JPS6231580A - Suspension system for front wheel of motorcycle - Google Patents
Suspension system for front wheel of motorcycleInfo
- Publication number
- JPS6231580A JPS6231580A JP28474185A JP28474185A JPS6231580A JP S6231580 A JPS6231580 A JP S6231580A JP 28474185 A JP28474185 A JP 28474185A JP 28474185 A JP28474185 A JP 28474185A JP S6231580 A JPS6231580 A JP S6231580A
- Authority
- JP
- Japan
- Prior art keywords
- front wheel
- swing arm
- arm
- motorcycle
- knuckle
- 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
Classifications
-
- 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
- B62K21/00—Steering devices
- B62K21/005—Steering pivot axis arranged within the wheel, e.g. for a hub center steering arrangement
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Steering Devices For Bicycles And Motorcycles (AREA)
- Axle Suspensions And Sidecars For Cycles (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】 (産業上の利用分野) 本発明は自動二輪車における前輪懸架装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a front wheel suspension system for a motorcycle.
(従来の技術)
前方に延出するし下のスイングアーム前端に、ナックル
を介して前輪を転舵可能に支持する自動二輪車は特公昭
58−49435号公報に開示される。(Prior Art) Japanese Patent Publication No. 58-49435 discloses a motorcycle in which a front wheel is steerably supported via a knuckle at the front end of a lower swing arm that extends forward.
(発明が解決しようとする問題点)
従来のように下側のスイングアームとナックルとの連結
点を、前車軸の後下方に配置すると、前輪の転舵軸が後
傾しているため、転舵軸を中心とした前輪の実質的な半
径が大きいところ、即ち前輪の側方を下側のスイングア
ームが配置されることになる。(Problem to be Solved by the Invention) If the connection point between the lower swing arm and the knuckle is placed at the rear and lower part of the front axle as in the past, the steering axis of the front wheel is tilted backwards, so the steering axis of the front wheel is tilted backwards. The lower swing arm is disposed where the front wheel has a large substantial radius around the rudder shaft, that is, on the side of the front wheel.
従って前輪の転舵角を大きくする程、前記下側のスイン
グアームの車重方向の張出量が大きくなる。このため、
該スイングアームの全長及び重量が大きくなり、不必要
にバネ下荷重の増大を招くことが考えられる。Therefore, the larger the steering angle of the front wheels is, the larger the amount of protrusion of the lower swing arm in the vehicle weight direction becomes. For this reason,
It is conceivable that the overall length and weight of the swing arm will increase, leading to an unnecessary increase in unsprung load.
(問題点を解決するための手段)
前記問題点を解決すべく本発明は、下側のスイングアー
ム(15)とナックル(25)との連結点(D)を前輪
(21)の車軸(22)に対し後上方に配置した。(Means for Solving the Problem) In order to solve the above problem, the present invention provides a connection point (D) between the lower swing arm (15) and the knuckle (25) by connecting the connection point (D) to the axle (22) of the front wheel (21). ) was placed posterosuperiorly.
(作用)
転舵軸(K)を中心とした前輪(21)の半径が実質的
に小さいところの前輪(21)の側方に、下側のスイン
グアーム(15)を配設することができ、該スイングア
ーム(15)の車中方向の張出量を小さくすることがで
きる。従って該スイングアーム(15)の全長を短くで
きる。(Function) The lower swing arm (15) can be disposed on the side of the front wheel (21) where the radius of the front wheel (21) around the steering axis (K) is substantially small. , the amount of protrusion of the swing arm (15) in the direction of the vehicle can be reduced. Therefore, the overall length of the swing arm (15) can be shortened.
(実施例) 以下に添付図面を基に実施例を説明する。(Example) Examples will be described below based on the accompanying drawings.
第1図は自動二輪車の側面図を示すが、本前輪懸架装置
は自動三輪車等の他の車両にも適用され得る。Although FIG. 1 shows a side view of a motorcycle, the present front wheel suspension system can also be applied to other vehicles such as a tricycle.
図中、(1)はフレーム、(2)はエンジンであり、ダ
ミータンク(3)をa置した側面視■型エンジン(2)
はフレーム(1) hに搭載され、フレーム(1)後部
には後輪(4)を軸支するリヤスイングアーム(5)が
枢支され、リヤスイングアーム(5)とフレーム(1)
後下部間にはベルクランク(8)及びリンク(7)が架
設され、ベルクランク(6)とフレーム(1)後1一部
間には緩衝器(8)が架設され、またエアクリーナを収
納するダミータンク(3)後方にはシート(9)が設置
され、その下方に燃料タンク(10)が配置される。In the figure, (1) is the frame, (2) is the engine, and the side view of the ■-type engine (2) with the dummy tank (3) placed a
is mounted on the frame (1) h, and a rear swing arm (5) that pivots the rear wheel (4) is pivotally supported at the rear of the frame (1), and the rear swing arm (5) and the frame (1)
A bell crank (8) and a link (7) are installed between the rear lower part, and a buffer (8) is installed between the bell crank (6) and the rear part of the frame (1), and also houses an air cleaner. A seat (9) is installed behind the dummy tank (3), and a fuel tank (10) is arranged below it.
前輪懸架装置は第2図及び第3図にも示す如くで、フレ
ーム(1)前部にはリーディング式にフロントスイング
アームが枢支される。即ちフロントスイングアームはア
ッパアーム(11)とロアアーム(15)から成り、フ
レーム(1)前上部と前下部の左右間に架設した枢着軸
(14) 、(19)に7ツパアーム(11)とロアア
ーム(15)がそれぞれ後端で揺動自在に枢支され、ア
ッパアーム(11)及びロアアーム(15)とフレーム
(1)との各連結点(A)、(B)を結ぶ線分(文l)
は後傾している。The front wheel suspension system is as shown in FIGS. 2 and 3, and a front swing arm is pivotally supported at the front of the frame (1) in a leading manner. That is, the front swing arm consists of an upper arm (11) and a lower arm (15), and a pivot shaft (14), (19) installed between the left and right sides of the upper front and lower front of the frame (1), and the 7 arm (11) and the lower arm. (15) are swingably supported at their rear ends, and the line segment (text 1) connects the connection points (A) and (B) of the upper arm (11) and lower arm (15) with the frame (1).
is leaning backwards.
アッパアーム(11)は前端が先細りで後端が拡開した
左右のメンバ(12)、(12)を有する平面視はぼV
型をなし、パイプ(13)を架設した左右の後端部で枢
着軸(14)に枢支される。またロアアーム(15)は
後部(16)が幅広で中間部(17)は左側方へ湾曲し
前部(18)が再び右側方へ向けて屈曲する平面視形状
をなし、後部(1B)の左右で枢着軸(13)に枢支さ
れる。更にロアアーム(15)は中間部(17)が線分
(13)の上方に屈曲する側面視はぼへ字型をなす。The upper arm (11) has left and right members (12), (12) tapered at the front end and widened at the rear end.
It has a molded shape and is pivotally supported on a pivot shaft (14) at the left and right rear ends on which a pipe (13) is installed. The lower arm (15) has a wide rear part (16), a middle part (17) curved to the left, and a front part (18) bent to the right again. and is pivoted on a pivot shaft (13). Furthermore, the lower arm (15) has a bow-shaped shape when viewed from the side, with the intermediate portion (17) bent above the line segment (13).
一方、前輪(21)の車軸(22)はステアリングナッ
クル(25)の下端に回転自在に軸支され、ステアリン
グナックル(25)は中間部(2B)が前輪(21)の
タイヤ(23)の左側方へ湾曲し上部(27)が再びタ
イヤ(23)の後上方へ向けて屈曲する平面視形状をな
す、斯かるステアリングナックル(25)の上端部には
ポールジヨイント(2θ)を介して前記アッパアーム(
11)の前端部が枢着連結される。On the other hand, the axle (22) of the front wheel (21) is rotatably supported by the lower end of the steering knuckle (25), and the middle part (2B) of the steering knuckle (25) is on the left side of the tire (23) of the front wheel (21). The steering knuckle (25) has a shape in a plan view in which the upper part (27) is bent toward the rear and upper side of the tire (23). Upper arm (
11) are pivotally connected.
そしてステアリングナックル(25)下部の車軸(22
)より後上部には前記ロアアーム(15)の前端部をポ
ールジョイン)(31)を介して枢着連結する。and the axle (22) below the steering knuckle (25).
The front end of the lower arm (15) is pivotally connected to the rear upper part of ) via a pole joint (31).
ここで、ポールジヨイント(31)のポール(32)が
嵌合するソケッ) (33)はステアリングナックル(
25)に一体に形成され、これによりソケッ) (33
)の剛性は高く維持され、このソケット(33)の上方
にロアアーム(15)前端部のポール軸(34)が位置
しており、斯くして車軸(22)の後上方に近接してポ
ール(32)を配置する。Here, the socket (33) into which the pole (32) of the pole joint (31) fits is the steering knuckle (33).
25), thereby making the socket) (33
) is maintained at a high rigidity, and the pole shaft (34) at the front end of the lower arm (15) is located above this socket (33). 32).
以上において、アッパアーム(11)及びロアアーム(
15)とステアリングナックル(25)との各連結点(
G) 、(D)を結ぶ線分、即ち転舵軸(K)は前記線
分(文1)と平行に後傾しており、且つアッパアーム(
11)及びロアアーム(15)の各前後の連結点(C)
。In the above, the upper arm (11) and the lower arm (
15) and the steering knuckle (25) (
The line segment connecting G) and (D), that is, the steering axis (K), is tilted backward parallel to the line segment (Text 1), and the upper arm (
11) and lower arm (15) front and rear connection points (C)
.
(A) 、(D)、(B)をそれぞれ結ぶ線分(交0.
(交3)も互いに平行をなし、且つ両線分(uJ、(J
ls)は平常時は前玉がりに傾斜している。従って線分
(文1)、(見?) 、(fL3) 、(K)は平行四
辺形を形成している。Line segments connecting (A), (D), and (B) (intersection 0.
(intersection 3) are also parallel to each other, and both line segments (uJ, (J
ls) is normally tilted forward. Therefore, the line segments (sentence 1), (see?), (fL3), and (K) form a parallelogram.
更に第4図にも示す如くステアリングナックル(25)
の中間部(2B)外側面にはポールジヨイント(35)
を介してタイロッド(3B)の前端部が枢着連結され、
タイロッド(3B)の後端部はポールジヨイント(37
)を介してレバー(38)に枢着連結され、レバー (
38)は上端部で支軸(39)を介してフレーム(1)
前−上部の左側に枢支される。Furthermore, as shown in Fig. 4, the steering knuckle (25)
There is a pole joint (35) on the outer surface of the middle part (2B) of
The front end of the tie rod (3B) is pivotally connected via the
The rear end of the tie rod (3B) is connected to the pole joint (37
) is pivotally connected to the lever (38) via the lever (
38) is connected to the frame (1) via the support shaft (39) at the upper end.
Front - pivoted to the upper left side.
他方、ダミータンク(3)の前方部にはステムパイブ(
41)が固設され、このステムパイプ(41)内には1
端部にパーハンドル(42)を固設してステアリングス
テム(43)が縦通され、このステアリングステム(4
3)の下端部には左側方に突出するステアリングアーム
(40が固設される。このステアリングアーム(44)
の先端部とレバー(38)間にはステアリングロッド(
45)がそれぞれポールジヨイント(4B)、(4?)
を介して架設される。On the other hand, a stem pipe (
41) is fixedly installed, and inside this stem pipe (41) there is a
A steering stem (43) is passed through the steering stem (43) with a par handle (42) fixed to the end thereof.
3) A steering arm (40) that protrudes leftward is fixed to the lower end of the steering arm (44).
A steering rod (
45) are pole joints (4B) and (4?) respectively.
It will be constructed through the
またロアアーム(15)とフレーム(1)前下部間には
2木のリンク(51)、(52)が架設され、一方のリ
ンク(52)とフレーム(1)前部間には緩衝器(53
)が架設され、緩衝器(53)はロアアーム(15)の
後部(1B)に形成した孔部(161)内に配置される
。In addition, two wooden links (51) and (52) are installed between the lower arm (15) and the front lower part of the frame (1), and a buffer (53) is installed between one link (52) and the front part of the frame (1).
) is constructed, and the shock absorber (53) is placed in the hole (161) formed in the rear part (1B) of the lower arm (15).
尚1図中、(55)はブレーキディスク、(58)はブ
レーキキャリパである。In Figure 1, (55) is a brake disc, and (58) is a brake caliper.
ここで、第2図に示すように転舵軸(K)を中心とした
前輪(21)の最大半径は(R1)であり、従来の下側
スイングアームを想像m (P)とすると、半径(R2
)が前輪(21)の実質的な回動半径である。Here, as shown in Fig. 2, the maximum radius of the front wheel (21) centered on the steering axis (K) is (R1), and if the conventional lower swing arm is assumed to be m (P), then the radius (R2
) is the substantial turning radius of the front wheel (21).
そして本発明のようにすると、線分(9,−J)にスイ
ングアーム(15)が配置されるため、半径(R3)が
実質的な回動半径となり、小さくなった分だけ、スイン
グアーム(15)の車中方向の張出量を小さくできる。According to the present invention, since the swing arm (15) is arranged on the line segment (9, -J), the radius (R3) becomes the substantial turning radius, and the swing arm ( 15) The amount of protrusion in the vehicle interior direction can be reduced.
従って該スイングアーム(15)の全長を短くできる。Therefore, the overall length of the swing arm (15) can be shortened.
更に実施例においては、スイングアーム(15)の中間
部(17)を線分(見3)より上方に屈曲させたため、
半径は(R4)となる。Furthermore, in the embodiment, since the middle part (17) of the swing arm (15) was bent upward from the line segment (see 3),
The radius is (R4).
第5図及び第6図は第2実施例を示すもので、ロアアー
ム(15)とナックル(25)を連結する連結部にロア
アーム(15)とは別体の連結部材(81)を設けた点
が異なる。5 and 6 show a second embodiment, in which a connecting member (81) separate from the lower arm (15) is provided at the connecting portion connecting the lower arm (15) and the knuckle (25). are different.
即ち第2実施例では、ナックル(25)のボス部(83
)から斜め後方に延出し、リブ部(85)で補強された
フランジ部(87)を形成し、ポールジヨイント(3り
のポール(32)の受は部(83)を結合した連結部材
(81)をボルト(93) 、(93)を介してフラン
ジ部(87)に結合し、連結部材(81)をフランジ部
(8)と段部(95)で挟持固定した。That is, in the second embodiment, the boss portion (83
) extends diagonally rearward to form a flange portion (87) reinforced with rib portions (85), and a connecting member ( 81) was connected to the flange portion (87) via bolts (93) and (93), and the connecting member (81) was clamped and fixed between the flange portion (8) and the stepped portion (95).
このように連結部材(81)をロアアーム(15)とは
別体に設けたので、前記第1実施例における作用、効果
に加えて、チー2タル(25)とロアアーム(15)の
組付作業の簡易化を図ることができ、また連結部材(8
1)をロアアーム(15)とは別の材質で形成すること
ができる。Since the connecting member (81) is provided separately from the lower arm (15) in this way, in addition to the functions and effects of the first embodiment, the assembly work of the chital (25) and the lower arm (15) can be improved. It is possible to simplify the connecting member (8
1) can be made of a different material from the lower arm (15).
(発明の効果)
以上のように本発明の前輪懸架装置によれば、下側のス
イングアームの全長並びに重量を従来に比べて小さくす
ることができるので、前輪の転舵角の確保とともに、バ
ネ下荷重が軽くなる。(Effects of the Invention) As described above, according to the front wheel suspension system of the present invention, the overall length and weight of the lower swing arm can be reduced compared to the conventional ones, so that the steering angle of the front wheels can be secured, and the spring Lower load becomes lighter.
第1図は自動二輪車の側面図、第2図及び第3図は前輪
懸架装置の側面図と平面図、第4図は操舵装置の斜視図
、第5図及び第6図は前輪懸架装置の要部の第2実施例
を示す側面図と平面図である。
尚、図面中、(1)はフレーム、 (11)、(15)
はフロントスイングアーム、(21)は前輪、(22)
は車軸、 (23)はタイヤ、 (25)はステアリン
グナックル、(A) 、(B) 、 (C)、(D)は
連結点、(に)は転舵軸、(交1)、(立2)、(文3
)は線分である。。Figure 1 is a side view of the motorcycle, Figures 2 and 3 are a side view and plan view of the front wheel suspension, Figure 4 is a perspective view of the steering system, and Figures 5 and 6 are the front wheel suspension. FIG. 7 is a side view and a plan view showing the main parts of a second embodiment. In addition, in the drawing, (1) is the frame, (11), (15)
is the front swing arm, (21) is the front wheel, (22)
is the axle, (23) is the tire, (25) is the steering knuckle, (A), (B), (C), (D) are the connection points, (in) is the steering shaft, (cross 1), (vertical) 2), (sentence 3
) is a line segment. .
Claims (3)
ックルを介して前輪を転舵可能に支持した自動二輪車に
おいて、 下側のスイングアームとナックルとの連結点を前輪の車
軸に対し後上方に配置したことを特徴とする自動二輪車
の前輪懸架装置。(1) In a motorcycle in which the front wheel is steerably supported via the knuckle at the front end of the upper and lower swing arms that extend forward, the connection point between the lower swing arm and the knuckle is positioned rearward and upward with respect to the axle of the front wheel. A front wheel suspension device for a motorcycle, characterized in that the front wheel suspension device is arranged in a.
体に形成されている特許請求の範囲第1項記載の自動二
輪車の前輪懸架装置。(2) A front wheel suspension system for a motorcycle according to claim 1, wherein the connecting portion with the lower swing arm is integrally formed with the knuckle.
別体に設けられている特許請求の範囲第1項記載の自動
二輪車の前輪懸架装置。(3) A front wheel suspension system for a motorcycle according to claim 1, wherein the connecting portion with the lower swing arm is provided separately from the knuckle.
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28474185A JPH0637191B2 (en) | 1985-12-18 | 1985-12-18 | Front wheel suspension system for motorcycles |
CA000515183A CA1275055A (en) | 1985-08-01 | 1986-08-01 | Front suspension for a vehicle |
US06/893,001 US4723785A (en) | 1985-08-01 | 1986-08-01 | Front suspension for a vehicle |
DE8686305983T DE3669296D1 (en) | 1985-08-01 | 1986-08-01 | SUSPENSION SYSTEM FOR A VEHICLE. |
ES8600823A ES2000824A6 (en) | 1985-08-01 | 1986-08-01 | Suspension system for a vehicle. |
AU60782/86A AU586491B2 (en) | 1985-08-01 | 1986-08-01 | Front suspension for a vehicle |
EP86305983A EP0211638B1 (en) | 1985-08-01 | 1986-08-01 | Suspension system for a vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28474185A JPH0637191B2 (en) | 1985-12-18 | 1985-12-18 | Front wheel suspension system for motorcycles |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS6231580A true JPS6231580A (en) | 1987-02-10 |
JPH0637191B2 JPH0637191B2 (en) | 1994-05-18 |
Family
ID=17682390
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP28474185A Expired - Lifetime JPH0637191B2 (en) | 1985-08-01 | 1985-12-18 | Front wheel suspension system for motorcycles |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0637191B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01237279A (en) * | 1988-03-16 | 1989-09-21 | Honda Motor Co Ltd | Device for steering front wheel of motorcycle |
-
1985
- 1985-12-18 JP JP28474185A patent/JPH0637191B2/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01237279A (en) * | 1988-03-16 | 1989-09-21 | Honda Motor Co Ltd | Device for steering front wheel of motorcycle |
Also Published As
Publication number | Publication date |
---|---|
JPH0637191B2 (en) | 1994-05-18 |
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