JPS5833581A - Shock absorber for rear 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 rear wheel shock absorbing device for a motorcycle that uses the damping force of a rotary lever set damper to buffer vertical movement of the rear wheel due to road surface undulations.

Conventional rear wheel shock absorbers for general motorcycles absorb and dampen the vertical movement of the rear wheel due to road surface undulations, thereby preventing vibrations from propagating to the vehicle body. However, the expansion and contraction stroke of the cylindrical damper must be set according to the amount of oscillation of the rear wheel support member that supports the rear wheel. Because the filled hydraulic oil is compressed to high pressure, a pressure-resistant oil seal member is attached to the piston, which causes sliding resistance that affects damping force during expansion and contraction. A rear wheel shock absorber for a motorcycle using a rotary lever set damper instead of a damper is provided.

The present invention has been made to further develop a rear wheel shock absorbing device using the rotary lever set damper.

An object of the present invention is to incorporate a rotary lever set damper mechanism into the case of an engine that is mounted on a car body frame, so that the work of assembling the engine to the car body frame can be done immediately by attaching the rotary lever set damper to the car body frame. This contributes to improved workability, and also makes it possible to integrally mold the case of the rotary lever set damper mechanism as part of the engine case, which facilitates the molding process of the case and reduces the number of parts. To provide a rear wheel shock absorbing device for a motorcycle, in which a rotary lever set damper can be arranged on a body frame without restricting other motorcycle parts, equipment, etc. It is in.

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

FIG. 1 is an overall control view of a motorcycle to which a device according to the present invention is applied, and FIG. 2 is a plan view of the main part of FIG. 1. The body frame 1 includes a main frame 2, a down tube 3,
It is composed of a bottom frame 4, a rear frame 5, etc., and a telescopic front wheel suspension fork 7 is pivotally held on a head vibro fixed to the front end of the vehicle body frame 1. The rear wheel 8 is supported by the rear end of a rear fork 9, and the front end of the rear fork 9 is pivotally connected to the rear lower part of the vehicle body frame 1 by a pivot shaft 10 so as to be able to swing vertically. The wheel support part is ``A''.

As shown in Figure 2, there are two main frames 2, left and right.
Two torsion bars 11, 11 are arranged along the main frames 2, 2 on the vehicle body flannel, and each 1.--
The John bar 11.11 is rotatably supported by a bracket 112.13. The rear end, which is the free end of the l-version bar 11, and the rear fork 9 are L-connected to an operating force transmission path by a link mechanism 14, and the link mechanism 14 is
A rod 16 whose lower end is connected to the upper surface of the rear fork 9 by a shaft 15, a link 18 having a triangular side surface whose rear end is connected to the upper end of the rod 16 by a shaft 17, and a link 18 whose upper end is connected to the front end of the link 18. This rod 19 has a length in the width direction of the vehicle body, and has an inner end inserted into and engaged with the rear end serration of the torsion bar 11 and an outer end connected to the lower end of the rod 19. The connecting portion between the link 18 and the rod 19 and the connecting portion between the rod 19 and the link arm 20 are ball joints 21 and 22. There are two link 18° rods 19 and two link arms 20 symmetrically. Therefore, the operating force transmission path by the link mechanism 14 has two rows on the left and right that use the condo 16 portion as a common path. Continuing with the torsion bar 11.11, in the illustrated example, the left and right links 18.18 are integrally connected at their rear ends.

The front ends, which are fixed ends, of the left and right torsion bars 11.11 are connected to each other via a rod adjustment means 23,
As shown in FIG. 3, the adjustment means 23 includes an adjustment arm 24 whose base is inserted into and engaged with the front end serration portion 11a of the torsion bar 11, and left and right adjustment arms 24, 24.
A length consisting of a right-handed screw and a left-handed screw rod 27゜28 connected to the tip with a pin 25゜26, and a foil nut 31 that connects the threaded rod 27.28 with a lock nut 29゜30. It is an adjustable turnbuckle type, and when the lock nut (29.30) is loosened and the cylindrical nut 31 is rotated, the preload of the torsion bar 11, which is rotated together with the adjustment arm 24, is adjusted. Can be changed and adjusted.

As shown in FIG. 1, an engine 33 is mounted on the vehicle body frame 1 by being connected to the body frame 1 through shafts 32, and FIG. 4 shows a specific configuration of the engine 33. Engine 330 case 3, which also serves as the crank case and transmission case
A box-shaped protrusion 34b is integrally formed to protrude from the rear upper surface 34a of
A rotary lever set damper mechanism 36 shown in FIG. The protrusion 34b is a rotary lever set damper mechanism 3
The case 37 is a part of the engine case 734, and the rotary lever set damper t'Mm36 is built into the engine case 34. In addition, in the -1- lower, front and rear, left and right outer walls of the case 37, there are cooling water passages 37a for cooling the hydraulic oil of the rotary lever set damper mechanism 36, which rises in temperature when damping force is generated.
Therefore, the case 37 serves as a water jacket, and the water passage 37a is connected to the communication pipe 3 shown in FIG.
It is connected to the cooling water passage of the engine block portion 35 (7) via the engine block portion 4c, and the rotary lever set damper mechanism 36 is cooled by the cooling water that circulates through the engine 33.

As described above, by forming the engine case 34 with the case 37 of the rotary lever set damper mechanism 36 as a gamma casing, both the cases 34 and 37 can be integrally cast by the die-casting method. By being able to perform post-processing such as the following at the same time, the molding work can be simplified and facilitated, and the work of assembling the engine case 34 to the vehicle body frame 1 using the shaft 32 is one of them! f, attach the case 37 of the rotary lever set damper mechanism 36 to the vehicle body frame 1.
This allows for commonality of work.

An operating shaft 38, which is a component of the rotary lever damper mechanism 36, passes through the case 37 in the width direction of the vehicle body.
As shown in the figure, both ends of the operating shaft 38 are rotatably supported by bearing bosses 2a, 2a provided on the left and right main frames 2, 2.

By supporting the operating shaft 38 of the damper mechanism 36 on the vehicle body frame 1 in this way, the operating shaft 38 can also be used to mount and connect the engine case 34 to the vehicle body frame 1.
This means that you can take advantage of it. Case 37 is tone yomber
11 and between the left and right links 18, 18, and the operating shaft 38 is integrally connected to the link 18. Therefore, the operating shaft 38 is connected to the link 18.
When the link 18 rotates, the actuating shaft 38 also rotates and the damper mechanism 36 generates a damping force. It is a moving lever.

As a result of the actuation shaft 38 being coupled to the link 18 as described above, the actuation shaft 38 and the rear fork 9 as constituent members of the rotary lever set damper mechanism 36 are connected to the link mechanism 39 consisting of the rod 16 and the link 18. connected via.

The rotary lever damper mechanism 36 may be of any type, such as a piston type or a vane type. Next, the rotary lever damper mechanism 36 employed in this embodiment will be explained with reference to FIG.

The inside of the case 37, which is integrally molded as a part of the engine case 34, is filled with hydraulic oil, and the inside is divided into front and rear damping force generation chambers St by vertical walls 40.
The piston chamber S1 is further divided by a horizontal wall 41 into upper and lower chambers S3, 84, and a piston chamber S3. s4 vertical wall 4 (E7) through hole 40a.

40b. The operating shaft 38 passing through the rear of the chamber S2 has a chamber S3. Pistons 42 and 43 slidably housed in S4 are connected to the piston arm 4.
4. They are connected by connecting rods 45, 46. A guide tube 48 integrated with a lid 47 fixed to the front upper surface of the case 37 is inserted into the damping force generation chamber S, and a plurality of plate valves 49 made of plate spring material are provided on the outer periphery of the guide tube 48. Orifice 50a.

By fitting the plate-like member 5o in which 50b is formed and the spacer 51, and screwing together the gap 52 provided with the orifice 52a at the tip of the guide tube 48, the plate valve 49 and the plate-like part In' 50 are connected. The base flange portion 48a of the guide tube 48 and the spacer 51 are clamped and fixed.

A needle 53 with a tapered tip 53a facing an orifice 52a of a gap 52 is inserted into the internal passage 48b of the guide tube 48, and the needle 53 is screwed onto the lid 47 for advancing and retracting from the outside. It has become. Further, a slide valve 54 is slidably fitted to the outer periphery of the spacer 51. A spring holder part 37b is integrally formed on the bottom 37a of the case 37, and a through hole 37c is formed therein, and a spring 55 is compressed between the holder part 37b and the slide valve 54, into which a cap 52 is fitted. The slide valve 54 is pressed against the plate-shaped member 5o by the elastic force of the spring 55. As a result, the opening end of the orifice 50b on the chamber 83 side is connected to the plate pulp 4.
9 is blocked, whereas the chamber S of the orifice 50a
The open end on the fourth side is closed with a slide pulp 54.

Next, we will discuss the operation.

When the rear fork 9 swings upward about the pivot shaft 10 to cause the rear wheel 8 to move upward, the link 18 in FIG. The motion is transmitted to the torsion bar 11 through the rod 19 and link arm 20 shown in FIG. 2, and the torsion bar 11 is twisted.
The force required to twist the rear wheel 8 becomes a buffering force against upward movement of the rear wheel 8. Since the torsion bar 11 can adjust the pressure IJ by the turnbuckle type adjusting means 23 described in FIG. 3, the magnitude of the buffering force can be changed and adjusted. Also, left and right 1-version version 11.11
are twisted in opposite directions, so the torsion bar 11
．． The direction of the torsional reaction force No. 11 can be set as the canceling direction.

- When the link 18 rotates as described above, the actuating shaft 38 also rotates in the counterclockwise direction ~\\, so the piston 42 shown in Fig. 5 moves forward and the hydraulic fluid in the chamber S3 flows through the hole. 40a,
Internal passage 48b, orifice 52a, through holes 37c, 40
b flows into the chamber 84. During the flow, the opening area of the orifice 52a is narrowed by the insertion of the tapered part 53a of the needle 53, so a damping force is generated (thus a damping force is generated). It acts as a damping force against the upward movement of the rear wheel 8 caused by the mechanism 36.As mentioned above, the needle 53 can move forward and backward by external operation, and the opening area of the orifice 52a can be changed. It can be set arbitrarily depending on road conditions, etc.

When the speed of the rear wheel 8 is high, the hydraulic fluid in the chamber S3 is compressed to high pressure by the piston 42 sliding at high speed, and the hydraulic fluid acts on the slide through the orifice 50a. The pulp 54 retreats against the elastic force of the spring 55, and this first orifice 50a is opened, and hydraulic oil flows through both the orifice 50a and the orifice 52a, so that the upward movement speed of the rear wheel 8 is adjusted. A damping force is generated.

When the rear fork 9 swings downward around the pivot shaft 10 in order to cause the rear wheel 8 to move downward, the torsion bar 11 moves over the rear wheel via the rod 16, link 18, rod 19, and link arm 20. The piston 43 shown in FIG. 5 moves forward and the hydraulic oil in the chamber S4 flows through the through holes 40b, 37c and the orifice 5'.
l a, flows through the internal passage 48b and the through hole 40a, and enters the chamber S3.
flows into.

Even during this flow, a damping force that acts as a buffer against the downward movement of the rear wheel 8 is generated due to the oil flow rate restricting action of the orifice 52a. When the lowering speed of the rear wheel 80 is fast, the oil pressure in the chamber S4 increases, and the plate pulp 49 on which the oil pressure acts through the orifice 50b is bent and deformed, thereby opening the orifice 50b and opening the two orifices 50b. ,
As hydraulic oil flows through 52a, a damping force of 1 is generated according to the downward movement speed of rear wheel 80.

By the way, as described above, the rotary lever set damper mechanism 36 operates as the rear wheel 8 moves up and down by connecting the operating shaft 38 of the damper mechanism 36 and the rear fork 9 to the link mechanism 39 shown in FIG. This is because the case 37 incorporating the damper mechanism 36 is provided in the rear part of the engine case 34 near the pivot shaft 10 connecting the vehicle body frame 1 and the leaf wing 9. , the damper mechanism 36 is arranged near the rear fork 90, and therefore the link mechanism 39 can be constructed from a small number of parts, such as the rod 16 and the link 18, and an operating force transmission path connecting the operating shaft 38 and the fork 9 is created. The mechanical strength of the link mechanism 39 can be increased.

In the above embodiment, the torsion bar 11 and the rotary lever set damper mechanism 36 dampen the vertical movement of the rear wheel 8, but instead of the 1. Even if the rear wheel 8 is installed between the rear wheels 8 and

A modified example regarding the torsion bar when a 1-version version is used as in this example will be described below.

Although the spring force of the torsion bar is related to the length of the torsion bar itself, FIG. 6 shows an embodiment in which the same effect can be obtained by using the same torsion bar 61 but replacing it with a torsion bar of a different length. The front ends of the two left and right torsion bars 61, 610 are connected by a turnbuckle-type preload adjustment means 73 consisting of an adjustment arm 74, right-handed screws, left-handed screw rods 77, 78, etc., as shown in FIG. Front end serration portion 61 of torsion bar 61 into which the base of arm 74 is inserted and engaged
a is formed long in the axial direction.

The locking position of the first adjustment arm 74 can be changed by a sliding operation, and the locking position of the arm 74 becomes the fixed end of the torsion bar 61. Therefore, by this sliding operation, the torsion bar 61, which is involved in the spring force, is substantially You can change the length of. In the embodiment shown in FIG.
b, 81c ・The position of the adjustment arm can be changed step by step.

FIG. 8 shows a preload adjustment means for the torsion bar 101 which is mainly suitable when there is only one -7 bar. The base of the torsion bar 1010 is inserted into and engaged with the front end serpentine portion 101a, and the adjustment arm 114 is locked into the threaded rod 103 of the adjusting door.104. 10
5, they are tightened and connected. When the lock nuts 104 and 105 are loosened, the adjustment arm 114 is rotated, and the lock nuts 104 and 105 are tightened again, the preload of the torsion bar 101 is increased or decreased by the amount of rotation together with the arm 114.

As is clear from the above description, according to the present invention, since the rotary lever set damper mechanism is built into the engine case,
When assembling the engine to the body frame, the damper assembly can be done by the same work, which makes the work common and contributes to improving work efficiency. The damper does not restrict the arrangement of other motorcycle parts and equipment attached to the body frame, and furthermore, the case of the rotary lever damper mechanism can be integrally molded as part of the engine case. It is possible to simplify and facilitate the molding process of the case, and in addition to this, it is also possible to reduce the number of parts.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention, and FIG. 1 is an overall side view of the motorcycle, FIG. 2 is a plan view of the main part of FIG. 1, and FIG.
The figure is a front view showing the preload adjustment means applied to the torsion bar, FIG. 4 is a perspective view showing the entire engine, and FIG. 5 is a side sectional view showing the rotary lever set damper mechanism.
FIG. 6 is a plan view showing an embodiment for adjusting the spring force of the L-version bar, FIG. 7 is a diagram showing another embodiment of FIG. 6, and FIG.
The figure shows a modified embodiment of the torsion bar preload adjusting means. In the drawing, 1 and 91 are the vehicle body frame, 8 is the rear wheel, 9 is the rear fork which is the rear wheel support member, 33 is the engine, and 34 is the rear fork.
36 is a damper mechanism with a rotary lever, 37 is a case of a turn bar mechanism with a rotary lever, and 39 is a link mechanism. Patent applicant Honda Motor Co., Ltd.

Claims (1)

[Claims] (]) The engine is mounted on the vehicle body frame L-L,
The front end of the rear wheel support member supporting the rear wheel is pivotally connected to the vehicle body frame so as to be able to swing vertically, and a rotary lever set damper mechanism is built into the engine case, and the front end of the rear wheel support member supporting the rear wheel and the rotary 1. A rear wheel shock absorber for a motorcycle, characterized in that a lever-type damper mechanism is connected to an operating shaft by a link mechanism. (2) The case of the engine is formed to include a case of the rotary lever set damper mechanism, and the case of the rotary lever set damper mechanism is integrally molded as a part of the engine case. A rear wheel shock absorber for a motorcycle according to scope 1.