JP2015157508A - Engine suspension system of two-wheeled motor vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a two-wheeled motor vehicle engine suspension system excellent in assemblability and exhibiting high guard function.SOLUTION: A frame pivot shaft 12 extending in a vehicle width direction is installed on a frame bracket of a body frame, an engine pivot shaft 13 parallel to the frame pivot shaft 12 is installed between right and left engine arms extending from an engine of a power unit, the frame pivot shaft 12 is coupled to the engine pivot shaft 13 via link members 17, and the engine is suspended on the body frame. Guide members 1 are extended from the respective link members 17 outward in the vehicle width direction, and upright walls 2 are provided to extend to outer end faces of inner cylinders of shock-absorbing members press-fitted onto the engine pivot shaft 13 supported by the right and left engine arms, respectively.

Description

  The present invention relates to an engine suspension provided in a power unit in a vehicle such as a motorcycle.

  A vehicle such as a motorcycle has a unit swing type power unit and includes a suspension device for supporting the power unit including an engine on a body frame. For example, in Patent Document 1, a swing type power unit engine is pivotally supported on a vehicle body frame via a link member (engine suspension bracket) and a buffer member (rubber bush with inner and outer cylinders) to effectively absorb engine vibration. A suspension system is disclosed.

  Patent Document 1 describes a structure in which a parallel maintaining means for maintaining parallelism between a frame pivot shaft and a frame pivot pipe of a link pivoted around the frame pivot shaft is added. The external force applied to the power unit engine from the rear wheels and shock absorbers prevents the link from being twisted or bent with respect to the body frame, and the rear wheels are always kept parallel to the center plane of the body frame. Steering stability is improved. For this reason, the rigidity of the buffer member interposed between the frame pivot shaft and the link can be reduced, and the engine vibration is effectively absorbed by the buffer member having the reduced rigidity and is not transmitted to the vehicle body frame. ing.

JP-A-5-221370

  In the thing of patent document 1, although a reference sign is quoted and illustration is abbreviate | omitted, with respect to the Y-axis of FIG. 3, Z axis | shaft, a frame pivot axis | shaft (37) and a frame pivot attachment pipe (48 ) Can be kept parallel by the stabilizer, but since the stabilizer collar (62) is rotatably incorporated around the fixed pipe (47) with respect to the X axis (around the pivot axis), the frame pivoting pipe (48 ) Rotation maintaining function is not provided.

Further, when the engine pivot bolt (5) is tightened, the inner cylinder of the buffer member (44, 45) is rotated, and a torsional stress (initial stress) remains in the rubber bush. Since the suspension member (30) rotates around the frame pivot axis due to the reaction force of the stress, the gap between the stopper (52) and the rubber damper (51) changes, and the engine vibration may be transmitted to the vehicle body frame side when the two contact each other. There is.
Furthermore, the structure is complicated, the number of assembling steps is increased, the number of parts is large, and the cost must be increased. Moreover, since the function which guards an engine arm part is not added, it is not necessarily easy to prevent the damage by a scattered matter etc.

  In view of such circumstances, an object of the present invention is to provide an engine suspension device for a motorcycle that is excellent in assemblability and exhibits a high guard function.

  The engine suspension device for a motorcycle according to the present invention includes a frame pivot shaft extending in a vehicle width direction on a frame bracket of a vehicle body frame, and the frame pivot between left and right engine arms extending from an engine of a power unit. An engine suspension device for a motorcycle, wherein an engine pivot shaft parallel to the shaft is installed, the frame pivot shaft and the engine pivot shaft are connected via a link member, and the engine is suspended on the vehicle body frame, A frame bridge is provided in front of the frame pivot shaft, and includes a restricting member that abuts on the frame bridge to suppress the peristaltic movement of the power unit, and extends a guide member from the link member in the vehicle width outward direction. Loosely press-fitted onto the engine pivot shaft of the left and right engine arms Characterized in that it has extended the upright wall to the outer end surface of the inner cylindrical member.

  In the engine suspension system for a motorcycle according to the present invention, the standing wall of the guide member is provided with an insertion hole coaxially with the cylindrical boss of the engine pivot shaft, and the inner end surface of the inner cylinder of the buffer member is Abutting with a cylindrical boss, an outer end surface thereof is brought into contact with the upright wall, and a fastening bolt constituting the engine pivot shaft is passed through an insertion hole of the upright wall and fastened.

  In the engine suspension system for a motorcycle according to the present invention, the guide member has a bottom surface shape overlapping the left and right engine arms in a plan view, and the engine arm directly below the engine pivot shaft in a side view. It is characterized by being disposed at the same level as or below the lower surface.

  In the engine suspension system for a motorcycle according to the present invention, the guide member is fixed by welding on a side surface or a lower surface of the link member.

  In the engine suspension system for a motorcycle according to the present invention, the guide member is disposed substantially obliquely forward and downward from the left and right engine arms.

  According to the present invention, since the inner cylinder does not rotate during assembly, the gap between the regulating members can be kept appropriate, and the engine vibration can hardly be transmitted from the power unit to the vehicle body frame side. Further, by arranging the guide member on the lower side of the engine arm, it is possible to effectively protect the periphery of the engine arm even when the guide member comes into contact with a ground projection during traveling of the vehicle or the like.

1 is a side view showing an overall configuration of a motorcycle according to the present invention. 1 is a side view showing a configuration example around a body frame and a power unit mounted on the body frame in a motorcycle according to the present invention. It is a lower perspective view which shows the engine suspension apparatus periphery in embodiment of this invention. It is a side view which shows the engine suspension apparatus periphery in embodiment of this invention. It is a perspective view which shows the engine suspension apparatus periphery in embodiment of this invention. FIG. 4B is a top view in the direction of arrow P in FIG. 4B showing the periphery of the engine suspension device in the embodiment of the present invention. It is sectional drawing which follows the II line | wire of FIG. 4A. It is sectional drawing which follows the II-II line of FIG.

DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of an engine suspension device for a motorcycle according to the present invention will be described with reference to the drawings.
FIG. 1 is a side view of a motorcycle 100 as a vehicle according to the present invention. First, the overall configuration of the motorcycle will be described with reference to FIG. In the drawings used in the following description, including FIG. 1, the front of the vehicle is indicated by an arrow Fr, the rear of the vehicle is indicated by an arrow Rr, and the lateral right side of the vehicle is indicated by an arrow R as necessary. The left side is indicated by an arrow L.

  The motorcycle 100 is configured by forming a vehicle body skeleton by a plurality of vehicle body frames made of steel or aluminum alloy and mounting various parts on the vehicle body frame. Here, first, a configuration example of the body frame will be described below with reference to FIG. The front end of the down tube 102 constituting a part of the body frame 101 is coupled to the steering head pipe 103 and extends from the steering head pipe 103 substantially downward. The underframe 104 extends rearward substantially horizontally from the vicinity of the lower end of the down tube 102. A pipe-like frame bridge 105 extending in the left-right direction is coupled to the rear end portion of the under frame 104, and a pair of rear frames arranged at intervals in the left-right direction at the left and right end portions of the frame bridge 105. Frame 106 joins. The rear frame 106 rises upward from the frame bridge 105, extends generally inclining rearward and upward, and then extends substantially horizontally.

  Referring to FIG. 1, the above-described steering head pipe 103 supports a front fork 107 so as to be turnable to the left and right via a steering shaft. A handlebar 108 is fixed to the upper end of the steering shaft coupled to the front fork 107 via a bracket or the like, and a front wheel 109 is rotatably supported on the lower end side of the front fork 107.

  On the rear side of the frame bridge 105, a unit swing type power unit 110 including an engine is supported so as to swing in the vertical direction, that is, swingable through an engine suspension device 10 described later. The power unit 110 includes a power transmission device 111 including the engine and continuously variable transmission as a unit of a plurality of members or devices, and the rear wheel 112 can be rotated via the power transmission device 111 on the rear side of the vehicle. To support. For this reason, the power unit 110 and the rear wheel 112 integrally swing via the engine suspension device 10, that is, the power unit 110 as a whole functions as a swing arm. The rear cushion 112 is connected between the axle side of the rear wheel 112 and the rear frame 106 described above.

  In addition, referring to FIG. 1, a seat 114 for a rider to sit on is installed above the power unit 110. As shown in FIG. 2, a step frame 115 is coupled to the upper side of the under frame 104, and a step board 116 on which a rider sitting on the seat 114 puts his / her foot is supported via the step frame 115. The step board 116 is formed integrally with a leg frame cover 117 that constitutes the exterior of the vehicle.

  As for the vehicle exterior, various body covers are attached while being supported at appropriate positions such as the body frame 101. The front leg shield 118 covers the front side of the vehicle and is mounted with a winker or the like, and is integrated with the above-described step board 116. The rear frame cover 119 covers the lower side of the seat 114 or the vehicle rear side, and is mounted with a winker and a brake lamp. The front wheel 109 is covered with a front fender 120 formed integrally with the front leg shield 118, and the rear wheel 112 is covered with a rear fender 121.

  Here, as shown in FIG. 2, the power unit 110 includes, for example, an air-cooled single cylinder engine 122, and is arranged so that its cylinder axis is substantially horizontal along the vehicle longitudinal direction. The engine 122 is integrated with the power transmission device 111 described above. Further, referring to FIG. 3, a cylinder 124, a cylinder head 125, and a cylinder head cover (not shown) are sequentially coupled to the front side of the crankcase 123 in the engine 122. The power unit 110 is swingably supported by the vehicle body frame 101 via the engine suspension device 10 at the front lower portion thereof.

  Further, as shown in FIG. 2, the power unit 110 includes a continuously variable transmission that uses a belt, a pulley, and the like as the power transmission device 111 that is integrally coupled to the crankcase 123. In this example, the power transmission device 111 is arranged on the left side of the crankcase 123, and its pulley is coupled to the left end portion of the crankshaft in the crankcase 123 so as to rotate integrally, and the pulley diameter is changed according to the engine speed. The crankshaft and the axle of the rear wheel 112 are connected via the power transmission device 111, that is, the engine output is transmitted to the rear wheel 112.

  An intake system including an air cleaner 126 and the like is arranged on the upper surface side of the power transmission device 111. Although not shown in detail in FIG. 2 in this intake system, an intake hose, a throttle body, an intake pipe (intake pipe), and the like are sequentially connected from the air cleaner 126 to the front thereof. The intake pipe communicates with an intake port (intake port) provided on the upper surface side of the cylinder head 125, and is cleaned from the air cleaner 126 to the intake port of the cylinder head 125 through an intake passage constituted by these members. Supplied air is supplied. In addition, a fuel injection device is mounted at an appropriate position along the intake pipe so as to inject fuel toward the intake port.

  On the other hand, in the exhaust system that exhausts exhaust gas from the engine 122, in this example, an exhaust port (exhaust port) is opened on the lower surface side of the cylinder head 125. An exhaust pipe 127 (exhaust pipe) is coupled to the exhaust port. The exhaust pipe 127 temporarily extends rightward from the connection portion with the exhaust port, and then curves backward and further connects to the muffler 128 at the rear of the vehicle. The combustion gas generated in the engine 122 is exhausted from the exhaust port through the exhaust pipe 127 and finally exhausted from the muffler 128 as exhaust gas.

  Next, the engine suspension device 10 for the power unit 110 configured as described above will be described. As shown in FIG. 3 or FIG. 4A, the engine suspension device 10 is pivotably supported at one end side (front end side) by the vehicle body frame 101 and at the other end side (rear end side) by the power unit 110. A suspension link mechanism 11 is provided. A buffer member, which will be described later, is interposed in a connecting portion between the vehicle body frame 101 and the power unit 110 at the front end portion and the rear end portion of the suspension link mechanism 11 so as to effectively absorb vibration generated when the engine 122 is operated. It has become.

  FIG. 4B shows the suspension link mechanism 11. A frame pivot shaft 12 extending in the vehicle width direction is installed on the front end side of the suspension link mechanism 11, and is pivotally supported via the frame pivot shaft 12. An engine pivot shaft 13 parallel to the frame pivot shaft 12 is installed on the rear end side of the suspension link mechanism 11, and is pivotally supported via the engine pivot shaft 13. The frame pivot shaft 12 is composed of a metal shaft horizontally mounted in the vehicle width direction, specifically, a fastening bolt 12A as shown in FIG. 3 and the like, and the engine pivot shaft 13 is horizontally mounted in the vehicle width direction. A metal shaft, specifically, a fastening bolt 13A (FIG. 3 etc.) is used.

  Here, a pair of left and right frame brackets 14 are coupled to project from the rear in the vicinity of the left and right ends of the frame bridge 105 so as to straddle between the rear frame 106 as shown in FIG. The frame pivot shaft 12 is supported by frame brackets 14 at both ends thereof. Bushes 15 functioning as cushioning members are attached to both ends of the frame pivot shaft 12 (only the left side is shown in FIG. 4B), and the frame side cylindrical boss 16 is supported concentrically through these bushes 15. As shown in FIG. 4B or 5, a pair of left and right link members 17 that are parallel to each other are coupled to and extend rearward in the vicinity of both ends of the frame-side cylindrical boss 16.

  Here, referring to FIG. 6, the bush 15 is press-fitted and fixed inside both ends of the frame-side cylindrical boss 16, but an annular elastic member (rubber cushion) is provided between the inner cylinder 18 and the outer cylinder 19 which are concentric with each other. ) 20 is fixed by baking. Bolts 12 </ b> A are inserted into the inner cylinder 18, and a spacer pipe 21 is interposed between the left and right inner cylinders 18, and the bolt 12 </ b> A is also inserted into the spacer pipe 21. By tightening the bolt 12A and the nut 22, the frame pivot shaft 12 is fixed to the frame bracket 14 side.

  The engine pivot shaft 13 is supported at both ends by left and right engine arms 23 extending from the engine 122 of the power unit 110. Bushes 24 functioning as cushioning members are attached to both ends of the engine pivot shaft 13, and the engine-side cylindrical boss 25 is concentrically supported via these bushes 24. The left and right link members 17 described above are coupled to the engine side cylindrical boss 25.

  The bushes 24 are press-fitted and fixed inside the front ends of the left and right engine arms 23. An annular elastic member (rubber cushion) 28 is baked and fixed between the inner cylinder 26 and the outer cylinder 27 that are concentric with each other as shown in the figure. It becomes. Bolts 13 </ b> A are inserted into the inner cylinder 26, and the engine-side cylindrical boss 25 is inserted so as to be sandwiched between the left and right inner cylinders 26. The bolt 13A is also inserted into the engine-side cylindrical boss 25. By tightening the bolt 13A and the nut 29, the engine pivot shaft 13 is fixed to the link member 17 side.

  In the above case, as shown in FIG. 3 or FIG. 4B and the like, the control member 30 is in contact with the frame bridge 105 disposed in front of the frame pivot shaft 12 to suppress the swing of the power unit 110. The restricting member 30 includes a pair of stopper plates 31 extending from the outer peripheral surface of the frame-side cylindrical boss 16 toward the frame bridge 105, and cushions 32 fixed to the stopper plates 31 so as to face the frame bridge 105. Contains. As shown in FIG. 7, there is a certain gap between each cushion 32 and the frame bridge 105, and when the cushion 32 is lifted from the frame bridge 105 as shown, the power unit 110 moves toward the vehicle body frame 101. Vibration transmission can be reduced most.

  In the engine suspension device 10 of the present invention, the guide member 1 extends from the left and right link members 17 outward in the vehicle width with reference to FIGS. 3, 4A, 4B and the like. The guide member 1 is formed by bending a metal plate material, and has a bottom surface portion 2 and an upright wall 3 bent upward from the bottom surface portion 2 substantially in parallel with the link member 17. Further, the front end portion 2a of the bottom surface portion 2 is formed so as to be appropriately inclined upward. The guide member 1 is welded and fixed on the side surface or the lower surface of the link member 17 at the bottom surface portion 2. The standing wall 3 of the guide member 1 extends to the outer end surface of the inner cylinder 26 of the bush 24 press-fitted onto the engine pivot shaft 13 of the left and right engine arms 23.

  As shown in FIG. 4B, an insertion hole 4 is provided on the standing wall 3 of the guide member 1 coaxially with the engine-side cylindrical boss 25 of the engine pivot shaft 13. As shown in FIG. 6, the inner end face of the inner cylinder 26 of the bush 24 serving as a buffer member is brought into contact with the engine-side cylindrical boss 25, and the outer end face of the inner cylinder 26 is brought into contact with the standing wall 3 via a projection washer. The bolt 13A for fastening is passed through the insertion hole 4 of the upright wall 3 and the bolt 13A and the nut 29 are tightened to fix the engine pivot shaft 13 to the link member 17 side.

  The guide member 1 attached in this way is disposed substantially diagonally forward and downward from the left and right engine arms 23 as shown in FIG. 3 or 4A. In this case, each guide member 1 has a bottom shape that overlaps with the left and right engine arms 23 in plan view. Further, as shown in FIG. 7, the bottom surface portion 2 is equivalent to or lower than the bottom surface of the engine arm 23 directly below the engine pivot shaft 13 in a side view (the bottom surface of the bottom surface portion 2 is indicated by a symbol X in FIG. 7). It is arranged below.

  In the engine suspension apparatus 10 of the present invention, a guide member 1 extending from the link member 17 in the vehicle width outward direction is provided. The standing wall 3 of the guide member 1 extends to the outer end surface of the inner cylinder 26 of the bush 24 on the engine pivot shaft 13. When the engine 122 is fixed to the engine suspension 10, the bolts 13 </ b> A and the nuts 29 are tightened. As shown in FIG. 6, the bolts 13 </ b> A are bolted to the outer end surfaces of the inner cylinders 26 of the left and right bushes 24. The seating surfaces of the head and nut 29 do not directly contact each other.

  That is, since the inner cylinder 26 is not rotated by the bolt 13A and the nut 29, the initial stress in the torsional direction is not generated around the engine pivot shaft 13. In addition, basically, the assembly work can be performed easily and appropriately without worrying about whether the inner cylinder 26 is rotated, so that the number of assembly steps can be substantially reduced. . Then, the regulating member 30 is biased to prevent the cushion 32 from coming into contact with the frame bridge 105, and as a result, the gap (FIG. 7) between each cushion 32 and the frame bridge 105 can be properly maintained, and the power unit 110. Therefore, it is possible to make it difficult to transmit engine vibration from the vehicle body 101 to the vehicle body frame 101 side. As described above, it is possible to achieve an effect excellent in assembling property when the engine suspension device 10 is attached, to realize an appropriate and effective engine suspension function and to ensure comfort for the rider.

Each guide member 1 has a bottom shape that overlaps with the left and right engine arms 23 in plan view, and the bottom surface portion 2 is equivalent to or lower than the bottom surface of the engine arm 23 directly below the engine pivot shaft 13 in side view. It is arrange | positioned below.
As described above, the bottom surface 2 of the guide member 1 is disposed below the left and right engine arms 23, so that the engine arm 23 can be connected to the projections and the like even when the projections on the ground come into contact with the vehicle. There is no direct collision, and the area around the engine arm 23 can be effectively protected. In this case, the bottom surface portion 2 is disposed at the same level as or below the lower surface of the engine arm 23, that is, protrudes downward from the engine arm 23, so that the bottom surface portion 2 of the guide member 1 is always higher than the engine arm 23. First, the engine arm 23 can be reliably protected.

  In the above case, as shown in FIG. 3 or FIG. 4A, the upright wall 3 is disposed so as to cover the outer sides of the left and right engine arms 23. Can be prevented from directly colliding. As this kind of scattered matter, there is a pebble or the like that the front wheel 109 jumps up while the vehicle is running, and this pebble may be scattered from the front toward the rear engine arm 23. Since the guide member 1 is disposed substantially diagonally forward and downward of the left and right engine arms 23, and the front end 2a of the bottom surface 2 is bent so as to be moderately upwardly inclined, the collision of such scattered objects. Can be effectively prevented.

  In this way, even when there is a collision with a projection or the like, it can be dealt with only by exchanging and repairing only the guide member 1, and the engine arm 23 and its peripheral portion can be effectively protected from the projection or scattered matter. This eliminates the need for exchanging expensive parts on the engine 122 side, and has an advantage in terms of cost in addition to ease of assembly.

As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
For example, the shape and size of the guide member 1 can be made larger than that in the illustrated example of FIG. 3 as long as it does not affect the engine cooling effect by the traveling wind during vehicle traveling.

DESCRIPTION OF SYMBOLS 1 Guide member, 2 Bottom face part, 2a Front end part, 3 Standing wall, 4 Insertion hole 4, 10 Engine suspension apparatus, 11 Suspension link mechanism, 12 Frame pivot shaft, 12A Fastening bolt, 13 Engine pivot shaft, 13A For fastening Bolt, 14 frame bracket, 15 bush, 16 frame side cylindrical boss, 17 link member, 18 inner tube, 19 outer tube, 20 elastic member, 21 spacer pipe, 22 nut, 23 engine arm, 24 bush, 25 engine side Cylindrical boss, 26 inner cylinder, 27 outer cylinder, 28 elastic member, 29 nut, 30 regulating member, 31 stopper plate, 32 cushion, 100 motorcycle, 110 power unit.

Claims (5)

A frame pivot shaft extending in the vehicle width direction is installed on the frame bracket of the vehicle body frame, and an engine pivot shaft parallel to the frame pivot shaft is installed between the left and right engine arms extending from the engine of the power unit, An engine suspension device for a motorcycle in which the frame pivot shaft and the engine pivot shaft are connected via a link member, and the engine is suspended on the vehicle body frame,
The vehicle body frame is provided with a frame bridge in front of the frame pivot shaft, and has a restricting member that abuts on the frame bridge and suppresses the swing of the power unit,
A guide member is extended from the link member in the vehicle width outward direction, and an upright wall is extended to the outer end surface of the inner cylinder of the buffer member press-fitted onto the engine pivot shaft of the left and right engine arms. Engine suspension for motorcycles. The standing wall of the guide member is provided with an insertion hole coaxially with the cylindrical boss of the engine pivot shaft, the inner end surface of the inner cylinder of the buffer member is brought into contact with the cylindrical boss, and the outer end surface thereof is Abut against the standing wall,
2. The engine suspension device for a motorcycle according to claim 1, wherein a fastening bolt that constitutes the engine pivot shaft is passed through the insertion hole of the upright wall and fastened. 3.   The guide member has a bottom surface shape that overlaps with the left and right engine arms in a plan view, and is disposed at the same level as or below the lower surface of the engine arm immediately below the engine pivot shaft in a side view. The engine suspension device for a motorcycle according to claim 1 or 2, wherein   The engine suspension device for a motorcycle according to any one of claims 1 to 3, wherein the guide member is fixed by welding on a side surface or a lower surface of the link member.   The engine suspension device for a motorcycle according to any one of claims 1 to 4, wherein the guide member is disposed substantially diagonally forward and downward of the left and right engine arms.

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