JPS5816969A - Shock absorber for wheel of motorcycle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a wheel shock absorbing device for a motorcycle in which vertical movement is damped by the spring force of a torsion bar and the damping force of a rotary lever set damper.

The present applicant has previously developed a wheel shock absorber for a motorcycle without using a shock absorber consisting of a combination of a cylindrical damper and a coil spring fitted around the outer periphery of the damper, and in place of a cylindrical damper with a set of rotary levers. For the damper, a tone bar is used instead of a coil spring, and the wheel is supported so that vertical movement of the wheel due to road surface undulations is buffered by the damping force of the cylindrical damper and the spring force of the spring bar. In order to move the wheel up and down, a rocking member that can freely swing and a torsion bar disposed on a stationary member are connected to an operating force transmission path by a link mechanism, and the operating force is transmitted. We proposed a device with a rotary lever set damper attached to the transmission path. The present invention has been accomplished in order to further improve and develop a shock absorbing device using a rotary lever set damper and a torsion bar as described above.

An object of the present invention is to directly connect a damper with a rotary lever to a one-way bar disposed on an immovable member such as a vehicle body frame without using a link mechanism, and the link mechanism supports a wheel. It is only necessary to connect the swinging member and the rotating lever set/bar, thereby reducing the number of parts, simplifying the structure, and reducing the overall weight of the vehicle body. We provide wheel shock absorbers for motorcycles.

In order to achieve the above object, the present invention is characterized in that the rotary shaft of the rotary lever set damper, which is rotated by the rocking of the rocking member, is connected in series with a 1-version bar. shall be.

A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

In the illustrated embodiment, the shock absorber according to the present invention is a rear wheel shock absorber. The body frame 1 of a motorcycle has its front end fixed to a rad type 2, large-diameter frames 3 and 4 above and below, and two left and right sections from the large-diameter frames 3 and 4.
An engine 7 is mounted inside a vehicle body frame 1, which is an immovable member and is composed of a main frame 5, a down tube 6, etc., which extend rearward one by one. The rear wheel 8 is pivotally supported on the rear end of a rear fork 9, and the front end of the rear fork 9 is pivotally connected to the vehicle body frame 1 by a pivot shaft 10 so as to be able to swing vertically.
It is a swinging member that supports the

The torsion bar 11 and the rotating lever set tambour 12 are arranged on the vehicle body frame 1, and the specific structure of the arrangement is illustrated in FIG. One torsion bar 11 is arranged between the left and right main frames 5, 5 in the longitudinal direction of the vehicle body, and is rotatably supported by a support bracket 13 that is fixedly suspended from the rear end of the large diameter frame 3 at a midway point in the length direction. At the same time, the front end serration portion 11a is inserted into and engaged with a fixed arm 14 integrated with the large diameter frame 3, and the front end connected to the body frame 1 via the arm 14 is connected to the fixed end of the torsion bar 11. It has become. The rotary lever set damper 12 is placed horizontally between the left and right main frames 5, 5 so as to cross in the width direction of the vehicle body, and is attached to the vehicle body frame 1 at the rear of the tone bar 11 by means of mounting brackets 15 and 16 of the main frame 5. Additional issue fixed.

As described above, the rotary lever set damper 12 is placed horizontally.
In this case, the axial direction of the rotary motion shaft 17 of the damper 12 is in the longitudinal direction of the vehicle body, and the lever 19 is attached to the rear end serration portion 17a of the rotary motion shaft 17 that is provided through the main body case 18 of the damper 12 in the longitudinal direction. is engaged. The lever 19 has an abbreviated planar shape consisting of a base portion 19a having a length in the width direction of the vehicle body, and an extension portion 19b extending toward the rear of the vehicle body from the tip of the base portion 19a. The rear end of the rotating shaft 17 is engaged with the serration. The rear end of the extending portion 19b of the lever 19 and the rear fork 9
The connecting portion between the upper end of the rod 20 and the lever 19, and the connecting portion between the lower end of the rod 20 and the connecting bracket 21 provided on the upper surface of the fork 9 are ball joints 22 and 23. ing. As described above, the rear fork 9 and the rotary motion shaft 17 of the rotary lever-integrated damper 12 are connected via the link mechanism 24 consisting of the lever 19 and the rod 20.

The torsion bar 11 and the rotary lever set damper 12 are arranged so that the axis of the torsion bar 11 and the axis of the rotary motion shaft 17 are aligned on the same straight line, and the rotary motion shaft protrudes from the main body case 18 of the damper 12. The front end 17b of the torsion bar 17 is a cylindrical portion, and the rear end serration portion 11b of the torsion bar 110 is engaged with the front end cylindrical portion 17b through male and female serrations, whereby the torsion bar 11 and the rotating shaft 17
are directly connected in series. In this way, in the present invention, the torsion bar 11 and the rotary motion shaft 17 of the rotary lever set damper 12 are connected without a link mechanism, so that the structure can be simplified and the number of parts can be reduced by omitting the link mechanism. In addition to simplifying the connection structure, it is also necessary to secure a special space for the arrangement of the link mechanism in the vehicle body frame 1. Demonstrate advantages that are not available.

A rotary lever set damper is a piston type damper if it generates damping force by rotating a rotary shaft.
Any type, such as a feather type, can be adopted. 3 and 4 show the internal structure of the rotary lever set damper 12 used in this embodiment. The inside of the main body case 18 filled with hydraulic oil is divided into upper and lower chambers S1.82 by a horizontal wall 25 having an upwardly curved bulge 25a in the center, and openings 25b and 25c are formed at both ends of the horizontal wall 250. has been done. The lower chamber 52vc has a piston 26 slidably mounted therein, and a rack 26a is formed on the inner bottom surface of the piston 726. The rack 2 is located at the center of the rotating shaft 17.
A pinion 17C that meshes with the operating shaft 17 is formed.
The rotation of the piston 26 causes the piston 26 to move to the left or to the right in FIG.

- Damping force generating means 27, 28 of the same structure are provided on the left and right sides of the chamber S1. A guide cylinder 3L 32 is screwed to the guide cylinder 3L 30, and an orifice 35.36 is provided in the inner passage 33.34 of the guide cylinder 3L 32. Stoppers 37, 3B, a plurality of plate valves 41 and 42 made up of a plate-shaped member 39.40 and a plate spring member that are slidably fitted to the outer periphery of the guide cylinder 31.32, and the plate-shaped member 39.40. and a spring 43.44 which applies a forward pressing force to the plate valve 41.42, and a needle 47.degree. which is inserted into the inside of the guide cylinder 31.32 and whose tip tapered part 45.46 faces the orifice 35.36. 48
The needles 47 and 48 are screw type screws that are screwed into the guide cylinders 31 and 32 so as to be able to be externally screwed into the guide cylinders 3L and 32, and can move forward and backward.
．． A through hole 49.50 is formed which opens in the plate member 39.40, and an orifice 51.52 is formed through the plate member 39.40, and the orifice 51.52 is closed by the plate valve 41.42. .

Next, we will discuss the operation.

When the rear fork 9 swings upward around the pivot shaft 10 in order to move the rear wheel 8 upward due to the undulations of the road surface, the lever 19 is rotated around the rotation shaft 17 via the iron 20, and along with this, The tetorsion bar 11 is twisted by the rotating operating shaft 17,
The upward movement of the rear wheel 8 is damped by the spring force of the torsion bar 11.

Further, as the operating shaft 17 rotates, the piston 26 is caused to slide by the rack 26a and the pinion 17c, and assuming that the sliding direction is leftward in FIG. Left and right ventricles S3.
The hydraulic oil in the left chamber S3 of S4 is compressed, and the hydraulic oil flows through the opening 25b, the through hole 49, the internal passage 33, and the orifice 3.
5 flows into the Royal Sl, and further flows through the orifice 36,
Royal S2 via the internal passage 34, through hole 50, and opening 25c
into the right ventricle S4. During this flow, the hydraulic oil is at needle 4.
Since it passes through the orifice 35.36 whose opening area is narrowed by the insertion of the tapered portions 45.46 of 7 and 48, the hydraulic oil flow rate is attenuated by the action of restricting the flow rate of one of the orifices 35.36. A force is generated, and the damping force acts as a buffer against upward movement of the rear wheel 8. In this case, orifice 3 is smaller than orifice 35.
If the opening area of 6 is small, the hydraulic pressure of the royal chamber S1 increases, so that the disk-shaped member 40 and the plate valve 42 move back against the spring 44 due to the hydraulic pressure, and the disk-shaped member 40 retreats until it exceeds the opening 25c. As a result, the hydraulic oil in the royal chamber S1 flows into the right chamber S4, and thereby the damping force is generated at the orifice 35. Furthermore, if the opening area of the orifice 35 is smaller than that of the orifice 36, the amount of hydraulic fluid that flows into the royal chamber S1 through the orifice 35 can also flow into the right chamber S4 through the orifice 36, so that The plate valve 42 maintains the state shown in FIG. 3, and in this case as well, the damping force is generated at the orifice 35.

Since the opening area of the orifice 35 is variable by moving the screw-type needle 47 back and forth, the magnitude of the damping force can be changed depending on road surface conditions and the like.

When the upward movement speed of the rear wheels is high, the hydraulic pressure in the left ventricle S3 increases, and the plate valve 41 on which the hydraulic pressure acts via the orifice 51 is bent and deformed, thereby causing the left ventricle S3 to move upwardly.
The hydraulic oil flows through both orifices 35°51 and enters the upper chamber S1.
The hydraulic oil in the royal chamber S1 flows into the right chamber S4 through the opening 25c due to the retreat of the plate member 40 and the plate valve 42.
As the hydraulic oil passes through both orifices 35 and 51, a damping force corresponding to the upward movement speed of the rear wheel is generated.

On the other hand, when the rear fork 9 swings downward around the pivot I shaft 10 in order to move the rear wheel 8 downward, the torsion bar When the hydraulic oil in the right chamber S4 flows into the right chamber S3 through the royal chamber S, a damping force is generated at the orifice 36, and the magnitude of this damping force is equal to the needle 4.
The plate valve 42 is bent and deformed when the lowering speed of the rear wheel 8 is fast, and the hydraulic oil passes through both orifices 36 and 52, so that the lowering speed of the rear wheel 8 is adjusted. A damping force is generated according to the

FIG. 5 shows an embodiment in which the preload of the torsion spring force can be adjusted according to road conditions and the like. The base of an adjustment arm 72 is inserted into and engaged with the front end selection portion 71a of the torsion hook 710, and a screw rod 63, which is swingably connected to the vehicle body frame 61 with a pin 62, is loosely attached to the tip of the arm 72. will be inserted. The preload of the torsion bar 71 can be adjusted by loosening the lock nuts 64, 65, rotating the arm 72, and tightening the arm 72 and threaded rod 63 together again using the lock nuts 64, 65. It is increased or decreased by one minute.

FIG. 6 shows another embodiment of a rear fork 79 as a swinging member, in which the rear fork 79 is installed between a base frame 79a, diagonal subframes 79b, 790, and one of the four frames 79a, 79b, and 79c. The rear fork is configured as a side truss structure by the reinforcing frame 79d, and is necessary when twisting the 1-version bar 91 via the lever 89, rod 90, etc. to generate damping force in the rotating spring set damper 92. 79 high rigidity can be obtained.

FIGS. 7 and 8 show another embodiment of the rotary motion shaft 107 of the rotary lever set da/par 102. In combination with shaft 104, input shaft 1
A damping force generating means is housed in a side chamber 105 facing the shaft end of the shaft, and this means is a bevel gear 103a.

It is also possible to incorporate it into the storage chamber 106 of 104a.

11- If the operating shaft 107 is constituted by the input/output shafts 103 and 104 in orthogonal directions as in this embodiment, the lever 109 connected to the input shaft 103 can be made into a straight line.
The structure of the link mechanism that connects the rear fork and damper can be simplified.

FIG. 9 shows an embodiment in which the vehicle height of a motorcycle can be adjusted, in which a rod 120 connecting a rear fork 139 and a damper 112 together with a lever 119 is a turnbuckle whose length can be adjusted freely, and a T-shaped rod 120 is used. By adjusting the length, the angle of the rear fork 1390 when a static load is applied to the vehicle body frame 121 can be changed, and thereby the vehicle height can be adjusted.

Each of the embodiments described above is a case in which the device according to the present invention is applied to a rear wheel shock absorber, but the present device can also be applied to a front wheel shock absorber. In other words, the front wheel suspension system of a motorcycle consists of an upper fork that is pivotally held on the head pipe of the body frame so as to be rotatable left and right, and a lower fork that supports the front wheel, connected by two arms at the front and rear. A trailing link type or a leading link type is known, in which the front wheel is supported on the lower end of the upper fork, and the front or rear end of a swinging fork is pivotally connected. Since there is a swinging member such as the arm or swinging fork that swings to move the front wheel up and down in the same way as a front wheel fork, it is also possible to use the device according to the present invention as a front wheel shock absorber.

As is clear from the above description, according to the present invention, the rotary motion axis of the rotary lever set damper and the torsion bar are connected in series without using a link mechanism, thereby simplifying the structure related to the connection structure etc. In addition, it is possible to reduce the number of parts, reduce the overall weight of the vehicle body, and further increase the flexibility in designing the vehicle body frame in terms of space, such as eliminating the need to secure space in the vehicle body frame to incorporate the link mechanism. I can do it.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and Fig. 1 is an overall side view of a motorcycle, Fig. 2 is a perspective view showing the structure around a damper with a torsion bar and rotating lever, and Fig. 3 is an internal view of the damper. 4 is a sectional view showing the structure, FIG. 4 is a sectional view taken along the line 4-4 in FIG. 3, FIG. Figure 1 shows another embodiment of the rear fork, Figure 7 shows another embodiment of the rotary shaft of the damper, Figure 8 is a cutaway plan view of Figure 7, and Figure 9 shows adjustable vehicle height. It is a figure showing one example. In the drawing, 1, 61, 121 are stationary members, such as a vehicle body frame, 8 is a rear wheel, 9, 79, 139 is a swinging member, a rear fork, 11, 71, 91 is a torsion bar, 12. 92, 102, and 112 are rotary lever set dampers, and 17 and 107 are rotary motion shafts. Patent applicant Honda Motor Co., Ltd.

Claims (1)

[Claims] It consists of a swinging member that supports a wheel and is swingable to move the wheel up and down, and a damper set of a torsion bar and a rotating bar arranged on a stationary member, and the swinging member and the rotation A wheel shock absorbing device for a motorcycle, characterized in that a rotary shaft of a dynamic lever set damper is connected via a link mechanism, and the rotary shaft and the torsion bar are connected in series.