WO2017086405A1

WO2017086405A1 - Vehicle

Info

Publication number: WO2017086405A1
Application number: PCT/JP2016/084169
Authority: WO
Inventors: 延男原; 幸英福原; 剛士豊田; 達矢長田; 周平金原
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

This vehicle (1) has: a link mechanism (5) having a link member (51); a steering force transmission mechanism (6); and a tilt actuator (40) that is capable of controlling the tilt angle of the vehicle (1) by imparting torque of an electric motor (91) to the link member (51). The tilt actuator (40) is fixed to a vehicle body frame (21) such that, at least when the vehicle is in an upright state, the lower end of the tilt actuator (40) is located at a position higher in the vertical direction than the upper end (32u) of a right steering front wheel (32) and the upper end (31u) of a left steering front wheel (31). The steering force transmission mechanism (6) has a tie rod (659), the lower end (659d) of which, at least when the vehicle is in an upright state, is located at a position higher in the vertical direction than the upper end (32u) of the right steering front wheel (32) and the upper end (31u) of the left steering front wheel (31), and at the same time, the upper end (659u) of which is located at a position lower in the vertical direction than the lower end (40d) of the tilt actuator (40).

Description

vehicle

The present invention relates to a vehicle provided with a leanable body frame and two front wheels.

Japanese Patent Application Laid-Open No. H10-228561 and the like have known a vehicle including a tiltable body frame and two steering front wheels arranged side by side. Generally, a vehicle including a body frame that can be tilted and two front wheels arranged in the left-right direction 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 the body frame tilts to the left of the vehicle when turning left.

The vehicle described in Patent Document 1 includes a tilt actuator. The tilt actuator tilts the vehicle body frame by applying a force for operating the link mechanism to the link mechanism. In addition to the force for the driver to tilt the body frame, a force for tilting the body frame can be generated by the electric motor. For this reason, the vehicle of patent document 1 is easy to raise the design freedom of a movement characteristic.

US Pat. No. 8,123,240

The vehicle described in Patent Document 1 includes a right steering front wheel and a left steering front wheel. The right steering front wheel is rotatable around a right steering axis extending in the vertical direction. The left steering front wheel is rotatable about a left steering axis extending in the vertical direction. The right steering front wheel and the left steering front wheel are connected to a steering shaft via a tie rod. The steering force input to the steering wheel is transmitted to the right steering front wheel and the left steering front wheel via the tie rod.

The tie rod is a member extending in the left-right direction. The tie rod rotatably connects the right steering front wheel, the left steering front wheel, and the steering shaft. The tie rod has a right part and a left part.
The left end portion of the right portion of the tie rod is rotatably connected to the steering shaft. The right end portion of the right portion of the tie rod is rotatably connected to the right steering front wheel. The right end of the right portion of the tie rod is connected to the right steering front wheel at a position shifted from the right steering axis. When the steering shaft rotates, the right part of the tie rod is displaced in the left-right direction and the front-rear direction. The right steering front wheel rotates around the right steering axis in accordance with the displacement of the right portion of the tie rod.
The right end portion of the left portion of the tie rod is rotatably connected to the steering shaft. The left end of the left portion of the tie rod is rotatably connected to the left steering front wheel. The left end portion of the left portion of the tie rod is connected to the left steering front wheel at a position shifted from the left steering axis. When the steering shaft rotates, the left part of the tie rod is displaced in the left-right direction and the front-rear direction. The left steering front wheel rotates around the left steering axis in accordance with the displacement of the left portion of the tie rod.

When the link mechanism operates, the right steering front wheel and the left steering front wheel are relatively displaced in the vertical direction of the body frame. When the link mechanism operates and the vehicle tilts to the right, the right steering front wheel is displaced upward with respect to the left steering front wheel. When the link mechanism operates and the vehicle tilts to the left, the right steering front wheel is displaced downward relative to the left steering front wheel. The right end portion and the left end portion of the tie rod are also displaced in the vertical direction in accordance with the relative displacement of the right steering front wheel and the left steering front wheel during tilting.

The vehicle may be steered in an inclined state. Therefore, in order to avoid interference between the right steering front wheel and other members, it is necessary to secure a large space in the left-right direction, the front-rear direction, and the vertical direction around the right steering front wheel. In order to avoid interference between the left steering front wheel and other members, it is necessary to secure a large space in the left-right direction, the front-rear direction, and the vertical direction around the left steering front wheel. Furthermore, in order to avoid interference between the tie rod connecting the right steering front wheel, the left steering front wheel, and the steering shaft with other members, a large space is secured around the tie rod in the left-right direction, the front-rear direction, and the vertical direction. There is a need.
Thus, in a vehicle having a right steering front wheel and a left steering front wheel, it is necessary to secure a large space around these members in order to avoid interference between the right steering front wheel, the left steering front wheel and the tie rod and other members. There is a tendency to increase the size of the vehicle.

On the other hand, since the tilt actuator is heavy, it needs to be firmly fixed to the vehicle body frame. The tilt actuator is a relatively large member among the components mounted on the front portion of the vehicle. For this reason, the tilt actuator is a member that easily interferes with the right steering front wheel, the left steering front wheel, and the tie rod during steering or tilting.
When a tilt actuator is to be mounted on a vehicle having a right steering front wheel and a left steering front wheel, the tilt actuator, tie rod, right steering front wheel, and left steering front wheel must be arranged at positions separated from each other in order to avoid interference. The vehicle tends to be larger.

In the vehicle having the right steering front wheel and the left steering front wheel described in Patent Document 1, a large distance in the left-right direction is ensured between the right steering front wheel and the left steering front wheel. A tie rod and a tilt actuator are arranged between the right steering front wheel and the left steering front wheel which are largely separated from each other, and the increase in size of the vehicle in the vertical direction is suppressed.

The present inventor examined a vehicle in which an increase in size was suppressed while mounting a tilt actuator by a design method different from that of Patent Document 1. An object of the present invention is to provide a vehicle in which an increase in size is suppressed while a tilt actuator is mounted.

According to the present invention,
A vehicle,
A body frame that tilts to the right of the vehicle when turning right and can lean to the left of the vehicle when turning left;
A right steering front wheel that is rotatable about a right steering axis extending in the vertical direction of the vehicle body frame;
A left steering front wheel that is provided on the left side in the left-right direction of the body frame from the right steering front wheel and is rotatable about a right steering axis extending in the vertical direction of the body frame;
The relative positions of the right steering front wheel and the left steering front wheel in the vertical direction of the vehicle body frame are changed according to the inclination of the vehicle body frame, and are rotated around a link axis extending in the longitudinal direction of the vehicle body frame with respect to the vehicle body frame. A link mechanism having a movable link member;
A steering force transmission mechanism that transmits the steering force input to the steering force input unit to the right steering front wheel and the left steering front wheel;
A tilt actuator having an electric motor and a speed reduction mechanism, and capable of controlling a tilt angle of the vehicle by applying a torque of the electric motor to the link member;
The tilt actuator is fixed to the vehicle body frame so that at least the lower end of the tilt actuator is positioned above the upper end of the right steering front wheel and the upper end of the left steering front wheel in the vertical direction, at least in the upright vehicle.
The steering force transmission mechanism is
Displacing the vehicle body frame in the left-right direction according to the steering force to rotate the right steering front wheel about the right steering axis and the left steering front wheel about the left steering axis; and
Rotating relative to the body frame in response to rotation of the link member about the link axis by the tilt actuator; and
In at least the upright vehicle, the lower end thereof is positioned above the upper end of the right steering front wheel and the upper end of the left steering front wheel in the vertical direction, and the upper end is below the lower end of the tilt actuator in the vertical direction. A vehicle is provided having a tie rod positioned.

In the vehicle according to the present invention, as described above, the tie rods that are largely displaced during turning or tilting are also arranged above the upper end of the right steering front wheel and the upper end of the left steering front wheel. Such a layout makes it easy to avoid interference between the tie rod, the right steering front wheel, and the left steering front wheel while suppressing an increase in size in the left-right direction. Further, the tilt actuator was disposed further above the upper end of the tie rod. Such a layout makes it easy to avoid interference between the tilt actuator and the tie rod, the right steering front wheel, and the left steering front wheel while avoiding an increase in size in the left-right direction.
For this reason, even if the right and left steering front wheels are reduced in size in the left-right direction, the right steering front wheel and the left steering front wheel are less likely to interfere with the tilt actuator and tie rod during turning and tilting, and A vehicle in which an increase in size is suppressed is provided. Thereby, compared with the vehicle of patent document 1, the enlargement of the vehicle of the left-right direction can be suppressed.

In the vehicle according to the present invention,
In any state from the upright state to the maximum tilt state, the lower end of the tilt actuator and the lower end of the tie rod are positioned above the upper end of the right steering front wheel and the upper end of the left steering front wheel in the vertical direction. Also good.

According to the vehicle of the present invention, the tilt actuator and the tie rod can be more unlikely to interfere with the right steering front wheel and the left steering front wheel in any state from the upright state to the maximum tilt state.

In the vehicle according to the present invention,
The link mechanism is
A right side member extending along the direction of the right steering axis extending in the vertical direction of the body frame;
A left side member provided on the left side of the right side member in the left-right direction of the body frame and extending along a left steering axis parallel to the right steering axis;
The upper part of the right side member is connected to the upper part of the body frame so as to be rotatable about the upper right axis extending in the front-rear direction, and is rotated about the upper left axis parallel to the upper part of the left side member and the upper right axis. An upper cross member that is movably connected at the left part, and an intermediate part is rotatably connected to the vehicle body frame around the upper right axis and the upper intermediate axis parallel to the upper left axis;
The lower part of the right side member and the lower right axis parallel to the upper right axis are pivotally connected to the right part, and the lower part of the left side member and the lower left axis parallel to the upper left axis are rotated. And a lower cross member that is connected at the left portion so that the intermediate portion is rotatably connected to the vehicle body frame about a lower intermediate axis parallel to the upper intermediate axis.

The vehicle according to the present invention has a so-called parallelogram type link mechanism. When this parallelogram type link mechanism is adopted, a compact vehicle can be easily formed in the left-right direction. For this reason, when the present invention capable of suppressing the lateral enlargement of the vehicle while avoiding interference between the tie rod, the tilt actuator, the right steering front wheel and the left steering front wheel is applied to a vehicle having a parallelogram type link mechanism, It is easy to effectively suppress an increase in size of the vehicle in the left-right direction.

In the vehicle according to the present invention,
When the upper cross member and the lower cross member are virtually divided into a left region, a right region, and an intermediate region, at least a part of the tilt actuator may be located in the intermediate region.

According to the vehicle of the present invention, the tilt actuator includes an upper cross member, a lower cross member, a left shock absorber, a right shock absorber, a left steering front wheel, a right steering front wheel, and the like while suppressing an increase in the size of the vehicle in the left-right direction. Interference with is suppressed.

In the vehicle according to the present invention,
The upper intermediate axis may pass through the tilt actuator.

In the vehicle according to the present invention,
The tilt actuator may be fixed to a protruding portion that protrudes forward or backward from the upper cross member or the lower cross member from a part of the vehicle body frame that supports the upper cross member and the lower cross member. Good.

According to the vehicle of the present invention, the protrusion that supports the tilt actuator on the vehicle body frame may interfere with the upper cross member, the lower cross member, the left shock absorber, the right shock absorber, the left steering front wheel, the right steering front wheel, and the like. It is suppressed. Thereby, the enlargement of the vehicle to the left-right direction is suppressed.

In the vehicle according to the present invention,
An output shaft of the tilt actuator may be parallel to the upper intermediate axis and located below the upper edge of the upper cross member in a front view of the vehicle.

According to the vehicle of the present invention, the tilt actuator can be increased in size compared with the case where a mechanism for changing the rotation axis of a member such as a helical gear is provided between the output shaft of the tilt actuator and the upper cross member. Can be suppressed. Furthermore, since the output shaft of the tilt actuator is positioned below the upper edge of the upper cross member, interference with the handlebar can be suppressed.

In the vehicle according to the present invention,
An output shaft of the tilt actuator may be parallel to the lower intermediate axis, and may be positioned above the lower edge of the lower cross member in a front view of the vehicle.

According to the vehicle of the present invention, when the output of the tilt actuator is configured to be transmitted to the lower cross member, the rotation axis of a member such as an inclined gear is provided between the output shaft of the tilt actuator and the lower cross member. Compared with the case where a mechanism for changing and transmitting is provided, an increase in the size of the tilt actuator can be suppressed. Furthermore, since the output shaft of the tilt actuator is positioned above the lower edge of the lower cross member, interference with the left steering front wheel and the right steering front wheel can be suppressed.

Unlike the present invention, when the tilt actuator is arranged in the region between the upper and lower cross members, the vehicle is likely to be enlarged in the vertical direction in order to avoid interference between the tilt actuator and the upper and lower cross members. However, according to the present invention, it is easy to suppress an increase in the size of the vehicle in the vertical direction.

In the vehicle according to the present invention,
The speed reduction mechanism has a plurality of gears that can rotate about respective speed reduction axes parallel to the upper intermediate axis,
At least one of the deceleration axes may be located below the upper edge of the upper cross member in a front view of the vehicle.

According to the vehicle of the present invention,
By adopting a reduction mechanism having an appropriate reduction ratio, the output torque required for the electric motor can be reduced. Thereby, a small electric motor can be adopted without increasing the size of the electric motor for outputting a large output torque, and the increase in size of the vehicle can be suppressed. At this time, since at least one of the deceleration axes is positioned below the upper edge of the upper cross member, it is possible to further suppress an increase in the size of the vehicle in the vertical direction.

In the vehicle according to the present invention,
The speed reduction mechanism has a plurality of gears that can rotate about respective speed reduction axes parallel to the upper intermediate axis,
At least one of the deceleration axes may be located above the lower edge of the lower cross member in a front view of the vehicle.

According to the vehicle of the present invention, the output torque required for the electric motor can be reduced by adopting the speed reduction mechanism having an appropriate speed reduction ratio. Thereby, a small electric motor can be adopted without increasing the size of the electric motor for outputting a large output torque, and the increase in size of the vehicle can be suppressed. At this time, since at least one of the deceleration axes is located above the lower edge of the lower cross member, it is possible to further suppress an increase in the size of the vehicle in the vertical direction.

In the vehicle according to the present invention,
An upper part is supported by the link mechanism so as to be rotatable around the right steering axis, and a lower part supports the right steering front wheel so as to be rotatable, and cushions displacement of the right steering front wheel relative to the upper part in the vertical direction of the body frame. Right shock absorber,
The upper part is supported by the link mechanism so as to be rotatable around the left steering axis, and the lower part supports the left steering front wheel so as to be rotatable, and cushions displacement of the left steering front wheel relative to the upper part in the vertical direction of the body frame. A left shock absorber, and the right shock absorber includes a right outer element and a right inner element that can be displaced relative to each other along a right telescopic axis extending in a vertical direction of the body frame,
The left shock absorber may include a left outer element and a left inner element that can be displaced relative to each other along a left telescopic axis extending in a vertical direction of the body frame.

According to the vehicle of the present invention, since the left shock absorber and the right shock absorber are telescopic shock absorbers, compared to the bottom link shock absorber and the leading arm shock absorber, the left steering front wheel and the right steering front wheel When buffering the displacement, the amount of displacement in the front-rear direction can be suppressed.

In the vehicle according to the present invention,
The right outer element includes a right front outer tube, and a right rear outer tube provided behind the right front outer tube,
The right inner element has a right front inner tube and a right rear inner tube provided behind the right front inner tube,
The left outer element has a left front outer tube and a left rear outer tube provided rearward from the left front outer tube,
The left inner element may include a left front inner tube and a left rear inner tube provided behind the left front inner tube.

The left shock absorber and the right shock absorber are so-called double telescopic shock absorbers. According to the vehicle of the present invention, it is easy to increase the support rigidity of the left steering front wheel and the right steering front wheel as compared with the case where the shock absorber is configured by a single telescopic element.

In the vehicle according to the present invention,
When a part consisting of a right front outer tube and a right front inner tube is a right front telescopic element, and a part consisting of a right rear outer tube and a right rear inner tube is a right rear telescopic element, one of the right front telescopic element and the right rear telescopic element is Having a damper element, and the other of the right front telescopic element and the right rear telescopic element does not have a damper element,
When the left front outer tube and the left front inner tube are the left front telescopic element, and the left rear outer tube and the left rear inner tube are the left rear telescopic element, one of the left front telescopic element and the left rear telescopic element is A damper element may be included, and the other of the left front telescopic element and the left rear telescopic element may not have a damper element.

ダブル Double telescopic type shock absorbers tend to be large in the front-back direction. However, according to the configuration of the present invention, a telescopic element that does not have a damper element can be simply configured. When the left front telescopic element and the left rear telescopic element are formed of the same member, the right front telescopic element and the right telescopic element Compared to the case where the rear telescopic element is made of the same member, the size of the shock absorber can be suppressed.

In the vehicle according to the present invention,
Both the tie rod and the tilt actuator may be provided either in front of or behind the link mechanism.

In the vehicle according to the present invention, since the tie rod is disposed below the tilt actuator, the tie rod and the tilt actuator can be disposed at positions overlapping each other in the longitudinal direction of the vehicle. For this reason, for example, the vehicle of the present invention can easily suppress the increase in size in the front-rear direction compared to the case where the tie rod is disposed in front of the link mechanism and the tilt actuator is disposed behind the link mechanism.

In the vehicle according to the present invention,
In a side view of the vehicle, the rear end of the tie rod is located behind the front end of the tilt actuator, or
In a side view of the vehicle, a front end of the tie rod may be positioned ahead of a rear end of the tilt actuator.

According to the vehicle of the present invention, the space occupied by the tie rod and the space occupied by the tilt actuator can be overlapped in the longitudinal direction of the vehicle. For this reason, compared with the case where each space is mutually separated in the front-back direction, the enlargement of a vehicle can be suppressed about the front-back direction.

In the vehicle according to the present invention,
The upper end of the speed reduction mechanism may be positioned above the electric motor in the vertical direction.
According to the vehicle of the present invention, the output shaft portion of the speed reduction mechanism can be protruded from a portion of the speed reduction mechanism positioned above the electric motor. This output shaft portion is directly or indirectly connected to the upper cross member or the lower cross member, and the output of the electric motor is easily transmitted to the link mechanism.

In the vehicle according to the present invention,
An upper part is supported by the link mechanism so as to be rotatable around the right steering axis, and a lower part supports the right steering front wheel so as to be rotatable, and cushions displacement of the right steering front wheel relative to the upper part in the vertical direction of the body frame. Right shock absorber,
The upper part is supported by the link mechanism so as to be rotatable around the left steering axis, and the lower part supports the left steering front wheel so as to be rotatable, and cushions displacement of the left steering front wheel relative to the upper part in the vertical direction of the body frame. A left shock absorber,
The right shock absorber has a right displacement portion that is relatively displaced with respect to the vehicle body frame in accordance with a displacement in the vertical direction of the vehicle body frame of the right steering front wheel,
The left shock absorber includes a left displacement portion that is relatively displaced with respect to the vehicle body frame in accordance with a displacement of the left steering front wheel in a vertical direction of the vehicle body frame,
The lower end of the tie rod is located above the upper end of the right displacement portion of the right shock absorber in the vertical direction,
The lower end of the tie rod may be positioned above the upper end of the left displacement portion of the left shock absorber in the vertical direction.

According to the vehicle of the present invention, the lower end of the tie rod is located above the upper end of the right displacement portion that is displaced by the operation of the right shock absorber. Further, the lower end of the tie rod is positioned above the upper end of the left displacement portion that is displaced by the operation of the left shock absorber. For this reason, it is easy to suppress interference of the right shock absorber, the left shock absorber, and the tie rod.

In the vehicle according to the present invention,
An upper part is supported by the link mechanism so as to be rotatable around the right steering axis, and a lower part supports the right steering front wheel so as to be rotatable, and cushions displacement of the right steering front wheel relative to the upper part in the vertical direction of the body frame. Right shock absorber,
The upper part is supported by the link mechanism so as to be rotatable around the left steering axis, and the lower part supports the left steering front wheel so as to be rotatable, and cushions displacement of the left steering front wheel relative to the upper part in the vertical direction of the body frame. A left shock absorber,
The upper end of the tie rod is positioned below the upper end of the right shock absorber in the vertical direction,
The upper end of the tie rod may be positioned below the upper end of the left shock absorber in the vertical direction.

According to the vehicle of the present invention, tie rods can be arranged in the space occupied by the right shock absorber and the space occupied by the left shock absorber in the vertical direction of the body frame. Compared with the case where the tie rod is disposed above the space occupied by the right shock absorber and the space occupied by the left shock absorber, the vehicle can be prevented from being enlarged in the vertical direction.

1 is an overall side view of a vehicle according to an embodiment of the present invention. It is a front view of the front part of the vehicle of FIG. It is a top view of the front part of the vehicle of FIG. It is a top view of the vehicle front part of the state which steered the vehicle of FIG. It is a front view of the vehicle front part of the state which inclined the vehicle of FIG. It is a front view of the vehicle front part of the state which made the vehicle of FIG. 1 steer and incline. It is a side view of a vehicle. It is a reverse view which shows a tilt actuator. FIG. 9 is a sectional view taken along line IX-IX in FIG. 8.

Examples of preferred embodiments will be described in detail below 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 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 based on the body frame, as viewed from the rider driving the vehicle, It means the horizontal direction and the vertical direction. The “side of the body frame” means the right direction or the left direction of the body frame.

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 “upright state of the vehicle” means a state in which the vehicle is not steered and the vertical direction of the body frame coincides with the vertical direction. In this state, the direction based on the vehicle coincides with the direction based on the vehicle 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, “rotation” means that the member is displaced at an angle of 360 degrees or more around the central axis. In this specification, “rotation” means that the member is displaced around the central axis at an angle of less than 360 degrees.

In the present embodiment, a vehicle having two front wheels and one rear wheel is illustrated as an example of the vehicle.

<Overall configuration>
FIG. 1 shows a side view of the entire vehicle 1 as viewed from the left side of the vehicle 1. The no-load state of the vehicle 1 means an upright state in which the front wheels are neither steered nor tilted when the rider is not on the vehicle 1 and fuel is not mounted on the vehicle 1.

As shown in FIG. 1, the vehicle 1 includes a vehicle main body 2, a pair of left and right front wheels 3, a rear wheel 4, and a link mechanism 5. The vehicle main body 2 includes a vehicle body frame 21, a vehicle body cover 22, a seat 23, and a power unit 24.

The body frame 21 includes a head pipe 211 and a main frame 212. In FIG. 1, a portion of the body frame 21 hidden by the body cover 22 is indicated by a broken line. The vehicle body frame 21 supports the power unit 24, the seat 23, and the like. The power unit 24 includes a drive source such as an engine or an electric motor, a mission device, and the like.

The head pipe 211 is disposed in the front portion of the vehicle 1. The head pipe 211 is disposed slightly inclined with respect to the vertical direction so that the upper part is positioned slightly rearward from the lower part in a side view of the vehicle 1. A link mechanism 5 is disposed around the head pipe 211. A steering shaft 652 is rotatably inserted into the head pipe 211. The head pipe 211 supports the link mechanism 5. The head pipe 211, which is a part of the body frame 21, can tilt to the right of the vehicle 1 when the vehicle 1 turns right, and can tilt to the left of the vehicle 1 when the vehicle 1 turns left.

The body frame 21 is covered with a body cover 22. The vehicle body cover 22 has a front cover 221.

The front cover 221 is located in front of the seat 23. The front cover 221 covers at least a part of the link mechanism 5.

The pair of left and right front wheels 3 are disposed under the head pipe 211 and under the front cover 221 in an unloaded state.

FIG. 2 is a front view of the front portion of the vehicle 1 of FIG. 1 as viewed from the front. FIG. 3 is a plan view of the front portion of the vehicle 1 of FIG. 1 as viewed from above. 2 and 3, the vehicle body cover 22 is omitted.
As shown in FIGS. 2 and 3, the vehicle 1 includes a steering force transmission mechanism 6, a link mechanism 5, a left shock absorber 33, a right shock absorber 34, and a pair of left and right front wheels 3. The left shock absorber 33 supports the left steering front wheel 31 on the vehicle body frame 21. The right shock absorber 34 supports the right steering front wheel 32 on the vehicle body frame 21.

The pair of left and right front wheels 3 includes a left steering front wheel 31 and a right steering front wheel 32. The left steering front wheel 31 and the right steering front wheel 32 are arranged side by side in the left-right direction of the body frame 21. The left steering front wheel 31 and the right steering front wheel 32 are disposed symmetrically with respect to the center in the vehicle width direction. The left steering front wheel 31 is supported by the left shock absorber 33. The right steering front wheel 32 is supported by a right shock absorber 34.
The direction of the left steering front wheel 31 can be changed according to the rider's steering. The direction of the right steering front wheel 32 can be changed according to the rider's steering. A relatively large space is secured between the left steering front wheel 31 and the right steering front wheel 32. Thereby, even if the directions of the left steering front wheel 31 and the right steering front wheel 32 are changed, interference with each other or with other members is prevented.

The left shock absorber 33 is a so-called telescopic shock absorber that attenuates vibration from the road surface. The left shock absorber 33 supports the left steering front wheel 31 in the lower part, and buffers the displacement of the left steering front wheel 31 in the vertical direction of the left steering front wheel 31 with respect to the upper part. The left shock absorber 33 has two telescopic elements arranged in the front-rear direction. The upper parts of the two telescopic elements are connected to each other. The lower portions of the two telescopic elements are connected to each other.

The right shock absorber 34 is a so-called telescopic shock absorber, and attenuates vibration from the road surface. The right shock absorber 34 supports the right steering front wheel 32 in the lower part, and buffers the displacement of the right steering front wheel 32 in the vertical direction of the right steering front wheel 32 with respect to the upper part. The right shock absorber 34 has two telescopic elements arranged in the front-rear direction. The upper parts of the two telescopic elements are connected to each other. The lower portions of the two telescopic elements are connected to each other.

The steering force transmission mechanism 6 is disposed above the left steering front wheel 31 and the right steering front wheel 32. The steering force transmission mechanism 6 includes a steering shaft 652 and a handle bar 651 connected to the upper portion of the steering shaft 652 as members for inputting the steering force of the rider. A part of the steering shaft 652 is inserted into the head pipe 211 and extends substantially in the vertical direction, and is rotatable with respect to the head pipe 211. The steering shaft 652 is rotated in accordance with the operation of the handle bar 651 by the rider.

In addition to the handlebar 651 and the steering shaft 652, the steering force transmission mechanism 6 includes a first transmission plate 653, a second transmission plate 654, a third transmission plate 655, a first joint 656, a second joint 657, and a third joint 658. , A tie rod 659, a first bracket 63 and a second bracket 64. The steering force transmission mechanism 6 transmits a steering force for the rider to operate the handle bar 651 to the first bracket 63 and the second bracket 64 via these members.

The first transmission plate 653 is disposed at the center in the vehicle width direction, and is connected to the steering shaft 652 so as not to be relatively rotatable. The first transmission plate 653 rotates as the steering shaft 652 rotates.

The second transmission plate 654 is rotatably connected to a left side member 53 of the link mechanism 5 described later. The second transmission plate 654 is fixed to the first bracket 63. The second transmission plate 654 is located below the first bracket 63. The second transmission plate 654 is disposed on the left side of the first transmission plate 653.

The third transmission plate 655 is rotatably connected to a right side member 54 of the link mechanism 5 described later. The third transmission plate 655 is disposed symmetrically with the second transmission plate 654 around the first transmission plate 653. The third transmission plate 655 is fixed to the second bracket 64. The third transmission plate 655 is located below the second bracket 64.

A first joint 656 is disposed at the front of the first transmission plate 653. The first joint 656 is supported to be rotatable with respect to the first transmission plate 653 by a rotation shaft member extending in the vertical direction. A second joint 657 is disposed at the front portion of the second transmission plate 654. The second joint 657 is supported to be rotatable with respect to the second transmission plate 654 by a rotation shaft member extending in the vertical direction. A third joint 658 is disposed at the front portion of the third transmission plate 655. The third joint 658 is rotatably supported with respect to the third transmission plate 655 by a rotation shaft member extending in the vertical direction. The first joint 656, the second joint 657, and the third joint 658 each have a shaft portion that extends in the front-rear direction at each front portion.

The tie rod 659 is arranged so as to extend in the vehicle width direction. The tie rod 659 is supported at the front portion of the first joint 656, the front portion of the second joint 657, and the front portion of the third joint 658 so as to be rotatable with respect to a shaft portion extending in the front-rear direction.

The tie rod 659 is a member extending in the left-right direction. The tie rod 659 rotatably connects the right steering front wheel 32, the left steering front wheel 31, and the steering shaft 652. The tie rod 659 has a right part and a left part.

The left end portion of the right portion of the tie rod 659 is connected to the steering shaft 652 so as to be rotatable. The right end portion of the right portion of the tie rod 659 is rotatably connected to the right steering front wheel 32. The right end portion of the right portion of the tie rod 659 is connected to the right steering front wheel 32 at a position shifted from the right steering axis Y. When the steering shaft 652 rotates, the right part of the tie rod 659 is displaced in the left-right direction and the front-rear direction. The right steering front wheel 32 rotates about the right steering axis Y in accordance with the displacement of the right portion of the tie rod 659.

The right end portion of the left portion of the tie rod 659 is connected to the steering shaft 652 so as to be rotatable. The left end portion of the left portion of the tie rod 659 is rotatably connected to the left steering front wheel 31. The left end portion of the left portion of the tie rod 659 is connected to the left steering front wheel 31 at a position shifted from the left steering axis X. When the steering shaft 652 rotates, the left portion of the tie rod 659 is displaced in the left-right direction and the front-rear direction. In accordance with the displacement of the left portion of the tie rod 659, the left steering front wheel 31 rotates about the left steering axis X.

The steering force transmission mechanism 6 configured as described above transmits the steering force transmitted from the handle bar 651 to the tie rod 659 via the first transmission plate 653 and the first joint 656. Thereby, the tie rod 659 is displaced in either one of the left and right directions. The steering force transmitted to the tie rod 659 is transmitted from the tie rod 659 to the first bracket 63 via the second transmission plate 654 and the second joint 657, and from the tie rod 659 to the first transmission plate 655 and the third joint 658. It is transmitted to the second bracket 64. As a result, the first bracket 63 and the second bracket 64 rotate in the direction in which the tie rod 659 is displaced.

<Link mechanism>
In this example, a parallel four-bar link (also called parallelogram link) type link mechanism 5 is employed.
The link mechanism 5 is disposed below the handle bar 651. The link mechanism 5 is connected to the head pipe 211 of the vehicle 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 as a configuration for performing the tilting operation of the vehicle 1. Further, the link mechanism 5 includes a first bracket 63 and a left shock absorber 33 as a configuration that is connected to a lower portion of the left side member 53 and tilts together with the left side member 53. Further, the link mechanism 5 includes a second bracket 64 and a right shock absorber 34 as a configuration that is connected to a lower portion of the right side member 54 and is inclined together with the right side member 54.

The right side member 54 supports the upper part of the right shock absorber 34 so as to be rotatable around a right steering axis Y extending in the vertical direction of the vehicle body frame 21. The left side member 53 supports the upper part of the left shock absorber 33 so as to be rotatable around the left steering axis X parallel to the right steering axis Y.
The upper cross member 51 is connected to the upper and right ends of the right side member 54 so as to be rotatable about the upper right axis E extending in the front-rear direction of the body frame 21, and the upper right axis is connected to the upper and left ends of the left side member 53. It is pivotally connected around the upper left axis J parallel to E, and rotates about the upper middle axis E (an example of a link axis) C parallel to the upper right axis E and the upper left axis J to the vehicle body frame 21 at the middle part. Connected as possible.
The lower cross member 52 is connected to the lower side and the right end of the right side member 54 so as to be rotatable about the lower right axis H parallel to the upper right axis E, and the upper left axis J between the lower and left ends of the left side member 53. Is connected to the vehicle body frame 21 so as to be rotatable about a lower intermediate axis K parallel to the upper intermediate axis C at an intermediate portion.

The upper cross member 51 includes a plate-like member 512 that is disposed in front of the head pipe 211 and extends in the vehicle width direction. The plate-like member 512 is connected to the head pipe 211 by a support portion, and is rotatable with respect to the head pipe 211 about the upper intermediate axis C extending in the substantially front-rear direction.
The left end of the upper cross member 51 is connected to the left side member 53 by a connecting portion. The upper cross member 51 is rotatable with respect to the left side member 53 about the upper left axis J extending in the substantially front-rear direction. The right end of the upper cross member 51 is connected to the right side member 54 by a connecting portion. The upper cross member 51 is rotatable with respect to the right side member 54 about the upper right axis E extending substantially in the front-rear direction.

The lower cross member 52 is connected to the head pipe 211 by a support portion, and can be rotated around a lower intermediate axis K extending substantially in the front-rear direction. The lower cross member 52 is disposed below the upper cross member 51. The lower cross member 52 has substantially the same length in the vehicle width direction as the upper cross member 51 and is disposed in parallel with the upper cross member 51.

The lower cross member 52 includes a pair of plate-

like members

521 and 522 extending in the vehicle width direction. The pair of plate-

like members

521 and 522 are arranged so as to sandwich the head pipe 211 in the front-rear direction. The pair of plate-

like members

521 and 522 are integrally connected by an intermediate portion. The intermediate portion may be integrated with or separated from the pair of plate-

like members

521 and 522. The left end of the lower cross member 52 is connected to the left side member 53 by a connecting portion. The lower cross member 52 is rotatable with respect to the left side member 53 about a lower left axis G extending substantially in the front-rear direction. The right end of the lower cross member 52 is connected to the right side member 54 by a connecting portion. The lower cross member 52 is rotatable with respect to the right side member 54 about the lower right axis H extending substantially in the front-rear direction.

The left side member 53 is disposed on the left side of the head pipe 211 and extends in parallel with the direction in which the head pipe 211 extends. The left side member 53 is disposed above the left steering front wheel 31 and above the left shock absorber 33. The lower part of the left side member 53 is connected to the first bracket 63 and is attached to the first bracket 63 so as to be rotatable about the left steering axis X.

The right side member 54 is disposed on the right side of the head pipe 211 and extends in parallel with the direction in which the head pipe 211 extends. The right side member 54 is disposed above the right steering front wheel 32 and above the right shock absorber 34. The lower portion of the right side member 54 is connected to the second bracket 64 and is attached to the second bracket 64 so as to be rotatable about the right steering axis Y.

Thus, 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 The side members 54 are connected so as to maintain a mutually parallel posture.

When the link mechanism 5 operates, the right steering front wheel 32 and the left steering front wheel 31 are relatively displaced in the vertical direction of the body frame 21. When the link mechanism 5 operates and the vehicle 1 tilts to the right, the right steering front wheel 32 is displaced upward with respect to the left steering front wheel 31. When the link mechanism 5 operates to tilt the vehicle 1 to the left, the right steering front wheel 32 is displaced downward with respect to the left steering front wheel 31. The right end portion and the left end portion of the tie rod 659 are also displaced in the vertical direction in accordance with the relative displacement of the right steering front wheel 32 and the left steering front wheel 31 when tilting.

<Steering operation>
FIG. 4 is a diagram for explaining the steering operation of the vehicle 1 and is a plan view of the front portion of the vehicle 1 in a state where the vehicle 1 is steered.
As shown in FIG. 4, when the handle bar 651 is rotated in the left-right direction, the steering force transmission mechanism 6 operates to perform a steering operation. When the steering shaft 652 is turned by turning the handle bar 651, the first transmission plate 653 is turned along with the turning of the steering shaft 652.
For example, when the steering shaft 652 rotates in the direction of arrow T in FIG. 4, the tie rod 659 moves to the left rear as the first transmission plate 653 rotates. At this time, the first transmission plate 653 is rotated with respect to the first joint 656 by the substantially vertical rotation shaft member of the first joint 656, and the tie rod 659 moves to the left rear while maintaining the posture. As the tie rod 659 moves to the left rear, the second transmission plate 654 and the third transmission plate 655 rotate in the direction of the arrow T around the left side member 53 and the right side member 54, respectively. At this time, the second transmission plate 654 rotates with respect to the second joint 657 around the rotation shaft member extending in the vertical direction of the second joint 657, and the third transmission plate 655 extends in the vertical direction of the third joint 658. It rotates with respect to the third joint 658 around the rotation shaft member.

When the second transmission plate 654 and the third transmission plate 655 are rotated in the direction of the arrow T, the first bracket 63 and the second bracket 64 are rotated in the direction of the arrow T. When the first bracket 63 and the second bracket 64 rotate in the direction of the arrow T, the left steering front wheel 31 rotates about the left steering axis X (see FIG. 2) via the left shock absorber 33, and the right steering front wheel 32. Rotates around the right steering axis Y (see FIG. 2) via the right shock absorber 34.

<Inclined motion>
FIG. 5 is a view for explaining the tilting operation of the vehicle 1 and is a front view of the front portion of the vehicle 1 in a state where the vehicle 1 is tilted.
As shown in FIG. 5, the vehicle 1 tilts in the left-right direction with the operation of the link mechanism 5. The operation of the link mechanism 5 means that each member (upper cross member 51, lower cross member 52, left side member 53 and right side member 54) for performing the tilting operation in the link mechanism 5 is relative to each other with the respective connection points as axes. It means that the link mechanism 5 changes its shape by rotating.
In the link mechanism 5 of this example, for example, the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 that are arranged in a substantially rectangular shape in a front view in an upright state are in a state where the vehicle 1 is inclined. It is deformed into a substantially parallelogram. The link mechanism 5 performs the tilting operation in conjunction with the relative rotation operations of the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54, so that the left steering front wheel 31 and the right steering front wheel Each 32 is inclined.

For example, when the rider tilts the vehicle 1 to the left, the head pipe 211 tilts to the left of the vehicle 1 with respect to the vertical direction. When the head pipe 211 is inclined, the upper cross member 51 rotates with respect to the head pipe 211 about the upper intermediate axis C, and the lower cross member 52 rotates with respect to the head pipe 211 about the lower intermediate axis K. Then, the upper cross member 51 moves to the left of the lower cross member 52, and the left side member 53 and the right side member 54 are inclined with respect to the vertical direction while maintaining a state parallel to the head pipe 211. When the left side member 53 and the right side member 54 are inclined, the left side member 53 and the right side member 54 rotate with respect to the upper cross member 51 and the lower cross member 52. Therefore, when the vehicle 1 is tilted, the left steering front wheel 31 and the right steering front wheel 32 supported by the left side member 53 and the right side member 54 are vertical as the left side member 53 and the right side member 54 tilt. It inclines while maintaining a state parallel to the head pipe 211 with respect to the direction.

Further, during the tilting operation, the tie rod 659 rotates with respect to the axial portions of the first joint 656, the second joint 657, and the third joint 658, respectively. Thus, the tie rod 659 maintains a parallel posture with respect to the upper cross member 51 and the lower cross member 52 even when the vehicle 1 is inclined.

Thus, the link mechanism 5 that tilts the left steering front wheel 31 and the right steering front wheel 32 by performing the tilting operation is disposed above the left steering front wheel 31 and the right steering front wheel 32, respectively. That is, the rotation axes of the upper cross member 51, the lower cross member 52, the left side member 53, and the right side member 54 that are the rotation members constituting the link mechanism 5 are higher than the left steering front wheel 31 and the right steering front wheel 32. Has been placed.

<Steering operation + Inclination operation>
FIG. 6 is a front view of the front portion of the vehicle 1 in a state where the vehicle 1 is steered and tilted.
FIG. 6 shows a state in which the vehicle 1 is steered leftward and tilted leftward of the vehicle 1. In the operation shown in FIG. 6, the directions of the left steering front wheel 31 and the right steering front wheel 32 are changed by the steering operation, and the left steering front wheel 31 and the right steering front wheel 32 are tilted together with the vehicle body frame 21 by the tilting operation. In this state, the upper cross member 51, the lower cross member 52, the left side member 53 and the right side member 54 of the link mechanism 5 are deformed into a substantially parallelogram, and the tie rod 659 is steered in either the left or right direction (in FIG. 6). Move left) and backward.

Next, the tilt actuator 40 will be described in detail with reference to FIG. 3 to 6, the tilt actuator 40 is omitted. FIG. 7 is a side view of the vehicle 1.
As shown in FIG. 7, a stay 42 is provided in a penetrating portion 211 a extending from the head pipe 211 toward the front in the lower intermediate axis K direction. 7, the head pipe 211 overlaps the left side member 53. The penetration part 211a penetrates the plate-

like members

521 and 522 of the lower cross member 52 in the lower intermediate axis K direction. The penetrating portion 211a supports the lower cross member 52 so as to be rotatable around the lower intermediate axis K via a bearing. An inner ring of the bearing is provided on the outer periphery of the penetrating portion 211a. An outer ring of the bearing is provided on the lower cross member 52.

The tilt actuator 40 is supported by the vehicle body frame 21 via a stay 42 fixed to the front portion of the through portion 211a. The stay 42 extends below the lower cross member 52 in the lower intermediate axis K direction and is connected to the lower portion of the head pipe 211. For this reason, even if the vehicle 1 is lean, the tilt actuator 40 is not displaced relative to the body frame 21. When the vehicle 1 is lean, the tilt actuator 40 includes an upper cross member 51, a lower cross member 52, a left side member 53, a right side member 54, a left shock absorber 33, a right shock absorber 34, a left steering front wheel 31, and a right steering front wheel 32. Relative displacement with respect to. The stays 42 are fixed to the casing 41 of the tilt actuator 40 at a plurality of locations.

FIG. 7 is a left side view of the vehicle 1 and shows the left shock absorber 33 and the left steering front wheel 31.
As shown in FIG. 7, in a side view of the vehicle 1, the tilt actuator 40 is not located in the upper-lower cross member region A that is a virtual space between the upper cross member 51 and the lower cross member 52. It is preferable. As shown in the drawing, the tilt actuator 40 is located in front of the vehicle body frame 21 in the front-rear direction of the vehicle body frame 21 from the region A between the upper and lower cross members, or is located rearward of the vehicle body frame 21 in the front-rear direction. It is preferable.

Unlike the present embodiment, when the tilt actuator 40 is arranged in the region A between the upper and lower cross members, in order to avoid interference between the tilt actuator 40 and the upper cross member 51 and the lower cross member 52, the vehicle 1 is Easy to enlarge. However, according to the present embodiment, it is easy to suppress an increase in size of the vehicle 1 in the vertical direction.

Here, the region A between the upper and lower cross members means the front surface A5 defined by the lower edge A1 of the front surface of the upper cross member 51 and the upper edge A2 of the front surface of the lower cross member 52, and the lower edge of the rear surface of the upper cross member 51. This is a virtual region defined by A3 and the rear surface A6 defined by the upper edge A4 of the rear surface of the lower cross member 52.

The front surface of the upper cross member 51 is a surface that is visually recognized when the upper cross member 51 is viewed from the front in the front-rear direction of the body frame 21, and its normal line is from the vertical direction or the left-right direction of the body frame 21. Is also a surface extending at an angle close to the front-rear direction.
The rear surface of the upper cross member 51 is a surface that is visually recognized when the upper cross member 51 is viewed from the rear in the front-rear direction of the vehicle body frame 21, and the normal line is front and rear than the vertical direction and the left-right direction of the vehicle body frame 21. It is a surface extending at an angle close to the direction.
The front surface of the lower cross member 52 is a surface that is visually recognized when the lower cross member 52 is viewed from the front in the front-rear direction of the body frame 21, and the normal line is front and rear than the vertical direction and the left-right direction of the body frame 21. It is a surface extending at an angle close to the direction.
The rear surface of the lower cross member 52 is a surface that is visually recognized when the lower cross member 52 is viewed from the rear in the front-rear direction of the vehicle body frame 21, and its normal line is front and rear than the vertical direction and the left-right direction of the vehicle body frame 21. It is a surface extending at an angle close to the direction.
The front and rear surfaces of the upper cross member 51 and the lower cross member 52 are not necessarily configured by a single plane, but may be configured by a single curved surface, a plurality of planes, or a plurality of curved surfaces. In some cases, it may include irregularities or steps.

As shown in FIG. 7, the left shock absorber 33 is a so-called telescopic shock absorber. The left shock absorber 33 includes a left outer element 35 and a left inner element 36 that can be displaced relative to each other along a left telescopic axis c extending in the vertical direction of the body frame 21. The illustrated left shock absorber 33 is an upright type telescopic shock absorber in which the upper end of the left inner element 36 is located above the upper end of the left outer element 35.
Although not shown, the right shock absorber 34 includes a right outer element and a right inner element that can be displaced relative to each other along a right telescopic axis extending in the vertical direction of the body frame 21. The right shock absorber 34 is also symmetrical with the left shock absorber 33. For this reason, the detailed description regarding the right shock absorber 34 is abbreviate | omitted.
Since the left shock absorber 33 and the right shock absorber 34 are telescopic shock absorbers, the displacement of the left steering front wheel 31 and the right steering front wheel 32 is buffered as compared with a bottom link shock absorber and a leading arm shock absorber. In this case, the amount of displacement in the front-rear direction can be suppressed.

As shown in FIG. 7, the left outer element 35 has a left front outer tube 35a and a left rear outer tube 35b provided behind the left front outer tube 35a. The left inner element 36 includes a left front inner tube 36a and a left rear inner tube 36b provided behind the left front inner tube 36a.
Although not shown, the right outer element has a right front outer tube and a right rear outer tube provided behind the right front outer tube, and the right inner element is provided behind the right front inner tube and the right front inner tube. And a right rear inner tube.
The left shock absorber 33 and the right shock absorber 34 are so-called double telescopic type shock absorbers. Compared with the case where the shock absorber is constituted by a single telescopic element, the support rigidity of the left steering front wheel and the right steering front wheel can be easily increased.

When a left front telescopic element 37 composed of a left front outer tube 35a and a left front inner tube 36a and a left rear telescopic element 38 composed of a left rear outer tube 35b and a left rear inner tube 36b are used, the left front telescopic element 37 and the left rear telescopic element 38 One has a damper element, and the other of the left front telescopic element 37 and the left rear telescopic element 38 has no damper element.
Although not shown, when a right front telescopic element composed of a right front outer tube and a right front inner tube is used, and a right rear telescopic element composed of a right rear outer tube and a right rear inner tube, one of the right front telescopic element and the right rear telescopic element is a damper element. And the other of the right front telescopic element and the right rear telescopic element does not have a damper element.
Double telescopic shock absorbers tend to be large in the front-rear direction. However, according to the configuration according to the present embodiment, it is possible to simply configure a telescopic element that does not have a damper element, and when the left front telescopic element and the left rear telescopic element are formed of the same member, Compared to the case where the right rear telescopic element is made of the same member, the size of the shock absorber can be suppressed.

FIG. 8 is a rear view of the tilt actuator 40. FIG. 8 is a view of the tilt actuator 40 as viewed from the link mechanism 5 side. As shown in FIG. 8, the tilt actuator 40 includes a casing 41, an electric motor 91, and a speed reduction mechanism 70. The electric motor 91 and the speed reduction mechanism 70 are provided inside the casing 41. In the present embodiment, the output of the electric motor 91 is transmitted to the upper cross member 51 via the speed reduction mechanism 70 (see FIG. 7).

FIG. 9 is a sectional view of the tilt actuator 40 taken along the line IX-IX in FIG. As shown in FIG. 9, the electric motor 91 includes a stator 91a, a rotor 91b, and an output shaft portion 92. The stator 91a is fixed to the casing 41. The rotor 91b is fixed to the output shaft portion 92. The rotor 91 b rotates with the output shaft portion 92.

The reduction mechanism 70 has five reduction shaft portions 72 to 76. The speed reduction mechanism 70 includes a second speed reduction shaft portion 72, a third speed reduction shaft portion 73, a fourth speed reduction shaft portion 74, a fifth speed reduction shaft portion 75, and a sixth speed reduction shaft portion 76. The second reduction shaft portion 72, the third reduction shaft portion 73, the fourth reduction shaft portion 74, the fifth reduction shaft portion 75, and the sixth reduction shaft portion 76 are supported by the casing 41 via bearings. ing. The second reduction shaft portion 72, the third reduction shaft portion 73, the fourth reduction shaft portion 74, the fifth reduction shaft portion 75, and the sixth reduction shaft portion 76 are attached to the casing 41 around each reduction axis. It can rotate with respect to it. Each deceleration axis and the output shaft 92 of the electric motor 91 are parallel to the upper intermediate axis C.

A first gear 81 is fixed to the output shaft portion 92 of the electric motor 91. The first gear 81 rotates together with the output shaft portion 92 of the electric motor 91. The output shaft portion 92 rotates around the first deceleration axis I.

The second reduction shaft 72 has a second gear 82 and a third gear 83 fixed thereto. The second gear 82 and the third gear 83 rotate together with the second reduction shaft portion 72. The second gear 82 meshes with the first gear 81. The second reduction shaft portion 72 rotates around the second reduction axis II.

The third reduction shaft 73 has a fourth gear 84 and a fifth gear 85 fixed thereto. The fourth gear 84 and the fifth gear 85 rotate together with the third reduction shaft portion 73. The fourth gear 84 is in mesh with the third gear 83. The third reduction shaft portion 73 rotates around the third reduction axis III.

The fourth reduction shaft 74 has a sixth gear 86 and a seventh gear 87 fixed thereto. The sixth gear 86 and the seventh gear 87 rotate together with the fourth reduction shaft portion 74. The sixth gear 86 meshes with the fifth gear 85. The fourth reduction shaft portion 74 rotates around the fourth reduction axis IV.

The fifth reduction shaft 75 has an eighth gear 88 and a ninth gear 89 fixed thereto. The eighth gear 88 and the ninth gear 89 rotate together with the fifth reduction shaft portion 75. The eighth gear 88 meshes with the seventh gear 87. The fifth deceleration shaft portion 75 rotates around the fifth deceleration axis V.

A tenth gear 90 is fixed to the sixth reduction shaft portion 76. The tenth gear 90 rotates together with the sixth reduction shaft portion 76. The tenth gear 90 is in mesh with the ninth gear 89. Returning to FIG. 7, the sixth reduction shaft portion 76 is fixed to the upper cross member 51 so as not to be relatively rotatable. When the sixth reduction shaft portion 76 rotates, the upper cross member 51 also rotates. The sixth deceleration shaft portion 76 rotates around the sixth deceleration axis VI. The sixth deceleration axis VI coincides with the upper middle axis C.

The rotation of the electric motor 91 is transmitted to the second reduction shaft portion 72 through the meshing of the first gear 81 and the second gear 82. The rotation of the second reduction shaft portion 72 is transmitted to the third reduction shaft portion 73 through the meshing of the third gear 83 and the fourth gear 84. The rotation of the third reduction shaft portion 73 is transmitted to the fourth reduction shaft portion 74 through the meshing of the fifth gear 85 and the sixth gear 86. The rotation of the fourth reduction shaft portion 74 is transmitted to the fifth reduction shaft portion 75 through the meshing of the seventh gear 87 and the eighth gear 88. The rotation of the fifth reduction shaft portion 75 is transmitted to the sixth reduction shaft portion 76 through the meshing of the ninth gear 89 and the tenth gear 90.

In the present embodiment, as shown in FIGS. 8 and 9, the first reduction axis I of the output shaft portion 92 of the electric motor 91 and the fourth reduction axis IV of the fourth reduction shaft portion 74 are matched. ing. The output shaft portion 92 is a hollow member. The front portion of the fourth reduction shaft portion 74 is rotatably inserted into the hollow output shaft portion 92. Note that the output shaft portion 92 and the fourth reduction shaft portion 74 of the electric motor 91 are not directly meshed with each other, and as described above, the rotation of the output shaft portion 92 of the electric motor 91 is caused by the second reduction shaft portion 72 and the third reduction shaft portion. This is transmitted to the fourth reduction shaft portion 74 via the reduction shaft portion 73.

As described above, at least one of the output shaft portion 92, the second reduction shaft portion 72, the third reduction shaft portion 73, the fourth reduction shaft portion 74, the fifth reduction shaft portion 75, and the sixth reduction shaft portion 76 of the electric motor 91 is used. Since the two rotation axes are arranged so as to coincide with the other rotation axes, the tilt actuator 40 is prevented from being enlarged in the left-right direction and the up-down direction of the body frame 21.

As described above, the vehicle 1 according to the present embodiment is
A vehicle body frame 21 that can tilt to the right of the vehicle 1 when turning right and lean to the left of the vehicle 1 when turning left;
A right steering front wheel 32 rotatable about a right steering axis Y extending in the vertical direction of the body frame 21;
A left steering front wheel 31 that is provided on the left side in the left-right direction of the body frame 21 from the right steering front wheel 32 and is rotatable about a right steering axis Y extending in the vertical direction of the body frame 21;
The relative position of the right steering front wheel 32 and the left steering front wheel 31 in the vertical direction of the vehicle body frame 21 is changed according to the inclination of the vehicle body frame 21, and the upper intermediate axis C extending in the longitudinal direction of the vehicle body frame 21 relative to the vehicle body frame 21 or A link mechanism 5 having an upper cross member 51 and a lower cross member 52 (an example of a link member) rotatable around a lower intermediate axis K (an example of a link axis);
A steering force transmission mechanism 6 that transmits the steering force input to the handlebar 651 (an example of a steering force input unit) to the right steering front wheel 32 and the left steering front wheel 31;
A tilt actuator 40 having an electric motor 91 and a speed reduction mechanism 70 and capable of controlling the tilt angle of the vehicle 1 by applying torque of the electric motor 91 to the upper cross member 51 (an example of a link member).

As shown in FIG. 7, the lower end 40 d of the tilt actuator 40 is positioned above the upper end 32 u of the right steering front wheel 32 and the upper end 31 u of the left steering front wheel 31 in the vertical direction at least in the upright vehicle 1. The body frame 21 is fixed.

The steering force transmission mechanism 6 rotates the right steering front wheel 32 about the right steering axis Y by displacing the body frame 21 in the left-right direction according to the steering force, and rotates the left steering front wheel 31 about the left steering axis X. Move.
The steering force transmission mechanism 6 rotates with respect to the vehicle body frame 21 according to the rotation of the upper cross member 51 (an example of a link member) about the upper intermediate axis C (an example of a link axis) by the tilt actuator 40.
The steering force transmission mechanism 6 has a tie rod 659. The lower end 659d of the tie rod 659 is positioned above the upper end 32u of the right steering front wheel 32 and the upper end 31u of the left steering front wheel 31 in the vertical direction at least in the upright vehicle 1. In addition, the upper end 659u of the tie rod 659 is positioned below the lower end 40d of the tilt actuator 40 in the vertical direction at least in the upright vehicle 1.

As described with reference to FIG. 6, the vehicle 1 may be steered in an inclined state. Therefore, in order to avoid interference between the right steering front wheel 32 and other members, it is necessary to secure a large space around the right steering front wheel 32 in the left-right direction, the front-rear direction, and the up-down direction. In order to avoid interference between the left steering front wheel 31 and other members, it is necessary to secure a large space around the left steering front wheel 31 in the left-right direction, the front-rear direction, and the up-down direction. Further, in order to avoid interference between the tie rod 659 connecting the right steering front wheel 32, the left steering front wheel 31, and the steering shaft 652, and other members, the tie rod 659 is surrounded in the left-right direction, the front-rear direction, and the up-down direction. It is necessary to secure a large space.
Thus, in the vehicle 1 having the right steering front wheel 32 and the left steering front wheel 31, in order to avoid interference between the right steering front wheel 32, the left steering front wheel 31 and the tie rod 659 and other members, around these members. It is necessary to secure a large space, and the vehicle 1 is likely to increase in size.

The tilt actuator 40 is a heavy member. For this reason, the tilt actuator 40 needs to be firmly fixed to the vehicle body frame 21. The tilt actuator 40 is a relatively large member among the components mounted on the front portion of the vehicle 1. Therefore, the tilt actuator 40 is a member that easily interferes with the right steering front wheel 32, the left steering front wheel 31, and the tie rod 659 during steering or tilting.
When the tilt actuator 40 is to be mounted on the vehicle 1 having the right steering front wheel 32 and the left steering front wheel 31, the tilt actuator 40, the tie rod 659, the right steering front wheel 32, and the left steering front wheel 31 are separated from each other to avoid interference. Therefore, the vehicle 1 is likely to be further increased in size.

Therefore, in the vehicle 1 according to the present embodiment, as described above, the tie rods 659 that are largely displaced during turning or tilting are also disposed above the upper end 32u of the right steering front wheel 32 and the upper end 31u of the left steering front wheel 31. Such a layout makes it easy to avoid interference between the tie rod 659 and the right steering front wheel 32 and the left steering front wheel 31 while suppressing an increase in size in the left-right direction.
Further, the tilt actuator 40 is disposed above the upper end 659u of the tie rod 659. Such a layout makes it easy to avoid interference between the tilt actuator 40 and the tie rod 659, the right steering front wheel 32, and the left steering front wheel 31 while avoiding an increase in size in the left-right direction.
For this reason, even if the right and left steering front wheels 32 and the left steering front wheels 31 are reduced in size in the left-right direction, the right steering front wheels 32 and the left steering front wheels 31 are unlikely to interfere with the tilt actuator 40 and the tie rod 659 during turning and tilting. . Thereby, compared with the vehicle of patent document 1, the enlargement of the vehicle of the left-right direction can be suppressed.

Note that, as described in Patent Document 1, in a vehicle having a double wishbone link mechanism, the tie rod and the tilt actuator may be disposed above the upper end of the right steering front wheel and above the upper end of the left steering front wheel. In the vehicle described in Patent Document 1, the right-and-left dimensions of the right steering front wheel and the left steering front wheel can be reduced by the amount of space in which the tie rod and the tilt actuator are arranged, and the vehicle can be enlarged in the left-right direction. It is suppressed.

In the vehicle 1 according to the above-described embodiment, the lower end 40d of the tilt actuator 40 and the lower end 659d of the tie rod 659 are the upper end 32u of the right steering front wheel 32 and the left steering front wheel 31 in any state from the upright state to the maximum tilt state. It is located above the upper end 31u in the vertical direction.

According to the vehicle 1 according to the present embodiment, the tilt actuator 40 and the tie rod 659 can be more unlikely to interfere with the right steering front wheel 32 and the left steering front wheel 31 in any state from the upright state to the maximum tilt state.

In the vehicle 1 according to the embodiment described above, as shown in FIG.
A right side member 54 extending along the direction of the right steering axis Y extending in the vertical direction of the body frame 21;
A left side member 53 provided on the left side of the right side member 54 in the left-right direction of the body frame 21 and extending along a left steering axis X parallel to the right steering axis Y;
The upper part of the right side member 54 and the upper right axis E extending in the front-rear direction of the body frame 21 are connected at the right part so as to be rotatable, and the upper part of the left side member 53 and the upper left axis J parallel to the upper right axis E An upper cross member 51 connected to the vehicle body frame 21 at a left portion and pivoted around an upper middle axis C parallel to the upper right axis E and the upper left axis J;
The lower part of the right side member 54 and the lower right axis H parallel to the upper right axis E are connected to the right part so as to be rotatable, and the lower part of the left side member 53 is connected to the lower left axis G parallel to the upper left axis J. The lower cross member 52 is rotatably connected to the left portion, and the intermediate portion is rotatably connected to the vehicle body frame 21 around the lower intermediate axis K parallel to the upper intermediate axis C.

The vehicle 1 according to the present embodiment includes a so-called parallelogram type link mechanism 5. When this parallelogram type link mechanism 5 is adopted, it is easy to construct a vehicle 1 that is compact in the left-right direction compared to the case where a double wishbone type link mechanism is adopted. For this reason, this embodiment which can suppress the enlargement of the left-right direction of the vehicle 1 while avoiding interference with the tie rod 659, the tilt actuator 40, the right steering front wheel 32, and the left steering front wheel 31 is a parallelogram type link mechanism 5. When applied to the vehicle 1 having the above, it is possible to more effectively suppress an increase in size of the vehicle 1 in the left-right direction.

In the vehicle 1 according to the above-described embodiment, as shown in FIG. 7, the tie rod 659 and the tilt actuator 40 are both provided in front of or behind the link mechanism 5. In the present embodiment, both the tie rod 659 and the tilt actuator 40 are provided in front of the link mechanism 5.

According to the vehicle 1 according to the present embodiment, since the tie rod 659 is disposed below the tilt actuator 40, the tie rod 659 and the tilt actuator 40 can be disposed at positions overlapping each other in the front-rear direction of the vehicle 1. For this reason, for example, compared with the case where the tie rod 659 is disposed in front of the link mechanism 5 and the tilt actuator 40 is disposed in the rear of the link mechanism 5, the vehicle 1 of the present embodiment suppresses the increase in size in the front-rear direction. It's easy to do.

In the vehicle 1 according to the above-described embodiment, the rear end of the tie rod 659 is located behind the front end of the tilt actuator 40 in a side view of the vehicle 1 as shown in FIG.

According to the vehicle 1 according to the present embodiment, the space occupied by the tie rod 659 and the space occupied by the tilt actuator 40 can be overlapped in the front-rear direction of the vehicle 1. For this reason, compared with the case where each space is mutually separated in the front-back direction, the enlargement of the vehicle 1 can be suppressed about the front-back direction.
When the tie rod 659 and the tilt actuator 40 are located behind the link mechanism 5, the front end of the tie rod 659 is preferably located forward of the rear end of the tilt actuator 40 in a side view of the vehicle 1.

In the vehicle 1 according to the above-described embodiment, as shown in FIG. 8, the upper end of the speed reduction mechanism 70 is positioned above the electric motor 91 in the vertical direction.
According to the vehicle 1 according to the present embodiment, the sixth reduction shaft portion 76 that is the output shaft portion of the speed reduction mechanism 70 can be protruded from the portion of the speed reduction mechanism 70 positioned above the electric motor 91. The sixth reduction shaft portion 76 is directly or indirectly connected to the upper cross member 51 or the lower cross member 52, and the output of the electric motor 91 is easily transmitted to the link mechanism 5.

As shown in FIG. 7, the vehicle 1 according to the embodiment described above
The upper part is supported by the link mechanism 5 so as to be rotatable about the right steering axis Y, and the lower part supports the right steering front wheel 32 so as to be rotatable, and cushions the displacement of the body frame 21 in the vertical direction of the right steering front wheel 32 relative to the upper part. A right shock absorber 34;
The upper part is supported by the link mechanism 5 so as to be rotatable about the left steering axis X, and the lower part supports the left steering front wheel 31 so as to be rotatable, and cushions displacement of the body frame 21 in the vertical direction of the left steering front wheel 31 relative to the upper part. Left shock absorber 33.

The right shock absorber 34 has a right displacement portion that deforms relative to the vehicle body frame 21 in accordance with the displacement of the right steering front wheel 32 in the vertical direction of the vehicle body frame 21. The right displacement part here is a right front outer tube. The right front outer tube is relatively displaced with respect to the vehicle body frame 21 when the right shock absorber 34 is operated. The upper end of the right displacement portion corresponds to the upper end of the right front outer tube when the front wheel 3 is located at the uppermost position.
The left shock absorber 33 has a left displacement portion that deforms relative to the vehicle body frame 21 in accordance with the displacement of the left steering front wheel 31 in the vertical direction of the vehicle body frame 21. Here, the left displacement portion is the left front outer tube 35a. The left front outer tube 35 is relatively displaced with respect to the vehicle body frame 21 when the left shock absorber 33 is operated. The upper end of the left displacement portion corresponds to the upper end of the left front outer tube 35a when the front wheel 3 is located at the uppermost position.
The lower end 659d of the tie rod 659 is positioned above the upper end of the right displacement portion of the right shock absorber 34 in the vertical direction, and the lower end 659d of the tie rod 659 is positioned above the upper end 35u of the left displacement portion of the left shock absorber 33 in the vertical direction. ing.

According to the vehicle 1 according to the present embodiment, the lower end 659d of the tie rod 659 is positioned above the upper end of the right displacement portion that is displaced by the operation of the right shock absorber 34. Further, the lower end 659d of the tie rod 659 is positioned above the upper end 35u of the left displacement portion that is displaced by the operation of the left shock absorber 33. For this reason, it is easy to suppress interference of the right shock absorber 34, the left shock absorber 33, and the tie rod 659.
Unlike the present embodiment, a bottom link type shock absorber may be employed. The bottom link type shock absorber includes an arm whose one end is swingably supported by a member on the vehicle body frame 21 side and whose other end supports a front wheel, and a spring element that connects the arm and the member on the vehicle body frame 21 side. When the spring element expands and contracts, the arm is swung to suppress the vertical displacement of the front wheel. In such a bottom link type shock absorber, the upper end of the deformable portion corresponds to the upper end of the arm when the front wheel 3 is located at the uppermost position.

As shown in FIG. 7, the vehicle 1 according to the embodiment described above
The upper part is supported by the link mechanism 5 so as to be rotatable about the right steering axis Y, and the lower part supports the right steering front wheel 32 so as to be rotatable, and cushions the displacement of the body frame 21 in the vertical direction of the right steering front wheel 32 relative to the upper part. A right shock absorber 34;
The upper part is supported by the link mechanism 5 so as to be rotatable about the left steering axis X, and the lower part supports the left steering front wheel 31 so as to be rotatable. Left shock absorber 33.
The upper end 659u of the tie rod 659 is located below the upper end 34u of the right shock absorber 34 in the vertical direction, and the upper end 659u of the tie rod 659 is located below the upper end 33u of the left shock absorber 33 in the vertical direction. Here, the upper end 34 u of the right shock absorber 34 is the upper end of the shaft portion supported by the right side member 54, and the upper end 33 u of the left shock absorber 33 is the upper end of the shaft portion supported by the left side member 53. .

According to the vehicle 1 according to the present embodiment, the tie rod 659 can be disposed in the space occupied by the right shock absorber 34 and the space occupied by the left shock absorber 33 in the vertical direction of the body frame 21. Compared with the case where the tie rod 659 is disposed above the space occupied by the right shock absorber 34 and the space occupied by the left shock absorber 33, the vehicle 1 can be prevented from being enlarged in the vertical direction.

In the above-described embodiment, the configuration in which the tilt actuator 40 applies torque to the upper cross member 51 has been described, but the present invention is not limited to this. The tilt actuator 40 may be configured to apply torque to the lower cross member 52.

Furthermore, in the above-described embodiment, the example in which the tilt actuator 40 is provided in front of the upper cross member 51 in the direction of the upper intermediate axis C has been described, but the present invention is not limited to this. The tilt actuator 40 may be provided behind the upper cross member 51 in the direction of the upper intermediate axis C. Alternatively, the tilt actuator 40 may be provided behind the lower cross member 52 in the direction of the lower intermediate axis K.

As shown in FIG. 2, when the upper cross member 51 and the lower cross member 52 are virtually divided into a left region, a right region, and an intermediate region, at least a part of the tilt actuator 40 is an intermediate region. May be located. As a result, the tilt actuator 40 is controlled by the upper cross member 51, the lower cross member 52, the left shock absorber 33, the right shock absorber 34, the left steering front wheel 31, and the right steering front wheel while suppressing an increase in the size of the vehicle 1 in the left-right direction. Interference with 32 and the like is suppressed.

As shown in FIG. 7, the upper intermediate axis C may pass through the tilt actuator 40. As a result, the tilt actuator 40 is controlled by the upper cross member 51, the lower cross member 52, the left shock absorber 33, the right shock absorber 34, the left steering front wheel 31, and the right steering front wheel while suppressing an increase in the size of the vehicle 1 in the left-right direction. Interference with 32 and the like is suppressed. Alternatively, although not shown, the lower intermediate axis K may pass through the tilt actuator 40.

As shown in FIG. 7, the tilt actuator 40 penetrates from a part of the vehicle body frame 21 that supports the upper cross member 51 and the lower cross member 52 to protrude forward or rearward from the upper cross member 51 or the lower cross member 52. It may be fixed to the portion 211a (an example of the protruding portion). The stay 42 that supports the tilt actuator 40 on the vehicle body frame 21 is prevented from interfering with the upper cross member 51, the lower cross member 52, the left shock absorber 33, the right shock absorber 34, the left steering front wheel 31, the right steering front wheel 32, and the like. Is done. Thereby, the enlargement of the vehicle 1 in the left-right direction is suppressed.

As shown in FIG. 7, the sixth deceleration shaft portion 76 (an example of the output shaft of the tilt actuator 40) is parallel to the upper intermediate axis C and is more than the upper edge of the upper cross member 51 in the front view of the vehicle 1. It may be located below.
As in the present embodiment, when the output of the tilt actuator 40 is configured to be transmitted to the upper cross member 51, the sixth reduction shaft portion 76 is parallel to the upper intermediate axis C that is the rotation axis of the upper cross member 51. Therefore, it is possible to suppress an increase in the size of the tilt actuator 40 as compared with the case where a mechanism for changing the rotation axis of a member such as an inclined gear is provided between the sixth reduction shaft portion 76 and the upper cross member 51. .
Furthermore, since the sixth reduction shaft portion 76 is positioned below the upper edge of the upper cross member 51, interference with the handle bar 651 can be suppressed.

Although not shown, the sixth reduction shaft portion 76 may be parallel to the lower intermediate axis K and located above the lower edge of the lower cross member 52 in the front view of the vehicle 1.
When the output of the tilt actuator 40 is configured to be transmitted to the lower cross member 52, the sixth deceleration shaft portion 76 is parallel to the lower intermediate axis K that is the rotation axis of the lower cross member 52, and thus the sixth deceleration Compared with a case where a mechanism for changing the rotation axis of a member such as an inclined gear is provided between the shaft portion 76 and the lower cross member 52, an increase in the size of the tilt actuator 40 can be suppressed.
Furthermore, since the sixth deceleration shaft portion 76 is located above the lower edge of the lower cross member 52, interference with the left steering front wheel 31 and the right steering front wheel 32 can be suppressed.

As shown in FIGS. 8 and 9, the speed reduction mechanism 70 has a plurality of gears 81 to 90 that are rotatable around respective speed reduction axes I to VI parallel to the upper intermediate axis C.
At least one of the deceleration axes I to VI may be located below the upper edge of the upper cross member 51 in the front view of the vehicle 1.
Alternatively, as shown in FIGS. 2 and 9, the speed reduction mechanism 70 has a plurality of gears 81 to 90 that can rotate around the respective speed reduction axes I to VI parallel to the upper intermediate axis C,
At least one of the deceleration axes I to VI may be located above the lower edge of the lower cross member 52 when the vehicle 1 is viewed from the front.

By adopting the reduction mechanism 70 having an appropriate reduction ratio, the output torque required for the electric motor 91 can be reduced. Thereby, the small electric motor 91 can be employ | adopted without causing the enlargement of the electric motor 91 for outputting a big output torque, and the enlargement of the vehicle 1 can be suppressed. At this time, at least one of the deceleration axes I to VI is located below the upper edge of the upper cross member 51 in the front view of the vehicle 1, or at least one of the deceleration axes I to VI is the front of the vehicle 1. Since it is located above the lower edge of the lower cross member 52 in view, the increase in size of the vehicle in the vertical direction can be further suppressed.

[acute angle]
The acute angle in the present invention and the above embodiment is an angle including 0 ° and smaller than 90 °. Originally, the acute angle does not include 0 °, but in the present invention and the above-described embodiment, the acute angle includes 0 °. Moreover, in the said Example, the virtual plane which cross | intersects perpendicularly with the upper axis of a cross member, and a lower axis is a plane extended back and upward. However, the present invention is not limited to this, and the virtual plane perpendicular to the upper axis and the lower axis of the cross member may be a plane extending forward and upward.

[Parallel, Extend, Along]
In this specification, “parallel” includes two straight lines that are inclined within a range of ± 40 ° and do not intersect as members. In the present invention, “along” with respect to “direction”, “member” and the like includes a case where the angle is within a range of ± 40 °. In the present invention, “extending” with respect to “direction” includes a case where the surface is inclined within a range of ± 40 °.

[Wheel / Power unit / Body cover]
The vehicle 1 according to the present embodiment may include a vehicle body cover that covers the vehicle body frame. The body cover that covers the body frame may not be provided. The power unit includes a power source. The power source is not limited to the engine but may be an electric motor.

The present invention may be applied to a rigid engine type vehicle in which the power unit is fixed to the body frame so as not to be relatively displaceable as in the above-described embodiment, or the unit swing in which the power unit is swingably attached to the body frame. You may apply to a vehicle of a formula.

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 interval between the left steering front wheel 31 and the right steering 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 steering front wheel 31 and the right steering front wheel 32 in the left-right direction of the body frame 21. .

[Positional relationship between head pipe and side member]
In each of the embodiments described above, the right side member 54, the left side member 53, and the head pipe 211 are provided at overlapping positions in a side view of the body frame 21. However, the head pipe 211 may be provided at different positions in the front-rear direction with respect to the right side member 54 and the left side member 53 in a side view of the vehicle body frame 21. Further, the inclination angle of the right side member 54 and the left side member 53 with respect to the vertical direction of the body frame 21 may be different from the inclination angle of the head pipe 211.

[Head pipe]
Note that the head pipe that supports the link mechanism may be composed of a single part or a plurality of parts. In the case of a plurality of parts, they may be joined by welding, adhesion, or the like, or may be joined by fastening members such as bolts and rivets.
In the present embodiment, the head pipe 211 is described as one part of the vehicle body frame 21 that rotatably supports the steering shaft 652, but the present invention is not limited to this. In addition to the head pipe that rotatably supports the steering shaft 652, the vehicle body frame may further include a link support portion that rotatably supports the upper cross member and the lower cross member.
In the present embodiment, a single steering shaft having a handlebar attached to the upper end and a tie rod connected to the lower end has been described, but the present invention is not limited to this. The vehicle may include a first steering shaft and a second steering shaft that is a separate component from the first steering shaft that rotates in response to the rotation of the first steering shaft. In this case, the handlebar may be attached to the first steering shaft, and the tie rod may be attached to the second steering shaft.

[Body frame configuration: integrated / separate, upper end of front edge when integrated, and configuration of upper and lower frame parts]
In this embodiment, the vehicle body frame includes a link support portion that supports a link such as a head pipe, a connecting member (upper front and rear frame portion), a down frame (upper and lower frame portion), and an under frame (lower front and rear frame portion). They are connected by welding. However, the vehicle body frame of the present invention is not limited to the above embodiment. The vehicle body frame only needs to have a link support portion, an upper front and rear frame portion, an upper and lower frame portion, and a lower front and rear frame portion. For example, the body frame may be formed entirely or partially by casting or the like. Further, in the body frame, the upper front and rear frame portions and the upper and lower frame portions may be configured by one member, or may be configured by separate members.

[Acute angle: steering shaft and shock absorber]

In the above embodiment, the left shock absorber 33 and the right shock absorber 34 each include a pair of telescopic mechanisms. However, according to the specification of the vehicle 1, the number of telescopic mechanisms provided in the left shock absorber 33 and the right shock absorber 34 may be one.
In the present embodiment, the acute angle formed between the rotation axis of the steering shaft and the vertical direction of the vehicle body frame coincides with the acute angle formed by the expansion / contraction direction of the right shock absorber and the left shock absorber and the vertical direction of the vehicle body frame. However, the present invention is not limited to the above embodiment. For example, the acute angle formed by the intermediate steering axis Z of the steering shaft and the vertical direction of the vehicle body frame may be smaller or larger than the acute angle formed by the expansion / contraction direction of the right shock absorber and the left shock absorber and the vertical direction of the vehicle body frame. Also good.

In the present embodiment, the intermediate steering axis Z of the steering shaft and the expansion / contraction directions of the right shock absorber and the left shock absorber are the same. However, the present invention is not limited to the above embodiment. In a side view of the vehicle 1 in an upright state, the rotation axis of the steering shaft and the expansion and contraction directions of the right shock absorber and the left shock absorber may be separated in the front-rear direction. For example, you may cross.

Furthermore, in the present embodiment, the expansion / contraction direction of the right shock absorber and the right steering axis Y of the right shock absorber coincide, and the expansion / contraction direction of the right shock absorber and the left steering axis X of the left shock absorber coincide. However, the present invention is not limited to the above embodiment. The expansion / contraction direction of the right shock absorber does not match the right steering axis Y of the right shock absorber, and the expansion / contraction direction of the right shock absorber does not need to match the left steering axis X of the left shock absorber.

In the present embodiment, the right steering front wheel and the left steering front wheel are supported such that their upper ends are movable from the upper end of the down frame of the body frame to the upper side in the vertical direction of the body frame. However, the present invention is not limited to the above embodiment. In the present invention, the right steering front wheel and the left steering front wheel may be movable so that their upper ends are at the same height as or below the upper end of the down frame of the body frame in the vertical direction of the body frame.

In the present invention, the right shock absorber may be disposed on the left side of the right steering front wheel, and the left shock absorber may be disposed on the right side of the left steering front wheel. Conversely, the right shock absorber may be disposed on the right steering front wheel. The left shock absorber may be disposed on the left side of the left steering front wheel.
Further, an upright telescopic shock absorber may be employed, or an inverted telescopic shock absorber may be employed. A double telescopic shock absorber may be employed, or a single telescopic shock absorber may be employed.
Alternatively, a bottom link type shock absorber may be employed.

[Cross member / Side member]
The upper cross member includes an upper front cross member constituted by a single part, an upper rear cross member constituted by a single part, and a connecting member provided between them and formed by a plurality of parts. You can leave. In the case of a plurality of parts, they may be joined by welding, adhesion, or the like, or may be joined by fastening members such as bolts and rivets.

The lower cross member includes a lower front cross member constituted by one piece of component, a lower rear cross member constituted by one piece of component, and a connecting member provided between them and formed by a plurality of components. You can leave. In the case of a plurality of parts, they may be joined by welding, adhesion, or the like, or may be joined by fastening members such as bolts and rivets.

In addition, the right side member and the left side member may be configured by a single part or a plurality of parts. In the case of a plurality of parts, they may be joined by welding, adhesion, or the like, or may be joined by fastening members such as bolts and rivets. Moreover, the site | part arrange | positioned ahead of the front-back direction of a vehicle body frame from the upper cross member or the lower cross member, and the site | part arrange | positioned back may be included. An upper cross member or a lower cross member may be disposed between a portion disposed in front of the right side member and the left side member and a portion disposed behind.

In the present invention, the link mechanism may further include a cross member in addition to the upper cross member and the lower cross member. The upper cross member and the lower cross member are merely named in a relative vertical relationship. The upper cross member does not indicate the uppermost cross member in the link mechanism. The upper cross member means a cross member located above another cross member below the upper cross member. The lower cross member does not indicate the lowest cross member in the link mechanism. The lower cross member means a cross member located below another cross member above it. The cross member may be composed of two parts, a right cross member and a left cross member. Thus, the upper cross member and the lower cross member may be configured by a plurality of cross members as long as they have a link function. Further, another cross member may be provided between the upper cross member and the lower cross member. The link mechanism only needs to include an upper cross member and a lower cross member.

The present invention can be embodied in many different forms. This disclosure should be regarded as providing embodiments of the principles of the invention. Many illustrated embodiments are described herein with the understanding that these embodiments are not intended to limit the invention to the preferred embodiments described and / or illustrated herein. .

Several illustrated embodiments of the invention have been described herein. The present invention is not limited to the various preferred embodiments described herein. The present invention includes all embodiments including equivalent elements, modifications, deletions, combinations (eg, combinations of features across various embodiments), improvements, and / or changes that may be recognized by those skilled in the art based on this disclosure. Include. Claim limitations 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 this disclosure, the terms “preferably” and “good” are non-exclusive, and “preferably but not limited to” or “good but not limited thereto” "Means.

1 Vehicle 2 Vehicle Body 3 Front Wheel 4 Rear Wheel 5 Link Mechanism 6 Steering Force Transmission Mechanism 21 Body Frame 22 Body Cover 23 Seat 24 Power Unit 31 Left Steering Front Wheel 31u Upper Left Steering Wheel 32 Right Steering Front Wheel 32u Upper Right Steering Wheel 33 Left shock absorber 33u Left shock absorber upper end 34 Right shock absorber 34u Right shock absorber upper end 35 Left outer element 35a Left front outer tube 35b Left rear outer tube 35u Left displacement upper end 36 Left inner element 36a Left front inner tube 36b Left rear inner Tube 37 Left front telescopic element 38 Left rear telescopic element 40 Tilt actuator 40d Lower end of tilt actuator 41 Casing 42 Stay 51 Upper cross member 52 Lower cross member 53 Left side member 54 Right side member 63 First bracket 64 Second bracket 70 Deceleration mechanism 2 Second reduction shaft portion 73 Third reduction shaft portion 74 Fourth reduction shaft portion 75 Fifth reduction shaft portion 76 Sixth reduction shaft portion 81 First gear 82 Second gear 83 Third gear 84 Fourth gear 85 Fifth gear 86 6th gear 87 7th gear 88 8th gear 89 9th gear 90 10th gear 91 Electric motor 91a Stator 91b Rotor 92 Output shaft portion 211 Head pipe 211a Through portion 212 Main frame 221 Front cover 512 Member 521 Plate shape Member 522 Plate-like member 651 Handle bar 652 Steering shaft 653 First transmission plate 654 Second transmission plate 655 Third transmission plate 656 First joint 657 Second joint 658 Third joint 659 Tie rod lower end 659u Tie rod upper end c Left Telescopic axis A Region C between upper and lower cross members Upper middle axis Upper right axis G Lower left axis H Lower right axis J Upper left axis K Lower intermediate axis I First deceleration axis II Second deceleration axis III Third deceleration axis IV Fourth deceleration axis V Fifth deceleration axis VI Sixth deceleration axis X Left steering axis Y Right steering axis Z Intermediate steering axis

Claims

A vehicle,
A body frame that tilts to the right of the vehicle when turning right and can lean to the left of the vehicle when turning left;
A right steering front wheel that is rotatable about a right steering axis extending in the vertical direction of the vehicle body frame;
A left steering front wheel that is provided on the left side in the left-right direction of the body frame from the right steering front wheel and is rotatable about a right steering axis extending in the vertical direction of the body frame;
The relative positions of the right steering front wheel and the left steering front wheel in the vertical direction of the vehicle body frame are changed according to the inclination of the vehicle body frame, and are rotated around a link axis extending in the longitudinal direction of the vehicle body frame with respect to the vehicle body frame. A link mechanism having a movable link member;
A steering force transmission mechanism that transmits the steering force input to the steering force input unit to the right steering front wheel and the left steering front wheel;
A tilt actuator having an electric motor and a speed reduction mechanism, and capable of controlling a tilt angle of the vehicle by applying a torque of the electric motor to the link member;
The tilt actuator is fixed to the vehicle body frame so that at least the lower end of the tilt actuator is positioned above the upper end of the right steering front wheel and the upper end of the left steering front wheel in the vertical direction, at least in the upright vehicle.
The steering force transmission mechanism is
Displacing the vehicle body frame in the left-right direction according to the steering force to rotate the right steering front wheel about the right steering axis and the left steering front wheel about the left steering axis; and
Rotating relative to the body frame in response to rotation of the link member about the link axis by the tilt actuator; and
In at least the upright vehicle, the lower end thereof is positioned above the upper end of the right steering front wheel and the upper end of the left steering front wheel in the vertical direction, and the upper end is below the lower end of the tilt actuator in the vertical direction. A vehicle having a tie rod positioned.
In any state from the upright state to the maximum tilt state, the lower end of the tilt actuator and the lower end of the tie rod are positioned above the upper end of the right steering front wheel and the upper end of the left steering front wheel in the vertical direction. The vehicle according to claim 1.
The link mechanism is
A right side member extending along the direction of the right steering axis extending in the vertical direction of the body frame;
A left side member provided on the left side of the right side member in the left-right direction of the body frame and extending along a left steering axis parallel to the right steering axis;
The upper part of the right side member is connected to the upper part of the body frame so as to be rotatable about the upper right axis extending in the front-rear direction, and is rotated about the upper left axis parallel to the upper part of the left side member and the upper right axis. An upper cross member that is movably connected at the left part, and an intermediate part is rotatably connected to the vehicle body frame around the upper right axis and the upper intermediate axis parallel to the upper left axis;
The lower part of the right side member and the lower right axis parallel to the upper right axis are pivotally connected to the right part, and the lower part of the left side member and the lower left axis parallel to the upper left axis are rotated. The lower cross member connected to the left part so as to be possible, and the intermediate part is rotatably connected to the vehicle body frame around a lower intermediate axis parallel to the upper intermediate axis. vehicle.
4. When the upper cross member and the lower cross member are virtually divided into a left region, a right region, and an intermediate region, at least a part of the tilt actuator is positioned in the intermediate region. Vehicle described in.
The vehicle according to claim 3 or 4, wherein the upper intermediate axis passes through the tilt actuator.
The tilt actuator is fixed to a protrusion protruding forward or rearward from the upper cross member or the lower cross member from a part of the vehicle body frame that supports the upper cross member and the lower cross member. The vehicle according to any one of claims 3 to 5.
The output shaft of the tilt actuator is parallel to the upper intermediate axis, and is located below the upper edge of the upper cross member in a front view of the vehicle. vehicle.
8. The output shaft of the tilt actuator is parallel to the lower intermediate axis, and is located above the lower edge of the lower cross member in a front view of the vehicle. vehicle.
The tilt actuator includes: a front surface defined by a lower edge of the front surface of the upper cross member; an upper edge of the front surface of the lower cross member; a lower edge of the rear surface of the upper cross member; and a rear surface of the lower cross member. The vehicle according to any one of claims 3 to 8, which is located in front of or behind a region between upper and lower cross members defined by a rear surface defined by an upper edge.
The speed reduction mechanism has a plurality of gears that can rotate about respective speed reduction axes parallel to the upper intermediate axis,
The vehicle according to any one of claims 3 to 9, wherein at least one of the deceleration axes is positioned below an upper edge of the upper cross member in a front view of the vehicle.
The speed reduction mechanism has a plurality of gears that can rotate about respective speed reduction axes parallel to the upper intermediate axis,
The vehicle according to any one of claims 3 to 10, wherein at least one of the deceleration axes is located above a lower edge of the lower cross member in a front view of the vehicle.
An upper part is supported by the link mechanism so as to be rotatable around the right steering axis, and a lower part supports the right steering front wheel so as to be rotatable, and cushions displacement of the right steering front wheel relative to the upper part in the vertical direction of the body frame. Right shock absorber,
The upper part is supported by the link mechanism so as to be rotatable around the left steering axis, and the lower part supports the left steering front wheel so as to be rotatable, and cushions displacement of the left steering front wheel relative to the upper part in the vertical direction of the body frame. A left shock absorber,
The right shock absorber has a right outer element and a right inner element that can be displaced relative to each other along a right telescopic axis extending in the vertical direction of the body frame,
The vehicle according to any one of claims 1 to 11, wherein the left shock absorber includes a left outer element and a left inner element that are relatively displaceable along a left telescopic axis extending in a vertical direction of the body frame. .
The right outer element includes a right front outer tube, and a right rear outer tube provided behind the right front outer tube,
The right inner element has a right front inner tube and a right rear inner tube provided behind the right front inner tube,
The left outer element has a left front outer tube and a left rear outer tube provided rearward from the left front outer tube,
The vehicle according to claim 12, wherein the left inner element includes a left front inner tube and a left rear inner tube provided rearward of the left front inner tube.
When a part consisting of a right front outer tube and a right front inner tube is a right front telescopic element, and a part consisting of a right rear outer tube and a right rear inner tube is a right rear telescopic element, one of the right front telescopic element and the right rear telescopic element is Having a damper element, and the other of the right front telescopic element and the right rear telescopic element does not have a damper element,
When the left front outer tube and the left front inner tube are the left front telescopic element, and the left rear outer tube and the left rear inner tube are the left rear telescopic element, one of the left front telescopic element and the left rear telescopic element is The vehicle according to claim 13, comprising a damper element, wherein the other of the left front telescopic element and the left rear telescopic element does not have a damper element.
The vehicle according to any one of claims 1 to 14, wherein the tie rod and the tilt actuator are both provided in front of or behind the link mechanism.
In a side view of the vehicle, the rear end of the tie rod is located behind the front end of the tilt actuator, or
The vehicle according to any one of claims 1 to 15, wherein a front end of the tie rod is positioned forward of a rear end of the tilt actuator in a side view of the vehicle.
The vehicle according to any one of claims 1 to 16, wherein an upper end of the speed reduction mechanism is positioned above the electric motor in a vertical direction.
An upper part is supported by the link mechanism so as to be rotatable around the right steering axis, and a lower part supports the right steering front wheel so as to be rotatable, and cushions displacement of the right steering front wheel relative to the upper part in the vertical direction of the body frame. Right shock absorber,
The upper part is supported by the link mechanism so as to be rotatable around the left steering axis, and the lower part supports the left steering front wheel so as to be rotatable, and cushions displacement of the left steering front wheel relative to the upper part in the vertical direction of the body frame. A left shock absorber,
The right shock absorber has a right displacement portion that is relatively displaced with respect to the vehicle body frame in accordance with a displacement in the vertical direction of the vehicle body frame of the right steering front wheel,
The left shock absorber includes a left displacement portion that is relatively displaced with respect to the vehicle body frame in accordance with a displacement of the left steering front wheel in a vertical direction of the vehicle body frame,
The lower end of the tie rod is located above the upper end of the right displacement portion of the right shock absorber in the vertical direction,
The vehicle according to any one of claims 1 to 17, wherein a lower end of the tie rod is positioned vertically above an upper end of a left displacement portion of the left shock absorber.
An upper part is supported by the link mechanism so as to be rotatable around the right steering axis, and a lower part supports the right steering front wheel so as to be rotatable, and cushions displacement of the right steering front wheel relative to the upper part in the vertical direction of the body frame. Right shock absorber,
The upper part is supported by the link mechanism so as to be rotatable around the left steering axis, and the lower part supports the left steering front wheel so as to be rotatable, and cushions displacement of the left steering front wheel relative to the upper part in the vertical direction of the body frame. A left shock absorber,
The upper end of the tie rod is positioned below the upper end of the right shock absorber in the vertical direction,
The vehicle according to any one of claims 1 to 18, wherein an upper end of the tie rod is positioned vertically below an upper end of the left shock absorber.