JP2013193500A - Rear cushion holding structure and saddle-type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain reduction in weight while maintaining rigidity and strength of a rear cushion rod bracket which holds a rear cushion via a link mechanism.SOLUTION: In a rear cushion holding structure holding a rear cushion (63) buffering a load from a rear wheel (61) via a link mechanism (51) to a vehicle body frame (11), a rear cushion rod bracket (41) between a pair of right and left swing arm brackets (14) includes: a bridge part (42) extending in a vehicle width direction for connecting the pair of right and left swing arm brackets (14); and a pair of right and left arm parts (43) which extend from the bridge part (42) while being spaced in the vehicle width direction and are connected to the rear cushion rod (41) of the link mechanism (51). An interval between the pair of right and left arm parts (43) at least at a base end side is widened from the top end side of the arm parts (43) toward the base end side in the vehicle width direction.

Description

  The present invention relates to a rear cushion holding structure for a motorcycle, and more particularly to a rear cushion holding structure made of an aluminum alloy.

  Conventionally, a rear cushion holding structure is known in which a rear cushion is held on a vehicle body frame via a link mechanism (see, for example, Patent Document 1). In the rear cushion holding structure described in Patent Document 1, a rear cushion holding portion that holds the rear cushion is provided between the lower ends of the pair of left and right swing arm brackets of the vehicle body frame. A link lever is connected to the rear cushion holding portion via a link rod, and a lower end portion of the rear cushion and a swing arm are connected to the link lever. By connecting the rear cushion and the swing arm via such a link mechanism, the impact received by the rear wheel is transmitted from the swing arm to the link lever and absorbed by the rear cushion.

JP 2006-321489 A

  The rear cushion holding portion described in Patent Document 1 joins a pair of swing arm brackets by a bridge portion extending in the vehicle width direction, and is connected to a link rod by a pair of arm portions extending perpendicularly to the bridge portion. . In this structure, the distance from the base end part of each arm part to the swing arm bracket (joining position of the bridge part) is long, the load transmitted from the link rod acts near the center of the bridge part, and the bridge part is easily bent. There was a problem that.

  In addition, when the bridge part is extruded, the material extruding direction and the load direction acting on the pair of arm parts are orthogonal to each other, and at the interface between the arm part and the bridge part (fluid interface during molding) On the other hand, a load acts vertically. For this reason, it is necessary to increase the cross-sectional area of the arm to increase the strength of the interface between the arm portion and the bridge portion, which causes an increase in the weight of the rear cushion holding portion.

  The present invention has been made in view of the above points, and a rear cushion holding structure capable of reducing the weight while maintaining the rigidity and strength of a rear cushion holding portion that holds the rear cushion via a link mechanism, and the same An object of the present invention is to provide a straddle-type vehicle equipped with

  The rear cushion holding structure of the present invention is a rear cushion holding structure in which a rear cushion for buffering a load from a rear wheel through a swing arm is held on a vehicle body frame via a link mechanism. The vehicle body frame sandwiches the rear cushion. And a pair of left and right swing arm support portions that support the swing arm, and a rear cushion support portion that holds the rear cushion between the pair of left and right swing arm support portions. The rear cushion holding portion extends in the vehicle width direction to connect the pair of left and right swing arm support portions, and extends from the bridge portion with a space in the vehicle width direction, and is linked to the link mechanism. A pair of left and right arm portions connected to the member, at least on the proximal end side of the pair of left and right arm portions Septum, and wherein the spread in the vehicle width direction from the distal end side of the arm portion toward the proximal side.

  According to this configuration, at least the base end side of the pair of left and right arm portions is brought close to the joint portion between the pair of left and right swing arm support portions and the bridge portion. For this reason, since it receives the load which acts on a pair of right and left arm parts in the vicinity of a joint part with high rigidity, the bending of a bridge part is reduced. In addition, since at least the base end side of the pair of left and right arm portions extends obliquely from the bridge portion, the area of the interface between the bridge portion and the arm portion can be increased. For this reason, the intensity | strength of the interface of a bridge part and an arm part can be raised, without enlarging the cross-sectional area of an arm part. Thus, rigidity and strength can be ensured without making the bridge portion and the arm portion thick, so that the weight of the rear cushion holding portion can be reduced. Further, since the distance between the pair of left and right arm portions is wide in the vicinity of the bridge portion, the link member can be brought close to the bridge portion while avoiding the R shape formed at the inner base of the arm portion. For this reason, layout freedom can be improved. Moreover, by shortening the length of the arm portion, the bending moment relating to the base end side of the arm portion can be reduced, and the arm portion can be further reduced in weight.

  Further, in the rear cushion holding structure of the present invention, the outer wall surface of the bridge portion is recessed on the inner side of the pair of left and right arms than on the outer side of the pair of left and right arms. According to this configuration, the bridge portion can be reduced in weight by thinning the inner portions of the pair of left and right arm portions, where the load is not concentrated relatively, due to the depression in the outer wall surface of the bridge portion. Further, the link member of the link mechanism can be brought closer to the bridge portion by the amount of the depression, and the layout flexibility can be further improved.

  A straddle-type vehicle according to the present invention includes the rear cushion holding structure. According to this configuration, the rear cushion holding structure can be reduced in size, and the rigidity of the rear cushion holding structure can be increased to improve the riding comfort.

  According to the rear cushion holding structure of the present invention, it is possible to reduce the weight while maintaining the rigidity and strength of the rear cushion holding portion that holds the rear cushion via the link mechanism.

1 is a left side view of a motorcycle according to the present embodiment. 1 is a top view of a motorcycle according to the present embodiment. It is a perspective view of the body frame concerning this embodiment. It is the elements on larger scale of the rear lower part of the body frame concerning this embodiment. FIG. 6 is a left side view of the periphery of the rear cushion according to the present embodiment. It is a top view of the rear cushion rod bracket according to the present embodiment. It is sectional drawing which shows the state by which the rear cushion rod was connected with the rear cushion rod bracket which concerns on this Embodiment. It is explanatory drawing of the rigidity strength of a rear cushion rod bracket.

  Hereinafter, the present embodiment will be described in detail with reference to the accompanying drawings. In the following, an example in which the rear cushion rod bracket according to the present invention is applied to an off-road type motorcycle will be described, but the application target is not limited to this and can be changed. For example, the present invention may be applied to a rear cushion holding structure for another type of motorcycle.

  With reference to FIG.1 and FIG.2, the structure of the whole motorcycle 1 which concerns on this Embodiment is demonstrated. FIG. 1 is a left side view of a motorcycle 1 according to the present embodiment. FIG. 2 is a top view of the motorcycle 1 according to the present embodiment. In the following drawings, the front of the vehicle is indicated by an arrow FR, the rear of the vehicle is indicated by an arrow RE, the left side of the vehicle is indicated by L, and the right side of the vehicle is indicated by R.

  As shown in FIGS. 1 and 2, the motorcycle 1 includes a body frame 11 made of steel or aluminum alloy on which components such as a power unit and an electrical system are mounted. The main frame 12 of the vehicle body frame 11 branches leftward and rightward from the head pipe 13 located at the front end, and extends obliquely downward. A swing arm bracket (swing arm support portion) 14 extends downward from the rear end portion of the main frame 12. The down tube 15 of the body frame 11 extends from the head pipe 13 substantially downward. From the lower end of the down tube 15, a lower tube 16 branched left and right extends substantially horizontally toward the rear, and is connected to the lower end of the swing arm bracket 14.

  A water-cooled engine 21 serving as a driving source is mounted in a space surrounded by the body frame 11. A radiator 22 that dissipates the cooling water in the engine 21 is disposed in front of the engine 21. A fuel tank 23 in which fuel is stored is disposed above the engine 21, and a seat 31 is disposed behind the fuel tank 23. The seat 31 is supported by a seat rail 17 that extends rearward and upward from the rear portion of the main frame 12. A subframe 18 that supports the seat rail 17 in an auxiliary manner is connected between the rear end portion of the seat rail 17 and the swing arm bracket 14.

  An air cleaner 24 that filters air in the atmosphere is disposed in a space surrounded by the seat rail 17 and the subframe 18. Both side surfaces of the air cleaner 24 are partially covered with a pair of left and right side covers 35. The side cover 35 is fixed to the seat rail 17 together with the seat 31. A footrest 36 is provided below the seat 31. A shift pedal 37 is provided in front of the footrest 36 on the left side of the vehicle body, and a brake pedal 38 for the rear wheel 61 is provided in front of the footrest 36 on the right side of the vehicle body.

  A front fork 72 is supported on the front upper side of the vehicle body frame 11 via a steering shaft supported by the head pipe 13 so as to be steerable. The front fork 72 is provided with a front cushion for cushioning the front wheels. A handle bar 73 is provided at the upper end of the steering shaft, and grips 74 are attached to both ends of the handle bar 73. A clutch lever 75 is disposed on the handle bar 73 on the left side of the vehicle body, and a brake lever 76 for the front wheel 71 is disposed on the handle bar 73 on the right side of the vehicle body. A front wheel 71 is rotatably supported at a lower portion of the front fork 72, and a brake caliper 78 is fixed. A brake disc 77 is attached to the front wheel 71. An upper portion of the front wheel 71 is covered with a front fender 79 attached to the front fork 72.

  A swing arm 62 is connected to the swing arm bracket 14 of the body frame 11 so as to be swingable in the vertical direction, and a rear cushion 63 for cushioning the rear wheel is attached between the body frame 11 and the swing arm 62. ing. A rear wheel 61 is rotatably supported at a rear portion of the swing arm 62, and a brake caliper (not shown) is fixed. A driven sprocket 64 is provided on the left side of the rear wheel 61, and a drive chain 66 is bridged between the driven sprocket 64 and the drive sprocket 65 on the engine 21 side. A brake disk (not shown) is attached to the rear wheel 61. The upper portion of the rear wheel 61 is covered with a rear fender 68 disposed behind the seat 31.

  The engine 21 includes a horizontal crank type four-cycle single cylinder engine and a transmission. Air is taken into the engine 21 through an intake pipe (not shown), and air and fuel are mixed by a fuel injection device and supplied to the combustion chamber. Exhaust gas after combustion is exhausted from the muffler 27 via an exhaust pipe (not shown) extending rearward on the right side surface of the engine 21.

  The vehicle body frame will be described with reference to FIGS. FIG. 3 is a perspective view of the vehicle body frame 11 according to the present embodiment. FIG. 4 is a partially enlarged view of FIG. FIG. 5 is a left side view around the rear cushion according to the present embodiment.

  As shown in FIG. 3, the vehicle body frame 11 extends downward from the head pipe 13, a pair of left and right main frames 12 extending obliquely downward from the head pipe 13 toward the rear of the vehicle body, and the rear end portion of each main frame 12. It has a pair of left and right swing arm brackets 14. The vehicle body frame 11 has a down tube 15 extending downward from the head pipe 13 and a bifurcated bifurcated portion on the lower side of the down tube 15, and then extends substantially horizontally toward the rear to lower the lower end of each swing arm bracket 14. It has a pair of left and right lower tubes 16 joined to the part.

  The pair of main frames 12 are formed in a hollow shape by an aluminum-based wrought material or the like, and extend from the head pipe 13 to the left and right toward the rear, and extend above the engine 21. A fuel tank 23 is installed above the pair of main frames 12. The pair of swing arm brackets 14 are formed of an aluminum-based casting material or an aluminum-based forging material with a large number of reinforcing ribs provided on the opened inner surface side. The pair of swing arm brackets 14 are connected by an upper bridge 39 on the upper end side joined to the pair of main frames 12. The upper bridge 39 holds the upper end 63a (see FIG. 5) of the rear cushion 63.

  The pair of swing arm brackets 14 are connected by a rear cushion rod bracket (rear cushion holding portion) 41 that functions as a lower bridge on the lower end side joined to the pair of lower tubes 16. The rear cushion rod bracket 41 holds the lower end 63b of the rear cushion 63 via the link mechanism 51 (see FIG. 5). The pair of swing arm brackets 14 is formed with a swing arm pivot 14a for swingably supporting the swing arm 62 in an intermediate portion in the extending direction.

  The down tube 15 is formed in a hollow shape by an aluminum-based wrought material or the like, and extends so as to pass through the front of the engine 21. An intermediate portion in the extending direction of the down tube 15 is connected to an intermediate portion of the main frame 12 via a U-shaped bridge pipe 19. The pair of lower tubes 16 are formed in a hollow shape by an aluminum-based wrought material or the like, and extend so as to pass below the engine 21. A housing space for the engine 21 and the like is formed by the constituent members of the body frame 11. The engine 21 is suspended through mounts provided on the swing arm bracket 14, the down tube 15, and the lower tube 16, thereby serving as a reinforcing member for the vehicle body frame 11.

  As shown in FIG. 4, the rear cushion rod bracket 41 is formed of an aluminum-based expanded material or the like, and has a bridge portion 42 that extends in the vehicle width direction and connects the pair of left and right swing arm brackets 14. Yes. The bridge portion 42 is formed in a hollow cylindrical shape, and is joined to the inner surfaces of the pair of left and right swing arm brackets 14 at both left and right end portions. A pair of left and right arm portions 43 are provided on the outer wall surface 44 of the bridge portion 42 at intervals in the vehicle width direction. The pair of left and right arm portions 43 extend rearward from the bridge portion 42 and are connected to a rear cushion rod (link member) 52 (see FIG. 5) on the distal end side.

  In this case, the pair of left and right arm portions 43 extend obliquely rearward inward from the vicinity of the joint portion between the bridge portion 42 and the swing arm bracket 14 (see FIG. 6). The pair of left and right arm portions 43 are slightly bent at an intermediate portion in the extending direction, and extend rearward from the bent portion so as to be parallel to the longitudinal direction of the vehicle body. Thus, the distance between the base end sides of the pair of left and right arm portions 43 is widened in the vehicle width direction toward the front (from the front end side toward the base end side). The details of the rear cushion rod bracket 41 will be described later.

  As shown in FIG. 5, the upper end 63a of the rear cushion 63 is held by the upper bridge 39, and the lower end 63b of the rear cushion 63 is held by a rear cushion rod bracket 41 as a lower bridge via a link mechanism 51. . The link mechanism 51 is configured by rotatably connecting a rear cushion rod 52 and a rear cushion lever 53. One end portion of the rear cushion rod 52 is rotatably connected to the arm portion 43 of the rear cushion rod bracket 41. The other end of the rear cushion rod 52 is rotatably connected to the apex portion of the rear lower side of the rear cushion lever 53 that is substantially triangular in a side view.

  In the rear cushion lever 53, a swing arm 62 is rotatably connected to a rear upper apex portion, and a lower end portion 63b of the rear cushion 63 is rotatably connected to a front apex portion. Further, the swing arm 62 is swingably supported by the swing arm pivot 14a of the swing arm bracket 14 as described above. When the rear wheel 61 moves up and down due to undulations on the road surface while the motorcycle 1 is traveling, the swing arm 62 swings around the swing arm pivot 14a. The swing of the swing arm 62 is converted into a telescopic movement of the rear cushion 63 via the rear cushion lever 53, and the impact received by the rear wheel 61 from the road surface at the rear cushion 63 is absorbed.

  At this time, the impact received by the rear wheel 61 is also transmitted to the rear cushion rod bracket 41 via the rear cushion rod 52 connected to the rear cushion lever 53. The impact from the rear wheel 61 acts strongly on the arm portion 43 and the bridge portion 42 of the rear cushion rod bracket 41 as loads in various directions. For this reason, the motorcycle 1 according to the present embodiment is formed to increase the rigidity strength of the rear cushion rod bracket 41 to which the load from the rear wheel 61 acts. Hereinafter, the detailed configuration of the rear cushion rod bracket 41 will be described.

  The rear cushion rod bracket 41 will be described in detail with reference to FIGS. FIG. 6 is a top view of the rear cushion rod bracket 41 according to the present embodiment. FIG. 7 is a cross-sectional view showing a state in which the rear cushion rod 52 is connected to the rear cushion rod bracket 41 according to the present embodiment.

  As shown in FIGS. 6 and 7, the rear cushion rod bracket 41 is formed by extruding the extruded material in the extrusion direction indicated by the arrow A. The rear cushion rod bracket 41 is provided with a pair of left and right arm portions 43 that are spaced apart in the vehicle width direction on a hollow cylindrical bridge portion 42. The pair of left and right arm portions 43 extend obliquely inward at a substantially half portion on the proximal end side, and extend rearward at a substantially half portion on the distal end side perpendicular to the extrusion direction. For this reason, the distance between the pair of left and right arm portions 43 extends from the distal end side toward the proximal end side (forward) in the substantially half portion on the proximal end side, and is kept constant in the approximately half portion on the distal end side. .

  The base end side of each arm part 43 extends closer to the both end parts of the bridge part 42 by extending obliquely. Both end portions of the bridge portion 42 are joint portions joined to the swing arm bracket 14, and the rigidity strength is enhanced in a state where the bridge portion 42 is joined to the swing arm bracket 14. Since the base end side of each arm part 43 is brought close to both end parts of the bridge part 42, the load transmitted from the rear wheel 61 via the arm part 43 is received at both end parts of the bridge part 42 having high rigidity and strength. For this reason, a strong load does not act near the center of the bridge portion 42 having low rigidity and the bending of the bridge portion 42 can be suppressed.

  Between each arm part 43 and the bridge part 42, a fluid interface (interface between tissues) is formed by the flow of the extruded material at the time of extrusion molding. The interface between the arm portion 43 and the bridge portion 42 has a large area because the base end side of each arm portion 43 extends obliquely from the outer wall surface 44 of the bridge portion 42. For this reason, the strength at the interface between the arm portion 43 and the bridge portion 42 is increased without increasing the cross-sectional area of the arm portion 43 in the central axis direction.

  R shapes 45 and 46 are formed on the outer and inner sides of the base portions of the pair of left and right arm portions 43. The outer R shape 45 is formed at an obtuse angle portion at the base of the arm portion 43. Therefore, the outer R-shape 45 is curved toward the end of the bridge portion 42 and bulges outward from the outer surface 47 of the arm portion 43. The inner R shape 46 is formed at an acute corner portion of the base of the arm portion 43. For this reason, even if the inner R shape 46 curves toward the center of the bridge portion 42, the inner R shape 46 does not bulge to the inside more than the inner side surface 48 of the arm portion 43. For this reason, the space between the inner side surfaces 48 on the base end side of the pair of left and right arm portions 43 is not significantly narrowed by the R shape 46.

  In this case, the width dimension of the rear cushion rod 52 in the vehicle width direction is matched to the distance between the inner side surfaces 48 on the front end side of the pair of left and right arm portions 43. Therefore, even if the rear cushion rod 52 is brought close to the bridge portion 42, the rear cushion rod 52 does not interfere with the R shape 46 of the arm portion 43. In addition, the outer wall surface 44 of the bridge portion 42 is formed such that the inside is recessed from the outside of the pair of left and right arm portions 43. The rear cushion rod 52 can be brought closer to the bridge portion 42 by the recess 49 formed in the outer wall surface 44.

  Thus, by bringing the rear cushion rod 52 closer to the bridge portion 42, the length of each arm portion 43 can be shortened, and the degree of freedom in layout can be improved. Moreover, by shortening the length of each arm part 43, the bending moment which acts on the base end side of the arm part 43 can be made small, and the arm part 43 can be reduced in weight. The depression 49 of the bridge portion 42 is formed by thinning the inner portions of the pair of left and right arm portions 43 where the load is not concentrated, so that weight reduction is achieved without affecting the rigidity strength of the bridge portion 42. Yes.

  Here, with reference to FIG. 8, the rear cushion rod bracket 41 according to the present embodiment will be described in comparison with a comparative example. FIG. 8 is an explanatory diagram of the rigidity strength of the rear cushion rod bracket 41. 8A shows a rear cushion rod bracket 81 according to a comparative example, and FIG. 8B shows a rear cushion rod bracket 41 according to the present embodiment.

  As shown in FIG. 8A, the rear cushion rod bracket 81 according to the comparative example is a rear cushion rod bracket according to the present embodiment in that a pair of left and right arm portions 83 extend vertically from an outer wall surface 84 of a bridge portion 82. It is different from the bracket 41. The pair of left and right arm portions 83 are provided on the bridge portion 82 so as to sandwich the rear cushion rod 52 therebetween. Since the pair of left and right arm portions 83 extend in the front-rear direction along the outer surface of the rear cushion rod 52, the base end side of each arm portion 83 can be brought close to both end portions of the bridge portion 82 having high rigidity and strength. Can not.

  The base end sides of the pair of left and right arm portions 83 are positioned at distances L1 and L1 'from the both ends of the bridge portion 82 having high rigidity and strength, respectively. For this reason, the load transmitted from the rear wheel 61 through the arm portion 83 may be applied to the center of the bridge portion 82 having low rigidity and the bridge portion 82 may bend. In this case, the bridge portion 82 can be made thick to ensure rigidity and strength, but the weight of the bridge portion 82 increases.

  In order to increase the strength of the interface between the arm portion 83 and the bridge portion 82, it is necessary to increase the area at the interface. However, since each arm portion 83 extends vertically from the outer wall surface 84 of the bridge portion 82, in order to increase the area S1 at the interface, it is necessary to increase the cross-sectional area of the arm portion 83. The weight will increase.

  The R shapes 85 and 86 of each arm portion 83 are formed at a right-angled corner portion at the root portion of the arm portion 83. For this reason, the outer R shape 85 bulges outward from the outer surface 87 of the arm portion 83, and the inner R shape 86 bulges inward from the inner side surface 88 of the arm portion 83. For this reason, the space A <b> 1 between the inner side surfaces 88 of the pair of left and right arm portions 83 is narrowed by the R shape 86. Accordingly, the rear cushion rod 52 cannot be brought close to the bridge portion 82 because it interferes with the R shape 86 inside the pair of left and right arm portions 83.

  Thus, in the rear cushion rod bracket 81 according to the comparative example, it is necessary to lengthen the pair of left and right arm portions 83 in order to avoid interference between the rear cushion rod 52 and the R shape 86. Therefore, the degree of freedom in layout cannot be improved, and the bending moment acting on the base end side of the arm portion 83 is increased. For this reason, in addition to the arm portion 83 becoming longer, the cross-sectional area S1 of the arm portion 83 is increased in order to ensure the strength of the arm portion 83, and therefore the weight of the arm portion 83 cannot be reduced.

  On the other hand, as shown in FIG. 8B, in the rear cushion rod bracket 41 according to the present embodiment, substantially half portions on the base end side of the pair of left and right arm portions 43 extend obliquely. For this reason, the base end sides of the pair of left and right arm portions 43 are brought close to both end portions of the bridge portion 42 having high rigidity and strength. The base end sides of the pair of left and right arm portions 43 are positioned at a distance L2 (L2 ') closer to both ends of the bridge portion 42 than the distance L1 (L1') according to the comparative example. For this reason, the load transmitted from the rear wheel 61 via the arm portion 43 acts near the end of the bridge portion 42 having high rigidity and strength, and the bending of the bridge portion 42 is suppressed. For this reason, it is not necessary to thicken the bridge part 42 like the comparative example, and the weight of the bridge part 42 does not increase.

  Moreover, since each arm part 43 extends diagonally from the outer wall surface 44 of the bridge part 42, the area in the interface of the arm part 43 and the bridge part 42 is large. In this case, the interface between the arm part 43 and the bridge part 42 has a larger area S2 than the area S1 of the interface according to the comparative example. Therefore, the strength at the interface between the arm portion 43 and the bridge portion 42 can be increased without increasing the cross-sectional area of the arm portion 43 as in the comparative example.

  Further, since the outer wall surface 44 of the bridge portion 42 and the inner side surface 48 of the arm portion 43 are acute at the root portion of the arm portion 43, the inner R shape 46 may bulge inward from the inner side surface 48. Absent. For this reason, the space A2 between the inner side surfaces 48 of the pair of left and right arm portions 43 is secured wider than the space A1 between the inner side surfaces according to the comparative example. Further, a recess 49 is formed on the outer wall surface 44 of the bridge portion 42 on the inner side of the arm portion 43 which is not easily affected by the load, and the space A2 is further expanded by the recess 49.

  For this reason, in the rear cushion rod bracket 41 according to the present embodiment, the rear cushion rod 52 can be brought close to the bridge portion 42 without interfering with the R shape 46, and therefore the arm portion 43 can be shortened. Accordingly, the degree of freedom in layout can be improved, and the bending moment acting on the base end side of the arm portion 43 can be reduced. In addition to shortening the arm portion 43, it is not necessary to increase the cross-sectional area of the arm portion 43, so that the weight of the arm portion 43 can be reduced.

  As described above, according to the rear cushion unit holding structure according to the present embodiment, since the load from the pair of left and right arm portions 43 is received in the vicinity of the highly rigid joint portion, the bending of the bridge portion 42 is reduced. The Further, the strength of the interface between the bridge portion and the arm portion can be increased without increasing the cross-sectional area of the arm portion. Thus, rigidity and strength can be secured without making the bridge portion and the arm portion thick, so that the weight of the rear cushion rod bracket 41 can be reduced.

  In addition, this invention is not limited to the said embodiment, It can change and implement variously. In the above-described embodiment, the size, shape, and the like illustrated in the accompanying drawings are not limited to this, and can be appropriately changed within a range in which the effect of the present invention is exhibited. In addition, various modifications can be made without departing from the scope of the object of the present invention.

  For example, in the present embodiment, the interval between the pair of left and right arm portions 43 is configured to expand in the vehicle width direction from the distal end side toward the proximal end side in the substantially half portion on the proximal end side, but is limited to this configuration. Not. The interval between the pair of left and right arm portions 43 may be configured to expand in the vehicle width direction from the distal end side toward the proximal end side at least on the proximal end side. For example, a configuration in which the entire pair of left and right arm portions 43 extends in the vehicle width direction from the distal end side toward the proximal end side may be employed.

  Further, in the present embodiment, the outer wall surface 44 of the bridge portion 42 is configured to be provided with the recess 49 inside the pair of left and right arm portions 43, but is not limited to this configuration. When the space inside the pair of left and right arm portions 43 is sufficiently obtained, the recess 49 may not be provided on the outer wall surface 44 of the bridge portion 42.

  In the present embodiment, the rear cushion rod bracket 41 is formed of an extruded material. However, the present invention is not limited to this configuration. The rear cushion rod bracket 41 may be formed by casting or other manufacturing methods.

  Further, in the present embodiment, the link mechanism 51 is configured by the rear cushion rod 52 and the rear cushion lever 53, but is not limited to this configuration. The link mechanism 51 may have any configuration as long as the impact from the rear wheel 61 can be transmitted to the rear cushion 63 via the swing arm 62. For example, the link mechanism 51 may be configured using more link members.

  As described above, the present invention has the effect of reducing the weight while maintaining the rigidity and strength of the rear cushion rod bracket, and is particularly useful for a rear cushion holding structure made of an aluminum alloy. .

1 Motorcycle 11 Body Frame 14 Swing Arm Bracket (Swing Arm Support)
14a Swing arm pivot 41 Rear cushion rod bracket (rear cushion holding part)
42 Bridge portion 43 Arm portion 44 Outer wall surface 45, 46 R shape 47 Outer side surface 48 Inner side surface 51 Link mechanism 52 Rear cushion rod (link member)
53 Rear cushion lever 61 Rear wheel 62 Swing arm 63 Rear cushion 63a Upper end 63b Lower end

Claims (3)

In the rear cushion holding structure that holds the rear cushion that cushions the load from the rear wheel through the swing arm to the vehicle body frame via the link mechanism,
The vehicle body frame is spaced apart in the vehicle width direction so as to sandwich the rear cushion, and between the pair of left and right swing arm support portions that support the swing arm and the pair of left and right swing arm support portions. A rear cushion holding portion for holding the cushion,
The rear cushion holding portion extends in the vehicle width direction to connect the pair of left and right swing arm support portions, and extends from the bridge portion with an interval in the vehicle width direction to be a link member of the link mechanism. A pair of left and right arm parts to be connected,
A rear cushion holding structure in which the distance between at least the base end sides of the pair of left and right arm portions widens in the vehicle width direction from the front end side to the base end side of the arm portions.   2. The rear cushion holding structure according to claim 1, wherein an outer wall surface of the bridge portion is recessed inside the pair of left and right arms as compared with the outside of the pair of left and right arms.   A straddle-type vehicle comprising the rear cushion holding structure according to claim 1.

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