JP5222249B2 - Tricycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently turn at an optimal rudder angle corresponding to an inclination angle without being influenced by the inclination of a vehicle body in the same way as a bicycle, to obtain an excellent turning performance, and to reduce resistance when traveling. <P>SOLUTION: The tricycle 1 includes an upward oscillation frame 30; right and left downward oscillation frames 31R, 31L, a right cylinder body 50R and a left cylinder body 50L, a right axial body 51R and a left axial body 51L, a front fork 65 which axially supports front wheels and is fixed to one of the cylinder bodies and the axial bodies, and a steering mechanism 125 which is connected between one of the members and a connection member 20 for turning and changes the direction of the front wheels by accompanied by the rotation of a stem pipe. Other members of the cylinder bodies and the axial bodies have upper ends rotatably connected at both ends of the upward oscillation frame, and have lower ends rotatably connected to outside ends of the downward oscillation frame. Oscillation axes C1 of the right and left downward oscillation frames in a downward connection section are separated from side to side at a constant space H. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a front two-wheeled tricycle.

A general front two-wheeled tricycle includes a mechanism that arbitrarily gives a steering angle to the front two wheels when the traveling direction is changed by turning. However, if you want to tilt the vehicle body arbitrarily while giving the rudder angle as you would with a two-wheeled vehicle, in addition to the mechanism to give the rudder angle, raise the front wheel on the turning center side (inner wheel side) and at the same time A mechanism that generates a movement of lowering the front wheel on the (outer wheel side), that is, a mechanism that tilts the front two wheels in the same direction as the vehicle body tilts is required.
If there is no mechanism for raising and lowering the left and right front wheels in opposite directions, or if the vehicle body is tilted in a situation where the amount of raising and lowering is insufficient, the front wheels on the outer ring side will There was a risk of leaving. Therefore, there is a need for a mechanism that, when the vehicle body is tilted, raises and lowers the left and right front wheels in opposite directions to reliably ground both wheels on the road surface.

As an example of such a mechanism, one in which a suspension is provided on each of the left and right front wheels is known. In this case, since the suspension strokes in the opposite directions according to the lean amount of the vehicle body, both the left and right front wheels can be grounded to the road surface.
However, when such a suspension is used, there is no problem if the variation in the load applied to the front two wheels is small and the spring constant at the time of stroke is appropriate, but the variation in the load applied to the front two wheels becomes relatively large. As a result, the following inconvenience occurs regardless of the inclination of the vehicle body.

That is, the load acting on the suspension changes because the load applied to the front two wheels increases or decreases depending on the weight of the driver, how the weight is applied depending on the posture during driving, the presence or absence of a load or a passenger with the passenger, and the like. Therefore, the front part of the vehicle body sinks or rises, and the sinking amount or the lifting amount easily changes. Therefore, when the vehicle body is tilted, the vertical difference between the left and right wheels (front two wheels) cannot be absorbed, and the caster angle, trail value, etc. change each time, making it difficult to maintain stable maneuverability. was there.
In particular, the above-mentioned phenomenon occurs even when the front two wheels are braked or when traveling on an uneven road surface. Therefore, it is desired to solve the problem of maneuverability.

Here, a simple example regarding the above-described problem is shown.
For example, when an excessive load is applied to the front two wheels and the suspension reaches the stroke end of the suspension, the front side of the vehicle body is completely depressed. In other words, when the vehicle body is tilted, the absorption of the vertical difference between the left and right wheels can only be handled by extending the outer ring side. In addition, the alignment of the front two wheels changes extremely. Therefore, as described above, it is difficult to maintain stable maneuverability.
In order to avoid such problems, if the spring constant of the suspension is increased so as not to reach the end of the stroke, the reaction force when the vehicle body is inclined becomes too large, and the vehicle body inclination There was a possibility that it could develop into another problem such as inability to perform smoothly.

  Therefore, a mechanism is known in which the left and right front wheels are raised and lowered in opposite directions without depending on the suspension stroke, and the front two wheels can be brought into contact with the road surface when the vehicle body is tilted (see Patent Documents 1 and 2).

Patent Document 1 describes a four-wheel vehicle, and the front two wheels are mainly connected by one upper link (upper cross member) and two lower links (half arms).
More specifically, suspensions disposed substantially vertically are connected to the front two wheels. The upper ends of these suspensions are connected to both ends of the upper cross member disposed substantially horizontally. The middle part of the upper cross member is pivotally connected to the frame, and can be inclined with respect to the frame. A handle stem connected to the handle lever penetrates the frame and is rotatably supported. And the inner side edge part of two half arms is each connected with the right and left of the lower end part of this handle stem so that rotation is possible. The outer end portions of the two half arms are connected to the front two wheels, respectively.

With such a configuration, when the front two wheels and the suspension are tilted according to the tilt of the vehicle body, the end of the upper cross member connected to the front wheel on the inner ring side rises and is connected to the front wheel on the outer ring side. It is inclined so that the end on the side where it falls. As a result, the front two wheels are tilted with the tilt of the vehicle body, and at the same time, move so that the inner ring side floats and move so that the outer ring side sinks.
In this way, the front two wheels can be mechanically raised and lowered in opposite directions without depending on the suspension stroke, and the front two wheels can be brought into contact with the road surface when the vehicle body is inclined.

Patent Document 2 describes a front two-wheel tricycle, and the front two wheels are mainly connected by one upper link (upper link) and one lower link (lower link).
Specifically, the front two wheels are each supported by a front fork. Each of these front forks is provided in a cylindrical side post and is rotatably supported. The left and right side posts are connected to each other by an upper link and a lower link. In this case, both ends of the links are rotatably connected to the left and right side posts, respectively, and the intermediate portion is rotatably connected to the handle post.

  With this configuration, when the front two wheels and the side posts are tilted according to the inclination of the vehicle body, the upper link and the lower link are raised on the side post side corresponding to the front wheel on the inner ring side, and the side corresponding to the front wheel on the outer ring side. Inclined so that the post side is lowered. As a result, the front two wheels are tilted with the tilt of the vehicle body, and at the same time, move so that the inner ring side floats and move so that the outer ring side sinks.

In this way, the front two wheels can be mechanically raised and lowered in opposite directions without depending on the suspension stroke, and the front two wheels can be brought into contact with the road surface when the vehicle body is inclined.
This tricycle is designed so that when the vehicle body is tilted, the front wheels on the front side of the front wheel on the inner ring side must be in front of each other in advance so that the front wheel on the inner ring can touch the road surface in a vertical or nearly vertical manner. Designed to tilt.

Special table 2007-514594 gazette JP 2002-337779 A

  By the way, when driving a tricycle, it is desired to drive with the same feeling as a two-wheeled vehicle. In particular, it is desired to be able to turn freely without being affected by the inclination of the vehicle body and to drive while maintaining a balance so that the steering angle corresponds to the inclination angle.

  In this regard, in the structure of the front two wheels described in Patent Document 1, when the handle lever is rotated to attempt to turn, the handle stem also rotates accordingly, so that stress such as torsion acts on the half arm and the suspension. There was a possibility. Therefore, if you try to turn while tilting the vehicle body, the movement at the time of tilting and the movement at the time of turning may affect each other, and it may be difficult to balance the steering angle corresponding to the tilting angle. .

  On the other hand, in the structure of the front two wheels described in Patent Document 2, since the movement at the time of tilting and the movement at the time of turning are independent of each other, the turning can be performed without being influenced by the inclination of the vehicle body. It is possible to drive while maintaining a balance so that the rudder angle corresponds to the angle.

However, since the front wheel on the inner ring side stands in a vertical or nearly vertical shape when turning, the turning performance is not excellent. In this way, when the front wheel on the inner ring side is standing vertically or nearly vertically, it is easier to place the center of gravity on the turning center side, but it may be difficult to move the center of gravity depending on road conditions, etc. Is also possible.
Further, since the front two wheels are inclined inward when the vehicle body is standing upright, thrust is generated with the direction of force directed inside the vehicle body when traveling straight. Since this thrust acts in a direction different from the traveling direction of the vehicle body, resistance during traveling tends to increase, and efficient driving cannot be performed.

  The present invention has been made in consideration of such circumstances, and its object is to turn efficiently at an optimum steering angle corresponding to the inclination angle without being affected by the inclination of the vehicle body, similarly to a two-wheeled vehicle. It is also possible to provide a tricycle that has excellent turning performance and low resistance during traveling.

In order to achieve the above object, the present invention provides the following means.
(1) A tricycle according to the present invention is a tricycle having a rear wheel and left and right front wheels. The tricycle is connected to a handlebar and is rotatably supported on a body frame, The upper and lower connecting portions provided on the front end portion are separated from each other in the vertical direction, and the middle portion is swingably connected to the upper connecting portion, and both end portions swing upward and downward about the front-rear axis. A right lower swing frame that is arranged in a row on the left and right sides of the frame, the inner end portion is swingably connected to the lower connection portion, and the outer end portion swings up and down about the front-rear axis. The lower left swing frame, the right cylinder and the left cylinder disposed substantially parallel to the stem pipe and spaced apart from each other left and right, and the left and right cylinders are rotatably inserted into the upper and lower ends. Right shaft body with outer and lower ends protruding outward A left shaft body, as well as the axial supporting the front wheel with straight upright state when the upright of the vehicle body frame, a fork before the fixed to the right cylinder and the left cylinder, the right cylinder and the left It is connected between a cylinder and a turning connecting member fixed to the lower end of the stem pipe, and the right cylinder and the left cylinder are respectively rotated in accordance with the rotation of the stem pipe. A steering mechanism that changes the direction to the right and left, and the right shaft body and the left shaft body have upper end portions that are rotatably connected to both end portions of the upper swing frame, and lower end portions that are left and right. The swinging shaft of the lower right swinging frame and the swinging shaft of the lower left swinging frame at the lower connecting part are horizontally connected to the outer end of the lower swinging frame. Be spaced apart at regular intervals And features.

In the tricycle according to the present invention, when turning while running, the stem pipe is turned in the turning direction via the handle bar. Then, the turning connecting member is rotated along with the rotation of the stem pipe, and the steering mechanism is configured to rotate one member of the left and right cylindrical bodies and the left and right shaft bodies. Thereby, since the front fork fixed to one member rotates together, the direction of the left and right front wheels can be changed to the right or left. As a result, turning can be performed.
In particular, since one member rotates relative to the other member, the upper swing frame and the left and right lower swing frames do not move due to the rotation of the stem pipe. Therefore, only the turning operation can be performed independently.

On the other hand, when the vehicle body is inclined, the vehicle body frame and the left and right front wheels are inclined according to the inclination. Then, one member to which the front fork is fixed is inclined, and the other member is also inclined in conjunction with this. That is, both the left and right cylinders and the left and right shaft bodies are inclined. Then, the upper swing frame swings around the front / rear axis about the middle part connected to the upper connection part, so that the front wheel on the inner ring side floats upward and the front wheel on the outer ring side sinks downward. I will. In other words, the left and right front wheels are both tilted by the tilt of the vehicle body, and at the same time, move so that the inner ring side is lifted and the outer ring side sinks in accordance with the tilt.
As a result, the left and right front wheels can be reliably grounded to the road surface. Therefore, the stability of the vehicle body when tilting can be ensured.

  In particular, both the left and right cylinders and the left and right shaft bodies are tilted when tilted, but the relative rotation of the two is not affected at all by this tilt. Therefore, even during the inclination, the turning operation can be freely performed independently as described above. Therefore, similarly to a two-wheeled vehicle, 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. Therefore, it can drive with the same feeling as a two-wheeled vehicle, and it is very easy to drive.

  In addition, when tilting, the left and right lower swing frames swing around the front and rear axes around the inner end connected to the lower connecting portion, following the tilt of the left and right cylindrical bodies and the left and right shaft bodies, respectively. To do. In particular, the swing shaft of the lower right swing frame and the swing shaft of the lower left swing frame at the lower connecting portion are spaced apart from each other at a constant interval. Therefore, when the vehicle body frame is inclined, the respective swing shafts are rotated around the front and rear axes around the intermediate point between them, and both are moved inward in the left-right axis direction. Therefore, both the left and right downward swing frames are drawn inward, and the lower end portion of the other member is also drawn inward in conjunction therewith.

Accordingly, the left and right front wheels move in a direction in which the top side (upper side) opens outward when tilting. Therefore, the front wheel on the inner ring side falls more and the front wheel on the outer ring side stands more. In other words, the front wheel on the inner ring side is in a sleeping state with a larger inclination angle than the front wheel on the outer ring side. Therefore, since the left and right front axles intersect with each other on the extension line in the inward direction of the turning circle, the top side (upper side) is the inside when tilting at the same angle or when tilting as in Patent Document 2. Unlike the case where the vehicle is closed, the loss due to slipping of the left and right front wheels during turning can be reduced. Therefore, the vehicle can turn smoothly and efficiently, and a tricycle excellent in turning performance can be obtained.
Further, since the inclination angle of the left and right front wheels can be changed between the inner wheel side and the outer wheel side only when the vehicle body is inclined, the front wheel can be kept standing straight when the vehicle body is upright. Therefore, unnecessary thrust is not generated in a direction different from the straight traveling direction as in the prior art during straight traveling. Therefore, since resistance during traveling can be reduced, it is possible to drive efficiently and improve traveling performance.

In particular, in the above-described tricycle, the front forks that pivotally support the front wheels are fixed to the right cylinder and the left cylinder, respectively. A steering mechanism is coupled between the right and left cylinders and the turning connection member. The upper end portions of the right shaft body and the left shaft body are respectively connected to the upper swing frame. The lower end portion of the right shaft body is connected to the outer end portion of the lower right swing frame, and the lower end portion of the left shaft body is connected to the outer end portion of the lower left swing frame. In particular, since the front fork can be fixed to the right cylinder and the left cylinder, it is very easy to attach the front fork and it is easy to fix it firmly. Therefore, the degree of freedom in design can be improved, and the configuration can be simplified and the rigidity can be easily increased.

(2) The tricycle according to the present invention is characterized in that, in the tricycle according to the present invention, the front wheel is disposed adjacent to the outside of the right cylinder and the left cylinder.
In the tricycle according to the present invention, the front forks are fixed to the left and right cylinders so that the front wheels are adjacent to the outsides of the right cylinder and the left cylinder, respectively. Accordingly, the space between the left and right front wheels can be effectively used to accommodate components such as the left and right cylinders, the left and right shaft bodies, the upper swing frame, and the left and right lower swing frames. Therefore, the vehicle height can be lowered and the position of the center of gravity can be made as close as possible to the road surface side, so that the stability during travel can be further increased.

(3) In the tricycle according to the present invention, in the tricycle according to the present invention, when the upper swing frame swings, a force resisting the swing is urged so that the posture of the upper swing frame is in a horizontal state. And an urging mechanism for maintaining the above.

  In the tricycle according to the present invention, when the upper swing frame swings and tilts as the vehicle body tilts, the biasing mechanism biases the upper swing frame against a force against the swing, An attempt is made to return the swing frame to a horizontal state. Therefore, when the vehicle body is tilted during traveling, this tilt can be prevented from increasing, and the stability during tilting can be improved. Further, since the vehicle body can easily return from the inclined state to the upright state, it is very easy to drive. 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.

(4) The tricycle according to the present invention includes a tilt regulating mechanism that regulates the tilt angle of the upper swing frame to a constant angle when the upper swing frame swings in the tricycle according to the present invention. Features.

  In the tricycle according to the present invention, when the upper swing frame is tilted by swinging, the tilt restricting mechanism restricts the tilt angle of the upper swing frame to a constant angle. In particular, since this restricted area can be set to a range that does not affect the vehicle body tilt required for normal driving, interference of parts in the front two-wheel mechanism due to excessive vehicle body tilt during pushing walks, etc. Can be prevented.

(5) The tricycle according to the present invention is characterized in that, in the tricycle according to the present invention, a turning restriction mechanism for restricting a turning angle of the stem pipe to a constant angle is provided.

  In the tricycle according to the present invention, when turning the stem pipe when turning while traveling, the turning restriction mechanism restricts the turning angle of the stem pipe to a constant angle. In particular, since this restricted area can be set to a range that does not affect the turning operation required for normal driving, the components of the front two-wheel mechanism due to excessive steering turning operation during pushing walk etc. Interference can be prevented.

  According to the three-wheeled vehicle of the present invention, as with a two-wheeled vehicle, the vehicle can turn efficiently with an optimum rudder angle corresponding to the inclination angle without being affected by the inclination of the vehicle body, and can be operated with the same feeling as a two-wheeled vehicle. Can do. Moreover, it can be set as the tricycle which was excellent in turning performance, the resistance at the time of driving | running | working was small, and driving performance improved.

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-described 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 (5)

A tricycle having a rear wheel and left and right front wheels,
A stem pipe connected to the handlebar and rotatably supported by the body frame;
An upper connecting portion and a lower connecting portion provided on the front end portion of the vehicle body frame so as to be spaced apart from each other vertically;
An upper swing frame in which an intermediate portion is swingably connected to the upper connection portion, and both end portions swing up and down around a front-rear axis;
A right-down swing frame and a left-bottom swing are arranged in a line on the left and right, the inner end is swingably connected to the lower connecting portion, and the outer end swings up and down about the front-rear axis. A moving frame,
A right cylinder and a left cylinder disposed substantially parallel to the stem pipe and spaced apart from each other on the left and right;
A right shaft body and a left shaft body, which are rotatably inserted into the left and right cylinders, and whose upper end and lower end protrude outwardly;
A front fork fixed to the right cylinder and the left cylinder , respectively supporting the front wheels in a state of standing upright when the vehicle body frame stands upright ;
The right and left cylinders are connected between the right and left cylinders and a turning connecting member fixed to the lower end of the stem pipe, and the right and left cylinders are respectively connected with the rotation of the stem pipe. A steering mechanism that rotates and changes the direction of the front wheel to the left and right, and
The right shaft body and the left shaft body have upper end portions rotatably connected to both end portions of the upper swing frame, and lower end portions are respectively rotated to outer end portions of the left and right lower swing frames. Connected freely,
The three-wheeled vehicle characterized in that the swing shaft of the lower right swing frame and the swing shaft of the lower left swing frame in the lower connecting portion are spaced apart from each other at a constant interval. The tricycle according to claim 1 ,
The tricycle is characterized in that the front wheel is disposed adjacent to the outside of the right cylinder and the left cylinder. The tricycle according to claim 1 or 2 ,
A tricycle comprising an urging mechanism for urging a force against the oscillating when the upper oscillating frame is oscillated to maintain the posture of the upper oscillating frame in a horizontal state. The tricycle according to any one of claims 1 to 3 ,
A tricycle comprising a tilt regulating mechanism for regulating the tilt angle of the upper swing frame to a constant angle when the upper swing frame swings. The tricycle according to any one of claims 1 to 4 ,
A tricycle comprising a turning restriction mechanism for restricting a turning angle of the stem pipe to a constant angle.

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