JP2019064393A - Steering damper device for saddle-riding type vehicle - Google Patents

Abstract

To provide a steering dumper device for a saddle-riding type vehicle in which a pump unit is provided between a steering component and a vehicle body frame and an attenuation force adjustment mechanism is interposed between a first oil chamber and a second oil chamber, the steering dumper device being designed to avoid an increase in the axial length of the pump unit and, at the same time, to obtain satisfactory dumper performance by appropriately adjusting circulation of the dumper oil, resulting from movement of a piston.SOLUTION: A pump case 23 and a piston rod 27 disposed in a first oil chamber 24 and extending through one end of the pump case 23 so as to be liquid-tight are correspondingly provided in a vehicle body frame F and a steering component 11. A main conduit 34 between the first oil chamber 24 and a second oil chamber 25 and an auxiliary oil chamber 37 in a pressurized state are connected via flow rate adjustment means 38 configured such that a quantity of dumper oil flowing in the second oil chamber 25 when the volume of the first oil chamber 24 decreases is larger than a quantity of dumper oil flowing in the first oil chamber 24 when the volume of the second oil chamber 25 decreases.SELECTED DRAWING: Figure 3

Description

  The present invention forms a first oil chamber and a second oil chamber filled with damper oil between the pump case having a cylinder hole closed at both ends, and the damper oil, and slidably fits in the cylinder hole. A pump unit having a piston to be engaged is provided between a steering component forming a part of a steering and a vehicle body frame, and a damping force adjusting mechanism for throttling a flow rate of damper oil to adjust a damping force is the first The present invention relates to a steering damper device for a saddle-ride type vehicle interposed between an oil chamber and the second oil chamber.

  Patent Document 1 discloses a pump unit interposed between a body frame and a front fork of a motorcycle.

Unexamined-Japanese-Patent No. 5-201377

  However, in the case disclosed in Patent Document 1, the pump unit has a piston rod protruding from one end of the pump case and a rod-shaped adjuster protruding from the other end of the pump case. If the function is enhanced, the pump unit becomes axially long, which makes it difficult to secure a space for disposing the pump unit around steering.

  In order to solve such a problem, a piston rod, which passes through only one end of the pump case closed at both ends in a fluid-tight manner, is coaxially connected to a piston in the pump case, and one of the pump case and the piston rod It is conceivable that one of the pump case and the piston rod is attached to the vehicle body frame side. However, in such a configuration, due to the piston rod present in one of the first and second oil chambers, for example, the first oil chamber, the first and second oil chambers in response to axial movement of the piston and the piston rod The amount of volume change will be different from each other, and in order to absorb such difference in volume change, the auxiliary oil chamber under pressure in the sub tank will be in the middle of the pipeline connecting the first and second oil chambers. Need to be connected. However, since the pressure receiving area of the piston facing the first oil chamber is smaller than the pressure receiving area facing the second oil chamber, the pressure of the auxiliary oil chamber acts on the first and second oil chambers so that the volume of the first oil chamber can be reduced. The oil pressure in the decreasing direction is applied to the piston, which causes a steering torque to a certain degree, which may hinder the straightness of the saddle-ride type vehicle. Therefore, if the pressure in the auxiliary oil chamber is set low, the damper oil easily flows from the second oil chamber into the auxiliary oil chamber when the piston moves in the direction to reduce the volume of the second oil chamber. The damping force is not generated properly, which results in a decrease in damper performance. Therefore, assuming that the inflow of damper oil from the second oil chamber to the auxiliary oil chamber is narrowed, when the piston moves in the direction to decrease the volume of the first oil chamber, the damper from the auxiliary oil chamber to the second oil chamber Oil supply may be delayed and negative pressure may be generated in the second oil chamber, which may make it impossible to obtain an appropriate damping force when the direction of movement of the piston is switched in the direction to reduce the volume of the second oil chamber. is there.

  The present invention has been made in view of the above circumstances, and while the pump unit is prevented from being elongated in the axial direction, the flow of damper oil accompanying the movement of the piston is appropriately adjusted to obtain good damper performance. It is an object of the present invention to provide a steering damper device for a saddle-ride type vehicle which is designed to

  In order to achieve the above object, according to the present invention, a pump case having a cylinder bore closed at both ends, and a first oil chamber and a second oil chamber filled with damper oil are formed between the pump case and the pump case. A pump unit having a piston slidably fitted in a cylinder hole is provided between a steering component and a vehicle body frame which constitute a part of a steering, and the damping amount is adjusted by throttling the flow rate of damper oil. In a steering damper device for a saddle-ride type vehicle in which a damping force adjustment mechanism is interposed between the first oil chamber and the second oil chamber, the steering damper device for a saddle-ride type vehicle includes a first oil chamber out of the first oil chamber and the second oil chamber. A piston rod which is disposed and liquid-tightly penetrates one end of the pump case is connected to the piston, and one of the pump case and the piston rod is the body frame Attached, the other of the pump case and the piston rod is attached to the steering component, the first oil chamber and the second oil chamber are connected via a main conduit, and are formed in a sub tank to be added The amount of damper oil flowing into the second oil chamber when the auxiliary oil chamber in the pressurized state and the main pipe line decrease the volume of the first oil chamber is the first oil when the volume of the second oil chamber decreases A first feature is that connection is made via flow rate adjusting means that is made to be larger than the amount of damper oil flowing into the chamber.

  Further, according to the present invention, in addition to the configuration of the first feature, the pump unit is disposed on one side of a virtual plane extending in the vehicle longitudinal direction through the rotational center of the steering, the damping force adjusting mechanism and the A second feature is that the sub tank is disposed separately from the pump unit.

  According to the present invention, in addition to the configuration of the first or second feature, the flow rate adjusting means reduces the flow rate of damper oil flowing from the main line into the auxiliary oil chamber, and The main pipeline and the auxiliary oil are interspersed with a first sub-pipeline connecting between the auxiliary oil chambers and a check valve that allows the damper oil to flow from the auxiliary oil chamber to the main pipeline side. A third feature is to provide a second sub pipeline connecting between the chambers.

  According to the present invention, in addition to the configuration of the third feature, a path from the auxiliary oil chamber to the second oil chamber through the second sub pipe line and the main pipe line is the path from the first oil chamber to the second oil chamber. A fourth feature is that the second oil chamber is set to be shorter than the path leading to the second oil chamber through the main pipeline.

  In the present invention, in addition to the configuration of the fourth feature, the damping force adjustment mechanism makes it possible to reduce the amount of flow of damper oil flowing through the main pipe, while making the amount of reduction variable. A fifth feature is to be provided in the road.

  In the present invention, in addition to the configuration of the fifth feature, the damping force adjusting mechanism has a valve function of adjusting the flow rate of damper oil flowing through the first sub-passage, and is provided in the main pipeline Is the sixth feature.

  Further, according to a seventh feature of the present invention, in addition to any of the first to sixth features, at least a part of the main conduit is configured to be deformable.

  According to the first aspect of the present invention, one of the piston rod and the pump case connected to the piston is attached to the vehicle body frame, and the other of the piston rod and the pump case is attached to the steering component. The arrangement space of the pump unit can be easily secured around the steering for simplification and miniaturization. In addition, the main pipeline connecting the first oil chamber and the second oil chamber of the pump unit, and the auxiliary oil chamber formed in the sub tank and in a pressurized state are the second oil when the volume of the first oil chamber decreases. Since the amount of damper oil flowing into the chamber is connected via the flow rate adjusting means which is made larger than the amount of damper oil flowing into the first oil chamber when the volume of the second oil chamber decreases, straight travel of the saddle type vehicle From the second oil chamber to the auxiliary oil chamber when the piston moves in the direction to decrease the volume of the second oil chamber, while preventing the inhibition of the sex and enabling the pressure in the auxiliary oil chamber to be set low. Thus, it is possible to appropriately adjust the flow of the damper oil accompanying the movement of the piston and obtain good damper performance by suppressing the damper oil from flowing easily.

  According to the second feature of the present invention, the pump unit is disposed on one side in the lateral direction of the vehicle, and the damping force adjustment mechanism and the sub tank are disposed separately from the pump unit. The pump unit can be compactly arranged between the steering component and the vehicle body frame on the left and right sides in the vehicle width direction in order to miniaturize the vehicle.

  According to the third aspect of the present invention, the flow rate adjusting means comprises first and second sub-passages connecting the main and the auxiliary oil chamber, and flows into the auxiliary oil chamber through the first sub-passage. Since the flow rate of damper oil is reduced and the flow of damper oil from the main line to the auxiliary oil chamber side is blocked by the check valve in the second sub-line, the direction to reduce the volume of the second oil chamber Prevents the damper oil from flowing into the auxiliary oil chamber from the second oil chamber via the second sub-channel when the piston moves, and squeezes the flow rate in the first sub-channel to dampen the damper into the auxiliary oil chamber When the piston is moved in a direction to reduce the volume of the first oil chamber by allowing oil to flow in, the damper oil is supplied from the auxiliary oil chamber to the second oil chamber via the second sub pipeline, a simple configuration Dampers associated with the movement of the piston by The distribution of Le appropriately adjusted, it is possible to obtain an excellent damper performance.

  According to the fourth feature of the present invention, by setting the path from the auxiliary oil chamber to the second oil chamber as short as possible, the supply of the damper oil from the auxiliary oil chamber to the second oil chamber becomes quick.

  According to the fifth feature of the present invention, it is possible to adjust the damping force by throttling the flow rate of the damper oil flowing through the main conduit by the damping force adjusting mechanism, thereby reducing the volume of the second oil chamber When the piston moves in the direction, a part of the damper oil that has flowed out of the second oil chamber and passed through the damping force adjustment mechanism flows to the first oil chamber, and the remaining damper oil flows in the first sub pipeline The damper oil that has flowed out of the first oil chamber when the piston moves in the direction to reduce the volume of the first oil chamber passes through the damping force adjustment mechanism. The damping force can be adjusted by flowing to the second oil chamber side.

  According to the sixth aspect of the present invention, since the damping force adjusting mechanism has a valve function of adjusting the flow rate of damper oil flowing through the first sub-pipeline, the number of parts can be reduced.

  Furthermore, according to the seventh aspect of the present invention, since at least a part of the main conduit is deformable, it is possible to follow the deformation of the main conduit at the time of steering.

FIG. 1 is a right side view of a motorcycle according to a first embodiment. It is the figure which looked at the steering damper apparatus from 2 arrow direction of FIG. It is sectional drawing which simplifies and shows the structure of a steering damper apparatus. FIG. 4 is a detailed cross-sectional view taken along arrow 4 of FIG. Fig. 6 is a right side view of a motorcycle according to a second embodiment. It is line 6-6 in FIG. 5 sectional drawing. It is a figure corresponding to Drawing 2 of a steering damper device of a 3rd embodiment. It is a figure corresponding to Drawing 2 of a steering damper device of a 4th embodiment. It is a figure corresponding to Drawing 2 of a steering damper device of a 5th embodiment.

  Embodiments of the present invention will be described with reference to the attached drawings. In the following description, upper, lower, right and left and front and rear refer to directions as viewed from a passenger on a motorcycle.

  A first embodiment of the present invention will be described with reference to FIGS. 1 to 4. First, in FIG. 1, a head pipe 14 at the front end of a vehicle body frame F of a motorcycle which is a saddle-ride type vehicle is A front fork 11 having a bridge 11a and a bottom bridge 11b for pivotally supporting a front wheel WF, and a steering handle 12 which constitutes a steering 13 together with the front fork 11 are supported so as to be steerable. A fuel tank 15 mounted on the vehicle body frame F so as to be disposed between the front wheel WF and the rear wheel WR so as to be disposed between the front wheel WF and the rear wheel WR, and a fuel tank 15 disposed above the engine E; A passenger seat 16 disposed behind the fuel tank 15 is supported by the vehicle body frame F.

  In FIG. 2, a steering damper device 20 is provided between a steering component constituting a part of the steering 13 and a vehicle body frame F. The steering component is the front fork 11 in this embodiment, and a steering damper device 20 is provided between a top bridge 11 a of the front fork 11 and the vehicle body frame F.

  The steering damper device 20 is disposed on one side (left side in the first embodiment) of a virtual plane VP extending in the longitudinal direction of the vehicle through the center of rotation C of the steering 13, ie, the axis of the head pipe 14. Single pump unit 21 is provided.

  In FIG. 3, the pump unit 21 has a pump case 23 having a cylinder hole 22 closed at both ends, a piston 26 slidably fitted in the cylinder hole 22 and a piston 26 coaxially connected to the piston 26. A piston rod 27 which fluidly penetrates one end (the front end in this first embodiment) of the pump case 23, and the piston 26 is provided with a first oil chamber 24 filled with damper oil, and a damper oil The second oil chamber 25 filled with the second oil chamber 25 is formed between the second oil chamber 25 and the pump case 23, and the piston rod 27 is coaxially disposed in the first oil chamber 24.

  An annular bush 28 is interposed between the outer periphery of the piston 26 and the inner periphery of the cylinder hole 22 so as to seal between the first oil chamber 24 and the second oil chamber 25. In this embodiment, an annular bush 28 slidably mounted on the outer peripheral surface of the piston 26 in sliding contact with the inner peripheral surface of the cylinder hole 22. An annular first seal member 29 is mounted between one end of the pump case 23 and the piston rod 27.

  At the other end (the rear end in the first embodiment) of the pump case 23, a mounting projection 23a is provided. On the other hand, a bracket 31 is provided on the upper surface of the main frame 18 on the left side in the vehicle width direction of the pair of left and right main frames 18 that constitute a part of the vehicle body frame F and extend backward from the head pipe 14 The attachment protrusion 23 a is rotatably attached to the bracket 31 via a pin 32. Further, the projecting end 27a of the piston rod 27 from the pump case 23 is rotatably mounted on the top surface of the top bridge 11a via a pin 33. That is, the pump unit 21 is provided between the upper surface of the top bridge 11 a of the front fork 11 and the upper surface of the main frame 18 on the left side of the vehicle body frame F.

  The first oil chamber 24 and the second oil chamber 25 are connected via a main conduit 34. The main pipeline 34, the auxiliary oil chamber 37 formed in the sub tank 36 and in a pressurized state, and the main pipeline 34 are used in the second oil chamber 25 when the volume of the first oil chamber 24 decreases. The amount of damper oil flowing in is connected via flow rate adjusting means 38 which is made larger than the amount of damper oil flowing into the first oil chamber 24 when the volume of the second oil chamber 25 decreases, and the damper oil is circulated A damping force adjusting mechanism 35 for adjusting the damping force by throttling the amount is interposed in the main pipeline 34 so as to be interposed between the first oil chamber 24 and the second oil chamber 25.

  The sub tank 36 is disposed separately from the pump unit 21. In this embodiment, the sub tank 36 is fixedly disposed at the front of the vehicle body frame F at a position separated from the pump unit 21. An auxiliary tank case 39, an auxiliary tank piston 41 fluidly and slidably fitted to the auxiliary tank case 39, and a spring 42 provided between the auxiliary tank piston 41 and the auxiliary tank case 39, The inside of the case 39 is divided into the auxiliary oil chamber 37 and the gas chamber 40 by the sub-tank piston 41. In the gas chamber 40, a gas such as air is sealed and the spring 42 is accommodated. Here, instead of the sub-tank piston 41, the auxiliary oil chamber 37 and the gas chamber 40 are formed between the sub-tank case 39 and the sub-tank case 39 to use a bladder in which the peripheral portion is held by the sub-tank case 39. May be

  At least a part of the main pipeline 34 is configured to be deformable, and in the first embodiment, a passage forming member 44 made of a rigid material having a passage 43, and the first oil chamber A first rubber hose 45 connects the one end of the passage 43 in a deformable manner, and a second rubber hose 46 connects the other end of the second oil chamber 25 and the passage 43 in a deformable manner. That is, a connection pipe portion 23a provided in the pump case 23 in communication with the first oil chamber 24 and a connection pipe portion 44a provided in the passage forming member 44 so as to be in communication with one end of the passage 43 A connection pipe portion 23 b connected to the second oil chamber 25 and connected via a first rubber hose 45 and provided in the passage forming member 44 in communication with the other end of the passage 43 is provided in the pump case 23. The connection pipe portion 44b is connected via the second rubber hose 46, and the first and second rubber hoses 45 and 46 constituting at least a part of the main conduit 34 can be deformed.

  The flow rate adjusting means 38 is a first sub pipe line connecting the main pipe line 34 and the auxiliary oil chamber 37 so that the flow rate of the damper oil flowing into the auxiliary oil chamber 37 from the main pipe line 34 is reduced. 47 and a check valve 49 for permitting the flow of damper oil from the auxiliary oil chamber 37 to the main pipe 34 side, thereby connecting the main pipe 34 and the auxiliary oil chamber 37 And a sub-line 48.

  The path from the auxiliary oil chamber 37 to the second oil chamber 25 via the second sub conduit 48 and the main conduit 34 is the path from the first oil chamber 24 via the main conduit 34. It is set shorter than the path leading to the second oil chamber 25. For example, the first sub pipeline 47 communicates between one end of the passage 43 in the main pipeline 34 and the auxiliary oil chamber 37. The second sub conduit 48 is formed in the passage forming member 44 so as to connect the other end of the passage 43 in the main conduit 34 and the auxiliary oil chamber 37. It is formed in the forming member 44, and the length of the second sub pipeline 47 is set to be shorter than a value obtained by adding the length of the passage 43 to the length of the first rubber hose 45.

  The passage forming member 44 is fixedly disposed at the front of the vehicle body frame F at a position separated from the pump unit 21, and the first and second sub pipelines 47 and 48 are disposed in the sub tank case 39. The first and second sub ducts 47 and 48 may be integrally formed with the passage forming member 44, and the first sub duct 47 and the second sub duct 47 may be integrally formed. The two sub pipelines 48 and the passage forming member 44 may be integrally formed with the sub tank case 39.

  In FIG. 4, the damping force adjustment mechanism 35 is provided in the main pipeline 34 so as to be able to throttle the quantity of damper oil flowing in the main pipeline 34 and to make the quantity of throttling variable. It has a valve function to adjust the flow rate of damper oil flowing through the first sub pipeline 47, and a portion corresponding to the connection portion of the first sub pipeline 47 to the passage 34 of the main pipeline 34 , Attached to the passage forming member 44.

  The damping force adjustment mechanism 35 has a first orifice 51 for throttling the flow of the damper oil from the first oil chamber 24 to the second oil chamber 25, and the second oil chamber 25 to the first oil chamber 24. A second orifice 52 for throttling the flow of the damper oil, and a damping force adjusting valve 54 for changing the damping area by changing the flow area of the bypass 53 bypassing the first and second orifices 51 and 52 .

  The passage forming member 44 is provided with a mounting hole 55 coaxially connected to one end of the passage 34 in the main conduit 34, and the damping force adjustment mechanism 35 is fitted in the mounting hole 55. And fixed to the passage forming member 44.

  The damping force adjustment mechanism 35 is a case member 56 which is fitted and fixed to the outer end opening of the mounting hole 55, and a partition which is fitted to the mounting hole 55 axially inward of the case member 56. A member 57 and a connection support member 58 connecting between the case member 56 and the partition member 57 are provided. The connection support member 58 is formed to have a smaller diameter than the support cylindrical portion 58a by coaxially penetrating the cylindrical support cylindrical portion 58a fitted and fixed in the case member 56 and the partition wall member 57. It integrally has a support rod portion 58b, and the partition member 57 is fixed to the support rod portion 58b.

  An annular shape is provided in the passage forming member 44 between the case member 56 and the partition member 57 so as to communicate with the inside of the connection pipe portion 44 a and to communicate with the inside of the first sub pipeline 47 so as to surround the connecting support member 58. A chamber 59 is formed. Moreover, in order to seal the annular chamber 59 from both sides in the axial direction, the annular second seal member 61 interposed between the case member 56 and the passage forming member 44 is mounted on the outer periphery of the case member 56, and the partition member An annular third seal member 62 interposed between the channel forming member 57 and the passage forming member 44 is mounted on the outer periphery of the partition member 57.

  The first orifice 51 and the second orifice 52 are formed in the partition member 57 so as to be interposed between the passage 43 and the annular chamber 59 in the main conduit 34. Moreover, in the projecting portion toward the passage 43 of the support rod portion 58b penetrating the central portion of the partition wall member 57, the passage 43 for permitting the flow of oil from the passage 43 to the second orifice 52 A first leaf valve is mounted to block the flow of oil from the first orifice 51 to the first orifice 51, and the annular chamber to the first orifice 51 is installed at the proximal end of the support rod portion 58b on the annular chamber 59 side. A second leaf valve 64 is mounted which permits the flow of oil from 59 but prevents the flow of oil from the annular chamber 59 to the second orifice 52. That is, the first orifice 51 squeezes the flow of oil from the first oil chamber 24 to the second oil chamber 25, and the second orifice 52 squeezes the flow of oil from the second oil chamber 25 to the first oil chamber 24. It will be.

  A valve chamber hole 65, a screw hole 66 connected to the valve chamber hole 65, and a diameter larger than the screw hole 66 are provided in the support cylindrical portion 58a of the connection support member 58 sequentially from the support rod portion 58b side. A first support hole 67 is formed coaxially, and a second support hole 68 larger in diameter than the first support hole 67 is formed in the case member 56 coaxially with the first support hole 675. Ru. Further, a pair of passage holes 69 connecting between the annular chamber 59 and the valve chamber hole 65 is formed in the support cylindrical portion 58a so as to be disposed on one diameter line of the support cylindrical portion 58a. On the other hand, in the support rod portion 58b, the bypass passage 53 having a diameter smaller than that of the valve chamber hole 65 bypasses the first and second orifices 51 and 52, and between the annular chamber 59 and the passage 43. It is formed coaxially with the valve chamber hole 65 so as to be connected.

  A movable member 70 having a short cylindrical shape is screwed on the screw hole 66 of the support cylindrical portion 58a so as to close the valve chamber hole 65 from the screw hole 66 side, and the valve chamber hole A valve chamber 71 is formed between the support cylindrical portion 58 a and the movable member 70 in the portion 65. In the movable member 70, a short cylindrical throttle valve portion 72 formed to have a smaller diameter than the movable member 70 is coaxially and integrally provided continuously, and the throttle valve portion 72 is disposed in the valve chamber 71. .

  The damping force adjustment valve 54 is a needle valve portion coaxially and integrally connected to the throttle valve portion 72 such that a part of the bypass path 53 and an end of the bypass path 53 on the valve chamber 71 side can be inserted. The needle valve portion 73 is formed with a tapered portion 73a whose diameter decreases toward the tip end.

  In the first and second support holes 67 and 68, a rotational operation member 74 connected rotatably to the movable member 70 from the opposite side to the damping force adjustment valve 54 is rotatably fitted. An annular fourth seal member 75 interposed between the rotary operating member 74 and the second support hole 68 is mounted on the outer periphery of the rotary operating member 74.

  An electric actuator 76 such as a stepping motor is connected to the rotation operation member 74, and the rotation of the rotation operation member 74 by the electric actuator 76 advances or retracts the movable member 70, thereby The axial position of the connection portion of the throttle valve portion 72 and the needle valve portion 73 changes in the valve chamber 71. Thereby, the flow area of the damper oil in the valve chamber 71 interposed between the auxiliary oil chamber 37 and the first oil chamber 24 is changed, and the flow amount of the damper oil flowing in the first sub pipeline 47 is adjusted It will be done. That is, the damping force adjustment mechanism 35 is provided in the main pipeline 34 with a valve function to adjust the flow rate of damper oil flowing in the first sub pipeline 47.

  Further, the amount of insertion of the needle valve portion 73 into the bypass path 53 is changed by the forward or backward movement of the movable member 70, and the bypass path where the damping force adjustment valve 54 bypasses the first and second orifices 51, 52. The flow area of 53 is changed to change the damping force.

  Next, the operation of the first embodiment will be described. The pump unit 21 includes a pump case 23 having a cylinder hole 22 closed at both ends, and first and second oil chambers 24 and 25 filled with damper oil. A piston 26 formed between the pump case 23 and slidably fitted in the cylinder hole 22 and disposed in the first oil chamber 24 of the first and second oil chambers 24 and 25 And a piston rod 27 connected to the piston 26 in a fluid-tight manner while penetrating one end of the pump case 23; one of the pump case 23 and the piston rod 27 (this first embodiment) Then, the pump case 23) is attached to the vehicle body frame F, and the other of the pump case 23 and the piston rod 27 (in the first embodiment, the piston rod) Since 7) is attached to the front fork 11, the arrangement space of the pump unit 21 around the steering 13 thereby promoting simplification and miniaturization of the pump unit 21 can be easily ensured.

  Further, the first oil chamber 24 and the second oil chamber 25 are connected via the main pipeline 34, and are formed in the sub tank 36 and in an auxiliary oil chamber 37 in a pressurized state, and the main pipeline 34 and However, the amount of damper oil flowing into the second oil chamber 25 when the volume of the first oil chamber 24 decreases is larger than the amount of damper oil flowing into the first oil chamber 24 when the volume of the second oil chamber 25 decreases. Since the connection is made via the flow rate adjusting means 38, the second oil chamber can be set while the pressure in the auxiliary oil chamber 37 can be set low while preventing the straightness of the motorcycle from being impeded. When the piston 26 moves in the direction to reduce the volume of the damper 25, the damper oil is prevented from easily flowing into the auxiliary oil chamber 37 from the second oil chamber 25 so that the damper oil Adjust the distribution appropriately, It is possible to obtain a damper performance.

  The pump unit 21 is disposed on one side (left side in the first embodiment) of a virtual plane VP extending in the longitudinal direction of the vehicle through the rotation center C of the steering 13, and the amount of flow of damper oil is The damping force adjustment mechanism 35 and the sub tank 36 interposed between the first oil chamber 24 and the second oil chamber 25 are arranged separately from the pump unit 21 while squeezing to adjust the damping force. Thus, the pump unit 21 can be downsized, and the pump unit 21 can be compactly disposed between the front fork 11 and the vehicle body frame F on the left side in the vehicle width direction.

  Further, a first sub-pipe connecting the main conduit 34 and the auxiliary oil chamber 37 such that the flow rate adjusting means 38 reduces the flow rate of the damper oil flowing from the main conduit 34 into the auxiliary oil chamber 37 A passage 47 and a check valve 49 for allowing the flow of damper oil from the auxiliary oil chamber 37 to the main pipe 34 are interposed to connect the main pipe 34 and the auxiliary oil chamber 37. Since the second sub pipeline 48 is provided, the flow rate of the damper oil flowing into the auxiliary oil chamber 37 via the first sub pipeline 47 is reduced, and the check valve 49 in the second sub pipeline 48 is connected to the main pipeline 34 The flow of damper oil to the auxiliary oil chamber 37 side can be blocked, and when the piston 26 moves in the direction to reduce the volume of the second oil chamber 25, the second sub-channel 48 from the second oil chamber 25. Through The piston is moved in a direction to reduce the volume of the first oil chamber 24 by blocking the flow of the damper oil into the auxiliary oil chamber 37 and throttling the flow amount in the first sub pipeline 47 to flow the damper oil into the auxiliary oil chamber 37. The damper oil is supplied from the auxiliary oil chamber 37 to the second oil chamber 25 via the second sub conduit 48 when the motor 26 moves, and the damper accompanying the movement of the piston 26 by the flow rate adjusting means 38 having a simple configuration. The flow of oil can be properly adjusted to obtain good damper performance.

  Further, a path from the auxiliary oil chamber 37 to the second oil chamber 25 through the second sub pipe line 48 and the main pipe line 34 is the path from the first oil chamber 24 through the main pipe line 34. Since it is set shorter than the path to the second oil chamber 25, the supply of damper oil from the auxiliary oil chamber 37 to the second oil chamber 25 becomes quick.

  Further, the damping force adjustment mechanism 35 is provided on the main conduit 34 so that the amount of throttling can be made variable while the amount of damper oil flowing through the main conduit 34 can be reduced. It is possible to adjust the damping force by squeezing the amount of damper oil flowing through the main conduit 34 at 35 and adjusting the damping force, and when the piston 26 moves in the direction to reduce the volume of the second oil chamber 25 A part of the damper oil that has flowed out of the oil chamber 25 and passed through the damping force adjustment mechanism 35 flows to the first oil chamber 24 and the remaining damper oil is throttled in the first sub pipeline 27 to assist the auxiliary oil chamber When the piston 26 moves in the direction to decrease the volume of the first oil chamber 24, the damper oil that has flowed out of the first oil chamber 24 passes the damping force adjustment mechanism 35 and the second To the oil chamber 25 side It is possible to adjust the damping force by being.

  Further, since the damping force adjusting mechanism 35 has a valve function of adjusting the flow rate of the damper oil flowing through the first sub-pipeline 47 and is provided in the main pipeline 34, the number of parts can be reduced. it can.

  In addition, since at least a part of the main conduit 34 is configured to be deformable, it is possible to follow the deformation of the main conduit 34 at the time of steering.

  Further, in the pump unit 21, an annular bush 28 is interposed between the outer periphery of the piston 26 and the inner periphery of the cylinder hole 22 so as to seal between the first oil chamber 24 and the second oil chamber 25. Therefore, by using an inexpensive bush 28 to seal between the first and second oil chambers 24 and 25 in which the same damper oil is contained, the space between the first and second oil chambers 24 and 25 is While the sealing is not perfect, the cost can be reduced.

  Although the second embodiment of the present invention will be described with reference to FIGS. 5 and 6, parts corresponding to those of the first embodiment are only illustrated with the same reference numerals, and details will be described. Description is omitted.

  A single pump unit 21 constituting a part of the steering damper device 20 has one left and right sides of an imaginary plane VP extending in the longitudinal direction of the vehicle through the center of rotation C of the steering 13, ie the axis of the head pipe 14 In the second embodiment, the bottom bridge 11b of the front fork 11 constituting a part of the steering 13 and the left main frame 18 of the main frames 18 of the vehicle body frame F are disposed on the left side). It is provided between.

  A bracket 82 is provided on the lower surface of the main frame 18 on the left side in the vehicle width direction of the pair of left and right main frames 18 that form a part of the vehicle body frame F and extend rearward from the head pipe 14. The mounting projection 23 a of the pump case 23 in the above is rotatably mounted on the bracket 82 via a pin 32. Further, the projecting end 27a of the piston rod 27 of the pump unit 21 from the pump case 23 is rotatably attached to the lower surface of the bottom bridge 11b via a pin 33. That is, the pump unit 21 is provided between the lower surface of the bottom bridge 11 b of the front fork 11 and the lower surface of the left main frame 18 of the vehicle body frame F.

  According to the second embodiment, the same effect as that of the first embodiment can be obtained. In particular, the empty space on the lower surface of the main frame 18 is effectively used to arrange the pump unit 21. it can. Further, the appearance can be improved while lowering the center of gravity, and in particular, the steering damper device 20 can be protected without providing a special cover by arranging the steering damper device 20 in a cowl (vehicle body cover). .

  As shown in FIG. 7, according to a third embodiment of the present invention, one side of an imaginary plane VP extending in the longitudinal direction of the vehicle through the center of rotation C of the steering 13, ie, the axis of the head pipe 14 (this second In the embodiment, the single pump unit 21 is disposed on the left side, and the projecting end 27a of the piston rod 27 of the pump unit 21 from the pump case 23 is provided on the bracket 31 provided on the upper surface of the left main frame 18. The protruding end 23 a of the pump case 23 may be rotatably attached to the top surface of the top bridge 11 a of the front fork 11 through a pin 32.

  In the fourth embodiment of the present invention, as shown in FIG. 8, the sub tank 36, the passage forming member 44, the first sub conduit 47 and the second sub conduit 48 in the steering damper device 20 correspond to the front fork 11. The projecting end 27a of the pump rod 21 from the pump case 23 of the pump unit 21 is rotatably attached to the upper surface of the left main frame 18, and the projecting end 23a of the pump case 23 is attached. May be rotatably attached to the top surface of the top bridge 11a.

  Furthermore, as a fifth embodiment of the present invention, as shown in FIG. 9, the sub-tank 36, the passage forming member 44, the first sub pipeline 47, and the second sub pipeline 48 in the steering damper device 20 The projecting end 27a of the pump unit 21 from the pump case 23 of the piston rod 27 in the pump unit 21 is rotatably attached to the upper surface of the top bridge 11a. The end 23 a may be rotatably attached to the upper surface of the left main frame 18.

  As a modification of the fourth and fifth embodiments, a pump unit 21 is provided between the lower surface of the bottom bridge 11b of the front fork 11 and the lower surface of the main frame 18 on the left and right sides. The passage forming member 44, the first sub pipeline 47, and the second sub pipeline 48 may be attached to the lower surface of the bottom bridge 11b, as in the second embodiment. The pump unit 21 can be disposed by effectively utilizing the empty space on the lower surface of the main frame 18, and the appearance can be improved while lowering the center of gravity, and the steering damper device 20 is disposed in the cowl. Thus, the steering damper device 20 can be protected without providing a special cover.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various design change is made, without deviating from this invention described in the claim. Is possible.

  For example, although the above-mentioned embodiment explained the steering damper device 20 of the two-wheeled motor vehicle, the present invention is widely applicable to a saddle-ride type vehicle including a three-wheeled motor vehicle.

11 ··························································································································································································································································· 1st oil chamber 25 ··· second oil chamber 26 ... piston 27 ... piston rod 35 ... damping force adjustment mechanism 36 ... sub tank 37 ... auxiliary oil chamber 38 ... flow rate adjustment means 47 ... first sub pipeline 48 ... · Second sub-pipeline 49 · · · Check valve C · · · Center of rotation of steering F · · · body frame VP · · · virtual plane extending

Claims (7)

  A first oil chamber (24) and a second oil chamber (25) filled with damper oil are formed between the pump case (23) and a pump case (23) having a cylinder hole (22) closed at both ends. A steering component (11) and a vehicle body frame, the pump unit (21) comprising a piston (26) slidably fitted in the cylinder hole (22), and constituting a part of a steering (13) (F) A damping force adjustment mechanism (35) provided between the first oil chamber (24) and the second oil chamber (25) for adjusting the damping force by throttling the flow rate of damper oil. Of the first oil chamber (24) and the second oil chamber (25) among the first oil chamber (24) and the pump case (23). Liquid-tightly penetrate one end A piston rod (27) is connected to the piston (26), and one of the pump case (23) and the piston rod (27) is attached to the body frame (F), and the pump case (23) and the The other of the piston rods (27) is attached to the steering component (11), and the first oil chamber (24) and the second oil chamber (25) are connected via a main conduit (34), When the volume of the first oil chamber (24) decreases, the auxiliary oil chamber (37) formed in the sub tank (36) and in the pressurized state, and the main pipeline (34) 25) through the flow rate adjusting means (38) in which the amount of damper oil flowing into the second oil chamber (25) is larger than the amount of damper oil flowing into the first oil chamber (24) when the volume of the second oil chamber (25) decreases. Connected Steering damper device for a saddle-ride type vehicle according to claim Rukoto.   The pump unit (21) is disposed on one side of a virtual plane (VP) extending in the longitudinal direction of the vehicle through the rotation center (C) of the steering (13), and the damping force adjustment mechanism (35) and the The steering damper device for a saddle-ride type vehicle according to claim 1, wherein the sub tank (36) is disposed separately from the pump unit (21).   The flow rate adjusting means (38) reduces the flow rate of the damper oil flowing from the main line (34) into the auxiliary oil chamber (37) to reduce the flow rate of the damper oil. 37) A first sub-pipeline (47) connecting between them, and a check valve (49) which allows the flow of damper oil from the auxiliary oil chamber (37) to the main pipeline (34) side. The second sub-pipeline (48) connecting between the main pipeline (34) and the auxiliary oil chamber (37) as described above is for a saddle-ride type vehicle according to claim 1 or 2, Steering damper device.   The path from the auxiliary oil chamber (37) to the second oil chamber (25) through the second sub pipe (48) and the main pipe (34) is from the first oil chamber (24) The steering damper device for a saddle-ride type vehicle according to claim 3, characterized in that the path is set shorter than the path leading to the second oil chamber (25) via the main conduit (34).   The damping force adjusting mechanism (35) is provided in the main pipe (34) with the throttling amount being variable while the throttling amount of damper oil flowing through the main pipe (34) can be reduced. The steering damper device for a saddle-ride type vehicle according to claim 4, characterized in that   The damping force adjusting mechanism (35) has a valve function of adjusting the flow rate of damper oil flowing through the first sub-passage (47) and is provided in the main line (34). The steering damper device for a saddle-ride type vehicle according to claim 5.   The steering damper device for a saddle-ride type vehicle according to any one of claims 1 to 6, wherein at least a part of the main conduit (34) is configured to be deformable.

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