JPS60154907A - Attitude control device for motorcycle - Google Patents

Abstract

PURPOSE:To prevent both squat and nose dive phenomena from occurring, by installing a displacement variable type oil chamber well-balanced with a spring in each of buffers for both front and rear wheels, while constituting them so as to be interconnected with each other, in case of the above captioned device for a motorcycle. CONSTITUTION:When sudden deceleration takes place, load at the side of a front wheel 2 becomes increased by inertia force, causing a buffer 6 to be contracted to some extent, whereby an oil chamber 17 moves its partial oil upward from an orifice 16 so that damping force is produced there. Then, part of the oil is poured into an oil chamber 28 of a buffer 7 at the side of a rear wheel via a hose 8, expanding the oil chamber 28, and a suspension spring 21 is compressed till it comes into the load that becomes balanced with the damping force, thus a nose dive phenomenon is prevented from occurring. Likewise, in time of sudden acceleration, these buffers 6 and 7 for both front and rear wheels operate reversely and prevents a squat phenomenon from occurring. With this constitution, both nose dive and squat phenomena are thus obviated.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to an attitude control device for controlling a vehicle so as to reduce longitudinal changes in attitude that occur when rapidly accelerating or decelerating a vehicle.

[Prior art]

Generally, when a vehicle is suddenly accelerated, the so-called scoot phenomenon occurs, in which the rear wheels sink due to inertial force, and when the vehicle is suddenly decelerated, the so-called nose dive phenomenon occurs, in which the front wheels sink.

In motorcycles, in order to prevent the above-mentioned scoot phenomenon and nose dive phenomenon, to prevent the former, a mechanism is installed that restricts the movement of oil in the rear wheel hydraulic shock absorber in conjunction with the accelerator, and to prevent the latter. For example, a mechanism was installed to restrict the movement of oil in the front wheel hydraulic shock absorber in conjunction with the brake, and a separate mechanism was attached for each phenomenon.

However, providing a different prevention mechanism for each phenomenon has the disadvantage of complicating the mechanism accordingly.

On the other hand, in the case of four-wheeled vehicles, a test vehicle has been reported in which the suspension mechanisms of the front and rear wheels are connected to each other by torsion bars in a racing vehicle. However, its true value is unknown, and since it is connected with a ridge-throated torsion bar, it has the disadvantage of being subject to space constraints and lacking flexibility when equipped.

[Object and structure of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle attitude control device that can prevent both the scoot phenomenon and the nose dive phenomenon with one mechanism, and can be installed without being subject to space constraints.

To achieve the above object, the present invention provides a vehicle in which a vehicle body is suspended between front wheels and rear wheels by shock absorbers each comprising at least a spring, and each shock absorber of the front and rear wheels has a volume balanced with the spring. It is characterized in that variable oil chambers are provided respectively, and both chambers are communicated with each other.

[Embodiments of the invention]

Hereinafter, the present invention will be explained with reference to embodiments shown in the drawings.

In the motorcycle shown in FIG. 1, 1 is a body frame;
2 is a front wheel, and 3 is a rear wheel. A shock absorber 6, the details of which will be described later, is installed inside the lower end of the front fork 4 provided at the front of the vehicle body frame l, and the front wheel 2 is supported via the shock absorber 6. Further, a rear arm 5 is swingably supported at the rear of the vehicle body frame 1, and then a rear wheel 3 is supported at the rear end of the arm 5, and an intermediate portion of the rear arm 5 is provided with a shock absorber 7, the details of which will be described later. It is supported by the vehicle body frame 1 via. The shock absorbers 6 and 7 are respectively provided with variable volume oil chambers 17 and 28, which will be described later.
are communicated with each other by a flexible pressure-resistant boss 8.

As shown in FIG. 2, the shock absorbers 6 for the two front wheels are constructed inside an outer cylinder 9 and an inner cylinder 10 that constitute the front fork 4. An inner tube 11 is provided inside the outer tube 9. A piston 12 is fixed to the outer periphery of the lower end of the inner tube 9, and the piston 12 is brought into sliding contact with the inner wall of the outer tube 9. It is in sliding contact with the inner wall of the In this state, a spring 13 is interposed between the lower end of the inner tube 11 and the bottom surface of the outer tube 9, and between the upper surface of the upper end and the inner wall of the upper end of the inner tube 10 (not shown),
A suspension spring 14 is interposed to suspend the vehicle body load. An orifice 15 that penetrates the inner and outer walls of the inner tube 11 is bored at the lower middle of the inner tube 11. It generates a damping force when passing through.

Further, an orifice 16 is provided inside the lower end of the inner tube 11, and an oil chamber 17 is formed between the lower end and the bottom surface of the outer tube 9. This oil chamber 17 has a constant volume secured by a spring 13, and is of a variable volume type in which the volume is changed by the vertical movement of the piston 12 together with the inner tube 11. The oil pressure in this variable volume oil chamber 17 is balanced with the suspension spring 14 as well as the spring 13.

On the other hand, the shock absorber 7 on the rear wheel 3 side is provided with a hydraulic shock absorber 20 and a suspension spring 21, and has attachment parts 22 and 23, which are called eyepieces, at the upper and lower ends, respectively. Lower end mounting part 2
The hydraulic shock absorber 20 to which the hydraulic shock absorber 3 is fixed is composed of a cylinder 20a and a piston 20b, and the upper end of a rod 24 fixed to the piston 20b is fixed to a shaft part 25 integrated with the mounting part 22 on the upper end side. There is. Around the shaft portion 25,
A variable volume oil chamber 28 composed of a cylinder 26 and a piston 27 is provided, and this oil chamber 28 is connected to the oil chamber 17 of the shock absorber 6 on the front wheel 3 side via a flexible pressure-resistant hose 8. It's communicating.

Further, a spring receiver 29 that moves up and down together with the piston 27 is slidably fitted into the shaft portion 25. The spring receiver 29 supports the suspension spring 21 on its lower surface, and supports the suspension spring 21 on its upper surface. It supports a spring 30 for positioning the piston 27. With this configuration, the oil pressure in the oil chamber 28 is balanced with the suspension spring 21 as well as the spring 30.

When the motorcycle equipped with the above-mentioned shock absorbers 6 and 7 runs at a constant speed, there is no change in the load on the front and rear wheels 2.3, so as shown in the operation diagram of Fig. 3, the front and rear shock absorbers are 6.
7 maintains a stable vehicle posture in a position balanced with the spring loads of the respective suspension springs 14 and 21.

When a sudden deceleration is performed from the above-mentioned constant speed running state, as shown in Fig. 4, the load on the two front wheels increases due to inertia force, causing the shock absorber
contracts, thereby causing the oil chamber 17 to move part of the oil upward from the orifice 16 to generate a damping force, and send the other part to the shock absorber 7 on the rear wheel 3 side via the pressure hose 8.
It is moved to the oil chamber 28 and contracted. The movement of this oil causes the oil chamber 28 to expand and compress the suspension spring 21 until the load reaches a balance with the damping force. Therefore, the shock absorber 7 is contracted to reduce changes in the vehicle attitude, thereby preventing the nose dive phenomenon.

In addition, when performing sudden acceleration from the above-mentioned constant speed running state, the fifth
As shown in the figure, contrary to the case of sudden deceleration, the load on the rear wheel 3 side increases and the shock absorber 7 contracts. Due to this contraction, the oil chamber 28 contracts, so some of the oil is transferred to the shock absorbers 6 of the two front wheels.
The oil chamber 17 is moved to the oil chamber 17 and the oil chamber 17 is expanded. Due to the expansion of the oil chamber 17, when a part of the oil passes upward through the orifice 16, it generates a damping force and pushes up the inner tube 11. Therefore, the suspension spring 14 is pushed up until the load reaches a balance with the damping force. Compress. Therefore, the shock absorber 6 is contracted and the change in the vehicle attitude is reduced, so that the scoot phenomenon is prevented.

In this way, one simple control mechanism can prevent the nose dive phenomenon and the scoot phenomenon. In addition, since the oil chambers 17 and 28 provided in both shock absorbers 6 and 7 can be configured to communicate with each other using a pressure-resistant hose 8, etc., it is possible to use a structure that allows the oil to communicate with each other using a pressure-resistant hose 8 or the like. There are no restrictions.

Although the present invention is most suitable for application to motorcycles where installation space is largely restricted, it is naturally applicable to other vehicles such as four-wheeled vehicles.

〔Effect of the invention〕

As described above, the attitude control device of the present invention provides a vehicle in which a vehicle body is suspended with respect to front wheels and rear wheels by shock absorbers constituted by at least springs, and in which the shock absorbers of the front and rear wheels are provided with the springs and the balance. In addition to providing a variable volume oil chamber for each chamber, both chambers are configured to communicate with each other, so it is possible to prevent both the scott phenomenon and the nose dive phenomenon with one simple control mechanism, and also to prevent the front and rear wheels. Since the structure is such that oil is simply communicated between the oil chambers provided in the shock absorber, there is no space restriction as in the case of connection using a rigid torsion bar.

[Brief explanation of drawings]

Fig. 1 is a side view of a motorcycle equipped with the attitude control device of the present invention, Fig. 2 is a side view of the motorcycle with only the front and rear shock absorbers taken out and partially cut away, and Fig. 3. 4.
Figure 5 shows the posture control device of the present invention when running at a constant speed, and
During sudden deceleration. It is an explanatory diagram of operation at the time of sudden acceleration. ■...Vehicle frame, 2...Front wheel, 3...Rear wheel, 6.7...Buffer, 8...Pressure hose, 1
4゜21... Spring (for suspension), 16... Orifice (for generating damping force), 17.28... Oil chamber. Procedural amendment April 20, 1980 Mr. Commissioner of the Japan Patent Office 1, Indication of the case 1981 Patent Application No. 9418 2, Name of the invention Vehicle attitude control device 3, Relationship with the person making the amendment f1- Patent applicant address (residence) name) (AO7) Yamano Motor Co., Ltd. 4,
Representative Office: Pelican Building, Ogawa & Noguchi International Patent Office, 3-3-3 Nishi-Shinbashi, Minato-ku, Tokyo 105 (telephone: 431-
5361) Description 1, Name of the invention Vehicle attitude control device 2, Claims In a vehicle in which a vehicle body is suspended from front wheels and rear wheels via shock absorbers each comprising at least a spring, 1. A vehicle attitude control device, wherein each shock absorber is provided with a variable volume oil chamber that balances the spring, and both oil chambers are communicated with each other. 3. Detailed Description of the Invention [Technical Field of the Invention] The present invention relates to an attitude control device that reduces changes in the attitude of a vehicle such as a motorcycle, which occurs when the vehicle suddenly accelerates or decelerates. [Prior art] When a vehicle such as a shaft-drive motorcycle is suddenly accelerated, a so-called rear lift phenomenon occurs in which the rear wheel side lifts up due to drive reaction force, and when it is suddenly decelerated, a so-called nose dive phenomenon occurs in which the front wheel side sinks due to inertial force. do. In motorcycles, in order to prevent the above-mentioned rear lift phenomenon and nose dive phenomenon, to prevent the former, a mechanism is installed that restricts the movement of oil in the rear wheel hydraulic shock absorber in conjunction with the accelerator, and to prevent the latter. To prevent this, a mechanism was installed to limit the movement of oil in the front wheel hydraulic shock absorber in conjunction with the brake, and a separate prevention mechanism was attached for each phenomenon. However, providing a different prevention mechanism for each phenomenon in this way has the disadvantage of complicating the mechanism accordingly. On the other hand, in the case of four-wheeled vehicles, a test vehicle has been reported in which the suspension mechanisms of the front and rear wheels are connected to each other by torsion bars in a racing vehicle. However, its true value is unknown, and since it is connected with a rigid torsion bar, there are space constraints when installing it.
The disadvantage is that there is a lack of freedom in terms of installation space. [Object and Structure of the Invention] An object of the present invention is to provide a vehicle attitude control device that can prevent both rear lift phenomenon and nose dive phenomenon with one mechanism, and that can be installed without being subject to space constraints. Our goal is to provide the following. To achieve the above object, the present invention provides a vehicle in which a vehicle body is suspended between front wheels and rear wheels through shock absorbers each composed of at least a spring, in which each shock absorber of the front and rear wheels is provided with a spring and a balance. The oil chamber is characterized in that a variable volume oil chamber is provided, and both oil chambers are communicated with each other. [Embodiments of the Invention] The present invention will be described below with reference to embodiments shown in the drawings. In the motorcycle shown in Fig. 1, ■ indicates the body frame;
2 is a front wheel, 3 is a rear wheel, and 32 is an engine. A shock absorber 6, the details of which will be described later, is installed inside the lower end of the front fork 4 provided at the front of the vehicle body frame 1, and the front wheel 2 is supported via the shock absorber 6. Further, a rear arm 5 is swingably supported at the rear of the vehicle body frame 1, and a rear wheel 3 is supported at the rear end of the arm 5. Further, a shock absorber 7, the details of which will be described later, is interposed between the intermediate portion of the rear arm 5 and the vehicle body frame 1. The upper end side of this shock absorber 7 is connected to the vehicle body arm 1, and the lower end side is connected to the rear arm 5 via a link 36. The rear wheel 3 is connected to the engine 32 via a transmission shaft 33 and bevel gears 34 and 35.
It is designed to be driven by inputting the power of The shock absorber 6.7 includes a variable volume oil chamber 17, which will be described later.
, 28 are installed inside, and the two oil chambers 17, 2B are communicated with each other by a flexible pressure-resistant hose 8. As shown in FIG. 2, the shock absorber 6 on the front wheel 2 side is constructed inside an outer cylinder 9 and an inner cylinder 10 that constitute the front fork 4. An inner tube 11 is provided inside the outer tube 9. A piston 12 is fixed to the outer periphery of the lower end of the inner tube 9, and the piston 12 is brought into sliding contact with the inner wall of the outer tube 9. It is brought into sliding contact with the inner wall of the cylinder 10. In this state, the inner tube 11
Is there an outside fi at the bottom end? Spring 13 between the bottom of j9
A spring 14 for suspending the vehicle body load is interposed between the upper end upper surface and the upper end inner wall of the inner cylinder 10 (not shown). An orifice 15 that penetrates the inside and outside of the pipe wall is bored at the lower middle of the inner pipe II, and the oil in the oil chambers 11i and 11 formed inside and outside of the inner pipe 11 is
When passing through this orifice 15, a damping force is generated. Further, an orifice 16 is provided inside the lower end of the inner tube 11, and an oil chamber 17 is formed between the lower end and the bottom surface of the outer tube 9. This oil chamber 17 has a constant volume secured by a spring 13, and is of a variable volume type that changes its volume when the piston 12 moves up and down together with the inner tube 11. The oil pressure of this variable volume oil chamber 17 is balanced with the spring 14 as well as the spring 13. On the other hand, the shock absorbers 7 for the three rear wheels are provided with a hydraulic shock absorber 20 and a suspension spring 21, and have mounting sections 22 and 23, which are called eyepieces, at the upper and lower ends, respectively. The hydraulic buffer section 20 is composed of a cylinder 20a and a piston 20b, and the upper end of a rod 24 fixed to the piston 20b is fixed to a shaft section 25 that is integrated with the mounting section 22 on the upper end side. A variable volume oil chamber 28 including a cylinder 26 and a piston 27 is provided around the shaft portion 25 . The oil chamber 2B communicates with the oil chambers 17 of the shock absorbers 6 of the three front wheels via a flexible pressure-resistant hose 8. Further, a spring receiver 29 that moves up and down together with the cylinder 26 is slidably fitted into the shaft portion 25, and this spring receiver 29 supports the spring 21 on the lower surface and supports the cylinder 26 on the upper surface. It supports a positioning spring 30. With this configuration, the oil pressure in the oil chamber 28 is balanced with the spring 21 and the spring 30. When a motorcycle equipped with the above-mentioned shock absorbers 6 and 7 runs at a constant speed, there is no change in the load on the front and rear wheels 2 and 3, so as shown in the operation diagram of FIG. 6,
7 maintains a stable vehicle body posture in a position balanced with the spring loads of the respective suspension springs 14 and 21. When a sudden deceleration is performed from the above-mentioned constant speed running state, as shown in FIG. A part of the oil is moved upward from the orifice 16 to generate a damping force, and another part is moved to the oil chamber 28 of the shock absorber 7 on the rear @3 side via the pressure hose 8. This movement of oil causes the oil chamber 28 to expand and compress the spring 21 until the load reaches a balance with the damping force. Therefore, the shock absorber 7 contracts and corrects the change in the vehicle body posture, thereby preventing the nose dive phenomenon. Furthermore, when sudden acceleration is performed from the above-mentioned constant speed running state, as shown in FIG. do. As the oil chamber 28 contracts due to this expansion, a portion of the oil moves to the oil chamber 17 of the buffer N6 on the front wheel 2 side, causing the oil chamber 17 to expand. Due to the expansion of the oil chamber 17, when a part of the oil passes upward through the orifice 16, it generates a damping force and pushes down the outer tube 9, so until the load reaches a balance with the damping force,
The spring 13 is expanded. Therefore, the shock absorber 6 is extended and corrected to reduce the change in the vehicle body posture.
The rear lift phenomenon is prevented. In this way, in the above-mentioned motorcycle, both the nose dive phenomenon and the lift phenomenon can be prevented by one simple control mechanism. In addition, both buffers 6 and 7
The oil chambers 17 and 28 provided in the
There is no space constraint as in the case of concatenation using non-rigid 1-version versions. The present invention is particularly suitable for application to shaft drive type motorcycles, but is naturally applicable to other vehicles such as motorcycles and four-wheeled vehicles. [Effects of the Invention] As described above, the attitude control device of the present invention has the advantage that, in a vehicle in which the vehicle body is suspended between the front wheels and the rear wheels via shock absorbers each composed of at least a spring, The container is provided with a variable volume oil chamber that balances the spring, and the two oil chambers are configured to communicate with each other, so that both the rear lift phenomenon and the nose dive phenomenon can be prevented with one simple control mechanism. I can do it. Furthermore, since the structure is such that only the oil chambers provided in the front and rear wheel shock absorbers are communicated with each other, there is no space restriction as in the case where the oil chambers are connected using a rigid torsion bar. 4. Brief explanation of the drawings Fig. 1 is a side view of a motorcycle equipped with the attitude control device of the present invention, and Fig. 2 shows only the front and rear shock absorbers of the motorcycle, with some of them cut away. Side view, Section 3.4.
Figure 5 shows the posture control device of the present invention when running at a constant speed, and
During sudden deceleration. It is an explanatory diagram of operation at the time of sudden acceleration. ■...Vehicle frame, 2...Front wheel, 3...Rear wheel, 6.7...Buffer, 8...Pressure hose, 1
3゜14.21.30...Spring, 16...(
(for damping force generation) orifice, 17.28... oil chamber. Agent: Patent Attorney Shin Ogawa − Patent Attorney Ken Noguchi Teru Patent Attorney Kazuhiko Saishita

Claims (1)

[Claims] In a vehicle in which a vehicle body is suspended between front wheels and rear wheels by shock absorbers each comprising at least a spring, each shock absorber of the front and rear wheels is provided with a variable volume oil chamber balanced with the spring, and both A vehicle attitude control device characterized in that oil chambers are communicated with each other.