JP5952459B1 - Wheel suspension mechanism - Google Patents

Wheel suspension mechanism Download PDF

Info

Publication number
JP5952459B1
JP5952459B1 JP2015091933A JP2015091933A JP5952459B1 JP 5952459 B1 JP5952459 B1 JP 5952459B1 JP 2015091933 A JP2015091933 A JP 2015091933A JP 2015091933 A JP2015091933 A JP 2015091933A JP 5952459 B1 JP5952459 B1 JP 5952459B1
Authority
JP
Japan
Prior art keywords
suspension
connection port
outer cylinder
frame
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2015091933A
Other languages
Japanese (ja)
Other versions
JP2016203947A (en
Inventor
▲とう▼景忠
程信霖
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Motive Power Industry Co Ltd
Original Assignee
Motive Power Industry Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Motive Power Industry Co Ltd filed Critical Motive Power Industry Co Ltd
Priority to JP2015091933A priority Critical patent/JP5952459B1/en
Application granted granted Critical
Publication of JP5952459B1 publication Critical patent/JP5952459B1/en
Publication of JP2016203947A publication Critical patent/JP2016203947A/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Automatic Cycles, And Cycles In General (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

【課題】車両がサスペンション機能を備えるとともに、路面の傾きに応じて車両を横方向で支えて転倒することを防ぐ、車輪の懸垂機構を提供する。【解決手段】車輪の懸垂機構は、左外筒体１、右外筒体２、左サスペンション３、右サスペンション４及び制御バルブ５を備える。左外筒体１は、上端に形成された左接続口１１と、下端に形成された左サスペンション接続口１２とを有し、フレームに枢着するために用いる。右外筒体２は、上端に形成された右接続口２１と、下端に形成された右サスペンション接続口２２とを有し、フレームに枢着するために用いる。左サスペンション３は、下端が左車輪フレームに枢着される。左車輪フレームは、フレームに枢着される。左サスペンション３の上部外側の側壁面は、左サスペンション接続口１２を介して左外筒体１の下部内面の側壁面に可動自在に係合される。【選択図】図１Provided is a wheel suspension mechanism that has a suspension function and prevents the vehicle from falling while being supported in a lateral direction according to the inclination of a road surface. A wheel suspension mechanism includes a left outer cylinder, a right outer cylinder, a left suspension, a right suspension, and a control valve. The left outer cylinder 1 has a left connection port 11 formed at the upper end and a left suspension connection port 12 formed at the lower end, and is used to pivotally attach to the frame. The right outer cylinder 2 has a right connection port 21 formed at the upper end and a right suspension connection port 22 formed at the lower end, and is used to pivotally attach to the frame. The left suspension 3 is pivotally attached to the left wheel frame at the lower end. The left wheel frame is pivotally attached to the frame. The upper outer side wall surface of the left suspension 3 is movably engaged with the side wall surface of the lower inner surface of the left outer cylinder 1 via the left suspension connection port 12. [Selection] Figure 1

Description

本発明は、車輪の懸垂機構に関し、特に、車両がサスペンション機能を備えるとともに、路面の傾きに応じて車両を横方向で支えて転倒することを防ぐ、車輪の懸垂機構に関する。   The present invention relates to a wheel suspension mechanism, and more particularly to a wheel suspension mechanism that has a suspension function and prevents the vehicle from falling while being supported in a lateral direction according to a road surface inclination.

便利に移動できるため、現在、自動二輪車を使用している人は多い。しかし、一般の自動二輪車は、前輪及び後輪を有し、自動二輪車が旋回する際、単一の前輪及び単一の後輪だけが路面と接触し、自動二輪車の左右両側が全く支えられていないため、旋回する際、転倒し易かった。   Many people currently use motorcycles because they can move conveniently. However, a general motorcycle has a front wheel and a rear wheel. When the motorcycle turns, only a single front wheel and a single rear wheel are in contact with the road surface, and both the left and right sides of the motorcycle are supported at all. Because there was no, it was easy to fall when turning.

そのため、車両がサスペンション機能を備えるとともに、路面の傾きに応じて車両を横方向で支えて転倒することを防ぐ、車輪の懸垂機構が求められていた。   Therefore, there has been a demand for a wheel suspension mechanism that has a suspension function and prevents the vehicle from falling while being supported in the lateral direction according to the inclination of the road surface.

本発明の目的は、車両がサスペンション機能を備えるとともに、路面の傾きに応じて車両を横方向で支えて転倒することを防ぐ、車輪の懸垂機構を提供することにある。   An object of the present invention is to provide a wheel suspension mechanism that has a suspension function and prevents the vehicle from falling while being supported in a lateral direction according to the inclination of the road surface.

上記課題を解決するために、本発明の第１の形態によれば、左外筒体、右外筒体、左サスペンション、右サスペンション及び制御バルブを備えた車輪の懸垂機構であって、前記左外筒体は、上端に形成された左接続口と、下端に形成された左サスペンション接続口とを有し、フレームに枢着するために用い、前記右外筒体は、上端に形成された右接続口と、下端に形成された右サスペンション接続口とを有し、フレームに枢着するために用い、前記左サスペンションは、下端が左車輪フレームに枢着され、前記左車輪フレームは、前記フレームに枢着され、前記左サスペンションの上部外側の側壁面は、前記左サスペンション接続口を介して前記左外筒体の下部内面の側壁面に可動自在に係合され、前記左外筒体の上部内面には、左調整空間が形成され、前記左調整空間は、前記左接続口と連通してオイルで満たされ、前記右サスペンションは、下端が右車輪フレームに枢着され、前記右車輪フレームは、前記フレームに枢着され、前記右サスペンションの上部外側の側壁面は、前記右サスペンション接続口を介して前記右外筒体の下部内面の側壁面に可動自在に係合され、前記右外筒体の上部内面には、右調整空間が形成され、前記右調整空間は、前記右接続口と連通してオイルで満たされ、前記制御バルブは、前記左接続口と前記右接続口との間に接続され、オイルの流動を制御することを特徴とする車輪の懸垂機構が提供される。   In order to solve the above-described problem, according to a first aspect of the present invention, there is provided a wheel suspension mechanism including a left outer cylinder, a right outer cylinder, a left suspension, a right suspension, and a control valve. The outer cylinder has a left connection port formed at the upper end and a left suspension connection port formed at the lower end, and is used to pivotally attach to the frame. The right outer cylinder is formed at the upper end. The left suspension has a right connection port and a right suspension connection port formed at a lower end, and is used to pivot to a frame.The left suspension is pivoted to a left wheel frame, and the left wheel frame is The side wall surface on the upper outer side of the left suspension is movably engaged with the side wall surface of the lower inner surface of the left outer cylinder through the left suspension connection port, and is pivotally attached to the frame. In the upper inner surface, the left adjustment space The left adjustment space is filled with oil in communication with the left connection port, the right suspension is pivotally attached to the right wheel frame, the right wheel frame is pivotally attached to the frame, The upper outer side wall surface of the right suspension is movably engaged with the side wall surface of the lower inner surface of the right outer cylinder through the right suspension connection port, and the upper inner surface of the right outer cylinder has a right side An adjustment space is formed, the right adjustment space communicates with the right connection port and is filled with oil, and the control valve is connected between the left connection port and the right connection port to control the flow of oil. A wheel suspension mechanism is provided that is characterized by control.

前記左外筒体の両側と、前記右外筒体の両側とには、前記フレームを枢着する枢軸が対をなすようにそれぞれ設けられていることが好ましい。   It is preferable that pivots for pivotally mounting the frame are provided on both sides of the left outer cylinder and on both sides of the right outer cylinder, respectively.

前記枢軸は、枢軸キャップ及び固定軸をそれぞれ有し、前記固定軸は、前記左外筒体の両側と、前記右外筒体の両側とにそれぞれ対をなすように固定され、前記枢軸キャップ内にそれぞれ枢着されることが好ましい。   The pivot includes a pivot cap and a fixed shaft, and the fixed shaft is fixed so as to be paired with both sides of the left outer cylinder and both sides of the right outer cylinder. Are preferably pivotally attached to each other.

本発明の車輪の懸垂機構は、車両がサスペンション機能を備えるとともに、路面の傾きに応じて車両を横方向で支えて転倒することを防ぐ。   The wheel suspension mechanism of the present invention has a suspension function and prevents the vehicle from falling over while supporting the vehicle in the lateral direction according to the inclination of the road surface.

図１は、本発明の一実施形態に係る車輪の懸垂機構を示す断面図である。FIG. 1 is a cross-sectional view showing a wheel suspension mechanism according to an embodiment of the present invention. 図２は、本発明の一実施形態に係る車輪の懸垂機構を示す斜視図である。FIG. 2 is a perspective view showing a wheel suspension mechanism according to an embodiment of the present invention. 図３は、本発明の一実施形態に係る車輪の懸垂機構の応用例を概略的に示す図である。FIG. 3 is a diagram schematically showing an application example of a wheel suspension mechanism according to an embodiment of the present invention.

以下、本発明の実施形態について図に基づいて説明する。なお、これによって本発明が限定されるものではない。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the present invention is not limited thereby.

図１〜図３を参照する。図１〜図３に示すように、本発明の一実施形態に係る車輪の懸垂機構は、少なくとも左外筒体１、右外筒体２、左サスペンション３、右サスペンション４及び制御バルブ５から構成されてなる。図１〜図３に示すように、本発明の一実施形態に係る車輪の懸垂機構は、車両の前輪に応用されているが、勿論、車両の後輪に応用してもよい。左接続口１１は、Ｌ字状管体の一端に形成された接続口である。Ｌ字状管体の他端に形成された接続口は、左外筒体１の上端に連通する。左外筒体１の下端には、左サスペンション接続口１２が形成される。左外筒体１の両端間には、フレーム７が枢着される。左外筒体１の径方向断面は、円形状又はその他幾何学的形状でもよい。右外筒体２の上端には、右接続口２１が形成される。右接続口２１は、Ｌ字状管体の一端に形成された接続口である。Ｌ字状管体の他端に形成された接続口は、右外筒体２の上端に連通する。右外筒体２の下端は、右サスペンション接続口２２を有する。右外筒体２の両端間には、フレーム７が枢着される。右外筒体２の径方向断面は、円形状又はその他幾何学的形状でもよい。左サスペンション３の構造及び作動方式は、一般のサスペンションと同じである。左サスペンション３は、左筒体３１及び左伸縮杆３２を有する。左伸縮杆３２は、左筒体３１内で伸縮する。左筒体３１と左伸縮杆３２との間に形成された左収容空間３１１内はオイルで満たされる。左伸縮杆３２の下端は、左枢着孔３２１を介して左車輪フレーム８の両端間に枢着される。左車輪フレーム８の一端は、フレーム７に枢着される。左車輪フレーム８の他端は、左車輪８１に枢着される。左筒体３１の上部外側に形成された側壁面は、左サスペンション接続口１２を介して左外筒体１の下部内側の側壁面に可動自在に係合されるとともに、左外筒体１の上部内側には、左外筒体１の上部内側に形成された頂壁及び側壁面と、左サスペンション３の外側の頂壁とにより、左調整空間１３が形成される。左調整空間１３は、左接続口１１と連通してオイルで満たされている。また、左調整空間１３と左収容空間３１１とは互いに独立して連通していないため、左調整空間１３内のオイルと左収容空間３１１内のオイルとは流通しない。左サスペンション３には、左ばね（図示せず）が外嵌されている。左ばねは、一端が左筒体３１の下部に固定され、他端が左伸縮杆３２に固定されている。右サスペンション４の構造及び作動方式は、一般のサスペンション機器と同じである。右サスペンション４は、右筒体４１及び右伸縮杆４２を有する。右伸縮杆４２は、右筒体４１中で伸縮する。右筒体４１と右伸縮杆４２との間に形成された右収容空間４１１は、オイルで満たされている。右伸縮杆４２の下端は、右枢着孔４２１を介して右車輪フレーム９の両端間に枢着される。右車輪フレーム９は、一端がフレーム７に枢着され、他端が右車輪（図示せず）に枢着される。右筒体４１の上部外側の側壁面は、右サスペンション接続口２２を介して右外筒体２の下部内面の側壁面に可動自在に係合され、右外筒体２の上部内面が右外筒体２の上部内側の頂壁及び側壁面と、右サスペンション４の外側の頂壁に右調整空間２３が形成されている。右調整空間２３は、右接続口２１と連通してオイルで満たされる。また、右調整空間２３と右収容空間４１１とは互いに独立して連通していないため、右調整空間２３内のオイルと右収容空間４１１内のオイルとは互いに流通せず、右サスペンション４には、右ばねが外嵌され（図示せず）、右ばねの一端が右筒体４１の下部に固定される。右ばねの他端は、右伸縮杆４２に固定される。制御バルブ５の両側が、接続管５２を介して左接続口１１及び右接続口２１と接続されるため、制御バルブ５、複数の接続管５２、左調整空間１３及び右調整空間２３は、互いに連通してオイルで満たされている。制御バルブ５は、その中に設けられた可変式連通口５１によりオイルの流動を調整する。   Please refer to FIG. As shown in FIGS. 1 to 3, the suspension mechanism for a wheel according to an embodiment of the present invention includes at least a left outer cylinder 1, a right outer cylinder 2, a left suspension 3, a right suspension 4 and a control valve 5. Being done. As shown in FIGS. 1 to 3, the wheel suspension mechanism according to the embodiment of the present invention is applied to the front wheel of the vehicle, but may be applied to the rear wheel of the vehicle. The left connection port 11 is a connection port formed at one end of the L-shaped tube. A connection port formed at the other end of the L-shaped tube communicates with the upper end of the left outer cylinder 1. A left suspension connection port 12 is formed at the lower end of the left outer cylinder 1. A frame 7 is pivotally attached between both ends of the left outer cylinder 1. The cross section in the radial direction of the left outer cylinder 1 may be circular or other geometric shape. A right connection port 21 is formed at the upper end of the right outer cylinder 2. The right connection port 21 is a connection port formed at one end of the L-shaped tube. A connection port formed at the other end of the L-shaped tube communicates with the upper end of the right outer cylinder 2. The lower end of the right outer cylinder 2 has a right suspension connection port 22. A frame 7 is pivotally attached between both ends of the right outer cylinder 2. The radial cross section of the right outer cylinder 2 may be circular or other geometric shapes. The structure and operation method of the left suspension 3 are the same as those of a general suspension. The left suspension 3 has a left cylinder 31 and a left telescopic rod 32. The left telescopic rod 32 extends and contracts within the left cylinder 31. The left accommodating space 311 formed between the left cylinder 31 and the left telescopic rod 32 is filled with oil. The lower end of the left telescopic rod 32 is pivotally attached between both ends of the left wheel frame 8 via the left pivot attachment hole 321. One end of the left wheel frame 8 is pivotally attached to the frame 7. The other end of the left wheel frame 8 is pivotally attached to the left wheel 81. The side wall surface formed on the upper outer side of the left cylindrical body 31 is movably engaged with the side wall surface on the lower inner side of the left outer cylindrical body 1 via the left suspension connection port 12, and the left outer cylindrical body 1 A left adjustment space 13 is formed inside the upper portion by a top wall and a side wall surface formed inside the upper portion of the left outer cylindrical body 1 and a top wall outside the left suspension 3. The left adjustment space 13 communicates with the left connection port 11 and is filled with oil. Further, since the left adjustment space 13 and the left accommodation space 311 do not communicate with each other independently, the oil in the left adjustment space 13 and the oil in the left accommodation space 311 do not circulate. A left spring (not shown) is fitted on the left suspension 3. The left spring has one end fixed to the lower portion of the left cylinder 31 and the other end fixed to the left telescopic rod 32. The structure and operation method of the right suspension 4 are the same as those of general suspension equipment. The right suspension 4 has a right cylinder 41 and a right telescopic rod 42. The right telescopic rod 42 extends and contracts in the right cylinder 41. The right accommodating space 411 formed between the right cylinder 41 and the right telescopic rod 42 is filled with oil. The lower end of the right telescopic rod 42 is pivotally attached between both ends of the right wheel frame 9 via the right pivot attachment hole 421. One end of the right wheel frame 9 is pivotally attached to the frame 7 and the other end is pivotally attached to a right wheel (not shown). The upper outer side wall surface of the right cylinder 41 is movably engaged with the side wall surface of the lower inner surface of the right outer cylinder 2 via the right suspension connection port 22, and the upper inner surface of the right outer cylinder 2 is located on the right outer side. A right adjustment space 23 is formed in the top wall and the side wall surface inside the upper part of the cylindrical body 2 and the top wall outside the right suspension 4. The right adjustment space 23 communicates with the right connection port 21 and is filled with oil. Further, since the right adjustment space 23 and the right accommodation space 411 do not communicate with each other independently, the oil in the right adjustment space 23 and the oil in the right accommodation space 411 do not circulate with each other. The right spring is externally fitted (not shown), and one end of the right spring is fixed to the lower portion of the right cylinder 41. The other end of the right spring is fixed to the right telescopic rod 42. Since both sides of the control valve 5 are connected to the left connection port 11 and the right connection port 21 via the connection pipe 52, the control valve 5, the plurality of connection pipes 52, the left adjustment space 13 and the right adjustment space 23 are mutually connected. Filled with oil in communication. The control valve 5 adjusts the flow of oil by a variable communication port 51 provided therein.

図１〜図３を参照する。図１〜図３に示すように、車両が真っ直ぐ前進する際、制御バルブ５の可変式連通口５１が閉じられてオイルの流動が止められると、制御バルブ５、接続管５２、左調整空間１３及び右調整空間２３がオイルにより満たされるため、左調整空間１３及び右調整空間２３の高さが、オイルの支持により同じに維持され、車両が横方向で支えられて直立し、安定的に真っ直ぐ前進することができる。   Please refer to FIG. As shown in FIGS. 1 to 3, when the vehicle advances straight, when the variable communication port 51 of the control valve 5 is closed and the flow of oil is stopped, the control valve 5, the connecting pipe 52, and the left adjustment space 13. Since the right adjustment space 23 is filled with oil, the heights of the left adjustment space 13 and the right adjustment space 23 are kept the same by the support of the oil, and the vehicle is supported in the lateral direction to stand upright and stably straight. You can move forward.

車両が右に旋回する際、制御バルブ５の可変式連通口５１が開かれると、外方への遠心力により車両の右旋回に悪影響が及びことを防ぐことができる。即ち、車両が右方向へ傾いて重心が右方向へ傾き、右外筒体２が右サスペンション４を押下すると、制御バルブ５の可変式連通口５１が既に開いているため、右調整空間２３内のオイルの一部が右サスペンション４の右筒体４１により押し上げられ、オイルの一部が右接続口２１と、右側の接続管５２と、制御バルブ５の可変式連通口５１と、左側の接続管５２と、左接続口１１とを介して左調整空間１３に流入し、右調整空間２３の高さが左調整空間１３より低くなるため車両が右方向へ傾き、車両が右へ旋回する際に転倒することを防ぐことができる。また、本発明の一実施形態に係る車輪の懸垂機構は、車両が右へ旋回する際、横方向の支持力と、２つの前輪と路面との接触により起きる摩擦力とにより、車両が右へ旋回する際に転倒することを防ぐことができる。また、本実施形態の車輪の懸垂機構は、制御バルブ５の可変式連通口５１により車両が右に傾く速度を制御することができる。制御バルブ５の可変式連通口５１が大きいほど、オイルの流動速度は速く、車両が右へ傾く速度が速くなる。また、制御バルブ５の可変式連通口５１が小さいほど、オイルの流動速度が遅くなり、車両が右へ傾く速度も遅くなる。   If the variable communication port 51 of the control valve 5 is opened when the vehicle turns to the right, it is possible to prevent adverse effects on the right turn of the vehicle due to outward centrifugal force. That is, when the vehicle tilts to the right, the center of gravity tilts to the right, and the right outer cylinder 2 depresses the right suspension 4, the variable communication port 51 of the control valve 5 is already open. Part of the oil is pushed up by the right cylinder 41 of the right suspension 4, and part of the oil is connected to the right connection port 21, the right connection pipe 52, the variable communication port 51 of the control valve 5, and the left connection. When flowing into the left adjustment space 13 via the pipe 52 and the left connection port 11 and the height of the right adjustment space 23 is lower than that of the left adjustment space 13, the vehicle tilts to the right and the vehicle turns to the right. Can be prevented from falling over. Further, the wheel suspension mechanism according to the embodiment of the present invention is configured such that when the vehicle turns to the right, the vehicle is turned to the right by the lateral support force and the frictional force generated by the contact between the two front wheels and the road surface. It is possible to prevent the vehicle from falling over when turning. Further, the wheel suspension mechanism of the present embodiment can control the speed at which the vehicle tilts to the right by the variable communication port 51 of the control valve 5. The larger the variable communication port 51 of the control valve 5, the faster the oil flow speed and the faster the vehicle tilts to the right. Further, the smaller the variable communication port 51 of the control valve 5, the slower the oil flow speed, and the slower the vehicle tilts to the right.

車両が左へ旋回する際、制御バルブ５の可変式連通口５１が開かれると、外方への遠心力により車両の左旋回に悪影響が及びことを防ぐことができる。即ち、車両が右方向へ傾いて重心が左方向へ傾き、左外筒体１が左サスペンション３を押下すると、制御バルブ５の可変式連通口５１が既に開いているため、左調整空間１３内のオイルの一部が左サスペンション３の左筒体３１により押し上げられ、オイルの一部が左接続口１１と、左側の接続管５２と、制御バルブ５の可変式連通口５１と、右側の接続管５２と、右接続口２１とを介して右調整空間２３に流入し、左調整空間１３の高さが右調整空間２３より低くなるため車両が左方向へ傾き、車両が左へ旋回する際に転倒することを防ぐことができる。また、本発明の一実施形態に係る車輪の懸垂機構は、車両が左へ旋回する際、横方向の支持力と、２つの前輪と路面との接触により起きる摩擦力とにより、車両が左へ旋回する際に転倒することを防ぐことができる。また、本実施形態の車輪の懸垂機構は、制御バルブ５の可変式連通口５１により車両が左に傾く速度を制御することができる。制御バルブ５の可変式連通口５１が大きいほど、オイルの流動速度は速く、車両が左へ傾く速度が速くなる。また、制御バルブ５の可変式連通口５１が小さいほど、オイルの流動速度が遅くなり、車両が左へ傾く速度も遅くなる。   If the variable communication port 51 of the control valve 5 is opened when the vehicle turns to the left, it is possible to prevent adverse effects on the left turn of the vehicle due to the outward centrifugal force. That is, when the vehicle tilts to the right, the center of gravity tilts to the left, and the left outer cylinder 1 depresses the left suspension 3, the variable communication port 51 of the control valve 5 is already open. Part of the oil is pushed up by the left cylinder 31 of the left suspension 3, and part of the oil is left connection port 11, the left connection pipe 52, the variable communication port 51 of the control valve 5, and the right connection. When flowing into the right adjustment space 23 through the pipe 52 and the right connection port 21 and the height of the left adjustment space 13 is lower than that of the right adjustment space 23, the vehicle tilts to the left and the vehicle turns to the left. Can be prevented from falling over. In addition, the wheel suspension mechanism according to the embodiment of the present invention is configured such that when the vehicle turns to the left, the vehicle is turned to the left by the lateral support force and the frictional force generated by the contact between the two front wheels and the road surface. It is possible to prevent the vehicle from falling over when turning. Further, the wheel suspension mechanism of this embodiment can control the speed at which the vehicle tilts to the left by the variable communication port 51 of the control valve 5. The larger the variable communication port 51 of the control valve 5, the faster the oil flow speed and the faster the vehicle tilts to the left. Further, the smaller the variable communication port 51 of the control valve 5, the slower the oil flow speed, and the slower the vehicle tilts to the left.

上述したように、本発明の車輪の懸垂機構は、左サスペンション３及び右サスペンション４により、車両はサスペンション機能を得ることができる上、路面が傾いている場合でも、制御バルブ５、左調整空間１３及び右調整空間２３により車両が転倒することを防ぐことができる。   As described above, according to the wheel suspension mechanism of the present invention, the vehicle can obtain a suspension function by the left suspension 3 and the right suspension 4, and the control valve 5 and the left adjustment space 13 can be used even when the road surface is inclined. The right adjustment space 23 can prevent the vehicle from overturning.

図１〜図３を参照する。図１〜図３に示すように、本発明の一実施形態に係る車輪の懸垂機構は、左外筒体１の両端間の対をなす側部に設けられた枢軸６により、フレーム７に枢着され、右外筒体２の両端間の対をなす側部に設けられた枢軸６により、フレーム７に枢着される。このように、本発明の一実施形態に係る車輪の懸垂機構は、フレーム７と容易に組み合わせることができる。   Please refer to FIG. As shown in FIGS. 1 to 3, the wheel suspension mechanism according to an embodiment of the present invention is pivoted on a frame 7 by a pivot 6 provided on a side portion that forms a pair between both ends of the left outer cylinder 1. It is attached to the frame 7 by the pivot 6 provided on the side portion that is paired between both ends of the right outer cylinder 2. Thus, the wheel suspension mechanism according to the embodiment of the present invention can be easily combined with the frame 7.

図１〜図３を参照する。図１〜図３に示すように、上述した車輪の懸垂機構の枢軸６は、枢軸キャップ６１及び固定軸６２をそれぞれ有する。複数の固定軸６２は、左外筒体１の両端間の対向した両側と、右外筒体２の両端間の対向した両側とにそれぞれ固定され、複数の枢軸キャップ６１内にそれぞれ枢着される。このように、本発明の車輪の懸垂機構は、複数の枢軸キャップ６１とフレーム７とにより容易に組立てることができる。   Please refer to FIG. As shown in FIGS. 1 to 3, the pivot 6 of the above-described wheel suspension mechanism includes a pivot cap 61 and a fixed shaft 62. The plurality of fixed shafts 62 are respectively fixed to opposite sides between both ends of the left outer cylinder 1 and opposite sides between both ends of the right outer cylinder 2, and are pivotally attached to the plurality of pivot caps 61. The Thus, the wheel suspension mechanism of the present invention can be easily assembled by the plurality of pivot caps 61 and the frame 7.

当該分野の技術を熟知するものが理解できるように、本発明の好適な実施形態を前述の通り開示したが、これらは決して本発明を限定するものではない。本発明の主旨と領域を逸脱しない範囲内で各種の変更や修正を加えることができる。従って、本発明の特許請求の範囲は、このような変更や修正を含めて広く解釈されるべきである。   While the preferred embodiments of the present invention have been disclosed above, as may be appreciated by those skilled in the art, they are not intended to limit the invention in any way. Various changes and modifications can be made without departing from the spirit and scope of the present invention. Accordingly, the scope of the claims of the present invention should be construed broadly including such changes and modifications.

１ 左外筒体
２ 右外筒体
３ 左サスペンション
４ 右サスペンション
５ 制御バルブ
６ 枢軸
７ フレーム
８ 左車輪フレーム
９ 右車輪フレーム
１１ 左接続口
１２ 左サスペンション接続口
１３ 左調整空間
２１ 右接続口
２２ 右サスペンション接続口
２３ 右調整空間
３１ 左筒体
３２ 左伸縮杆
４１ 右筒体
４２ 右伸縮杆
５１ 可変式連通口
５２ 接続管
６１ 枢軸キャップ
６２ 固定軸
８１ 左車輪
３１１ 左収容空間
３２１ 左枢着孔
４１１ 右収容空間
４２１ 右枢着孔 1 left outer cylinder 2 right outer cylinder 3 left suspension 4 right suspension 5 control valve 6 pivot 7 frame 8 left wheel frame 9 right wheel frame 11 left connection port 12 left suspension connection port 13 left adjustment space 21 right connection port 22 right Suspension connection port 23 Right adjustment space 31 Left cylinder 32 Left telescopic rod 41 Right cylinder 42 Right telescopic rod 51 Variable communication port 52 Connection pipe 61 Axle cap 62 Fixed shaft 81 Left wheel 311 Left housing space 321 Left pivot hole 411 Right accommodation space 421 Right pivot hole

Claims (1)

左外筒体、右外筒体、左サスペンション、右サスペンション及び制御バルブを備えた車輪の懸垂機構であって、
前記左外筒体は、上端に形成された左接続口と、下端に形成された左サスペンション接続口とを有し、フレームに枢着するために用い、
前記右外筒体は、上端に形成された右接続口と、下端に形成された右サスペンション接続口とを有し、フレームに枢着するために用い、
前記左サスペンションは、下端が左車輪フレームに枢着され、前記左車輪フレームは、前記フレームに枢着され、前記左サスペンションの上部外側の側壁面は、前記左サスペンション接続口を介して前記左外筒体の下部内面の側壁面に可動自在に係合され、前記左外筒体の上部内面には、左調整空間が形成され、前記左調整空間は、前記左接続口と連通してオイルで満たされ、
前記右サスペンションは、下端が右車輪フレームに枢着され、前記右車輪フレームは、前記フレームに枢着され、前記右サスペンションの上部外側の側壁面は、前記右サスペンション接続口を介して前記右外筒体の下部内面の側壁面に可動自在に係合され、前記右外筒体の上部内面には、右調整空間が形成され、前記右調整空間は、前記右接続口と連通してオイルで満たされ、
前記制御バルブは、前記左接続口と前記右接続口との間に接続され、オイルの流動を制御しており、
前記左外筒体の両側と、前記右外筒体の両側とには、前記フレームを枢着する枢軸が対をなすようにそれぞれ設けられており、
前記枢軸は、枢軸キャップ及び固定軸をそれぞれ有し、
前記固定軸は、前記左外筒体の両側と、前記右外筒体の両側とにそれぞれ対をなすように固定され、前記枢軸キャップ内にそれぞれ枢着されることを特徴とする車輪の懸垂機構。
A wheel suspension mechanism comprising a left outer cylinder, a right outer cylinder, a left suspension, a right suspension and a control valve,
The left outer cylinder has a left connection port formed at the upper end and a left suspension connection port formed at the lower end, and is used to pivotally attach to the frame.
The right outer cylinder has a right connection port formed at the upper end and a right suspension connection port formed at the lower end, and is used to pivotally attach to the frame.
The left suspension has a lower end pivotally attached to the left wheel frame, the left wheel frame is pivotally attached to the frame, and an upper outer side wall surface of the left suspension is connected to the left outer via the left suspension connection port. A left adjustment space is formed on the upper inner surface of the left outer cylinder, and the left adjustment space communicates with the left connection port with oil. Satisfied,
The right suspension has a lower end pivotally attached to the right wheel frame, the right wheel frame is pivotally attached to the frame, and an upper outer side wall surface of the right suspension is connected to the right outer via the right suspension connection port. A right adjustment space is formed on the upper inner surface of the right outer cylinder, and the right adjustment space communicates with the right connection port with oil. Satisfied,
The control valve is connected between the left connection port and the right connection port, and controls the flow of oil ,
On both sides of the left outer cylinder and on both sides of the right outer cylinder, pivots for pivotally attaching the frame are provided to make a pair,
The pivots each have a pivot cap and a fixed shaft,
The fixed shaft is fixed so as to be paired with both sides of the left outer cylinder and both sides of the right outer cylinder, and is pivotally mounted in the pivot cap, respectively. mechanism.
JP2015091933A 2015-04-28 2015-04-28 Wheel suspension mechanism Expired - Fee Related JP5952459B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015091933A JP5952459B1 (en) 2015-04-28 2015-04-28 Wheel suspension mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2015091933A JP5952459B1 (en) 2015-04-28 2015-04-28 Wheel suspension mechanism

Publications (2)

Publication Number Publication Date
JP5952459B1 true JP5952459B1 (en) 2016-07-13
JP2016203947A JP2016203947A (en) 2016-12-08

Family

ID=56375241

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2015091933A Expired - Fee Related JP5952459B1 (en) 2015-04-28 2015-04-28 Wheel suspension mechanism

Country Status (1)

Country Link
JP (1) JP5952459B1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108657337B (en) * 2017-03-31 2020-06-26 扬顶（天津）科技有限公司 Frame mechanism for vehicle with more than three wheels
KR101919446B1 (en) * 2017-04-25 2018-11-16 모티브 파워 인더스트리 컴퍼니 리미티드 Two-Wheeler Suspension System
JP6826348B2 (en) * 2018-06-04 2021-02-03 ケイズ技研株式会社 Multi-wheel vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56150694U (en) * 1980-04-14 1981-11-12
JP2002302086A (en) * 2001-04-04 2002-10-15 Honda Motor Co Ltd Structure for attaching rear suspension for motorcycle
JP2006192960A (en) * 2005-01-11 2006-07-27 Land Walker Ltd Twin-wheel bicycle
JP2013516354A (en) * 2010-01-08 2013-05-13 アンドリュー ゲール、デイビッド vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56150694U (en) * 1980-04-14 1981-11-12
JP2002302086A (en) * 2001-04-04 2002-10-15 Honda Motor Co Ltd Structure for attaching rear suspension for motorcycle
JP2006192960A (en) * 2005-01-11 2006-07-27 Land Walker Ltd Twin-wheel bicycle
JP2013516354A (en) * 2010-01-08 2013-05-13 アンドリュー ゲール、デイビッド vehicle

Also Published As

Publication number Publication date
JP2016203947A (en) 2016-12-08

Similar Documents

Publication Publication Date Title
JP5952459B1 (en) Wheel suspension mechanism
US10829177B2 (en) Rolling motor vehicle
TWI680904B (en) Motor vehicle wheel suspension, motor vehicle assembly, motor vehicle forecarriage and motor vehicle thereof
US10882372B2 (en) Forecarriage of a rolling motor vehicle
EP3103713A1 (en) An inverted tricycle
JP2004131063A (en) Front wheel suspension system and its method
TW201733847A (en) Front fork of a motor vehicle, forecarriage of a motor vehicle and related motor vehicle
JP2020513369A (en) Suspension group for motor vehicle, wheel group for motor vehicle, front end of motor vehicle and vehicle with motor
CN105313960B (en) Adjustable toe curve knuckle and method for vehicle suspension
CN203818974U (en) Novel vehicle suspension mechanism and vehicle
CN207291557U (en) The adjustable more spring independent suspension structures of rigidity
JP2018530469A (en) Rear of motorcycle with cardan shaft transmission and related motorcycle
CN105365510B (en) Vehicle suspension
US9138363B1 (en) Wheel independent suspension system for a mobility scooter
ES2532930T3 (en) Automatic wheel adjustment mechanism and motorized folding vehicle that incorporates it
TWI571395B (en) The suspension of the wheel
TWM506053U (en) Suspension structure of vehicle wheel
EP2481659B1 (en) Wheel automatic adjustment mechanism and foldable motorized vehicle having same
CN210526729U (en) Steering device and inverted tricycle
EP3093169B1 (en) Suspension mechanism
JP2006502043A (en) Motorcycle with auxiliary wheel system
KR20160136818A (en) Suspension mechanism
CN205574197U (en) Novel scooter rear wheel device
RU159133U1 (en) VEHICLE CHASSIS
JPH09207856A (en) Two rear wheel suspension device of tricycle having two rear wheels which travels in the same way as two wheels

Legal Events

Date Code Title Description
A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20160513

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20160531

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20160609

R150 Certificate of patent or registration of utility model

Ref document number: 5952459

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

LAPS Cancellation because of no payment of annual fees