JPH03136991A - Riding posture regulating device of motorcycle - Google Patents

Abstract

PURPOSE:To make the constitution for adjusting a handle and foot rests not to be complicated by making it possible to adjust the positions of the handle and the foot rests along an imaginary circle having the approximate center of the line for connecting the handle to the foot rests as the center of the circle in a side view. CONSTITUTION:Position adjustment of a handle 19 and foot rests 25 is made possible along an imaginary circle 69 having the approximate center of the line for connecting the handle 19 to the foot rests 25 as the center 68 of the circle 69. As a result, the range of the position adjustment of the handle and the foot rests can be set rationally in relation to the requirement from the build and the riding posture of the rider, and the composition for adjustment is simplified in comparison with the method for widening the adjusting range of the handle and the foot rests wastefully.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a riding posture adjustment device for a motorcycle, which allows a rider's riding posture to be adjusted by adjusting each position of a handlebar and a footrest.

(Conventional technology) The positions of handlebars and footrests on motorcycles have traditionally been
It is determined based on the physique of a standard rider.

(Problem to be Solved by the Invention) However, riders' physiques and riding posture preferences differ from lighter to lighter, and for this reason, if the positions of the handle and footrest are fixed as in the conventional configuration described above, There is a problem in that it is not possible to fully satisfy the individual demands of

Therefore, it is conceivable to make the positions of the handle and the footrest adjustable forward and backward and up and down, but if the range of adjustment is made too wide, the configuration for this adjustment becomes complicated.

(Object of the Invention) This invention has been made in view of the above-mentioned circumstances, and it is possible to make the adjustment possible by rationally determining the range of adjustment when making the handle and footrest adjustable. The purpose is to prevent the configuration from becoming complicated.

(Structure of the Invention) A feature of the present invention for achieving the above object is that, when viewed from the side, the handle and footrest are connected along an imaginary circle whose center point is approximately the center of the cotton that connects the handle and the footrest. The main feature is that the positions of the and can be adjusted.

(for production) The effects of the above configuration are as follows.

When riding in general, such as touring, Rider 23
．． 24 takes an upright riding position, but if the sportiness is to be enhanced, the riding position is usually bent forward.

When the rider 23 or 24 assumes a leaning forward riding position as described above, the position of the handlebar 19 is changed forward and downward, and the position of the footrest 25 is changed upward and rearward, compared to when riding in an upright riding position. It is said that it is good to change.

On the other hand, even if people have different physiques, the proportions of each part of the human body are approximately the same. Therefore, by changing the size of parts related to the riding posture (that is, the positional relationship of the handlebar 19 and the footrest 25 in a similar manner), riders of different physiques 23.
4. They can be made to take the same posture.

Therefore, the respective change trajectories of the handlebar 19 and the footrest 25 when various riding postures are taken, and the same handlebar 1 when riders 23 and 24 of different physiques ride the vehicle.
By combining the change trajectories of 9 and footrest 25,
A range in which the positions of the handle 19 and the footrest 25 should be adjusted is obtained, and this range runs along a virtual circle 69 with the center point 68 approximately at the center of the line connecting the handle 19 and the footrest 25 in side view. .

Therefore, paying attention to this point, in this invention, the handle 1
9 and the footrest 25 can be adjusted in position along the virtual circle 69. Therefore, the handle 19
The range of position adjustment of the footrest 25 is limited to the rider 23.
This will be determined rationally in response to the demands of the 24-year-old's physique and riding posture.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

In FIGS. 2 to 4, 1 is a motorcycle, 2 is a body frame thereof, and this body frame 2 has a main frame 3. The main frame 3 is composed of a pair of left and right front frames 4.4 that extend radially in plan view, and a rear frame 5, and the front and rear frames 4.5 each extend diagonally downward. Further, a bifurcated rear arm bracket 7 is attached to the rear end of the rear frame 5,
A carrier frame 8 is screwed to this rear arm bracket 7.

Further, IO is an engine, and this engine 10 is firmly screwed to the front ends of the left and right front frames 4.4 and the left and right lower ends of the rear arm bracket 7, respectively.
O also constitutes a part of the vehicle body frame 2.

A front arm 11 is pivotally supported at the front of the engine 10 so as to be able to swing up and down, and a front wheel 12 is supported at the swinging end of the front arm 11 so as to be able to be steered. Further, a shock absorber is provided to buffer the impact that is transmitted from the front wheel 12 side to the vehicle body frame 2 side.

On the other hand, a rear arm 14 is pivotally supported on the rear arm bracket 7 by a pivot shaft 13 so as to be vertically swingable, and a rear wheel 15 is supported at the swinging end of the rear arm 14. Further, a shock absorber is provided to buffer the impact transmitted from the rear wheel 15 side to the vehicle body frame 2 side, and the rear wheel 15 is driven by receiving power from the engine 10 by a chain winding means 16. ing.

A handle 19 is pivotally supported at the front of the main frame 3 by a handle support means 18 so as to be freely steerable. Also,
A fuel tank is supported on the main frame 3, and a resin tank cover 21 is provided to cover the main frame 3 and the fuel tank from above.
A seat 22 is provided continuous to the rear end of the vehicle 1, and this seat 22 is supported on the rear frame 8.

Further, on both left and right outer sides of the rear arm bracket 7,
Footrest 2 for rider 23 seated on seat 22
5, and each footrest 25 is supported by the rear arm bracket 7 by a footrest support means 26.

The handle support means 18 will be explained in detail with reference to FIGS. 2 to 4.

A bracket 27 is attached to the top of the main frame 3 with bolts 2.
8, and an upper support arm 30 is pivotally supported on this bracket 27 by a pivot shaft 29 so as to be vertically movable. On the other hand, at the front end of each front frame 4, a bracket 33 is rotatably supported by a pivot shaft 32 about a horizontal axis.
4, the lower support arm 35 is pivotally supported so as to be rotatable left and right. In other words, the pivot shaft 32, 34 and the bracket 3
3 constitutes a universal joint.

37 is a handle bracket, and this handle bracket 37 is composed of upper and lower brackets 38 and 39, and a rotary actuator 40 is sandwiched between the upper and lower brackets 38 and 39. The rotating ends of the upper support arm 30 and the lower support arm 35 are respectively pivoted to the upper bracket 38 by pivot shafts 42 and 43. Further, a turnbuckle-type connecting rod 44 whose length can be changed is provided below the lower support arm 35, and the rear end of this connecting rod 44 is pivotally supported on the bracket 33 by a pivot shaft 44a, and the front end is The lower bracket 39 is pivotally supported by a pivot shaft 44b.

In the above case, the intersection of the virtual extensions of the respective axes of the lower support arm 35 and the connecting rod 44 is located behind the handle support means 18, but these two are almost parallel, that is,
The lower support arm 35 and the connecting rod 44 constitute a parallel link.

The upper support arm 30 and the lower support arm 35 have a triangular shape with the vehicle body frame 2 as the base when viewed from the side. Therefore, the handle 19 is attached to the handle bracket 3.
7 and is firmly supported on the vehicle body frame 2 side. When the steering wheel 19 is operated, the rotation of the steering shaft 45 attached to the steering wheel 19 is transmitted to the front wheels 12 via the rotary actuator 40, and the front wheels 12 are steered as the steering wheel 19 is operated. It is now possible to do so.

Both the upper support arm 30 and the lower support arm 35 are constructed of hydraulic cylinders, and are extended and contracted by a hydraulic unit so that their lengths can be changed.

A resin upper cover 46 that covers the upper support arm 30
will be provided. The upper cover 46 has a bellows portion 46a in a part thereof, and is expandable and retractable as the upper support arm 30 expands and contracts. Further, a lower cover 47 made of resin is provided to cover the lower support arm 35 and the connecting rod 44. This lower cover 47 also has a bellows portion 47a in a part thereof, so that it can be expanded and contracted as the lower support arm 35 and the connecting rod 44 expand and contract.

Further, a front cowl 48 is attached to the handle bracket 37.

When the upper support arm 30 is extended as shown by solid lines in FIGS. 2 and 3 and solid line A in FIG. 3, the handle 19 will be located at the lower front.

Furthermore, if the upper support arm 30 is reduced as shown by the dotted chain line in FIGS. 2 and 3 and the solid line B in FIG. 3, the handle 19 will be located at the rear and upper side. At this time, since the lower support arm 35 and the connecting rod 44 constitute a parallel link, the handle 19 and the handle bracket 37 move substantially in parallel toward the rear and upper side.

In the above case, if the lower support arm 35 is slightly expanded and contracted together with the upper support arm 30, the handle bracket 37
At the same time, the angle of the handle 19 can be changed, that is, the angle of the handle 19 can be selected from various angles.

In addition, in FIG. 4, the upper support arm 30' is located at a lower position than the lower support arm 35, as shown by the imaginary line in the figure.
may be placed.

The footrest support means 26 will be explained in detail with reference to FIG. 2 and FIGS. 5 to 7. Note that since this footrest support means 26 is bilaterally symmetrical, only the left side will be explained according to the above figure.

The rear arm bracket 7 is covered with an outer plate 52 made of sheet metal. The pivot shaft 4 welded to this outer plate 52
A support arm 50 is pivotally supported at 9 so as to be vertically swingable.

Further, on the pivot shaft 49, an eccentric cam 53 eccentric to the pivot shaft 49 and an engagement wheel 54 located coaxially with the pivot shaft 49 are rotatably supported.

The support arm 50, eccentric cam 53, and engagement wheel 54 are screwed to each other by bolts 55.

Bracket 5 into which the eccentric cam 53 is rotatably fitted
7 is provided. This bracket 57 is a regulation link 58
is connected to the engine lO by.

A front and rear midway portion of a shift arm 59 is rotatably supported at the rotation end of the support arm 50, and the footrest 25 is screwed to the shift arm 59 at the center of rotation. Further, a shift pedal 60 is provided protruding from the front rotation end of the shift arm 59.

The bracket 57 and the rear rotating end of the shift arm 59 are connected by an interlocking link 61.
constitutes a parallel link together with the support arm 50. Also, a locking means 62 that releasably locks the engagement wheel 54.
is provided, and a locking means 62 for the engagement wheel 54 is provided.
An engagement/disengagement operation knob 6 that allows selection of either the engagement or disengagement state of the
3 is provided.

When the locking means 62 locks with the engagement wheel 54 as shown by the solid line in FIGS. 2 and 5, the rotation of the support arm 50 is prevented at that position, thereby preventing the footrest from rotating. 25 is to be fixed.

From the fixed state, when the locking means 62 is released from the engagement wheel 54 by rotating the locking/disengaging operation knob 63, the support arm 50 can be moved up and down.

Therefore, when the support arm 50 is rotated downward as shown by the imaginary lines in FIGS. 2 and 5, due to the action of the eccentric cam 53 and the action of the parallel link between the support arm 50 and the interlocking link 61, The shift arm 59 moves approximately parallel to the front and downward. When the footrest 25 and the shift pedal 60, which move forward and downward with the shift arm 59, reach the desired position, if you release your hand from the engagement/disengagement operation knob 63, the engagement means 62 will spring onto the engaging wheel 54. The footrest 25 and shift pedal 60 are automatically engaged and fixed in that position. That is, the positions of the footrest 25 and the shift pedal 60 are adjusted in this way.

In FIGS. 2 and 8, when riding for shooting purposes such as touring, the rider 23 assumes an upright riding position as shown by the dotted chain line in the figure; As shown by the two-dot chain line in the figure, take a leaning forward riding position.

When the rider 23 takes a leaning forward position as described above, the position of the handlebar 19 is changed forward and downward, and the position of the footrest 25 is changed backward and upward, compared to the case where the rider 23 is in an upright riding position. is said to be good.

On the other hand, even if people have different physiques, the proportions of each part of a human body are approximately the same. Therefore, by changing the size of the parts related to riding posture, that is, the handlebar 19 and the footrest 25 in a similar manner, riders of different physiques 23, 24
can be made to take the same posture.

Therefore, if another rider 24 whose physique is smaller than the aforementioned rider 23 is assumed to take the same riding posture as described above, the result will be as shown in FIG. 9.

In addition, in the above figures 8 and 9, each rider 23.24
19a shows the change trajectory of the position when gripping the handle 19.
, 19a' 19b, 19b', each rider 2
3.25 The change trajectory of the contact point between 24 and footrest 25
a, 25a, 25b.

25b'. Further, the points where the hip line of each rider 23.degree. 24 and the upper surface of the seat 22 intersect in side view, that is, hip points, are indicated by 22a and 22b.

Therefore, when FIG. 8 and FIG. 9 are superimposed, the result is what is shown in FIG. 1. Furthermore, as shown in Figures 8 and 9,
When superimposing the figures, two riders with different physiques should be used.
3.24 each center of gravity 23a.

The locus of change of the hip line 24a is made to match the vertical line 65, and the locus of change of the hip line is made to match the straight line 66.

In Fig. 1, the range surrounded by 19a, 19a', 19b' and 19b is when the riding position is various,
It shows the range in which the handlebar 19 should be adjusted when riders 23 and 24 of different physiques ride the vehicle, and the range surrounded by 25a, 25a, 25b', and 25b in FIG. It shows the scope of what should be done.

In a side view, each of the above ranges extends approximately at the center of the line connecting the handle 19 and the footrest 25 along the center point 68 and the virtual circle 69.

Therefore, the handle 19 can be adjusted in position by the handle support means 18, and the footrest 25 can be adjusted in position along the virtual circle 69 by the footrest support means 26. Furthermore, the seat 22 is also movable and adjustable in the direction along the straight line 66. In other words, the range of positional adjustment of the handlebar 19 and footrest 25 is reasonably determined in response to the demands of the physique and riding posture of each rider 23,24.

FIG. 1O shows the hip points 22a and 22b of each rider 23 and 24 aligned when FIG. 8 and FIG. The movement can be adjusted along 69.

1 to 13 show other embodiments of the footrest support means 26.

The basic configuration and operation of this embodiment are the same as those of the previous embodiment. Therefore, the common configurations will simply be designated by reference numerals in the drawings and their explanations will be omitted, and only the different configurations and operations will be explained.

In the figure, the left support arm 50 and the engagement wheel 54 are integrally molded, and a locking means 62 is provided only for this engagement wheel 54. Further, a chain wheel 70 is collinearly aligned with each of the left and right support arms 50 by a bolt 55, and another chain wheel 71 is provided for each chain wheel 70, and these,
A chain 72 is wound around both chain wheels 70°71. Further, the left and right chain wheels 71 and 71 are connected to each other by an interlocking shaft 73. In other words, the left and right footrests 25
．． 25 and shift pedals 60 and 60 are always adjusted integrally and at the same position when viewed from the side.

Further, a hydraulic cylinder 75 is provided in place of the regulation link 58 of the previous embodiment provided on the right side. By extending and contracting the hydraulic cylinder 75, the positions of the footrests 25 and the shift pedal 60 are adjusted.

Additionally, 76 in FIG. 13 is a pivot pipe of the rear arm 14.

(Effects of the Invention) According to the present invention, when viewed from the side, along the virtual circle whose center point is approximately the center of the line connecting the handle and the footrest,
Since the handlebars and footrests are adjustable in position, the range of positional adjustment of the handlebars and footrests can be reasonably determined based on the rider's physique and riding posture. Therefore, compared to unnecessarily widening the adjustment range of the handlebar or footrest, there is an advantage that the configuration for this adjustment becomes simpler.

(Margin below)

[Brief explanation of the drawing]

The figures show an embodiment of the present invention; Fig. 1 is a side view superimposing various riding states of the rider, Fig. 2 is an overall side view of the motorcycle, and Fig. 3' is a side view of the motorcycle.
Figure 4 is a partially enlarged view of the figure, and Figure 4 is an exploded perspective view of the vehicle body components.
Fig. 5 is a partially enlarged-part cutaway view of Fig. 2, Fig. 6 is a sectional view taken along the line VI-VT in Fig. 5, Fig. 7 is an exploded perspective view of the footrest support means, and Fig. 8 is a physique-specific view. FIG. 9 is a side view showing the riding state of a large rider; FIG. 9 is a side view showing the riding state of a small rider; FIG. 13 show other embodiments of the footrest support means, FIG. 11 is an exploded perspective view of the left side of the footrest support means, FIG. 12 is an exploded perspective view of the right side of the same footrest support means, Figure 13 is the 11th
It is an assembled sectional view taken along the layer line arrow in the figure. l...Motorcycle, 19...Handle, 23...Rider 24...Rider rest, 68...Center point, 69...25...Foot/virtual circle. Figure 7 Figure 10

Claims (1)

[Claims] 1. A riding posture adjustment device for a motorcycle, in which the position of the handle and the footrest can be adjusted along a virtual circle whose center point is approximately the center of a line connecting the handle and the footrest when viewed from the side.