Since the balance is always maintained regardless of whether the vehicle is stopped or running, it is possible to avoid swaying during low-speed driving and falls due to loss of balance due to sudden stops and sharp turns, thereby reducing the frequency of fall accidents. The safety of motorcycles, which has been a problem, can be improved.
又、停車時に逐−足を着地させ又バランスを取る面倒な
動作が不要となり、運転操作が簡素化された。従って、
従来運転操作に熟達する為に相当期間の訓練が不同欠と
されていたが、この期間を著しく短縮でき、又利用者の
対象も若者ばかりでなく女性や高令者にも広く利用され
得る。Further, when the vehicle is stopped, the troublesome operations of landing each foot and maintaining balance are no longer necessary, simplifying the driving operation. Therefore,
Conventionally, a considerable period of training was required in order to become proficient in driving, but this period can be significantly shortened, and the system can be used not only by young people but also by women and the elderly.
（ロ）旋回に伴って前車輪及び後車輪が有機的に連係動
作するため走行が極めて滑らかである。従って、入り組
んだ街の路地裏等狭い道でも無理なく走行でき二輪車と
しての秀れた険動性が発揮できる。(b) Running is extremely smooth because the front wheels and rear wheels organically work together as the vehicle turns. Therefore, it can be driven easily even on narrow roads such as the back alleys of a complicated city, and exhibits excellent ruggedness as a two-wheeled vehicle.
（ハ）運転席を背もたれ付ぎシートに座り込める状態と
し且つその周囲をフードで被い居室とすることかできる
ので、従来の「またがる」「腰かける」という前かがみ
の不Ｖ定な状態ｔ解消し、且つ雨・風・日光等の直接の
影響から逃れ快的な乗り心地をもたらし得る。(c) The driver's seat can be placed into a seat with a backrest, and the area around it can be covered with a hood to create a living room, eliminating the conventional unstable state of leaning forward when ``straddling'' or ``sitting down.'' Moreover, it can provide a comfortable ride by escaping the direct influence of rain, wind, sunlight, etc.
図面は本発明の実施例を示すもので、第１図が本案二輪
車の斜視図、第２図が平面図、第３図（イ）が要部のみ
の斜視図、（ロ）が他の実施態様を示す要部斜視図、第
４図が後輪の働きを示す略示的背面図で（イ）が普通時
の場合、（ロ）が傾斜時の場合の重心と接地点の関係ン
示す、第５図が旋回時における要部相互の動きを示す平
面図で（イ）が旋回開始時、（ロ）か旋回過程での状態
を示し、（ロ’）が（ロ’）と同時点での（ロ）図ＭＴ
線一部切断背面図、（ハ）が同じく（ロ）の時点での後
車輪の接地状態を示す平面からの模式図である。
（１）・・・・・・・・操向ハンドル、（２）・・・・
・・・・前車輪、（３）・・・・・・・・前車輪相対変
位後構、（４）・・・・・・・・動力装置、（５）・・
・・・・・・動力伝達機構、（６）・・・・・・・・後
車輪。
特許出願人 用中子 敬 行
代理人 弁理士 福 田 尚 夫
手続補正書
昭和ｇか年３月コー日
昭和へ７年特許願願第１９０テｅ；１号２、 発明の
名称 ４ イ打 加重カ 二輪＋３、補正をする
者
事件との関係 テ各詑ａｓ、 ｔＷｋ １Ｍ”ｉ
ｉ塚不渠≧任内ｆシ可内灯す囚汀＊’）７７−６氏
名（名称）１１１ 宇 ） 勾ｒ ｆざ４
、代理人
５、補正命令の日付 ８に業＃ダ８’ｆ：２−百２
１０６、 補正により増加する発明の数 −一一一一
７、補正の対象
８Ｒ釉（１，Ｖ−陶旬
柳′ 正 ／１ １＃ 郊
１ 輔釉考ψ８θ矛１ト神Ｂ ４／才２うイア１３ を
１７、□こτ、二７ヘプ６ 粋人イＳ９°、４め、よ／
￥冷暢θを玲ｆ何番、〒匂６２°゛。
ｐ ｔｔ’Ｘ？ −ｈ・’ Ｊ ： 二輸ｑ ＝＝夕午
卆１罰、”ｌ？”−（Ｂ十′・ン 旬 １１． 予３
１Ｚ 十・ 雪畜壱 今、十ネ恍ｌロ、＋午ｒ８ 七パ
イ女′ 苧洒ｂ η イ誓殉〕 グ ｋ 、゛「 す
齢、？ 、 ｔｉｎ ｌメ）マ゛° （イ）ヤパ（
消５ａキひ１及ビ飢 （０）苛Ａど少６午β４ρ偽４９
重、Ｎν１１喧、舒色〃ｈ七をｉｎ Ｊ・’ｊ？ｃ；（
超重・°吃Ｉ引１１τユ・・づ？ ｆ＞刊今、ｈ！ｒ
％ ｊ、 Ｉ ’ｔ’ ｉ ２” （イ＞
−ａ””ｒ劃 ｔｉコ 、＠、＆ｌ ４７７］Ｇ 。
（０）仲゛°昼１１υ十１２°△靭°容≦テム （〆１
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・・啓４゜The drawings show an embodiment of the present invention, in which Fig. 1 is a perspective view of the proposed two-wheeled vehicle, Fig. 2 is a plan view, Fig. 3 (a) is a perspective view of only the main parts, and (b) is another embodiment. Figure 4 is a schematic rear view showing the function of the rear wheels, and (a) shows the relationship between the center of gravity and the grounding point when normal and (b) when tilting. , Figure 5 is a plan view showing the mutual movement of the main parts during turning, where (a) shows the state at the start of turning, (b) shows the state during the turning process, and (b') shows the state at the same time as (b'). (b) Diagram MT
It is a partially cutaway rear view, and (c) is a schematic plan view showing the ground contact state of the rear wheels at the same time point (b). (1)... Steering handle, (2)...
...Front wheel, (3)...Front wheel relative displacement rear structure, (4)...Power unit, (5)...
......Power transmission mechanism, (6)......Rear wheel. Patent Applicant Takayuki Yonaka Agent Patent Attorney Hisao Fukuda Procedural Amendments Showa G-March 1997 Patent Application No. 190 Te; 1 No. 2 Title of Invention 4 I Weighted Relationship between two wheels + 3 and the case of the person making the amendment
Mr. 77-6
First name (name) 111
, Agent 5, Date of amendment order: 8 d: 2-102
106, Number of inventions increased by amendment -11117, Subject of amendment 8R glaze (1, V- Toshunryu' Masa / 1 1 Uia 13 17, □koτ, 27 hep 6 Ichijin I S9°, 4th, yo/
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Claims (1)
に配され且つそのフレーム上には動力装置及びその動力
伝達機構が装備されると共に前車輪にはかじ取り装置が
連結される二輪車において、かじ取り装置と前車輪との
間に、そのかじ取り装置の操向ハンドル（１）の旋回に
連動して前車輪の転向を促すと共に車体横軸に沿って旋
回方向に対し外側方向へ該前車輪を移動できる（車体を
相対的に内側へ移動できる）前車輪相対変位機構（３）
を介設し、ざらに後車輪（６）は、その形状が略惰円球
形で車体側重心Ｗと中央接地点Ｔ間の距離をＲとしたと
きそのＲより大きな曲率半径を有する曲線で外郭曲面が
形成される円柱体としたことを特徴とする平衡自動二輪
車。 ２）前車輪相対変位機構（３）は、操向ハンドル（１）
のステアリングシャフト（３１）の基端に駆動ギヤ（３
２）を固着し、その駆動ギヤ（３２）を頂点とする三角
形の底辺角位置に従動ギヤ（３３），（３３）を配設し
てこれらギヤ（３３），（３３）間にチェーンベルト（
３４）を掛架し、さらにその三角形の底辺に相当するチ
ェーンベルト（３４）に沿って車体フレームと連結した
両面ラックギヤ（３５）を設け、その両面に噛合させた
変位ギヤ（３６）、（３６）を前記チェーンベルト（３
４）と係止爪（３７）を介して連結し、さらＫその変位
ギヤ（３６）の下方には中継ギヤ（３８）を介して前車
輪（２）と一体に固着した切り角ギヤ（３９）を係合さ
せて成る特許請求の範囲第１項記載の平衡自動二輪車。[Scope of Claims] 1) A front wheel and a rear wheel are arranged in a pair of front and rear wheels while supporting a frame, and a power device and its power transmission mechanism are installed on the frame, and a steering device is connected to the front wheels. In a two-wheeled vehicle, a steering wheel is provided between the steering device and the front wheels to urge the front wheels to turn in conjunction with the turning of the steering handle (1) of the steering device, and to rotate the steering wheel along the horizontal axis of the vehicle body in an outward direction with respect to the turning direction. Front wheel relative displacement mechanism (3) that can move the front wheel to (move the vehicle body relatively inward)
The rear wheels (6) are roughly spherical in shape and have a curved outline with a radius of curvature larger than R, where R is the distance between the center of gravity W on the vehicle body side and the center grounding point T. A balanced motorcycle characterized by having a cylindrical body with a curved surface. 2) The front wheel relative displacement mechanism (3) is connected to the steering handle (1)
A drive gear (3) is attached to the base end of the steering shaft (31).
2) is fixed, driven gears (33), (33) are arranged at the base corner positions of a triangle with the drive gear (32) as the apex, and a chain belt (33) is installed between these gears (33), (33).
34), and a double-sided rack gear (35) connected to the vehicle body frame along a chain belt (34) corresponding to the base of the triangle, and displacement gears (36), (36) meshed with both sides of the rack gear (35). ) to the chain belt (3
4) via a locking pawl (37), and below the displacement gear (36) is a cut angle gear (39) which is integrally fixed to the front wheel (2) via a relay gear (38). ) A balanced motorcycle according to claim 1, comprising:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57190951A JPS5981287A (en) | 1982-10-30 | 1982-10-30 | Balanceable motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57190951A JPS5981287A (en) | 1982-10-30 | 1982-10-30 | Balanceable motorcycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5981287A true JPS5981287A (en) | 1984-05-10 |
| JPH0239429B2 JPH0239429B2 (en) | 1990-09-05 |
Family
ID=16266388
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57190951A Granted JPS5981287A (en) | 1982-10-30 | 1982-10-30 | Balanceable motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5981287A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63222988A (en) * | 1987-03-13 | 1988-09-16 | 本田技研工業株式会社 | Motorcycle |
| JP2007230393A (en) * | 2006-03-01 | 2007-09-13 | Equos Research Co Ltd | Vehicle |
| JP2007245973A (en) * | 2006-03-16 | 2007-09-27 | Equos Research Co Ltd | Vehicle |
| JP2007314121A (en) * | 2006-05-29 | 2007-12-06 | Chiba Inst Of Technology | Vehicle |
| JP2022035557A (en) * | 2020-08-21 | 2022-03-04 | ハラックス株式会社 | Chair for farm work |
-
1982
- 1982-10-30 JP JP57190951A patent/JPS5981287A/en active Granted
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63222988A (en) * | 1987-03-13 | 1988-09-16 | 本田技研工業株式会社 | Motorcycle |
| JP2007230393A (en) * | 2006-03-01 | 2007-09-13 | Equos Research Co Ltd | Vehicle |
| JP2007245973A (en) * | 2006-03-16 | 2007-09-27 | Equos Research Co Ltd | Vehicle |
| JP2007314121A (en) * | 2006-05-29 | 2007-12-06 | Chiba Inst Of Technology | Vehicle |
| JP2022035557A (en) * | 2020-08-21 | 2022-03-04 | ハラックス株式会社 | Chair for farm work |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0239429B2 (en) | 1990-09-05 |
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