JPS63134389A - Front-wheel suspension system for four-wheel buggy car - Google Patents
Front-wheel suspension system for four-wheel buggy carInfo
- Publication number
- JPS63134389A JPS63134389A JP61279106A JP27910686A JPS63134389A JP S63134389 A JPS63134389 A JP S63134389A JP 61279106 A JP61279106 A JP 61279106A JP 27910686 A JP27910686 A JP 27910686A JP S63134389 A JPS63134389 A JP S63134389A
- Authority
- JP
- Japan
- Prior art keywords
- arm
- vehicle body
- suspension system
- front wheel
- 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.)
- Pending
Links
- 239000000725 suspension Substances 0.000 title claims description 18
- 230000000694 effects Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 239000004576 sand Substances 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Landscapes
- Automatic Cycles, And Cycles In General (AREA)
- Vehicle Body Suspensions (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）
本発明は不整地走行用四輪バギー車における前輪懸架装
置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a front wheel suspension system for a four-wheel buggy vehicle for traveling on rough terrain.
（従来技術の問題点）
車体の前部左右に操向自在の前二輪を備え、後部左右に
駆動後二輪を配設して四輪車とし、この四輪にバルンタ
イヤと詳される超低圧タイヤを装着すると共に車体の略
中央にエンジンユニットヲ塔載し前記、後二輪間に座乗
用シートを設けた不整地走行用鞍上型車輌、所謂四輪バ
ギー車は既に知られており、これの前二輪５３は第５図
の如く、車体５０側に枢着したアッパーアーム５１とロ
ワーアーム５２の先端のナックルアーム５４に回動自在
に支持させると共に前記ロワーアーム５２またはアッパ
ーアーム５１と車体５０側にクッションユニット５５を
架設して路面変動を吸収するように構成されている。(Problems with the conventional technology) A four-wheeled vehicle has two steerable front wheels on the left and right sides of the front of the vehicle body, and two drive rear wheels on the left and right rear sides, and these four wheels are equipped with ultra-low-pressure tires known as balloon tires. A saddle-top vehicle for traveling on rough terrain, a so-called four-wheel buggy vehicle, is already known, which has an engine unit mounted approximately in the center of the vehicle body and a passenger seat between the two rear wheels. As shown in FIG. 5, the front two wheels 53 are rotatably supported by an upper arm 51 and a knuckle arm 54 at the tips of a lower arm 52 which are pivotally connected to the vehicle body 50 side, and cushions are provided between the lower arm 52 or the upper arm 51 and the vehicle body 50 side. The unit 55 is constructed to absorb road surface fluctuations.
（特、開、昭６０−６００８７号公報、同６０−１７６
８７８号公報）
ところで、このような前輪支持構成レイアウトは二本の
クッションユニット５５が前二輪５３の接地中心を結ぶ
線上か、若しくはこの近傍に介在するため車体の前方が
重量増となりバネ下荷重の増大、コーナリング性能の低
下、路面追従性の低下・・・・・・等により操安性向上
を図る上で好ましくなく改善が望まれる。(Special, Publication No. 60-60087, No. 60-176
By the way, in such a front wheel support configuration layout, the two cushion units 55 are interposed on the line connecting the ground contact centers of the two front wheels 53, or in the vicinity, so the front of the vehicle body becomes heavier and the unsprung load is reduced. This is not desirable in terms of improving steering stability due to the increase in the number of tires, a decrease in cornering performance, a decrease in road surface followability, etc., and improvements are desired.
（発明の目的）
本発明は四輪バギー車の前輪懸架装置における上述の如
き問題点に鑑みこれを有効に解決するために成されたも
ので、その目的とする処は、車体の前方重量の大巾な軽
減化を具現しつつ前輪懸架装置の簡略化を図り以って操
安性の向上に伴う不整地走行性能の向上を目的とする。(Object of the Invention) The present invention has been made in order to effectively solve the above-mentioned problems in the front wheel suspension system of a four-wheel buggy. The objective is to improve rough terrain driving performance along with improved handling by simplifying the front wheel suspension system while achieving significant weight reduction.
（問題点を解決するため具体的手段および作用）前記の
目的を達成するためこの発明は一側にクッションロッド
を備えたロッキングアームを揺動自在とし、このクッシ
ョンロッドの下端をアッパーアーム若しくはロワーアー
ムに連結すると共に前記口・グキーングアームの他端に
クッションユニットを枢支して成る前輪懸架装置におい
て前記、クッションユニットを前二輪の接地中心を車巾
方向に結ぶ線と車体の前後方向中心線との交点より後方
であって、ダウンチューブとエンジンユニットとの中間
に前記の前後方向中心線を中心として車巾方向にそれぞ
れ一本、合計二本のクッションユニットを略直立させ且
つ隣設して配置し、このクッションユニットの上部と左
右に延びるロワーアームの枢支点とをクッションロッド
を介して左右一対のロッキングアームにて枢支し、この
口、７キングアームの中間部を前記ダウンチューブの両
側部に枢支することで左右のロッキングアームが前方よ
りの平面視にて後方に進むに従って先細り状の略ハ字状
に配置すると共に前記、ロッキングアームの中間枢支部
外側とクッションユニット下部外側との間にテンション
ロットを架設したことを要旨とする。しかして、前輪の
上動作用、即ちロワーアームの上方揺動に伴い、クッシ
ョンロッドがロッキングアームを押し上げるとロッキン
グアームは中間部の枢支部を中心として回動しクッショ
ンユニットを圧縮することで適宜、設定された減衰力に
て上動作用が緩衝されこれが左右独立して機能される。(Specific Means and Effects for Solving the Problems) In order to achieve the above object, the present invention has a rocking arm equipped with a cushion rod on one side that is swingable, and the lower end of this cushion rod is connected to the upper arm or the lower arm. In a front wheel suspension system in which a cushion unit is connected and pivoted to the other end of the mouth and steering arm, the cushion unit is connected to a line connecting the ground contact centers of the front two wheels in the width direction of the vehicle and the center line in the longitudinal direction of the vehicle body. At the rear of the intersection with the down tube and the engine unit, a total of two cushion units, one each in the vehicle width direction centered on the longitudinal center line, are arranged substantially upright and adjacent to each other. The upper part of this cushion unit and the pivot point of the lower arm extending left and right are supported by a pair of left and right locking arms via a cushion rod, and the middle part of the seventh king arm is connected to both sides of the down tube. By being pivoted to, the left and right locking arms are arranged in a substantially V-shape that tapers toward the rear in a plan view from the front, and between the outer side of the intermediate pivot part of the locking arm and the outer side of the lower part of the cushion unit. The main point is that a tension lot was constructed in the area. When the cushion rod pushes up the locking arm for the upward movement of the front wheel, that is, the upward swing of the lower arm, the locking arm rotates around the central pivot point and compresses the cushion unit to adjust the settings as appropriate. The upper movement is damped by the damping force, and the left and right sides function independently.
第３図の矢印は前記の作用方向を示している。The arrows in FIG. 3 indicate the direction of action.
（実施例）
以下にこの発明の好適一実施例を添付図面に従って詳述
する。(Embodiment) A preferred embodiment of the present invention will be described below in detail with reference to the accompanying drawings.
第１図、乃至第３図において、１と２は車体底部を構成
する左右一対のロワーチューブ、３は角形断面のモノコ
ック式メーンフレーム、４は前記ロワーチューブ１と２
およびメーンフレーム３を連結する角形断面のダウンチ
ューブで車体の前後方向中心線Ｙ上に配設される。５は
車体の前部を構成するフロントメンバでこのフロントメ
ンバ５とダウンチューブ４は側部を連結するサイドメン
バ６と７で一体に結合される。1 to 3, 1 and 2 are a pair of left and right lower tubes forming the bottom of the vehicle body, 3 is a monocoque main frame with a square cross section, and 4 is the lower tubes 1 and 2.
and a down tube with a rectangular cross section that connects the main frame 3 and is arranged on the longitudinal center line Y of the vehicle body. Reference numeral 5 denotes a front member constituting the front part of the vehicle body, and the front member 5 and the down tube 4 are integrally joined by side members 6 and 7 that connect the side parts.
エンジンユニットＥはメーンフレーム３とロワーチュー
ブ１と２に囲まれダウンチューブ４の後方に配設され、
また前輪懸架部材たるアッパーアーム８とロワーアーム
９は車体側のサイドメンバ６と７およびロワーチューブ
１と２に支軸３０を介して回動自在に枢着され先端にバ
ルンタイヤを装着する前輪１２と１３を取付けたナック
ルアーム１０．１１を支持する所謂ダブルウイッシュボ
ンタイプで構成されている。クッションユニット１５と
１６はコイルスプリングと気圧式油圧ダンパー等による
従来周知の円筒形タイプで、このクッションユニッ）１
５．１６の取付位置は第１図の如く前輪１２と１３の接
地中心Ａ） 、 Ａ２を結ぶ車巾方向の線Ｘと車体の前
後方向中心線Ｙとの交点Ａ３より後方であって、ダウン
チューブ４とエンジンユニッ）Ｅとの略中間に前記、前
後方向中心線Ｙを中心として車巾方向に延び且つ前記Ｘ
線と平行であって距離りを設けたＸ１上にそれぞれ一本
、合計二本を略直立させ且つ互いに可及的に近接せしめ
隣設する如く配置する。The engine unit E is surrounded by the main frame 3 and lower tubes 1 and 2, and is arranged behind the down tube 4.
Further, upper arm 8 and lower arm 9, which are front wheel suspension members, are rotatably pivoted to side members 6 and 7 on the vehicle body side and lower tubes 1 and 2 via support shafts 30, and front wheels 12 and 13 are equipped with balloon tires at their tips. It is constructed of a so-called double wishbone type that supports the knuckle arm 10.11 to which the knuckle arm is attached. The cushion units 15 and 16 are of conventionally well-known cylindrical type using coil springs and pneumatic hydraulic dampers.
5.16 is installed at the center of ground contact A) of the front wheels 12 and 13 as shown in Fig. 1, at the rear of the intersection A3 between the line X in the width direction connecting A2 and the center line Y in the longitudinal direction of the vehicle body. Approximately midway between the tube 4 and the engine unit
A total of two wires, one each on X1 parallel to the line with a distance provided therebetween, are placed approximately upright, and placed as close as possible to each other so as to be adjacent to each other.
一方、ロワーアーム９（アッパーアーム８側も可）側の
クロスメンバ１７上には上方に向ってクッションロッド
１８．１９が支軸３９．４０を介して枢着され、これの
上部枢支点Ａ４とＡ５および前記クッションユニット１
５．１６の上部枢支点Ｂ】とＢ２ において、ｌ’、ａ
、 Ｂ＋間、Ａ５．Ｂ２間にそれぞれロッキングアー
ム２０．２１にて枢支し、このロッキングアーム２０．
２１の中間部はダウンチューブ４の両側部に支軸２２．
２３を介して上下揺動自在に枢着し、更に前記支軸２２
．２３はロッキングアーム２０．２１の外側にてテンシ
ョンロッド２４．２５を介してロワーチューブ１゜２側
にて支軸３２．３３を介してクッションユニッ）１５．
１６の下部と共に同軸にて連結、支持する。尚３５．３
６はこれ等を連結するブラケットを示し、３７と３８は
前記枢支点Ａ４． Ａ５． Ｂ。On the other hand, on the cross member 17 on the lower arm 9 (or upper arm 8 side) side, cushion rods 18 and 19 are pivoted upward via support shafts 39 and 40, and the upper pivot points A4 and A5 of the cushion rods 18 and 19 are pivoted upward. and the cushion unit 1
At the upper pivot points B] and B2 of 5.16, l', a
, B+, A5. The locking arms 20.21 are pivotally supported between the locking arms 20.B2 and 21, respectively.
21 has a support shaft 22.21 on both sides of the down tube 4.
23 so as to be able to swing vertically, and
．． 23 is a cushion unit (cushion unit) via a tension rod 24.25 on the outside of the locking arm 20.21 and via a support shaft 32.33 on the lower tube 1°2 side.
It is coaxially connected and supported with the lower part of 16. 35.3
6 indicates a bracket that connects these, and 37 and 38 are the pivot points A4. A5. B.
Ｂ２を連結する支軸を示している。このように配置、構
成された左右一対のロッキングアーム２０．２１の後部
は第１図の平面視通り、車体の後方に進むにしたがって
車体の前後方向中心線Ｙに向らて相互に近接する先細り
状（テーパー状）となり、且つ前方よりの平面視にて略
ハ字形状を構成することで、左右に張り出したロワーア
ーム９と連結するに好都合なレイアウトが具現され、所
謂ダブルウイッシュボンタイプの前輪独立懸架装置に好
適である。A support shaft connecting B2 is shown. The rear portions of the pair of left and right locking arms 20 and 21 arranged and configured in this manner are tapered toward each other toward the center line Y in the longitudinal direction of the vehicle body as they move toward the rear of the vehicle body, as seen in plan view in FIG. By forming a tapered shape and forming a substantially V-shape in a plan view from the front, a layout convenient for connection with the lower arms 9 that protrudes from the left and right is realized, and the so-called double wishbone type front wheel is independent. Suitable for suspension systems.
また、クッションユニット１５．１６は車体側部材たる
ロワーチューブ１．２上内側に枢着したため、前輪１２
．１３より飛散する小石、砂・・・・・・等の影響が少
く、且つ荷重が下向のロワーチューブ１と２側に作用す
るので車体上部に無理な力が作用することがなくこれの
簡略化が図れる。In addition, since the cushion units 15.16 are pivotally mounted on the upper inner side of the lower tube 1.2, which is a member on the vehicle body side, the front wheel 12.
．． 13, the influence of scattered pebbles, sand, etc. is small, and since the load acts on the downward lower tubes 1 and 2, no unreasonable force is applied to the upper part of the car body, simplifying this process. can be achieved.
更に、クッションユニット１５．１６の下部側支軸３２
．３３とロッキングアーム２０．２１の中間揺動部の支
軸２２．２３間にテンションロッド２４．２５を架設す
ることでこの間の支持強度を特に大とすることができる
。Furthermore, the lower support shaft 32 of the cushion unit 15.16
．． By installing the tension rod 24.25 between the support shaft 22.23 of the intermediate swinging portion of the locking arm 20.21, the support strength therebetween can be particularly increased.
そして、略ハ字状に配置したロッキングアーム２０．２
１は長さ、形状の自由度が大であり、これにより所謂レ
バー比の設定範囲が広くこのことは他の種々のレイアウ
トが可能であり、これ等の実施例は第４図に示した。The locking arm 20.2 is arranged in a substantially V-shape.
1 has a large degree of freedom in terms of length and shape, and as a result, the setting range of the so-called lever ratio is wide, and various other layouts are possible. Examples of these are shown in FIG.
尚、本実施例の前輪懸架装置に代り、これを後車懸架装
置としても良く、勿論四輪バギー車以外の他の車輪に適
要することも自由である。Incidentally, instead of the front wheel suspension system of this embodiment, this may be used as a rear wheel suspension system, and of course, it is also free to apply it to wheels other than the four-wheel buggy vehicle.
（発明の効果）
以上の説明で明らかな如く本発明によれば（１）前輪懸
架装置側の重量物たる二本のクッションユニットを前二
輪の接地点を結ぶ線より後方であって、ダウンチューブ
とエンジンユニットの中間に配置したため、これの重量
が車体重心に近づきバネ下荷重の軽減が図れ路面追従性
に優れ乗心地が大巾に向上する。(Effects of the Invention) As is clear from the above description, according to the present invention, (1) the two heavy cushion units on the front wheel suspension side are placed behind the line connecting the grounding points of the front two wheels, and Since it is placed between the engine unit and the engine unit, its weight approaches the center of gravity of the vehicle, reducing unsprung load and providing superior road tracking and greatly improving ride comfort.
（２）左右一対のロッキングアームを後方に進むにした
がって先細り状の略ハ字状に配置し中間部をダウンチュ
ーブの両側部に枢着することでバネ下荷重が軽減され且
つ前方に有効スペース空間が生じロワーアーム、アッパ
ーアーム、ナックルアーム等の組付、メンテナンスに有
利である。(2) By arranging the pair of left and right locking arms in a roughly V-shape that tapers toward the rear, with the intermediate parts pivoted to both sides of the down tube, the unsprung load is reduced and an effective space is created in the front. This is advantageous for assembly and maintenance of lower arms, upper arms, knuckle arms, etc.
（３） 前記（１）と（２）に伴い車体前方の重量が
大巾に軽くなり、マスの集中化が図れギャップ走破性、
コーナーリング性が飛躍的に向上し特に不整地、悪路で
の走行性能に優れる。(3) As a result of (1) and (2) above, the weight at the front of the vehicle body has been significantly reduced, allowing mass to be concentrated and improving gap-crossing performance.
Cornering performance has been dramatically improved, especially on uneven terrain and rough roads.
（４）緩衝ストロークの増大に伴って荷重が増大するプ
ログレッシブ特性が得られる。(4) A progressive characteristic in which the load increases as the buffer stroke increases is obtained.
等の優れた数多くの特徴と有し四輪バギー車の前輪懸架
装置として最適である。It has many excellent features such as, and is ideal as a front wheel suspension system for four-wheel buggies.
第１図は本発明に係る前輪懸架装置を備えた四輪バギー
車の前半部平面図、第２図は第１図の正面図、第３図は
第１図の前輪懸架装置の要部側面図、第４図は本発明の
他の実施例を示す概略平面図、第５図は従来方式の前輪
懸架装置の平面図である。
主要部分の符号の説明FIG. 1 is a plan view of the front half of a four-wheel buggy equipped with a front wheel suspension system according to the present invention, FIG. 2 is a front view of FIG. 1, and FIG. 3 is a side view of the main part of the front wheel suspension system of FIG. 1. 4 are schematic plan views showing other embodiments of the present invention, and FIG. 5 is a plan view of a conventional front wheel suspension system. Explanation of symbols of main parts
Claims (1)
輪及び後輪をそれぞれ配設し、且つこの車体の中央部に
エンジンユニットを塔載し、このエンジンユニットの前
方にダウンチューブが配設されると共に前記、前輪がナ
ックルアームとアッパーアーム、ロワーアームを介して
車体側に枢支して成る四輪バギー車の前輪懸架装置にお
いて、前記ダウンチューブとエンジンユニットの略中間
で車巾方向に２本のクッションユニットを隣設させ車体
側に略直立に配置し、このクッションユニットの上部と
前記ロワーアーム若しくはアッパーアームとの間に中間
部をダウンチューブに枢支したロッキングアームとクッ
ションロッドを介して枢着すると共に前記ロッキングア
ームの中間枢支部とクッションユニットの下部枢支部と
の間をテンションロッドを介して連結することで、前記
左右のロッキングアームが前方よりの平面視にて後方に
進むにしたがって先細りに配置され略ハ字状としたこと
を特徴とする四輪バギー車の前輪懸架装置。A front wheel and a rear wheel each equipped with a pair of balloon tires are disposed at the front and rear of the vehicle body, and an engine unit is mounted in the center of the vehicle body, and a down tube is disposed in front of the engine unit. In the front wheel suspension system for a four-wheel buggy vehicle, in which the front wheel is pivoted to the vehicle body side via a knuckle arm, an upper arm, and a lower arm, two suspensions are provided in the vehicle width direction approximately halfway between the down tube and the engine unit. A cushion unit is arranged adjacent to the vehicle body side approximately upright, and is pivotally connected between the upper part of the cushion unit and the lower arm or the upper arm via a locking arm and a cushion rod, the intermediate part of which is pivotally supported on the down tube. At the same time, by connecting the middle pivot part of the locking arm and the lower pivot part of the cushion unit via a tension rod, the left and right rocking arms become tapered as they move rearward in a plan view from the front. A front wheel suspension system for a four-wheel buggy vehicle, characterized in that the front wheel suspension system is arranged in a substantially V-shape.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61279106A JPS63134389A (en) | 1986-11-22 | 1986-11-22 | Front-wheel suspension system for four-wheel buggy car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61279106A JPS63134389A (en) | 1986-11-22 | 1986-11-22 | Front-wheel suspension system for four-wheel buggy car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63134389A true JPS63134389A (en) | 1988-06-06 |
Family
ID=17606499
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61279106A Pending JPS63134389A (en) | 1986-11-22 | 1986-11-22 | Front-wheel suspension system for four-wheel buggy car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63134389A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0253913U (en) * | 1988-10-14 | 1990-04-18 | ||
| JPH0253916U (en) * | 1988-10-14 | 1990-04-18 | ||
| JP2006273160A (en) * | 2005-03-29 | 2006-10-12 | Honda Motor Co Ltd | Cushion mounting structure of straddling type vehicle |
| JP2009241871A (en) * | 2008-03-31 | 2009-10-22 | Honda Motor Co Ltd | Front wheel suspension structure of small vehicle |
| JP2016147536A (en) * | 2015-02-10 | 2016-08-18 | 本田技研工業株式会社 | Oscillation type vehicle |
| JP2016147537A (en) * | 2015-02-10 | 2016-08-18 | 本田技研工業株式会社 | Oscillation type vehicle |
| IT201800003143A1 (en) * | 2018-02-28 | 2019-08-28 | Mario Canette | INDEPENDENT SUSPENSION |
-
1986
- 1986-11-22 JP JP61279106A patent/JPS63134389A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0253913U (en) * | 1988-10-14 | 1990-04-18 | ||
| JPH0253916U (en) * | 1988-10-14 | 1990-04-18 | ||
| JPH0512243Y2 (en) * | 1988-10-14 | 1993-03-29 | ||
| JP2006273160A (en) * | 2005-03-29 | 2006-10-12 | Honda Motor Co Ltd | Cushion mounting structure of straddling type vehicle |
| JP4558555B2 (en) * | 2005-03-29 | 2010-10-06 | 本田技研工業株式会社 | Cushion mounting structure for saddle riding type vehicles |
| JP2009241871A (en) * | 2008-03-31 | 2009-10-22 | Honda Motor Co Ltd | Front wheel suspension structure of small vehicle |
| JP2016147536A (en) * | 2015-02-10 | 2016-08-18 | 本田技研工業株式会社 | Oscillation type vehicle |
| JP2016147537A (en) * | 2015-02-10 | 2016-08-18 | 本田技研工業株式会社 | Oscillation type vehicle |
| IT201800003143A1 (en) * | 2018-02-28 | 2019-08-28 | Mario Canette | INDEPENDENT SUSPENSION |
| WO2019166893A1 (en) * | 2018-02-28 | 2019-09-06 | Canette Mario | Independent suspension |
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