JPH01204884A - Front-wheel steering gear for two wheeler - Google Patents
Front-wheel steering gear for two wheelerInfo
- Publication number
- JPH01204884A JPH01204884A JP63029057A JP2905788A JPH01204884A JP H01204884 A JPH01204884 A JP H01204884A JP 63029057 A JP63029057 A JP 63029057A JP 2905788 A JP2905788 A JP 2905788A JP H01204884 A JPH01204884 A JP H01204884A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- steering shaft
- front wheel
- frame
- arm
- 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.)
- Granted
Links
- 239000000725 suspension Substances 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 abstract 1
- 238000006243 chemical reaction Methods 0.000 description 5
- 241000270281 Coluber constrictor Species 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000009189 diving Effects 0.000 description 1
- OQZCSNDVOWYALR-UHFFFAOYSA-N flurochloridone Chemical compound FC(F)(F)C1=CC=CC(N2C(C(Cl)C(CCl)C2)=O)=C1 OQZCSNDVOWYALR-UHFFFAOYSA-N 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K21/00—Steering devices
- B62K21/005—Steering pivot axis arranged within the wheel, e.g. for a hub center steering arrangement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K25/00—Axle suspensions
- B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
- B62K25/12—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg
- B62K25/22—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with more than one arm on each fork leg
- B62K25/24—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with more than one arm on each fork leg for front wheel
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は、自動二輪車や自転車などの二輪車の前輪操
舵装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a front wheel steering device for two-wheeled vehicles such as motorcycles and bicycles.
（従来の技術）
自動二輪車用前輪操舵装置として、最も一般的には、テ
レスコピック形前輪フォークをフレームに対し、その操
舵軸線回りに旋回自在に配設し、その前輪フォーク上端
に一体的に固定したハンドルバーを操作することにより
、前輪を操舵する構造の装置が用いられている。(Prior art) The most common front wheel steering device for motorcycles is a system in which a telescopic front wheel fork is arranged on a frame so as to be able to rotate around its steering axis, and is integrally fixed to the upper end of the front wheel fork. A device is used in which the front wheels are steered by operating a handlebar.
また、レーサー用自動二輪車については、フレームより
前方に延出した左右一対のスイングアームで、前輪の車
軸両側を略鉛直方向に上下動自在に支承し、車軸の中央
部に形設した球形ブツシュに対し前輪のハブ孔部を水平
旋回可能に圧入し、ハブ孔部の一端部と上端にハンドル
バーを固定した操舵軸とを、複数のタイロッドを継ぎ手
で接続した構造のリンク部材によって連結して、ハンド
ルバーを操作することにより前輪を操舵するようにした
構造の装置が提案されている（特開昭５７−１５０８７
号）。In addition, for racer motorcycles, a pair of left and right swing arms extending forward from the frame supports both sides of the front wheel axle so that they can move up and down in an approximately vertical direction, and a spherical bushing formed in the center of the axle On the other hand, the hub hole of the front wheel is press-fitted so that it can rotate horizontally, and one end of the hub hole and a steering shaft with a handlebar fixed to the upper end are connected by a link member having a structure in which a plurality of tie rods are connected with a joint. A device has been proposed in which the front wheels are steered by operating the handlebars (Japanese Patent Laid-Open No. 57-15087).
issue).
さらに、最近、前輪を片持ち支持したステアリングアー
ムを、フレームより前方に延出した上下一対のスイング
アームで略鉛直方向に上下動自在に支承し、上端にハン
ドルバーを固定した操舵軸と前記ステアリングアームと
を、複数のタイロッドを継ぎ手で接続した構造のリンク
部材によって連結して、ハンドルバーを操作することに
より前輪を操舵するようにした構造の装置が提案されて
いる（特開昭６０−１３９５８３号）。Furthermore, recently, a steering arm that cantilevers the front wheel is supported by a pair of upper and lower swing arms extending forward from the frame so as to be able to move up and down in a substantially vertical direction, and a steering shaft with a handlebar fixed to the upper end and the steering A device has been proposed in which the arms are connected by a link member having a structure in which a plurality of tie rods are connected by joints, and the front wheels are steered by operating the handlebar (Japanese Patent Laid-Open No. 139583/1983). issue).
（発明が解決しようとする問題点）
上記した１番目の装置の場合、構造は簡単であるが、前
輪フォーク（操舵軸線）が後方へ傾斜しており、前輪は
鉛直方向へ上下動しようとしてもその操舵軸線に沿って
斜め方向に上下動させられるため、前輪の上下動時の抗
力が大きく、また、前輪の上下動に伴ってホイールベー
ス（前輪と後輪との軸間用＃ｌ）も変化する。さらに、
前輪の着脱作業が困難で時間がかかる。(Problem to be solved by the invention) In the case of the first device described above, the structure is simple, but the front wheel fork (steering axis) is tilted rearward, and the front wheel does not move up and down in the vertical direction. Since the front wheels are moved up and down diagonally along the steering axis, the drag force when the front wheels move up and down is large, and the wheelbase (#l between the axles between the front and rear wheels) also increases as the front wheels move up and down. Change. moreover,
Attaching and detaching the front wheel is difficult and time consuming.
上記した２番目の装置は、前輪が上下動してもホイール
ベースはほとんど変化しないが、上記１番目の装置と同
様に、前輪の着脱作業が困難で時間がかかる。また、前
輪の操舵可能な範囲が小さい上に、前輪を操舵する際の
反力や走行時の前輪の振動などが、リンク部材を介して
操舵軸に伝達されるため、操舵軸に直結したハンドルバ
ーに振動が伝達され易い。さらに、強度上も、前輪から
の反力を前記操舵軸で受けるため、操舵軸を太くしたり
、操舵軸取付部分のフレームを補強する必要が生じる。In the second device described above, the wheelbase hardly changes even when the front wheels move up and down, but like the first device, attaching and detaching the front wheels is difficult and time consuming. In addition, the steerable range of the front wheels is small, and the reaction force when steering the front wheels and the vibration of the front wheels when driving are transmitted to the steering shaft via the link member, so the steering wheel is directly connected to the steering shaft. Vibration is easily transmitted to the bar. Furthermore, in terms of strength, since the steering shaft receives the reaction force from the front wheels, it is necessary to make the steering shaft thicker or to reinforce the frame at the part where the steering shaft is attached.
上記した３番目の装置は、前輪が上下動してらホイール
ベースが変化せず、また、前輪の着脱作業が容易に行え
る。しかし、上記２番目の装置と同様゛に、前輪を操舵
する際の路面からの反力や走行時の前輪の振動などが、
リンク部材を介して操舵軸に伝達されるため、操舵軸に
直結したハンドル−（−に振動が伝達され易い。また、
操舵軸下方のロッカーアームをエンジンのシリンダヘッ
ドに水平旋回自在に軸着して、操舵系統（操舵軸および
リンク部材）を定位値に保持しているので、操舵系統を
構成する部材の形状が複雑になり、より強度部材を必要
とする。In the third device described above, the wheelbase does not change even when the front wheels move up and down, and the front wheels can be easily attached and detached. However, similar to the second device above, the reaction force from the road surface when steering the front wheels and the vibration of the front wheels while driving are
Since the vibration is transmitted to the steering shaft via the link member, the vibration is easily transmitted to the handle directly connected to the steering shaft.
The rocker arm below the steering shaft is pivoted to the engine's cylinder head so that it can rotate horizontally, and the steering system (steering shaft and link members) is held at a fixed position, so the shapes of the components that make up the steering system are complex. Therefore, a stronger member is required.
しかも、ステアリングアームに接続されるタイロッドの
支点（回転中心）位置が前記ロッカーアームで支持され
ているので、ハンドルバーの左右回転（回転角度）に対
応して前輪を左右へ対称的（同一回転角度）に旋回させ
るようにするための配置が、困難である。Moreover, since the fulcrum (rotation center) position of the tie rod connected to the steering arm is supported by the rocker arm, the front wheel can be symmetrically moved left and right (with the same rotation angle) in response to left and right rotation (rotation angle) of the handlebar. ) is difficult to arrange so that it can be rotated.
この発明は上述の点に鑑みなされたもので、前輪が上下
動してもホイールベースが略一定で、前輪の着脱作業も
容易で、前輪に作用する路面からの反力や走行時の前輪
の振動などがハンドルバーには直接作用しにくく、しか
も、操舵系統が単純な形状の部材で構成される、二輪車
の前輪操舵装置を提供しようとするものである。This invention was made in view of the above-mentioned points, and the wheelbase remains approximately constant even when the front wheels move up and down, making it easy to attach and detach the front wheels. The object of the present invention is to provide a front wheel steering device for a two-wheeled vehicle in which vibrations and the like do not easily act directly on the handlebar, and in which the steering system is composed of members having a simple shape.
（問題点を解決するための手段）
上記した目的を達成するためのこの発明の前輪操舵装置
の要旨とするところは、フレームより前方へ延出した上
下一対のスイングアーム先端に、前輪を回動自在に片持
ち支持したステアリングアームを旋回可能に枢着し、ハ
ンドルバーを上端に有する第１操舵軸を前記フレームの
前端部に、また第２操舵軸を前記フレームの第１操舵軸
後方に、それぞれ略鉛直方向に回動自在に支承し、前記
第１操舵軸と第２操舵軸とを両軸に対しそれぞれオフセ
ットさせた第１タイロッドにより連結すると共に、前記
第２操舵軸を該軸に対しオフセットさせた第２タイロッ
ドにより前記ステアリングアームに連結したことである
。(Means for Solving the Problems) The gist of the front wheel steering device of the present invention for achieving the above-mentioned object is to rotate the front wheels at the tips of a pair of upper and lower swing arms extending forward from the frame. A freely cantilevered steering arm is rotatably pivoted, a first steering shaft having a handlebar at the upper end is at the front end of the frame, and a second steering shaft is behind the first steering shaft of the frame; The first steering shaft and the second steering shaft are each supported rotatably in a substantially vertical direction, and the first steering shaft and the second steering shaft are connected by a first tie rod that is offset from both shafts, and the second steering shaft is connected to the second steering shaft with respect to the shafts. The second tie rod is connected to the steering arm by an offset second tie rod.
（作用）
この発明の前輪操舵装置によれば、前輪はスイングアー
ムを介して略鉛直方向に上下動するので、ホイールベー
スは略一定しており、また、前輪からの反力や走行時の
前輪の振動などは、フレームに支承された第２操舵軸で
その大部分が吸収され、第１操舵軸には直接作用するこ
とが少ない。更に、ハンドルバーからステアリングアー
ムに至る操舵系統は、その一部を構成する第１操舵軸と
第２操舵軸の２箇所でフレームに固定されているので、
構造上強度が高く、ハンドルバーからの操舵力をステア
リングアームに伝達する。(Function) According to the front wheel steering device of the present invention, since the front wheels move up and down in a substantially vertical direction via the swing arm, the wheelbase is substantially constant, and the reaction force from the front wheels and the front wheels when driving are Most of the vibrations and the like are absorbed by the second steering shaft supported by the frame, and rarely act directly on the first steering shaft. Furthermore, the steering system from the handlebar to the steering arm is fixed to the frame at two points, the first steering shaft and the second steering shaft, which form part of the steering system.
It has a strong structure and transmits steering force from the handlebar to the steering arm.
（実施例）
第１図は自動二輪車前部の左側面図、第２図は第１図の
第１操舵軸線上方視図、第３図は同前方視図である。(Example) FIG. 1 is a left side view of the front part of a motorcycle, FIG. 2 is a view from above the first steering axis in FIG. 1, and FIG. 3 is a front view of the same.
第１図に示すように、第１操舵軸２が、車体中心面Ｎ（
第２図及び第３図）上においてフレーム１の前端上部１
ａに鉛直方向に対し僅かに後方へ傾斜して溶接固着した
ヘッドパイプ２２を貫通して、ベアリング３に上り回動
自在に配設されている。前記第！操舵軸２の上端には、
両側方に張出するハンドルバー４が、一体に固着されて
いる。As shown in FIG. 1, the first steering shaft 2 is connected to the vehicle body center plane N (
2 and 3) on the front end upper part 1 of the frame 1.
It passes through a head pipe 22 which is welded and fixed at a slight inclination to the rear with respect to the vertical direction, and is mounted on a bearing 3 so as to be freely rotatable. Said number! At the upper end of the steering shaft 2,
Handlebars 4 extending from both sides are fixed integrally.
第２操舵軸５が、車体中心面Ｎ上において前記フレーム
前端上部１ａより後方および下方のフレーム中間部１ｂ
に前記ヘッドパイプ２２に平行に溶接固着したミドルパ
イプ２３を貫通して、ベアリング６に上り回動自在に配
設されている。そして、前記第１操舵軸２下端と第２操
舵軸５上端には、第３図に示すように、それぞれ長さの
等しいオフセットレバー７．８の基端が、先端側を車体
中心面Ｎから同一側方（ここでは、左側）へ張り出して
固着されている。また、オフセットレバー７の先端部下
面とオフセットレバー８の先端部上面とは、自在継手の
１種であるロッドエンド９ａ、９ｂを介して第１タイロ
ッド９により連結されている。なお、第１操舵軸２およ
び第２操舵軸５に対する第１タイロッド９両端のオフセ
ットｆｆ１ａは、それぞれ等しくなるように設定されて
いる。The second steering shaft 5 is located at a frame intermediate portion 1b rearward and below the frame front end upper portion 1a on the vehicle center plane N.
It passes through a middle pipe 23 which is welded and fixed in parallel to the head pipe 22, and is rotatably mounted on a bearing 6. At the lower end of the first steering shaft 2 and the upper end of the second steering shaft 5, as shown in FIG. They are fixed and protrude to the same side (here, to the left). Further, the lower surface of the tip of the offset lever 7 and the upper surface of the tip of the offset lever 8 are connected by a first tie rod 9 via rod ends 9a and 9b, which are a type of universal joint. Note that the offsets ff1a of both ends of the first tie rod 9 with respect to the first steering shaft 2 and the second steering shaft 5 are set to be equal to each other.
前輪１１は、第１図に示すように、前記フレームｌの下
部前端１ｃより前方へ延出した上下一対のリーディング
式スイングアーム１２，１３に片持ち支持されている。As shown in FIG. 1, the front wheel 11 is cantilevered by a pair of upper and lower leading swing arms 12 and 13 extending forward from the lower front end 1c of the frame 1.
各スイングアーム１２，１３は、前輪１１の右方向への
旋回を許容すべく、上方より見て第２図に示すようなＣ
字状に湾曲しており、アーム１２．１３基端部は、前記
枢支軸１４又は１５を嵌挿するためのパイプ部１２ａ、
１３ａに一体に形成されている。そして、上下一対のス
イングアーム１２，１３は、第４図に示すように、フォ
ーク状をなす前記フレーム下部前端ｌｃ間に間隔を設け
て、その基端パイプ部１２ａ、１３ａが枢支軸１４．１
５により、それぞれ揺動自在に軸着されている。Each swing arm 12, 13 has a C shape as shown in FIG. 2 when viewed from above to allow the front wheel 11 to turn to the right.
The base end of the arm 12.13 has a pipe portion 12a into which the pivot shaft 14 or 15 is inserted;
13a. As shown in FIG. 4, the pair of upper and lower swing arms 12 and 13 are provided with a space between the lower front ends lc of the fork-shaped frames, and have their base end pipe portions 12a and 13a connected to a pivot shaft 14. 1
5, each is pivotally attached to the shaft so as to be swingable.
第１図に示すように、前記一対のスイングアーム１２，
１３の先端（第２図の車体中心面Ｎ上）に、ステアリン
グアーム１６の下部が一対のキングピン１７を介して水
平旋回自在に支承されている。As shown in FIG. 1, the pair of swing arms 12,
13 (on the vehicle body center plane N in FIG. 2), a lower part of a steering arm 16 is supported via a pair of king pins 17 so as to be horizontally rotatable.
そして、第２図に示すように、このステアリングアーム
１６の下端部が軸受スリーブ１６ａに形成され、その軸
受スリーブ１６ａを貫通して前輪１１の車軸１１ａが、
ベアリングｌｌｂを介して回動自在に片持ち支持されて
いる。また、第３図に示すように、ショックアブソーバ
などの懸架ユニット【８が、アッパー側スイングアーム
１２の中央湾曲部付近と前記ミドルパイプ２３から左側
方へ延設したブラケット１９間に介装されている。この
ように、懸架ユニット１８をアッパー側スイングアーム
１２の中央湾曲部付近に配置することにより、その上方
の空間を有効に利用してコンパクトに収めることができ
、また、懸架ユニット１８の取付に要する部品点数を最
小限にすると共に、旋回時の前輪１１との干渉も生じな
い。As shown in FIG. 2, the lower end of the steering arm 16 is formed into a bearing sleeve 16a, and the axle 11a of the front wheel 11 passes through the bearing sleeve 16a.
It is rotatably supported in a cantilever manner via a bearing llb. Further, as shown in FIG. 3, a suspension unit [8] such as a shock absorber is interposed between the bracket 19 extending from the center curved part of the upper swing arm 12 and the middle pipe 23 to the left side. There is. In this way, by arranging the suspension unit 18 near the central curved part of the upper swing arm 12, the space above it can be effectively utilized to make it compact. The number of parts is minimized, and interference with the front wheels 11 does not occur during turning.
前記ステアリングアーム１６は、第３図に示すように、
その下部付近が車体中心面Ｎから一側方（左側）へ上向
きに屈曲している。そして、前記第２操舵軸５下端に、
オフセットレバーｌＯの基端が、先端側を車体中心面Ｎ
から一側方（左側）へ張り出して固着され、第１図に示
すように、このオフセットレバーｌＯの先端下面と前記
ステアリングアーム１６上端とは、自在継手の一種であ
るロッドエンド２０ａ、２０ｂを介して第２タイロッド
２０により連結されている。なお、タイロッド２０の両
端枢支点Ａ、Ｄのオフセットｍｂ（第３図）は、等しく
なるように設定されている。The steering arm 16, as shown in FIG.
The vicinity of the lower portion thereof is bent upward from the vehicle body center plane N to one side (left side). At the lower end of the second steering shaft 5,
The base end of the offset lever lO is aligned with the tip side toward the vehicle body center plane N.
As shown in FIG. 1, the bottom surface of the tip of the offset lever lO and the upper end of the steering arm 16 are connected to each other via rod ends 20a and 20b, which are a type of universal joint. and are connected by a second tie rod 20. Note that the offsets mb (FIG. 3) of the pivot points A and D at both ends of the tie rod 20 are set to be equal.
ところで、本実施例では、第１図から明らかなように、
ステアリングアーム１６に対する第２タイロッド２０の
先端側および一対のスイングアーム１２，１３の各枢支
点Ａ、ｎ、Ｃは、側方より見て同一直線（ここでは、第
１操舵軸２の延長線Ｐ）上に位置し、また、第２タイロ
ッド２０の基端側枢支点りおよびフレーム下部前端１ｃ
に対する一対のスイングアーム１２，１３の各枢支点Ｅ
、Ｆは、第２操舵軸５の延長線Ｑ上に位置し、さらに、
第２タイロッド２０およびスイングアーム１２，１３は
、それぞれ側方より見て相平行しており、いわゆる平行
リンクを構成している。このため、走行時に前輪１１が
上下動しても、その上下動に伴ってステアリングアーム
１６の上端が第２タイロッド２０で押されたり或は引っ
張られたりすることがなく、シたがってステアリングア
ーム１６（前輪１１）の方向が変わることはない。しか
し、本発明は、この構成に限定されるものではなく、タ
イロッド２０の基端側枢支点りおよびフレーム下部前端
１ｃに対する一対のスイングアーム１２，１３の各枢支
点Ｅ、Ｆを第２操舵軸５の延長線Ｑ上に配置すれば、例
えば、第２タイロッド２０の長さを変えたり、スイング
アーム１２，１３に対しタイロッド２０を多少傾斜させ
ても、実施可能である。なお、第２図中のｌｌｃは前輪
１１のホイール、ｌｉｄはタイヤ、第１図中の３１はブ
レーキディスク、３２はキャリパ−である。By the way, in this example, as is clear from FIG.
The tip side of the second tie rod 20 with respect to the steering arm 16 and the pivot points A, n, and C of the pair of swing arms 12 and 13 are on the same straight line (here, an extension line P of the first steering shaft 2) when viewed from the side. ) on the base end side pivot point of the second tie rod 20 and the lower front end of the frame 1c.
Each pivot point E of the pair of swing arms 12, 13 relative to
, F are located on the extension line Q of the second steering shaft 5, and further,
The second tie rod 20 and the swing arms 12 and 13 are parallel to each other when viewed from the side, and form so-called parallel links. Therefore, even if the front wheel 11 moves up and down while driving, the upper end of the steering arm 16 will not be pushed or pulled by the second tie rod 20 due to the up and down movement, and therefore the steering arm 16 will not be pushed or pulled by the second tie rod 20. (Front wheel 11) direction does not change. However, the present invention is not limited to this configuration, and the pivot points E and F of the pair of swing arms 12 and 13 relative to the base end side pivot point of the tie rod 20 and the lower front end 1c of the frame are connected to the second steering axis. 5, it can be implemented by changing the length of the second tie rod 20 or slightly tilting the tie rod 20 with respect to the swing arms 12 and 13, for example. In addition, llc in FIG. 2 is a wheel of the front wheel 11, lid is a tire, 31 in FIG. 1 is a brake disc, and 32 is a caliper.
次に、上記した実施例についてその作動態様を説明する
。Next, the operation mode of the above-mentioned embodiment will be explained.
第１図および第２図において、運転者が進行しようとす
る方向（例えば右側）へハンドルパー４を回転させれば
、第１操舵軸２が時計方向に回転すると共に、第１操舵
軸２を支点としてオフセットレバー７が時計方向に回転
する。同時に、第！タイロッド９により前方へ引っ張ら
れて第２操舵軸５上端のオフセットレバーｓｈ＜第２操
舵軸５とともに時計方向に回転する。この時、第２操舵
軸５の回転角度は、第１操舵軸２および第２操舵軸５に
対する第！タイロッド９両端のオフセットｆｆ１ａ（第
３図）がそれぞれ等しいので、第１操舵軸２の回転角度
と等しくなる。また同時に、第２操舵軸５下端のオフセ
ットレバーｌＯも、第２操舵軸５を支点として時計方向
に回転する。このオフセットレバーｌＯの回転に伴って
、第２タイロッド２０が前方へ押されてステアリングア
ーム１６が、スイングアーム１２および１３との枢支点
Ｂ、Ｃを支点として時計方向に回転し、前輪１１が右側
へ旋回する。この時、ステアリングアーム１６の回転角
度は、第２操舵軸５およびステアリングアーム１６の枢
支点Ｂ、Ｃに対する第２タイロブド２０両端のオフセッ
トｆｆ１ｂ（第３図）がそれぞれ等しいので、第２操舵
軸５の回転角度に等しくなり、第１操舵軸２の回転角度
とも等しくなる。なお、逆方向（左側）へハンドルパー
４を回転する場合も、上記と同様の態様によって、前輪
１１は左側へ旋回する。また、走行時やダイブ時におけ
る前輪１１の上下動は、平行リンクを構成する上下一対
のスイングアーム１２．１３の揺動作用に追随するので
、前輪１１は略鉛直方向にスムーズに上下動する。そし
て、前輪１１が上下動する際の衝撃は、懸架ユニット１
８の伸縮作用によって緩衝されることになる。In FIGS. 1 and 2, when the driver rotates the handlebar 4 in the direction in which the driver intends to proceed (for example, to the right), the first steering shaft 2 rotates clockwise and the first steering shaft 2 rotates. The offset lever 7 rotates clockwise as a fulcrum. At the same time, No. The offset lever sh at the upper end of the second steering shaft 5 is pulled forward by the tie rod 9 and rotates clockwise together with the second steering shaft 5. At this time, the rotation angle of the second steering shaft 5 is ! with respect to the first steering shaft 2 and the second steering shaft 5. Since the offsets ff1a (FIG. 3) at both ends of the tie rod 9 are equal, they are equal to the rotation angle of the first steering shaft 2. At the same time, the offset lever lO at the lower end of the second steering shaft 5 also rotates clockwise about the second steering shaft 5 as a fulcrum. As the offset lever lO rotates, the second tie rod 20 is pushed forward, and the steering arm 16 rotates clockwise about pivot points B and C with the swing arms 12 and 13, and the front wheel 11 moves to the right. Turn to. At this time, the rotation angle of the steering arm 16 is determined by the rotation angle of the second steering shaft 5 because the offsets ff1b (FIG. 3) of both ends of the second tie rod 20 with respect to the second steering shaft 5 and the pivot points B and C of the steering arm 16 are equal. is equal to the rotation angle of the first steering shaft 2, and is also equal to the rotation angle of the first steering shaft 2. Note that when the handlebar 4 is rotated in the opposite direction (to the left), the front wheel 11 turns to the left in the same manner as described above. Further, the vertical movement of the front wheel 11 during running or diving follows the swinging movement of the pair of upper and lower swing arms 12, 13 forming the parallel link, so the front wheel 11 smoothly moves up and down in the substantially vertical direction. The impact when the front wheel 11 moves up and down is applied to the suspension unit 1.
It will be buffered by the expansion and contraction action of 8.
（発明の効果）
上記のように構成したこの発明の二輪車の前輪操舵装置
によれば、下記の効果を奏する。(Effects of the Invention) The front wheel steering device for a two-wheeled vehicle of the present invention configured as described above provides the following effects.
（１）ハンドルパーを有する第１操舵軸からステアリン
グアームに至る操舵系統の中間に、第２操舵軸を設けた
ので、操舵系統を構成するタイロッドやオフセットレバ
ーなどの各部材を直杆状や置板状の単純な形状で形成で
き、製造が容易になる。また、単純な形状の構成部材を
、継ぎ手によって略鉛直方向と略水平方向とに組み合わ
せて操舵系統が構成されるため、前輪を操舵する際の各
構成部材の変位や各構成部材間の継手の可動範囲が小さ
くなり、上記した従来の装置に比べて車体に対する操舵
系統の配置に制約を受けることが少ない。さらに、操舵
系統がその第１操舵軸と第２操舵軸の２箇所でフレーム
に保持されるので、構造的に強度が高い。(1) Since the second steering shaft is provided in the middle of the steering system from the first steering shaft with a handlebar to the steering arm, each member of the steering system, such as tie rods and offset levers, can be arranged in a straight rod shape or It can be formed into a simple plate shape, making it easy to manufacture. In addition, since the steering system is constructed by combining simple-shaped structural members in a substantially vertical direction and a substantially horizontal direction using joints, the displacement of each structural member when steering the front wheels and the joints between each structural member The movable range is smaller, and there are fewer restrictions on the arrangement of the steering system relative to the vehicle body than in the conventional devices described above. Furthermore, since the steering system is held by the frame at two locations, the first steering shaft and the second steering shaft, the system has high structural strength.
（２）前記（１）の構成により、前輪に作用する路面か
らの反力や走行時の前輪の振動などの大部分が第２操舵
軸で吸収され、ハンドルバーには直接作用しにくい。(2) With the configuration described in (1) above, most of the reaction force from the road surface acting on the front wheels and vibrations of the front wheels during driving are absorbed by the second steering shaft, and are unlikely to act directly on the handlebars.
（３）前輪が上下動してもホイールベースが略−定であ
る。また、前輪はステアリングアームに片持ち支持され
ているため、前輪の着脱作業が容易に行える。(3) The wheelbase remains approximately constant even if the front wheels move up and down. Furthermore, since the front wheels are cantilevered by the steering arm, the front wheels can be easily attached and detached.
第１図〜第４図はこの発明の前輪操舵装置の一実施例を
示し、第１図は自動二輪車前部の左側面図、第２図は第
１図の第１操舵軸線上方視図、第３図は同前方視図、第
４図はスイングアーム及び枢支部を示す第１図のＩＶ−
ＩＶ線矢視図である。
ｌ・・・フレーム、２・・・第１操舵軸、４・・・ハン
ドルバー、５・・・第２操舵軸、？、８．１０・・・オ
フセットレバー、９．２０・・・タイロッド、１１・・
・前輪、１２．１３・・・スイングアーム、１６・・・
ステアリングアーム、１８・・・懸架ユニット。1 to 4 show an embodiment of the front wheel steering device of the present invention, in which FIG. 1 is a left side view of the front part of a motorcycle, and FIG. 2 is a top view of the first steering axis in FIG. 1. , FIG. 3 is a front view of the same, and FIG. 4 is IV- of FIG. 1 showing the swing arm and pivot portion.
It is a view taken along the line IV. l... Frame, 2... First steering shaft, 4... Handlebar, 5... Second steering shaft, ? , 8.10...Offset lever, 9.20...Tie rod, 11...
・Front wheel, 12.13...Swing arm, 16...
Steering arm, 18... suspension unit.
Claims (3)
アーム先端に、前輪を回動自在に片持ち支持したステア
リングアームを旋回可能に枢着し、ハンドルバーを上端
に有する第１操舵軸を前記フレームの前端部に、また第
２操舵軸を前記フレームの第１操舵軸後方に、それぞれ
略鉛直方向に回動自在に支承し、前記第１操舵軸と第２
操舵軸とを両軸に対しそれぞれオフセットさせた第１タ
イロッドにより連結すると共に、前記第２操舵軸を該軸
に対しオフセットさせた第２タイロッドにより前記ステ
アリングアームに連結した二輪車の前輪操舵装置。(1) A steering arm, which rotatably supports a front wheel on a cantilever, is rotatably pivoted to the tips of a pair of upper and lower swing arms extending forward from the frame, and a first steering shaft having a handlebar at the upper end is attached to the front end of a pair of upper and lower swing arms extending forward from the frame. A second steering shaft is supported at the front end of the frame, and a second steering shaft is supported at the rear of the first steering shaft of the frame so as to be rotatable in a substantially vertical direction, and the first steering shaft and the second steering shaft
A front wheel steering device for a two-wheeled vehicle, wherein a steering shaft is connected to the steering arm by a first tie rod that is offset from both axes, and a second steering shaft is connected to the steering arm by a second tie rod that is offset from the axis.
ッドが、相互に平行リンクを構成する請求項１に記載の
二輪車の前輪操舵装置。(2) The front wheel steering device for a two-wheeled vehicle according to claim 1, wherein the pair of swing arms and the second tie rod mutually constitute a parallel link.
レーム間に、懸架ユニットを介装した請求項１又は２に
記載の二輪車の前輪操舵装置。(3) The front wheel steering device for a two-wheeled vehicle according to claim 1 or 2, wherein a suspension unit is interposed between the upper side of the swing arm and the frame above the swing arm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63029057A JPH0725345B2 (en) | 1988-02-10 | 1988-02-10 | Front wheel steering system for motorcycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63029057A JPH0725345B2 (en) | 1988-02-10 | 1988-02-10 | Front wheel steering system for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01204884A true JPH01204884A (en) | 1989-08-17 |
| JPH0725345B2 JPH0725345B2 (en) | 1995-03-22 |
Family
ID=12265738
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63029057A Expired - Lifetime JPH0725345B2 (en) | 1988-02-10 | 1988-02-10 | Front wheel steering system for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0725345B2 (en) |
Cited By (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5417305A (en) * | 1993-09-13 | 1995-05-23 | Parker; James G. | Front swing arm suspension system for a motorcycle |
| US6488300B2 (en) * | 2000-02-15 | 2002-12-03 | Honda Giken Kogyo Kabushiki Kaisha | Link type front suspension structure |
| US6786499B2 (en) | 2002-11-15 | 2004-09-07 | Tempest Cycles, Inc. | Suspension system |
| US10196106B1 (en) | 2017-07-27 | 2019-02-05 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10300979B2 (en) | 2017-07-27 | 2019-05-28 | Trvstper, Inc. | Suspension assembly for a bicycle |
| US10308312B2 (en) | 2017-07-27 | 2019-06-04 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10518836B2 (en) | 2017-07-27 | 2019-12-31 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10518839B2 (en) | 2017-08-29 | 2019-12-31 | Trvstper, Inc. | Inline shock absorber with coil spring for a cycle wheel suspension assembly |
| US10526039B2 (en) | 2017-07-27 | 2020-01-07 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10526040B2 (en) | 2017-08-28 | 2020-01-07 | Trvstper, Inc. | Inline shock absorber with gas spring for a cycle wheel suspension assembly |
| US10549813B2 (en) | 2017-08-29 | 2020-02-04 | Trvstper, Inc. | Inline shock absorber with coil spring for a cycle wheel suspension assembly |
| US10549812B2 (en) | 2017-08-28 | 2020-02-04 | Trvstper, Inc. | Inline shock absorber with gas spring for a cycle wheel suspension assembly |
| USD880370S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| USD880369S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| USD880371S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| USD880372S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| US11084552B2 (en) | 2018-09-25 | 2021-08-10 | Specialized Bicycle Components, Inc. | Simplified gas spring setup for a trailing link cycle wheel suspension |
| US11230348B2 (en) | 2018-09-25 | 2022-01-25 | Specialized Bicycle Components, Inc. | Trailing link cycle wheel suspension assembly having gas pistons with unequal gas piston areas |
| US11230347B2 (en) | 2018-09-25 | 2022-01-25 | Specialized Bicycle Components, Inc. | Cycle wheel suspension assembly having gas pistons with unequal gas piston areas |
| US11230346B2 (en) | 2018-09-25 | 2022-01-25 | Specialized Bicycle Components Inc. | Cycle wheel suspension assembly having gas pistons with unequal gas piston areas |
| US11273887B2 (en) | 2018-10-16 | 2022-03-15 | Specialized Bicycle Components, Inc. | Cycle suspension with travel indicator |
| US11345432B2 (en) | 2018-10-12 | 2022-05-31 | Specialized Bicycle Components, Inc. | Suspension assembly for a cycle having a fork arm with dual opposing tapers |
| US11524744B2 (en) | 2019-04-09 | 2022-12-13 | Specialized Bicycle Components, Inc. | Cycle suspension with rotation sensor |
| US11945539B2 (en) | 2018-09-07 | 2024-04-02 | Specialized Bicycle Components, Inc. | Dual sided suspension assembly for a cycle wheel |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6078883A (en) * | 1983-10-06 | 1985-05-04 | 本田技研工業株式会社 | Steering gear in car |
| JPS6231581A (en) * | 1985-12-19 | 1987-02-10 | 本田技研工業株式会社 | Suspension system for front wheel of motorcycle |
-
1988
- 1988-02-10 JP JP63029057A patent/JPH0725345B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6078883A (en) * | 1983-10-06 | 1985-05-04 | 本田技研工業株式会社 | Steering gear in car |
| JPS6231581A (en) * | 1985-12-19 | 1987-02-10 | 本田技研工業株式会社 | Suspension system for front wheel of motorcycle |
Cited By (27)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5417305A (en) * | 1993-09-13 | 1995-05-23 | Parker; James G. | Front swing arm suspension system for a motorcycle |
| US6488300B2 (en) * | 2000-02-15 | 2002-12-03 | Honda Giken Kogyo Kabushiki Kaisha | Link type front suspension structure |
| US6786499B2 (en) | 2002-11-15 | 2004-09-07 | Tempest Cycles, Inc. | Suspension system |
| US10549815B2 (en) | 2017-07-27 | 2020-02-04 | Trvstper, Inc. | Suspension assembly for a bicycle |
| US10196106B1 (en) | 2017-07-27 | 2019-02-05 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10300979B2 (en) | 2017-07-27 | 2019-05-28 | Trvstper, Inc. | Suspension assembly for a bicycle |
| US10308312B2 (en) | 2017-07-27 | 2019-06-04 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10518836B2 (en) | 2017-07-27 | 2019-12-31 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10689061B2 (en) | 2017-07-27 | 2020-06-23 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10526039B2 (en) | 2017-07-27 | 2020-01-07 | Trvstper, Inc. | Suspension assembly for a cycle |
| US10549812B2 (en) | 2017-08-28 | 2020-02-04 | Trvstper, Inc. | Inline shock absorber with gas spring for a cycle wheel suspension assembly |
| US10526040B2 (en) | 2017-08-28 | 2020-01-07 | Trvstper, Inc. | Inline shock absorber with gas spring for a cycle wheel suspension assembly |
| US10549813B2 (en) | 2017-08-29 | 2020-02-04 | Trvstper, Inc. | Inline shock absorber with coil spring for a cycle wheel suspension assembly |
| US10518839B2 (en) | 2017-08-29 | 2019-12-31 | Trvstper, Inc. | Inline shock absorber with coil spring for a cycle wheel suspension assembly |
| USD880370S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| USD880369S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| USD880371S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| USD880372S1 (en) | 2018-02-08 | 2020-04-07 | Trvstper, Inc. | Cycle suspension assembly |
| US11945539B2 (en) | 2018-09-07 | 2024-04-02 | Specialized Bicycle Components, Inc. | Dual sided suspension assembly for a cycle wheel |
| US11230348B2 (en) | 2018-09-25 | 2022-01-25 | Specialized Bicycle Components, Inc. | Trailing link cycle wheel suspension assembly having gas pistons with unequal gas piston areas |
| US11230347B2 (en) | 2018-09-25 | 2022-01-25 | Specialized Bicycle Components, Inc. | Cycle wheel suspension assembly having gas pistons with unequal gas piston areas |
| US11230346B2 (en) | 2018-09-25 | 2022-01-25 | Specialized Bicycle Components Inc. | Cycle wheel suspension assembly having gas pistons with unequal gas piston areas |
| US11084552B2 (en) | 2018-09-25 | 2021-08-10 | Specialized Bicycle Components, Inc. | Simplified gas spring setup for a trailing link cycle wheel suspension |
| US11345432B2 (en) | 2018-10-12 | 2022-05-31 | Specialized Bicycle Components, Inc. | Suspension assembly for a cycle having a fork arm with dual opposing tapers |
| US11273887B2 (en) | 2018-10-16 | 2022-03-15 | Specialized Bicycle Components, Inc. | Cycle suspension with travel indicator |
| US11820457B2 (en) | 2018-10-16 | 2023-11-21 | Specialized Bicycle Components, Inc. | Cycle suspension with travel indicator |
| US11524744B2 (en) | 2019-04-09 | 2022-12-13 | Specialized Bicycle Components, Inc. | Cycle suspension with rotation sensor |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0725345B2 (en) | 1995-03-22 |
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