JPS598590B2 - motorcycle frame - Google Patents
motorcycle frameInfo
- Publication number
- JPS598590B2 JPS598590B2 JP54171480A JP17148079A JPS598590B2 JP S598590 B2 JPS598590 B2 JP S598590B2 JP 54171480 A JP54171480 A JP 54171480A JP 17148079 A JP17148079 A JP 17148079A JP S598590 B2 JPS598590 B2 JP S598590B2
- Authority
- JP
- Japan
- Prior art keywords
- frame
- pipe
- seat rail
- strength
- welded
- 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
Links
Landscapes
- Motorcycle And Bicycle Frame (AREA)
Description
【発明の詳細な説明】 本発明は自動二輪車のフレームに関する。[Detailed description of the invention] The present invention relates to a frame for a motorcycle.
従来から自動二輪車のフレームの多くは断面円形のパイ
プ材を溶接して組立てた構造とされ、多数の補強部材、
ステー、ブラケット類が溶接されるようになつている。Conventionally, most motorcycle frames have been constructed by welding and assembling pipes with a circular cross section, and many reinforcing members,
The stays and brackets are now welded.
この様なフレームにおいてその強度上考慮すべきパイプ
材の溶接の一般的性質として、溶接部の強度を高めるた
めにはその溶接長を長くとる方が良いことが知られてい
る。As a general property of welding pipe materials that should be taken into account in terms of strength in such frames, it is known that in order to increase the strength of the welded part, it is better to increase the weld length.
しかし、溶接長をあまり長くすると溶接される側のパイ
プ材即ち母材が溶けて変質し母材自体の強度が低下する
ので、むやみに溶接長を長くすることはできない。However, if the welding length is too long, the pipe material on the side to be welded, that is, the base metal, will melt and deteriorate, reducing the strength of the base material itself, so the welding length cannot be increased unnecessarily.
一方、フレームを溶接して組立てる場合、どの様にフレ
ーム部材同志を溶接するかどうかが問題となる。On the other hand, when assembling frames by welding, the problem is how to weld the frame members together.
即ち、車体外側方に面する横側面（以下単に横側面とい
う）にてフレーム部材を溶接するなどして横側面に溶接
部を設けると、最大のねじり応力が働く横側面が溶けて
変質するため、ねじり応力に対するフレーム強度が低下
するからである。また、フレームの外観上の美感を考慮
した場合、前記の如く横側面に溶接部があることは好ま
しくないものである。本発明は斜上事情に鑑みてなされ
たもので、その目的とする処は母材の強度を低下させず
に大きな溶接強度を得られると共に、ねじりに対する強
度が大きく、しかも外観的美感に優れた自動二輪車のフ
レームを提供することにある。In other words, if a frame member is welded to the side surface facing the outside of the vehicle body (hereinafter simply referred to as the side surface) and a weld is provided on the side surface, the side surface where the maximum torsional stress is exerted will melt and change in quality. This is because the frame strength against torsional stress decreases. Furthermore, when considering the aesthetic appearance of the frame, it is not desirable to have welded portions on the side surfaces as described above. The present invention was made in view of the situation of diagonal welding, and its purpose is to obtain high welding strength without reducing the strength of the base metal, have high strength against torsion, and have an excellent appearance. Our goal is to provide frames for motorcycles.
以下、本発明の実施例を図面により説明する。Embodiments of the present invention will be described below with reference to the drawings.
本実施例のフレームＡは第１図に示す如くヘッドパイプ
１と枠管２とを有する。枠管２はヘッドパイプ１から後
方へ延びる主管と、ヘッドパイプ１から斜め下方へ延び
るフレーム部材たるダウンチューブとの下端部を連結し
て略ループ状に形成してある。The frame A of this embodiment has a head pipe 1 and a frame pipe 2 as shown in FIG. The frame tube 2 is formed into a substantially loop shape by connecting the lower ends of a main tube extending rearward from the head pipe 1 and a down tube, which is a frame member extending obliquely downward from the head pipe 1.
３は主管から後方へ延びるフレーム部材たるシ・ 一ト
レール、４はバックステーである。3 is a rail which is a frame member extending rearward from the main pipe, and 4 is a backstay.
これらフレーム部材たる主管、ダウンチューブ、シート
レール３は断面角形のパイプ材で構成され、その角形断
面の直交する一辺が略鉛直となり他辺が水平となるよう
に配置される。パイプ材はアルフ ミニウム合金などの
軽合金製のものが使用され、軽量化が図られている。ま
た、パイプ材の断面形状は正方形とされているが、短辺
と長辺の長さに大きな差のない長方形であつてもよい。
そして、上記フレーム部材２、３、４は車体外５ 側方
に面する横側面を除いた他の而で溶接されるが、その一
例として枠管２とシートレール３との溶接部を第２図に
示す。These frame members, such as the main pipe, down tube, and seat rail 3, are made of pipe materials having a rectangular cross section, and are arranged so that one orthogonal side of the rectangular cross section is substantially vertical and the other side is horizontal. The pipe material is made of light alloy such as aluminum alloy to reduce weight. Further, although the cross-sectional shape of the pipe material is square, it may be rectangular with no large difference in length between the short side and the long side.
The frame members 2, 3, and 4 are welded at the outside of the vehicle body 5, except for the side surfaces facing the sides. As shown in the figure.
一【−
枠管２はシートレール３が溶接される母材となるが、そ
の断面形状は前述した如く正方形となつておりその一辺
の長さａと等しい径の丸バイブ１０と比較すると、該管
２の周長は丸バイブ１０よりも長い。1 [- The frame tube 2 is the base material to which the seat rail 3 is welded, but its cross-sectional shape is square as described above, and when compared with the round vibrator 10 whose diameter is equal to the length a of one side, the shape of the frame tube 2 is square. The circumference of the tube 2 is longer than the round vibe 10.
従つて、洛接強度を丸バイブ１０と同様にするために丸
バイブ１０の場合と同じ長さの溶接長をとつてもシート
レール３の溶接によつて変質しない部分が丸バイブ１０
よりも多く残り、母材即ち枠管２の強度の低下が少ない
。Therefore, in order to make the contact strength similar to that of the round vibe 10, even if the welding length is the same as that of the round vibe 10, the part of the seat rail 3 that is not altered by welding is the round vibe 10.
The strength of the base material, that is, the frame tube 2, decreases little.
また、逆に母材の強度を丸バイブ１０と同様に保つため
に非溶接部分の長さを丸バイブ１０と同じ長さだけ残す
とすれば、シートレール３の溶接長を長くとることがで
き大きな溶接強度が得られる。従つて、溶接長を適当に
選ぶことにより丸バイブ１０の場合よりも母材強度を高
く保ちつつ溶接強度を高めることが可能である。一方、
枠管２の接合面は平坦であるからそれに接合するシート
レール３端部を直線的に切断すればよく従来の丸バイブ
を使用したもののように端部を曲面状に加工する必要が
ないのでその加工が簡単である。On the other hand, if we leave the same length of the non-welded part as Round Vibrator 10 in order to maintain the same strength of the base metal as Round Vibrator 10, the welding length of the seat rail 3 can be made longer. Great welding strength can be obtained. Therefore, by appropriately selecting the welding length, it is possible to increase the welding strength while maintaining the base metal strength higher than in the case of the round vibrator 10. on the other hand,
Since the joint surface of the frame tube 2 is flat, it is only necessary to cut the end of the seat rail 3 to be joined to it in a straight line, and there is no need to process the end into a curved surface like when using a conventional round vibe. Easy to process.
そして、両者の溶接作業も行い易い。また、シートレー
ル３は枠管２の車体後方に面する側面に溶接されるが、
その両者は互いに角バイブで構成されているので枠管２
の横側面には溶接部ができず、最大のねじり応力が働く
枠管２の横側面は母材のまま残る。従つて、ねじりに対
するフレーム強度を大きく確保できる。尚、図中５は枠
管２を補強する補強管であり、角バイブ又は丸バイブど
ちらであつてもよいが、枠管２が角バイブであるからシ
ートレール３の場合と同様のことが言える。Further, it is easy to perform welding work between the two. In addition, the seat rail 3 is welded to the side surface of the frame tube 2 facing the rear of the vehicle body.
Both of them are composed of square vibrators, so the frame pipe 2
No welds are formed on the side surfaces of the frame tube 2, and the side surfaces of the frame tube 2, where the maximum torsional stress is exerted, remain as base metal. Therefore, the frame strength against torsion can be greatly ensured. In addition, 5 in the figure is a reinforcing tube that reinforces the frame tube 2, and it can be either a square vibe or a round vibe, but since the frame tube 2 is a square vibe, the same can be said for the case of the seat rail 3. .
また、前記実施例では枠管２とシールレール３の溶接部
について説明したが、枠管２とバックステー４、及びシ
ートレール３とバックステー４についても同様のことが
言える。Further, in the above embodiment, the welded portion between the frame tube 2 and the seal rail 3 has been described, but the same can be said about the frame tube 2 and the backstay 4, and the seat rail 3 and the backstay 4.
本発明は以上の様に、フレーム部材たる主管、ダウンチ
ューブ、シートレールとを断面角形のバイブ材で構成し
、該フレーム部材をその角断面の直交する一辺が略鉛直
となり他辺が水平となるように配置し、且つシートレー
ルの前端を、主管の車体後方に面する側面に突き当てて
溶接したものである。As described above, the present invention comprises frame members, such as a main pipe, a down tube, and a seat rail, made of a vibe material having a rectangular cross section, and one side of the frame member perpendicular to the rectangular cross section is approximately vertical, and the other side is horizontal. The front end of the seat rail is welded against the side of the main pipe facing the rear of the vehicle body.
即ち、フレーム部材の周長が従来使用されていた同強度
の丸バイブよりも長くなり、溶接部における溶接長を長
くしても母材の変質しない部分が多く残るので、母材の
強度を低下させずに大きな溶接強度を得ることができる
。In other words, the circumference of the frame member is longer than the conventionally used round vibrator with the same strength, and even if the weld length is increased at the weld, there will remain a large portion of the base material that does not deteriorate, reducing the strength of the base material. Large welding strength can be obtained without
また、フレーム部材を断面角形のバイブ材で構成する一
方、シートレールの前端を、主管の車体後方に面する側
面に突き当てて溶接したので、車体外側方に面する横側
面に洛接部がなくなる。In addition, while the frame member is made of vibrator material with a rectangular cross section, the front end of the seat rail is welded against the side of the main pipe facing the rear of the vehicle body, so that the side surface facing outside the vehicle body has a lobe contact part. It disappears.
従つて、最大のねじり応力が働く横側面が変質せずに母
材のまま残るので、ねじりに対するフレーム強度を大き
く確保することができ、しかもフレームとして外観的美
感に優れたものである。Therefore, the side surfaces on which the maximum torsional stress is exerted remain as the base material without deterioration, so that the frame can have a large strength against torsion, and the frame has an excellent appearance.
第１図は本発明フレームを示す側面図、第２図は第１図
の■−■線断面図である。
尚図中、Ａ・・・・・・フレーム、１・・・・・・ヘッ
ドバイブ、２・・・・・・枠管、３・・・・・・シート
レール、４・・・・・・バックステー。FIG. 1 is a side view showing the frame of the present invention, and FIG. 2 is a sectional view taken along the line ■--■ in FIG. In the diagram, A...Frame, 1...Head vibe, 2...Frame tube, 3...Seat rail, 4... backstay.
Claims (1)
プから斜め下方へ延びるダウンチューブと、主管から後
方へ延びるシートレールとをフレーム部材として組立て
たフレームにおいて、これらフレーム部材を断面角形の
パイプ材で構成する一方、該フレーム部材をその角断面
の直交する一辺が略鉛直となり他辺が水平となるように
配置し、且つシートレールの前端を、主管の車体後方に
面する側面に突き当てて溶接した自動二輪車のフレーム
。1. In a frame assembled with a main pipe extending rearward from the head pipe, a down tube extending diagonally downward from the head pipe, and a seat rail extending rearward from the main pipe as frame members, these frame members are constructed from pipe materials with a square cross section. On the other hand, the frame member is arranged so that one side of the perpendicular cross section of the frame member is substantially vertical and the other side is horizontal, and the front end of the seat rail is abutted against and welded to the side of the main pipe facing the rear of the vehicle body. motorcycle frame.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP54171480A JPS598590B2 (en) | 1979-12-28 | 1979-12-28 | motorcycle frame |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP54171480A JPS598590B2 (en) | 1979-12-28 | 1979-12-28 | motorcycle frame |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5695779A JPS5695779A (en) | 1981-08-03 |
| JPS598590B2 true JPS598590B2 (en) | 1984-02-25 |
Family
ID=15923879
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP54171480A Expired JPS598590B2 (en) | 1979-12-28 | 1979-12-28 | motorcycle frame |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS598590B2 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58164987U (en) * | 1982-04-30 | 1983-11-02 | スズキ株式会社 | Motorcycle body frame |
| JPS58180786U (en) * | 1982-05-28 | 1983-12-02 | 本田技研工業株式会社 | car body frame |
| JPS5913385U (en) * | 1982-07-19 | 1984-01-27 | スズキ株式会社 | motorcycle body |
| JPS5923785A (en) * | 1982-07-30 | 1984-02-07 | ヤマハ発動機株式会社 | Frame for motorcycle |
| JPS59106384A (en) * | 1982-12-09 | 1984-06-20 | 本田技研工業株式会社 | Frame structure of motorcycle |
| JPS59145675A (en) * | 1983-02-09 | 1984-08-21 | 本田技研工業株式会社 | Frame for motorcycle |
| JPS59188786U (en) * | 1983-06-03 | 1984-12-14 | 本田技研工業株式会社 | Frames for motorcycles, etc. |
| JPS59195077U (en) * | 1983-06-13 | 1984-12-25 | 有限会社 モリワキエンジニアリング | motorcycle frame |
| JPH06518B2 (en) * | 1983-07-30 | 1994-01-05 | スズキ株式会社 | Motorcycle frame |
| JPS6033176A (en) * | 1983-07-30 | 1985-02-20 | スズキ株式会社 | Frame for motorcycle |
| JPS6033177A (en) * | 1983-07-30 | 1985-02-20 | スズキ株式会社 | Frame for motorcycle |
| JPS6042177A (en) * | 1983-08-18 | 1985-03-06 | 本田技研工業株式会社 | Frame structure for saddling type car |
| JPS6042181A (en) * | 1983-08-18 | 1985-03-06 | 本田技研工業株式会社 | Frame structure for saddling type car |
| JPS60169386A (en) * | 1984-02-14 | 1985-09-02 | 本田技研工業株式会社 | Fitting structure of step for motorcycle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4927958U (en) * | 1972-06-07 | 1974-03-09 | ||
| FR2334556A1 (en) * | 1975-12-10 | 1977-07-08 | Lefebvre Francis | Cycle frame with square section main tubes - uses steel chromium, molybdenum alloy tubes brazed to brackets |
| US4058181A (en) * | 1976-03-16 | 1977-11-15 | Buell Erik F | Motorcycle suspension systems |
| JPS5339946B2 (en) * | 1973-11-26 | 1978-10-24 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5718236Y2 (en) * | 1976-09-10 | 1982-04-16 |
-
1979
- 1979-12-28 JP JP54171480A patent/JPS598590B2/en not_active Expired
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4927958U (en) * | 1972-06-07 | 1974-03-09 | ||
| JPS5339946B2 (en) * | 1973-11-26 | 1978-10-24 | ||
| FR2334556A1 (en) * | 1975-12-10 | 1977-07-08 | Lefebvre Francis | Cycle frame with square section main tubes - uses steel chromium, molybdenum alloy tubes brazed to brackets |
| US4058181A (en) * | 1976-03-16 | 1977-11-15 | Buell Erik F | Motorcycle suspension systems |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5695779A (en) | 1981-08-03 |
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