JP2012245861A - Swing type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a swing type vehicle that houses a rolling control device in a front joint member, prevents an increase in inertia moment around a swing pivot shaft of a power unit system, thereby improving riding comfort.SOLUTION: The swing type vehicle includes: a vehicle body B supporting a front wheel Wf; a power unit P for supporting and driving a pair of rear wheels Wr; a rolling joint Jr for connecting the vehicle body B and the power unit P; and a suspension device S interposed between the vehicle body B and the power unit P. The rolling joint Jr includes a front joint member 24 supported via a bearing 43 by a swing pivot shaft 29 on the side of the vehicle body B, and a rear joint member 25 on the side of the power unit P. A rolling control device R is arranged in the front joint member 24. A front extension 24E extended forward from the swing pivot shaft 29 is disposed in the front joint member 24. A part R2 of the rolling control device R or a portion of the bearing 43 is disposed therein.

Description

  The present invention provides a vehicle body that supports front wheels and includes a seat for riding, a power unit that drives the rear wheels while supporting a pair of left and right rear wheels, and a rolling axis that extends in the vehicle longitudinal direction between the vehicle body and the power units. A rolling joint coupled to enable rolling of the vehicle body, and a front joint member supported on the swing pivot shaft supported on the vehicle body side so as to swing up and down. A rear joint member that is supported by a part joint member via a bearing so as to be relatively rotatable on the rolling axis, and that supports the power unit. In the front joint member, a relative relationship between the rear joint member and the rear joint member is provided. A rolling limiting device for limiting rotation is provided, and between the vehicle body and the front joint member. Relates to an improvement of the swing vehicle formed by interposing a suspension system to exert resilient force for urging said front joint member downward.

  Such a rocking vehicle is known as a rocking tricycle as disclosed in, for example, Patent Document 1 below.

Japanese Utility Model Publication No. 59-94986

  The rolling restricting device includes a Knighthard type standing urging mechanism that urges the vehicle body in the standing direction, a parking posture holding mechanism that stops rolling of the vehicle body and stabilizes the parking posture of the vehicle body, and the like. By the way, in the conventional swing type vehicle, since the rolling restricting device in the front joint member whose front end is supported by the swing pivot shaft is accommodated, all the rolling restricting devices are located behind the swing pivot shaft. As a result, the center of gravity of the power unit system that swings up and down around the swing pivot axis is slightly moved backward from the swing pivot axis, so that the moment of inertia around the swing pivot axis of the power unit system is increased. As a result, the ability to follow the road surface of the rear wheels supported by the power unit is reduced, and the ride comfort is deteriorated.

  The present invention has been made in view of such circumstances, and while suppressing the increase in the moment of inertia around the swing pivot axis of the power unit system while accommodating the rolling limiting device in the front joint member, the ride comfort is good. It is an object of the present invention to provide a rocking vehicle that can be used.

  In order to achieve the above object, the present invention provides a vehicle body that supports a single front wheel and includes a riding seat, a power unit that drives a pair of left and right rear wheels while driving the vehicle, and between the vehicle body and the power unit. And a rolling joint coupled to enable rolling of the vehicle body about a rolling axis extending in the longitudinal direction of the vehicle, and the rolling joint can swing up and down on a swing pivot shaft supported on the vehicle body side. A front joint member that is supported, and a rear joint member that is supported by the front joint member via a bearing so as to be relatively rotatable on the rolling axis, and supports the power unit. And a rolling restricting device for restricting relative rotation between the rear joint member and the rear joint member. In the swing type vehicle having a suspension device between the vehicle body and the front joint member that exerts a resilient force that biases the front joint member downward, the front joint of the suspension device While the connecting portion with the member is disposed behind the swing pivot shaft, the front joint member is provided with a front extending portion extending forward from the swing pivot shaft, and the front extending portion includes the front extending portion. A first feature is that at least a part of the rolling restriction device or at least a part of the bearing is disposed. The front joint member and the rear joint member respectively correspond to a joint case 24 and a joint shaft 23 in an embodiment of the present invention described later. The connecting portion of the suspension device with the front joint member corresponds to the third pivot shaft 59, and a part of the rolling restriction device corresponds to the parking posture holding mechanism.

  According to the present invention, in addition to the first feature, the vehicle body includes a head pipe that supports the steering system for the front wheels, a down frame that extends rearward and downward from the head pipe, and a left and right side from the lower end of the down frame. A body frame having a pair of left and right lower frames that extend rearward while branching, the front extension portion is disposed between the pair of lower frames, and the front extension portion and both lower frames are viewed in side view The second feature is that they overlap.

  Furthermore, in addition to the first or the second feature, the present invention further includes the rolling restricting device disposed in the front extension portion of the front joint member, and the rolling restricting device and the operator sit on the seat. The steering control system of the front wheel or an operation member disposed on the vehicle body in the vicinity thereof is connected via an operation force transmission member so that the rolling restriction device is controlled by the operation of the operation member. The third feature is that this is possible.

  Furthermore, in addition to the third feature, the present invention provides, as the bearing, in the vicinity of a connection portion between the first bearing disposed in the vicinity of the swing pivot shaft and the front joint member of the suspension device. A fourth feature is that a second bearing is provided.

  According to the first feature of the present invention, at least a part of the rolling limiting device or at least a part of the bearing is disposed in the front extension portion of the front joint member extending forward from the swing pivot shaft. The center of gravity of the power unit system swinging around the swing pivot axis approaches the swing pivot axis by the amount of the forward extension and at least a part of the rolling limiting device or at least a part of the bearing projecting forward from the swivel pivot axis. As a result, the moment of inertia of the power unit system around the swing pivot axis is reduced, the load load of the suspension system is reduced, and not only the durability is improved, but also the followability of the rear wheel to the road surface is improved. This improves the ride comfort.

  According to the second feature of the present invention, the front extension portion of the front joint member is disposed using the dead space between the left and right lower frames of the body frame, which is space efficient and has a rocking effect. This can contribute to downsizing of the dynamic vehicle.

  According to the third feature of the present invention, the center of gravity of the power unit system that swings around the swing pivot axis is the amount that the forward extension portion and the relatively heavy rolling restriction device protrudes forward from the swivel pivot shaft. The moment of inertia of the power unit system around the swing pivot axis can be effectively reduced, which can contribute to a reduction in the load burden of the suspension system and an improvement in ride comfort. Moreover, although the operating member is provided on the steering handle or the vehicle body in the vicinity thereof so that the operator can operate it while sitting on the seat, the rolling restricting device is moved forward from the swing pivot shaft. The length of the operating force transmission member that connects the operating member and the rolling limiting device can be shortened.

  According to the fourth aspect of the present invention, the load acting on the front joint member from the swing pivot shaft can be directly supported by the first bearing, and the load acting on the front joint member from the suspension device is supported on the second bearing. Therefore, since the load on the front joint member is reduced, the weight of the front joint member can be reduced.

The right view of the motor tricycle concerning the embodiment of the present invention. A left side view of the same tricycle. A rear view of the same tricycle. 4-4 enlarged view of FIG. FIG. 5 is an enlarged view taken along line 5-5 in FIG. 3. FIG. 6 is a view taken along arrow 6 in FIG. 4 (a top view of the power unit). FIG. 7 is an enlarged sectional view taken along line 7-7 in FIG. FIG. 9-9 sectional drawing of FIG. FIG. 10 is a sectional view taken along line 10-10 in FIG. 8; FIG. 11 is a sectional view taken along line 11-11 in FIG. 8; The perspective view around a rolling joint and a rolling damper in the above-mentioned tricycle. FIG. 13 is a view taken in the direction of arrow 13 in FIG. 12. FIG. 14 is a view taken in the direction of arrow 14 in FIG. 12. FIG. 15 is a sectional view taken along line 15-15 in FIG. 13; The rear view which shows the relationship between the vehicle body and rolling damper of a standing state. The rear view which shows the relationship between the vehicle body rolled to the left, and a rolling damper. The rear view which shows the relationship between the vehicle body rolled to the right, and a rolling damper. FIG. 8 is an enlarged cross-sectional view taken along line 19-19 (showing a rolling lock state of the vehicle body). FIG. 20 is a view corresponding to FIG. 19 showing a rolling lock release state of the vehicle body. FIG. 21 is a sectional view taken along line 21-21 in FIG. FIG. 22 is a cross-sectional view taken along line 22-22 in FIG. 19.

  Hereinafter, an embodiment in which the present invention is applied to a swing type tricycle will be described with reference to the accompanying drawings. In the following description, “front / rear / left / right” refers to the motorcycle.

  1 to 3, the tricycle T has a vehicle body B that supports a single front wheel Wf so as to be steerable, and a power unit P that drives a pair of left and right rear wheels Wr and Wr while supporting them. . Further, the vehicle body B includes a vehicle body front portion 1 on which a front wheel Wf, a steering handle 6 and instruments are arranged, a vehicle body rear portion 2 that supports a tandem seat 7 for riding, and between the vehicle body front portion 1 and the vehicle body rear portion 2. It consists of the floor part 3 to connect.

  The vehicle body B is connected to the power unit P via a rolling joint Jr that enables the vehicle body B to roll in the left-right direction, and the power unit P can swing the power unit P up and down with respect to the vehicle body B. Are coupled via a swing joint Js, and a suspension S is interposed between the vehicle body B and the power unit P.

  4 to 6, the power unit P includes a water-cooled engine 9 in which a cylinder portion 10 is continuously connected to a front portion of a crankcase 13 with a substantially forwardly inclined posture, and a crankshaft 11 is horizontally disposed in a horizontal direction. The engine 9 is integrally coupled to a crankcase 13 and includes an internal transmission case 14 that houses an automatic transmission and a differential, and is supported by left and right side walls at the rear of the transmission case 14. The rear wheels Wr and Wr are attached to the outer ends of the output shafts 15 and 15, respectively. Therefore, the power of the engine 9 is transmitted to the rear wheels Wr and Wr via the automatic transmission and the differential device in the transmission case 14. A support plate 16 protruding forward is bolted to the bottom of the crankcase 13.

  As shown in FIGS. 4, 5, 8 and 9, the body frame F of the vehicle body B includes a head pipe Fh that supports a front wheel Wf so that a front wheel fork (not shown) can be steered, and the head pipe. A down frame Fd extending rearward and downward from Fh, a pair of left and right lower frames Fw and Fw branching left and right from the lower end of the down frame Fd, and a pair of left and right front stays 18 disposed above them. , 18 and rear stays 19, 19, and the vehicle body rear portion 2 is supported by the front stays 18, 18 and the rear stays 19, 19.

  The left and right lower frames Fw and Fw are coupled with a pair of left and right suspension bracket plates 20 and 20 that rise from their upper surfaces. As clearly shown in FIG. 9, these suspension bracket plates 20 and 20 have front end portions 20a and 20a whose mutual distance is narrower than the mutual distance between the left and right lower frames Fw and Fw, and the lower frame Fw and Fw whose left and right intervals are the same. The intermediate portions are bent so as to have rear end portions 20b, 20b substantially equal to the mutual interval, and the front end portions 20a, 20a are integrally connected to each other via a horizontal first cross member 21. The Both end portions of the first cross member 21 pass through the front end portions 20a and 20a and protrude from their outer surfaces, and the lower ends of the front stays 18 and 18 are coupled to the protruding end portions.

  Further, both ends of the second cross member 22 in the horizontal direction are integrally coupled to the inner side surfaces of the rear end portions 20b, 20b of the suspension bracket plates 20, 20, and the rear stay 19 is connected to both end portions of the second cross member 22. , 19 are joined together. Welding is used to connect the above parts.

  8 and 10 to 12, the rolling joint Jr is a joint case 24 that supports a first bearing 43 and a second bearing 44 (see FIG. 8) arranged on the front and rear along the rolling axis Y by an inner peripheral wall. And a joint shaft 25 rotatably supported on the joint case 24 via the first and second bearings 43 and 44, and the joint case 24 is connected to the vehicle body B via a swing joint Js. . In the illustrated example, the first bearing 43 is constituted by a double row ball bearing, the second bearing 44 is constituted by a slide bush coated with grease, and oil seals 74 are disposed adjacent to both ends thereof. The joint case 24 is divided into upper and lower case halves 24U and 24L, and both the case halves 24U and 24L are connected to each other by bolts 23 at the flange portions 24Ua and 24La projecting to the left and right sides thereof. The

  The joint shaft 25 is integrally provided with a joint shaft base 25 a that is flat in the vertical direction at the rear end thereof, and the joint shaft base 25 a is fixed to the support plate 16 of the power unit P. The rolling axis Y is inclined toward the front of the vehicle or slightly upward on the longitudinal center plane of the vehicle, and the vehicle body B can roll in the left-right direction around the rolling axis Y (see FIG. 3).

  8 to 9 and 12, the swing joint Js is arranged in the left-right direction in which both end portions are fixed to the rear end portions 20 b and 20 b of the suspension bracket plates 20 and 20 side by side in front of the second cross member 22. A link fulcrum shaft 27, an anti-vibration link 28 whose upper base end is supported by the link fulcrum shaft 27 and can swing in the front-rear and up-down directions, and a lower swing end of the anti-vibration link 28 are jointed. The swing pivot shaft 29 connected to the front portion of the case 24 and the elastic stopper means 30 for buffering the swing angle of the vibration isolation link 28 are configured.

  As shown in FIG. 10, the anti-vibration link 28 includes a long support cylinder 31, a pair of link members 32 and 32 each having one end fixed to both ends of the support cylinder 31, and the link members 32 and 32. The pair of short support cylinders 33 and 33 are fixed to the front end of each of the two, and the long support cylinder 31 is made of rubber on the link fulcrum shaft 27 whose both ends are supported by the suspension bracket plates 20 and 20. Both ends of the swing pivot shaft 29 are fitted to the short support cylinders 33, 33 via the rubber bushes 35, 35, and the swing pivot axis 29 between the support cylinders 33, 33 is fitted to the short support cylinders 33, 33. , And a pair of left and right front support bosses 36, 36 projecting integrally from the upper part of the front end side of the joint case 24, are fitted via bearing bushes 37, 37. A distance collar 38 is fitted to the outer periphery of the swing pivot shaft 29 between the bearing bushes 37 and 37.

  As shown in FIGS. 8 and 10, the elastic stopper means 30 is bonded to at least the front and rear surfaces of at least one of the pair of link members 32, 32, and has a pair of stopper rubbers 40, 40 having a plurality of cushion protrusions 40a on the surface. A second stopper so that the front stopper plate 41 fixed to the suspension bracket plates 20 and 20 contacts the cushion protrusion 40a of the front stopper rubber 40 and the cushion protrusion 40a of the rear stopper rubber 40. The rear stopper plate 42 is fixed to the member 22.

  In the above, the link fulcrum shaft 27 is a stationary shaft that is supported by the vehicle body B, and the base end portion of the vibration isolation link 28 is the base of the vibration isolation link 28 that is rotatably supported by the link fulcrum shaft 27. The

  Thus, the joint case 24 can swing up and down with the swing pivot shaft 29 as a fulcrum, and the vibration isolation link 28 can swing back and forth with the link fulcrum shaft 27 as a fulcrum. The stopper rubbers 40 and 40 are regulated in a buffering manner within a range in which the stopper rubbers 40 and 40 are compressed and deformed between the vibration-proof link 28 and the stopper plates 41 and 42 before and after the vibration-proof link 28. Therefore, the impact input to the swing pivot shaft 29 of the swing joint Js from the power unit P side is absorbed by the swing of the vibration isolation link 28 and the compression deformation of the stopper rubbers 40, 40, and the impact is applied to the vehicle body B side. Reduce transmission and improve ride comfort.

  8, 9, 11, and 12, the suspension device S is interposed between the joint case 24, the first cross member 21, and the suspension bracket plates 20 and 20. The suspension device S includes a cushion unit 45, a bell crank type lever 46 and a link 47.

  The cushion unit 45 is a known hydraulic type composed of a cylinder 48 and a piston (not shown) slidably accommodated in the cylinder 48, and the cylinder 48 and one end of the cylinder 48 of the piston. A pair of flange-like spring seats 48a and 49a facing each other are formed on the piston rod 49 penetrating the wall, and a suspension spring 50 made of a coil spring is contracted between the spring seats 48a and 49a. A mounting boss 51 is formed on the other end wall of the cylinder 48, and a bifurcated connecting member 52 is fixed to the tip of the piston rod 49.

  The cushion unit 45 is disposed substantially horizontally above the swing joint Js with the central axis A directed in the vehicle front-rear direction. The front-end mounting boss 51 is supported by a first fulcrum shaft 55 supported at both ends by a first support member 53 fixed to the upper surface of the first cross member 21, and the rear-end bifurcated connection member 52 is , The lever 46 and the link 47 are linked to the joint case 24 as follows.

  The lever 46 has a base end portion 46a, an upper end portion 46b positioned above the base end portion 46a, and a lower end portion 46c positioned below the base end portion 46a. 46 a is supported by a second fulcrum shaft 56 supported at both ends by a second support member 54 fixed to the rear surface of the second cross member 22, and the upper end 46 b is supported via the first pivot shaft 57. The lower end portion 46 c is connected to the upper end portion of the link 47 via the second pivot shaft 58.

  A lower end portion 46c of the link 47 is connected via a third pivot shaft 59 to a rear support boss 60 protruding from the upper surface of the rear end portion of the joint case 24 at the lower rear side of the swing pivot shaft 29 of the swing joint Js. .

  In the above, the first and second fulcrum shafts 55 and 56 are stationary shafts supported by the vehicle body B, and the mounting boss 51 is at the base of the cushion unit 45 supported rotatably on the first fulcrum shaft 55. In addition, the base end portion 46 a is the base of the lever 46 that is rotatably supported by the second fulcrum shaft 56.

  Thus, when the rear wheel Wr, Wr vibrates up and down along the road surface while the motor tricycle T is running, the power unit P vibrates up and down around the swing pivot shaft 29 of the swing joint Js together with the rolling joint Jr. The vibration is transmitted to the cushion unit 45 as a vibration in the front-rear direction via the link 47 and the lever 46, and the vibration energy is attenuated by the expansion and contraction action of the cushion unit 45 and the suspension spring 50.

  8 and 19, a rolling restricting device R for restricting relative rotation between the joint case 24 and the joint shaft 25 is disposed in the joint case 24. The rolling restriction device R includes a standing urging mechanism R1 that applies a urging force in a standing direction to the vehicle body B via a joint case 24, and a parking posture of the vehicle body B by stopping the rolling of the vehicle body B at a desired rolling angle. And a parking posture holding mechanism R2 that stabilizes the vehicle.

  As shown in FIG. 8, in the joint case 24, the first bearing 43 that supports the front portion of the joint shaft 25 is located in the vicinity of the swing pivot shaft 29 that directly supports the front portion of the joint case 24, and the joint shaft 25. The second bearings 44 that support the rear portion are disposed in the vicinity of the third pivot shaft 59 that directly supports the rear portion of the joint case 24. As a result, the load acting on the joint case 24 from the swing pivot shaft 29 of the swing joint Js can be directly supported by the first bearing 43, and the load acting on the joint case 24 from the third pivot shaft 59 of the suspension device S can be reduced. Since the bearing can be directly supported by the second bearing 44 and the load burden on the joint case 24 is reduced, the weight of the joint case 24 can be reduced.

  Between the first and second bearings 43 and 44, the upright biasing mechanism R1 is disposed in the joint case 24.

  The joint case 24 is formed with a hollow front extension 24E that extends forward from the first bearing 43 and the swing pivot shaft 29 and has a closed front end. The front extension 24E includes a swing pivot. The parking posture holding mechanism R2 disposed in front of the shaft 29 and the front half of the first bearing 43 formed of a double row ball bearing are disposed. The front extension 24E is disposed between the lower frames Fw and Fw so as to overlap the pair of left and right lower frames Fw and Fw in a side view.

  As shown in FIGS. 8 and 10, the upright biasing mechanism R <b> 1 is composed of a well-known Knight-Hart type cushion, and a cushion housing 140 having a substantially square cross section formed integrally with an intermediate portion of the joint case 24. , A center block 141 having a substantially square cross section that is coupled to the joint shaft 25 by a spline and disposed in the cushion housing 140, and has four corners of the cushion housing 140 and four concave sides of the center block 141 that are opposed thereto. Cushion rubbers 142, 142...

  Thus, for example, when the vehicle tricycle is rolled on the left and right when the motor tricycle T is running on a curved road, the cushion housing 140 is rotated with respect to the center block 141. Accordingly, the cushion rubbers 142, 142. 141 is compressed between the cushion housing 140 and the center block 141 while rolling on the four sides of the belt 141, and as a result, a repulsive force is generated non-linearly on the four cushion rubbers 142, 142... 16 to FIG. 18). And the said repulsive force of cushion rubber 142,142 ... assists standing of the vehicle body B. FIG.

  As shown in FIGS. 8 and 19 to 22, the parking posture holding mechanism R2 is fixed to the front end of the joint shaft 25 and includes a sector-type roll lock gear 144 having teeth on the end surface and a front extending portion 24E. A pole member 146 that is rotatably supported on the inner wall via a pivot 145 and can be engaged with and disengaged from the roll lock gear 144, and a bearing cylinder 149 are fixed to the inner wall of the front extension 24E with bolts 151 and 151. A support plate 150 and a bell crank type operating lever 147 rotatably supported on the bearing cylinder 149 are provided. The actuating lever 147 includes a central shaft 148 that is rotatably fitted to the bearing cylinder 149, and first and second arms 147a and 147b at one end and the other end of the central shaft 148, respectively. Is arranged such that the pressure receiving surface 146a formed on the back surface of the pole member 146 can be pressed to engage the pole member 146 with the roll lock gear 144, and at the tip of the pole member 146 via the link 152. Connected. That is, one end of the link 152 is rotatable relative to the tip of the first arm 147a via the first connecting pin 153, and the other end is connected to the tip of the pole member 146 via the second connecting pin 154. Connected.

  As shown in FIG. 22, the support plate 150 is fastened to a pair of bosses 165 and 166 projecting from the inner wall of the front extension 24E with bolts 151 and 151, and the base of the pole member 146 is freely rotatable. Both ends of the pivot shaft 145 to be supported by the shaft 145 are supported by another boss 167 projecting from the inner wall of the front extension 24E and a positioning hole 168 provided in the support plate 150.

  As shown in FIG. 1, a parking operation lever 155 that can be operated while the operator is sitting on the seat 7 is pivotally supported on the steering handle 6 or the vehicle body B in the vicinity thereof. The end of the extended operation wire 156 (see FIG. 19) is connected to a parking mechanism 157 that locks the transmission gear in the power unit P and stops the rotation of the rear wheels Wr, Wr. The second arm 147b of the operating lever 147 is connected as follows.

  That is, a fixed clamping member 160 is caulked and coupled to the operation wire 156, and a movable clamping member 161 facing the rear surface of the fixed clamping member 160 is slidably fitted to form a fork-shaped second member. The distal end portion of the arm 147b can be held between the holding members 160 and 161 while straddling the operation wire 156. Further, a spring seat member 162 is caulked and coupled to the operation wire 156 behind the movable clamping member 161, and the movable clamping member 161 is placed between the spring seat member 162 and the movable clamping member 161 toward the fixed clamping member 160. The lost motion spring 163 that biases with a predetermined set load is retracted.

  Thus, when the operation wire 156 is pulled by operating the parking operation lever 155 in the desired standing posture of the vehicle body B in order to park the tricycle T in the desired standing posture, the operation wire 156 is moved to the left in FIG. , The parking mechanism 157 in the power unit P operates as described above to lock the transmission gear and stop the rotation of the rear wheels Wr and Wr. On the other hand, in the parking posture holding mechanism R2, the fixed clamping member 160, the movable clamping member 161, and the spring seat member 162 move to the left in FIG. 19 together with the operation wire 156, so that they are clamped by the fixed and movable clamping members 160, 161. Since the actuating lever 147 having the second arm 147b rotates counterclockwise around the central axis 148 in FIG. 19 and presses the pressure receiving surface 146a of the pole member 146 at its tip, the pole member 146 is rolled. Thus, the vehicle body B can be held in the desired standing posture.

  Meanwhile, if the tips of the teeth of the pole member 146 and the roll lock gear 144 come into contact with each other and the proper engagement is not achieved, only the movable clamping member 161 remains in the contact position with the second arm 147b. The spring seat member 162 moves to the left in FIG. 19 together with the operation wire 156 and the fixed clamping member 160 while compressing the lost motion spring 163. Thereafter, when the pole member 146 is brought into the engagement position with the roll lock gear 144 by slight rolling of the vehicle body B, the movable clamping member 161 fixes the second arm 147b by the elastic force of the lost motion spring 163. Then, the operating lever 147 rotates counterclockwise in FIG. 19 around the central axis 148 in the same manner as described above, and presses the pressure receiving surface 146a of the pole member 146 at its tip, The pole member 146 is engaged with the roll lock gear 144.

  When the pole member 146 is engaged with the roll lock gear 144 in this way, the center of the second connecting pin 154 is slightly more than the straight line L connecting the centers of the second connecting pin 154 center axis 148 and the first connecting pin 153. It comes to the roll lock gear 144 side. Therefore, when a force in the detaching direction is applied from the roll lock gear 144 to the pole member 146, the force presses the first arm 147 a against the pressure receiving surface 146 a of the pole member 146 via the link 152. Inadvertent separation from the roll lock gear 144 can be prevented.

  When the pole member 146 is engaged with the roll lock gear 144, the center of the second connecting pin 154 is slightly offset from the straight line L to the opposite side of the roll lock gear 144, so that the roll lock gear 144 and the pole member 146 are offset. When the force in the excessive detachment direction is applied to the roll lock gear 144, the operation lever 147 is rotated against the elastic force of the lost motion spring 163 so that the pole member 146 is detached from the roll lock gear 144. May be.

  Next, when the parking operation lever 155 is operated in the parking release direction to release the pulling of the operation wire 156, the operation wire 156 is shown in FIG. 20 by the action of a return spring (not shown) provided in the parking mechanism in the power unit P. By moving to the right and the fixed clamping member 160 pushes the second arm 147 b, the operating lever 147 rotates about the central axis 148 in the clockwise direction in FIG. 20, and the pole member 146 is moved via the link 152. The roll lock gear 144 can be detached. Thus, the vehicle body B can be rolled in the left-right direction.

  By the way, the parking posture holding mechanism R2 is relatively heavy in weight, but the mechanism R2 is disposed in a front extension 24E of the joint case 24 that extends forward from the swing pivot shaft 29. , The center of gravity G (see FIGS. 1 and 2) of the power unit P system swinging around the swing pivot shaft 29 is such that the front extension portion 24E, the parking posture holding mechanism R2, and the first half of the first bearing 43 are connected to the swing pivot shaft 29. The portion that protrudes further forward approaches the swing pivot shaft 29. As a result, since the moment of inertia around the swing pivot shaft 29 of the power unit P system is reduced, not only the load load of the suspension device S is reduced and the durability thereof is improved, but also the tracking of the rear wheels Wr and Wr to the road surface. This improves the ride and makes the ride more comfortable.

  Moreover, the front extension 24E of the joint case 24 is disposed between the lower frames Fw and Fw so as to overlap the pair of left and right lower frames Fw and Fw in a side view, so that the front extension 24E , The arrangement using the dead space between the lower frames Fw and Fw is good, space efficiency is high, and it can contribute to the compactness of the motor tricycle.

  Although the parking operation lever 155 is provided on the steering handle 6 or the vehicle body B in the vicinity thereof so that the operator can operate it while sitting on the seat 7, the parking posture holding mechanism R2 swings. The length of the operation wire 156 connecting the parking operation lever 155 and the parking posture holding mechanism R2 can be shortened by the amount closer to the front than the pivot shaft 29.

  The suspension device S is disposed substantially horizontally above the swing joint Js with the central axis A directed in the vehicle front-rear direction, and a front end portion is supported by the vehicle body, and a rear portion of the cushion unit 45. Since the end is composed of a lever 46 and a link 47 interlockingly connected to the joint case 24 behind the swing joint Js, the power unit P is brought close to the swing joint Js without being obstructed by the relatively large diameter cushion unit 45. As a result, the front and rear length of the vehicle can be shortened, and thus the size of the motor tricycle T can be reduced, and the weight of the vertical swing system including the power unit P can be reduced by the power unit P being brought closer to the swing joint Js. In turn, it is possible to reduce the unsprung load.

  In particular, the upper end portion 46b of the lever 46 which is disposed immediately before the cylinder portion 10 of the engine 9 of the power unit P rotates forward in conjunction with the upward swing of the power unit P. Even if 9 is sufficiently close to the upper end portion 46b of the lever 46, interference between the engine 9 and the lever 46 can be prevented, which can contribute to shortening the longitudinal length of the vehicle.

  Further, by effectively utilizing the dead space above the swing joint Js for the installation of the cushion unit 45, it is possible to further reduce the size of the automatic tricycle T.

  Further, the first fulcrum shaft 55 that supports the front end portion of the cushion unit 45, the second fulcrum shaft 56 that supports the base end portion 46a of the lever 46, and the link fulcrum shaft 27 that supports the base end portion of the vibration isolating link 28 are lower. Since it is supported by the pair of left and right suspension bracket plates 20, 20 fixed to the frames Fw, Fw and the front and rear stays 18, 18; 19, 19, the support rigidity of the fulcrum shafts 55, 56, 27 is effective. Thus, the suspension bracket plates 20 and 20 can firmly receive the load input to the fulcrum shafts 55, 56, and 27 from the power unit P side.

  The pair of left and right suspension bracket plates 20 and 20 have front end portions 20a and 20a that are narrower than the rear end portions 20b and 20b that support the link link fulcrum shaft 27 at the base end portion of the vibration isolation link 28. A first support that supports both ends of the first fulcrum shaft 55 at the front end of the cushion unit 45 is provided on the upper surface of the first cross member 21 that connects the front ends 20a and 20a. Since the member 53 is fixed, the span of the first cross member 21 connecting the front end portions 20a, 20a of the suspension bracket plates 20, 20 is shortened as much as possible to enhance its rigidity, and the cushion unit 45 is strengthened. Can be supported.

  Moreover, the first cross member 21 is disposed so that both end portions thereof penetrate the suspension bracket plates 20 and 20 and protrude outwardly thereof, and the protruding both ends support the rear portion of the vehicle body B. Since the front stays 18 and 18 are coupled, the rigidity of the first cross member 21 can be effectively strengthened by the left and right suspension bracket plates 20 and 20 and the front stays 18 and 18, and therefore the first The front end portion of the cushion unit 45 can be firmly supported by the one cross member 21.

  12 to 14, a hydraulic / direct acting rolling damper 61 is connected between the joint case 24 and the joint shaft base 25a to restrict or buffer the rolling of the vehicle body B around the rolling axis Y. The The rolling damper 61 includes a damper cylinder 62, a damper piston 63 that slides inside the damper cylinder 62, and a piston rod 64 that is coupled to the damper piston 63 and protrudes from both end walls of the damper cylinder 62. The damper cylinder 62 is sandwiched between a lower cylinder holder 65 fixed on the joint shaft base 25a and an upper cylinder holder 66 which is bolted to the joint cylinder base 25a. The posture is fixed to the joint shaft base 25a.

  On the other hand, the piston rod 64 is connected to the joint case 24 via an interlocking mechanism 67. The interlocking mechanism 67 includes a first eye bolt 68 connected to one end of the piston rod 64 so that the effective length thereof can be adjusted, and a second eyebolt fixed to the joint case 24 and disposed above the damper cylinder 62. The eye bolt 69, the first and second pivot bolts 70, 71 fitted and held on the eyeball portions 68a, 69a of the first and second eye bolts 68, 69, and the first and second pivot bolts 70, 71, respectively. And a link 72 that is rotatably supported at both ends. When rolling the vehicle body B (see FIGS. 17 and 18), the rotation of the second pivot bolt 71 around the rolling axis Y is converted into a linear motion. This is transmitted to the piston rod 64. The second eyebolt 69 is fixed to the upper end of a support base 73 that is bolted to the upper surface of the joint case 24 adjacent to the rear surface of the rear support boss 60.

  As described above, in the direct acting rolling damper 61, the damper cylinder 62 is fixed to the joint shaft base 25a in a horizontal posture with the axis line directed to the vehicle width, and the piston rod 64 is connected to the joint shaft 25 via the interlocking mechanism 67. Therefore, regardless of the rolling of the vehicle body B, the damper cylinder 62 always maintains a horizontal state and does not change the distance from the road surface. Therefore, the damper cylinder 62 can be installed on the joint case 24 that occupies a relatively low position in the tricycle T, which can contribute to lowering the center of gravity of the vehicle and does not affect the bank angle of the vehicle body B.

  A link cover 75 covering the front surface of the link 72 is fixed by a bolt 76. A cylindrical rod cover 77 that covers the outer periphery of the piston rod 64 exposed from the damper cylinder 62 on the side opposite to the link 72 is attached to the damper cylinder 62. The link cover 75 and the rod cover 77 serve to prevent other objects from coming into contact with the link 72 and the piston rod 64, particularly from the front of the vehicle.

  The rod cover 77 has an open outer end surface, but has a length that covers the entire exposed portion of the piston rod 64 on the side opposite to the link 72 at least when the vehicle body B is in a rolling neutral position (see FIG. 16). . A drain hole 77 a is provided on the base side of the rod cover 77.

  By the way, due to the structure of the rolling damper 61, when the vehicle body B is rolled, the protruding length from the damper cylinder 62 of the piston rod 64 increases on the rolling direction side (see FIG. 17) and decreases on the opposite side (see FIG. 18), the chance that another object such as a stone flying from the front contacts the protruding portion of the piston rod 64 increases on the protruding length increasing side and decreases on the protruding length decreasing side.

  Therefore, the vehicle body B is formed so as to cover the front surface side of the protruding portion of the piston rod 64 on the protruding length increasing side when rolling. Thereby, the contact of the other object from the front with respect to the protrusion part of the protrusion length increase side of the piston rod 64 can be avoided. Therefore, in the illustrated example, when rolling the vehicle body B toward the rod cover 77, the end of the piston rod 64 on the rolling direction side protrudes from the rod cover 77. The side can be covered with the vehicle body B, and contact with other objects from the front can be avoided. In this way, the rod cover 77 can be set to a length sufficient to cover the exposed portion of the piston rod 64 on the side opposite to the link 72 only when the vehicle body B is in the rolling neutral position. The entire axial length of the rolling damper 61 including the rod damper 77 can be shortened as much as possible, and the front side of the entire rolling damper 61 including the rod cover 77 can be easily covered with the vehicle body B when the vehicle body B is frequently used.

  As shown in FIGS. 5 and 6, the engine 9 includes a crankcase 13 that supports a joint shaft base 25 a via a support plate 16, and a rolling motion that is connected to the front portion of the crankcase 13 in a forward tilting posture. The rolling damper 61 is disposed in a space 78 between the cylinder part 10 and the rolling joint Jr. Thus, an increase in the longitudinal length of the vehicle due to the installation of the rolling damper 61 can be avoided, and the center of gravity of the vehicle can be lowered by the forward tilting posture of the cylinder portion 10.

  4, FIG. 6 and FIG. 7, a radiator 80 for cooling the engine 9 is disposed on the front side of one rear wheel Wr, in the illustrated example, the right rear wheel Wr. The radiator 80 includes an upper water tank 81, a lower water tank 82 disposed below the upper water tank 81, a heat radiating core 83 communicating between both water tanks 81, 82, and between the water tanks 81, 82 on both sides of the heat radiating core 83. The upper water tank 81 is connected to a sub tank 85 that can replenish cooling water.

  The radiator 80 is arranged with the ventilation inlet surface 83a and the ventilation outlet surface 83b of the heat radiating core 83 facing the front-rear direction of the vehicle. Further, the radiator 80 is disposed so as to be inclined such that the outer end in the vehicle width direction occupies the rear position from the inner end, and the upper end thereof occupies the rear position from the lower end.

  In addition, the air outlet 83b of the radiator 80, the front surface of the right rear wheel Wr, and the side of the crankcase 13 of the engine 9 are opposed to the air outlet 83b of the heat sink 83 in a triangular space 86 in plan view. Then, a cooling fan 87 that draws in cooling air and an electric motor 88 that can be driven while supporting the cooling fan 87 are arranged, and the electric motor 88 is supported by the radiator 80 via a stay 89. Further, the radiator 80 is elastically supported by the power unit P by attaching side frames 84 and 84 to a bracket 90 bolted to the crankcase 13 of the engine 9 via an elastic support member 91.

  Thus, as shown in FIG. 3, when the vehicle body B is rolling, the vehicle body rear portion 2 covering the power unit P approaches the radiator 80 disposed on the front side of one rear wheel Wr. Since the vehicle unit is supported by the power unit P with an inclined posture so that the outer end in the vehicle width direction is located behind the inner end in the vehicle width direction, it is sufficient to avoid interference between the rear portion 2 of the vehicle body and the radiator 80. The gap 92 can be easily secured. In relation to this, the radiator 80 can be arranged in the vehicle outward direction from the conventional one within a range that does not protrude outward from the outer surface position of one rear wheel Wr. Can be smoothly introduced into the radiator core 83 of the radiator 80 without being obstructed by the front wheel Wf. Accordingly, a large amount of traveling wind is smoothly passed from the heat radiating core 83 through the air inlet face 83a to the air outlet face 83b, and in combination with the operation of the cooling fan 87, the heat radiating core 83 is effectively radiated. The cooling performance for the engine 9 can be improved. Furthermore, it becomes possible to arrange the vehicle body rear portion 2 at a position as low as possible, which can contribute to the compactness of the automatic tricycle T.

  Also, when the power unit P swings up and down, particularly when it swings upward, the radiator 80 that swings up and down together with the power unit P approaches the rear part 2 of the vehicle body, but the radiator 80 has its upper end rearward behind the lower end. Since it is supported by the power unit P with an inclined posture so as to be positioned, a sufficient gap can be easily secured between the rear portion 2 of the vehicle body and the radiator 80 so as to avoid their interference.

  Further, as shown in FIG. 7, a heat dissipation core is formed in a triangular space 86 in a plan view formed between the front surface of one rear wheel Wr, the ventilation outlet surface 83 b of the radiator 80, and the side surface of the crankcase 13. 83. A cooling fan 87 facing the ventilation outlet surface 83b of 83 and an electric motor 88 supported by the radiator 80 for supporting and driving the cooling fan 87 are provided, so that the cooling fan 87 and the electric motor 88 are installed. In addition, the dead space 86 surrounded by the rear wheel Wr, the radiator 80, and the crankcase 13 is used, and the size of the automatic tricycle T due to the installation thereof can be suppressed.

  Also, as shown in FIGS. 4 to 6 and 12, a damper cylinder 62 of the rolling damper 61 is disposed below the radiator 80. The damper cylinder 62 is fixed to the joint shaft base 25a in a horizontal posture with the axis line directed to the vehicle width. According to the vertical arrangement of the radiator 80 and the damper cylinder 62 as described above, an increase in the longitudinal length of the motor tricycle T due to these can be suppressed as much as possible, and the damper cylinder 62 is not hindered from introducing the traveling wind into the radiator 80. Possible.

  Also, as shown in FIGS. 16 to 18, the inclined link 72 of the rolling damper 61 is disposed adjacent to the lower surface of the radiator 80. At that time, when rolling the vehicle body B toward the radiator 80 side, the rolling damper 61 has a central portion in the longitudinal direction so that the outer end of the link 72 moving outward in the vehicle width direction does not interfere with the radiator 80 accordingly. It is arranged so as to be offset from the rolling axis Y to the side opposite to the radiator 80. By doing so, the rolling damper 61 and the radiator 80 can be disposed close to each other in the vehicle width direction, and an increase in the longitudinal length of the vehicle can be suppressed.

  4 to 6, the intake system of the engine 9 includes an approximately horizontal throttle body 95 connected to the upper surface of the forwardly inclined cylinder portion 10, and an air cleaner 96 connected to the rear upstream end of the throttle body 95. The pre-chamber 97 connected to the inlet of the air cleaner 96 is configured such that air from which rainwater or the like has been separated flows into the air cleaner 96 and is filtered. The air cleaner 96 is mounted and supported at the center of the upper surface of the power unit P.

  The exhaust system of the engine 9 is connected to the lower surface of the cylinder portion 10 and is connected to an exhaust pipe 98 that crosses the vicinity of one side surface of the cylinder portion 10 and reaches the vicinity of the air cleaner 96, and a rear downstream end of the exhaust pipe 98. An exhaust purification catalytic converter 99 adjacent to one side of the air cleaner 96 and a muffler 100 connected to the downstream end of the catalytic converter 99 are configured.

  The muffler 100 has a cylindrical shape and is disposed adjacent to the rear surface of the air cleaner 96 with its central axis directed in the vehicle width direction. The exhaust pipe 98 projects the first support bracket 101 from the lower surface of the rear end portion thereof, and is bolted to the crankcase 13. Further, the muffler 100 has a second support bracket 102 protruding from its lower surface, and is bolted to the rear end of the transmission case 14. In this way, the muffler 100 is disposed on the upper rear portion of the power unit P.

  A cover 104 is provided from the throttle body 95 to the muffler 100 so as to cover the upper surface thereof. The rear end of the cover 104 is curved downward so as to cover the rear surface of the muffler 100. The cover 104 is supported by a rear frame 105 fixed to the power unit P, and defines a first ventilation gap 106 between the throttle body 95, the air cleaner 96 and the muffler 100.

  A pair of fenders 108 and 108 that cover the upper surfaces of the rear wheels Wr and Wr are integrally provided on both left and right sides of the cover 104. A maintenance window 109 facing the throttle body 95 and the air cleaner 96 is opened at the center of the cover 104. The maintenance window 109 is normally closed by a removable lid 104a. Therefore, the lid 104a becomes a part of the cover 104 in the closed state.

  On the rear surface of the rear portion of the cover 104 that covers the rear surface of the muffler 100, a wind guide plate 111 supported by the cover 104 is disposed with a second ventilation gap 107 therebetween. The air guide plate 111 is disposed so as to incline backward from the upper end protruding upward from the cover 104 toward the lower end located in the vicinity of the rear end of the cover 104, and is opposed to the air guide plate 111. The cover 104 is formed such that the second ventilation gap 107 becomes narrower downward.

  The wind guide plate 111 includes a license plate mounting plate 112 and a license plate 114 having an upper end fixed thereto by a bolt 116 and extending downward. The license plate mounting plate 112 is integrally provided with stay portions 112a, 112a bent downward from both left and right ends and a horizontal flange 112b connecting the lower ends of the stay portions 112a, 112a. The flange 112 b is fixed to the horizontal portion 104 b of the cover 104 facing the upper surface of the muffler 100 with a bolt 115. The stay portions 112a and 112a have a plate shape so as not to resist the air flow in the second ventilation gap 107.

  A thin reflector 117 is bonded to the rear end of the cover 104 so as not to resist the air flow in the second ventilation gap 107, and the license lamp is attached to the upper end of the license plate mounting plate 112. 118 is attached.

  The license plate mounting plate 112 can be extended downward to form the air guide plate 111 alone, or the license plate 114 can be used to form the air guide plate 111 alone.

  Thus, while the tricycle T is traveling, the traveling wind W flows around the cover 104 from the front to the rear. At this time, in particular, the air guide plate 111 captures the traveling wind W and causes it to flow down to the second ventilation gap 107, thereby promoting the outflow of the traveling wind W from the first ventilation gap 106 due to the ejector effect. The amount of ventilation in the ventilation gap 106 is increased, the muffler 100 facing the first ventilation gap 106 is effectively cooled, and the output reduction of the engine 9 can be suppressed.

  In particular, the wind guide plate 111 is disposed so as to incline backward from the upper end to the lower end of the cover 104 that protrudes upward from the cover 104. The ejector effect is enhanced by flowing down to the two ventilation gaps 107, the air in the first ventilation gap 106 is effectively drawn downward, and the muffler 100 can be further cooled.

  Further, since the second ventilation gap 107 is narrowed downward, the air flow rate in the first ventilation gap 106 increases toward the outlet at the lower side, the ejector effect is further enhanced, and air is drawn from the first ventilation gap 106. Can be performed more effectively.

  Although the air cleaner 96 is disposed in front of the muffler 100, air flows from the air cleaner 96 to the muffler 100 in the first ventilation gap 106, so that the air cleaner 96 is heated by the muffler 100. Can be prevented.

  Furthermore, since the wind guide plate 111 is configured by the license plate 114 or the license plate mounting plate 112 to which the license plate 114 is attached, or both of them, it is not necessary to prepare a dedicated wind guide plate 111. Can contribute to simplification. Moreover, the air guide plate 111 can be easily attached by being attached to the cover 104.

  As shown in FIG. 2, a brake lever 120 is pivotally supported on the steering handle 6 adjacent to the left grip 123, and a pair of left and right brake cables 121, 121 are connected to the brake lever 120 via an equalizer mechanism (not shown). The front ends (see FIGS. 4 and 5) are connected, and their rear ends are connected to the operating levers 122a and 122a of the rear wheel brakes 122 and 122 for braking the left and right rear wheels Wr and Wr. Therefore, by operating the brake lever 120, the rear wheel brakes 122, 122 can be operated simultaneously.

  A throttle grip 123 provided at the right end of the steering handle 6 and a throttle valve (not shown) in the throttle body 95 of the engine 9 are connected via a throttle cable 124. The valve can be opened and closed to control the output of the engine 9.

  11 to 15, the brake cables 121 and 121 are disposed between the vehicle body B and the power unit P on the left and right sides thereof, and a pair of left and right front guide members 125 and 125 for preventing their loose movement. 'And the rear guide members 126, 126 are supported by the joint case 24 and the joint shaft base 25a as follows.

  As clearly shown in FIGS. 11 and 15, the left and right front guide members 125 and 125 ′ are made of synthetic resin, and are held by metal front bands 127 and 127 ′ that surround the outer periphery of each of the front guide members 125 and 125 ′. The bands 127 and 127 'are fastened together with bolts 23 to the flange portions 24Ua and 24La of the upper and lower case halves 24U and 24L constituting the joint case 24, respectively.

  The left front guide member 125 (see FIG. 15) has a regular triangular ring shape, and a front guide member into which the left brake cable 121 and the throttle cable 124 are inserted, respectively. The hole 128 and the auxiliary guide hole 130 are provided across the partition wall 125a. The front guide hole 128 has a long hole shape extending in parallel with one side of the equilateral triangle, and the auxiliary guide hole 130 is a positive hole disposed between the front guide hole 128 and the apex of the equilateral triangle. It has a triangular shape. When the left front guide member 125 is supported by the joint case 24, the front guide hole 128 is inclined such that its longitudinal direction is upward in the vehicle width direction. The auxiliary guide hole 130 is disposed inward in the vehicle width direction from the front guide hole 128.

  Further, the right front guide member 125 ′ (see FIG. 11) has an oval ring shape, and a front guide hole 128 through which the right brake cable 121 is inserted is provided inside thereof. . The front guide hole 128 is inclined such that the longitudinal direction of the front guide hole 128 faces upward in the vehicle width direction when the right front guide member 125 ′ is supported by the joint case 24. Thus, the left and right front guide holes 128 are arranged symmetrically with respect to the rolling axis Y in the rear view.

  As shown in FIGS. 12 to 14, the left and right rear guide members 126 and 126 are also made of synthetic resin and are held by metal rear bands 131 and 131 that surround the outer circumferences of these, and these rear bands 131 and 131. Are fixed to both side surfaces of the joint shaft base 25a by the bolts 132 together with the support plate 16. The rear guide members 126 and 126 are formed in an oval ring shape, and rear guide holes 129 and 129 through which the left and right brake cables 121 and 121 are inserted are respectively provided inside the rear guide members 126 and 126. These rear guide holes 129 and 129 have a long hole shape corresponding to the oval shape, and in the support state of the rear guide members 126 and 126 by the joint shaft base 25a, the longitudinal direction thereof is along the vehicle width direction. It is designed to take a horizontal inclination.

  The left and right rear guide members 126 and 126 are disposed below the left and right front guide members 125 and 125 ', and the left and right brake cables 121 and 121 pass through the left and right front guide holes 128 and 128, respectively. It passes through the lower side of the rolling damper 61 so as to pass through the left and right rear guide holes 129 and 129. The left and right brake cables 121 and 121 are disposed so as to be positioned at the center of the front guide holes 128 and 128 and the rear guide holes 129 and 129 in the rolling neutral state of the vehicle body B, that is, in the standing state.

  Accordingly, each front guide hole 128 has a first allowance 133 that allows the corresponding brake cable 121 to move in an oblique direction upward toward the outer side in the vehicle width direction. The rear guide hole 129 has a second free allowance 134 that allows the corresponding brake cable 121 to move along the vehicle width direction. The front guide members 125 and 125 ′ are disposed on the inner side in the vehicle width direction than the rear guide members 126 and 126.

  Thus, the brake cables 121 and 121 on the vehicle body B side are restricted in vertical deflection by the front guide holes 128 and 128 of the front guide members 125 and 125 ′ supported on the joint case 24 side, and the power unit The brake cables 121 and 121 on the P side are restricted from being bent in the vertical direction by the rear guide holes 129 and 129 supported on the joint shaft 25 side. The cables 121 and 121 can be held at a predetermined ground height.

  Moreover, when the vehicle body B is rolled (see FIGS. 17 and 18), the front guide members 125 and 125 ′ roll together with the joint case 24, whereas the brake cables 121 and 121 in the front guide holes 128 and 128 are rolled. Is less affected by the brake cables 121 and 121 on the power unit P side that do not roll, so that there is little rolling, but the front guide holes 128 and 128 have the brake cables 121 and 121 facing upward in the vehicle width direction. Since the first free allowance 133 that allows play along the oblique direction is provided, the front guide holes 128 and 128 move relative to the brake cables 121 and 121 within the range of the first free allowance 133. In addition, the brake cables 121 and 121 are not forced to bend excessively.

  Further, when the vehicle body B is rolling, even if the front guide holes 128 and 128 cause the brake cables 121 and 121 to move in the vehicle width direction, the rear guide hole 129 has the vehicle width of the brake cables 121 and 121. Since the second free allowance 134 that allows free movement along the direction is provided, the brake cables 121 and 121 on the power unit P side can also move in the vehicle width direction without difficulty within the range of the second free allowance 134. .

  The left and right brake cables 121, 121 connected to the left and right rear wheels Wr, Wr actuating levers 122a, 122a are connected to the front guide members 125, 125 'supported by the joint case 24 as described above, and the joint shaft. 25, and the front guide members 125 and 125 'are arranged on the inner side in the vehicle width direction with respect to the rear guide members 126 and 126. 'Allows the left and right brake cables 121, 121 to be guided at a position relatively close to the rolling axis Y, and as a result, the first free allowance 133 of the front guide holes 128, 128 can be set to be relatively small. The front guide members 125 and 125 'can be reduced in size.

  Further, since one front guide member 125, 125 'is provided with an auxiliary guide hole 130 through which the throttle cable 124 is inserted, a dedicated guide member for the throttle cable 124 becomes unnecessary, and the number of parts can be reduced. .

  In the vehicle body B, a battery (not shown) is disposed below the seat 7, and a wire harness 135 (see FIGS. 8 and 12) that connects between the battery and the electrical components of the power unit P is the vehicle body B and the power unit. Wired between P. The guide plate 136 guided by the wire harness 135 is fixed to the joint case 24 by the bolt 23 together with the front band 127 ′ holding the right front guide member 125 ′.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the gist of the present invention. For example, the present invention can be applied to an oscillating four-wheel vehicle in which a power unit is connected to a vehicle body that supports a pair of front wheels so as to be steerable.

B ··· Body F · · · Body frame Fd · Down frame Fh · Head pipe Fw · Lower frame P · · · Power unit Jr・ ・ ・ ・ ・ Rolling joint R ・ ・ ・ ・ ・ ・ Rolling restriction device R2 ・ ・ ・ Part of rolling restriction device (parking posture holding mechanism)
S ··· Suspension device T ··· Tricycle Wr · · · Rear wheel 7 ··· Seat 9 · · · Engine 10 · · · Cylinder 13: Crankcase 24: Front joint member (joint case)
25 ・ ・ ・ ・ ・ Rear joint member (joint shaft)
29... Swing pivot shaft 43... First bearing 44... Second bearing 59... Connecting portion (third pivot shaft)
155... Operation member (parking operation lever)
156... Operation force transmission member (operation wire)

Claims (4)

A vehicle body (B) that supports the front wheels (Wf) and includes a riding seat (7), a power unit (P) that drives the left and right rear wheels (Wr, Wr) while supporting them, and the vehicle body (B ) And the power unit (P), and a rolling joint (Jr) for connecting the vehicle body (B) to enable rolling of the vehicle body (B) around a rolling axis (Y) extending in the vehicle longitudinal direction. Jr) is connected to the swing pivot shaft (29) supported on the vehicle body (B) side so as to be swingable up and down, and the rolling axis is connected to the front joint member (24). (Y) and a rear joint member (25) that is supported via bearings (43, 44) so as to be relatively rotatable on the front and supports the power unit (P), and the front portion A rolling restricting device (R) for restricting relative rotation between the joint member (24) and the rear joint member (25) is disposed in the joint member (24), and between the vehicle body (B) and the front joint member (24). In the swing type vehicle having the suspension device (S) that exerts the elastic force for urging the front joint member (24) downward,
A connecting portion (59) of the suspension device (S) to the front joint member (24) is disposed behind the swing pivot shaft (29), while the front joint member (24) has the swinging portion. A front extension part (24E) extending forward from the pivot shaft (29) is provided, and at least a part (R2) of the rolling restriction device (R) or the bearing (in the front extension part (24E)). 43, 44) at least a part of which is disposed. The rocking vehicle according to claim 1,
The vehicle body (B) includes a head pipe (Fh) that supports the steering system of the front wheel (Wf), a down frame (Fd) that extends rearward and downward from the head pipe (Fh), and the down frame (Fd). A body frame (F) having a pair of left and right lower frames (Fw, Fw) extending rearward while branching left and right from the lower end of the front end, and the front extension portion between the pair of lower frames (Fw, Fw) (24E) is arranged, and this forward extending part (24E) and both lower frames (Fw, Fw) overlap with each other in a side view. The swing type vehicle according to claim 1 or 2,
The rolling restricting device (R) is disposed in the front extension (24E) of the front joint member (24), and the rolling restricting device (R) and the operator are seated on the seat (7). A steering system of the front wheel (Wf) or an operating member (155) disposed in the vehicle body (B) in the vicinity thereof is connected via an operating force transmission member (156) so that it can be operated in a state; An oscillating vehicle characterized in that the rolling restricting device (R) can be controlled by operating the operating member (155). The rocking vehicle according to claim 3,
As the bearing, in the vicinity of the connection portion (59) between the first bearing (43) disposed in the vicinity of the swing pivot shaft (29) and the front joint member (24) of the suspension device (S). And a second bearing (44) disposed on the swinging vehicle.

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