JP4649367B2 - Front wheel suspension system for motorcycles - Google Patents

Description

  The present invention relates to a front wheel suspension device for a motorcycle.

2. Description of the Related Art Conventionally, in motorcycles, a suspension is provided in order to mitigate frame acceleration caused by overcoming road surface irregularities and to improve the stability of a vehicle body during travel.
The conventional front suspension is often a telescopic type due to the relationship with the steering mechanism, but a front-wheel suspension device for a double wishbone type motorcycle in which a swing arm is combined with a damping mechanism has also been proposed ( For example, see Patent Document 1.)
Japanese Patent Laid-Open No. 62-198588

In the above-described conventional double wishbone type motorcycle front wheel suspension system, when trying to suppress the change in caster angle to a small value, looking at the trajectory of the front axle due to the restriction of the link mechanism, the ratio ε, That is,
ε = the amount of movement in the front-rear direction / the amount of movement in the up-down direction gradually increases as the stroke becomes deeper.
As a result, since the amount of movement in the front-rear direction is small at the initial stage of the stroke, there is a limit to improving the ride comfort when, for example, riding over a bumpy road surface.

  Therefore, an object of the present invention is to eliminate the above-described problems of the conventional technique, and as the stroke becomes deeper from the beginning of the stroke, the ratio of the amount of movement in the front-rear direction to the amount of movement in the front-rear direction ε (= front-rear movement) It is an object of the present invention to provide a front wheel suspension device for a motorcycle that can reduce the amount / the amount of movement in the vertical direction) and can improve the riding comfort.

  In order to solve the above-described problems, the present invention provides a front wheel suspension device for a motorcycle in which a front wheel steering mechanism is suspended so as to be swingable with respect to a vehicle body via a plurality of link members. The steering mechanism includes a pivot support member, and the steering mechanism is suspended from the vehicle body so as to be swingable integrally with the steering pivot support member. A steering mechanism side shaft support portion that supports the side shaft support portion and the steering mechanism, and at least one of the plurality of link members has the steering mechanism side shaft support portion disposed behind the vehicle body side shaft support portion; It is characterized by that.

  According to the above configuration, it is possible to increase the amount of movement in the front-rear direction relative to the vehicle body of the front wheel suspension mechanism in the initial swing of the link member when overcoming a step or the like. Riding comfort can be improved by easily absorbing the load in the direction. Even when the suspension is fully extended as in acceleration, the front axle moves forward, so the center of gravity of the vehicle body can be moved forward and the limit of pitching over can be set large. It becomes possible.

  In this case, the attachment position of at least one link member among the plurality of link members is a position where the turning shaft passes between the vehicle body side shaft support portion and the steering mechanism side shaft support portion in a side view of the vehicle body. You may make it be said.

  According to the above configuration, the link member swings due to the diagonally upward upward force received by the front wheel suspension mechanism. Since it is possible to increase the amount of direction movement, it is possible to easily absorb the load in the vehicle front-rear direction generated when traveling on an uneven road surface and improve the riding comfort. Even when the suspension is fully extended as in acceleration, the front axle moves forward, so the center of gravity of the vehicle body can be moved forward and the limit of pitching over can be set large. It becomes possible.

The turning shaft support member is swingably supported by the plurality of link members, and each of the link members extends from the vehicle body side shaft support portion provided on the vehicle body to the rear of the vehicle body, and is on the steering mechanism side. You may make it reach a shaft support part.
According to the above configuration, the plurality of link members cooperate to absorb the impact, so that the swinging motion of the swing arm is stabilized and the shock can be absorbed more smoothly.

  Further, the steering shaft support member is supported by a pair of upper and lower link members so as to be swingable, and one link member extends forward from the vehicle body side shaft support portion provided on the vehicle body to the steering mechanism side shaft support portion. Thus, another link may extend from the vehicle body side shaft support portion provided on the vehicle body to the rear side of the vehicle body and reach the steering mechanism side shaft support portion.

  According to the above configuration, due to the swing of the pair of upper and lower swing arms caused by the vehicle rearward force received by the front wheel suspension mechanism, the front wheel axle increases the above-mentioned ε at the beginning of the displacement when the axle is raised. As the displacement increases, it is possible to take an axle trajectory (hereinafter referred to as a substantially J-shaped trajectory) in which ε decreases. This facilitates the initial movement of the vertical movement of the front wheels against the load in the diagonally backward direction applied to the axle when overcoming a step, and reduces the acceleration applied to the vehicle body, in other words, the impact applied to the vehicle body. be able to.

  According to the present invention, the amount of movement in the front-rear direction can be increased at the beginning of the stroke, and riding comfort is improved. In addition, the limit of pitching over at the time of initial acceleration can be set large.

Preferred embodiments of the present invention will be described below with reference to the drawings. In the description, descriptions of directions such as front and rear, right and left and up and down are for the vehicle body.
[1] First Embodiment FIG. 1 is a side view showing an overall configuration of a motorcycle according to a first embodiment.
The motorcycle 1 includes a vehicle body frame 2, a pipe member (steering shaft support member) 22 that is a head pipe that is swingably supported by the vehicle body frame 2, and a left and right that are rotatably supported by the pipe member 22. A pair of front forks (supports) 3, a steering handle 4 that is attached to the upper ends of these front forks 3 and disposed at the front and upper part of the vehicle body, and a front wheel 5 that is rotatably supported by the front fork 3 An engine 6 supported by the vehicle body frame 2 at the approximate center of the vehicle body, a radiator 7 disposed in front of the engine 6, and a rear fork supported by the rear end of the engine 6 and the vehicle body frame 2 so as to be swingable up and down. 8, a rear wheel 9 rotatably supported at the rear end of the rear fork 8, a fuel tank 10 disposed at the top of the vehicle body frame 2, and a rear side of the fuel tank 10. Front seat 11 and the pillion passenger location has been the driver is seated is provided with a rear seat 12 to be seated, substantially the entire vehicle body is configured to full cowling type covered by the cowl 13.

  The body frame 2 includes a main frame 20 that supports the engine 6 and the like, and a seat rail 21 that supports the seats 11 and 12 and the like, and these are manufactured by casting or forging a metal material such as an aluminum alloy. . The main frame 20 is divided to the left and right in front of the pipe member 22 (see FIG. 3), and supports the pipe member 22 in a swingable manner and the rear fork 8 inside thereof.

  Further, as shown in FIG. 3, the main frame 20 has a frame interval that increases toward the rear of the vehicle, and a downstream side thereof is formed at a slightly wider interval than the width of the cylinder head 6 </ b> A (including the head cover) of the engine 6. The Further, as shown in FIG. 1, a cylinder head 6A of the engine 6 is disposed between the left and right parts of the front side of the main frame 20. In this state, the boss 23 at the lower front portion of the main frame 20 is disposed. Is connected to the front coupling portion 6B1 formed integrally with the front portion of the cylinder block 6B of the engine 6 with a bolt 80A, and the boss 24 at the center front portion of the main frame 20 is formed integrally with the rear portion of the cylinder block 6B. Further, it is connected to the rear coupling portion 6B2 with a bolt 80B.

  Further, the main frame 20 is provided with a fixing portion 20B1 fixed to the rear portion of the crankcase 6C of the engine 6 with a bolt 80C and an extension portion 20B2 extending rearward and upward from the upper end of the fixing portion 20B1. A pivot 25 is provided in the portion 20B1. A rear fork 8 is connected to the pivot 25 so as to be swingable up and down, and a rear cushion unit 26 is attached to the rear fork 8. A seat rail 21 is attached to the extending portion 20B2 so as to extend further rearward than the extending portion 20B2, and the front seat 11 is positioned on the seat rail 21 at a position corresponding to the rear of the fuel tank 10. The rear cowl 13B is attached so as to cover both sides of the front seat 11 from the lower side toward the rear side, and the rear seat 12 is attached above the rear cowl 13B.

The fuel tank 10 is supported by the rear frame 20B so as to be positioned above the rear part of the crankcase 6C of the engine 6, and in a gap surrounded by the fuel tank 10, the cylinder head 6A, and the pair of left and right front frames 20A. An air box 30 is attached.
The engine 6 includes a crankcase 6C to which the oil pan 6D is connected as described above, a cylinder block 6B integrally formed at the front portion of the crankcase 6C, and a cylinder head 6A connected to the upper side of the cylinder block 6B. And a four-cylinder four-cycle engine (multi-cylinder engine) in which four cylinders (cylinders) are arranged in parallel in the left-right direction in a cylinder block 6B. In the engine 6, the cylinder block 6B and the cylinder head 6A are formed in a shape slightly inclined forward with respect to the crankcase 6C, whereby the center of gravity position of the engine 6 is formed forward.

  As shown in FIG. 1, four exhaust pipes 27 are connected to the front part of the cylinder head 6A. The exhaust pipes 27 extend below the crankcase 6C, pass through the lower part of the crankcase 6C, and the rear of the vehicle. After the crankcase 6C is gathered into one collective exhaust pipe and extends upward, it extends rearward along the seat rail 21, and a muffler 29 is connected to the end thereof. The muffler 29 is fixed to the seat rail 21 and a heat shielding plate (not shown) is provided around the muffler 29.

FIG. 2 is a side view for explaining the front wheel suspension device of the first embodiment, and FIG. 3 is a perspective view of the front wheel suspension device as viewed from the rear.
The front wheel suspension device 50 includes a first link 51 and a second link 52, and one end 51 </ b> A of the first link 51 is on the vehicle front side of the pipe member 22, that is, a pipe member (steering shaft support member) that is a head pipe. 22 is pivotally attached to a first bearing portion 61 provided on the vehicle body frame 2 on the front side of the steered shaft DA that is positioned by the wheel 22. The other end 51B is on the vehicle rear side of the pipe member 22, that is, steered. It is rotatably attached to a bearing portion 22A1 of the first arm 22A provided on the rear side of the axis DA.

  The second link 52 is arranged in parallel with the first link 51, and one end 52 </ b> A is rotatably attached to a second bearing portion 62 provided on the vehicle body frame 2 in front of the pipe member 22, and the other end. 52B is rotatably attached to a bearing portion 22B1 (see FIG. 4) of the second arm 22B provided on the vehicle rear side of the pipe member 22. Further, the second arm 22B has a mounting portion 22C, to which one end side of the shock absorber 65 is mounted, and the other end side is mounted to the third bearing portion 63 of the vehicle body frame 2.

FIG. 4 is an operation explanatory diagram of the front wheel suspension device of the first embodiment.
When the front wheel 5 rides on a step on the road surface while the motorcycle 1 is traveling, the front fork 3 receives an upward force from the front wheel 5 and the pipe member 22 is connected to the front fork 3 through the front fork 3. Receives an upward force from diagonally backward.

  Then, each link 51, 52 rotates from the state indicated by the alternate long and short dash line to the state indicated by the solid line with the rotation center axis of each bearing portion 61, 62 as the rotation center. That is, the first link 51 rotates about the first bearing portion 61 as the rotation center in the direction indicated by the one-dot chain line in FIG. Is rotated in the direction of the arrow B by an amount proportional to the received force with the second bearing portion 62 as the rotation center. At the same time, the pipe member 22 rotates while being compressed against the urging force of the spring 65A of the shock absorber 65 so that the axle 5A of the front wheel 5 shown in FIG. To do. In parallel with this, the bearing portion 22A1 of the first arm 22A and the bearing portion 22B1 of the second arm 22B rotate to the position shown by the solid line, and the shock absorber 65 rotates around the rotation center axis of the third bearing portion 66. Rotates as the center of movement.

  As a result, when the rear direction of the motorcycle 1 is the coordinate system of the positive direction of the x-axis and the upward direction is the positive direction of the y-axis, the axle 5A of the front wheel 5 is initially large in the positive direction of the x-axis. Then move in the positive direction of the y-axis.

  According to the present embodiment, when overcoming the step, the front-rear direction (horizontal direction) component, that is, the amount of movement in the front-rear direction can be relatively increased by the initial movement of the axle 5A of the front wheel 5, so that vibration is easily absorbed. To improve ride comfort. Further, since the amount of movement in the vertical direction is small at the time of initial acceleration, the lift (lifting) of the front body frame 2 is reduced.

[2] Second Embodiment The second embodiment is different from the first embodiment in that a so-called watt link mechanism is used as the front wheel suspension device.

Hereinafter, the structure of the front-wheel suspension apparatus of 2nd Embodiment is demonstrated.
FIG. 5 is a side view showing the overall configuration of the motorcycle according to the second embodiment, FIG. 6 is a side view for explaining the front wheel suspension device, and FIG. 7 is a perspective view of the front wheel suspension device as viewed from the rear. is there. The front wheel suspension device 70 includes a first link 71 and is positioned by a pipe member (steering shaft support member) 22X that is a head pipe.

  More specifically, one end 71A of the first link 71 is rotatably attached to a first bearing portion 81 provided on the vehicle body frame 2 on the vehicle rear side from the pipe member 22X, and the other end 71B is connected to the pipe member 22X. The first arm 22XA provided on the front side of the vehicle is rotatably attached to a bearing portion 22XA1.

  In parallel with the first link 71, the second link 72 has one end 72A on the front side of the pipe member 22X, that is, the front of the turning shaft DA that is positioned by the pipe member (steering shaft support member) 22X that is a head pipe. It is rotatably attached to a second bearing portion 82 provided on the vehicle body frame 2 on the side.

  The other end 72B of the second link 72 is rotatably attached to the bearing portion 22XB1 of the second arm 22XB provided on the vehicle rear side of the pipe member 22X, that is, on the rear side of the steered shaft DA. Further, the second arm 22XB has an attachment portion 22XC to which the shock absorber 65 is attached. The other end side of the shock absorber 65 is attached to the third bearing portion 66 of the vehicle body frame 2.

FIG. 8 is an operation explanatory view of the front wheel suspension device of the second embodiment.
When the front wheel 5 rides on a step on the road surface while the motorcycle 1 is traveling, the front fork 3 receives an obliquely upward force through the front wheel 5, and the pipe member 22X is inclined through the front fork 3. Receives upward upward force. As a result, the first link 71 rotates about the rotation center axis of the first bearing portion 81, and accordingly, the bearing portion 22XA1 of the first arm 22XA of the pipe member 22X is on the circumference R1. Is rotated in the direction of arrow A1.

  On the other hand, the second link 72 rotates about the rotation center axis of the second bearing portion 82 as a rotation center, and accordingly, the bearing portion 22XB1 of the second arm 22XB of the pipe member 22X moves on the circumference R2. It rotates in the direction of arrow B1. At this time, since the distance L between the center axis of the bearing portion 22XA1 of the first arm 22XA and the center axis of the bearing portion 22XB1 of the second arm 22XB is constant, the bearing portion 22XA1 of the first arm 22XA is positioned at positions P11 → P12 → When moving in the order of P13 → P14, the bearing portion 22B1 of the second arm 22XB moves in the order of positions P21 → P22 → P23 → P24.

  As a result, the pipe member 22X rotates along the direction of the arrow C1, compresses the spring 65A of the shock absorber 65 against the urging force, and compresses the shock absorber 65 with the rotation center axis of the third bearing portion 66. Is rotated about the rotation center. More specifically, the pipe member 22X swings in a J-shaped rotation locus. As a result, the axle 5A of the front wheel 5 draws a J-shaped locus as indicated by an arrow C1 in FIG. Rocks.

  According to the present embodiment, when overcoming the step, the front-rear direction (horizontal direction) component, that is, the amount of movement in the front-rear direction can be relatively increased by the initial movement of the axle 5A of the front wheel 5, so that vibration is easily absorbed. To improve ride comfort. Further, since the amount of movement in the vertical direction is small at the time of initial acceleration, the lift (lifting) of the front body frame 2 is reduced.

Next, the configuration of a front wheel suspension device according to a modification of the second embodiment will be described.
FIG. 9 is a side view for explaining the front wheel suspension device, and FIG. 10 is a perspective view of the front wheel suspension device as viewed from the rear. 9 and 10, the same parts as those in FIGS. 6 and 7 are denoted by the same reference numerals.
The front wheel suspension device 70A includes a first link 71, and one end 71A of the first link 71 is rotatable to a first bearing portion 81 provided on the vehicle body frame 2 on the vehicle rear side from the pipe member 22Y. The first arm provided with the other end 71B on the vehicle front side of the pipe member 22Y, that is, on the front side of the steered shaft DA positioned by the pipe member (steered shaft support member) 22Y which is a head pipe. It is rotatably attached to a 22YA bearing portion 22YA1.

The second link 72Y rotates in parallel with the first link 71 with a second bearing portion 82 provided on the vehicle body frame 2 at one end 72YA on the rear side of the pipe member 22Y, that is, on the rear side of the steered shaft DA. The other end 72YB is rotatably attached to a sliding bearing portion 22YB1, which will be described later, provided on the vehicle rear side of the pipe member 22Y.
The second arm 22YB has an attachment portion 22YC to which the shock absorber 65 is attached. The other end side of the shock absorber 65 is attached to the third bearing portion 66 of the vehicle body frame 2.
Further, the second arm 22YB has a swing bearing portion 22YD for supporting the slide bearing portion 22YB1 so as to be swingable.

FIG. 11 is an operation explanatory view of a front wheel suspension device according to a modification of the second embodiment. In FIG. 11, the same parts as those in FIG. 8 are denoted by the same reference numerals.
When the front wheel 5 rides on a step on the road surface while the motorcycle 1 is traveling, the front fork 3 receives an obliquely upward force through the front wheel 5 and the pipe member 22Y is inclined through the front fork 3. Receives upward upward force. As a result, the first link 71 rotates about the rotation center axis of the first bearing portion 81, and accordingly, the bearing portion 22YA1 of the first arm 22YA of the pipe member 22Y moves on the circumference R11. Rotate.

  On the other hand, the second link 72Y rotates about the rotation center axis of the swing bearing portion 22YD, and accordingly, the bearing portion 22YB1 of the second arm 22YB of the pipe member 22Y moves on the circumference R12. It will turn.

  As a result, the pipe member 22Y rotates and compresses the shock absorber 65 about the rotation central axis of the third bearing portion 66 while compressing the spring 65A of the shock absorber 65 against the biasing force. Let More specifically, the pipe member 22Y swings in a J-shaped rotation locus. As a result, the axle 5A of the front wheel 5 has a J-shaped locus as shown by an arrow C1 in FIG. Draw and rock.

  Even in the modification of the second embodiment, when overcoming the level difference, the initial movement of the axle 5A of the front wheel 5 can relatively increase the front-rear direction (horizontal direction) component, that is, the front-rear direction movement amount. It can be easily absorbed to improve riding comfort. Further, since the amount of movement in the vertical direction is small at the time of initial acceleration, the lift (lifting) of the front body frame 2 is reduced.

[3] Third Embodiment FIG. 12 is an explanatory diagram of a third embodiment.
In FIG. 12, a front fork 101 rotatably holds a front wheel 102, and further has sliders 103 (only one is shown in FIG. 12) on the left and right sides of the front wheel 102, respectively. The slider 103 is connected by a bottom ridge 104 at an upper end 103A, and supports an axle 102A on which a front wheel 102 rotates at a lower end 103B.

  Further, the front fork 101 has a pair of fork pipes 105 on the left and right, and the slider 103 is slidably held along the outer peripheral surface of the corresponding fork pipe 105. The pair of fork pipes 105 are connected to each other by an upper fork bridge portion 106 at their upper ends. A handlebar 118 is attached to the upper portion of the upper fork bridge portion 106 to constitute a front wheel steering system by operating the handlebar 118. The upper fork bridge portion 106 has a protruding portion 106A including a ball socket 106B.

  A rotation joint 109 is provided at the front end portion 107A of the body frame 107, and the rotation axis of the rotation joint 109 extends in the vertical direction of the drawing. The front fork 101 is pivotably attached to the vehicle body frame 107 via a link arm 110 that is pivotable to the pivot joint 109 and extends rearward from the pivot joint 109. . In this case, the link arm 110 is engaged with the protrusion 104A of the bottom bridge 104 via the ball joint 104B.

The joint body 111 has a ball head 111 </ b> A, and the ball head 111 </ b> A is attached to the upper fork bridge portion 106. Here, the ball head 111 </ b> A functions as the ball joint 108. As a result, when the handle bar 118 is rotated, the upper fork bridge portion 106 fixed to the handle bar 118 is rotated in the ball head 111A, and the fork pipe 105 and consequently the front wheel 102 are steered. Here, the turning axis DA is a straight line passing through the ball head 111A and the ball joint 104B. That is, here, the ball head 11A and the ball joint 104B serve as a turning shaft support member.
The joint body 111 is rotatably attached to a link head portion 112 provided on the vehicle body frame 107. Here, the rotation axis of the joint main body 111 is parallel to the rotation axis of the rotation joint 109 attached to the link arm 110 in a direction transverse to the motorcycle longitudinal direction.

  Further, a bearing ring 111B is formed on the joint body 111 at a substantially right angle to the ball head 111A. The bearing ring 111B is connected to the ball head 111A via a joint connecting portion 111C, and constitutes a bell crank together with the ball head 111A and the joint connecting portion 111C.

One end of the control arm 113 is pivotally attached to the bearing ring 111B, and the other end is pivotally attached to the bearing ring 110A of the link arm 110. These connections force the joint body 111 or the ball joint 108 to rotate, as will be described in detail below.
In the above configuration, the turning shaft of the front wheel 102 is a straight line passing through the center of the ball head 111A and the center of the ball joint 104B.

Next, the operation will be described.
During the elastic movement of the front wheel 102, the link arm 110 swings upward along the rotational direction indicated by the arrow 115 toward the position of the link arm 110 ′ indicated by the broken line.
In the initial swing, the link arm 110 pulls the control arm 113 upward and forward according to the motion trajectory.

As a result, the other end of the control arm 113 rotates the joint body 111 clockwise, and the ball head 111A rotates backward. That is, the front fork 101 is initially pushed forward in the direction of travel, and is in a more horizontal (sleeping) state.
When the link arm 110 further moves upward, the link arm 110 swings in a circular orbit and pushes the control arm 113 upward and backward in accordance with the movement orbit.

In this situation, the other end of the control arm 113 rotates the joint body 111 counterclockwise, and rotates the ball head 111A forward. That is, the front fork 101 is pushed rearward in the traveling direction, and is in a state closer to vertical.
To summarize the above operations, as a result of the interlocking of the direction of the front fork 101 with respect to the vehicle body frame 107 and the rotation state of the link arm 101, for example, the slider 103 moves to the position indicated by reference numeral 103 ′, and the axle 102A As indicated by 116, the movement follows a J-shaped trajectory.

  Therefore, according to the third embodiment, when overcoming the level difference, the front-rear direction (horizontal direction) component, that is, the amount of movement in the front-rear direction can be relatively increased by the initial movement of the axle 5A of the front wheel 5, so that vibration is easily absorbed. Riding comfort can be improved. Further, since the amount of movement in the vertical direction is small at the time of initial acceleration, the lift (lifting) of the front body frame 2 is reduced.

As described above, according to each embodiment, the impact absorption amount in the front-rear direction and the shock absorption amount in the vertical direction change to a more suitable ratio according to the size of the step during traveling, and the impact is smoothed. It is possible to improve the ride comfort.
In addition, the limit of pitching over can be set to a large value, so that the body frame can be prevented from sinking during acceleration and comfortable acceleration can be performed.

  In the above description of the first embodiment and the second embodiment, a case where the front fork that functions as a support passes through the head pipe that functions as a turning shaft support member and a handle is provided at the upper end is described. In the above description, the front fork is directly steered by the steering operation of the steering wheel. However, the steering wheel is connected to the vehicle body frame, and the steering wheel can be used to steer the front wheels via a steering coupling mechanism such as a link mechanism. It is also possible to configure so as to be connected to the front fork.

1 is a side view showing an overall configuration of a motorcycle according to a first embodiment. It is a side view for demonstrating the front-wheel suspension apparatus of 1st Embodiment. It is the perspective view which looked at the front-wheel suspension apparatus of 1st Embodiment from back. It is operation | movement explanatory drawing of the front-wheel suspension apparatus of 1st Embodiment. It is a side view which shows the whole structure of the motorcycle which concerns on 2nd Embodiment. It is a side view for demonstrating the front-wheel suspension apparatus of 2nd Embodiment. It is the perspective view which looked at the front-wheel suspension apparatus of 2nd Embodiment from back. It is operation | movement explanatory drawing of the front-wheel suspension apparatus of 2nd Embodiment. It is a side view for demonstrating the front-wheel suspension apparatus of the modification of 2nd Embodiment. It is the perspective view which looked at the front-wheel suspension apparatus of the modification of 2nd Embodiment from back. It is operation | movement explanatory drawing of the front-wheel suspension apparatus of the modification of 2nd Embodiment. It is explanatory drawing of 3rd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Motorcycle 2,107 Body frame 6 Engine 6A Cylinder head 6B Cylinder block 6B1 Front side connection part 6B2 Rear side connection part 10 Fuel tank 13 Cowl 20 Main frame 21 Seat rail 22, 22X, 22Y Pipe member (steering shaft support member)
22A 1st arm 22A1, 22XA1, 22YA1 Bearing part (steering mechanism side shaft support part)
22B 1st arm 22B1, 22XB1, 22YB1 Bearing part (steering mechanism side shaft support part)
50, 70 Front wheel suspension device 51, 71 First link (link member)
52, 72 Second link (link member)
65 Shock absorber (damping mechanism)
61, 81 First bearing portion (vehicle body side shaft support portion)
62, 82 Second bearing part (vehicle body side shaft support part)
109 Rotating joint (shaft support)
110 Link arm (link member)
DA steered shaft

Claims (4)

In a front wheel suspension device for a motorcycle that swingably suspends a front wheel steering mechanism through a plurality of link members with respect to a vehicle body,
The steered mechanism includes a steered shaft support member, and the steered mechanism is suspended on the vehicle body so as to be swingable integrally with the steered shaft support member.
Each of the plurality of link members has a vehicle body side shaft support portion that pivotally supports the vehicle body side and a turning mechanism side shaft support portion that supports the turning mechanism,
At least one of the plurality of link members has the steering mechanism side shaft support portion disposed behind the vehicle body side shaft support portion. The front wheel suspension system for a motorcycle according to claim 1,
The mounting position of at least one link member among the plurality of link members is a position where the turning shaft passes between the vehicle body side shaft support portion and the turning mechanism side shaft support portion in a side view of the vehicle body. A front wheel suspension device for a motorcycle characterized by the above. The front wheel suspension device for a motorcycle according to claim 1 or 2,
The steered shaft support member is swingably supported by the plurality of link members, and each of the link members extends from the vehicle body side shaft support portion provided in the vehicle body to the rear of the vehicle body, and the steered mechanism side shaft support portion. A front wheel suspension system for motorcycles, characterized in that The front wheel suspension device for a motorcycle according to claim 1 or 2,
The steering shaft support member is swingably supported by a pair of upper and lower link members, and one link member extends from the vehicle body side shaft support portion provided on the vehicle body to the front of the vehicle body to reach the steering mechanism side shaft support portion. A front wheel suspension device for a motorcycle, wherein the other link extends from the vehicle body side shaft support portion provided on the vehicle body to the rear side of the vehicle body and reaches the steering mechanism side shaft support portion.

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