JP2010018259A - Frame structure in vehicle such as two-wheel vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem wherein a general front and rear wheel independent type suspension device in a vehicle such as a two-wheel vehicle has a hard suspension in order to reduce attitude variation of a vehicle body by a dive and squat phenomenon, and it is difficult to obtain ride comfort expected by the fact that the suspension device is provided. <P>SOLUTION: A vehicle body frame is made to a structure such that it is divided to a base frame for retaining a tire and a pivot frame where an occupant rides. The rocking frame is suspended on the base frame by the suspension device having anti-dive squat effect. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a frame structure and a suspension device in a vehicle such as a motorcycle.

  A suspension device in a vehicle such as a general motorcycle equipped with a front and rear wheel independent suspension device is configured such that a front fork having a telescopic shock absorber is rotatably installed at a front portion of a main frame, and a swing arm can swing up and down at a rear portion. A shock absorber is interposed between the main frame and the swing arm.

The structure of the suspension device described above is a configuration of a general front and rear wheel independent suspension device, but does not include a suspension device that suspends the front and rear wheels, and includes a shock absorber using a spring or an elastic material only in the seat post or in the lower part of the seat. There are vehicles that have suspension devices only on the front wheels or only on the rear wheels.
Patent application title: Rear wheel suspension device for motorcycle Link-type front suspension device in a vehicle such as a motorcycle JPO data "Brake and suspension parts for automobiles and motorcycles" Patent Documents 1 and 2 are examples of a conventional front and rear wheel independent suspension device in a vehicle such as a motorcycle. Since the present invention is a device that does not correspond to the classification of suspension devices such as two-wheeled vehicles in Non-Patent Document 1 in which the suspension structure is classified, the suspension in the form in which the swing frame is suspended on the base frame so as to be vertically swingable as in the present invention. The device is called a floating frame type suspension device.

  The front and rear wheel independent suspension device in a vehicle such as a general motorcycle has the following problems.

  In the case of the front-wheel telescopic suspension device, mainly to suppress the dive phenomenon during braking, the spring rate and damper damping force are increased, the stroke range of the damper operating with low damping force is reduced, that is, the suspension is hardened. There must be. Further, when the brake is being applied, since the suspension has already sunk and becomes harder, it is difficult to absorb the impact flexibly.

  Similarly, in the case of the swing arm type suspension device for the rear wheel, the ride comfort at the time of low-speed driving is sacrificed in order to ensure stability during high-speed driving and to sink due to backward load movement during driving, that is, to prevent squat. It has become hard.

  Due to the above circumstances, it is difficult to obtain a soft ride comfort as expected when equipped with a suspension device at low speeds such as traveling in urban areas. In addition, there are various structures such as a front wheel anti-dive mechanism and a rear wheel anti-squat mechanism, but this affects the vehicle price due to the complexity of the structure and the number of parts.

  In general, bicycles such as motorcycles used for traveling in urban areas do not need road surface following performance as in racing vehicles, and therefore it is common not to include suspension devices for front and rear wheels. Therefore, it is mainly the seat and the tire air pressure that greatly affect the riding comfort. Particularly when the tire air pressure is lowered, a good and soft riding comfort can be obtained. However, there are many problems such as loss of driving force, rolling resistance during inertial running, easy puncture, and tires easily coming off the wheel rim during cornering. If the tire pressure is increased, it is possible to ride safely and reduce the rolling resistance, but the shock absorber is mainly the seat only, and the impact on the hands, feet, and waist becomes stronger and the ride comfort is improved. There is a problem of getting worse.

  In order to solve the above-mentioned problems, the invention according to claim 1 has a structure in which the frame structure is divided into a swing frame and a base frame, a suspension device is interposed between the frames, and the swing frame is attached to the base frame. On the other hand, it is structured to be able to swing up and down.

  The base frame has a head part that supports the front fork at the front and a rear wheel mounting part at the rear, and the swing frame has a head part that supports the steering post at the front and a seat at the upper part of the rear. The drive component mounting portion or the suspension arm mounting portion or step is disposed below the seat and seat mounting portion.

  The frame structure concept is that the base frame that holds the front and rear wheels, which are in contact with the road surface, and the swing frame that the human body touches, such as the hands, waist, and feet, are independent frames, and the anti-dive squat effect is provided between these frames. A suspension device is installed. The suspension device is generally composed of a suspension arm, a spring, a damper, and the like. However, it is also possible to omit the suspension arm and simply include only an elastic material. Since the present invention is particularly effective when the operating range of the swing frame is large, that is, when the suspension stroke is long, the following description will be made with respect to a vehicle equipped with a suspension arm according to claim 2. To do.

  The suspension device interposed between the respective frames is configured by arranging the suspension arms so as to be substantially parallel in a pair of upper and lower suspensions in a side view of the vehicle as in the suspension device for a vehicle such as a motorcycle according to claim 2. Dive and anti-squat effects can be obtained.

  When operating the front wheels, the rotational load from the steering post rotatably attached to the swing frame head is transmitted to the front fork rotatably attached to the base frame, and the swing frame swings. A transmission means that does not apply a load in the vertical direction, which is the direction, is used.

  The arrangement of a pair of upper and lower suspension arms interposed between the swing frame and the base frame is substantially parallel in the side view of the vehicle, and the load applied to each suspension arm during forward and backward load movement during braking and driving is approximately By setting the angle and position of the suspension arm to extend and compress, the anti-dive squat effect can be obtained because the swing frame hardly swings due to the load movement. By obtaining this effect, it is possible to soften the setting of the spring and the damper, and it is possible to obtain a good ride comfort, and for example, it is difficult for the suspension to sink due to the dive phenomenon even during braking, for example. The suspension has a soft stroke and can absorb impact.

As an example of a comparison method related to comfort between the front and rear wheel independent suspension system of the general hardness and the present invention, the occupant, such as the handle part and the seat part, when climbing the road step of the same height at the same speed There is a comparison of the magnitude of the vertical movement at the part where it touches.
The present invention can reduce the vertical movement of each part in contact with the occupant compared to the front and rear wheel independent suspension device by setting the length and angle of the suspension arm and optimizing the compression length of the shock absorber. Good ride comfort can be obtained.

  The pair of upper and lower suspension arms are generally parallel when viewed from the side of the vehicle, and the rear end of the lower suspension arm is installed on the rear wheel shaft, so that the drive component mounted on the drive component mounting portion can be swung up and down. It can be a rotational movement around the wheel axis. In other words, the distance between the chain shafts does not change, and it becomes difficult for an uncomfortable kickback to occur even if the suspension is activated by input from the road surface during driving, and the driving torque generated during driving becomes squat motion and the driving force is lost. Can be prevented.

  The base frame is a ladder-like ladder frame when viewed from the top of the vehicle body, or a cantilever type similar to the backbone shape offset from the center when viewed from the top of the vehicle body, and the swing frame is attached to the steering head and drive parts when viewed from the side of the vehicle body Simple manufacture is possible by making the shape similar to a generally triangular general mass-produced vehicle composed of a part, a suspension arm attachment part or step, and a seat attachment part.

  1 to 5 show an embodiment of the bicycle according to the present invention. FIG. 1 shows a state before the suspension device is operated, FIG. 2 shows a state after the suspension device is operated, and FIGS. A part of the base frame 1 and parts are deleted as possible. FIG. 5 is a plan view.

FIG. 3 is a right side view in which a part of the base frame member 25 and the drive component 24 are removed so that the shock absorber 19 and the like can be visually recognized.
The base frame 1 includes a pair of left and right base frame members 25, a base frame head portion 8, a pair of left and right rear wheel mounting portions 9, a pair of left and right shaft support plates 10, a suspension bracket mounting portion 17, a cross member 27, and the like. Has been.
The base frame member 25 has a front end coupled to the base frame head portion 8 and a rear end coupled to the rear wheel mounting portion 9. The shaft support plate 10 is coupled to the inner side slightly behind the middle of the base frame member 25, and the shock absorber bracket mounting portion 17 is coupled to the lower side thereof.
In FIG. 5, which is a plan view, the left and right base frame members 25 extend to X1 at a position of about 1/10 of the longitudinal length when viewed from above, and are parallel to the vehicle width center C1 up to a position X2 of about 2/3 after X1. From X2 onward, the vehicle becomes wider toward the rear at an inclination angle a4 with respect to the vehicle width center C1.
Further, the left and right base frame members 25 are coupled by a cross member 27.

In the right side view of FIG. 3, the swing frame 2 includes a swing frame head portion 5, an upper swing frame member 31, lower swing frame members 32 and 33, and a seat pipe 34 whose upper portion is a seat mounting portion 6. The pair of left and right suspension arm shaft support plates 26, the suspension arm bearing portion 7 and the like.
The front end of the upper swing frame member 31 is coupled to the swing frame head unit 5 and the lower swing frame member 32, and the rear end is coupled to the lower swing frame member 33 and the seat pipe 34. The lower end of the lower swing frame member 33 is coupled to the lower swing frame member 32, and the lower end of the lower swing frame member 32 is coupled to the suspension arm bearing portion 7. The suspension arm shaft support plate 26 forms a pair of left and right so as to sandwich the suspension arm 3 inside, and is coupled near the middle of the lower swing frame member 33.

In the right side view of FIG. 3, the suspension device includes suspension arms 3 and 4, a shock absorber 19, a shock absorber bracket 18, and the like.
The suspension arms 3 and 4 are arranged substantially in parallel and inclined forwardly at an inclination angle a1 with respect to the horizontal line. The rear end shaft of the suspension arm 3 is rotatably supported on the shaft support plate 10 of the base frame 1, The front end shaft is rotatably supported by the suspension arm shaft support plate 26 of the swing frame 2, and the rear end shaft of the suspension arm 4 is rotatably supported by the rear wheel mounting portion 9 of the base frame 1. The suspension arm shaft portion 15 is rotatably supported by the suspension arm bearing portion 7 of the swing frame 2. The suspension arm 3 disposed above the suspension arm 4 is slightly shorter than the suspension arm 4.
A compression portion 16 that compresses the shock absorber 19 is disposed near the middle of the suspension arm 3, and a hanger pipe 14 is coupled to the lower portion of the suspension arm shaft portion 15 at the front end portion of the suspension arm 4.

  The shock absorber 19 has an upper end in contact with the compression portion 16 of the suspension arm 3, and a lower end in contact with a shock absorber bracket 18 coupled to the suspension bracket mounting portion 17 of the base frame 1.

  A steering post 12 is rotatably supported on the swing frame head portion 5, and a front fork 11 is rotatably supported on the base frame head portion 8. The joint 22 transmits a load in the rotation direction that is the steering operation direction of each rotation shaft, but does not transmit a load in the vertical direction that is the swing direction of the swing frame 2.

(Function)
FIG. 3 shows a state before the suspension device is operated, and FIG. 4 shows a state after the suspension device is operated.
The vertical swing of the swing frame 2 is such that the center of the drive shaft of the drive component 24 attached to the hanger pipe 14 is rotated about the rear wheel shaft while the angle a6 is generally maintained by the suspension arms 3 and 4. It has become.
The load movement direction of the occupant in the dive and squat motion is generally the front-rear direction and is different from the up-down direction, which is the swinging direction of each suspension arm. The load generated by the forward / backward load movement is generally a load in the extension and compression directions of each suspension arm, and is not a load that rotates each suspension arm, so that an anti-dive and anti-squat effect can be obtained. By obtaining these effects, the setting of the spring and the damper can be made soft, so that a good riding comfort can be obtained. For example, the suspension can make a soft stroke even during braking.

  The compression stroke of the shock absorber 19 is shown in FIG. 3 when the tire 20 or the tire 21 swings up and down relatively with respect to the swing frame 2 during traveling. It is transmitted to a shock absorber 19 via a shock absorber bracket 18 coupled to the portion 17. Since the upward movement of the shock absorber 19 is restricted by the compression portion 16 installed on the suspension arm 3, the shock absorber 19 is compressed.

  The suspension arm angle a1 in FIG. 3 is the angle of the suspension arm when the occupant is not in the vehicle. The suspension sinks when the occupant is in the vehicle, and the angle becomes almost horizontal as indicated by a1 'in FIG. This is because, in braking with the swing frame 2 submerged, if the suspension arm angle is close to horizontal, dive phenomenon due to the movement of the suspension arm swinging forward can be suppressed. In order to utilize this phenomenon, the rear body side of each suspension arm is pivotally supported by the base frame 1 and the front body side is pivotally supported by the swing frame 2.

  The present invention can be applied to vehicles such as motorcycles.

FIG. 3 is a right side view of the two-wheeled vehicle before operating the suspension device. Fig. 3 is a right side view of the motorcycle after the suspension device is operated. FIG. 6 is a right side view of the motorcycle before operation of the suspension device with a part of the frame removed. FIG. 6 is a right side view of the motorcycle after operation of the suspension device with a part of the frame removed. It is a top view of the same vehicle body frame etc. as FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Base frame 2 Swing frame 3 Suspension arm 4 Suspension arm 5 Swing frame head part 6 Seat attachment part 7 Suspension arm bearing part 8 Base frame head part 9 Rear wheel attachment part 10 Shaft support plate 11 Front fork 12 Steering post 14 Hanger Pipe 15 Suspension arm shaft 18 Shock absorber bracket 19 Shock absorber 22 Joint 24 Drive parts

Claims (2)

  The vehicle body frame has a divided structure including a base frame and a swing frame. The base frame has a head portion that rotatably supports a front fork and a rear wheel mounting portion at the rear, and the swing frame Steering head part that rotatably supports the steering post on the part, seat attachment part is arranged above the rear part, and any or some of the drive parts attachment part, suspension arm attachment part, step are arranged below the seat attachment part A frame structure for a vehicle such as a two-wheeled vehicle, wherein a suspension device is interposed between the swing frame and the base frame, and the swing frame is suspended so as to swing vertically.   The frame structure of a vehicle such as a two-wheeled vehicle according to claim 1, wherein suspension arms of a suspension device interposed between the base frame and the swing frame are arranged in a pair of upper and lower sides in a vehicle side view. A suspension device for a vehicle such as a motorcycle.

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