JP2008150009A - Three-point loading step for motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a three-point loading step for a motorcycle capable of preventing the spin-out or the side slip of front and rear wheels generated when the motorcycle travels on a rough terrain, makes an abrupt start and abrupt acceleration, or abrupt braking, and travels on an uphill/downhill, increasing a driving effect and a braking effect, and enhancing a traveling capacity, traveling safety and traveling economy. <P>SOLUTION: A front step 1, a center step 2, and a rear step 3 are fitted to a step-fitting frame 5 fixed to a main frame 4. By selecting a stepping step and performing the control of stepping by a rider, loads on the front wheel and the rear wheel are freely controlled to prevent the spin-out and the side slip of the front and rear wheels and to enhance the driving effect and the braking effect. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention mainly determines the ground pressure of the front tire and the rear tire and the grip force of the front and rear wheels in a motorcycle for rough terrain travel (off-road motorcycle, hereinafter referred to as a motorcycle). It was devised to improve its driving ability and driving safety and to reduce its driving cost by controlling it by freely increasing and decreasing according to the step selection and stepping adjustment operation. This is a “three-point load step for a motorcycle constituted by a rear step”.

  “The rider selects the stepping step and adjusts the amount of stepping, and controls the ground pressure of the front and rear tires according to the level of the stepping on the motorcycle. The idea of “installing in three places” seems to have never been considered before, so there seems to be no related literature.

  In conventional motorcycles, only one step for a rider (hereinafter referred to as a rider) as a driver is mounted on the side of the crankcase.

{Note 1. “Steps for rear passengers (tandem steps) when riding two people” are usually mounted on motorcycles of 50cc or more, but this step is named “tandem step”. It is only mounted as a “rest for the rear passenger (tandem rider) as a passenger”, and the rider as a pilot can be in any position in the vertical position, front / rear position, and load bearing strength. It is not installed on the assumption that it will be used, and it is practically impossible or extremely difficult for the rider as a driver to use it.

    In addition, even if the rider as the driver uses it despite its deformed riding posture, the rider cannot obtain any advantage in terms of its driving ability, driving safety, driving economy, etc. On the other hand, because of its deformed riding posture, its driving ability, driving safety, driving economy, etc. are reduced. Therefore, this rear passenger step (tandem step) has a shape and function as a “step that is not used by the rider as a driver” even if it is shaped as a step in appearance. It is out of the scope and cannot be considered for the invention and therefore for patent examination. }

{Note 2. As a matter of course, a tandem step is not attached to a motorcycle for exclusive use of competition (motocrosser, trialer, etc.) that does not envisage two passengers. Although only one by one is mounted, the present invention aims to improve the running performance by mounting these dedicated motorcycles. }

  For this reason, only “a conventional step (hereinafter referred to as a conventional step) that is mounted one by one on the left and right sides of the crankcase on the premise that gear change operation and rear wheel brake operation are performed” is used. However, the following problems 1 to 7 have occurred in the travel and motorcycle operation in terms of the travel performance, travel safety, and travel economy.

1. When driving on slippery roads such as wet roads, gravel roads, sandy terrain, and muddy areas, the rear wheels can easily slip even with slight acceleration / deceleration or changes in the inclination of the vehicle in a normal riding position. In order to prevent this unstable behavior of the bike, the rider used a method of increasing the rear wheel load by pulling his back backward. However, in this posture, the body moves away from the steering wheel and the positional relationship and operation angle of the limbs with respect to the pedals and levers change, so it is impossible to operate the front wheels properly, to perform precise gear change operations and brake operations, and to avoid a crisis in a sudden case It was difficult to operate.

2. In the case of sudden start / acceleration, the rider had to turn his body forward in order to prevent the front wheel from lifting. However, if this position is adopted, the load on the rear wheel is reduced, causing an idling phenomenon, resulting in a slowdown in acceleration force and a side slip on the rear wheel, resulting in a decrease in driving performance and driving safety.

3. In the case of sudden braking, the rider will prevent this situation because the weight of the rider and the weight of the rider concentrate on the front wheel contact surface due to the law of inertia, and the rear wheel floats and loses its braking ability. Therefore, a method of increasing the rear wheel load by pulling the waist backward was performed. However, in this posture, the body moves away from the steering wheel and the positional relationship and operation angle of the limbs with respect to the pedals and levers also change, so that stable front wheel operation and accurate gear change operation and brake operation are possible during braking and immediately after acceleration. It was difficult to drive safely and stably.

4. When exiting a sharp corner at a high speed (for example, in the case of the left corner), the rider should move the body forward to the seat in order to prevent the vehicle from tipping over due to a side slip while tilting the vehicle body to the left. The cornering operation was performed with the left foot on the ground and sliding on the ground. However, since the rear wheel load is remarkably reduced in this position, it is common to change the direction of the vehicle body while the rear wheel is idling. For this reason, the instability of the vehicle body control impairs safety and causes a large power loss, and it is difficult to obtain agile acceleration even after exiting the corner.

5. When climbing a steep slope, the rider had to put his upper body on the steering wheel to prevent the front wheel from lifting due to the rearward tilt of the vehicle body. However, in this position, the load on the rear wheel is remarkably reduced, so even a slight change in the tilt of the vehicle body or engine output can cause the rear wheel to easily slip or skid, imitating the results of vehicle wobbling or falling.

6. When going down a steep slope, it is necessary to apply the rear wheel brakes rather than the front wheel brakes in order to maintain safe speed and ensure steering stability. Even if you take a posture that pulls your back backwards to increase the vehicle's weight, it is still difficult to obtain sufficient rear wheel braking force because the vehicle weight and weight are concentrated on the front wheels due to the forward tilt of the vehicle body, and therefore the rear wheel load is inevitably reduced. was there.

7. In addition, when the rear wheel is "idling" in each situation 1-6,
B) Power loss occurs, and sufficient forward force / acceleration force cannot be obtained according to the engine rotation, resulting in a decrease in driving ability and waste of fuel. In addition, if the vehicle is tilted even a little, it is dangerous because the rear wheels begin to skid and steering stability is lost.
B) The tires are worn faster and the running cost is increased.
(C) Excessive idling damages the engine and drive train mechanisms.
Needless to say, the situation where the rear wheels are idled while driving should be avoided as much as possible.

  The present invention eliminates various difficulties as shown in 1 to 7 which occur in traveling and motorcycle operation using only conventional steps, thereby improving the traveling ability and traveling safety of the motorcycle and reducing the traveling cost. The challenge is to save money.

  The present invention comprises the following structures 1 and 2.

1. “Step mounting frame 5 fixed to the left and right side surfaces of main frame 4” “Central step 2 as a conventional step for performing gear change operation and rear wheel brake operation mounted on the side surface of the crankcase” ”And using this central step 2 as the reference for the front and rear position and the ground high position,
A. At the step mounting frame 5, the front step 1 is mounted at a "position approximately in front of about 30 cm in front of the central step 2".
B. At the step mounting frame 5, the rear step 3 is mounted at a position "about 40 centimeters around the rear of the central step 2".
C. Regarding “the ground height position of the front step 1 and the rear step 3”, the ground height position of the central step 2 is set to the same height as the center step 2, but either a high position or a low position is set with an appropriate height. Also good.

2. The front step 1, the center step 2 and the rear step 3 are basically mounted so as to be symmetrical with each other in pairs, but the left and right front and rear positions and ground height in each pair of steps. A slight difference may be set in the position.

  The actions and methods of use in the present invention are described as follows 1 to 5.

1. If the rider takes a riding posture of “stepping forward step 1 with left (right) foot and stepping backward step 3 with right (left) foot”, the rider will be able to “step on front and back step” by freely moving his weight back and forth. It is possible to freely control the distribution of force, that is, load distribution to the front and rear wheels, and thus also “contact pressure or grip force on the front and rear tires”.
B) By taking the “standing posture with the upper body generally vertical” in the riding posture and “making the distribution of the stepping force even with respect to the front and rear steps equal”, the load distribution to the front and rear wheels, that is, the front wheels The ground contact pressure, or grip force, between the tire and the rear wheel tire can be made substantially equal in the front-rear direction.
B) In the riding position, take a “standing posture with the upper body tilted slightly forward” or step on the front step 1 “to increase the distribution of the stepping force on the front step 1”. The load distribution to the front wheels, that is, the contact pressure on the front tires, that is, the front wheel grip force, can be increased.
C. In the riding position, take a “standing posture with the upper body tilted slightly backward” or step on the rear step 3 “to increase the distribution of the stepping force to the rear step 3”. The load distribution to the rear wheels, that is, the contact pressure on the rear tires, that is, the rear wheel grip force, can be increased.

2. By the rider taking the “ride position that steps forward step 1 with the left (right) foot and steps central step 2 with the right (left) foot” and “makes the rider's weight lean on the front of the vehicle” “Load distribution to the front wheels, that is, the contact pressure on the front tires, or the front wheel grip force” can be increased.

3. The rider takes “the riding posture of stepping on the rear step 3 with the left (right) foot and stepping on the central step 2 with the right (left) foot” and “making the rider's weight to be applied to the rear of the vehicle body” “Load distribution to the rear wheel, that is, the contact pressure on the rear tire, or the rear wheel grip force” can be increased.

4. It is possible for the rider to “choose the stepping step and move the weight back and forth” freely and instantaneously at his own will. Therefore, as shown in “i-ha in 1 and 2 and 3” `` Select the desired stepping step and move the weight back and forth '', and also `` Control the ground pressure, i.e., the grip strength of the front and rear tires, '' freely and instantaneously as you wish. Yes, it is possible.

5. Therefore, by adopting the present invention in a motorcycle, the rider can always obtain the optimum driving force, braking force and grounding stability force according to the traveling situation.

  About the effect of this invention, it is as the following 1-8.

1. When driving on slippery roads such as wet roads, gravel roads, sandy terrain, and muddy areas, the rider must step on the front step 1 with the left (right) foot and step back with the right (left) foot. If you take the `` ride riding position '', you can move the upper body back and forth, or instantly bend the left or right knee to reduce the stepping force on the step. Since it is possible to freely control the distribution of the stepping force for the front and rear steps, that is, the load distribution for the front and rear wheels, and hence the ground pressure, ie the grip force, for the front and rear tires, It is possible to instantly prevent or respond to `` dangerous behaviors such as side slipping of the front wheels and idling or side slipping of the rear wheels that occur due to changes or body tilt ''. Safe and stable driving.

2. When making a sudden start or acceleration, the rider takes the “riding posture of stepping forward step 1 with left (right) foot and stepping backward step 3 with right (left) foot” and forward step If step 1 is lightly stepped and step 3 is stepped strongly, the rear wheel can be prevented from idling while at the same time ensuring sufficient load on the rear wheel, so that the rear wheel does not run idle, and sufficient acceleration and stable straight travel Sex is obtained.

3. In case of sudden braking, the weight of the rider and the weight of the rider are concentrated on the ground contact surface of the front wheel due to the law of inertia. At this time, the rider is in the normal riding position or with the hip slightly pulled backwards. If you keep stepping on the rear foot 3 with the left foot (the brake pedal is on the right side, the right foot will step on the center step 2 and the toes will step on the brake pedal). A sufficient rear wheel load necessary for the vehicle is obtained. Therefore, the rear wheel braking ability is not lost again, and the motorcycle can be decelerated or stopped safely and accurately. Also, in this posture, the upper body does not move significantly away from the steering wheel, and the positional relationship and operating angle of the limbs with respect to the pedals and levers can be kept in an optimal state for operation, so during braking and immediately after acceleration (If the left foot is returned to the central step 2), the front wheel can be operated firmly, the gear change operation and the brake operation can be performed accurately, and safe and stable driving can be performed.

4. When exiting a sharp corner at high speed (for example, in the case of the left corner), the best way to do this is to keep the rider seated to prevent the vehicle from tipping over due to the skidding of the front wheels while tilting the vehicle body to the left. Carrying the cornering operation while moving forward and putting the left foot on the ground and sliding the ground, at this time, if the rider strongly steps the rear step 3 with the right foot at the same time, it will prevent the rear wheel load from decreasing and hence the rear wheel grip force from decreasing. This makes it possible to change the direction of the vehicle body without excessively spinning the rear wheels. In other words, it is possible to perform cornering operations safely and without causing power loss while performing stable body control, and agile acceleration can be obtained even after exiting a corner.

5. When climbing a steep slope, the rider needs to put his upper body on the steering wheel to prevent the front wheel from lifting due to the rearward tilt of the vehicle body. If you take the riding posture of stepping on step 1 and stepping on rear step 3 with your right (left) foot, and stepping on front step 1 and stepping on rear step 3 strongly, a large rear wheel load and therefore a strong rear wheel grip Because the power can be obtained, slipping and skidding of the rear wheels can be prevented, and even if there is a slight change in the tilt of the vehicle body or engine output, the vehicle will not easily wobble or fall over, resulting in safety and stability. Can climb uphill.

6. When going down a steep slope, it is necessary to apply the brakes on the rear wheels rather than the front brakes in order to maintain safe speed and ensure steering stability. If you step on the back step 3 with the left foot (the brake pedal is on the right side, the right foot will step on the center step 2 and the toes will step on the brake pedal). Can be applied to the rear wheel, so that sufficient rear wheel load and therefore sufficient rear wheel braking force can be obtained, and a safe and stable downhill can be performed.

Due to the effects specified in 7 and 1 to 6, the rider can obtain the following effects (i) to (vi) in improving the running ability, running safety, and running economy in running.
B. Even on slippery road surfaces, especially on the rear wheels, a stronger and more accurate driving force and braking force can be obtained than before, so safe and stable driving can be performed.
B) Power loss can be prevented, and a reliable forward force and acceleration force can be obtained according to the engine rotation, so that its driving ability can be improved and waste of fuel can be prevented.
(C) Even if the vehicle body is slightly tilted, the skid of the rear wheels will not occur, so safe and stable driving can be performed.
D. Unnecessary wear of tires can be prevented and driving costs can be reduced.
E. It is possible to prevent the engine and drive train mechanisms from being worn by excessive idling.

The effects of Nos. 8 and 1-7 are notable in motocross races, enduro races, and other off-road speed competitions / speed competitions. It is what brings.

9. In the case of normal driving on ordinary roads, of course, as usual, it is only necessary to sit on the seat and place your feet on the central step 2 to perform appropriate gear change operations and rear wheel brake operations according to the driving conditions. It goes without saying.

1. “Step-mounting frame 5 fixed to the left and right side surfaces of main frame 4” “As a conventional pair of left and right steps for gear change operation and rear wheel brake operation installed on the side surface of the crankcase” Center step 2 ”is installed, and this center step 2 is used as the basis for the front and rear position and the ground height position.
A. At the step mounting frame 5, the front step 1 is mounted at a "position approximately in front of about 30 cm in front of the central step 2".
B. At the step mounting frame 5, the rear step 3 is mounted at a position "about 40 centimeters around the rear of the central step 2".
C. Regarding the “front and rear positions of the front step 1 and the rear step 3,” the larger the body size of the motorcycle, the larger the distance between the front and rear. Of course, the position of each motorcycle can be changed depending on the rider's physique and preference. It may be set to be possible.
D. With regard to “the ground height position of the front step 1 and the rear step 3”, the ground height position of the center step 2 is generally the same as the ground height position, but either a high position or a low position is set with an appropriate height. It may be set so that the position can be changed at will according to the rider's physique and preference.

2. The front step 1, the center step 2 and the rear step 3 are basically mounted so as to form a pair of left and right symmetry, but the left and right front and rear positions and the ground height in each pair of steps. A slight difference may be set in the position.

3. When jumping or jumping off a cliff, each step may be loaded several times as much as the weight of the body. In addition, when falling, a stronger impact is applied than the front or side. Therefore, it is necessary that both the step mounting frame 5 and each step have sufficient strength to withstand this impact.

4. Needless to say, the step mounting frame 5 and each step must be mounted so that they do not come into contact with peripheral members such as swing arms, chains, chain covers, side stands, etc. during any behavior of the bike. It is not. In addition, it is a well-known technique to make each step tiltable to prevent breakage during a fall.

  The steps according to the present invention can be put into practical use only by making some improvements to the frame of a conventional motorcycle, and have sufficient use effects as described above, and thus have industrial applicability.

  The side view of this invention.   The top view of this invention.

Explanation of symbols

1 is a forward step. 2 is the central step. 3 is a backward step.
4 is the main frame. 5 is a step mounting frame. 6 is a steering head.

Claims (3)

  The front step 1 and the rear step 3 are attached to the front of the “center step 2 as a conventional step for performing the gear tuning operation and the rear wheel brake operation”. That is, a three-point load step for a two-wheeled vehicle constituted by a front step, a center step, and a rear step, wherein the increase or decrease of the contact pressure of the front tire or the rear tire is controlled by an operation of increasing or decreasing the load amount.   A rear step 3 is mounted behind the “center step 2 as a conventional step for performing gear tuning operation and rear wheel braking operation”, and the selection of the stepping step for the rider and the strength of the stepping, that is, the increase / decrease of the load amount A two-point load step for a two-wheeled vehicle comprising a central step and a rear step, wherein an increase / decrease in the ground pressure of the rear tire is controlled by operation.   A rider equipped with a rear step 3 behind the "center step 2 as a conventional step for gear tuning operation and rear wheel braking operation" mainly on motorcycles for competition, which is operated on the assumption that only one rider rides. It is composed of a central step and a rear step, which controls the increase / decrease of the treading step and the increase / decrease of the treading step, that is, the increase / decrease of the load amount. Two-point load step for two-wheeled vehicles operated on the premise of passengers.

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