WO2017086404A1

WO2017086404A1 - Vehicle

Info

Publication number: WO2017086404A1
Application number: PCT/JP2016/084168
Authority: WO
Inventors: 暁大宮崎; 悠澁谷; 慧西上
Original assignee: ヤマハ発動機株式会社
Priority date: 2015-11-20
Filing date: 2016-11-17
Publication date: 2017-05-26

Abstract

According to the present invention, a caliper (83) changes the state of contact with respect to a plate (82) that has a lengthwise direction, thereby modifying the resistive force which is imparted in response to the action of a link mechanism (5). A restricting part (84) and a transmission mechanism (85) bring about relative displacement of the plate (82) with respect to the caliper (83). The restricting part (84) restricts displacement of the plate (82) towards a direction intersecting such relative displacement. The transmission mechanism (85) has a downstream-side coupling part (852) that is coupled to the plate (82). The transmission mechanism (85) rotates in association with the action of the link mechanism (5) so that the downstream-side coupling part (852) is displaced along such lengthwise direction and the relative displacement of the plate (82) with respect to the caliper (83) is thereby achieved.

Description

vehicle

The present disclosure relates to a vehicle body including a body frame that can be tilted and a left wheel and a right wheel that are arranged so as to be aligned in the left-right direction of the body frame.

A vehicle having a body frame that tilts in the left-right direction of the vehicle when turning left and right and two front wheels arranged side by side in the left-right direction of the body frame is known (see, for example, Patent Document 1). This type of vehicle is a vehicle that can turn with the body frame tilted with respect to the vertical direction. More specifically, the body frame tilts to the right of the vehicle when turning right, and leans to the left of the vehicle when turning left.

The vehicle described in Patent Document 1 includes a parallelogram type link mechanism. The parallelogram type link mechanism includes an upper cross member, a lower cross member, a left side rod, and a right side rod. The upper cross member and the lower cross member are coupled to the vehicle body frame so as to be rotatable about a rotation axis extending in the front-rear direction of the vehicle body frame. The upper cross member, the lower cross member, the left side rod, and the right side rod are such that the upper cross member and the lower cross member are kept parallel to each other, and the left side rod and the right side rod are kept parallel to each other. It is connected to.

The vehicle described in Patent Document 1 includes a resistance change mechanism that changes the resistance applied to the operation of the link mechanism. The resistance force changing mechanism includes a long member and a pair of guide members. One end of the long member having the longitudinal direction is rotatably supported by, for example, the lower cross member. Specifically, one end of the long member is supported so as to be rotatable about a rotation axis extending in the front-rear direction of the body frame. The other end of the long member is a free end. The pair of guide members are provided so as to be able to contact both lateral edges of the long member at positions separated from the support point of the long member in the longitudinal direction of the long member. The long member is displaced in the longitudinal direction between the pair of guide members according to the operation of the link mechanism.

The resistance force changing mechanism further includes a caliper. The caliper is provided between the support point of the long member and the restricting portion. The caliper is configured to suppress displacement of the long member by mechanically contacting a part of the long member. When the caliper suppresses the displacement of the long member, the rotation of the lower cross member connected to the long member is suppressed. When the rotation of the lower cross member is suppressed, the inclination of the vehicle body frame connected to the lower cross member is suppressed.

International Publication No. 2014/046282

In the vehicle described in Patent Document 1, when the lower cross member rotates with the operation of the link mechanism, the support point of the long member moves so as to draw an arc around the rotation axis of the lower cross member. . The long member extends so as to deviate from the movement locus of the support point, and is also regulated by the pair of guide members at a position deviating from the movement locus. In such a configuration, when the long member is displaced in the longitudinal direction as the lower cross member is rotated, the posture of the long member with respect to the pair of guide members is changed (with displacement in the short direction). ) Is inevitable. In addition, the amount of displacement in the lateral direction at the position where the pair of guide rollers is provided varies depending on which portion of the long member in the longitudinal direction is at the position. Therefore, the distance between the pair of guide members needs to be set so as to correspond to the maximum amount of displacement in the short direction.

Similarly, the amount of displacement of the long member in the short direction at the position where the caliper is provided varies depending on which portion of the long member in the longitudinal direction is at that position. In other words, the positional relationship between the caliper and the long member in the short direction of the long member differs depending on which portion of the long member in the longitudinal direction is at the position. Thereby, the braking force of the long member by the caliper is not constant. In order to provide a constant braking force, it is necessary to configure the caliper so that it can provide mechanical contact to any part of the elongate member in the longitudinal direction. In other words, it is necessary to provide a caliper that allows the displacement range of the long member in the short direction to be within the mechanical contact surface. Depending on the position of the long member, an inefficient portion that does not contribute to the application of braking force Exists on the mechanical contact surface.

Therefore, there is an object of efficiently imparting a certain resistance force to the link mechanism.

One aspect for achieving the above object is a vehicle,
Body frame,
A left wheel and a right wheel arranged to line up in the left-right direction of the body frame;
The vehicle is disposed above the left wheel and the right wheel, and is configured to change the relative position of the left wheel and the right wheel with respect to the vehicle body frame to incline the vehicle body frame to the left or right of the vehicle. Link mechanism,
A first friction member and a second friction member are included, and the resistance applied to the operation of the link mechanism is changed by changing the contact state between the first friction member and the second friction member. A resistance change mechanism that has been
A friction member drive mechanism configured to cause the first friction member and the second friction member to perform relative displacement;
With
The link mechanism includes an upper cross member, a lower cross member, a left side member, and a right side member,
The upper cross member, the lower cross member, the left side member, and the right side member are maintained so that the upper cross member and the lower cross member are parallel to each other, and the left side member and the right side member are It is connected so as to keep the postures parallel to each other,
The second friction member includes a contactable portion extending so as to be in contact with the first friction member and having a longitudinal direction;
The friction member drive mechanism is
A restricting portion for restricting displacement of the first friction member or the second friction member in a direction intersecting the direction of the relative displacement;
It has a downstream side connecting part connected to the restricting part or the second friction member, and the downstream side connecting part is always displaced along the longitudinal direction by rotating with the operation of the link mechanism, A transmission mechanism for realizing the relative displacement of the first friction member and the second friction member;
Is included.

In the above vehicle, the frictional force generated between the first friction member and the second friction member can be changed by changing the contact state between the first friction member and the second friction member. By changing the frictional force so as to increase, the resistance force applied to the operation of the link mechanism increases. Thereby, the inclination of the vehicle body frame in the left-right direction of the vehicle can be suppressed.

When the link mechanism operates, the friction member drive mechanism operates. Specifically, the transmission mechanism rotates in accordance with the operation of the link mechanism, and the downstream connection portion is displaced along the longitudinal direction. The longitudinal direction is also a direction in which the contactable portion of the second friction member with respect to the first friction member extends. Since the extending direction of the contactable part is along the movement locus of the downstream connecting part, the contactable part is unlikely to be displaced in a direction intersecting the longitudinal direction during the operation of the link mechanism. Further, the displacement of the first friction member or the second friction member in the direction intersecting the relative displacement direction is restricted by the restriction portion.

Therefore, during the relative displacement of the first friction member and the second friction member due to the operation of the link mechanism, the displacement of the contactable portion in the direction crossing the direction of the relative displacement can be remarkably suppressed. That is, not only can the contact state between the first friction member and the second friction member be kept constant, but also the size of the first friction member provided for contact with the contactable portion can be minimized. Therefore, a certain resistance force against the link mechanism can be efficiently applied.

The vehicle described above can be configured as follows.
The transmission mechanism has an upstream connecting portion connected to the body frame or the link mechanism,
The upper side connecting portion and the lower side connecting portion are arranged such that the upper edge of the upper cross member and the lower cross are at least at a temporary point from the upright state of the body frame to the maximum inclined state to the left or right. It arrange | positions so that it may overlap with the area | region divided between the lower edges of a member seeing from the front in the front-back direction of the said vehicle body frame.

According to such a configuration, it is possible to suppress or prevent the occurrence of a state in which the operating range of the transmission mechanism deviates from the movable region of the link mechanism. Therefore, it is easy to suppress an increase in size of a configuration that can efficiently apply a certain resistance force to the link mechanism.

The vehicle described above can be configured as follows.
The left portion of the upper cross member is connected to the upper portion of the left side member so as to be rotatable about an upper left rotation axis.
A right portion of the upper cross member is connected to an upper portion of the right side member so as to be rotatable about an upper right rotation axis.
A left portion of the lower cross member is connected to a lower portion of the left side member so as to be rotatable about a lower left rotation axis.
The right portion of the lower cross member is connected to the lower portion of the right side member so as to be rotatable about a lower right rotation axis.
The contactable portion extends in parallel with a plane orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis.

In such a configuration, the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis extend along the front-rear direction of the body frame. Therefore, the relative displacement between the first friction member and the second friction member is performed in a plane extending in the vertical direction and the horizontal direction of the body frame. Therefore, it is easy to suppress the enlargement of the configuration that can efficiently apply a certain resistance force to the link mechanism, particularly in the front-rear direction of the body frame.

The vehicle described above can be configured as follows.
The left portion of the upper cross member is connected to the upper portion of the left side member so as to be rotatable about an upper left rotation axis.
A right portion of the upper cross member is connected to an upper portion of the right side member so as to be rotatable about an upper right rotation axis.
A left portion of the lower cross member is connected to a lower portion of the left side member so as to be rotatable about a lower left rotation axis.
The right portion of the lower cross member is connected to the lower portion of the right side member so as to be rotatable about a lower right rotation axis.
The contactable portion extends in a direction different from a circumferential direction of a circle centered on any one of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. ing.

According to such a configuration, the direction of relative displacement between the first friction member and the second friction member can be determined independently of the operation direction of the link mechanism. Accordingly, it is possible to improve the degree of freedom in shape selection and arrangement in which a certain resistance force to the link mechanism can be efficiently applied.

For example, the vehicle described above can be configured as follows.
The contactable portion extends linearly.

In this case, the vehicle described above can be configured as follows.
The restricting part restricts the displacement of the second friction member in at least three places.

Alternatively, the vehicle described above can be configured as follows.
The contactable portion extends in an arc shape.

For example, the vehicle described above can be configured as follows.
The first friction member is supported by the body frame,
The transmission mechanism causes the first friction member to perform the relative displacement of the second friction member in accordance with the operation of the link mechanism.

Alternatively, the vehicle described above can be configured as follows.
The second friction member is supported by the body frame,
The transmission mechanism causes the second friction member to perform the relative displacement of the first friction member in accordance with the operation of the link mechanism.

In this case, the vehicle described above can be configured as follows.
The resistance force changing mechanism includes an actuator that brings the first friction member into contact with the contactable portion,
The actuator is displaced together with the first friction member.

It is the left view which looked at the whole vehicle concerning a first embodiment from the left. It is a left view which expands and shows the front part of the vehicle of FIG. It is a front view which shows the front part of the vehicle of FIG. It is a top view which shows the front part of the vehicle of FIG. It is a top view which shows the front part of the vehicle of FIG. 1 at the time of steering. It is a front view which shows the front part of the vehicle of FIG. 1 at the time of inclination. It is a figure explaining the structure of the resistance-force change mechanism and friction member drive mechanism of the vehicle of FIG. It is a front view explaining operation | movement of the resistance force change mechanism and friction member drive mechanism of FIG. It is a front view explaining operation | movement of the resistance force change mechanism and friction member drive mechanism of FIG. It is a figure explaining the structure of the resistive force change mechanism and friction member drive mechanism of the vehicle which concern on 2nd embodiment. It is a front view explaining operation | movement of the resistance-force change mechanism of FIG. 9, and a friction member drive mechanism. It is a front view explaining operation | movement of the resistance-force change mechanism of FIG. 9, and a friction member drive mechanism. It is a figure explaining the structure of the resistive force change mechanism and friction member drive mechanism of a vehicle which concern on 3rd embodiment. It is a front view explaining operation | movement of the resistance-force change mechanism of FIG. 11, and a friction member drive mechanism. It is a front view explaining operation | movement of the resistance-force change mechanism of FIG. 11, and a friction member drive mechanism. It is a figure explaining the structure of the resistive force change mechanism and friction member drive mechanism of a vehicle which concern on 4th embodiment. It is a figure explaining the structure of the resistance-force change mechanism and friction member drive mechanism of the vehicle which concern on 5th embodiment. It is a figure explaining the structure of the resistive force change mechanism and friction member drive mechanism of a vehicle which concern on 6th embodiment. It is a figure explaining the structure of the resistive force change mechanism and friction member drive mechanism of a vehicle which concern on 6th embodiment. It is a front view explaining operation | movement of the resistance-force change mechanism and friction member drive mechanism of FIG. It is a front view explaining operation | movement of the resistance-force change mechanism and friction member drive mechanism of FIG. FIG. 16 is a front view showing a modification of the resistance force changing mechanism and the friction member driving mechanism of FIG. 15. It is a front view which shows another modification of the resistance-force change mechanism of FIG. 15, and a friction member drive mechanism. It is a front view explaining operation | movement of the resistance-force change mechanism of FIG. 18, and a friction member drive mechanism. It is a front view explaining operation | movement of the resistance-force change mechanism of FIG. 18, and a friction member drive mechanism.

DETAILED DESCRIPTION Hereinafter, exemplary embodiments will be described in detail with reference to the accompanying drawings.

In the accompanying drawings, arrow F indicates the front direction of the vehicle. Arrow B indicates the backward direction of the vehicle. An arrow U indicates the upward direction of the vehicle. An arrow D indicates the downward direction of the vehicle. An arrow R indicates the right direction of the vehicle. An arrow L indicates the left direction of the vehicle.

The vehicle turns with the body frame tilted in the left-right direction of the vehicle with respect to the vertical direction. Therefore, in addition to the direction based on the vehicle, the direction based on the vehicle body frame is determined. In the accompanying drawings, an arrow FF indicates the front direction of the body frame. An arrow FB indicates the rear direction of the vehicle body frame. An arrow FU indicates the upward direction of the vehicle body frame. An arrow FD indicates the downward direction of the vehicle body frame. An arrow FR indicates the right direction of the body frame. An arrow FL indicates the left direction of the body frame.

In this specification, the “front-rear direction of the body frame”, “left-right direction of the body frame”, and “up-down direction of the body frame” refer to the front-rear direction relative to the body frame when viewed from the driver of the vehicle. Direction, left-right direction, and up-down direction. “The side of the body frame” means the right side or the left side of the body frame in the left-right direction.

In this specification, “extending in the front-rear direction of the body frame” includes extending obliquely with respect to the front-rear direction of the body frame, and the front-rear direction of the body frame compared to the left-right direction and the up-down direction of the body frame. It means to extend with an inclination close to.

In this specification, “extending in the left-right direction of the body frame” includes extending obliquely with respect to the left-right direction of the body frame, and compared with the front-rear direction and the up-down direction of the body frame. It means to extend with an inclination close to.

In this specification, “extending in the vertical direction of the vehicle body frame” includes extending in a vertical direction of the vehicle body frame, and the vertical direction of the vehicle body frame as compared with the front-rear direction and the horizontal direction of the vehicle body frame. It means to extend with an inclination close to.

In this specification, “the vehicle upright state” or “the vehicle body frame upright state” means a state in which the vehicle body is not steered and the vertical direction of the vehicle body frame coincides with the vertical direction. In this state, the direction based on the vehicle coincides with the direction based on the body frame. When the vehicle body frame is turning with the vehicle body frame tilted in the left-right direction with respect to the vertical direction, the vehicle left-right direction does not match the vehicle body frame left-right direction. Also, the vertical direction of the vehicle does not match the vertical direction of the body frame. However, the longitudinal direction of the vehicle coincides with the longitudinal direction of the body frame.

In this specification, “the left side of the member A in the left-right direction of the body frame” refers to a space through which the member A passes when the member A is translated leftward in the left-right direction of the body frame. The same applies to the right side of the member A.

In this specification, “leftward in the left-right direction of the vehicle body frame relative to the member A” means in addition to the space through which the member A passes when the member A is translated leftward in the left-right direction of the vehicle body frame, A space that extends from the space in a direction orthogonal to the left-right direction of the body frame is included. The same applies to the right side of the member A.

In this specification, “above the member A in the vertical direction of the body frame” refers to a space through which the member A passes when the member A is translated upward in the vertical direction of the body frame. The same applies to the lower part of the member A.

In the present specification, “above the body frame in the vertical direction of the body frame” refers to the space in addition to the space through which the member A passes when the member A is translated upward in the vertical direction of the body frame. And a space extending in a direction perpendicular to the vertical direction of the body frame. The same applies to the part below the member A.

In this specification, “front of the member A in the front-rear direction of the body frame” refers to a space through which the member A passes when the member A is translated forward in the front-rear direction of the body frame. The same applies to the rear of the member A.

In this specification, “the front in the front-rear direction of the body frame relative to the member A” means the space in addition to the space through which the member A passes when the member A is translated forward in the front-rear direction of the body frame. A space extending in a direction perpendicular to the front-rear direction of the body frame. The same applies to the rear of the member A.

In the present specification, “rotation” means that the member is displaced at an angle of 360 degrees or more around the axis. In this specification, “turning” means that the member is displaced at an angle of less than 360 degrees around the axis.

In this specification, “connected” means not only a case where a member and another member are directly connected, but also that a member and another member are indirectly connected via another member. It means to be included.

The vehicle 1 according to the first embodiment will be described with reference to FIGS. 1 to 8B. The vehicle 1 is a vehicle including a body frame that can be tilted and two front wheels that are arranged side by side in the left-right direction of the body frame.

As shown in FIG. 1, the vehicle 1 includes a vehicle main body 2, two front wheels 3, a rear wheel 4, a link mechanism 5, and a steering mechanism 6.

The vehicle main body 2 includes a vehicle body frame 21, a vehicle body cover 22, a seat 23, a power unit 24, and a rear arm 26. In FIG. 1, the vehicle body frame 21 is in an upright state. The subsequent description with reference to FIG. 1 is based on the upright state of the body frame 21. FIG. 1 is a left side view of the entire vehicle 1 as viewed from the left in the left-right direction of the body frame 21.

The body frame 21 includes a head pipe 211 and a main frame 212. In FIG. 1, a portion hidden by the body cover 22 of the body frame 21 is indicated by a broken line. The vehicle body frame 21 supports a seat 23 and a power unit 24.

The head pipe 211 is disposed in the front portion of the vehicle 1. When the vehicle 1 is viewed from the left in the left-right direction of the body frame 21, the upper part of the head pipe 211 is disposed behind the lower part of the head pipe 211 in the front-rear direction of the body frame 21.

The main frame 212 is connected to the head pipe 211. The main frame 212 is disposed behind the head pipe 211 in the front-rear direction of the body frame 21. The main frame 212 supports the seat 23, the power unit 24, and the rear arm 26.

The rear arm 26 is disposed behind the main frame 212 in the front-rear direction of the body frame 21. The rear arm 26 extends in the front-rear direction of the body frame 21. A front end portion of the rear arm 26 is supported by the main frame 212 and is rotatable about an axis extending in the left-right direction of the body frame 21. The rear end portion of the rear arm 26 supports the rear wheel 4.

The vehicle body cover 22 includes a front cover 221 and a rear fender 222. The vehicle body cover 22 is a vehicle body part that covers at least a part of a part group constituting the vehicle 1 such as the two front wheels 3, the vehicle body frame 21, the link mechanism 5, and the steering mechanism 6.

The front cover 221 is disposed in front of the seat frame 23 in the front-rear direction of the body frame 21. The front cover 221 covers at least a part of the link mechanism 5 and the steering mechanism 6. The front cover 221 is disposed so as not to be displaced with respect to the vehicle body frame 21.

At least a part of the rear fender 222 is disposed above the rear wheel 4 in the vertical direction of the body frame 21. The rear fender 222 is disposed so as not to be displaced with respect to the rear arm 26.

The two front wheels 3 are arranged below the head pipe 211 in the vertical direction of the body frame 21. At least a part of the two front wheels 3 is disposed below the front cover 221 in the vertical direction of the body frame 21.

At least a part of the rear wheel 4 is disposed below the seat 23 in the vertical direction of the body frame 21. At least a part of the rear wheel 4 is disposed below the rear fender 223 in the vertical direction of the body frame 21.

The vehicle 1 according to the present embodiment is a vehicle on which the driver gets in a posture straddling the vehicle body frame 21. That is, during driving, a part of the vehicle body frame 21 that is disposed in front of the vehicle body frame 21 in the front-rear direction from the seat 23 on which the driver is seated is disposed between both legs of the driver. The driver drives the vehicle 1 with a posture in which the main frame 212 or the front cover 221 positioned in front of the seat frame 23 in the front-rear direction is sandwiched between both legs.

The power unit 24 is disposed in front of the front end of the rear wheel 4 in the front-rear direction of the body frame 21 when the vehicle 1 is viewed from the left-right direction of the body frame 21. The power unit 24 is disposed so as not to be displaced with respect to the vehicle body frame 21. The power unit 24 is disposed so as not to be displaced with respect to the main frame 212. The power unit 24 includes an engine 241 and a transmission unit 242. The engine 241 generates a force that drives the vehicle 1. The transmission unit 242 is a mechanism for transmitting the driving force generated by the engine 241 to the rear wheel 4 and changing the rotational speed of the rear wheel 4. The transmission unit 242 includes a gear box, a clutch, and the like. The transmission unit 242 includes a transmission mechanism. The transmission mechanism may be a stepped transmission mechanism having a plurality of stages, or may be a continuously variable transmission mechanism (CVT).

FIG. 2 is a front view of the front portion of the vehicle 1 as viewed from the front in the front-rear direction of the vehicle body frame 21. In FIG. 2, the body frame 21 is in an upright state. The subsequent description referring to FIG. 2 is based on the upright state of the body frame 21. In FIG. 2, a state seen through the vehicle body cover 22 indicated by a broken line is shown.

The two front wheels 3 include a left front wheel 31 (an example of a left wheel) and a right front wheel 32 (an example of a right wheel). The left front wheel 31 is disposed on the left side in the left-right direction of the body frame 21 with respect to the head pipe 211 that is a part of the body frame 21. The right front wheel 32 is disposed to the right of the body frame 21 in the left-right direction from the head pipe 211. The left front wheel 31 and the right front wheel 32 are arranged side by side in the left-right direction of the body frame 21.

The steering mechanism 6 includes a left buffer mechanism 61, a right buffer mechanism 62, a left bracket 63, and a right bracket 64.

The left shock absorbing mechanism 61 includes a lower left portion 61a. The lower left portion 61a supports the left front wheel 31. The lower left portion 61 a extends in the vertical direction of the body frame 21. The lower left portion 61a includes a left support portion 61b at the lower end thereof. The left front wheel 31 is supported by the left support portion 61b.

The left shock absorbing mechanism 61 includes a left upper part 61c. The upper left portion 61 c extends in the vertical direction of the body frame 21. The upper left portion 61c is disposed above the lower left portion 61a in the vertical direction of the vehicle body frame 21 with a part thereof being inserted into the lower left portion 61a. An upper end portion of the upper left portion 61 c is fixed to the left bracket 63.

The left buffer mechanism 61 is a so-called telescopic buffer mechanism. When the left upper part 61c moves relative to the left lower part 61a in the extending direction of the left lower part 61a, the left shock absorbing mechanism 61 can expand and contract in that direction. Thereby, the left buffer mechanism 61 buffers the displacement in the vertical direction of the body frame 21 of the left front wheel 31 with respect to the upper left portion 61c.

The right shock absorbing mechanism 62 includes a lower right portion 62a. The lower right portion 62a supports the right front wheel 32. The lower right portion 62a extends in the vertical direction of the body frame 21. The lower right portion 62a includes a right support portion 62b at the lower end thereof. The right front wheel 32 is supported by the right support portion 62b.

The right shock absorbing mechanism 62 includes an upper right part 62c. The upper right portion 62c extends in the vertical direction of the body frame 21. The upper right portion 62c is disposed above the right lower portion 62a in the vertical direction of the vehicle body frame 21 with a part thereof being inserted into the lower right portion 62a. The upper end portion of the upper right portion 62c is fixed to the right bracket 64.

The right buffer mechanism 62 is a so-called telescopic buffer mechanism. As the upper right portion 62c moves relative to the lower right portion 62a in the direction in which the lower right portion 62a extends, the right shock absorbing mechanism 62 can expand and contract in that direction. Thereby, the right buffer mechanism 62 buffers the displacement in the vertical direction of the vehicle body frame 21 of the right front wheel 32 with respect to the upper right portion 62c.

The steering mechanism 6 includes a steering force transmission mechanism 65. The steering force transmission mechanism 65 includes a handle bar 651 and a steering shaft 652. The handle bar 651 is attached to the upper part of the steering shaft 652. A part of the steering shaft 652 is rotatably supported by the head pipe 211. An intermediate steering axis Z of the steering shaft 652 extends in the vertical direction of the vehicle body frame 21. As shown in FIG. 1, the upper portion of the steering shaft 652 is arranged behind the vehicle body frame 21 in the front-rear direction from the lower portion thereof. Therefore, the intermediate steering axis Z of the steering shaft 652 is inclined in the front-rear direction of the vehicle body frame 21. The steering shaft 652 rotates about the intermediate steering axis Z according to the operation of the handlebar 651 by the driver.

The steering force transmission mechanism 65 transmits a steering force for the driver to operate the handle bar 651 to the left bracket 63 and the right bracket 64. A specific configuration will be described in detail later.

The vehicle 1 according to the present embodiment employs a parallel four-bar link (also called parallelogram link) type link mechanism 5.

As shown in FIG. 2, the link mechanism 5 is disposed below the handlebar 651 in the vertical direction of the body frame 21. The link mechanism 5 is disposed above the left front wheel 31 and the right front wheel 32 in the vertical direction of the body frame 21. The link mechanism 5 includes an upper cross member 51, a lower cross member 52, a left side member 53, and a right side member 54. The link mechanism 5 is not interlocked with the rotation about the intermediate steering axis Z of the steering shaft 652 accompanying the operation of the handle bar 651. That is, the link mechanism 5 does not rotate with respect to the vehicle body frame 21 around the intermediate steering axis Z.

The head pipe 211 has an upper middle connecting portion 211a. An intermediate portion of the upper cross member 51 is connected to the head pipe 211 via an upper intermediate connecting portion 211a. The upper cross member 51 is rotatable with respect to the head pipe 211 around an upper intermediate connection axis that passes through the upper intermediate connection portion 211a and extends in the front-rear direction of the vehicle body frame 21.

The left side member 53 has an upper left connecting portion 53a. The left end portion of the upper cross member 51 is connected to the left side member 53 via the upper left connecting portion 53a. The upper cross member 51 is rotatable with respect to the left side member 53 about an upper left connecting axis extending through the upper left connecting portion 53a and extending in the front-rear direction of the vehicle body frame 21.

The right side member 54 has an upper right connecting portion 54a. The right end portion of the upper cross member 51 is coupled to the right side member 54 via the upper right coupling portion 54a. The upper cross member 51 is rotatable with respect to the right side member 54 about an upper right connection axis extending in the front-rear direction of the vehicle body frame 21 through the upper right connection portion 54a.

The head pipe 211 has a lower intermediate connecting portion 211b. An intermediate portion of the lower cross member 52 is connected to the head pipe 211 via a lower intermediate connecting portion 211b. The lower cross member 52 is rotatable with respect to the head pipe 211 about a lower intermediate connection axis that extends in the front-rear direction of the vehicle body frame 21 through the lower intermediate connection portion 211b.

The left side member 53 has a lower left connecting portion 53b. The left end portion of the lower cross member 52 is connected to the left side member 53 via the lower left connecting portion 53b. The lower cross member 52 is rotatable with respect to the left side member 53 about a lower left connecting axis extending in the front-rear direction of the body frame 21 through the lower left connecting portion 53b.

The right side member 54 has a lower right connecting portion 54b. The right end portion of the lower cross member 52 is coupled to the right side member 54 via the lower right coupling portion 54b. The lower cross member 52 is rotatable with respect to the right side member 54 about a lower right connection axis extending in the front-rear direction of the vehicle body frame 21 through the lower right connection portion 54b.

The upper middle axis, upper right axis, upper left axis, lower middle axis, lower right axis, and lower left axis extend in parallel to each other. The upper intermediate axis, the upper right axis, the upper left axis, the lower intermediate axis, the lower right axis, and the lower left axis are arranged above the left front wheel 31 and the right front wheel 32 in the vertical direction of the body frame 21.

FIG. 3 is a plan view of the front portion of the vehicle 1 as viewed from above in the vertical direction of the body frame 21. In FIG. 3, the vehicle body frame 21 is in an upright state. The subsequent description referring to FIG. 3 is based on the upright state of the body frame 21. FIG. 3 shows a state seen through the vehicle body cover 22 indicated by a broken line.

The upper cross member 51 is disposed in front of the body pipe 21 in the front-rear direction with respect to the head pipe 211. The upper cross member 51 extends in the left-right direction of the body frame 21.

The lower cross member 52 includes a front element 521 and a rear element 522. The front element 521 is disposed ahead of the head pipe 211 in the front-rear direction of the body frame 21. The rear element 522 is disposed behind the head pipe 211 in the front-rear direction of the body frame 21. The front element 521 and the rear element 522 extend in the left-right direction of the body frame 21. The lower cross member 52 is disposed below the upper cross member 51 in the vertical direction of the vehicle body frame 21.

2 and 3, the left side member 53 is disposed on the left side of the head pipe 211 in the left-right direction of the body frame 21. The left side member 53 is disposed above the left front wheel 31 in the vertical direction of the body frame 21. The left side member 53 extends in the direction in which the head pipe 211 extends. The left side member 53 extends in the direction in which the intermediate steering axis Z of the steering shaft 652 extends. The upper part of the left side member 53 is disposed behind the vehicle body frame 21 in the front-rear direction from the lower part.

The left bracket 63 includes a left rotating member (not shown) at the top thereof. The left turning member is disposed inside the left side member 53 and extends in the same direction as the direction in which the left side member 53 extends. The left turning member can turn around the left steering axis X with respect to the left side member 53. That is, the left bracket 63 can be rotated around the left steering axis X with respect to the left side member 53. The left steering axis X extends in the direction in which the left side member 53 extends. As shown in FIG. 2, the left steering axis X extends in the vertical direction of the vehicle body frame 21 in parallel with the intermediate steering axis Z of the steering shaft 652. As shown in FIG. 3, the left steering axis X extends in the front-rear direction of the vehicle body frame 21 in parallel with the intermediate steering axis Z of the steering shaft 652.

2 and 3, the right side member 54 is disposed on the right side of the head pipe 211 in the left-right direction of the body frame 21. The right side member 54 is disposed above the right front wheel 32 in the vertical direction of the body frame 21. The right side member 54 extends in the direction in which the head pipe 211 extends. The right side member 54 extends in a direction in which the intermediate steering axis Z of the steering shaft 652 extends. The upper part of the right side member 54 is disposed rearward in the front-rear direction of the vehicle body frame 21 from the lower part thereof.

The right bracket 64 includes a right rotation member (not shown) at the top thereof. The right turning member is disposed inside the right side member 54 and extends in the same direction as the direction in which the right side member 54 extends. The right turning member can turn about the right steering axis Y with respect to the right side member 54. That is, the right bracket 64 can be rotated around the right steering axis Y with respect to the right side member 54. The right steering axis Y extends in the direction in which the right side member 54 extends. As shown in FIG. 2, the right steering axis Y extends in the vertical direction of the vehicle body frame 21 in parallel with the intermediate steering axis Z of the steering shaft 652. As shown in FIG. 3, the right steering axis Y extends in the front-rear direction of the vehicle body frame 21 in parallel with the intermediate steering axis Z of the steering shaft 652.

As described above, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 maintain the posture in which the upper cross member 51 and the lower cross member 52 are parallel to each other, and the left side member 53. And the right side member 54 are supported by the vehicle body frame 21 so as to maintain a mutually parallel posture.

As shown in FIGS. 2 and 3, the steering force transmission mechanism 65 includes an intermediate transmission plate 653, a left transmission plate 654, a right transmission plate 655, an intermediate joint 656, and a left joint in addition to the handle bar 651 and the steering shaft 652 described above. 657, right joint 658, and tie rod 659.

The intermediate transmission plate 653 is connected to the lower part of the steering shaft 652. The intermediate transmission plate 653 cannot rotate relative to the steering shaft 652. The intermediate transmission plate 653 can rotate about the intermediate steering axis Z of the steering shaft 652 with respect to the head pipe 211.

The left transmission plate 654 is disposed on the left side of the intermediate transmission plate 653. The left transmission plate 654 is connected to the lower part of the left bracket 63. The left transmission plate 654 cannot rotate relative to the left bracket 63. The left transmission plate 654 is rotatable about the left steering axis X with respect to the left side member 53.

The right transmission plate 655 is disposed on the right side of the intermediate transmission plate 653 in the left-right direction of the vehicle body frame 21. The right transmission plate 655 is connected to the lower part of the right bracket 64. The right transmission plate 655 is not rotatable relative to the right bracket 64. The right transmission plate 655 is rotatable about the right steering axis Y with respect to the right side member 54.

As shown in FIG. 3, the intermediate joint 656 is connected to the front portion of the intermediate transmission plate 653 via a shaft portion extending in the vertical direction of the vehicle body frame 21. The intermediate transmission plate 653 and the intermediate joint 656 are capable of relative rotation about the shaft portion. The left joint 657 is disposed on the left side in the left-right direction of the vehicle body frame 21 with respect to the intermediate joint 656. The left joint 657 is connected to the front portion of the left transmission plate 654 via a shaft portion extending in the vertical direction of the body frame 21. The left transmission plate 654 and the left joint 657 are relatively rotatable around the shaft portion. The right joint 658 is disposed on the right side of the vehicle body frame 21 in the left-right direction with respect to the intermediate joint 656. The right joint 658 is connected to the front portion of the right transmission plate 655 via a shaft portion extending in the vertical direction of the body frame. The right transmission plate 655 and the right joint 658 can be relatively rotated about the shaft portion.

A shaft portion extending in the front-rear direction of the body frame 21 is provided at the front portion of the intermediate joint 656. A shaft portion extending in the front-rear direction of the body frame 21 is provided at the front portion of the left joint 657. A shaft portion extending in the front-rear direction of the body frame 21 is provided at the front portion of the right joint 658. The tie rod 659 extends in the left-right direction of the body frame 21. The tie rod 659 is connected to the intermediate joint 656, the left joint 657, and the right joint 658 through these shaft portions. The tie rod 659 and the intermediate joint 656 are rotatable relative to each other about a shaft portion provided at the front portion of the intermediate joint 656. The tie rod 659 and the left joint 657 are rotatable relative to each other about a shaft provided at the front portion of the left joint 657. The tie rod 659 and the right joint 658 are rotatable relative to each other about a shaft provided at the front portion of the right joint 658.

The left transmission plate 654 is connected to the intermediate transmission plate 653 through the left joint 657, the tie rod 659, and the intermediate joint 656. The right transmission plate 655 is connected to the intermediate transmission plate 653 via the right joint 658, the tie rod 659, and the intermediate joint 656. The left transmission plate 654 and the right transmission plate 655 are connected to each other via a left joint 657, a tie rod 659, and a right joint 658.

Next, the steering operation of the vehicle 1 will be described with reference to FIGS. FIG. 4 is a plan view of the front portion of the vehicle 1 in a state in which the left front wheel 31 and the right front wheel 32 are turned to the left as viewed from above in the vertical direction of the body frame 21. FIG. 4 shows a state seen through the vehicle body cover 22 indicated by a broken line.

When the driver operates the handle bar 651, the steering shaft 652 rotates with respect to the head pipe 211 about the intermediate steering axis Z. In the case of left turning shown in FIG. 4, the steering shaft 652 rotates in the direction of the arrow T. As the steering shaft 652 rotates, the intermediate transmission plate 653 rotates in the direction of arrow T about the intermediate steering axis Z with respect to the head pipe 211.

As the intermediate transmission plate 653 rotates in the direction of arrow T, the intermediate joint 656 of the tie rod 659 rotates in the direction of arrow S with respect to the intermediate transmission plate 653. Thereby, the tie rod 659 moves leftward in the left-right direction of the body frame 21 and rearward in the front-rear direction of the body frame 21 while maintaining the posture.

As the tie rod 659 moves, the left joint 657 and the right joint 658 of the tie rod 659 rotate in the arrow S direction with respect to the left transmission plate 654 and the right transmission plate 655, respectively. As a result, the left transmission plate 654 and the right transmission plate 655 rotate in the direction of the arrow T while maintaining the posture of the tie rod 659.

When the left transmission plate 654 rotates in the direction of the arrow T, the left bracket 63 that cannot rotate relative to the left transmission plate 654 moves the arrow T with respect to the left side member 53 about the left steering axis X. It rotates in the direction of.

When the right transmission plate 655 rotates in the direction of the arrow T, the right bracket 64 that cannot rotate relative to the right transmission plate 655 moves the arrow T about the right steering axis Y with respect to the right side member 54. It rotates in the direction of.

When the left bracket 63 rotates in the direction of arrow T, the left shock absorbing mechanism 61 supported by the left bracket 63 rotates in the direction of arrow T about the left steering axis X with respect to the left side member 53. To do. When the left shock absorbing mechanism 61 rotates in the direction of arrow T, the left front wheel 31 supported by the left shock absorbing mechanism 61 via the left support portion 61b is centered on the left steering axis X with respect to the left side member 53. , Rotate in the direction of arrow T.

When the right bracket 64 rotates in the direction of arrow T, the right shock absorbing mechanism 62 supported by the right bracket 64 rotates in the direction of arrow T about the right steering axis Y with respect to the right side member 54. To do. When the right shock-absorbing mechanism 62 rotates in the direction of arrow T, the right front wheel 32 supported by the right shock-absorbing mechanism 62 via the right support portion 62b is centered on the right steering axis Y with respect to the right side member 54. , Rotate in the direction of arrow T.

When the driver operates the handle bar 651 so as to turn right, the above-described elements rotate in the opposite direction to that when turning left. Since the movement of each element is only reversed left and right, detailed description is omitted.

As described above, the steering mechanism 6 transmits the steering force to the left front wheel 31 and the right front wheel 32 in accordance with the operation of the handlebar 651 by the driver. The left front wheel 31 and the right front wheel 32 rotate about the left steering axis X and the right steering axis Y in directions corresponding to the operation direction of the handlebar 651 by the driver.

Next, the tilting operation of the vehicle 1 will be described with reference to FIGS. FIG. 5 is a front view of the front portion of the vehicle 1 with the body frame 21 tilted to the left of the vehicle 1 as viewed from the front in the front-rear direction of the body frame 21. FIG. 5 shows a state seen through the vehicle body cover 22 indicated by a broken line.

As shown in FIG. 2, when the vehicle 1 is viewed from the front of the body frame 21 in an upright state, the link mechanism 5 has a rectangular shape. As shown in FIG. 5, when the vehicle 1 is viewed from the front of the body frame 21 in the inclined state, the link mechanism 5 has a parallelogram shape. The operation of the link mechanism 5 and the inclination of the vehicle body frame 21 in the left-right direction are interlocked. The operation of the link mechanism 5 is that the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 constituting the link mechanism 5 are an upper middle connecting portion 211a, an upper left connecting portion 53a, and an upper right portion. This means that the link mechanism 5 changes its shape relative to the rotation axis that passes through the connecting portion 54a, the lower intermediate connecting portion 211b, the lower left connecting portion 53b, and the lower right connecting portion 54b. .

For example, as shown in FIG. 5, when the driver tilts the vehicle 1 to the left, the head pipe 211 tilts to the left with respect to the vertical direction. When the head pipe 211 is inclined, the upper cross member 51 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1 around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates counterclockwise as viewed from the front of the vehicle 1 with respect to the head pipe 211 around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the upper cross member 51 moves to the left in the left-right direction with respect to the vehicle body frame 21 with respect to the lower cross member 52.

By this movement, the upper cross member 51 is moved relative to the left side member 53 and the right side member 54 around the upper left axis passing through the upper left connecting portion 53a and the upper right axis passing through the upper right connecting portion 54a, respectively. It turns counterclockwise when viewed from the front of 1. Similarly, the lower cross member 52 has the vehicle 1 with respect to the left side member 53 and the right side member 54 around the lower left axis passing through the lower left connecting portion 53b and the lower right axis passing through the lower right connecting portion 54b, respectively. Rotate counterclockwise as viewed from the front of the. As a result, the left side member 53 and the right side member 54 are tilted to the left of the vehicle 1 with respect to the vertical direction while maintaining a posture parallel to the head pipe 211.

At this time, the lower cross member 52 moves to the left in the left-right direction of the body frame 21 with respect to the tie rod 659. By this movement, the shaft portions provided at the front portions of the intermediate joint 656, the left joint 657, and the right joint 658 rotate with respect to the tie rod 659. As a result, the tie rod 659 maintains a posture parallel to the upper cross member 51 and the lower cross member 52.

As the left side member 53 tilts leftward of the vehicle 1, the left bracket 63 supported by the left side member 53 via the left rotating member tilts leftward of the vehicle 1. With this inclination, the left shock absorbing mechanism 61 supported by the left bracket 63 is also inclined to the left of the vehicle 1. As a result, the left front wheel 31 supported by the left buffer mechanism 61 tilts to the left of the vehicle 1 while maintaining a posture parallel to the head pipe 211.

As the right side member 54 inclines to the left of the vehicle 1, the right bracket 64 supported by the right side member 54 through the right rotation member inclines to the left of the vehicle 1. Along with this inclination, the right shock absorbing mechanism 62 supported by the right bracket 64 also inclines to the left of the vehicle 1. As a result, the right front wheel 32 supported by the right buffer mechanism 62 is tilted to the left of the vehicle 1 while maintaining a posture parallel to the head pipe 211.

The above description regarding the tilting operation of the left front wheel 31 and the right front wheel 32 is based on the vertical direction. However, when the vehicle 1 is tilting (when the link mechanism 5 is operating), the vertical direction of the body frame 21 does not coincide with the vertical vertical direction. When the vertical direction of the vehicle body frame 21 is used as a reference, the relative positions of the left front wheel 31 and the right front wheel 32 in the vertical direction of the vehicle body frame 21 change during the operation of the link mechanism 5. In other words, the link mechanism 5 tilts the body frame 21 to the left or right of the vehicle 1 from the vertical direction by changing the relative position of the left front wheel 31 and the right front wheel 32 in the vertical direction of the body frame 21.

When the driver tilts the vehicle 1 to the right, each element tilts to the right. Since the movement of each element is only reversed left and right, detailed description is omitted.

FIG. 6 is a front view of the front portion of the vehicle 1 viewed from the front in the front-rear direction of the body frame 21 when the vehicle 1 is tilted and steered. A state in which the vehicle 1 is steered leftward while being tilted leftward is shown. In FIG. 6, the state which looked through the vehicle body cover 22 shown with a broken line is shown.

By the steering operation, the left front wheel 31 is rotated counterclockwise about the left steering axis X, and the right front wheel 32 is rotated counterclockwise about the right steering axis Y. By the tilting operation, the left front wheel 31 and the right front wheel 32 are tilted to the left of the vehicle 1 together with the body frame 21. That is, in this state, the link mechanism 5 has a parallelogram shape. The tie rod 659 moves from the position in the upright state of the body frame 21 to the left in the left-right direction of the body frame 21 and rearward in the front-rear direction of the body frame 21.

As shown in FIG. 1, the vehicle 1 includes a resistance force changing mechanism 8. The resistance force changing mechanism 8 is configured to be able to change the resistance force applied to the operation of the link mechanism 5. The resistance force changing mechanism 8 is provided in front of the link mechanism 5 in the front-rear direction of the body frame 21.

FIG. 7 is a front view of the front portion of the vehicle 1 as viewed from the front in the front-rear direction of the body frame 21. In FIG. 7, the body frame 21 is in an upright state. The subsequent description referring to FIG. 7 is based on the upright state of the body frame 21.

The vehicle 1 includes a support frame 81. The support frame 81 is fixed to the lower cross member 52 of the link mechanism 5. Therefore, the support frame 81 can rotate around the lower intermediate axis together with the lower cross member 52 according to the tilting operation of the vehicle 1. That is, the relative position of the support frame 81 and the head pipe 211 can be changed according to the operation of the link mechanism 5.

The resistance force changing mechanism 8 includes a plate 82 and a caliper 83.

The body frame 21 includes a front frame 213 indicated by a broken line. The front frame 213 includes a portion disposed in front of the link mechanism 5. The caliper 83 is supported by the portion. That is, the relative position of the caliper 83 and the head pipe 211 is not changed according to the operation of the link mechanism.

Although not shown, the caliper 83 (an example of the first friction member) includes a pair of pads. The pair of pads are arranged so as to be aligned in the front-rear direction of the body frame 21. Each of the pair of pads is made of a high friction material. The plate 82 is disposed so as to be positioned between the pair of pads.

The pair of pads can be displaced in the front-rear direction of the vehicle body frame 21 so that the distance between the two is reduced by the operation of the hydraulic mechanism or by pulling with a wire. When a predetermined operation is input to a switch (not shown) provided on the handle bar 651, the pair of pads are displaced so that the distance between them becomes small. The front surface and the back surface (an example of the contactable portion) of the plate 82 (an example of the second friction member) can contact one of the pair of pads. That is, the pair of pads can change the contact state of the body frame 21 with respect to the plate 82 in the front-rear direction. The front and back surfaces of the plate 82 extend linearly in the left-right direction of the body frame 21.

The vehicle 1 includes a restriction unit 84 and a transmission mechanism 85. The restricting portion 84 and the transmission mechanism 85 constitute a friction member driving mechanism that relatively displaces the plate 82 and the caliper 83.

The regulating unit 84 includes a first regulating unit 841, a second regulating unit 842, and a third regulating unit 843. The 1st control part 841, the 2nd control part 842, and the 3rd control part 843 are supported by the front frame 213 via the support structure which is not shown in figure.

The first restricting portion 841 and the second restricting portion 842 are disposed on the right side of the body frame 21 in the left-right direction with respect to the head pipe 211. The first restricting portion 841 is disposed at a position where it can contact the upper edge of the plate 82. The second restricting portion 842 is disposed at a position where it can contact the lower edge of the plate 82. The third restricting portion 843 is disposed on the left side in the left-right direction of the body frame 21 with respect to the head pipe 211. The third restricting portion 843 is disposed at a position where it can come into contact with the upper edge of the plate 82. Therefore, the restricting portion 84 restricts the displacement of the plate 82 in the vertical direction of the body frame 21 at three locations.

The transmission mechanism 85 has an upstream connection portion 851 and a downstream connection portion 852. The upstream side connection portion 851 is rotatably connected to the support frame 81. That is, the upstream connecting portion 851 is connected to the lower cross member 52 via the support frame 81. The downstream side connecting portion 852 is rotatably connected to the plate 82. It can be said that the transmission mechanism 85 forms a sub-link mechanism.

FIG. 8A is a front view of the resistance change mechanism 8 in a state in which the vehicle body frame 21 is tilted to the left of the vehicle 1 as viewed from the front in the front-rear direction of the vehicle body frame 21.

As described with reference to FIG. 5, when the driver tilts the vehicle 1 to the left, the head pipe 211 tilts to the left with respect to the vertical direction. When the head pipe 211 is inclined to the left, the caliper 83 and the restricting portion 84 of the resistance changing mechanism 8 fixed to the front frame 213 are inclined to the left.

On the other hand, the upper cross member 51 rotates counterclockwise as viewed from the front of the vehicle 1 with respect to the head pipe 211 around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates counterclockwise as viewed from the front of the vehicle 1 with respect to the head pipe 211 around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the upstream connection portion 851 of the transmission mechanism 85 rotates relative to the support frame 81, and the downstream connection portion 852 of the transmission mechanism 85 rotates relative to the plate 82. Accordingly, the downstream connecting portion 852 is displaced rightward in the left-right direction of the body frame 21, and the plate 82 is displaced in the same direction indicated by the arrow.

FIG. 8B is a front view of the resistance force changing mechanism 8 with the body frame 21 tilted to the right of the vehicle 1 as viewed from the front of the body frame 21 in the front-rear direction.

When the driver tilts the vehicle 1 to the right, the head pipe 211 tilts to the right with respect to the vertical direction. When the head pipe 211 is tilted to the right, the caliper 83 and the restricting portion 84 of the resistance change mechanism 8 fixed to the front frame 213 are tilted to the right.

On the other hand, the upper cross member 51 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1 around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1 around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the upstream connection portion 851 of the transmission mechanism 85 rotates relative to the support frame 81, and the downstream connection portion 852 of the transmission mechanism 85 rotates relative to the plate 82. Accordingly, the downstream connecting portion 852 is displaced leftward in the left-right direction of the body frame 21, and the plate 82 is displaced in the same direction indicated by the arrow.

That is, with the operation of the link mechanism 5, the upstream connection portion 851 of the transmission mechanism 85 and the lower cross member 52 are relatively rotated, and the downstream connection portion 852 of the transmission mechanism 85 and the plate 82 are relatively rotated. By rotating the transmission mechanism 85 with the operation of the link mechanism 5, the downstream side connecting portion 852 is displaced along the left-right direction of the body frame whenever the link mechanism 5 is operating.

When a predetermined operation is input to a switch (not shown) provided on the handle bar 651 while the plate 82 is displaced, the pair of pads in the caliper 83 come into contact with the front surface and the back surface of the plate 82. Thereby, a frictional force is generated between the plate 82 and the caliper 83, and the resistance force against the displacement of the plate 82 is increased. Therefore, resistance to relative rotation of the lower cross member 52 connected to the transmission mechanism 85 and the support frame 81 with respect to the head pipe 211 is also increased. Since the lower cross member 52 is connected to the upper cross member 51 via the left side member 53 and the right side member 54, resistance to the operation of the link mechanism 5 is increased. In other words, the caliper 83 can change the resistance force against the operation of the link mechanism 5 by changing the friction force generated between the caliper 83 and the plate 82.

By applying an appropriate resistance force, the operation of the link mechanism 5 with respect to the head pipe 211 can be prevented. In other words, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 cannot be rotated relative to the head pipe 211. Thereby, the attitude | position with respect to the vertical direction of the head pipe 211 can be fixed. For example, the vehicle 1 can be prevented from tilting in the left-right direction when the vehicle is stopped.

In the above configuration, the displacement direction of the downstream connection portion 852 of the transmission mechanism 85 accompanying the operation of the link mechanism 5 is along the direction in which the plate 82 extends. Accordingly, the plate 82 is not easily displaced in the vertical direction of the vehicle body frame 21 during the relative displacement of the plate 82 and the caliper 83. Further, the displacement of the plate 82 in this direction is restricted by the restriction portion 84.

Therefore, during the relative displacement between the plate 82 and the caliper 83 accompanying the operation of the link mechanism 5, the displacement of the plate 82 in the direction intersecting with the direction of the relative displacement can be remarkably suppressed. That is, not only can the contact state between the plate 82 and the caliper 83 be kept constant, but also the size of the pair of pads provided for contact with the plate 82 can be minimized. Therefore, a certain resistance force to the link mechanism 5 can be efficiently applied.

As can be seen from FIG. 8A, the upstream side connecting portion 851 and the downstream side connecting portion 852 of the transmission mechanism 85 are at least the upper edge 51U and the lower cross member of the upper cross member 51 in the maximum inclination state to the left of the vehicle body frame 21. 52 is arranged so as to overlap with a region defined between the lower edges 52D of the vehicle body frame 21 as viewed from the front in the front-rear direction of the body frame 21.

According to such a configuration, it is possible to suppress the occurrence of a state in which the operating range of the transmission mechanism 85 deviates from the movable region of the link mechanism 5. Therefore, it is easy to suppress an increase in size of a configuration that can efficiently apply a certain resistance force to the link mechanism 5.

As described with reference to FIG. 2, the left portion of the upper cross member 51 is connected to the upper portion of the left side member 53 so as to be rotatable about the upper left rotation axis. The right portion of the upper cross member 51 is connected to the upper portion of the right side member 54 so as to be rotatable about the upper right rotation axis. A left portion of the lower cross member 52 is connected to a lower portion of the left side member 53 so as to be rotatable about a lower left rotation axis. The right portion of the lower cross member 52 is connected to the lower portion of the right side member 54 so as to be rotatable about the lower right rotation axis. In the present embodiment, the front surface and the back surface of the plate 82 (that is, the portion where the caliper 83 can contact) are orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends parallel to the surface.

The upper left rotation axis, upper right rotation axis, lower left rotation axis, and lower right rotation axis extend along the front-rear direction of the body frame 21. Therefore, the relative displacement between the plate 82 and the caliper 83 is performed in a plane extending in the vertical direction and the horizontal direction of the body frame 21. Therefore, it is easy to suppress the enlargement of the configuration that can efficiently apply a certain resistance force to the link mechanism 5, particularly in the front-rear direction of the body frame 21.

In addition, the front surface and the back surface of the plate 82 according to the present embodiment have a circumferential direction of a circle centered on each of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends in different directions.

According to such a configuration, the direction of relative displacement between the plate 82 and the caliper 83 can be determined independently of the operation direction of the link mechanism 5. Therefore, it is possible to improve the degree of freedom of shape selection and arrangement in which a certain resistance force to the link mechanism 5 can be efficiently applied.

In the present embodiment, the transmission mechanism 85 is configured by a single link. However, the transmission mechanism 85 may be configured by a plurality of links connected via at least one joint.

Next, the vehicle 1A according to the second embodiment will be described with reference to FIGS. 9, 10A, and 10B. Constituent elements that are the same as or substantially the same as those of the vehicle 1 according to the first embodiment are given the same reference numerals, and repeated descriptions are omitted.

FIG. 9 is a front view of the front portion of the vehicle 1A as viewed from the front in the front-rear direction of the body frame 21. FIG. In FIG. 9, the vehicle body frame 21 is in an upright state. The subsequent description with reference to FIG. 9 is based on the upright state of the body frame 21. The shapes of the head pipe 211 and the link mechanism 5 are schematically shown.

The vehicle 1A according to the present embodiment includes a resistance change mechanism 9. The resistance force changing mechanism 9 is configured to be able to change the resistance force applied to the operation of the link mechanism 5. The resistance change mechanism 9 is provided in front of the link mechanism 5 in the front-rear direction of the body frame 21.

The resistance change mechanism 9 includes a plate 92 and a caliper 93.

The vehicle body frame 21 includes a front frame (not shown). The front frame includes a portion arranged in front of the link mechanism 5. The caliper 93 is supported by the portion. That is, the relative position of the caliper 93 and the head pipe 211 is not changed according to the operation of the link mechanism.

Although not shown, the caliper 93 (an example of the first friction member) includes a pair of pads. The pair of pads are arranged so as to be aligned in the front-rear direction of the body frame 21. Each of the pair of pads is made of a high friction material. The plate 92 is disposed so as to be positioned between the pair of pads.

The pair of pads can be displaced in the front-rear direction of the vehicle body frame 21 so that the distance between the two is reduced by the operation of the hydraulic mechanism or by pulling with a wire. When a predetermined operation is input to a switch (not shown) provided on the handle bar 651, the pair of pads are displaced so that the distance between them becomes small. The front surface and the back surface (an example of the contactable part) of the plate 92 (an example of the second friction member) can contact with one of the pair of pads. That is, the pair of pads can change the contact state of the body frame 21 with respect to the plate 92 in the front-rear direction. The front and back surfaces of the plate 92 extend linearly in the vertical direction of the body frame 21.

The vehicle 1A includes a restriction unit 94 and a transmission mechanism 95. The restricting portion 94 and the transmission mechanism 95 constitute a friction member driving mechanism that relatively displaces the plate 92 and the caliper 93.

The regulating unit 94 includes a first regulating unit 941, a second regulating unit 942, and a third regulating unit 943. The 1st control part 941, the 2nd control part 942, and the 3rd control part 943 are supported by the front frame not shown via the support structure not shown.

The first restricting portion 941, the second restricting portion 942, and the third restricting portion 943 are arranged on the left side of the body frame 21 in the left-right direction with respect to the head pipe 211. The first restricting portion 941 is disposed at a position where it can contact the left edge of the plate 92 above the upper intermediate connecting portion 211a in the vertical direction of the body frame 21. The second restricting portion 942 is disposed at a position where it can contact the right edge of the plate 92 above the upper intermediate connecting portion 211a in the vertical direction of the body frame 21. The third restricting portion 943 is disposed at a position where it can contact the upper edge of the plate 92 below the upper intermediate connecting portion 211a in the vertical direction of the body frame 21. Therefore, the restricting portion 94 restricts displacement of the plate 92 in the left-right direction of the body frame 21 at three locations.

The transmission mechanism 95 has an upstream connecting portion 951 and a downstream connecting portion 952. The upstream connecting portion 951 is connected to the upper cross member 51 so as to be rotatable. The downstream side connection portion 952 is rotatably connected to the plate 92. It can be said that the transmission mechanism 95 constitutes a sub-link mechanism.

FIG. 10A is a front view of the resistance change mechanism 9 in a state in which the body frame 21 is tilted to the left of the vehicle 1A, as viewed from the front of the body frame 21 in the front-rear direction.

As described with reference to FIG. 5, when the driver tilts the vehicle 1A to the left, the head pipe 211 tilts to the left with respect to the vertical direction. When the head pipe 211 is inclined to the left, the caliper 93 and the restricting portion 94 of the resistance changing mechanism 9 fixed to the front frame are inclined to the left.

On the other hand, the upper cross member 51 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1A around the upper intermediate axis passing through the upper intermediate coupling portion 211a. Similarly, the lower cross member 52 rotates about the lower intermediate axis passing through the lower intermediate connecting portion 211b counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1A. As a result, the upstream connection portion 951 of the transmission mechanism 95 rotates relative to the upper cross member 51, and the downstream connection portion 952 of the transmission mechanism 95 rotates relative to the plate 92. Accordingly, the downstream connecting portion 952 is displaced upward in the vertical direction of the body frame 21, and the plate 92 is displaced in the same direction indicated by the arrow.

FIG. 10B is a front view of the resistance force changing mechanism 9 with the body frame 21 tilted to the right of the vehicle 1A as viewed from the front of the body frame 21 in the front-rear direction.

When the driver tilts the vehicle 1A to the right, the head pipe 211 tilts to the right with respect to the vertical direction. When the head pipe 211 tilts to the right, the caliper 93 and the restricting portion 94 of the resistance force changing mechanism 9 fixed to the front frame tilt to the right.

On the other hand, the upper cross member 51 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1A around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1A around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the upstream connection portion 951 of the transmission mechanism 95 rotates relative to the upper cross member 51, and the downstream connection portion 952 of the transmission mechanism 95 rotates relative to the plate 92. Accordingly, the downstream connecting portion 952 is displaced downward in the vertical direction of the body frame 21, and the plate 92 is displaced in the same direction indicated by the arrow.

That is, with the operation of the link mechanism 5, the upstream side connection portion 951 and the upper cross member 51 of the transmission mechanism 95 are relatively rotated, and the downstream side connection portion 952 of the transmission mechanism 95 and the plate 92 are relatively rotated. By rotating the transmission mechanism 95 in accordance with the operation of the link mechanism 5, the downstream connecting portion 952 is displaced along the vertical direction of the body frame whenever the link mechanism 5 is operating.

When a predetermined operation is input to a switch (not shown) provided on the handle bar 651 while the plate 92 is displaced, the pair of pads in the caliper 93 come into contact with the front surface and the back surface of the plate 92. Thereby, a frictional force is generated between the plate 92 and the caliper 93, and the resistance force against the displacement of the plate 92 is increased. Therefore, the resistance against relative rotation of the upper cross member 51 connected to the head pipe 211 via the transmission mechanism 95 is also increased. Since the upper cross member 51 is connected to the lower cross member 52 via the left side member 53 and the right side member 54, resistance to the operation of the link mechanism 5 is increased. In other words, the caliper 93 can change the resistance force against the operation of the link mechanism 5 by changing the friction force generated between the caliper 93 and the plate 92.

By applying an appropriate resistance force, the operation of the link mechanism 5 with respect to the head pipe 211 can be prevented. In other words, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 cannot be rotated relative to the head pipe 211. Thereby, the attitude | position with respect to the vertical direction of the head pipe 211 can be fixed. For example, the vehicle 1A can be prevented from tilting in the left-right direction when the vehicle is stopped.

In the above configuration, the displacement direction of the downstream connection portion 952 of the transmission mechanism 95 accompanying the operation of the link mechanism 5 is along the direction in which the plate 92 extends. Accordingly, the plate 92 is unlikely to be displaced in the left-right direction of the vehicle body frame 21 during the relative displacement between the plate 92 and the caliper 93. Further, the displacement of the plate 92 in this direction is regulated by the regulation unit 94.

Therefore, during the relative displacement between the plate 92 and the caliper 93 due to the operation of the link mechanism 5, the displacement of the plate 92 in the direction intersecting with the direction of the relative displacement can be remarkably suppressed. That is, not only can the contact state between the plate 92 and the caliper 93 be kept constant, but also the size of the pair of pads provided for contact with the plate 92 can be minimized. Therefore, a certain resistance force to the link mechanism 5 can be efficiently applied.

As can be seen from FIG. 9, FIG. 10A, and FIG. 10B, the upstream side connection portion 951 and the downstream side connection portion 952 of the transmission mechanism 95 reach the maximum inclination state from the upright state of the vehicle body frame 21 to the left side or the right side. In the meantime, the region defined between the upper edge 51U of the upper cross member 51 and the lower edge 52D of the lower cross member 52 is disposed so as to always overlap when viewed from the front in the front-rear direction of the body frame 21.

According to such a configuration, it is possible to prevent occurrence of a state in which the operating range of the transmission mechanism 95 deviates from the movable region of the link mechanism 5. Therefore, it is easy to suppress an increase in size of a configuration that can efficiently apply a certain resistance force to the link mechanism 5.

As described with reference to FIG. 2, the left portion of the upper cross member 51 is connected to the upper portion of the left side member 53 so as to be rotatable about the upper left rotation axis. The right portion of the upper cross member 51 is connected to the upper portion of the right side member 54 so as to be rotatable about the upper right rotation axis. A left portion of the lower cross member 52 is connected to a lower portion of the left side member 53 so as to be rotatable about a lower left rotation axis. The right portion of the lower cross member 52 is connected to the lower portion of the right side member 54 so as to be rotatable about the lower right rotation axis. In the present embodiment, the front surface and the back surface of the plate 92 (that is, the portion where the caliper 93 can contact) are orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends parallel to the surface.

The upper left rotation axis, upper right rotation axis, lower left rotation axis, and lower right rotation axis extend along the front-rear direction of the body frame 21. Therefore, the relative displacement between the plate 92 and the caliper 93 is performed in a plane extending in the vertical direction and the horizontal direction of the body frame 21. Therefore, it is easy to suppress the enlargement of the configuration that can efficiently apply a certain resistance force to the link mechanism 5, particularly in the front-rear direction of the body frame 21.

In addition, the front surface and the back surface of the plate 92 according to the present embodiment have a circumferential direction of a circle around each of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends in different directions.

According to such a configuration, the direction of relative displacement between the plate 92 and the caliper 93 can be determined independently of the operation direction of the link mechanism 5. Therefore, it is possible to improve the degree of freedom of shape selection and arrangement in which a certain resistance force to the link mechanism 5 can be efficiently applied.

In the present embodiment, the resistance force changing mechanism 9 is disposed on the left side in the left-right direction of the body frame 21 with respect to the head pipe 211. However, the resistance force changing mechanism 9 may be arranged on the right side of the body frame 21 in the left-right direction with respect to the head pipe 211.

In this embodiment, the transmission mechanism 95 is configured by a single link. However, the transmission mechanism 95 may be configured by a plurality of links connected via at least one joint.

Next, the vehicle 1B according to the third embodiment will be described with reference to FIGS. 11, 12A, and 12B. Constituent elements that are the same as or substantially the same as those of the vehicle 1 according to the first embodiment are given the same reference numerals, and repeated descriptions are omitted. The shapes of the head pipe 211 and the link mechanism 5 are schematically shown.

FIG. 11 is a front view of the front portion of the vehicle 1B as viewed from the front in the front-rear direction of the body frame 21. FIG. In FIG. 11, the body frame 21 is in an upright state. The subsequent description referring to FIG. 11 is based on the upright state of the body frame 21.

The vehicle 1B according to the present embodiment includes a resistance change mechanism 10. The resistance force changing mechanism 10 is configured to be able to change the resistance force applied to the operation of the link mechanism 5. The resistance force changing mechanism 10 is provided in front of the link mechanism 5 in the front-rear direction of the body frame 21.

The resistance changing mechanism 10 includes a plate 102 and a caliper 103.

The vehicle body frame 21 includes a front frame (not shown). The front frame includes a portion arranged in front of the link mechanism 5. The caliper 103 is supported by the portion. That is, the relative position of the caliper 103 and the head pipe 211 is not changed according to the operation of the link mechanism.

Although not shown, the caliper 103 (an example of the first friction member) includes a pair of pads. The pair of pads are arranged so as to be aligned in the front-rear direction of the body frame 21. Each of the pair of pads is made of a high friction material. The plate 102 is disposed so as to be positioned between the pair of pads.

The pair of pads can be displaced in the front-rear direction of the vehicle body frame 21 so that the distance between the two is reduced by the operation of the hydraulic mechanism or by pulling with a wire. When a predetermined operation is input to a switch (not shown) provided on the handle bar 651, the pair of pads are displaced so that the distance between them becomes small. A front surface and a back surface (an example of a contactable portion) of the plate 102 (an example of a second friction member) can contact one of a pair of pads. That is, the pair of pads can change the contact state of the body frame 21 with respect to the plate 102 in the front-rear direction. The front and back surfaces of the plate 102 extend linearly in the vertical direction of the body frame 21.

The vehicle 1B includes a restriction unit 104 and a transmission mechanism 105. The restricting portion 104 and the transmission mechanism 105 constitute a friction member driving mechanism that relatively displaces the plate 102 and the caliper 103.

The regulating unit 104 includes a first regulating unit 1041, a second regulating unit 1042, and a third regulating unit 1043. The 1st control part 1041, the 2nd control part 1042, and the 3rd control part 1043 are supported by the front frame not shown via the support structure not shown.

The first restricting portion 1041, the second restricting portion 1042, and the third restricting portion 1043 are disposed on the left side in the left-right direction of the vehicle body frame 21 with respect to the head pipe 211. The first restricting portion 1041 is disposed at a position where it can contact the left edge of the plate 102 above the upper intermediate connecting portion 211a in the vertical direction of the body frame 21. The second restricting portion 1042 is disposed at a position that can contact the right edge of the plate 102 above the upper intermediate connecting portion 211a in the vertical direction of the body frame 21. The third restricting portion 1043 is disposed at a position in contact with the upper edge of the plate 102 below the upper intermediate connecting portion 211a in the vertical direction of the body frame 21. Therefore, the restricting portion 104 restricts the displacement of the plate 102 in the left-right direction of the body frame 21 at three locations.

The transmission mechanism 105 includes an upstream side connecting portion 1051 and a downstream side connecting portion 1052. The upstream connecting portion 1051 is connected to the left side member 53 so as to be rotatable. The downstream side connecting portion 1052 is rotatably connected to the plate 102. It can be said that the transmission mechanism 105 constitutes a sub-link mechanism.

FIG. 12A is a front view of the resistance force changing mechanism 10 in a state in which the vehicle body frame 21 is inclined to the left of the vehicle 1B, as viewed from the front in the front-rear direction of the vehicle body frame 21.

As described with reference to FIG. 5, when the driver tilts the vehicle 1B to the left, the head pipe 211 tilts to the left with respect to the vertical direction. When the head pipe 211 is inclined to the left, the caliper 103 and the restricting portion 104 of the resistance force changing mechanism 10 fixed to the front frame are inclined to the left.

On the other hand, the upper cross member 51 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1B around the upper intermediate axis passing through the upper intermediate coupling portion 211a. Similarly, the lower cross member 52 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1B around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the upstream connection portion 1051 of the transmission mechanism 105 rotates relative to the left side member 53, and the downstream connection portion 1052 of the transmission mechanism 105 rotates relative to the plate 102. Accordingly, the downstream connecting portion 1052 is displaced upward in the vertical direction of the vehicle body frame 21, and the plate 102 is displaced in the same direction indicated by an arrow.

FIG. 12B is a front view of the resistance force changing mechanism 10 in a state in which the vehicle body frame 21 is inclined to the right of the vehicle 1B, as viewed from the front in the front-rear direction of the vehicle body frame 21.

When the driver tilts the vehicle 1B to the right, the head pipe 211 tilts to the right with respect to the vertical direction. When the head pipe 211 is tilted to the right, the caliper 103 and the restricting portion 104 of the resistance force changing mechanism 10 fixed to the front frame are tilted to the right.

On the other hand, the upper cross member 51 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1B around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1B around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the upstream connection portion 1051 of the transmission mechanism 105 rotates relative to the left side member 53, and the downstream connection portion 1052 of the transmission mechanism 105 rotates relative to the plate 102. Accordingly, the downstream connecting portion 1052 is displaced downward in the vertical direction of the vehicle body frame 21, and the plate 102 is displaced in the same direction indicated by an arrow.

That is, with the operation of the link mechanism 5, the upstream side connection portion 1051 and the left side member 53 of the transmission mechanism 105 are relatively rotated, and the downstream side connection portion 1052 of the transmission mechanism 105 and the plate 102 are relatively rotated. By rotating the transmission mechanism 105 in accordance with the operation of the link mechanism 5, the downstream side connecting portion 1052 of the transmission mechanism 105 is displaced along the vertical direction of the body frame whenever the link mechanism 5 is operating.

When a predetermined operation is input to a switch (not shown) provided on the handle bar 651 while the plate 102 is displaced, a pair of pads in the caliper 103 come into contact with the front surface and the back surface of the plate 102. Thereby, a frictional force is generated between the plate 102 and the caliper 103, and the resistance force against the displacement of the plate 102 is increased. Accordingly, the resistance force of the left side member 53 connected via the transmission mechanism 105 relative to the head pipe 211 is also increased. Since the left side member 53 is connected to the right side member 54 via the upper cross member 51 and the lower cross member 52, resistance to the operation of the link mechanism 5 is increased. In other words, the caliper 103 can change the resistance force against the operation of the link mechanism 5 by changing the friction force generated between the caliper 103 and the plate 102.

By applying an appropriate resistance force, the operation of the link mechanism 5 with respect to the head pipe 211 can be prevented. In other words, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 cannot be rotated relative to the head pipe 211. Thereby, the attitude | position with respect to the vertical direction of the head pipe 211 can be fixed. For example, the vehicle 1B can be prevented from tilting in the left-right direction when the vehicle is stopped.

In the above configuration, the displacement direction of the downstream connection portion 1052 of the transmission mechanism 105 accompanying the operation of the link mechanism 5 is along the direction in which the plate 102 extends. Thus, the plate 102 is unlikely to be displaced in the left-right direction of the vehicle body frame 21 during the relative displacement between the plate 102 and the caliper 103. Further, the displacement of the plate 102 in the direction is regulated by the regulation unit 104.

Therefore, during the relative displacement between the plate 102 and the caliper 103 due to the operation of the link mechanism 5, the displacement of the plate 102 in the direction intersecting with the direction of the relative displacement can be remarkably suppressed. That is, not only can the contact state between the plate 102 and the caliper 103 be kept constant, but also the size of the pair of pads provided for contact with the plate 102 can be minimized. Therefore, a certain resistance force to the link mechanism 5 can be efficiently applied.

As can be seen from FIGS. 11, 12A, and 12B, the upstream side connecting portion 1051 and the downstream side connecting portion 1052 of the transmission mechanism 105 reach the maximum inclination state from the upright state of the vehicle body frame 21 to the left or right. In the meantime, the region defined between the upper edge 51U of the upper cross member 51 and the lower edge 52D of the lower cross member 52 is disposed so as to always overlap when viewed from the front in the front-rear direction of the body frame 21.

According to such a configuration, it is possible to suppress the occurrence of a state in which the operating range of the transmission mechanism 105 deviates from the movable region of the link mechanism 5. Therefore, it is easy to suppress an increase in size of a configuration that can efficiently apply a certain resistance force to the link mechanism 5.

In the present embodiment, the resistance force changing mechanism 10 is disposed on the left side in the left-right direction of the body frame 21 with respect to the head pipe 211, and the upstream side connection portion 1051 of the transmission mechanism 105 is connected to the left side member 53. Yes. However, the resistance force changing mechanism 10 may be disposed on the right side in the left-right direction of the vehicle body frame 21 relative to the head pipe 211, and the upstream side connection portion 1051 of the transmission mechanism 105 may be connected to the right side member 54.

As described with reference to FIG. 2, the left portion of the upper cross member 51 is connected to the upper portion of the left side member 53 so as to be rotatable about the upper left rotation axis. The right portion of the upper cross member 51 is connected to the upper portion of the right side member 54 so as to be rotatable about the upper right rotation axis. A left portion of the lower cross member 52 is connected to a lower portion of the left side member 53 so as to be rotatable about a lower left rotation axis. The right portion of the lower cross member 52 is connected to the lower portion of the right side member 54 so as to be rotatable about the lower right rotation axis. In the present embodiment, the front surface and the back surface of the plate 102 (that is, the portion where the caliper 103 can contact) are orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends parallel to the surface.

The upper left rotation axis, upper right rotation axis, lower left rotation axis, and lower right rotation axis extend along the front-rear direction of the body frame 21. Therefore, the relative displacement between the plate 102 and the caliper 103 is performed in a plane extending in the vertical direction and the horizontal direction of the body frame 21. Therefore, it is easy to suppress the enlargement of the configuration that can efficiently apply a certain resistance force to the link mechanism 5, particularly in the front-rear direction of the body frame 21.

Further, the front surface and the back surface of the plate 102 according to the present embodiment have a circumferential direction of a circle centered on each of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends in different directions.

According to such a configuration, the direction of relative displacement between the plate 102 and the caliper 103 can be determined independently of the operation direction of the link mechanism 5. Therefore, it is possible to improve the degree of freedom of shape selection and arrangement in which a certain resistance force to the link mechanism 5 can be efficiently applied.

In this embodiment, the transmission mechanism 105 is configured by a single link. However, the transmission mechanism 105 may be configured by a plurality of links connected via at least one joint.

Next, a vehicle 1C according to the fourth embodiment will be described with reference to FIG. Constituent elements that are the same as or substantially the same as those of the vehicle 1 according to the first embodiment are given the same reference numerals, and repeated descriptions are omitted.

FIG. 13 is a front view of the front portion of the vehicle 1 </ b> C as viewed from the front in the front-rear direction of the body frame 21. In FIG. 13, the body frame 21 is in an upright state. The subsequent description with reference to FIG. 13 is based on the upright state of the body frame 21.

The vehicle 1 </ b> C according to the present embodiment includes a resistance change mechanism 11. The resistance force changing mechanism 11 is configured to be able to change the resistance force applied to the operation of the link mechanism 5. The resistance force changing mechanism 11 is provided in front of the link mechanism 5 in the front-rear direction of the body frame 21.

The resistance changing mechanism 11 includes a plate 112 and a caliper 113.

The caliper 113 is supported by the upper cross member 51. Although not shown, the caliper 113 (an example of the first friction member) includes a pair of pads. The pair of pads are arranged so as to be aligned in the front-rear direction of the body frame 21. Each of the pair of pads is made of a high friction material. The plate 112 is disposed so as to be positioned between the pair of pads.

The pair of pads can be displaced in the front-rear direction of the vehicle body frame 21 so that the distance between the two is reduced by the operation of the hydraulic mechanism or by pulling with a wire. When a predetermined operation is input to a switch (not shown) provided on the handle bar 651, the pair of pads are displaced so that the distance between them becomes small. The front surface and the back surface (an example of the contactable portion) of the plate 112 (an example of the second friction member) can contact one of the pair of pads. That is, the pair of pads can change the contact state in the front-rear direction of the upper cross member 51 with respect to the plate 112. The front and back surfaces of the plate 112 extend linearly in the left-right direction of the upper cross member 51.

The vehicle 1 </ b> C includes a restriction unit 114 and a transmission mechanism 115. The restricting portion 114 and the transmission mechanism 115 constitute a friction member driving mechanism that relatively displaces the plate 112 and the caliper 113.

The regulating unit 114 includes a first regulating unit 1141, a second regulating unit 1142, and a third regulating unit 1143. The first restriction part 1141, the second restriction part 1142, and the third restriction part 1143 are supported by the upper cross member 51.

The first restricting portion 1141 and the second restricting portion 1142 are disposed on the left side of the body frame 21 in the left-right direction with respect to the head pipe 211. The first restricting portion 1141 is disposed at a position where it can contact the upper edge of the plate 112. The second restricting portion 1142 is disposed at a position where it can come into contact with the lower edge of the plate 112. The third restricting portion 1143 is disposed on the right side of the body frame 21 in the left-right direction with respect to the head pipe 211. The third restricting portion 1143 is disposed at a position where it can contact the upper edge of the plate 112. Accordingly, the restricting portion 114 restricts the displacement of the plate 112 in the vertical direction (an example of the third direction) of the upper cross member 51 at three locations.

The transmission mechanism 115 has an upstream connecting portion 1151 and a downstream connecting portion 1152. The upstream side connection portion 1151 is rotatably connected to the head pipe 211 via the lower intermediate connection portion 211b. The downstream side connecting portion 1152 is rotatably connected to the plate 112. It can be said that the transmission mechanism 115 constitutes a sub-link mechanism.

As described with reference to FIG. 5, when the driver tilts the vehicle 1C to the left, the head pipe 211 tilts to the left with respect to the vertical direction. On the other hand, the upper cross member 51 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1C around the upper intermediate axis passing through the upper intermediate coupling portion 211a. Similarly, the lower cross member 52 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1C around the lower intermediate axis passing through the lower intermediate connecting portion 211b.

Thereby, even if the vehicle 1C is inclined, the caliper 113 and the restricting portion 114 supported by the upper cross member 51 do not change the posture. On the other hand, the upstream connection portion 1151 of the transmission mechanism 115 rotates relative to the lower intermediate connection portion 211b, and the downstream connection portion 1152 of the transmission mechanism 115 rotates relative to the plate 112. Therefore, the downstream side connecting portion 1152 is displaced rightward in the left-right direction of the upper cross member 51, and the plate 112 is displaced in the same direction.

When the driver tilts the vehicle 1C to the right, the head pipe 211 tilts to the right with respect to the vertical direction. On the other hand, the upper cross member 51 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1C around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1C around the lower intermediate axis passing through the lower intermediate connecting portion 211b.

That is, with the operation of the link mechanism 5, the upstream side connection part 1151 and the lower intermediate connection part 211 b of the transmission mechanism 115 rotate relative to each other, and the downstream side connection part 1152 of the transmission mechanism 115 and the plate 112 rotate relative to each other. By rotating the transmission mechanism 115 with the operation of the link mechanism 5, the downstream side connecting portion 1152 of the transmission mechanism 115 is displaced along the left-right direction of the upper cross member 51 whenever the link mechanism 5 is operating.

When a predetermined operation is input to a switch (not shown) provided on the handle bar 651 while the plate 112 is displaced, the pair of pads in the caliper 113 come into contact with the front surface and the back surface of the plate 112. Thereby, a frictional force is generated between the plate 112 and the caliper 113, and the resistance force against the displacement of the plate 112 is increased. Therefore, the resistance force of the lower cross member 52 connected via the transmission mechanism 115 relative to the head pipe 211 is also increased. Since the lower cross member 52 is connected to the upper cross member 51 via the left side member 53 and the right side member 54, resistance to the operation of the link mechanism 5 is increased. In other words, the caliper 113 can change the resistance force against the operation of the link mechanism 5 by changing the friction force generated between the caliper 113 and the plate 112.

By applying an appropriate resistance force, the operation of the link mechanism 5 with respect to the head pipe 211 can be prevented. In other words, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 cannot be rotated relative to the head pipe 211. Thereby, the attitude | position with respect to the vertical direction of the head pipe 211 can be fixed. For example, the vehicle 1C can be prevented from tilting in the left-right direction when the vehicle is stopped.

In the above configuration, the displacement direction of the downstream connection portion 1152 of the transmission mechanism 115 accompanying the operation of the link mechanism 5 is along the direction in which the plate 112 extends. Accordingly, the plate 112 is not easily displaced in the vertical direction of the vehicle body frame 21 during the relative displacement of the plate 112 and the caliper 113. Further, the displacement of the plate 112 in the direction is regulated by the regulation unit 114.

Therefore, during the relative displacement of the plate 112 and the caliper 113 due to the operation of the link mechanism 5, the displacement of the plate 112 in the direction intersecting with the direction of the relative displacement can be remarkably suppressed. That is, not only can the contact state between the plate 112 and the caliper 113 be kept constant, but also the size of the pair of pads provided for contact with the plate 112 can be minimized. Therefore, a certain resistance force to the link mechanism 5 can be efficiently applied.

The upstream connecting portion 1151 and the downstream connecting portion 1152 of the transmission mechanism 115 are regions defined between the upper edge 51U of the upper cross member 51 and the lower edge 52D of the lower cross member 52 at least in the upright state of the vehicle body frame 21. And the vehicle body frame 21 are arranged so as to overlap each other when viewed from the front in the front-rear direction.

According to such a configuration, it is possible to suppress the occurrence of a state in which the operating range of the transmission mechanism 115 deviates from the movable region of the link mechanism 5. Therefore, it is easy to suppress an increase in size of a configuration that can efficiently apply a certain resistance force to the link mechanism 5.

As described with reference to FIG. 2, the left portion of the upper cross member 51 is connected to the upper portion of the left side member 53 so as to be rotatable about the upper left rotation axis. The right portion of the upper cross member 51 is connected to the upper portion of the right side member 54 so as to be rotatable about the upper right rotation axis. A left portion of the lower cross member 52 is connected to a lower portion of the left side member 53 so as to be rotatable about a lower left rotation axis. The right portion of the lower cross member 52 is connected to the lower portion of the right side member 54 so as to be rotatable about the lower right rotation axis. In the present embodiment, the front surface and the back surface of the plate 112 (that is, the portion where the caliper 113 can contact) are orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends parallel to the surface.

The upper left rotation axis, upper right rotation axis, lower left rotation axis, and lower right rotation axis extend along the front-rear direction of the body frame 21. Therefore, the relative displacement between the plate 112 and the caliper 113 is performed in a plane extending in the vertical direction and the horizontal direction of the body frame 21. Therefore, it is easy to suppress the enlargement of the configuration that can efficiently apply a certain resistance force to the link mechanism 5, particularly in the front-rear direction of the body frame 21.

In addition, the front surface and the back surface of the plate 112 according to the present embodiment have a circumferential direction of a circle centered on each of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends in different directions.

According to such a configuration, the direction of relative displacement between the plate 112 and the caliper 113 can be determined independently of the operation direction of the link mechanism 5. Therefore, it is possible to improve the degree of freedom of shape selection and arrangement in which a certain resistance force to the link mechanism 5 can be efficiently applied.

In the present embodiment, the transmission mechanism 115 is configured by a single link. However, the transmission mechanism 115 may be configured by a plurality of links connected via at least one joint.

Next, a vehicle 1D according to the fifth embodiment will be described with reference to FIG. Constituent elements that are the same as or substantially the same as those of the vehicle 1 according to the first embodiment are given the same reference numerals, and repeated descriptions are omitted.

FIG. 14 is a front view of the front portion of the vehicle 1D as viewed from the front in the front-rear direction of the body frame 21. FIG. In FIG. 14, the vehicle body frame 21 is in an upright state. The following description referring to FIG. 14 is based on the upright state of the body frame 21.

The vehicle 1D according to the present embodiment includes a support frame 121. The support frame 121 is fixed to the upper intermediate connecting portion 211a and the lower intermediate connecting portion 211b of the head pipe 211. Therefore, the relative position of the support frame 121 and the head pipe 211 does not change with the tilting operation of the vehicle 1. That is, the support frame 121 can be regarded as a part of the vehicle body frame 21.

The vehicle 1D includes a resistance change mechanism 12. The resistance force changing mechanism 12 is configured to be able to change the resistance force applied to the operation of the link mechanism 5. The resistance force changing mechanism 12 is provided in front of the link mechanism 5 in the front-rear direction of the body frame 21.

The resistance changing mechanism 12 includes a plate 122 and a caliper 123.

The plate 122 is fixed to the support frame 121. The plate 122 has a fan shape. The plate 122 has an outer edge portion 1221 extending in an arc shape. In FIG. 14, the outer edge portion 1221 is shown as a hatched region. The plate 122 is supported by the support frame 121 so as to be rotatable about the connecting portion 1222.

The caliper 123 is supported by the upper end portion of the support frame 121. That is, the relative position of the caliper 123 and the head pipe 211 is not changed according to the operation of the link mechanism.

Although illustration is omitted, the caliper 123 (an example of the first friction member) includes a pair of pads. The pair of pads are arranged so as to be aligned in the front-rear direction of the body frame 21. Each of the pair of pads is made of a high friction material. The plate 122 is disposed so as to be positioned between the pair of pads.

The pair of pads can be displaced in the front-rear direction of the vehicle body frame 21 so that the distance between the two is reduced by the operation of the hydraulic mechanism or by pulling with a wire. When a predetermined operation is input to a switch (not shown) provided on the handle bar 651, the pair of pads are displaced so that the distance between them becomes small. The outer edge portion 1221 (an example of the contactable portion) of the plate 122 (an example of the second friction member) can contact with one of the pair of pads. That is, the pair of pads can change the contact state of the body frame 21 with respect to the plate 122 in the front-rear direction.

The outer edge portion 1221 of the plate 122 is disposed so as to extend in the circumferential direction of the arc centering on the connecting portion 1222. An arc centering on the connecting portion 1222 is located in a plane orthogonal to the front-rear direction of the body frame. More specifically, the arc centered on the connecting portion 1222 is an upper intermediate rotating axis passing through the upper intermediate connecting portion 211a in the link mechanism 5, an upper left rotating axis passing through the upper left connecting portion 53a, and an upper right connecting portion. Orthogonal to the upper right turning axis passing through 54a, the lower middle turning axis passing through lower lower connecting part 211b, the lower left turning axis passing through lower left connecting part 53b, and the lower right turning axis passing through lower right connecting part 54b It is located in the plane to be. The connecting portion 1222 (an example of a restricting portion) restricts displacement of the plate 122 in the radial direction of the arc centered on the connecting portion 1222.

The vehicle 1D includes a transmission mechanism 125. The transmission mechanism 125 includes an upstream side connection part 1251 and a downstream side connection part 1252. The upstream connecting portion 1251 is connected to the upper cross member 51 so as to be rotatable. The downstream side connection part 1252 is rotatably connected to the plate 122. It can be said that the transmission mechanism 125 constitutes a sub-link mechanism.

The connecting portion 1222 and the transmission mechanism 125 of the plate 122 constitute a friction member driving mechanism that relatively displaces the plate 122 and the caliper 123.

As described with reference to FIG. 5, when the driver tilts the vehicle 1D to the left, the head pipe 211 tilts to the left with respect to the vertical direction. When the head pipe 211 tilts to the left, the support frame 121 fixed to the head pipe 211 and the caliper 123 fixed to the support frame 121 tilt to the left.

On the other hand, the upper cross member 51 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1D around the upper intermediate axis passing through the upper intermediate coupling portion 211a. Similarly, the lower cross member 52 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1D around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the transmission mechanism 125 connected to the upper cross member 51 via the upstream connection part 1251 is connected to the plate 122 connected via the downstream connection part 1252 with the connection part 1222 as the center. Rotate counterclockwise as seen from the front. At this time, the movement trajectory of the downstream side connection portion 1252 of the transmission mechanism 125 is along the circumferential direction of the arc centering on the connection portion 1222.

On the other hand, when the driver tilts the vehicle 1D to the right, the head pipe 211 tilts to the right with respect to the vertical direction. When the head pipe 211 tilts to the right, the support frame 121 fixed to the head pipe 211 and the plate 122 fixed to the support frame 121 tilt to the right.

The upper cross member 51 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1D around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates around the lower intermediate axis passing through the lower intermediate connecting portion 211b clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1D. As a result, the transmission mechanism 125 connected to the upper cross member 51 via the upstream connection part 1251 is connected to the plate 122 connected via the downstream connection part 1252 with the connection part 1222 as the center. Rotate clockwise as seen from the front. At this time, the movement trajectory of the downstream side connection portion 1252 of the transmission mechanism 125 is along the circumferential direction of the arc centering on the connection portion 1222.

That is, with the operation of the link mechanism 5, the upstream side connection part 1251 of the transmission mechanism 125 and the upper cross member 51 rotate relative to each other, and the downstream side connection part 1252 of the transmission mechanism 125 and the plate 122 rotate relative to each other. When the transmission mechanism 125 is rotated in accordance with the operation of the link mechanism 5, the downstream side connection portion 1252 of the transmission mechanism 125 always has a circular arc around the connection portion 1222 of the plate 122 during the operation of the link mechanism 5. Displaces along the direction. Thereby, the plate 122 and the caliper 123 are relatively displaced along the circumferential direction.

When a predetermined operation is input to a switch (not shown) provided on the handle bar 651 while the caliper 123 is displaced, the pair of pads in the caliper 123 comes into contact with the outer edge portion 1221 of the plate 122. Thereby, a frictional force is generated between the caliper 123 and the plate 122, and the resistance force against the displacement of the plate 122 is increased. Therefore, the resistance force to the relative rotation of the upper cross member 51 connected to the plate 122 via the transmission mechanism 125 with respect to the head pipe 211 is also increased. Since the upper cross member 51 is connected to the lower cross member 52 via the left side member 53 and the right side member 54, resistance to the operation of the link mechanism 5 is increased. In other words, the caliper 123 can change the resistance force against the operation of the link mechanism 5 by changing the friction force generated between the caliper 123 and the plate 122.

By applying an appropriate resistance force, the operation of the link mechanism 5 with respect to the head pipe 211 can be prevented. In other words, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 cannot be rotated relative to the head pipe 211. Thereby, the attitude | position with respect to the vertical direction of the head pipe 211 can be fixed. For example, the vehicle 1D can be prevented from tilting in the left-right direction when the vehicle is stopped.

In the configuration described above, the displacement direction of the downstream connection portion 1252 of the transmission mechanism 125 accompanying the operation of the link mechanism 5 is the direction in which the outer edge portion 1221 of the plate 122 extends (that is, the portion that can contact the pair of pads). (Circumferential direction of the arc centered on the connecting portion 1222). Thereby, during the relative displacement of the plate 122 and the caliper 123, the outer edge portion 1221 is unlikely to be displaced in the direction intersecting the relative movement (the radial direction of the arc centered on the connecting portion 1222). Further, the displacement of the plate 122 and the caliper 123 in this direction is restricted by the connecting portion 1222.

Therefore, during the relative displacement of the plate 122 and the caliper 123 accompanying the operation of the link mechanism 5, the displacement of the outer edge portion 1221 in the direction intersecting with the direction of the relative displacement can be remarkably suppressed. That is, not only can the contact state between the plate 122 and the caliper 123 be kept constant, but also the size of the pair of pads provided for contact with the outer edge portion 1221 can be minimized. Therefore, a certain resistance force to the link mechanism 5 can be efficiently applied.

Although not shown in the drawings, the upstream connecting portion 1251 and the downstream connecting portion 1252 of the transmission mechanism 125 are at least the upper edge 51U and the lower cross member 52 of the upper cross member 51 in the maximum inclination state to the right of the vehicle body frame 21. The vehicle is disposed so as to overlap an area defined between the lower edges 52D of the vehicle body frame 21 when viewed from the front in the front-rear direction of the body frame 21.

According to such a configuration, it is possible to suppress the occurrence of a state in which the operating range of the transmission mechanism 125 deviates from the movable region of the link mechanism 5. Therefore, it is easy to suppress an increase in size of a configuration that can efficiently apply a certain resistance force to the link mechanism 5.

As described with reference to FIG. 2, the left portion of the upper cross member 51 is connected to the upper portion of the left side member 53 so as to be rotatable about the upper left rotation axis. The right portion of the upper cross member 51 is connected to the upper portion of the right side member 54 so as to be rotatable about the upper right rotation axis. A left portion of the lower cross member 52 is connected to a lower portion of the left side member 53 so as to be rotatable about a lower left rotation axis. The right portion of the lower cross member 52 is connected to the lower portion of the right side member 54 so as to be rotatable about the lower right rotation axis. In the present embodiment, the outer edge portion 1221 of the plate 122 (that is, the portion that can contact the caliper 123) is orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends parallel to the surface.

The upper left rotation axis, upper right rotation axis, lower left rotation axis, and lower right rotation axis extend along the front-rear direction of the body frame 21. Therefore, the relative displacement between the plate 122 and the caliper 123 is performed in a plane extending in the vertical direction and the horizontal direction of the body frame 21. Therefore, it is easy to suppress the enlargement of the configuration that can efficiently apply a certain resistance force to the link mechanism 5, particularly in the front-rear direction of the body frame 21.

Further, the outer edge portion 1221 of the plate 122 according to the present embodiment has a circumferential direction of a circle around each of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends in different directions.

According to such a configuration, the direction of relative displacement between the plate 122 and the caliper 123 can be determined independently of the operation direction of the link mechanism 5. Therefore, it is possible to improve the degree of freedom of shape selection and arrangement in which a certain resistance force to the link mechanism 5 can be efficiently applied.

In the present embodiment, the upstream side connection portion 1251 of the transmission mechanism 125 is rotatably connected to the upper cross member 51. However, the upstream connecting portion 1251 of the transmission mechanism 125 may be rotatably connected to the lower cross member 52.

In the present embodiment, the transmission mechanism 125 is configured by a single link. However, the transmission mechanism 125 may be configured by a plurality of links connected via at least one joint.

Next, a vehicle 1E according to the fifth embodiment will be described with reference to FIGS. 15A, 15B, 16A, and 16B. Constituent elements that are the same as or substantially the same as those of the vehicle 1 according to the first embodiment are given the same reference numerals, and repeated descriptions are omitted.

FIG. 15A is a front view of the front portion of the vehicle 1E as viewed from the front in the front-rear direction of the body frame 21. FIG. In FIG. 15A, the vehicle body frame 21 is in an upright state. The following description with reference to FIG. 15A assumes the upright state of the body frame 21. In FIG. 15A, only the upper cross member 51 and the lower cross member 52 of the link mechanism 5 are shown in a simplified shape.

The vehicle 1E includes a support frame 131. The upper end portion of the support frame 131 is fixed to the upper middle connecting portion 211 a of the head pipe 211. The lower end portion of the support frame 131 is fixed to the lower intermediate connecting portion 211 b of the head pipe 211. Therefore, the relative position of the support frame 131 and the head pipe 211 does not change with the tilting operation of the vehicle 1E or the rotation operation of the handle bar 651. That is, the support frame 131 can be regarded as a part of the vehicle body frame 21.

The vehicle 1E according to the present embodiment includes a resistance force changing mechanism 13. The resistance force changing mechanism 13 includes a plate 132 and a caliper 113.

The plate 132 is fixed to the support frame 131. The plate 132 has an outer edge portion 1321 extending in an arc shape. In FIG. 15A, the outer edge 1321 is shown as a hatched area.

FIG. 15B shows the resistance force changing mechanism 13 as viewed from the left in the left-right direction of the body frame 21. The caliper 133 includes a pair of pads 1331. The pair of pads 1331 are arranged so as to be aligned in the front-rear direction of the body frame 21. The pair of pads 1331 are each made of a high friction material. The caliper 133 is disposed so that the outer edge portion 1321 of the plate 132 is positioned between the pair of pads 1331.

The caliper 133 is connected to a switch (not shown) provided on the handle bar 651 via a hydraulic hose (not shown). The pair of pads 1331 in the caliper 133 (an example of the first friction member) can be displaced in the front-rear direction of the vehicle body frame 21 so that the distance between the pads 1331 becomes small. When a predetermined operation is input to the switch, the pair of pads 1331 are displaced so that the distance between them becomes small. An outer edge portion 1321 (an example of a contactable portion) of the plate 132 (an example of a second friction member) can contact a pair of pads 1331. That is, the pair of pads 1331 can change the contact state of the body frame 21 with respect to the plate 132 in the front-rear direction.

The vehicle 1E includes a regulation unit 134 and a transmission mechanism 135. The regulating portion 134 and the transmission mechanism 135 constitute a friction member driving mechanism that relatively displaces the plate 132 and the caliper 133.

The regulating unit 134 includes a first coupling unit 1341, a second coupling unit 1342, and a third coupling unit 1343. The first connecting part 1341 and the second connecting part 1342 are fixed to the caliper 133. The third connecting portion 1343 is rotatably connected to the support frame 131.

The outer edge portion 1321 of the plate 132 is disposed so as to extend in the circumferential direction of the arc centered on the third connecting portion 1343. An arc centered on the third connecting portion 1343 is located in a plane orthogonal to the front-rear direction of the body frame. More specifically, the arc centered on the third connecting portion 1343 has an upper middle rotating axis passing through the upper intermediate connecting portion 211a in the link mechanism 5, an upper left rotating axis passing through the upper left connecting portion 53a, and an upper right An upper right turning axis passing through the connecting portion 54a, a lower middle turning axis passing through the lower intermediate connecting portion 211b, a lower left turning axis passing through the lower left connecting portion 53b, and a lower right turning axis passing through the lower right connecting portion 54b. It is located in the plane orthogonal to. The restricting part 134 restricts the displacement of the caliper 133 in the radial direction of the arc around the third connecting part 1343.

The transmission mechanism 135 has an upstream connection part 1351 and a downstream connection part 1352. The upstream side connection portion 1351 is rotatably connected to the lower cross member 52. The downstream side connection part 1352 is connected to the restriction part 134 so as to be rotatable. It can be said that the transmission mechanism 135 constitutes a sub-link mechanism.

FIG. 16A is a front view of the resistance force changing mechanism 13 in a state where the vehicle body frame 21 is tilted to the left of the vehicle 1E, as viewed from the front of the vehicle body frame 21 in the front-rear direction.

As described with reference to FIG. 5, when the driver tilts the vehicle 1E to the left, the head pipe 211 tilts to the left with respect to the vertical direction. When the head pipe 211 is inclined leftward, the support frame 131 fixed to the head pipe 211 and the plate 132 fixed to the support frame 131 are inclined leftward.

On the other hand, the upper cross member 51 rotates counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1E around the upper intermediate axis passing through the upper intermediate connecting portion 211a. Similarly, the lower cross member 52 rotates about the lower intermediate axis passing through the lower intermediate connecting portion 211b counterclockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1E. As a result, the transmission mechanism 135 connected to the lower cross member 52 via the upstream connection part 1351 is connected to the restriction part 134 connected via the downstream connection part 1352 with the third connection part 1343 as the center. Then, the vehicle 1E is rotated counterclockwise as viewed from the front. At this time, the movement trajectory of the downstream connection portion 1352 of the transmission mechanism 135 is along the circumferential direction of the arc centering on the third connection portion 1343 of the restriction portion 134.

When the restricting portion 134 rotates counterclockwise when viewed from the front of the vehicle 1E, the caliper 133 fixed to the restricting portion 134 via the first connecting portion 1341 and the second connecting portion 1342 extends in an arc shape. Along the outer edge 1321 of the plate 132, the plate 132 is displaced counterclockwise when viewed from the front of the vehicle 1E. At this time, the movement trajectory of the caliper 133 is along the circumferential direction of the arc centering on the third connecting portion 1343 of the restricting portion 134.

FIG. 16B is a front view of the resistance force changing mechanism 13 in a state in which the vehicle body frame 21 is tilted to the right of the vehicle 1E, as viewed from the front of the vehicle body frame 21 in the front-rear direction.

When the driver tilts the vehicle 1E to the right, the head pipe 211 tilts to the right with respect to the vertical direction. When the head pipe 211 tilts to the right, the support frame 131 fixed to the head pipe 211 and the plate 132 fixed to the support frame 131 tilt to the right.

On the other hand, the upper cross member 51 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1E around the upper intermediate axis passing through the upper intermediate coupling portion 211a. Similarly, the lower cross member 52 rotates clockwise with respect to the head pipe 211 as viewed from the front of the vehicle 1E around the lower intermediate axis passing through the lower intermediate connecting portion 211b. As a result, the transmission mechanism 135 connected to the lower cross member 52 via the upstream connection part 1351 is connected to the restriction part 134 connected via the downstream connection part 1352 with the third connection part 1343 as the center. Then, the vehicle 1E is rotated clockwise as viewed from the front. At this time, the movement trajectory of the downstream connection portion 1352 of the transmission mechanism 135 is along the circumferential direction of the arc centering on the third connection portion 1343 of the restriction portion 134.

The caliper 133 fixed to the restricting part 134 via the first connecting part 1341 and the second connecting part 1342 as the restricting part 134 rotates clockwise as viewed from the front of the vehicle 1E. Along the outer edge 1321 of 132, it is displaced clockwise as viewed from the front of the vehicle 1E. At this time, the movement trajectory of the caliper 133 is along the circumferential direction of the arc centering on the third connecting portion 1343 of the restricting portion 134.

That is, with the operation of the link mechanism 5, the upstream side connection portion 1351 and the lower cross member 52 of the transmission mechanism 135 are relatively rotated, and the downstream side connection portion 1352 and the restriction portion 134 of the transmission mechanism 135 are relatively rotated. By rotating the transmission mechanism 135 in accordance with the operation of the link mechanism 5, the downstream side connection portion 1352 of the transmission mechanism 135 is always centered on the third connection portion 1343 of the restriction portion 134 during the operation of the link mechanism 5. Displaces along the circumferential direction of the arc. As a result, the caliper 133 and the plate 132 are relatively displaced along the circumferential direction.

When a predetermined operation is input to a switch (not shown) provided on the handle bar 651 while the caliper 133 is displaced, the pair of pads 1331 in the caliper 133 come into contact with the outer edge portion 1321 of the plate 132. Thereby, a frictional force is generated between the caliper 133 and the plate 132, and the resistance force against the displacement of the caliper 133 is increased. Therefore, the resistance force with respect to the relative rotation between the restriction portion 134 and the support frame 131 is increased, and the resistance force with respect to the relative rotation with respect to the head pipe 211 of the lower cross member 52 connected to the restriction portion 134 via the transmission mechanism 135 is also increased. Since the lower cross member 52 is connected to the upper cross member 51 via the left side member 53 and the right side member 54, resistance to the operation of the link mechanism 5 is increased. In other words, the caliper 133 can change the resistance force against the operation of the link mechanism 5 by changing the friction force generated between the caliper 133 and the plate 132.

By applying an appropriate resistance force, the operation of the link mechanism 5 with respect to the head pipe 211 can be prevented. In other words, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 cannot be rotated relative to the head pipe 211. Thereby, the attitude | position with respect to the vertical direction of the head pipe 211 can be fixed. For example, the vehicle 1E can be prevented from tilting in the left-right direction when the vehicle is stopped.

In the configuration described above, the displacement direction of the downstream connecting portion 1352 of the transmission mechanism 135 accompanying the operation of the link mechanism 5 is the direction in which the outer edge portion 1321 of the plate 132 (that is, the portion capable of contacting the pair of pads 1331) extends. (Circumferential direction of the arc centered on the third connecting portion 1343 of the restricting portion 134). Thereby, during the relative displacement of the caliper 133 and the plate 132, the outer edge portion 1321 is unlikely to be displaced in the direction intersecting the relative movement (the radial direction of the arc centering on the third connecting portion 1343 of the restricting portion 134). Further, the displacement of the caliper 133 and the plate 132 in this direction is regulated by the regulation unit 134.

Therefore, during the relative displacement of the caliper 133 and the plate 132 accompanying the operation of the link mechanism 5, the displacement of the outer edge portion 1321 in the direction intersecting with the direction of the relative displacement can be remarkably suppressed. That is, not only can the contact state between the plate 132 and the caliper 133 be kept constant, but also the size of the pair of pads 1331 provided for contact with the outer edge portion 1321 can be minimized. Therefore, a certain resistance force to the link mechanism 5 can be efficiently applied.

As can be seen from FIGS. 15A, 16A, and 16B, the upstream side connection portion 1351 and the downstream side connection portion 1352 of the transmission mechanism 135 reach the maximum inclination state from the upright state of the vehicle body frame 21 to the left or right. In the meantime, the region defined between the upper edge 51U of the upper cross member 51 and the lower edge 52D of the lower cross member 52 is disposed so as to always overlap when viewed from the front in the front-rear direction of the body frame 21.

According to such a configuration, it is possible to prevent occurrence of a state in which the operating range of the transmission mechanism 135 deviates from the movable region of the link mechanism 5. Therefore, it is easy to suppress an increase in size of a configuration that can efficiently apply a certain resistance force to the link mechanism 5.

As described with reference to FIG. 2, the left portion of the upper cross member 51 is connected to the upper portion of the left side member 53 so as to be rotatable about the upper left rotation axis. The right portion of the upper cross member 51 is connected to the upper portion of the right side member 54 so as to be rotatable about the upper right rotation axis. A left portion of the lower cross member 52 is connected to a lower portion of the left side member 53 so as to be rotatable about a lower left rotation axis. The right portion of the lower cross member 52 is connected to the lower portion of the right side member 54 so as to be rotatable about the lower right rotation axis. In the present embodiment, the outer edge portion 1321 of the plate 132 (that is, the portion that can contact the caliper 133) is orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends parallel to the surface.

The upper left rotation axis, upper right rotation axis, lower left rotation axis, and lower right rotation axis extend along the front-rear direction of the body frame 21. Therefore, the relative displacement between the plate 132 and the caliper 133 is performed in a plane extending in the vertical direction and the horizontal direction of the body frame 21. Therefore, it is easy to suppress the enlargement of the configuration that can efficiently apply a certain resistance force to the link mechanism 5, particularly in the front-rear direction of the body frame 21.

In the above embodiment, the upstream side connection portion 1351 of the transmission mechanism 135 is rotatably connected to the lower cross member 52 of the link mechanism 5. However, the upstream side connecting portion 1351 of the transmission mechanism 135 is rotatable with respect to any of the other elements constituting the link mechanism 5, that is, the upper cross member 51, the left side member 53, and the right side member 54. It may be connected. Alternatively, the upstream connecting portion 1351 of the transmission mechanism 135 may be rotatably connected to the head pipe 211 that is a part of the vehicle body frame 21.

In the present embodiment, the transmission mechanism 135 is configured by a single link. However, the transmission mechanism 135 may be configured by a plurality of links connected via at least one joint.

In this embodiment, the displacement of the pair of pads 1331 in the caliper 133 is controlled by hydraulic pressure. However, it is possible to adopt a configuration in which the pair of pads 1331 are configured so that the interval is narrowed by pulling the wire, and the wire is pulled and released by the electric actuator. The operation of the electric actuator may be controlled by a switch (not shown) provided on the handlebar 651, or the tilt angle of the vehicle body frame 21 may be detected by a gyro sensor and automatically controlled according to the tilt angle. .

FIG. 17 shows a resistance changing mechanism 13A as an example provided with such an electric actuator 136. In this example, the electric actuator 136 is fixed to the restricting portion 134. Therefore, the electric actuator 136 is displaced together with the caliper 133. The electric actuator 136 includes a wire 1361. The wire 1361 is connected to a pair of pads 1331 in the caliper 133. The electric actuator 136 controls the distance between the pair of pads 1331 by pulling or releasing the wire 1361.

The position where the electric actuator 136 is fixed is not limited to the restriction part 134. If the displacement of the pair of pads 1331 can be controlled via the wire, the electric actuator 136 can be fixed at an appropriate position on the body frame 21.

In the present embodiment, the rotation center (third connection portion 1343) of the restriction portion 134 is located in front of the head pipe 211 in the front-rear direction of the body frame 21. FIG. 18 shows a resistance force changing mechanism 13B according to a modification. Constituent elements having substantially the same functions as the constituent elements in the resistance force changing mechanism 13 are given the same reference numerals. As in this modification, the rotation center of the restricting portion 134 may be disposed at a position offset in the left-right direction of the vehicle 1 from the front of the head pipe 211 in the front-rear direction of the body frame 21.

FIG. 19A is a front view of the resistance force changing mechanism 13B when the body frame 21 is tilted to the left of the vehicle 1E, as viewed from the front of the body frame 21 in the front-rear direction.

FIG. 19B is a front view of the resistance changing mechanism 13B when the body frame 21 is tilted to the right of the vehicle 1E, as viewed from the front of the body frame 21 in the front-rear direction.

As described with reference to FIG. 2, the left portion of the upper cross member 51 is connected to the upper portion of the left side member 53 so as to be rotatable about the upper left rotation axis. The right portion of the upper cross member 51 is connected to the upper portion of the right side member 54 so as to be rotatable about the upper right rotation axis. A left portion of the lower cross member 52 is connected to a lower portion of the left side member 53 so as to be rotatable about a lower left rotation axis. The right portion of the lower cross member 52 is connected to the lower portion of the right side member 54 so as to be rotatable about the lower right rotation axis. In this modification, the outer edge portion 1321 of the plate 132 has a direction different from the circumferential direction of a circle centering on each of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. It extends to.

According to such a configuration, the direction of relative displacement between the plate 132 and the caliper 133 can be determined independently of the operation direction of the link mechanism 5. Therefore, it is possible to improve the degree of freedom of shape selection and arrangement in which a certain resistance force to the link mechanism 5 can be efficiently applied.

The embodiment described and / or illustrated in the present specification is for facilitating the understanding of the present disclosure, and does not limit the idea of the present disclosure. The above-described embodiment can be changed and improved without departing from the spirit of the embodiment.

The gist of the present invention is equivalent elements, modifications, deletions, combinations (for example, combinations of features across various embodiments), improvements, and changes that can be recognized by those skilled in the art based on the exemplary embodiments disclosed in the present specification. Include. Limitations in the claims should be construed broadly based on the terms used in the claims and should not be limited to the embodiments described herein or in the process of this application. . Such an embodiment should be construed as non-exclusive. For example, in the present specification, the terms “preferably” and “good” are non-exclusive, and “preferably but not limited to” “good but not limited thereto”. "Means.

In the above embodiment, each of the left shock absorbing mechanism 61 and the right shock absorbing mechanism 62 includes a pair of telescopic mechanisms. However, according to the specification of the vehicle 1, the number of the telescopic mechanisms provided in the left buffer mechanism 61 and the right buffer mechanism 62 may be one. Further, a bottom link mechanism or the like can be employed for the left shock absorbing mechanism 61 and the right shock absorbing mechanism 62 according to the specifications of the vehicle 1.

In the above embodiment, the vehicle 1 includes one rear wheel 4. However, the number of rear wheels may be plural. In this case, in addition to or instead of the link mechanism 5 described above, the left rear wheel (an example of a left wheel) disposed on the left side of the body frame 21 with respect to the head pipe 211 and the right side of the body frame 21 with respect to the head pipe 211. A link mechanism 5 can be provided for a right rear wheel (an example of a right wheel) disposed in the direction. In order to change the resistance force against the operation of the link mechanism 5, any of the resistance force change mechanisms 8 to 13, 13A, and 13B described above can be provided.

In the above embodiment, the center in the left-right direction of the body frame 21 of the rear wheel 4 coincides with the center of the distance between the left front wheel 31 and the right front wheel 32 in the left-right direction of the body frame 21. Although such a configuration is preferable, the center in the left-right direction of the body frame 21 of the rear wheel 4 may not coincide with the center of the distance between the left front wheel 31 and the right front wheel 32 in the left-right direction of the body frame 21.

In the above embodiment, the link mechanism 5 includes the upper cross member 51 and the lower cross member 52. However, the link mechanism 5 may be configured to include only the upper cross member 51 or the lower cross member 52 as an example of the cross member. In that case, “the lower end CD of the cross member is defined with respect to at least one cross member provided in the link mechanism 5. Further, a configuration including a cross member other than the upper cross member 51 and the lower cross member 52 is employed. The “upper cross member” and the “lower cross member” are merely named based on the relative vertical relationship. The upper cross member does not mean the uppermost cross member in the link mechanism 5. The upper cross member means a cross member located above another cross member below the upper cross member. The lower cross member does not mean the lowest cross member in the link mechanism 5. The lower cross member means a cross member located below another cross member above it.

In the above embodiment, the upper cross member 51 is a single plate-like member, and the lower cross member 52 includes a front element 521 and a rear element 522. However, a configuration in which the upper cross member 51 includes a front element and a rear element can be employed. Moreover, the structure which the lower cross member 52 consists of a single member may be employ | adopted. At least one of the upper cross member 51 and the lower cross member 52 includes a left member supported by the head pipe 211 and the left side member 53, and a right member supported by the head pipe 211 and the right side member 54. It can be adopted.

In the above embodiment, the handle bar 651 is configured by a single member extending in the left-right direction of the body frame. However, the handlebar 651 has a left handle portion that is operated by the driver's left hand and a right handle that is operated by the driver's right hand as long as the steering force for rotating the left front wheel 31 and the right front wheel 32 can be input. A configuration in which the part is provided as a separate body may be employed.

In the above embodiment, the link mechanism 5 is supported by the head pipe 211 as an example of the link support portion. However, a configuration in which the link mechanism 5 is supported on a part of the vehicle body frame 21 other than the head pipe 211 that supports the steering shaft 652 may be employed.

In the above embodiment, the steering mechanism 6 includes the handlebar 651, the steering shaft 652, the intermediate transmission plate 653, the left transmission plate 654, the right transmission plate 655, the intermediate joint 656, the left joint 657, the right joint 658, and the tie rod 659. Is included. However, if the steering force input from the handlebar 651 can be transmitted to the left front wheel 31 and the right front wheel 32 via the tie rod 69, the intermediate transmission plate 653, the left transmission plate 654, the right transmission plate 655, the intermediate joint 656, the left joint 657 and right joint 658 can be replaced with a suitable mechanism such as a universal joint. *

The terms and expressions used in this specification are used for explanation, and are not used for limited interpretation. It should be recognized that any equivalents of the features shown and described herein are not excluded and that various modifications within the scope of the claims are allowed.

As used herein, the term “parallel” is meant to include two straight lines that are inclined within a range of ± 40 ° but do not intersect as members. The term “along” used in the present specification with respect to directions and members includes the case of tilting within a range of ± 40 °. As used herein, the term “extends in a direction” means to include a case where it is inclined within a range of ± 40 ° with respect to the direction.

In the present specification, the term “displaces along” used in relation to the direction of linear motion means displacement in a direction corresponding to a reference direction or in a parallel direction. As used herein, the term “displace along” as used with respect to the direction of arc motion means displacement along any arc concentric with the center of curvature of the arc of reference.

In the present specification, when a certain part or member is described as “displaceable with respect to the body frame 21”, when the body frame 21 is inclined in the left-right direction of the vehicle 1, Or it means that a member inclines in the left-right direction of the vehicle 1 with the vehicle body frame 21. The expression “arranged so as not to be displaceable with respect to the vehicle body frame 21” used in the present specification is not limited to the case where a certain part or member is directly fixed to the vehicle body frame 21, but also to the vehicle body frame 21. Including those fixed to fixed vehicle parts (fuel tank, bracket, power unit 24, etc.). Here, “fixing” includes fixing through a vibration isolating member or the like.

The contents of Japanese Patent Application No. 2015-228015 filed on November 20, 2015 are incorporated as part of the description of this application.

Claims

A vehicle,
Body frame,
A left wheel and a right wheel arranged to line up in the left-right direction of the body frame;
The vehicle is disposed above the left wheel and the right wheel, and is configured to change the relative position of the left wheel and the right wheel with respect to the vehicle body frame to incline the vehicle body frame to the left or right of the vehicle. Link mechanism,
A first friction member and a second friction member are included, and the resistance applied to the operation of the link mechanism is changed by changing the contact state between the first friction member and the second friction member. A resistance change mechanism that has been
A friction member drive mechanism configured to cause the first friction member and the second friction member to perform relative displacement;
With
The link mechanism includes an upper cross member, a lower cross member, a left side member, and a right side member,
The upper cross member, the lower cross member, the left side member, and the right side member are maintained so that the upper cross member and the lower cross member are parallel to each other, and the left side member and the right side member are It is connected so as to keep the postures parallel to each other,
The second friction member includes a contactable portion extending so as to be in contact with the first friction member and having a longitudinal direction;
The friction member drive mechanism is
A restricting portion for restricting displacement of the first friction member or the second friction member in a direction intersecting the direction of the relative displacement;
A downstream connecting portion connected to the restricting portion or the second friction member, and the downstream connecting portion is displaced along the longitudinal direction by rotating along with the operation of the link mechanism; A transmission mechanism for realizing the relative displacement of the first friction member and the second friction member;
Including,
vehicle.
The transmission mechanism has an upstream connecting portion connected to the body frame or the link mechanism,
The upper side connecting portion and the lower side connecting portion are arranged such that the upper edge of the upper cross member and the lower cross are at least at a temporary point from the upright state of the body frame to the maximum inclined state to the left or right. An area defined between the lower edges of the members and the vehicle body frame are arranged so as to overlap each other when viewed from the front in the front-rear direction.
The vehicle according to claim 1.
The left portion of the upper cross member is connected to the upper portion of the left side member so as to be rotatable about an upper left rotation axis.
A right portion of the upper cross member is connected to an upper portion of the right side member so as to be rotatable about an upper right rotation axis.
A left portion of the lower cross member is connected to a lower portion of the left side member so as to be rotatable about a lower left rotation axis.
The right portion of the lower cross member is connected to the lower portion of the right side member so as to be rotatable about a lower right rotation axis.
The contactable portion extends in parallel with a plane orthogonal to the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis.
The vehicle according to claim 1 or 2.
The left portion of the upper cross member is connected to the upper portion of the left side member so as to be rotatable about an upper left rotation axis.
A right portion of the upper cross member is connected to an upper portion of the right side member so as to be rotatable about an upper right rotation axis.
A left portion of the lower cross member is connected to a lower portion of the left side member so as to be rotatable about a lower left rotation axis.
The right portion of the lower cross member is connected to the lower portion of the right side member so as to be rotatable about a lower right rotation axis.
The contactable portion extends in a direction different from a circumferential direction of a circle centered on any one of the upper left rotation axis, the upper right rotation axis, the lower left rotation axis, and the lower right rotation axis. ing,
The vehicle according to any one of claims 1 to 3.
The contactable portion extends linearly,
The vehicle according to any one of claims 1 to 4.
The restricting portion restricts displacement of the second friction member in at least three places.
The vehicle according to claim 5.
The contactable portion extends in an arc shape,
The vehicle according to any one of claims 1 to 4.
The first friction member is supported by the body frame,
The transmission mechanism causes the first friction member to perform the relative displacement of the second friction member in accordance with the operation of the link mechanism.
The vehicle according to any one of claims 1 to 7.
The second friction member is supported by the body frame,
The transmission mechanism causes the second friction member to perform the relative displacement of the first friction member in accordance with the operation of the link mechanism.
The vehicle according to any one of claims 1 to 7.
The resistance force changing mechanism includes an actuator that brings the first friction member into contact with the contactable portion,
The actuator is displaced together with the first friction member;
The vehicle according to claim 9.