JP5122537B2 - Front wheel steering device and tricycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain stable steering by fixing a connection member for turning without causing rattling for a long time. <P>SOLUTION: The front wheel steering device 15 has a stem pipe 16 in which a hollow part 87 is formed on an outer peripheral surface at the lower end, a head pipe 12 for rotatably supporting the stem pipe, and a cylinder body 90 in which a screw hole 92 is formed. The front wheel steering device includes the connection member 91 for turning which is fitted to the lower end of the stem pipe through the cylinder body, an abutment part 16b to which the fitted cylinder body is abutted, a screw member 85 which is screwed in the screw hole so that the tip end is inserted in the hollow part and fixes the fitted cylinder body and the stem pipe, and a steering mechanism 125 which is connected between the connection member for turning and a front fork axially supporting the front wheel and changes the direction of the front wheel from side to side accompanied by the rotation of the stem pipe. In the hollow part, an inclined surface is formed which pushes the cylinder body upward through the screw member by sliding the tip end toward the upper end side of the stem pipe as the screw member proceeds to be screwed. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a front wheel steering device that changes the direction of a front wheel to the left and right, and a front two-wheel tricycle equipped with the front wheel steering device.

In the case of a general bicycle, that is, a two-wheeled vehicle, a handle stem connected to a handle bar is directly connected to a front fork that pivotally supports a front wheel and is rotatably supported by a head pipe.
On the other hand, in the case of a four-wheeled vehicle such as a rear one-wheel front two-wheel type three-wheeled vehicle or a buggy, the front stem and the front fork cannot be directly connected because two front wheels are provided on the left and right. Therefore, normally, a turning connecting member is fixed to the lower end portion of the handle stem, and the turning connecting member and the left and right front wheels are linked to each other using a rod or the like.

  By the way, the handle stem is often fixed so as to be rotatable after being inserted into the head pipe from the lower side of the head pipe. However, in the case of a three-wheeled vehicle or a four-wheeled vehicle, the component member for link connection may be disposed below the head pipe, and it may be difficult to penetrate the handle stem from the lower side of the head pipe. is there. Therefore, in such a case, it is necessary to fix the turning connecting member to the lower end portion of the handle stem after penetrating the handle stem from the upper side of the head pipe.

  Therefore, if the turning connecting member is fixed to the lower end portion of the handle stem in advance by welding or the like, the handle stem may not be able to penetrate the head pipe. Therefore, in the case of a three-wheeled vehicle or a four-wheeled vehicle, a configuration is desired in which a turning connection member can be fixed later on the lower end portion of the head pipe.

In this regard, in a front and rear wheel steering device for a saddle-ride type four-wheel vehicle, a steering arm (turning connection member) can be fixed to the lower end portion of a steering shaft (handle stem) that is rotatably supported by a head pipe. Is known (see Patent Document 1).
In this case, when the steering arm is fixed, first, the steering shaft is rotatably supported, and then the steering arm is fitted to the lower end portion of the steering shaft. Next, a nut is screwed into a thread portion protruding from the lower end portion of the steering shaft. Finally, the steering arm is pressed against the steering shaft by tightening the nut. As a result, the steering arm can be fixed to the lower end portion of the steering shaft by retrofitting.

Japanese Patent Laid-Open No. 1-240374

By the way, when the steering arm is fixed, it is desired to accurately position the steering arm in the circumferential direction of the steering shaft and fix the steering arm so that rattling does not occur.
In this regard, with regard to positioning in the circumferential direction, it is possible to perform positioning by using a key, spline coupling, or the like. Also, the steering arm is pushed up by tightening the nut and fixed while being pressed against the steering shaft. As a result, the steering arm can be fixed to the steering shaft without rattling.

  However, in the conventional configuration, since the nut is screwed into the screw portion projecting downward, the nut may be loosened. For this reason, the pressing of the steering arm becomes sweet, and there is a risk that the mounting will be loose.

The present invention has been made in view of such circumstances, and its main object is to provide a front wheel steering system in which a turning connecting member is fixed and stable steering can be performed without rattling over a long period of time. Is to provide a device.
Another object is to provide a tricycle equipped with the front wheel steering device and having excellent steering performance.

In order to achieve the above object, the present invention provides the following means.
(1) A front wheel steering device according to the present invention is a front wheel steering device that changes the direction of a front wheel to the left and right, and is connected to a handlebar and has a stem pipe formed with a recess on the outer peripheral surface of a lower end portion. A swivel having a head pipe that rotatably supports the stem pipe and a cylindrical body having a screw hole formed in a radial direction, and is fitted to a lower end portion of the stem pipe through the cylindrical body Connecting member, and provided on the outer peripheral surface of the stem pipe, the abutting portion where the fitted cylindrical body abuts, and the front end portion screwed into the screw hole so as to enter the recessed portion and fitted A screw member that integrally fixes the cylindrical body and the stem pipe, and a connecting member for turning and a front fork that pivotally supports the front wheel are connected to each other. Steering to change the direction of the left and right And as the screw member is further screwed in, the tip portion thereof is slid toward the upper end side of the stem pipe, and the cylindrical body is interposed via the screw member. An inclined surface that is pushed upward is formed.

  In the front wheel steering device according to the present invention, when the stem pipe is turned in the turning direction via the handle bar during traveling, the turning connection member fixed by the screw member is turned in the same direction. Thereby, the steering mechanism changes the direction of the front wheel to the left and right as the stem pipe rotates. In this way, the direction of the front wheels can be changed to the right or left, and turning can be performed.

  By the way, when fixing the turning connection member to the stem pipe, first, the lower end portion of the stem pipe rotatably supported on the head pipe is covered with the cylindrical body of the turning connection member from below. Fit. At this time, the cylindrical body is fitted so as to abut against the abutting portion provided on the stem pipe. Subsequently, the screw member is screwed into the screw hole formed in the cylindrical body. Then, the screw member is screwed together while entering the recess formed in the lower end portion of the stem pipe. Thereby, a cylinder and a stem pipe can be integrally fixed, positioning in the circumferential direction and axial direction of this stem pipe.

  In particular, when the tip of the screw member enters the recess, the tip is pressed against the inclined surface. When the screw member is further screwed in, the tip end portion of the screw member slides on the inclined surface while the tip portion is pressed against the inclined surface, and the cylinder body moves upward toward the upper end portion side of the stem pipe. Moving. That is, the screw member is screwed in while moving upward. Therefore, the cylindrical body can be pushed upward via the screw member only by screwing the screw member. Thereby, it can fix, pressing a cylinder with respect to a contact | abutting part reliably. That is, the turning connecting member can be fixed while being pressed against the stem pipe.

  As a result, the turning connecting member can be fixed to the lower end portion of the stem pipe without causing it to swing. In particular, since the screw member is screwed into a screw hole formed along the radial direction of the cylindrical body, unlike the conventional case, it is difficult to loosen. Therefore, it is possible to fix the turning connection member without rattling over a long period of time, and stable maneuvering (turning traveling) can be performed.

(2) The front wheel steering device according to the present invention is the front wheel steering device according to the present invention, wherein the recess is formed in a conical shape with the entire inner surface being the inclined surface, and the turning connecting member is fitted. In this case, the center axis passing through the screw hole and the center axis passing through the recess are fitted in a state shifted in the axial direction of the stem pipe.

  In the front wheel steering device according to the present invention, when the turning connection member is fitted to the lower end portion of the stem pipe via the cylindrical body, the central axis of the recess and the central axis of the screw hole are aligned in the axial direction of the stem pipe. It will be in a shifted state. At this time, the central axis of the recess is positioned above the central axis of the screw hole. And if a screw member is screwed together in a screw hole, the front-end | tip part will move upwards, sliding on an inclined surface. Then, the screw member moves upward so that the center axis line of the hollow portion and the center axis line of the screw hole are eliminated, and both the center axis lines are matched. As a result, the turning connecting member can be fixed while being pressed against the stem pipe.

  In particular, since the recess is formed in a conical shape, the upward movement of the screw member can be stopped when the center axis of the recess coincides with the center axis of the screw hole. Therefore, the connecting member for turning can be fixed in a state where rattling is reliably suppressed while preventing excessive pressing.

(3) A front wheel steering device according to the present invention is the front wheel steering device according to the present invention, further comprising a ball bearing portion provided between the head pipe and the cylindrical body and rotatably connecting the two. The ball bearing portion is a cup-shaped upper collar portion fixed to the lower end portion of the head pipe, an annular lower ball pressing portion fixed to the upper end portion of the cylindrical body, the upper collar portion and the lower ball pressing And a steel ball held so as to be able to roll between the two parts.

  In the front wheel steering device according to the present invention, since the ball bearing portion is provided between the head pipe and the cylinder, the stem pipe can be rotated more smoothly, and the steering performance during turning is further improved. be able to. In particular, the turning connecting member can be securely fixed to the stem pipe by screwing of the screw member. As a result, the structure where the lower ball pressing part is fixed to a member separate from the stem pipe, in other words, the structure where the lower ball pressing part is assembled after inserting the stem pipe without the lower ball pressing part from above the head pipe. In this case, the ball bearing portion can be surely constructed, and the ball can be smoothly rolled without rattling. Therefore, it can be set as a high-performance ball bearing part.

(4) A tricycle according to the present invention includes the front wheel steering device according to the present invention.

  Since the tricycle according to the present invention includes the front wheel steering device that can stably perform the steering operation for changing the direction of the front wheels, the tricycle with excellent steering performance can be obtained.

According to the front wheel steering device according to the present invention, since the turning connecting member is fixed to the lower end portion of the stem pipe for a long period of time, stable steering (turning traveling) can be performed. .
Further, according to the tricycle according to the present invention, since the front wheel steering device is provided, a tricycle with excellent steering performance can be obtained.

1 is an overall side view of a tricycle according to the present invention. It is the front view which looked at the tricycle shown in FIG. 1 from the front side along the arrow A direction. It is a front view which shows the state which removed the front carrier from the state shown in FIG. In the tricycle shown in FIG. 1, it is the perspective view which looked at the front-end part periphery of the vehicle body frame from the diagonally back side. It is a front view of the upward swing frame which comprises the tricycle shown in FIG. FIG. 6 is a top view of the upward swing frame shown in FIG. 5. FIG. 6 is a side view of the upward swing frame shown in FIG. 5. FIG. 2 is an enlarged cross-sectional view of the periphery of an upper connecting portion in the tricycle shown in FIG. FIG. 2 is a longitudinal half sectional view of a left outer cylinder and a left inner cylinder in the tricycle shown in FIG. 1. In the tricycle shown in FIG. 1, it is the figure which looked at the inner side of the right front wheel from the front side. It is a side view of the right outer cylinder shown in FIG. It is a front view of the right outer cylinder seen from the arrow B direction shown in FIG. FIG. 2 is a front view of a reinforcing stay in the tricycle shown in FIG. 1. It is a side view of the reinforcement stay shown in FIG. In the tricycle shown in FIG. 1, it is the half cross-sectional enlarged view which expanded the periphery of the lower end part of a head pipe and a stem pipe. It is sectional drawing to which the lower end part of the stem pipe shown in FIG. 15 was expanded. It is a top view of the turning bracket shown in FIG. It is sectional drawing along the AA line of the turning bracket shown in FIG. It is sectional drawing which shows the relationship between a recessed part and a screw hole at the time of making a turning bracket fit to the lower end part of a stem pipe. It is the figure which looked at the attachment relationship with the front wheel on either side of the turning bracket shown in FIG. 15 and the left and right knuckle arms from the upper side. In the tricycle shown in FIG. 1, it is the figure which looked at the front carrier from upper direction. It is the figure which looked at the front carrier shown in FIG. 21 from the side. It is the figure which looked at the support stay shown in FIG. 21 from the front. In the tricycle shown in FIG. 1, it is a top view of a wire fixing part. It is a figure which shows the operation state of the wire fixing | fixed part shown in FIG. 24, Comprising: It is a figure which shows the operation state when there is no difference of stroke adjustment allowances on the right and left brake wires. It is a figure which shows the operation state of the wire fixing | fixed part shown in FIG. 24, Comprising: It is a figure which shows the operation state in case there is a difference in stroke adjustment allowances on the left and right brake wires. It is a figure which shows the state at the time of turning left from the state shown in FIG. It is a figure which shows the state at the time of turning rightward from the state shown in FIG. It is a figure which shows the state which inclined the vehicle body to the left side from the state shown in FIG. It is a figure which shows the state which is driving | running | working the location where the road surface rises to the left side from the state shown in FIG. It is a figure which shows the state which gave the steering angle in the direction opposite to the time of normal turning in the state which inclined the vehicle body.

Hereinafter, an embodiment of a tricycle according to the present invention will be described with reference to FIGS. 1 to 31.
As shown in FIG. 1, the tricycle 1 of the present embodiment is a front two-wheel tricycle having a rear wheel 2 and left and right front wheels 3R, 3L. As an example, an electric assist type tricycle will be described. To do.

FIG. 1 is an overall side view of the tricycle 1. In each drawing including FIG. 1, in order to make the drawing easy to see, stop devices such as hubs, spokes and stands for the front wheels 3R and 3L and the rear wheel 2, a lighting device such as a chain, a rear brake, and a headlight. An alarm device such as a bell is not shown.
In the present embodiment, the front, rear, left, and right are defined according to the direction viewed from the driving posture. Therefore, “front” refers to the front wheels 3R and 3L, and “rear” refers to the rear wheels 2 side. “Right” means the right hand side during driving, and “left” means the left hand side during driving. Further, a virtual axis extending along the front-rear direction is referred to as “front-rear axis L1”, and a virtual axis orthogonal to the front-rear axis L1 and extending along the left-right direction is referred to as “left-right axis L2.”

(Composition of tricycle)
First, the tricycle 1 of the present embodiment includes a vehicle body frame 4 that extends back and forth along the front-rear axis L1.
The vehicle body frame 4 is a combination of a plurality of metal members or the like that are linearly or appropriately curved by welding or fastening means such as screws, bolts, metal fittings, etc., and extends from the rear wheel 2 to the front wheels 3R, 3L. The main frame 4a extends along the longitudinal axis L1.
In the main frame 4a, a portion from the intermediate portion to the front end portion is inclined toward the road surface G side. The seat tube 4h is connected to the rear side of the intermediate portion so as to extend upward in a slightly inclined state. A seat post 4b having a saddle 5 fixed to the upper end is inserted into the seat tube 4h from the upper end, and is fixed at a saddle height suitable for the occupant.

  A drive device 6 composed of a pedal, an electric assist motor, and the like is fixed to the lower side (road surface G side) of the main frame 4a to which the seat tube 4h is connected. A chain stay 4c extending toward the center of the door is fixed. A back hawk 8 that pivotally supports the rear wheel 2 is connected between the rear claw of the chain stay 4c and the seat tube 4h. A front end portion of a rear carrier 9 disposed substantially horizontally behind the saddle 5 is fixed to the back hawk 8. A rear carrier stay 9a is connected between a rear end portion and an intermediate portion of the rear carrier 9 and a rear claw of the chain stay 4c. As a result, the rear carrier 9 is firmly supported, and is designed so that the luggage B can be stably placed on the rear carrier 9.

  The secondary battery Ba for driving the motor described above is detachably fixed to the seat tube 4h, and the rear end portion of the subframe 4d extending along the front-rear axis L1 is coupled to the seat tube 4h. The sub-frame 4d is disposed above the main frame 4a, and is connected to the main frame 4a integrally at the intermediate portion of the main frame 4a, and then slightly upward toward the front end portion. Inclined.

Thereby, the front end part of the sub-frame 4d and the front end part of the main frame 4a are in a state of being vertically separated. Among these, the front end portion of the sub-frame 4d functions as an upper connecting portion 10 to which an upper swing frame 30 described later is connected. On the other hand, the front end portion of the main frame 4a functions as a lower connecting portion 11 to which a right lower swing frame 31R and a left lower swing frame 31L described later are respectively connected.
A vertical frame 4e is connected between the rear side of the front end portion of the main frame 4a and the rear side of the sub frame 4d, and three frames of the main frame 4a, the vertical frame 4e, and the sub frame 4d are connected. The rigidity of the vehicle body frame 4 is enhanced by being connected in a triangular shape.

On the upper side of the sub frame 4d, a main support frame 4f and a sub support frame 4g projecting upward in a forwardly inclined state are connected. The head pipe 12 is connected to the main support frame 4f and the subframe 4d.
The head pipe 12 is a pipe that constitutes the front wheel steering device 15 that changes the directions of the left and right front wheels 3R, 3L, and is connected in a state of being tilted rearward so as to be substantially parallel to the seat tube 4h and the seat post 4b. The stem pipe 16 is rotatably supported.

The stem pipe 16 penetrates into the head pipe 12 and is rotatably supported as described above. That is, the stem pipe 16 is rotatably supported on the vehicle body frame 4 via the head pipe 12.
A handle stem 17a connected to a handle bar 17 is inserted into the stem pipe 16 from the upper end. The inserted handle stem 17a is fixed to the stem pipe 16 by means of an oblique screw or a tube expansion. That is, the stem pipe 16 and the handle bar 17 are connected to each other via the handle stem 17a.
Further, the handle bar 17 is a member mainly extending along the direction of the left and right axis L2, and grips (grip portions) 18 are fixed to both ends, and a front brake lever 19 and a rear brake lever (not shown). Is fixed.

  The stem pipe 16 is a rotating member that determines the traveling direction by turning the vehicle body and is a member that constitutes the front wheel steering device 15. A turning bracket (turning connection member) 20 is fixed to the lower end portion of the stem pipe 16 so as to turn as the stem pipe 16 turns. The mounting of the turning bracket 20 will be described later.

Next, attachment of the left and right front wheels 3R, 3L will be described.
First, as shown in FIGS. 2 to 4, at the front end of the vehicle body frame 4, there is one upper swing frame 30 and two lower swing frames (that is, a lower right swing frame 31R and a lower left swing). The swing frame 31L) is connected to each other.
2 is a front view of the tricycle 1 shown in FIG. 1 as viewed from the front side along the arrow A direction. FIG. 3 is a view showing a state where the front carrier 80 is removed from FIG. FIG. 4 is a perspective view of the vicinity of the front end portion of the vehicle body frame 4 as viewed from an oblique rear side.

The upper swing frame 30 is a member formed so as to extend along the direction of the left and right axis L2, and an intermediate portion is swingably connected to the upper connection portion 10 of the sub frame 4d. As a result, the upper swing frame 30 can swing both ends up and down around the front-rear axis L1.
More specifically, as shown in FIGS. 5 to 7, the upward swing frame 30 includes a rod portion 30 a extending along the left-right axis L <b> 2 direction, and ends provided at both left and right ends of the rod portion 30 a. And a rocking tube portion 30c provided in the middle of the rod portion 30a and facing in the direction of the front-rear axis L1.
FIG. 5 is a front view of the upward swing frame 30. FIG. 6 is a top view of the upward swing frame 30. FIG. 7 is a side view of the upward swing frame 30.

As shown in FIG. 8, the swinging cylinder portion 30 c is swingably covered on the shaft portion 32 a of the upper connection member 32 fixed to the upper connecting portion 10. FIG. 8 is a cross-sectional view around the upper connecting portion 10. At this time, the shaft passing through the centers of the swinging cylinder portion 30 c and the shaft portion 32 a is the swing shaft C <b> 1 of the upper swing frame 30.
The upper connecting member 32 is fixed to the upper connecting portion 10 by a fixing screw 33 and has the shaft portion 32a extending in the front-rear axis L1 direction. As described above, the oscillating tube 30c is oscillated on the shaft portion 32a. As a result, the upper swing frame 30 is pivotably connected to the upper connecting portion 10 at the intermediate portion via the upper connection member 32.
A bushing 34 is interposed between the shaft portion 32a and the swinging cylinder portion 30c, and plays a role of smoothing the swinging of the upper swinging frame 30.

  As shown in FIG. 5 to FIG. 7, a C plate 35 having a C-shaped cross section that protrudes forward in parallel to the swinging cylinder portion 30 c is fixed to the end portion 30 b. The C plate 35 is fixed with a locking metal fitting 36 for locking one end side of a coil spring 73, which will be described later, as shown in FIGS.

Further, as shown in FIGS. 2 to 5 and 7, a U-shaped pipe 37 bent in a substantially U shape toward the road surface G is connected to the rod portion 30 a. The U-shaped pipe 37 is fixed with a pair of inclination regulating protrusions 38 protruding forward.
When the upward swing frame 30 swings and tilts due to the tilt of the vehicle body, the tilt restricting protrusion 38 comes into contact with a tilt restricting stopper 76 described later when the tilt angle reaches a certain angle. Yes. Thus, the upward swing frame 30 is designed such that the inclination angle is restricted to a predetermined constant angle.
A vertical pipe 37a for increasing the rigidity of the U-shaped pipe 37 is provided between the U-shaped pipe 37 and the swinging cylinder portion 30c.

  As shown in FIGS. 2 to 4, the lower right swing frame 31R and the lower left swing frame 31L are arranged in a line on the left and right, and the inner end swings to the lower connecting portion 11 of the main frame 4a. They are connected to each other freely. As a result, each of the lower right swing frame 31R and the lower left swing frame 31L can swing up and down around the front-rear axis L1.

More specifically, the left and right lower swing frames 31R and 31L include a rod portion 31a extending along the direction of the left and right axis L2, an end portion 31b formed at an outer end portion of the rod portion 31a, and a rod portion 31a. And an oscillating tube portion 31c facing in the direction of the front-rear axis L1.
Similarly to the upper connecting portion 10, a lower connecting member 40 having left and right shaft portions (not shown) is fixed to the lower connecting portion 11. And the rocking | fluctuation cylinder part 31c provided in the inner side edge part of the rod part 31a is each slidably covered by the shaft part on either side of the lower connection member 40, respectively. As a result, the left and right lower swing frames 31R and 31L are swingably connected to the lower connecting portion 11 via the lower connection member 40.

  Note that the shaft passing through the center of the swinging cylinder portion 31c is the swinging shaft C2 of the left and right lower swinging frames 31R and 31L. In particular, in the present embodiment, the swing shaft C2 of the lower right swing frame 31R and the swing shaft C2 of the lower left swing frame 31L are spaced apart from each other with a certain distance H when the body frame 4 is upright. Designed to be.

A right outer cylinder disposed between the upper swing frame 30 thus configured and the left and right lower swing frames 31R and 31L substantially parallel to the stem pipe 16 and spaced from the left and right. A (right cylinder) 50R and a left outer cylinder (left cylinder) 50L are provided.
At this time, in this embodiment, as shown in FIG. 1, the stem pipe 16, the head pipe 12, the upper swing frame 30, the left and right lower swing frames 31R and 31L, the right outer cylinder 50R and the left outer cylinder 50L are Each is designed to be in the same plane.

In the right outer cylinder 50R and the left outer cylinder 50L, as shown in FIGS. 2 to 4, a right inner cylinder (right shaft body) 51R and a left inner cylinder (left shaft body) 51L are rotatable. Has been intruded. Here, with reference to FIG. 9, attachment of the left outer cylinder 50L and the left inner cylinder 51L will be described in detail.
FIG. 9 is a longitudinal half sectional view of the left outer cylinder 50L and the left inner cylinder 51L. Moreover, since it is the same regarding attachment of the right outer cylinder 50R and the right inner cylinder 51R, description is abbreviate | omitted.

The left inner cylinder 51L has an upper end and a lower end protruding outward from the left outer cylinder 50L, and a cap member 55 is fitted into the upper end and the lower end. Rod end bearings 56 are screwed to the cap members 55, respectively. At this time, the protruding amount of the rod end bearing 56 is adjusted by the retaining nut 57.
The left inner cylinder 51L is rotatably connected to the left end portion 30b of the upper swing frame 30 through the rod end bearing 56, and at the end of the outer end portion of the left lower swing frame 31L. The part 31b is rotatably connected.

Further, of the two cap members 55, the lower ball pressing portion 60a is fixed to the cap member 55 located on the left lower swing frame 31L side. An upper ball pressing portion 61a is fixed to the upper end portion side of the left inner cylinder 51L.
And the lower collar part 60c which hold | maintains the steel ball 60b so that rolling is possible between the lower ball-pressing parts 60a is being fixed to the lower end part of the left outer cylinder 50L, and at the upper end part of the left outer cylinder 50L The upper collar 61c that holds the steel ball 61b in a rollable manner between the upper ball pressing portion 61a is fixed.

  In addition, the steel ball 60b is securely sandwiched between the lower ball pressing portion 60a and the lower collar portion 60c at the upper end portion of the left inner cylinder 51L, and the steel ball is interposed between the upper ball pressing portion 61a and the upper collar portion 61c. An intermediate nut 62 for screwing the ball 61b securely is screwed. With the middle nut 62, the left outer cylinder 50L and the left inner cylinder 51L are combined through two ball bearing portions 60 and 61, and the left inner cylinder 51L is designed to rotate smoothly. .

A front fork 65 that pivotally supports the front wheels 3R and 3L is integrally fixed to the right outer cylinder 50R and the left outer cylinder 50L configured as above.
In this regard, the right outer cylinder 50R will be described as an example with reference to FIGS. FIG. 10 is a view of the inside of the right front wheel 3R as viewed from the front side. FIG. 11 is a side view of the right outer cylinder 50R shown in FIG. FIG. 12 is a front view of the right outer cylinder 50R viewed from the direction of arrow B shown in FIG.

As shown in FIGS. 10 to 12, the front fork 65 is fixed by welding or the like near the lower end of the right outer cylinder 50R. An auxiliary pipe 66 is connected between the right outer cylinder 50R and the front fork 65, and the front fork 65 is supplementarily fixed. Further, the base end portion of the knuckle arm 67 is fixed to the connecting portion between the auxiliary pipe 66 and the right outer cylinder 50R. The knuckle arm 67 extends obliquely toward the upper front side, and outer ball joints 122 of left and right tie rods 120R and 120L, which will be described later, are connected to the tip portion.
Note that the left outer cylinder 50L is the same as the right outer cylinder 50R described above, and a description thereof will be omitted.

  As described above, since the front fork 65 is fixed to the right outer cylinder 50R and the left outer cylinder 50L, as shown in FIGS. 2 to 4, the left and right front wheels 3R, 3L have the right outer cylinder 50R and the left outer cylinder, respectively. Each is adjacent to the outside of 50L. That is, the right outer cylinder 50R and the left outer cylinder 50L can be arranged inside the left and right front wheels 3R, 3L, respectively, and the above-described upward swing frame can be used by effectively utilizing the space opened between the left and right front wheels 3R, 3L. 30 and the left and right downward swing frames 31R, 31L, etc.

Since it is configured as described above, when the left and right front wheels 3R, 3L are tilted by the link mechanism due to the tilt of the vehicle body, the upper swing frame 30 swings following the tilt of the front wheels 3R, 3L. Similarly, it is inclined. Similarly, the lower right swing frame 31R and the lower left swing frame 31L swing about the swing axis C2 in the lower connecting portion 11.
At this time, in this embodiment, the swing shaft C2 of the lower right swing frame 31R and the swing shaft C2 of the lower left swing frame 31L are fixed to the left and right when the vehicle body frame 4 is upright. Since the distance H is set apart, the front wheel 3R (or 3L) on the inner ring side has a larger inclination angle than the front wheel 3L (or 3R) on the outer ring side when the vehicle body is tilted. This point will be described in detail later.

Incidentally, a reinforcing stay 70 is provided between the upper connecting member 32 and the lower connecting member 40, and the upper connecting portion 10 and the lower connecting portion 11 are integrally connected via the reinforcing stay 70 to enhance rigidity. Is planned.
More specifically, as shown in FIGS. 13 and 14, the reinforcing stay 70 includes a stay main body 70a, and an upper plate 70b and a lower plate 70c formed at the upper and lower ends of the stay main body 70a. Has been.
FIG. 13 is a front view of the reinforcing stay 70. FIG. 14 is a side view of the reinforcing stay 70.

As shown in FIGS. 2 to 4 and 8, the upper plate 70 b abuts on the end surface of the shaft portion 32 a of the upper connecting member 32 fixed to the upper connecting portion 10, and is fixed to the end surface by a fixing screw 71. Yes. Similarly, as shown in FIGS. 2 to 4, the lower plate 70c abuts against the end surfaces of the left and right shaft portions of the lower connecting member 40 fixed to the lower connecting portion 11, and is fixed to the end surfaces by the left and right fixing screws. ing.
In this way, the reinforcing stay 70 is fixed between the upper connecting member 32 and the lower connecting member 40. Therefore, unlike the upper swing frame 30 and the left and right lower swing frames 31R and 31L, the reinforcing stay 70 does not swing.

  By the way, as shown in FIG. 13, the upper plate 70b is formed with a slide hole 72 opened in an arc shape. As shown in FIGS. 2 to 4, the other end of the coil spring 73 whose one end is locked to the locking fitting 36 is locked in the slide hole 72. Thereby, when the upper swing frame 30 is in a horizontal state, the coil spring 73 is configured to pull both end portions of the upper swing frame 30 almost uniformly toward the road surface G side. Therefore, the upper swing frame 30 is stably maintained in a horizontal state.

  On the other hand, when the upper swing frame 30 swings and tilts due to tilting of the vehicle body or the like, the coil spring 73 connected to the end side to be lifted out of the both ends is opposed to the end. The part is pulled to the road surface G side and functions to restore the upper swing frame 30 to the horizontal state. At this time, the coil spring 73 connected to the end side to be lowered among the both end portions slides along the slide hole 72 at the other end side. Therefore, the coil spring 73 described above is more dominant than the coil spring 73, and the upper swing frame 30 can be quickly restored to the horizontal state. This movement will be described again later.

  Therefore, the coil spring 73, the slide hole 72, the locking fitting 36, and the C plate 35 urge the force against the swing when the upper swing frame 30 swings, so that the posture of the upper swing frame 30 is increased. It functions as an urging mechanism 75 that keeps it horizontal.

Further, as shown in FIGS. 2 to 4, 13, and 14, the stay main body 70 a is provided with an inclination regulating stopper 76 that protrudes left and right, close to the upper plate 70 b. The inclination regulating protrusion 76 is in contact with the inclination regulating stopper 76 when the inclination angle of the vehicle body reaches a certain angle.
Accordingly, the tilt regulating protrusion 38 and the tilt regulating stopper 76 regulate the tilt angle of the upper swing frame 30 to a constant angle when the upper swing frame 30 swings, that is, the tilt angles of the front wheels 3R and 3L. Functions as an inclination regulating mechanism 77 that regulates the angle to a certain angle.

  Further, the stay main body 70a is provided with a fixing rod 78 extending along the left-right axis L2 in the vicinity of the lower plate 70c. As shown in FIGS. 2 and 4, support stays 81 that support the front carrier 80 are fixed to both end surfaces of the fixing rod 78 using fixing screws. The front carrier 80 and the support stay 81 will be described later.

Next, attachment of the stem pipe 16 and the turning bracket 20 will be described with reference to FIGS. 15 to 19.
FIG. 15 is an enlarged half-sectional view in which the periphery of the lower ends of the head pipe 12 and the stem pipe 16 is enlarged. FIG. 16 is an enlarged cross-sectional view of the lower end portion of the stem pipe 16. FIG. 17 is a top view of the turning bracket 20. FIG. 18 is a cross-sectional view taken along line AA of the swivel bracket 20 shown in FIG. FIG. 19 is a cross-sectional view showing the relationship between the recess 87 and the screw hole 92 at the stage where the revolving bracket 20 is fitted on the stem pipe 16.

  The stem pipe 16 penetrates into the head pipe 12 and is fixed at the upper end portion of the head pipe 12 so as to be rotatable and not movable in the axial direction. Further, as described above, the handle stem 17a to which the handle bar 17 is connected is inserted into the upper end of the stem pipe 16, and is fixed by a not-shown slanting squirrel or an expanded tube. On the other hand, the lower end portion of the stem pipe 16 is designed to protrude outward from the head pipe 12 as shown in FIG. 15, and the protruding portion has a reduced diameter whose outer diameter is narrower than other portions. 16a.

  The reduced diameter portion 16a of the stem pipe 16 is fitted with a cylindrical portion (tubular body) 90 of the revolving bracket 20 from below, and a set screw (screw member) 85 and a bottom screw 86 are used. Are integrally fixed to the reduced diameter portion 16a. In this way, the swivel bracket 20 is integrally fixed to the lower end portion of the stem pipe 16 while being positioned in the axial direction and the circumferential direction of the stem pipe 16. At this time, the swivel bracket 20 is fixed in a state of abutting against a stepped portion (abutting portion) 16 b provided on the outer peripheral surface of the stem pipe 16.

These attachments will be described in more detail.
First, as shown in FIG. 16, a conical recess (recessed portion) 87 into which the tip of the set screw 85 enters is axially formed on the outer peripheral surface of the reduced diameter portion 16 a provided at the lower end portion of the stem pipe 16. Two are formed at intervals.
The inner surfaces of these recesses 87 are pressed against the tip of the set screw 85 and guided while sliding the tip toward the upper side (upper end of the stem pipe 16) as the screwing proceeds. The inclined surface 87 a pushes up the cylindrical portion 90 through 85. A bottom screw hole 88 for screwing the bottom screw 86 along the axial direction is formed in the lower end surface of the reduced diameter portion 16a.

  On the other hand, as shown in FIGS. 17 and 18, the turning bracket 20 includes a cylindrical portion 90 and a plate body 91. The cylindrical portion 90 has an inner diameter slightly larger than the outer diameter of the reduced diameter portion 16a, and can be fitted into the reduced diameter portion 16a. At this time, as shown in FIG. 15, the upper end of the cylindrical portion 90 abuts against the stepped portion 16b of the stem pipe 16 caused by the difference in outer diameter between the reduced diameter portion 16a and the other portions.

As shown in FIGS. 15 and 18, a screw hole 92 into which the set screw 85 is screwed is formed in the cylindrical portion 90 along the radial direction. Then, the set screw 85 is screwed into each of the screw holes 92, and the tip portion thereof is fitted into the concave portion 87 of the reduced diameter portion 16a, whereby the fitted cylindrical portion 90 and the reduced diameter portion 16a are connected to the stem pipe. It can be fixed while positioning in 16 circumferential directions and axial directions.
At this time, the set screw 85 is prevented from rotating by a rotation preventing agent such as Loctite. In the present embodiment, a nut 93 is screwed to the set screw 85 that is prevented from rotating.

  By the way, at the stage before the set screw 85 is attached, that is, at the stage where the cylindrical portion 90 is fitted to the reduced diameter portion 16a, as shown in FIG. 19, the central axis M1 passing through the screw hole 92 and the conical concave portion 87. The central axis M2 penetrating through the stem pipe 16 is designed to be slightly shifted in the axial direction of the stem pipe 16. Specifically, the central axis M2 of the recess 87 is designed to be positioned above the central axis M1 of the screw hole 92.

Therefore, when the set screw 85 is screwed into the screw hole 92, the tip portion first presses against the inclined surface 87a of the recess 87. Then, when the set screw 85 is further screwed in, the tip portion slides on the inclined surface 87a and moves upward with the tip portion pressed against the inclined surface 87a. In other words, the set screw 85 moves upward so that the center axis M2 of the recess 87 and the center axis M1 of the screw hole 92 are not displaced and the center axes M1 and M2 are aligned.
Thereby, the cylindrical part 90 can be pushed upward via the set screw 85, and the turning bracket 20 can be fixed while abutting against the step part 16b of the stem pipe 16. As a result, the swivel bracket 20 can be reliably fixed to the lower end portion of the stem pipe 16 without rattling.

Incidentally, as shown in FIG. 15, a ball bearing portion 100 is attached between the head pipe 12 and the cylindrical portion 90 of the swivel bracket 20 so as to connect both of them freely.
The ball bearing portion 100 includes a cup-shaped upper collar portion 101 fixed to the lower end portion of the head pipe 12, an annular lower ball pressing portion 102 fixed to the upper end portion of the cylindrical portion 90, and an upper collar portion 101. And a steel ball 103 held between the lower ball pressing portion 102 so as to be able to roll freely.
Therefore, the stem pipe 16 to which the turning bracket 20 is fixed can be smoothly rotated via the ball bearing portion 100, and the steering performance during turning can be improved.

As shown in FIGS. 15, 17, and 18, the plate body 91 of the turning bracket 20 is formed in a T shape in plan view, and is integrally fixed to the lower end of the cylindrical portion 90 by welding or the like. In addition, you may fix mechanically with a key, a spline, etc. so that rotation is impossible instead of welding.
The plate body 91 includes a first arm 95 extending along the left-right axis L2 direction and a second arm 96 extending along the front-rear axis L1 direction. The cylindrical portion 90 is fixed.
Then, after fixing the cylindrical portion 90 to the reduced diameter portion 16a with the set screw 85, the bottom screw 86 is screwed into the bottom screw hole 88 while sandwiching the washer 97, so that the cylindrical portion 90 is fixed to the reduced diameter portion 16a. It can be fixed more firmly.

  As described above, the turning bracket 20 is integrally fixed to the lower end portion of the stem pipe 16 using the set screw 85 and the bottom screw 86. Therefore, the turning bracket 20 rotates together in the same direction as the stem pipe 16 rotates. Therefore, the plate body 91 including the first arm 95 and the second arm 96 is rotated around the axis of the stem pipe 16 and is swung left and right.

By the way, both left and right end portions of the first arm 95 of the present embodiment are bent upward and function as a turning restriction wall portion 95a. When the stem pipe 16 is rotated, the turning restriction wall portion 95a comes into contact with a turning restriction stopper 110, which will be described later, and serves to restrict the turning angle of the stem pipe 16 to a predetermined constant angle. It is done.
In addition, mounting holes 96a to which inner ball joints 121 of left and right tie rods 120R and 120L, which will be described later, are fixed are formed at the front end portion of the second arm 96 with an interval in the direction of the left and right axis L2.

  In the present embodiment, the case where the stem pipe 16 and the handle stem 17a are assembled will be described in detail in the vicinity of the lower side of the head pipe 12. First, after fixing the upper collar portion 101 to the lower end portion of the head pipe 12, the stem pipe 16 is inserted from the upper end portion side of the head pipe 12. Then, the revolving bracket 20 in a state where the lower ball pressing portion 102 is fixed and the steel ball 103 is set is fitted to the reduced diameter portion 16 a of the stem pipe 16 exposed to the lower end portion side of the head pipe 12. At this time, the cylindrical portion 90 of the revolving bracket 20 is fitted in a state where it abuts against the step portion 16b. And after making it fit, the turning bracket 20 is fixed with the set screw 85. Thereby, the turning bracket 20 can be fixed while being positioned in the circumferential direction and the axial direction of the stem pipe 16. In particular, as described above, since the cylindrical portion 90 can be pushed upward via the set screw 85, the swivel bracket 20 can be reliably abutted against the step portion 16b of the stem pipe 16. Therefore, the swivel bracket 20 can be reliably fixed without rattling the lower end portion of the stem pipe 16.

  Thereafter, the turning bracket 20 is further fixed to the lower end portion of the stem pipe 16 by the bottom screw 86. Then, the stem pipe 16 is pushed upward with respect to the head pipe 12. Then, the stem pipe 16 is fixed at the upper end portion of the head pipe 12 so as to be rotatable and immovable in the axial direction. Thereby, the stem pipe 16 can be assembled in a state in which the head pipe 12 is rotatably supported. Thereafter, a handle stem 17a, to which a handle bar 17 is connected, is inserted into the upper end of the stem pipe 16, and is fixed by a slanted screw or a tube expansion. Thereby, it can be set as the state shown in FIG.

In particular, in the case of a general bicycle, it is necessary to assemble by inserting a long object such as a handle stem from the lower side of the head pipe. In the present embodiment, the stem pipe 16 is used as the head pipe. Even if inserted from above 12, reliable assembly can be performed. Therefore, assembly can be performed without being affected by the link mechanism including the upper swing frame 30 and the left and right lower swing frames 31R and 31L.
If the state is a state before the link mechanism composed of the upper swing frame 30 and the left and right lower swing frames 31R and 31L is assembled (the space below the head pipe 12 is vacant), Of course, the swivel bracket 20 can be assembled to the stem pipe 16 and inserted from the lower side of the head pipe 12 for assembly.

  By the way, as shown in FIGS. 2 to 4 and 15, the sub support frame 4g that supports the head pipe 12 is provided with a turning restriction stopper 110 that protrudes in the direction of the left and right axis L2. When the stem pipe 16 is turned as described above, the turning restriction wall portion 95a of the turning bracket 20 comes into contact with the turning restriction stopper 110. Therefore, the turning bracket 20 having the turning restriction stopper 110 and the turning restriction wall portion 95a restricts the turning angle of the stem pipe 16 to a constant angle when turning, and the steering angles of the left and right front wheels 3R, 3L are controlled. It functions as a turning restricting mechanism 111 that restricts to a certain angle.

Further, a right tie rod 120R and a left tie rod 120L are connected to the second arm 96 of the turning bracket 20, respectively.
Specifically, the inner ball joints 121 of the left and right tie rods 120 </ b> R and 120 </ b> L are fixed to the mounting holes 96 a formed in the second arm 96. The outer ball joint 122 of the right tie rod 120R is fixed to the tip of a knuckle arm 67 fixed to the right outer cylinder 50R, and the outer ball joint 122 of the left tie rod 120L is fixed to the left outer cylinder 50L. It is fixed to the tip of the.

  Thus, the right outer cylinder 50R and the left outer cylinder 50L are connected to the turning bracket 20 through the right tie rod 120R and the left tie rod 120L. Therefore, when the turning bracket 20 is rotated along with the rotation of the stem pipe 16, the right outer cylinder 50R and the left outer cylinder 50L are rotated. As a result, the directions of the left and right front wheels 3R, 3L can be changed to the left and right so that the vehicle can turn.

Therefore, the turning bracket 20, the right tie rod 120R, the left tie rod 120L, and the knuckle arm 67 are connected between the right outer cylinder 50R and the left outer cylinder 50L and the stem pipe 16, and as the stem pipe 16 rotates, It functions as a steering mechanism 125 that rotates the cylinder 50R and the left outer cylinder 50 to change the directions of the front wheels 3R, 3L to the left and right.
The stem pipe 16, the turning bracket 20, the steering mechanism 125, and the like function as a front wheel steering device 15 that changes the directions of the left and right front wheels 3R, 3L to the left and right.

As shown in FIG. 20, the left and right front wheels 3R, 3L of the present embodiment are normally in a state of standing straight and parallel to each other along the longitudinal axis L1. The left and right front wheels 3R, 3L are connected based on the Ackermann-Jant system.
FIG. 20 is a view of the mounting relationship between the turning bracket 20, the left and right knuckle arms 67, and the left and right front wheels 3R and 3L as viewed from above.

Next, the front carrier 80 will be described.
As shown in FIGS. 21 and 22, the front carrier 80 is formed such that the outer shape is rectangular in plan view and the inside thereof is framed in a lattice shape. FIG. 21 is a view of the front carrier 80 as viewed from above. FIG. 22 is a view of the front carrier 80 as viewed from the side.
As shown in FIGS. 1 and 2, the front carrier 80 is disposed in front of the head pipe 12 and above the left and right front wheels 3R and 3L, and the rear end side thereof is provided with two support pieces 80a. The head pipe 12 is fixed.
At this time, the front carrier 80 is supported from below by the support stay 81 and is attached stably and firmly. Accordingly, like the rear carrier 9, the luggage B is designed to be stably placed on the front carrier 80.

As shown in FIGS. 21 and 22, the support stay 81 extends in the vertical direction between the left and right front wheels 3R and 3L, and the upper end portion is fixed to the lower portion on the front side of the front carrier 80 by a fixing screw. It is fixed to the formed projection piece 80b, and its lower end is fixed to both end faces of a fixing rod 78 provided on the reinforcing stay 70 by a fixing screw. In other words, the lower end of the support stay 81 is fixed to the front end of the vehicle body frame 4 via the reinforcing stay 70.
As shown in FIG. 1, the support stay 81 of the present embodiment is positioned between the left and right front wheels 3 </ b> R and 3 </ b> L in a forwardly inclined state substantially parallel to the front fork 65 when the tricycle 1 is viewed from the side. It is attached to do. However, the present invention is not limited to this case, and the upper end of the support stay 81 is fixed to the lower part of the front carrier 80 further forward than the above position, or to the lower part of the substantially intermediate part of the front carrier 80. It doesn't matter. However, from the viewpoint of appearance, it is preferable to align the support stay 81 and the front fork 65 in a substantially parallel state.

Moreover, as shown in FIGS. 2 and 23, the support stay 81 of the present embodiment is formed in an X shape in plan view so as to have relief portions 81a that are recessed inward on the left and right sides. FIG. 23 is a view of the support stay 81 as viewed from the front. Thus, when traveling (for example, turning traveling, tilting traveling, etc.), the left and right front wheels 3R, 3L are respectively inserted into the escape portion 81a to avoid interference between the front wheels 3R, 3L and the support stay 81. Designed to be able to
In particular, even if the directions of the left and right front wheels 3R, 3L change or incline as the steering angle and the tilt angle are regulated, the escape portion 81a is designed so that the front wheels 3R, 3L can surely enter. Yes.

Next, the relationship between the front brake device 130 attached to the left and right front wheels 3R and 3L and the front brake lever 19 fixed to the handlebar 17 will be described.
As shown in FIG. 2, front brake devices 130 are respectively attached to the left and right front wheels 3R and 3L. In the present embodiment, a side-pull type caliper brake will be described as an example of the front brake device 130.

The front brake device 130 includes a substantially C-shaped first arm 131 to which a brake shoe 131a is attached, a substantially Y-shaped second arm 132 to which a brake shoe 132a is attached so as to face the brake shoe 131a, It has.
The first arm 131 and the second arm 132 are swingably supported by a pivot bearing portion 65 a formed on the front fork 65. At this time, a not-shown glasses-like return spring is attached between the first arm 131 and the second arm 132, and the brake shoes 131a and 132a are urged away from each other.
In addition, an outer wire 133a constituting a brake wire 133 is fixed to the first arm 131, and an inner wire 133b exposed from the outer wire 133a is fixed to the second arm 132.

  In the front brake device 130 configured in this way, the first wire 131 and the second arm 132 are swung by pulling the inner wire 133b, and the brake shoes 131a and 132a are brought into contact with the front wheels 3R and 3L. Thus, the front wheels 3R and 3L can be braked.

  Then, the brake wire 133 of each front brake device 130 is routed to the L-shaped wire fixing portion 140 attached to the front side of the head pipe 12 shown in FIG. The outer wire 133a is fixed in a state of being aligned in parallel with the stopper wall 140a of the wire fixing portion 140. FIG. 24 is a plan view of the wire fixing portion 140.

  At this time, the inner wire 133b is connected to the drum member 142a through the insertion hole 141 formed in the stopper wall 140a. The drum member 142 a is supported rotatably by being hooked in a hole (not shown) provided in the balance piece 142. The balance piece 142 is a member formed in a triangular shape in plan view, and is simply placed on the stopper wall 140a. A daruma screw 142 b is attached to the apex of the balance piece 142.

  By the way, as shown in FIG. 1, the main brake wire 150 connected to the front brake lever 19 fixed to the handlebar 17 is drawn to the fixing plate 151 attached to the front side of the head pipe 12, and As shown in FIG. 24, the main outer wire 150a is fixed by an adjusting member 152 composed of a pair of nuts so that the position can be adjusted. The main inner wire 150b of the main brake wire 150 is pulled out from the fixing plate 151 to the balance piece 142 and then fixed to the dharma screw 142b.

  With this configuration, when the front brake lever 19 is gripped, the left and right front wheels 3R and 3L can be braked almost simultaneously with a uniform left and right braking force. This point will be described in detail later.

(Tricycle driving)
Next, the case where the tricycle 1 configured as described above is driven will be described below.
First, as shown in FIG. 2, the three-wheeled vehicle 1 according to the present embodiment has the left and right front wheels 3R and 3L standing straight when viewed from the front. There is no need to generate unnecessary thrust. Therefore, resistance during traveling can be reduced, and traveling performance can be improved.

In addition, during traveling, the vehicle body can be braked by grasping at least one of the front brake lever 19 and the rear brake lever as appropriate. It is possible to brake 3R and 3L almost simultaneously with a uniform left and right braking force.
That is, as shown in FIG. 25, when the front brake lever 19 is gripped, the main inner wire 150b of the main brake wire 150 is pulled, so that the balance piece 142 can be moved away from the stopper wall 140a. At this time, when there is no difference in the stroke adjustment allowance between the outer wire 133a and the inner wire 133b in the left and right brake wires 133, the balance piece 142 is pulled in a state parallel to the stopper wall 140a. Therefore, the inner wires 133b of the left and right brake wires 133 can be pulled evenly.
As a result, the left and right front brake devices 130 can be operated almost simultaneously, and the left and right front wheels 3R and 3L can be braked with a uniform left and right braking force.

  Even if there is a difference in the stroke adjustment allowance between the outer wire 133a and the inner wire 133b in the left and right brake wires 133, the left and right front brake devices 130 can be operated almost simultaneously. 3R and 3L can be braked with a uniform left and right braking force.

That is, in this case, as shown in FIG. 26, when the balance piece 142 is pulled by the main inner wire 150b of the main brake wire 150, the balance piece 142 has an inner wire 133b having a larger stroke adjustment allowance due to the gradual adjustment effect. Is moved away from the stopper wall 140a while swinging so as to be largely pulled. Thereby, the inner wire 133a of the left and right brake wires 133 can be pulled evenly while the balance piece 142 is tilted.
As a result, the left and right front brake devices 130 can be operated almost simultaneously, and the left and right front wheels 3R and 3L can be braked with a uniform left and right braking force.

  Thus, since the left and right front wheels 3R, 3L can be braked with the left and right uniform braking force almost simultaneously during traveling, the vehicle can travel safely.

Next, a case where turning is performed during traveling will be described.
In this case, the stem pipe 16 is first rotated in the turning direction via the handle stem 17a. Then, the steering mechanism 125 rotates the right outer cylinder 50 </ b> R and the left outer cylinder 50 </ b> L as the stem pipe 16 rotates. More specifically, when the stem pipe 16 is rotated, as shown in FIGS. 27 and 28, the turning bracket 20 fixed to the reduced diameter portion 16 a of the stem pipe 16 rotates around the axis of the stem pipe 16. Move. Then, the right tie rod 120R and the left tie rod 120L connected to the second arm 96 of the turning bracket 20 move in the left-right axis L2 direction. Thereby, the right outer cylinder 50R and the left outer cylinder 50L connected to the right tie rod 120R and the left tie rod 120L via the knuckle arm 67 rotate.

  Then, since the front forks 65 fixed to the right outer cylinder 50R and the left outer cylinder 50L rotate together, the directions of the left and right front wheels 3R, 3L change to the left as shown in FIG. Or can be changed to the right as shown in FIG. As a result, the vehicle can turn rightward or leftward.

  In particular, since the left and right front wheels 3R, 3L are connected based on the Ackermann-Jant system, as shown in FIGS. 27 and 28, the front wheel 3R (or 3L) on the inner ring side is the front wheel 3L on the outer ring side. The rudder angle becomes larger than (or 3R). Accordingly, the left and right front wheels 3R and 3L can turn without causing a side slip or the like. Therefore, it is possible to turn efficiently and to prevent uneven wear and the like of the front wheels 3R and 3L.

  Further, the right outer cylinder 50R and the left outer cylinder 50L rotate when performing the turning, but these rotate relatively with respect to the right inner cylinder 51R and the left inner cylinder 51L. The upper swing frame 30 and the left and right lower swing frames 31R and 31L do not move greatly. Therefore, only the turning operation can be performed independently.

  Since the front carrier 80 is fixed to the head pipe 12, the front carrier 80 does not move left and right in conjunction with the handle operation during turning. Therefore, the stem pipe 16 can be rotated without being shaken by the weight of the load B placed on the front carrier 80. Therefore, a smooth turn can be performed without being affected by the weight of the load B.

Further, when the turning angle of the stem pipe 16 is increased in turning, the turning restriction wall portion 95a formed on the first arm 95 of the turning bracket 20 is turned to the turning restriction stopper 110 provided on the sub support frame 4g. To touch.
Thereby, the rotation angle of the stem pipe 16 can be regulated to a predetermined constant angle (for example, around 50 degrees). Therefore, it is possible to prevent the vehicle body from turning suddenly or accidentally. Therefore, the stability at the time of turning can be improved.

Next, the case where the vehicle body is tilted during traveling will be described with reference to FIG. Here, a case where the vehicle body is tilted to the left will be described. However, even when tilted to the right, the movement itself is the same as the movement of each component is reversed on the left and right. In FIG. 29, the front carrier 80, the support stay 81, the front brake device 130, and the like are not shown.
As shown in FIG. 29, in this case, when the vehicle body frame 4 is first inclined to the left according to the inclination, the upper swing frame 30 is connected to the upper connection portion 10 in conjunction with the inclination of the vehicle body frame 4. The right inner cylinder 51R and the left inner cylinder 51L connected to the upper swing frame 30 both incline to the left side while swinging around the swing axis C1 around the intermediate portion. That is, the upper swing frame 30 is inclined so as to raise the left inner cylinder 51L corresponding to the left front wheel 3L on the inner ring side and lower the right inner cylinder 51R corresponding to the right front wheel 3R on the outer ring side.

Then, the right outer cylinder 50R and the left outer cylinder 50L, to which the front fork 65 is fixed, are also inclined to the left side, linked to the inclination of the right inner cylinder 51R and the left inner cylinder 51L. Thereby, both the left and right front wheels 3R, 3L are inclined to the left side.
In other words, the left and right front wheels 3R, 3L both incline to the left due to the inclination of the vehicle body, and at the same time, the inner wheel side front wheel (left front wheel 3L) moves so as to float, and the outer wheel side front wheel (right front wheel 3R) sinks. Move so that
As a result, the left and right front wheels 3R, 3L can be reliably grounded to the road surface G. Therefore, the stability of the vehicle body when tilting can be ensured.

In particular, the right outer cylinder 50R and the left outer cylinder 50L, as well as the right inner cylinder 51R and the left inner cylinder 51L are both inclined to the left side during the inclination, and the relative rotational operations of both are affected by this inclination. There is nothing. Therefore, even during the inclination, the turning operation can be freely performed independently as described above.
Therefore, according to the tricycle 1 of the present embodiment, it is possible to efficiently turn at an optimum steering angle corresponding to the inclination angle without being affected by the inclination of the vehicle body, similarly to the two-wheeled vehicle. Therefore, it can drive with the same feeling as a two-wheeled vehicle, and it is very easy to drive.

In addition, the left and right lower swing frames 31R and 31L follow the inclination of the right outer cylinder 50R and the left outer cylinder 50L, and the right inner cylinder 51R and the left inner cylinder 51L when the vehicle body is tilted. It swings around the connected inner end.
In particular, the swing shaft C2 of the lower right swing frame 31R and the swing shaft C2 of the lower left swing frame 31L in the lower connecting portion 11 are spaced apart from each other by a certain distance H when the body frame 4 is upright. It is separated.
Therefore, when the vehicle body frame 4 is tilted, the respective swinging shafts C2 are rotated about the front / rear axis L1 around the intermediate point N between them, and both are moved inward in the horizontal direction. Therefore, the left and right lower swing frames 31R and 31L are both pulled inward in the horizontal direction, and accordingly, the lower end portions of the right inner cylinder 51R and the left inner cylinder 51L are pulled inward in the horizontal direction.

Accordingly, the left and right front wheels 3R, 3L both move in a direction in which the top side (upper side) opens outward when inclined. Therefore, the front wheel on the inner ring side (left front wheel 3L) falls more and the front wheel on the outer ring side (right front wheel 3R) stands up more. That is, the inner wheel side front wheel (left front wheel 3L) that is the turning center side is in a sleeping state with a larger inclination angle (θ1> θ2) than the outer wheel side front wheel (right front wheel 3R).
Therefore, since the axles of the left and right front wheels 3R and 3L intersect on the extension line in the inward direction of the turning circle, the loss due to wheel slip or the like during turning is reduced unlike the case of inclining by the same angle. can do. Therefore, the tricycle 1 can be turned very efficiently and smoothly and has excellent turning performance.

By the way, when the upper swing frame 30 swings and tilts as the vehicle body tilts, the biasing mechanism 75 biases the force against the swing, so that the posture of the upper swing frame 30 becomes horizontal. Try to return.
In other words, the left coil spring 73 provided between the locking bracket 36 on the left end side of the upper swing frame 30 and the slide hole 72 of the reinforcing stay 70 causes the left end side of the upper swing frame 30 to be on the road surface G side. Try to return to the horizontal state. It should be noted that the right coil spring 73 provided between the locking bracket 36 on the left end side of the upper swing frame 30 and the slide hole 72 of the reinforcing stay 70 is slid on the other end side locked in the slide hole 72. It moves along the hole 72. Accordingly, the right coil spring 73 is in a state in which no tensile force is applied to the vehicle body (a state in which only a slight inclination acts), and therefore, only the spring force of the left coil spring 73 acts, as described above. A force for returning the upper swing frame 30 to the horizontal state can be applied.

  Therefore, when the vehicle body is inclined during traveling, it is possible to prevent the inclination from being increased, and it is possible to improve the stability during the inclination. Further, since the vehicle body easily returns from the inclined state to the upright state, it is very easy to drive. In particular, when a load having a relatively large weight is loaded as the load B, this effect is remarkable. Furthermore, since the vehicle body is less likely to be tilted when the vehicle is stopped, the stability at the time of stopping can be improved.

  In addition, when the tilt angle is increased when the vehicle body is tilted, the upper swing frame 30 is also swung greatly and the tilt angle is increased accordingly. Then, the inclination restricting protrusion 38 provided on the U-shaped pipe 37 of the upward swing frame 30 contacts the inclination restricting stopper 76 provided on the reinforcing stay 70. Thereby, the inclination angle of the upper swing frame 30 can be restricted to a predetermined angle (for example, around 25 degrees). Therefore, it is possible to prevent the vehicle body from being inclined excessively or accidentally. Therefore, the stability at the time of inclination can be improved.

  As described above, according to the tricycle 1 of the present embodiment, as with a two-wheeled vehicle, it is possible to efficiently turn with an optimum steering angle corresponding to the inclination angle without being affected by the inclination of the vehicle body, You can drive with the same feeling as a motorcycle. Moreover, it can be set as the tricycle 1 which was excellent in turning performance, the resistance at the time of driving | running | working was small, and driving performance improved.

Furthermore, according to the tricycle 1 of the present embodiment, the following operational effects can also be achieved.
That is, since the front fork 65 is fixed to the right outer cylinder 50R and the left outer cylinder 50L, the front fork 65 and the left and right outer cylinders 50R, 50L are very easy to attach and can be firmly fixed. Therefore, it is easy to simplify the configuration and strengthen the rigidity.
Moreover, the front fork 65 is fixed so that the front wheels 3R and 3L are adjacent to the outer sides of the right outer cylinder 50R and the left outer cylinder 50L, respectively. That is, components such as the right outer cylinder 50R, the left outer cylinder 50L, the upper swing frame 30 and the left and right lower swing frames 31R and 31L are utilized by effectively using the space opened between the left and right front wheels 3R and 3L. Can be stored. Therefore, the vehicle height can be lowered and the center of gravity position can be brought closer to the road surface G side. Therefore, also in this point, the stability during traveling can be further increased.

Further, when the road surface G is inclined during traveling, the left and right front wheels 3R and 3L can be moved up and down in accordance with the inclination of the road surface G.
That is, as shown in FIG. 30, when the road surface G rises to the left, the left front wheel 3L moves upward and the right front wheel 3R moves downward. Accordingly, the upper swing frame 30 swings and tilts.
This is the same as the case where the vehicle body is tilted to the left. Therefore, even when the road surface G travels in such an inclined place, it is possible to travel stably while keeping the vehicle body as straight as possible.
Also in FIG. 30, illustration of the front carrier 80, the support stay 81, the front brake device 130, and the like is omitted.

  Moreover, since the tricycle 1 of this embodiment fixes the turning bracket 20 to the lower end part of the stem pipe 16 using the set screw 85 without rattling, stable maneuvering (turning traveling) can be performed. it can. In particular, since the set screw 85 is screwed into a screw hole 92 formed along the radial direction of the cylindrical portion 90, it is difficult to loosen. Therefore, it is possible to fix the revolving bracket 20 without rattling over a long period of time. In this respect as well, stable maneuvering can be performed.

  Moreover, since the recessed part 87 formed in the reduced diameter part 16a is conical, when screwing the set screw 85, when the center axis M2 of the recessed part 87 and the center axis M1 of the screw hole 92 coincide, The upward movement of the screw 85 can be stopped. Therefore, the turning bracket 20 can be fixed with an appropriate force, and rattling can be reliably suppressed while preventing excessive pressing.

  In addition, the front carrier 80 of the present embodiment has a rear end portion fixed to the head pipe 12 and is supported from below by a support stay 81. Therefore, unlike the conventional one, which has a risk of rattling in the cantilever support type, the front carrier 80 is fixed very stably and firmly by the head pipe 12 and the support stay 81. Therefore, even if the load B is mounted on the front carrier 80, the load B is not rattled. Therefore, stable travel can be performed without being affected by the load B.

In addition, on both the left and right sides of the support stay 81, escape portions 81a into which the front wheels 3R and 3L enter during traveling are provided so that the front wheels 3R and 3L and the support stay 81 do not interfere with each other.
Specifically, when the vehicle turns while traveling, the front wheel 3R (or 3L) on the outer ring side faces inward, that is, the direction approaches the support stay 81 that supports the front carrier 80. Changes. However, at this time, the front wheels 3 </ b> R and 3 </ b> L are accommodated in the escape portion 81 a, and thus do not interfere with the support stay 81.

In particular, when the vehicle body is tilted during turning, the support stay 81 itself is tilted, so that the support stay 81 and the front wheel 3R (or 3L) are in a very close state. However, even in this case, the front wheel 3R (or 3L) is accommodated in the escape portion 81a, so that the front wheel 3R (or 3L) and the support stay 81 do not interfere with each other.
In addition, as shown in FIG. 31, when the steering angle is set in the direction opposite to that during normal turning with the vehicle body tilted, the support stay 81 and the front wheel 3L are further brought closer to each other. Even in this case, the support stay 81 and the front wheel 3L do not interfere with each other.

Thus, the support stay 81 is designed not only to support the front carrier 80 from below, but also to have an escape portion 81a that avoids interference with the front wheels 3R and 3L. Therefore, the front carrier 80 can be stably supported and the traveling of the tricycle 1 is not affected at all.
Moreover, even if the vehicle travels while turning or tilting such that the rudder angle and the tilt angle are regulated, the front wheels 3R and 3L surely enter the escape portion 81a and do not interfere with the support stay 81. Therefore, even in this case, the luggage B is not rattled and stable traveling can be realized.

Further, as described above, the support stay 81 is provided with the escape portion 81a into which the front wheels 3R and 3L enter, so that the interval between the left and right front wheels 3R and 3L is set within a certain range as before. Is possible. Therefore, the tricycle 1 can be designed based on the vehicle body size determined from “bicycle standard”, “practical ease of handling”, “positional relationship between the vehicle body and the load”, and the like.
If the distance between the left and right front wheels 3R, 3L is extremely wide (the left and right front wheels 3R, 3L are far enough to reach the support stay 81 even if the front wheels 3R, 3L are turned or tilted to the maximum angle). State), it is not necessary to make the support stay 81 X-shaped in plan view so as to have the escape portion 81a. However, in this case, it is impossible to deal with the various design items described above, which is far from the actual design of a tricycle.
However, according to the tricycle 1 of the present embodiment, it is possible to provide a realistic tricycle that can be designed in accordance with various design items without such a concern.

  The technical scope of the present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.

  For example, in the above embodiment, the case where the front wheel steering device 15 is applied to the tricycle 1 has been described as an example, but the present invention is not limited to a tricycle. For example, a four-wheeled person such as a buggy may be used.

  In the above embodiment, the electric assist type tricycle 1 has been described as an example. However, the present invention is not limited to this case, and may be a normal human-powered tricycle, or a tricycle with a power source. It doesn't matter.

In the above embodiment, the space secured between the left and right front wheels 3R, 3L is effectively used, and the upper swing frame 30, the left and right lower swing frames 31R, 31L, etc. are arranged. However, the present invention is not limited to this, and an upper swing frame 30, left and right lower swing frames 31R, 31L, and the like may be disposed above the left and right front wheels 3R, 3L.
However, by effectively using the space secured between the left and right front wheels 3R, 3L as in the above embodiment, the vehicle height and the center of gravity can be lowered as much as possible, so that the stability is improved. More preferable.

In the above embodiment, the front fork 65 is fixed to the right outer cylinder 50R and the left outer cylinder 50L. However, the front fork 65 may be fixed to the right inner cylinder 51R and the left inner cylinder 51L.
In this case, the front fork 65 may be fixed to the lower ends of the right inner cylinder 51R and the left inner cylinder 51L. And when comprised in this way, between the upper end part of the right inner cylinder 51R and the left inner cylinder 51L, and the turning bracket 20, it connects with the right tie rod 120R and the left tie rod 120L. Then, both ends of the upper swing frame 30 are rotatably connected to the upper ends of the right outer cylinder 50R and the left outer cylinder 50L, and the lower right swing is connected to the lower ends of the right outer cylinder 50R and the left outer cylinder 50L. The inner end portions of the frame 31R and the lower left swing frame 31L are rotatably connected.

By comprising in this way, it can drive | operate similarly to embodiment mentioned above. However, in this case, the right inner cylinder 51R and the left inner cylinder 51L are respectively rotated during turning, thereby changing the directions of the front wheels 3R and 3L to the left and right.
However, as in the embodiment described above, the front fork 65 is fixed to the right outer cylinder 50R and the left outer cylinder 50L, so that the front fork 65 can be easily attached and easily fixed firmly. Thus, the space between the left and right front wheels 3R, 3L can be used effectively, which is more preferable.

  Moreover, although the case where the conical recessed part 87 was formed in the diameter reducing part 16a was mentioned as an example in the said embodiment, it was not limited to this case. For example, the inclined surface 87a may be a concave portion 87 extending upward. In this case, the swivel bracket 20 can be pushed upward as the set screw 85 is screwed.

In the above embodiment, the case where two recesses 87 and two screw holes 92 are formed in the axial direction of the stem pipe 16 is described as an example. However, the number is not limited to this number. Each may be formed, or three or more may be formed.
Moreover, in the said embodiment, although it was set as the structure which butted the cylindrical part 90 of the turning bracket 20 to the level | step-difference part 16b, it is not limited to the level | step-difference part 16b, What is necessary is just to be able to abut the cylindrical part 90. For example, a wall portion or a protruding portion may be formed on the outer peripheral surface of the stem pipe 16 as a contact portion, and the cylindrical portion 90 may be abutted against these.

In the above-described embodiment, the support stay 81 that supports the front carrier 80 is formed in an X shape. However, the present invention is not limited to this shape. The support stay 81 may be freely configured as long as it has a relief portion 81a recessed inward on both the left and right sides, and can avoid interference by inserting the front wheels 3R and 3L.
For example, the support stay may be configured by forming the support stay in a Y shape in plan view or by forming the relief portions 81a on the left and right sides of the elongated rectangular plate body. Even in this case, the same effects can be achieved.

C2: Swing shafts of the left and right lower swing frames at the lower connecting portion L1: Front and rear shafts L2: Left and right shafts M1: Center axis (center axis of screw hole)
M2 ... Center axis (center axis of the recess)
DESCRIPTION OF SYMBOLS 1 ... Tricycle 2 ... Rear wheel 3R, 3L ... Front wheel 4 ... Body frame 10 ... Upper connection part 11 ... Lower connection part 12 ... Head pipe 15 ... Front wheel steering device 16 ... Stem pipe 16a ... Stem pipe diameter reduction part 16b ... Level difference (Rush part)
17 ... Handle bar 20 ... Swivel bracket (turning connection member)
30 ... Upper swing frame 31R ... Right lower swing frame 31L ... Left lower swing frame 50R ... Right outer cylinder (right cylinder)
50L ... Left outer cylinder (left cylinder)
51R ... Right inner cylinder (right shaft)
51L ... Left inner cylinder (left shaft)
65 ... Front fork 75 ... Biasing mechanism 77 ... Tilt restricting mechanism 111 ... Turn restricting mechanism 80 ... Front carrier 81 ... Support stay 81a ... Escape part 85 ... Set screw (screw member)
87: Recess (dent)
87a ... Inclined surface (inclined surface of recess)
90 ... Cylindrical part (cylinder of turning connecting member)
92 ... Screw hole (screw hole of cylinder)
DESCRIPTION OF SYMBOLS 100 ... Ball bearing part 101 ... Upper collar part 102 ... Lower ball pressing part 103 ... Steel ball 125 ... Steering mechanism

Claims (4)

A front wheel steering device that changes the direction of the front wheels to the left and right
A stem pipe connected to the handlebar and having a recess formed on the outer peripheral surface of the lower end;
A head pipe that rotatably supports the stem pipe;
A turning connection member that has a cylindrical body in which a screw hole is formed along the radial direction, and is fitted to the lower end of the stem pipe via the cylindrical body;
An abutting portion provided on an outer peripheral surface of the stem pipe, and against which the fitted cylindrical body abuts,
A screw member that is screwed into the screw hole so that a distal end portion enters the recess, and that integrally fits the fitted cylinder and the stem pipe;
A steering mechanism that is connected between the turning connecting member and a front fork that pivotally supports the front wheel, and that changes the direction of the front wheel to the left and right as the stem pipe rotates,
The depression has an inclined surface that slides its tip toward the upper end of the stem pipe as the screw member is screwed and pushes the cylinder upward through the screw member. A front wheel steering apparatus characterized by being formed. In the front wheel steering device according to claim 1,
The recess is formed in a conical shape with the entire inner surface being the inclined surface,
A front wheel characterized in that when the turning connecting member is fitted, a center axis passing through the screw hole and a center axis passing through the recess are fitted in a state shifted in the axial direction of the stem pipe. Steering device. In the front wheel steering device according to claim 1 or 2,
A ball bearing provided between the head pipe and the cylinder and rotatably connecting the two;
The ball bearing portion is
A cup-shaped upper collar fixed to the lower end of the head pipe;
An annular lower ball pressing portion fixed to the upper end of the cylindrical body,
A front wheel steering apparatus comprising: a steel ball that is rotatably held between the upper brim part and the lower ball pressing part.   A tricycle comprising the front wheel steering device according to any one of claims 1 to 3.

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