JPH0840341A - Arm, wheel supporting mechanism for motorcycle and wheel supporting mechanism for automobile using this arm - Google Patents

Abstract

PURPOSE:To enable follow-up of a road surface by arranging an arm whose point end is drawn on almost a straight line. CONSTITUTION:An automobile 83 is provided with partly a car body 84, wheel 85 and a structure of supporting this wheel. A center 86 of the wheel 85 is connected to an arm 87. One end of the arm 87, a supporting point 80 is connected to an arm D, and another one end of the arm D is connected to an arm E by a supporting point 79. Another one end of the arm E, a supporting point 81 is connected to the car boy 84, and an arm F is connected to the supporting point 79 by a supporting point 77. An upper arm is formed in the arm D, arm E connected by the supporting point 79, and it is connected to the supporting point 77 by an arm F. By mutual relation of these arms, an antiroll effect is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mechanism for supporting wheels of motorcycles, automobiles and the like.

[0002]

2. Description of the Related Art Front Wheel Support Mechanism of Motorcycle In a conventional motorcycle generally designated by reference numeral 1 in FIG. 7, its front wheel 2 is supported by an outer tube 3 having a built-in damper and a front fork 4 ( It is called a telescopic suspension). However, in the case of this type of front wheel support mechanism, it is known that when a load is applied to the front fork 4 such as during braking, the front fork 4 bends and the smooth operation is stopped.

Therefore, as shown in FIG. 9, the swing of the front fork 7 is eliminated by connecting the swing arm 8 extended from the vehicle body and the outer tube 6 and making the fulcrum 9 movable. In some cases, the bending is eliminated by connecting the front wheel 10 directly to the swing arm 12 extended from the vehicle body as shown in the figure. In addition, as shown in FIG. 11, two swing arms 17 and 18 are extended from the vehicle body and connected to an arm 16 that supports the front wheels 14, thereby eliminating the bending of the front wheel support mechanism.

Rear Wheel Support Mechanism of Motorcycle In a conventional motorcycle generally designated by reference numeral 22 in FIG. 13, a rear wheel 23 is supported by an arm 25. Around the fulcrum 26 connected to the engine of the vehicle body, the rear wheels were moving up and down in an arc (Fig. 14).

Wheel Support Mechanism of Vehicle In a conventional vehicle, generally designated by reference numeral 27 in FIG. 15, its wheels 28 are supported by arms 31 connecting an upper arm 29 and a lower arm 30. Here, the angle formed by the center line S of the wheel 28 and the vertical line V perpendicular to the road surface G is called the camber angle, and the length between the center lines of the left and right wheels is called the tread.

[0006]

[Problems to be Solved by the Invention] Regarding the front wheel support mechanism of a motorcycle However, as described above, in the point that it must be done (the point where the suspension operates smoothly) from FIG. Although the front wheel support mechanism of is excellent,
It was different from the operating characteristics of motorcycles that riders were familiar with. Examples include changes in the caster angle during braking and acceleration. What is caster angle?
The angle θc is defined by the vertical axis V passing through the center O of the front wheel 2 in FIG. 7 and perpendicular to the road surface G, and the center line C of the front fork 4.

When the caster angle θc is large, the high-speed stability is improved, but the maneuverability in the curve is deteriorated. On the other hand, when the caster angle θc is small, the maneuverability in the curve is improved, but the high-speed stability is deteriorated. It is generally known to do.

By operating the front wheel support mechanism during braking, the rider reduces the caster angle as shown in FIG. 8 to increase the mobility of the motorcycle.
During the process from braking to turning, the direction of the motorcycle was changed quickly.

However, in the front wheel support mechanism of the type shown in FIG. 9, the caster angle becomes large during braking and the direction cannot be changed quickly. Further, since a high load is applied to the front and rear support mechanisms during turning of the motorcycle, both the front wheels and the rear wheels are in the state shown by the dotted line in FIG. At this time, in particular, the front wheel axle 20 moves, and the wheel base, which is the length between the front and rear wheel axles, becomes shorter. It is generally known that a short wheelbase makes it easy to change the direction, so riders can quickly change the direction of the motorcycle body while taking advantage of this characteristic.

However, in the front wheel support mechanism shown in FIG. 9, the wheel base becomes longer rather than shortened, and the wheel base becomes longer.
The same applies to any of the front wheel support mechanisms in FIG. This is dangerous because it is difficult to change the direction of the motorcycle body.

The present invention has been devised in view of the above-mentioned problems of the prior art, and improves the operability and rigidity of the front wheel support mechanism, and changes the characteristics of the conventional motorcycle familiar to riders for many years. It is intended to provide a no front wheel support mechanism.

Regarding the rear wheel support mechanism of a motorcycle, however, as described above, the fact that the rear wheel operates while drawing an arc means that when the rear wheel sinks as shown in FIG. It also means that the wheel will move later. This is similar to the fact that the road surface instantaneously moves forward when accelerating, and it repels the driving force of the rear wheels, causing the rear wheels to idle or not to idle, contrary to the rider's expectation. It was dangerous for the rider with a feeling of pushing up from the rear wheel. In the case of a chain drive, this is unlikely to occur because the slack of the chain acts as a momentary time loss, but in the case of a shaft drive, the driving force of the engine and the rear wheels are directly connected by the shaft, so It is commonly known to happen.

The present invention has been proposed in view of the above problems of the prior art, and an object thereof is to provide a stable driving force and safety.

Regarding the wheel support mechanism of an automobile, however, as described above, setting a camber angle means that when the wheel bounces on a rough road surface when going straight, the camber angle becomes large with respect to the road surface.
There was a force to roll the wheels in the direction they were tilting (same principle as bike cornering). Moreover, at that time, the tread becomes narrower as shown in FIG. 15, so that a stronger turning force is generated and the course is apt to be disturbed, which is dangerous. Modern automobiles are solved by adding toe angles (the distance between the front and rear ends of the left and right wheels is measured and the difference is expressed in terms of dimensions, not angles). There was a problem because there was a change in.

The present invention has been proposed in view of the above-mentioned problems of the prior art, and provides a safe wheel support mechanism for an automobile capable of realizing stable operability by keeping the tread unchanged. It is an object.

[0016]

[Means for Solving the Problems] As a result of various studies, one arm is divided into two and the arm is bent, so that the tip of the arm does not draw an arc, which cannot be realized with one arm, It has been found that the problems described above can be solved by developing an arm that draws a substantially straight line.

The arm of the present invention is composed of three arms as a whole, and two of the arms are connected so as to bend at one point as a fulcrum. The tip of one of the arms (denoted as A) is movable but its position must be fixed. The other arm (denoted by B) is also connected to an arm (denoted by C) which is also movable but whose position is fixed. The connection point must be other than the connection point between arm A and arm B. The lengths of arm A and arm C may be equal, but they should not be parallel. The case where the lengths are not parallel is the case where the lengths are not equal. It does not matter which arm A or arm C is longer. However, regarding the implementation of the present invention, it is preferable that the distance between the fulcrums of the arms A and C whose positions are fixed is longer than the distance between the fulcrums connected to the arm B. As a result, when the contact point between the arm A and the arm B is lowered, the contact point between the arm B and the arm C is raised, and the tip end of the arm B can be largely actuated with less operation.

[0018]

According to the arm of the present invention having the above-mentioned structure, an arm whose length can be changed every moment by operating can be formed. That is, in the case of the front wheel support mechanism of the motorcycle, by using the arm of the present invention in the place where the swing arm is used, the rigidity of the front wheel support mechanism can be increased without impairing the characteristics of the motorcycle familiar to the rider. Therefore, the safety is very high. Also, with respect to the rear wheel support mechanism of the motorcycle, stable drive force can be obtained by using the drive shaft inside the arm or the arm A and the arm B of the present invention, and the safety is also very high.

With respect to the wheel support mechanism of an automobile, by adopting the lower arm of the present invention, the change of the tread is almost eliminated, so that the course is hardly disturbed and the safety is improved.

[0020]

Embodiments of the present invention will be described below with reference to FIGS.

FIG. 1 shows a first embodiment of the present invention, in which a motorcycle 32 shows only a part of a main body 33, a front wheel 34 and a structure for supporting the front wheel 34. Center 35 of front wheel 34
An outer tube 36 is connected to the outer tube 36, and one end of the arm B and a fulcrum 37 are connected to the outer tube 36. The other end of arm B, fulcrum 38
Is connected to the arm A, and the other end of the arm A, the fulcrum 39, is connected to the main body 33. One end of the arm C, the fulcrum 40, is connected to the arm B, and the fulcrum 41 at the other end is connected to the main body 33. Here, the fulcrums 39 and 41 are not limited to the main body 33 as long as they have high rigidity, and can be connected anywhere.

Next, the operation of the embodiment shown in FIG. 1 will be described (see the diagram indicated by the middle dotted line). The outer tube 36 is pushed up by the external force applied to the wheel 34, and the fulcrum 37 connected thereto also moves. At this time, the fulcrum 38 is
Since the arm B moves on a circle centered around the fulcrum 39, the fulcrum 37 operates as if moving on a straight line. Since the arm C draws a circle centered on the fulcrum 41, connecting to the arm B contributes to the determination of the operation amount of the fulcrum 37 and the enhancement of rigidity. Further, because the wheel base is shortened by the length a, the operability during turning and during braking and turning is improved as described above.

An embodiment of the present invention shown in FIG. 2 will be described. In the motorcycle 42, only a part of the main body 43, the front wheel 44, and the structure supporting the front wheel 44 are shown. The arm B is connected to the center 45 of the front wheel 44, and the connecting method is the same as the connecting method of the arm of the present invention shown in FIG. However, the caster angle θc created by the arm 13 in FIG. 10 is created by the arm 46 in FIG. 2 as well. At this time, the fulcrum 47 of the arm 46 is preferably on the arm C from the viewpoint of small change in caster angle, strength, and weight.

Next, the operation of the embodiment shown in FIG. 2 will be described (see the diagram indicated by the middle dotted line). When the front wheel 44 is pushed up by the external force, the arm B connected to the center 45 moves. Hereinafter, the operation of the arm of the present invention is the same as the operation of the arm of the present invention in FIG. 1, and the effect is also the same.

An embodiment of the present invention shown in FIG. 3 will be described. In the motorcycle 48, only a part of the main body 49, the front wheel 50, and the structure for supporting the front wheel 50 are shown. Front wheel 50
An arm 52 is connected to the center 51 of the, and two arms of the present invention are connected to the arm 52 at fulcrums 53 and 54. The connection method is the same as that of the present invention shown in FIG. The same can be said with respect to FIGS. 1, 2, 3 respectively, but the position of the fulcrum can be moved, the arms A, B, and
By changing the length of C, the locus of the tip of the arm B can be changed.

Next, the operation of the embodiment shown in FIG. 3 will be described.
When the wheel 50 is pushed up by an external force (see the figure indicated by the middle dotted line), the arm 52 connected to the center 51 moves. Hereinafter, the operation of the arm of the present invention is the same as the operation of the arm of the present invention in FIG. 1, and the effects are also the same.

An embodiment of the present invention shown in FIG. 4 will be described. In the motorcycle 59, only a part of the main body 60, the rear wheel 61, and the structure for supporting the rear wheel 61 are shown. Rear wheel 61
One end of the arm B is connected to the center 62 of the, and the arm A is connected to the other end, the fulcrum 63. The other end, that is, the fulcrum 64, of the arm A is connected to a highly rigid member such as an engine. One end of the arm C and the fulcrum 65 are connected to a rigid body such as a vehicle body,
The other end, the fulcrum 66, is connected to the arm B. In the case of drive shaft drive, a drive force may be transmitted through the inside of the arm A / arm B by using a shaft or a gear, or the arm itself may be a shaft.

Next, the operation of the embodiment shown in FIG. 4 will be described (see FIG. 5). As described above, the operation of the present invention is the same, and therefore the description thereof will be omitted. However, in FIG. 5, it can be seen that the center 62 moves substantially on the vertical line. As a result, a stable driving force is obtained and safety is improved.

An embodiment of the present invention shown in FIG. 6 will be described. In the automobile 67, only a part of the main body 68, wheels, and a structure for supporting the wheels are shown. Center 70 of wheel 69
Is connected to the arm 71. One end of arm 71,
The fulcrum 72 is connected to the upper arm 73, and the other end of the upper arm 73 and the fulcrum 74 are connected to the vehicle body. The other end of the arm 71, the fulcrum 75
Is connected to the arm B, and hereinafter, the arm of the present invention is connected in the same manner as described above.

Next, the operation of the embodiment shown in FIG. 6 will be described (see the diagram indicated by the middle dotted line). When the wheel 69 is pushed up by the external force, the center 70 moves on the locus determined by the arm 71 connecting the upper arm 73 and the arm of the present invention. At this time, fulcrum 75
Since the locus of No. does not draw an arc, the distance from the fulcrum 76 does not change in a quadratic curve, so the change in tread can be suppressed. For this reason, the course of the automobile is less likely to be disturbed, and operability and safety are significantly improved.

[0031]

As described above, the front wheel support mechanism, the rear wheel support mechanism of a motorcycle using the arm of the present invention,
Also, the vehicle wheel support mechanism has improved stability, operability, and safety. Moreover, its structure is extremely simple.

[Brief description of drawings]

FIG. 1 is a side view showing a first embodiment of a front wheel support mechanism for a motorcycle according to the present invention.

FIG. 2 is a side view showing a second embodiment of the front wheel support mechanism of the motorcycle according to the present invention.

FIG. 3 is a side view showing a third embodiment of the front wheel support mechanism of the motorcycle according to the present invention.

FIG. 4 is a side view showing a first embodiment of the rear wheel support mechanism of the motorcycle according to the present invention.

5 is an operation diagram of FIG. 4. FIG.

FIG. 6 is a front view showing a first embodiment of the vehicle wheel support mechanism according to the present invention.

FIG. 7 is a side view of a front wheel support mechanism of a conventional motorcycle.

FIG. 8 is a side view of a front wheel support mechanism of a conventional motorcycle.

FIG. 9 is a side view of a front wheel support mechanism of a conventional motorcycle.

FIG. 10 is a side view of a front wheel support mechanism of a conventional motorcycle.

FIG. 11 is a side view of a front wheel support mechanism of a conventional motorcycle.

FIG. 12 is a side view of a conventional motorcycle.

FIG. 13 is a side view of a rear wheel support mechanism of a conventional motorcycle.

14 is an operational view of FIG. 13. FIG.

FIG. 15 is a front view of a conventional vehicle wheel support mechanism.

[Explanation of symbols]

1, 22, 42, 48, 59 ... Motorcycles 27, 67 ... Automobiles 2, 5, 10, 14, 19, 34, 44, 50 ... Front wheels of motorcycles 23, 61 ... Auto Rear wheel of motorcycle 28,69 ... Wheel of automobile A, B, C, 8, 12, 13, 16, 17, 18, 2
5, 29, 30, 31, 52, 71, 73 ... Arms 9, 26, 37, 38, 39, 40, 55, 56, 5
7, 58, 64, 65, 66, 72, 74, 75, 76
... fulcrum (movable type) O, 11, 15, 20, 35, 45, 51 ... Center of front wheel 21, 24, 62 ... Center of rear wheel 70 ... Center of wheel 3, 6, 36 ... Outer tube 4 ... Front fork E ... Engine a ... Horizontal movement distance of front wheel center V ... Vertical axis S ... Wheel center line C ... Arm Center line θc ・ ・ ・ Caster angle G ・ ・ ・ Road surface

[Procedure amendment]

[Submission date] September 30, 1994

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0019

[Correction method] Added

[Correction content]

Regarding the vehicle wheel support mechanism,
By adopting the lower arm of the present invention, the change in the tread is almost eliminated, so the course is less likely to be disturbed and the safety is improved (both upper arm and lower arm are of course required.
The same effect can be obtained with the present invention) . ─────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] July 21, 1995

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] Full text

[Correction method] Change

[Correction content]

[Document name] Statement

Title: Arm and automatic using the arm
Motorcycle wheel support mechanism and automobile wheel support mechanism

[Claims]

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mechanism for supporting wheels of motorcycles, automobiles and the like.

[0002]

2. Description of the Related Art Regarding a front wheel support mechanism of a motorcycle In a conventional motorcycle generally designated by 1 in FIG. 9, its front wheel 2 is supported by an outer tube 3 having a built-in damper and a front fork 4 ( It is called a telescopic suspension). However, in the case of this type of front wheel support mechanism, it is known that when a load is applied to the front fork 4 such as during braking, the front fork 4 bends and the smooth operation is stopped.

Therefore, as shown in FIG. 11, the swing arm 8 extended from the vehicle body and the like are connected to the outer tube 6 to make the fulcrum 9 movable, thereby eliminating the bending of the front fork 7 and the twelfth embodiment. In some cases, the bending is eliminated by connecting the front wheel 10 directly to the swing arm 12 extended from the vehicle body as shown in the figure. Besides, two swing arms 17 and 18 as shown in FIG.
In some cases, the bending of the front wheel support mechanism is eliminated by extending the front wheel from the vehicle body and connecting it to the arm 16 that supports the front wheel 14.

Rear Wheel Support Mechanism of Motorcycle In a conventional motorcycle generally indicated by reference numeral 22 in FIG. 15, a rear wheel 23 is supported by an arm 25. Around the fulcrum 26 connected to the engine of the vehicle body, the rear wheels were moving up and down in an arc (Fig. 14).

Wheel Support Mechanism of Vehicle In a conventional vehicle, generally designated by reference numeral 27 in FIG. 17, its wheels 28 are supported by arms 31 connecting an upper arm 29 and a lower arm 30. Here, the angle formed by the center line S of the wheel 28 and the vertical line V perpendicular to the road surface G is called the camber angle, and the length between the center lines of the left and right wheels is called the tread.

Further , in the wheel supporting mechanism of the automobile,
Has the role of reducing the roll of the car body during cornering
One may use a stabilizer. Stabilai
Zah is a kind of U-shaped torsion bar.
The central part is attached to the vehicle body via a rubber bush,
The end is fixed to the suspension arm,
It has the effects described above.

[0007]

Regarding the front wheel support mechanism of the motorcycle, however, as described above, in the point that it must be done (the point where the suspension operates smoothly), the method shown in FIGS. Although the front wheel support mechanism is excellent, it was different from the operating characteristics of motorcycles that riders were familiar with. Examples include changes in the caster angle during braking and acceleration. The caster angle is an angle θ formed by a vertical axis V passing through the center O of the front wheel 2 shown in FIG. 9 and perpendicular to the road surface G and the center line C of the front fork 4.
It is c.

When the caster angle θc is large, the high-speed stability is improved, but the maneuverability in the curve is deteriorated. On the other hand, when the caster angle θc is small, the maneuverability in the curve is improved, but the high-speed stability is deteriorated. It is generally known to do.

By operating the front wheel support mechanism during braking, the rider reduces the caster angle as shown in FIG. 8 to increase the mobility of the motorcycle.
During the process from braking to turning, the direction of the motorcycle was changed quickly.

However, in the front wheel support mechanism of the type shown in FIG. 11, the caster angle becomes large during braking and the direction cannot be changed quickly. Further, since a high load is applied to the front and rear support mechanisms during turning of the motorcycle, both the front wheels and the rear wheels are in the state shown by the dotted line in FIG. At this time, in particular, the front wheel axle 20 moves, and the wheel base, which is the length between the front and rear wheel axles, becomes shorter. It is generally known that if the wheelbase is short, it is easy to change the direction, so the rider can change the direction of the motorcycle body quickly while also using this characteristic.

However, in the front wheel support mechanism of FIG. 11, the wheel base becomes longer rather than shorter, and the same applies to both of the front wheel support mechanisms of FIGS. 12 and 13. With this,
It is dangerous because it is difficult to change the direction of the motorcycle body.

The present invention has been devised in view of the above-mentioned problems of the prior art. It improves the operability and rigidity of the front wheel support mechanism and changes the characteristics of conventional motorcycles that riders have been accustomed to for many years. It is intended to provide a no front wheel support mechanism.

Regarding the rear wheel support mechanism of a motorcycle, however, as described above, the fact that the rear wheel operates while drawing an arc means that when the rear wheel sinks as shown in FIG. ) Will move later. This is similar to the fact that the road surface instantaneously moves forward when accelerating, and it repels the driving force of the rear wheels, causing the rear wheels to idle or not to idle, contrary to the rider's expectation. It was dangerous for the rider with a feeling of pushing up from the rear wheel. In the case of a chain drive, this is unlikely to occur because the slack of the chain acts as a momentary time loss, but in the case of a shaft drive, the driving force of the engine and the rear wheels are directly connected by the shaft, so It is commonly known to happen.

The present invention has been proposed in view of the above problems of the prior art, and an object thereof is to provide a stable driving force and safety.

Regarding the wheel support mechanism of an automobile, however, as described above, setting a camber angle means that if the wheel bounces on a rough road surface when going straight, the camber angle becomes large with respect to the road surface.
There was a force to roll the wheels in the direction they were tilting (same principle as bike cornering). Moreover, at that time, the tread becomes narrower as shown in FIG. 17, so that a stronger turning force is generated, and the course is likely to be disturbed, which is dangerous. Modern automobiles are solved by adding toe angles (the distance between the front and rear ends of the left and right wheels is measured and the difference is expressed in terms of dimensions, not angles). There was a problem because there was a change in.

Further , the above-mentioned stabilizer has a corner.
Although it has the effect of reducing the roll of the car body in the ring,
When it gets stronger, it becomes a resistance and the suspension.
Sometimes interfered with the operation of.

The present invention has been proposed in view of the above-mentioned problems of the prior art, and provides a safe wheel supporting mechanism for an automobile capable of realizing stable operability by keeping the tread unchanged. It is an object.

[0018]

[Means for Solving the Problems] As a result of various studies, one arm is divided into two and the arm is bent, so that the tip of the arm does not draw an arc, which cannot be realized with one arm, It has been found that the problems described above can be solved by developing an arm that draws a substantially straight line.

The arm of the present invention is composed of three arms as a whole, two of which are connected so as to bend at one point as a fulcrum. The tip of one of the arms (denoted as A) is movable but its position must be fixed. The other arm (denoted by B) is also connected to an arm (denoted by C) which is also movable but whose position is fixed. The connection point must be other than the connection point between arm A and arm B. The lengths of arm A and arm C may be equal, but they should not be parallel. The case where the lengths are not parallel is the case where the lengths are not equal. It does not matter which arm A or arm C is longer. However, regarding the implementation of the present invention, it is preferable that the distance between the fulcrums of the arms A and C whose positions are fixed is longer than the distance between the fulcrums connected to the arm B. As a result, when the contact point between the arm A and the arm B is lowered, the contact point between the arm B and the arm C is raised, and the tip end of the arm B can be largely actuated with less operation.

In a vehicle wheel support mechanism, the present invention
The upper arm is folded and the upper arm is folded.
A movable point is added so that it bends (the wheel side is arm D, the vehicle body
The side is referred to as arm E) its movable point, arm A and arm
The contacts of B are connected by an arm (denoted as F). this
When the connection point of arm F does not overlap with other connection points,
Any on the arm D, the other end of the arm F
The continuation point also does not overlap with the connection point between arm A and the vehicle body.
It is possible if it is above, but considering from the operation amount of arm F
Therefore, the above-mentioned positions are preferable.

[0021]

According to the arm of the present invention having the above-mentioned structure, an arm whose length can be changed every moment by operating can be formed. That is, in the case of the front wheel support mechanism of the motorcycle, by using the arm of the present invention in the place where the swing arm is used, the rigidity of the front wheel support mechanism can be increased without impairing the characteristics of the motorcycle familiar to the rider. Therefore, the safety is very high. Also, with respect to the rear wheel support mechanism of the motorcycle, stable drive force can be obtained by using the drive shaft inside the arm or the arm A and the arm B of the present invention, and the safety is also very high.

With respect to the wheel support mechanism of the automobile, since the lower arm of the present invention substantially eliminates the change in the tread, the course is less likely to be disturbed and the safety is improved (both the upper arm and the lower arm are included in the present invention. Also, the same effect can be obtained). Also as mentioned above
The upper arm is divided into Arm D and Arm E.
Anti-roll when cornering by adding F
It is effective. During cornering, the lower part of the wheel (road contact
External force acts toward the vehicle body side. Against this
Then, it works in reverse at the upper part of the wheel around the axle. To this
From the lower arm, the lower arm and arm F
The contacts try to move downward, but with the upper arm
Move the contact points of arm D and arm E upward by external force.
To try Lower arm and upper arm are arm F
Cornering force (outside
The stronger the strength, the harder the car body rolls
Of. Moreover, there is no left / right external force,
In the case of force, because there is no stabilizer, there is no resistance
The suspension can move smoothly. this
As a result, road surface followability is improved and safety and operability are improved.
It becomes high.

[0023]

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

FIG. 1 shows a first embodiment of the present invention, in which a motorcycle 32 shows only a part of a main body 33, a front wheel 34 and a structure for supporting the front wheel 34. Center 35 of front wheel 34
An outer tube 36 is connected to the outer tube 36, and one end of the arm B and a fulcrum 37 are connected to the outer tube 36. The other end of arm B, fulcrum 38
Is connected to the arm A, and the other end of the arm A, the fulcrum 39, is connected to the main body 33. One end of the arm C, the fulcrum 40, is connected to the arm B, and the fulcrum 41 at the other end is connected to the main body 33. Here, the fulcrums 39 and 41 are not limited to the main body 33 as long as they have high rigidity, and can be connected anywhere.

Next, the operation of the embodiment shown in FIG. 1 will be described (see the diagram indicated by the middle dotted line). The outer tube 36 is pushed up by the external force applied to the wheel 34, and the fulcrum 37 connected thereto also moves. At this time, the fulcrum 38 is
Since the arm B moves on a circle centered around the fulcrum 39, the fulcrum 37 operates as if moving on a straight line. Since the arm C draws a circle centered on the fulcrum 41, connecting to the arm B contributes to the determination of the operation amount of the fulcrum 37 and the enhancement of rigidity. Further, because the wheel base is shortened by the length a, the operability during turning and during braking and turning is improved as described above.

An embodiment of the present invention shown in FIG. 2 will be described. In the motorcycle 42, only a part of the main body 43, the front wheel 44, and the structure supporting the front wheel 44 are shown. The arm B is connected to the center 45 of the front wheel 44, and the connecting method is the same as the connecting method of the arm of the present invention shown in FIG. However, the caster angle θc created by the arm 13 in FIG. 10 is created by the arm 46 in FIG. 2 as well. At this time, the fulcrum 47 of the arm 46 is preferably on the arm C from the viewpoint of small change in caster angle, strength, and weight.

Next, the operation of the embodiment shown in FIG. 2 will be described (see the diagram indicated by the middle dotted line). When the front wheel 44 is pushed up by the external force, the arm B connected to the center 45 moves. Hereinafter, the operation of the arm of the present invention is the same as the operation of the arm of the present invention in FIG. 1, and the effect is also the same.

An embodiment of the present invention shown in FIG. 3 will be described. In the motorcycle 48, only a part of the main body 49, the front wheel 50, and the structure for supporting the front wheel 50 are shown. Front wheel 50
An arm 52 is connected to the center 51 of the, and two arms of the present invention are connected to the arm 52 at fulcrums 53 and 54. The connection method is the same as that of the present invention shown in FIG. The same can be said with respect to FIGS. 1, 2, 3 respectively, but the position of the fulcrum can be moved, the arms A, B, and
By changing the length of C, the locus of the tip of the arm B can be changed.

Next, the operation of the embodiment shown in FIG. 3 will be described.
When the wheel 50 is pushed up by an external force (see the figure indicated by the middle dotted line), the arm 52 connected to the center 51 moves. Hereinafter, the operation of the arm of the present invention is the same as the operation of the arm of the present invention in FIG. 1, and the effects are also the same.

The embodiment of the present invention shown in FIG. 4 will be described. In the motorcycle 59, only a part of the main body 60, the rear wheel 61, and the structure for supporting the rear wheel 61 are shown. Rear wheel 61
One end of the arm B is connected to the center 62 of the, and the arm A is connected to the other end, the fulcrum 63. The other end, that is, the fulcrum 64, of the arm A is connected to a highly rigid member such as an engine. One end of the arm C and the fulcrum 65 are connected to a rigid body such as a vehicle body,
The other end, the fulcrum 66, is connected to the arm B. In the case of drive shaft drive, a drive force may be transmitted through the inside of the arm A / arm B by using a shaft or a gear, or the arm itself may be a shaft.

Next, the operation of the embodiment shown in FIG. 4 will be described (see FIG. 5). As described above, the operation of the present invention is the same, and therefore the description thereof will be omitted. However, in FIG. 5, it can be seen that the center 62 moves substantially on the vertical line. As a result, a stable driving force is obtained and safety is improved.

An embodiment of the present invention shown in FIG. 6 will be described. In the automobile 67, only a part of the main body 68, wheels, and a structure for supporting the wheels are shown. Center 70 of wheel 69
Is connected to the arm 71. One end of arm 71,
The fulcrum 72 is connected to the upper arm 73, and the other end of the upper arm 73 and the fulcrum 74 are connected to the vehicle body. The other end of the arm 71, the fulcrum 75
Is connected to the arm B, and hereinafter, the arm of the present invention is connected in the same manner as described above.

Next, the operation of the embodiment shown in FIG. 6 will be described (see the diagram indicated by the middle dotted line). When the wheel 69 is pushed up by the external force, the center 70 moves on the locus determined by the arm 71 connecting the upper arm 73 and the arm of the present invention. At this time, fulcrum 75
Since the locus of No. does not draw an arc, the distance from the fulcrum 76 does not change in a quadratic curve, so the change in tread can be suppressed. For this reason, the course of the automobile is less likely to be disturbed, and operability and safety are significantly improved.

The embodiment shown in FIG . 7 will be described. this
Is a lower arm (A,
The arm consisting of B and C) and the upper arm 73 and the lower arm.
Rotated about 90 ° about the axis 82 connecting the arms
The structure is shown from above and inside the wheel.

The operation of the embodiment shown in FIG . 7 is the same as that shown in FIG.
Since it is similar, it is omitted, but as shown in FIG.
By setting the position of
The effects of front, rear, left and right loads can be reduced.
It

The embodiment shown in FIG . 8 will be described. Automobile
Reference numeral 83 denotes a part of the main body 84, wheels and a structure for supporting the wheels.
Only shown. The center 86 of the wheel 85 is the arm 8
Connected to 7. One end of the arm 87 and the fulcrum 80 are
Arm D is connected to arm D and the other end of arm D is a fulcrum.
It is connected to the arm E by 79. Arm E
One end of the other side, the fulcrum 81, is connected to the vehicle body, and the arm F
They are connected at a fulcrum 79 and a fulcrum 77.

Next, the operation of the embodiment shown in FIG. 8 will be described (see the drawing indicated by the middle dotted line). The operation of the present invention is almost the same as the operation of FIG. The difference is that the upper arm is an arm D and an arm E connected at a fulcrum 79, and the fulcrum 77 and the fulcrum 79 are connected by an arm F.
Because of their mutual relationship, they have an anti-roll effect.
It

[0038]

As described above, the front wheel support mechanism, the rear wheel support mechanism of a motorcycle using the arm of the present invention,
Also, the vehicle wheel support mechanism has improved stability, operability, and safety. Moreover, its structure is extremely simple.

[Brief description of drawings]

FIG. 1 is a side view showing a first embodiment of a front wheel support mechanism for a motorcycle according to the present invention.

FIG. 2 is a side view showing a second embodiment of the front wheel support mechanism of the motorcycle according to the present invention.

FIG. 3 is a side view showing a third embodiment of the front wheel support mechanism of the motorcycle according to the present invention.

FIG. 4 is a side view showing a first embodiment of the rear wheel support mechanism of the motorcycle according to the present invention.

5 is an operation diagram of FIG. 4. FIG.

FIG. 6 is a front view showing a first embodiment of the vehicle wheel support mechanism according to the present invention.

FIG. 7 is a second actual wheel support mechanism for an automobile according to the present invention .
It is a bird's-eye view and a side view showing an example.

FIG. 8 is a third embodiment of the vehicle wheel support mechanism according to the present invention .
It is a front view showing an example.

FIG. 9 is a side view of a conventional front wheel support mechanism of a motorcycle.
It

FIG. 10 is a side view of a front wheel support mechanism of a conventional motorcycle.
is there.

FIG. 11 is a side view of a front wheel support mechanism of a conventional motorcycle.
is there.

FIG. 12 is a side view of a front wheel support mechanism of a conventional motorcycle.
is there.

FIG. 13 is a side view of a front wheel support mechanism of a conventional motorcycle.
is there.

FIG. 14 is a side view of a conventional motorcycle.

FIG. 15 is a side view of a rear wheel support mechanism of a conventional motorcycle.
is there.

FIG. 16 is an operation diagram of FIG . 13.

FIG. 17 is a front view of a conventional vehicle wheel support mechanism.
It

[Explanation of Codes] 1, 22, 42, 48, 59 ... Motorcycles 27, 67, 83 ... Motor Vehicles 2, 5, 10, 14, 19, 34, 44, 50 ... Front Wheels of Motorcycles 23, 61 ... Rear wheel of motorcycle 28, 69, 85 ... Wheel of automobile A, B, C, 8, 12, 13, 16, 17, 18, 2
5, 29, 30, 31, 52, 71, 73, 87 ...
Arms 9, 26, 37, 38, 39, 40, 55, 56, 5
7, 58, 64, 65, 66, 72, 74, 75, 7
6, 77 , 78 , 79 , 80 , 81 ... Support (movable) O, 11, 15, 20, 35, 45, 51 ... Center of front wheel 21, 24, 62. · After the center of the wheel 70, 86 ... wheel travel V of the center 3,6,36 ... outer tube 4 ... Front fork E ... Engine a ... front wheel center in the horizontal direction・ ・ ・ Vertical axis S ・ ・ ・ Wheel center line C ・ ・ ・ Arm center line θc ・ ・ ・ Caster angle G ・ ・ ・ Road surface ─────────────────── ───────────────────────────────────

[Procedure amendment]

[Submission date] July 21, 1995

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

FIG.

[Fig. 2]

[Figure 3]

[Figure 4]

[Figure 5]

[Figure 6]

[Figure 7]

[Figure 8]

[Figure 9]

[Figure 10]

FIG. 11

[Fig. 12]

[Fig. 13]

FIG. 14

FIG. 15

FIG. 17

FIG. 16

Claims (1)

[Claims] 1. Two arms are connected to each other with one movable point as a boundary, and the tip of one arm is movable but its position is fixed, and the other arm has one end which is also movable but its position is fixed. By connecting the fixed arm, it enables movement that could not be realized with one arm.