JP2010052624A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a three-wheeled or four-wheeled motor vehicle allowing for independently turning a handlebar and pivoting a seat with a simple structure. <P>SOLUTION: A vehicle body frame 20 is supported by a front part oscillation shaft 71 in relation to a front wheel suspension device 50. A steering stem 54 is connected to a steering shaft 51 via a link mechanism 53 provided with a universal joint 59. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle, and more particularly, to an automatic tricycle or an automatic four-wheeled vehicle including a pair of front wheels and capable of turning by tilting the vehicle body.

2. Description of the Related Art In an automatic tricycle or an automatic four-wheeled vehicle (hereinafter referred to as an “automatic three- or four-wheeled vehicle”), a vehicle that tilts the vehicle body and turns is known (for example, Patent Document 1). In the three-wheeled and four-wheeled vehicles described in Patent Document 1, the seat is tilted and turned in accordance with the rotation of the bar handle to facilitate the movement of the driving center of gravity.
Japanese Patent Publication No. 01-27910

However, the three- and four-wheeled motor vehicle described in Patent Document 1 has a complicated structure using large and small gears, wires, and the like, and the setting of the swing angle with respect to the rotation angle of the bar handle becomes complicated.
Further, when the bar handle is rotated, the seat also swings in conjunction with this, but in a low speed region or the like, there is a case where it is desired to turn only by rotating the bar handle without swinging the sheet.

  An object of the present invention is to solve the above-described problems, and to provide a vehicle capable of independently rotating a handle and swinging a seat with a simple structure.

In order to achieve the above object, the invention according to claim 1
A steering shaft rotatably attached to a head pipe provided in front of the body frame;
A steering stem coupled to the steering shaft via a link mechanism;
A pair of left and right front wheels connected to the steering stem via left and right tie rods;
In a vehicle comprising:
The link mechanism includes a universal shaft joint,
The vehicle body frame is supported by a swing shaft that can swing left and right with respect to a front wheel steering device including the left and right front wheels and the steering stem.
It is characterized by that.

According to a second aspect of the present invention, in the vehicle according to the first aspect,
The link mechanism comprises an upper link and a lower link,
The universal shaft joint is provided between the upper link and the lower link.

The invention according to claim 3 is the vehicle according to claim 1 or 2,
The rotation center of the universal joint is offset upward with respect to the axis of the swing shaft.

  According to the vehicle of the first aspect, the swinging of the seat and the turning by the steering can be independently operated with a simple structure. Thereby, the passenger | crew can turn without rocking | fluctuating a sheet | seat by rotation of steering, for example at the time of low speed driving | running | working.

  According to the vehicle of the second aspect, since the vehicle is divided into the upper ring and the lower link, the assembling work can be easily performed.

  According to the vehicle of the third aspect, even if the steering is rotated, the seat does not swing and can be operated independently, and when the seat is swung, the steering is independent. The steering angle can be given to the front wheels. Thereby, the occupant can turn by giving a steering angle to the front wheels, for example, by tilting the body in the traveling direction during high-speed traveling.

  Hereinafter, an embodiment of a vehicle according to the present invention will be described in detail with reference to the drawings. Note that “front”, “rear”, “left”, “right”, “upper”, and “lower” follow the direction seen from the driver. The drawings are to be viewed in the direction of the reference numerals.

  FIG. 1 is a left side view of an automobile according to the present invention. The four-wheeled automobile 10 has a substantially horizontal low-floor type footrest (not shown) attached to the center upper part of the body frame 20, and a front wheel suspension device 40 and a front wheel steering device 50 are attached to the front part of the body frame 20, This is a scooter type automobile having a rear wheel suspension device 60 attached to the rear part of the body frame 20 and a seat (not shown) attached to the rear upper part of the body frame 20.

  The vehicle body frame 20 includes a down pipe 22 that extends obliquely rearward and downward from the head pipe 21, a front frame portion 24 that includes a lower center pipe 23 that is bent rearward and extends substantially horizontally at a lower portion, and a bent portion of the front frame portion 24. The rear frame portion 26 is substantially U-shaped when viewed from above and is connected and fixed to the portion 24a.

  The rear frame 26 includes lower side pipe portions 27 and 27 located in the low floor type footrest, upper side pipe portions 28 and 28 that rise rearward from the lower side pipe portions 27 and 27, and upper side pipe portions 28 and 28. The rear side pipe parts 29 and 29 are bent slightly from the upper side and extend obliquely upward, and are connected to the front frame part 24 in front of the lower side pipe parts 27 and 27.

  Here, in the automobile 10, the vehicle body frame 20 that supports the seat portion (not shown) on which the driver is seated swings with respect to the front wheel suspension device 40 that suspends the front wheels and the swing type power unit 92 that will be described later. A mechanism 70 is provided. Note that “swing” means that part or all of the vehicle tilts in the left-right direction.

  The swing mechanism 70 includes a front swing shaft 71 that allows the front frame suspension device 40 to swing the vehicle body frame 20 and a rear swing shaft 72 that allows the swing power unit 92 to swing the vehicle body frame 20. Each of the front swing shaft 71 and the rear swing shaft 72 includes inner shafts 71a and 72a and outer shafts 71b and 72b that are relatively rotatable.

  An outer shaft 71b of a front swing shaft 71 is attached to a connecting portion of the front frame portion 24 of the vehicle body frame 20 via a support member 36, and a rear swing shaft is mounted on the rear frame portion 26 of the vehicle body frame 20. The outer shaft 72b of 72 is attached to the back of the lower side pipe parts 27 and 27 through the cross member 34 which connects the lower side pipe parts 27 and 27 so that it can swing up and down around the cross member 34.

  On the other hand, the inner shaft 71a of the front swing shaft 71 is attached to the front frame 37 that supports the front wheel suspension device 40, and the inner shaft 72a of the rear swing shaft 72 is used to drive the engine 92a and the power of the engine 92a. It is attached to a swing-type power unit 92 that integrally incorporates a transmission mechanism 92b that transmits to the wheels 93, 93. As a result, the vehicle body frame 20 can swing with respect to the front wheel suspension device 40 and the swing type power unit 92.

  The rear wheel suspension device 60 has an upper end supported by a support member 35 that connects the upper side pipe portions 28, 28 at a substantially central portion of the upper side pipe portions 28, 28, and a lower end of the outer shaft 72 b of the rear swing shaft 72. A swing type power unit 92 is connected to be swingable up and down by a rear cushion 69 supported on the upper part, and rear wheels 93 and 93 are rotatably attached to the swing type power unit 92. Thereby, the impact received by the rear wheels 93, 93 from the road surface can be buffered.

  The front wheel suspension device 40 is a double wishbone suspension device, and as shown in FIG. 2, a front arm support frame 42 and a rear arm support frame 43 are provided vertically on both sides of the front cushion 41. A pair of left and right substantially V-shaped upper arms 44 and lower arms 45 are supported by the front arm support frame 42 and the rear arm support frame 43, respectively.

  The left and right lower arms 45 are attached to the lower part of the front cushion 41, and the upper part of the front cushion 41 is attached to a cushion support member 46 provided on the upper bumper member 38, thereby receiving the impact received by the front wheels 48, 48 from the road surface. Can be buffered.

  A pair of left and right upper bumper members 38 are attached to the upper portion of the front frame 37, and the upper bumper member 38 is disposed in front of the front wheels 48, 48 and a horizontal portion 38 a that extends substantially horizontally from the upper portion of the front frame 37. The bumper portion 38b extends substantially vertically, and the bent portion 38c connects the horizontal portion 38a and the bumper portion 38b. On the other hand, the lower portion of the front frame 37 extends forward substantially horizontally, and the tip is the upper bumper member 38. A pair of left and right lower bumper members 39 that are attached to the lower end of each are attached.

  The front wheel steering device 50 is attached to the head pipe 21 so that the steering shaft 51 can rotate and cannot move in the axial direction, and a steering member different from the steering shaft 51 is connected to a connecting member 52 at the lower end of the steering shaft 51 via a link mechanism 53. The stem (second steering shaft) 54 is connected.

  The link mechanism 53 is a link mechanism that can be bent up and down, and a universal shaft joint 59 is provided at a connecting portion 59A between the upper and lower links 56 and 58 constituting the link mechanism 53. Specifically, the link mechanism 53 includes (i) an upper link 56 having one end connected to the connection member 52 of the steering shaft 51 by a first connection pin 55 so as to be capable of swinging up and down, and (ii) a second link to the upper end of the steering stem 54. A lower link 58 having one end connected to be vertically swingable by two connecting pins 57, and (iii) a free shaft that connects the other ends of the upper and lower links 56, 58, that is, between the upper and lower links 56, 58. It consists of a joint 59. The universal shaft joint 59 is, for example, a ball joint. 59a is a ball joint ball, and 59b is a ball joint connecting arm.

  A steering handle 67 (steering) attached to the upper end of the steering shaft 51 is a bar handle. By steering the steering handle 67, the front wheels 48, 48 can be steered via the steering shaft 51, the link mechanism 53 and the steering stem 54.

  The steering system of the automobile 4 is, for example, Ackerman steering (Ackermann link mechanism). Specifically, the front wheel steering device 50 connects the left and right tie rods 47, 47 to the lower end portion of the steering stem 54 via the rod connecting portion 46, and knuckle arms 49, 49 at the tips of these tie rods 47, 47. Concatenated.

  In this embodiment, in order to arrange the axis M2 of the steering stem 54 on the same axis as the axis M1 of the steering shaft 51, by steering the steering handle 67, the steering angle is the same as the steering angle of the steering handle 67. The front wheels 48 can be steered through the steering shaft 51, the link mechanism 53, and the steering stem 54.

  In this embodiment, the rotation center O2 of the universal shaft joint 59 of the link mechanism 53 is offset upward from the rotation axis O1 of the front swing shaft 71. Therefore, when the vehicle body frame 20 is swung left or right, as shown in FIG. 5, the steering shaft 51 and the link mechanism 53 apparently swing around the rotation axis O1 of the front rocking shaft 71. At this time, since the rotation center O2 of the universal shaft joint 59 is offset upward from the rotation axis O1 of the front swing shaft 71, the rotation center O2 of the universal shaft joint 59 becomes the front swing shaft. By rotating about the rotation axis O1 of 71, the steering stem 54 rotates about the axis M2.

That is, as shown in FIGS. 5 (a) and 5 (b), when the driver swings the vehicle body frame 20 by β ° to the left about the rotation axis O1, the axis M1 is inclined to the left and the axis M1 ′. It becomes. At this time, the rotation center O2 of the universal shaft joint 59 rotates to the left and moves by t from the axis M2, and the rotation center O2 ′ of the moved universal shaft joint 59 rotates by γ ° around the axis M2.
When the rotation center O2 of the universal shaft joint 59 rotates by γ ° about the axis M2, the steering stem 54 rotates and pulls the tie rods 47, 47 so that the front wheels 48, 48 are rotated to the left. Can be steered.

  In the present embodiment, the rotational center O2 of the universal shaft joint 59 is configured to be offset upward from the rotational axis O1 of the front swing shaft 71, but may be configured to be offset downward. Good. In this case, the direction in which the driver swings the vehicle body frame 20 and the rudder angle given to the front wheels 48 and 48 are opposite to each other.

  Further, in this embodiment, the front swing shaft 71 and the rear swing shaft 72 constituting the swing mechanism 70 are rear portions with respect to the rotation axis O1 of the front swing shaft 71 as shown in FIG. The rotation axis O3 of the swing shaft 72 is offset. Note that the rotation axis O3 of the rear swing shaft 72 is offset from the rotation axis O1 of the front swing shaft 71 means that the rotation axis O1 of the front swing shaft 71 and the rear swing shaft 72 are offset. This means that the rotational axis O3 is not arranged on a straight line, and at least the inclination or the position of the axis is different.

  FIG. 6 shows the relationship between the offset amount of the front swing shaft and the rear swing shaft and the rudder angle, with the front swing shaft fixed, and the inclination of the rear swing shaft and the front swing shaft. Experimental conditions when the body frame is swung by changing the distance are shown. In order to eliminate the influence of the steering angle by the steering, the steering handle was not rotated (steering steering angle 0 °). In the figure, an automobile is a simplified version of the automobile 4 of the present embodiment described above.

Example 1 has the same inclination and axis as the rotation axis O1 of the front swing shaft 71 and the rotation axis O3 of the rear swing shaft 72 of the automobile 10 of the present embodiment described above. is there. At this time, the reference point of the rotation axis O3 with respect the rotation axis O1 of the distance L (longitudinal center P of the rear support portion 72c in the above embodiment) L _1, the angle of the rotation axis O3 against rotation axis O1 alpha Is α ₁ °. Note that L is “+” when the reference point of the rotation axis O3 is above the rotation axis O1 as in the above-described embodiment, and conversely, the reference of the rotation axis O3 with respect to the rotation axis O1. When the point is below, “−” is assumed. Similarly, α is “+” when the elevation angle between the rotation axis O3 and the horizontal plane is smaller than the elevation angle between the rotation axis O1 and the horizontal plane as in the present embodiment described above, and conversely, the rotation axis O1 and the horizontal plane. When the elevation angle between the rotation axis O3 and the horizontal plane is large with respect to the elevation angle, “−” is assumed.

In the second and third embodiments, α is changed with L = L1 of the _first embodiment unchanged, and in the second embodiment, the elevation angle of the rotation axis O1 is equal to the elevation angle of the rotation axis O3 − In this example, α ₁ ° is changed, that is, the rotation axis O1 and the rotation axis O3 are parallel, and Example 3 is changed from the state of Example 1 to the state of Example 2 by −α ₁ °. This is a further change of -α ₁ °.

In Examples 4 and 7, L is changed with α = α ₁ ° of Example 1 unchanged, and in Example 4, L ₁ = 0, that is, the reference of the rotation axis O3 on the rotation axis O1. are those obtained by moving the point, example 7, in which was further changed by -L ₁ that is changed by -L ₁ from the state of example 1 to the state of the fourth embodiment.

  The relationship between Examples 4, 5, 6, and 7, 8, and 9 is the same as the relationship between Examples 1, 2, and 3, and the relationship between Examples 2, 5, 8, and 3, 6, and 9 is Equivalent to the relationship of Examples 1, 4, and 7. That is, in FIG. 6, in the vertical direction (Examples 1, 2, 3, Examples 4, 5, 6, and Examples 7, 8, 9), L is unchanged, α is changed as described above, and horizontal ( In Examples 1, 4, 7, and Examples 2, 5, 8, and Examples 3, 6, and 9), α is unchanged and L is changed as described above.

  In Examples 7 to 9, although the reference point of the rotation axis O3 is located below the horizontal line, that is, below the ground, this increases the wheel or moves the front swing shaft 71 upward. This relationship can be realized by bringing it in.

  The experimental results are shown in FIG. The horizontal axis is the swing angle of the body frame 20, the plus side is swinging to the right, the minus side is swinging to the left, and the vertical axis is the front wheels 48, 48 viewed from the rear wheel suspension device 60 with respect to the swing angle of the body frame 20. The rudder angle is shown. FIG. 7A shows the results of Examples 1 to 3, (b) shows the results of Examples 4 to 6, and (c) shows the results of Examples 7 to 9. In the figure, the solid line indicates the right front wheel, and the dotted line indicates the left front wheel.

  As can be seen from FIGS. 7A to 7C, in all Examples 1 to 9, it is understood that the steering angle in the swing direction is given to the front wheels 48 and 48 by the swing of the body frame 20. Also, if the rudder angle of the inner wheel is larger than the rudder angle of the outer wheel, that is, if the rocking is right, the rudder angle of the right front wheel is larger than the rudder angle of the left front wheel. It turns out that it becomes larger and draws an Ackermann curve. Thereby, the stable cornering by rocking | swiveling is realizable.

  Next, in FIG. 7A, comparing the first to third embodiments, when the elevation angle between the rotation axis O3 and the horizontal plane is made smaller than the elevation angle between the rotation axis O1 and the horizontal plane (third embodiment → second embodiment → Example 1), the steering angle with respect to the swing angle tended to increase. On the contrary, when the elevation angle between the rotation axis O3 and the horizontal plane is increased with respect to the elevation angle between the rotation axis O1 and the horizontal plane (Example 1 → Example 2 → Example 3), the steering angle with respect to the swing angle tends to decrease. Indicated. This showed the same tendency also in Examples 4 to 6 in FIG. 7B and Examples 7 to 9 in FIG. On the other hand, when comparing FIGS. 7A to 7C in which the distance L of the reference point of the rotation axis O3 with respect to the rotation axis O1 is changed, almost the same tendency is shown.

  From the above, it can be seen that the angle α of the rotation axis O3 with respect to the rotation axis O1 has a great influence on the rudder angle, while the distance L of the rotation axis O3 with respect to the rotation axis O1 hardly affects the rudder angle. It was. As a result, the angle of the rotation axis O3 with respect to the rotation axis O1 greatly affects the steering characteristics of the vehicle, and the distance of the rotation axis O3 with respect to the rotation axis O1 has little influence on the steering characteristics, so that the degree of freedom in design is high. I understand that.

  Normally, when the elevation angle between the rotation axis O3 and the horizontal plane is larger than the elevation angle between the rotation axis O1 and the horizontal plane, the steering angle is given in the opposite direction to the swing of the body frame 20, but as described above. In the front wheel steering device 50, the rotational center of the universal joint 59 of the link mechanism 53 is offset upward from the rotation axis O1 of the front swing shaft 71. Since the steering angle is given, the vehicle is steered in the same direction as the swinging direction.

  Next, in order to investigate the relationship between the steering angle and the steering angle, the steering angle of the front wheels by the rotation of the steering wheel was examined without swinging the body frame. The results are shown in FIG. The horizontal axis is the steering wheel rotation angle, the + side is the right side rotation, the-side is the left side rotation, and the vertical axis is the steering angle of the front wheel relative to the steering wheel rotation angle as seen from the rear wheel suspension system. Yes.

  It can be seen from FIG. 8 that the steering angle in the turning direction is given to the front wheels by the turning of the steering. In addition, the rudder angle of the inner wheel is larger than the rudder angle of the outer wheel, that is, if the right wheel is turned, the rudder angle of the right front wheel is larger than the rudder angle of the left front wheel. Greater than. That is, it can be seen that the inner wheel rudder angle is always larger than the outer wheel rudder angle and an Ackermann curve is drawn. Thereby, the stable cornering by rocking | swiveling is realizable.

  7 and 8, it was found that there is a difference in the Ackermann angle between the rudder angle due to the swing of the vehicle body frame and the rudder angle due to the rotation of the steering handle.

  As described above, according to the automobile 10 of the present invention, the body frame 20 is supported by the front swing shaft 71 with respect to the front wheel suspension device 50, and the steering shaft 51 is provided with the universal shaft 59 via the link mechanism 53. Thus, the swinging of the vehicle body frame 20 and the rotation by the steering handle 67 can be independently operated with a simple structure. Accordingly, the occupant can turn without swinging the vehicle body frame 20 by turning the steering handle 67, for example, when traveling at a low speed.

  Further, according to the automobile four-wheeled vehicle 10 of the present invention, since the universal shaft joint 59 is provided between the upper link 56 and the lower link 58, the assembling work can be easily performed.

  Further, according to the automobile 10 of the present invention, the rotation center O2 of the universal joint is offset upward with respect to the rotation axis O1 of the front swing shaft 71, so that the steering handle 67 is rotated. Even if the vehicle body frame 20 is swung, it can be operated independently, and when the vehicle body frame 20 is swung, the front wheels 48, 48 are steered independently of the turning of the steering handle 67. Can give horns. As a result, the occupant can turn the front wheels 48 and 48 by giving the steering angle by tilting the body in the traveling direction, for example, when traveling at high speed.

In the above-described embodiment of the present invention, the following (1) to (3) may be used.
(1) The vehicle of the present invention is not limited to a four-wheeled vehicle, and may be a three-wheeled vehicle that steers left and right front wheels.
(2) In the front wheel steering device 50 of the four-wheeled vehicle 10 of the present embodiment, the steering stem 54 is disposed coaxially with the steering shaft 51, and the steering angle of the steering handle 67 and the steering angles of the front wheels 48, 48 are set. Although they are set to be the same, by arranging the steering stem 54 at a position offset forward or backward from the steering shaft 51, the ratio of the steering angle to the steering angle can be set to an optimum value.
(3) In the swing mechanism 70 of the four-wheeled vehicle 10 of this embodiment, the rotation axis O3 of the rear swing shaft 72 is offset with respect to the rotation axis O1 of the front swing shaft 71. Even if arranged on the line, if the rotation center O2 of the universal shaft joint 59 is offset from the rotation axis O1 of the front swing shaft 71, the steering angle can be given by swinging. Further, the rear swing shaft 72 may not be provided.
(4) For simplicity, the accessories of the automobile 10 are omitted, but the headlamp, wiper, front cover, handle cover, leg shield that covers the driver's legs, storage box, rear cover, and side mirror. Needless to say, sheets can be provided.

1 is a left side view for an automobile according to the present invention. It is the figure which looked at the four-wheeled vehicle of FIG. 1 from upper direction. It is the figure which looked at the four-wheeled vehicle of FIG. 1 swinging leftward from the front. It is a left view of a front wheel steering device. (A) is the figure which looked at the front-wheel steering apparatus in the state rock | fluctuated leftward from the front, (b) looked at the movement of the rotation center O2 accompanying the rocking | fluctuation of (a) from the axis M2. It is a figure. It is explanatory drawing which shows the relationship between a front part rocking | fluctuation shaft and a rear part rocking | fluctuation shaft. It is a figure which shows the relationship between the rocking | fluctuation angle and tire steering angle in the relationship between the front rocking | fluctuation shaft of FIG. 6, and a rear rocking | fluctuation shaft. It is a figure which shows the relationship between the steering angle of a steering wheel, and a tire steering angle.

Explanation of symbols

10 Automobiles 21 Head pipe 40 Front wheel steering device 47 Tie rod 48 Front wheel 51 Steering shaft 53 Link mechanism 54 Steering stem 56 Upper link 58 Lower link 59 Universal shaft joint 60 Rear wheel suspension device 71 Front swing shaft 72 Rear swing Dynamic shaft 93 Rear wheel O1 Front swing axis rotation axis O2 Universal shaft rotation center O3 Rear swing shaft rotation axis M1 Steering shaft axis M2 Steering stem axis

Claims (3)

A steering shaft rotatably attached to a head pipe provided in front of the body frame;
A steering stem coupled to the steering shaft via a link mechanism;
A pair of left and right front wheels connected to the steering stem via left and right tie rods;
In a vehicle comprising:
The link mechanism includes a universal shaft joint,
The vehicle body frame is supported by a swing shaft that can swing left and right with respect to a front wheel steering device including the left and right front wheels and the steering stem.
A vehicle characterized by that. The link mechanism comprises an upper link and a lower link,
The vehicle according to claim 1, wherein the universal shaft joint is provided between the upper link and the lower link.   The vehicle according to claim 1 or 2, wherein a rotation center of the universal joint is offset upward with respect to an axis of the swing shaft.

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