JPS6052030B2 - vehicle - Google Patents

Description

[Detailed description of the invention] The present invention relates to a Ξ-wheel camber vehicle.

Japanese Patent Application No. 56-29485 filed by the present applicant discloses a three-wheeled camber type vehicle having a central camber frame, which includes:
A steering column and steerable engine-driven wheels are mounted at the front of the vehicle, and a driver's seat is mounted at the rear of the vehicle.

A stable platform positioned just above the ground by laterally spaced rear wheels receives the driver's feet and swingably supports the canvas frame. With this vehicle structure, the driver can control the vehicle's cabin frame and steering via the driver's feet by using the stabilizing platform as a movable surface to provide a reaction force while sitting or standing. A natural equilibrium moment can be provided to the column. Therefore, the “driver”
The balance of the vehicle can be maintained while the vehicle is stationary, or when cornering over a wide range of vehicle speeds, by tilting and balancing the camber frame as it makes turns. can be maintained. In the vehicle disclosed in the patent application, the steering column supports the engine, the front wheels are driven by the engine, and the platform is located above the rearward extension of the canvas frame, The camber frame, on the other hand, is located directly above the support surface. While the vehicle disclosed in said patent application functions as intended, it does not provide a particularly stable foundation for a rear-wheel drive, three-wheeled motorcycle structure. UK Patent Application No. 201409
No. 4A (JephcOtt) discloses a front steering fork assembly rotatable about an inclined steering axis; a steerable front wheel mounted on the lower end of the fork assembly; manual steering means fixed on the upper portion of the fork assembly; and a steering fork assembly for pivoting about the steering axis. a main camber frame having a front support to which the camber frame is mounted, and a rear frame pivotally supporting the camber frame for left and right camber movements about a central pivot axis, the rear frame being actuatable; a pair of laterally spaced wheels supporting the camber frame and an engine forming part of the rear frame and operable to drive the rear wheels, the camber frame extending rearwardly over the rear frame; A three-wheeled canvas vehicle is disclosed having an extension mounted in the manner described above.

According to the invention, a front steering fork assembly is rotatable about an inclined steering axis; a lower end of the fork assembly is adapted to rotate about an axis transverse to the steering axis; Mounted on the steerable front wheel and fixed on the upper part of the fork assembly! a main camber frame having a manual steering means defined therein, a front support for mounting said steering fork assembly for pivoting movement about said steering axis; a rear frame pivotally movably supporting said camber frame for right camber motion; and a pair of laterally spaced wheels operatively supporting said rear frame forming a portion of said rear frame. and an engine operable to drive the rear wheels, the camber frame having a fixed extension extending rearwardly above the rear frame, the camber frame having a seat and a seat. Laterally spaced footrest means disposed on said extension for supporting the operator of the vehicle are directly supported by said rear frame for receiving the feet of a seated operator; A three-wheeled camber vehicle is provided which allows the rear frame to be used directly as a ground reaction means and thereby allows instinctive balancing of the funorems during camber movement.

In the special construction of the three-wheeled canvas vehicle according to the invention, the three-track motorcycle is uniquely constructed and configured to constitute a rear support for the driven rear wheel suspended via a spring and shock absorber unit. It includes an aft frame and engine joined together in an assembly.

A main canvas frame is mounted on either side of the vehicle's longitudinal axis and rear supports (rear frame and engine) for tilting movements to the left and right; and possibly supporting passengers above the engine and drive wheels. The main camber frame extends forwardly from an axial pivot connection with the aft support to a steering head that pivotally carries a steering column assembly along with a steerable front wheel. The camber frame carries a seat for the driver, and the rear support carries laterally spaced footrests located on either side of the camber frame. With this structure, the driver can sit on the main camber frame and exert an action with his left and right feet on laterally spaced footrests, thereby exerting pressure against the main camber frame. It can instinctively add a balancing moment to improve stability during cornering and when the vehicle is stationary. With this construction, vehicle balance can be achieved with less effort since the engine is supported in fixed relation to the camber frame. Additionally, the driver sitting above the engine and drive wheels can easily shift his weight relative to the drive wheels, thereby improving traction. Hereinafter, one example of a preferred embodiment of the present invention will be described in detail with reference to the drawings.

In the drawings, a three-wheeled motorcycle 12 is shown which provides a narrow-gauge, highly maneuverable and stable vehicle for the driver and optionally passengers seated in tandem.

The vehicle has a longitudinally oriented and fixed rear frame 14 which curves upwardly from a central sloping rear pin 16 and which is connected to an internal combustion engine 18 by threaded fasteners 17. is connected to the upper part of.
The aft frame and engine are integrally coupled together to form the aft carriage support platform of the vehicle. In addition to forming a structural part of the vehicle,
The engine is connected to rear wheels 20 and 22 that are laterally spaced apart via a chain 24, a differential (not shown), and an axle 26 that extends laterally.
to drive.

The differential and axle are operatively mounted within a stepped cylindrical housing 28 that extends laterally and with clearance through the curvature of the rear frame 14, Laterally spaced drive rear wheels 20, 22 are rotatably mounted on the outer end. Securely attached to the front of the engine is a transversely extending cross tube 32, the outer ends of which are provided with left and right forward forwardly supporting footrests 38 and 40, respectively, for the operator's footrests. Extending overhang pipes 34 and 36 are connected. A differential and axle housing 28 is attached to the rear ends of a pair of swing support arms 42 and 44 that are arranged laterally from each other and located inside the rear wheels 20 and 22, respectively.

The front ends of these support arms are provided with laterally extending pins 46 and 4.
8 for rocking movement. These pins are attached to the arm 50 of the chain adjustment bracket assembly 54.
and 52 at an intermediate position. Arms 50, 52
The upper end of the rear frame 14 is pivotally connected to the rear frame 14 by a pivot shaft 56 that extends laterally through the rear frame. The lower ends of arms 50, 52 are connected by a cross arm extending through adjustment slot 60. Rear frame 14
Adjustment screws 62 threaded therein are operatively connected to the cross arms of the bracket assembly such that 50, 52 move the housing for the differential and axle in the forward or rearward direction, thereby causing the drive chain 24 It can be precisely rotated about the pivot axis 56 to adjust the tension on it. Lock nuts 64 threaded onto the lower ends of arms 50, 52 are used to maintain the arms in the selected position. Laterally spaced support spring and shock absorber units 66 and 68 operatively connect the rear frame 14 and the differential and axle housing 28 to each other and between the drive rear wheels 20, 22 and the rear support platform. Forms a hydraulically damped spring support structure, providing a smooth vehicle ride and good handling performance. The invention features a central longitudinally extending camber frame 70 mounted for left and right camber movement and rotation relative to the vehicle's pivot axis 71 and the rear frame and engine.

The camber frame has an inverted U-shaped rear portion 72 that curves over the rear frame 14. The rear leg 74 of this rear section is pivotally supported on the rear pin 16, while its front leg 76 is pivotally supported on a central front pin 78 projecting from the cross tube 32, which The tube 32 is in oblique alignment with the pivot or rear pin 16 such that the axis of rotation 71 of the camber frame is aligned with the front steerable wheel 84.
intersects the center of the contact plate (foot plate) 82 which presses onto the support surface 86. The camber frame 70 has a lower front support tube 88 sloping upwardly from the pin 78 and has an upper support tube 90 extending forwardly from the upper portion of the frame front jamb 76.

These tubes intersect the steering head 92 which is set at a predetermined and rearwardly inclined rake angle for the support of the steering pin 94. A conventional dual bar front fork or steering assembly 96 is pivotally mounted on the steering pin 94 for steering movement relative to the front steering axis.

The lower end of the steering assembly 96 rotatably mounts the front wheel 84 on an axle 95 . The upper end of the steering column assembly is
Hand grips 100 and 102 are operatively connected to a handle par 98 operably mounted thereon.
The handgrip 100 is connected 9 to the throttle valve of the engine in the conventional manner via a cable. By manually rotating this grip to a selected position, the opening of the throttle valve is determined to control the engine speed accordingly. A manual lever 104 mounted on the handlebar adjacent to the handgrip 100 is operatively connected to the front brake and is manually actuated by the vehicle operator when braking action is required. A handle lever 106 mounted on the handlebar adjacent to the hand grip 102 is operatively connected to the clutch of the engine and is manually actuated to control the clutch when changing gears. Handlebar mounted controls are conventional and include the front seat 1 of the seat assembly secured to the rear portion of the camber frame by brackets 114 and other fasteners (not shown).
It can be easily activated by a vehicle operator seated directly behind the fuel tank 110 on top of the fuel tank 110.

The seat assembly includes a passenger seat 116 immediately aft of a driver seat 112. The feet of the passenger sitting on the seat 116 are placed on the footrests 1 attached to the rear ends of the overhang tubes 34 and 36 by fixing brackets 137, respectively.
Placed on top of 18 and 120. The driver's feet contact footrests 38 and 40, respectively, as described above. Rather than being fixed as in the case of passenger footrests, driver footrests 38 and 40 rotate relative to the axes of corresponding overhang tubes 34 and 36 in response to camber movement of frame 70. do. 3 and 7 best illustrate the pivoting or camber movement of the driver's footrest. Footrest 3
8 is attached to an inner tube 124, which is rotatably mounted within the flared tube 34 by suitable bearings. The rear end of the inner tube has a fixed lever arm 126
This lever arm is connected to the camber frame 7 via a link 128 and spherical pivot joints 130 and 132.
It is connected to the front leg 76 of 0. Similarly to this,
Footrest 40 is connected to front leg 76 by rotatable tube 138 within outrigger tube 36, lever arm 140, link 142, and pivots 144 and 146. In such a construction, the footrests 38 and 40 move in camber with the main camber frame, as shown more schematically in FIG. When the frame 70 and the driver's body move in camber, the frame 70 is maintained at a constant position relative to the driver's body. This makes it possible for the driver to effectively and effectively apply an instinctive balance load to the footrest without causing any slippage of the foot during the driver's camber movement. Ensure that improved camber control can be provided. Immediately forward of the footrest 38 is a rear brake pedal 150 which is connected by a pivot 152 to an axially movable actuating rod 15 mounted centrally through a tube 124.
It has a lower end connected to 4. brake pedal 1
50 is pushed down by the operator of the vehicle, the support arm 1
56 and 158 operatively connect the brake pedal 150 for pivotal movement relative to a support pivot 1670 coaxial with the footrest 38. The rear end of the actuating rod 154 is pivotally connected to a lever arrangement 159, which in turn is connected by a pulley and cable arrangement 160 to the rear brake of the vehicle. By depressing the brake pedal 150, the rod pulley and cable system is actuated;
The brake arms 162, 164 are rotated, thereby activating the shoe brakes in the rear wheel drums to brake the rear wheels. A transmission pedal 166 is mounted on the canopy 36 in a manner similar to that of a rear brake pedal for manual operation of a conventional transmission mechanism (not shown). Lever 170 is a camber lock that engages a recess in the engine to lock the vehicle in an upright position in the FIG. 1 position. In the case of cambering, the camber lock operates to allow the camber frame to perform the camber movement as described above. A cylindrical engine muffler and exhaust pipe 172 is operably mounted to the rear of the vehicle as shown. With the present invention, the vehicle operator can sit on the vehicle when it is stationary and can apply an instinctive counterbalancing load to the footrests 38 and 40, so that the vehicle is The feet are maintained in an upright position without contacting the vehicle support surface.

When the vehicle is being driven, cornering and other camber maneuvers are facilitated by the driver applying a counterbalancing load to the footrests 38 and 40, thereby tilting them in a direction and angle corresponding to the camber angle. can be done. This balancing takes place through the driver's feet and legs and is a natural reaction that does not require any auxiliary balancing mechanisms. Therefore, if the driver is making a sharp right turn, the driver will be able to maintain a constant angular relationship with the vehicle's rear carriage while the vehicle's rear carriage maintains a constant angular relationship to the supporting ground.
The system can be easily manipulated. When the camber frame is tilted to the right of the camber axis, it can be balanced by a load applied to the tilted footrest 38. In a similar manner, cornering to the left can be performed by stable camber operation. When the driver is seated on a fixed frame and a canvas frame directly above the engine, traction is improved and vehicle handling is effective for cornering over a wide speed range and for passing through narrow roads. It is. Furthermore, according to the invention, the camber handling and fixed frame structure can provide improved accessibility to the supporting parts as well as the engine. The three-wheeled camber vehicle described above has an upper camber main frame and a steerable front wheel that operably supports the operator of the vehicle, and is also provided with laterally spaced rear wheels that are attached to a rear wheel that is laterally spaced apart so that the vehicle can be operated while the vehicle is being operated. To provide a new and improved narrow track three-wheeled vehicle that also has a lower rear platform that tends to maintain a substantially constant plane with respect to the ground.

[Brief explanation of the drawing]

FIG. 1 is a side view of one embodiment of the three-wheeled canvas vehicle according to the present invention, with certain parts excluded, and FIG. 1 is a plan view of the camber-type vehicle, FIG. 3 is a partial cross-sectional view of the control parts of the camber-type vehicle of FIG. 1, taken along line 3-3 in FIG. 1 is a rear view of the camber-type vehicle of the present invention as seen along line 4-4 in the direction of the arrow; FIG. 5 is a perspective view of the camber-type vehicle of FIG. 1 showing the camber movement of the main frame; and FIG. 1 is a front view of the camber-type vehicle shown in FIG. 1 as seen in the direction of the arrow along line 6-6 in FIG. 8
1 is a perspective view from the front side of the camber type vehicle of FIG. 1 showing camber movement of the main frame; FIG. 12... Three-wheeled motorcycle, 14... Rear frame, 18... Internal combustion engine, 20, 22...
...Rear wheel, 24...Chain, 26...
... Axle, 28 ... Housing, 32 ...
...Cross pipe, 34, 36... Overhang pipe, 38, 4
0... Footrest, 70... Main frame for canvas, 71... Rotation axis, 74...
- Rear gear, 96... Steering assembly, 112...
... Driver's seat, 124 ... Inner tube, 126
...Ruba leg, 128...Link, 130,1
32... Pivot joint, 138...
...Tube, 140...Luv arm, 142...
・Link, 144,146...Pivot.

Claims (1)

[Claims] 1. In a vehicle, a camber type forward steering fork assembly having wheels at the lower end and manual steering means at the upper end;
a pair of laterally spaced engine-driven rear wheels supporting a non-camber frame and engine assembly; a separate foot support member for the vehicle operator's legs; a main frame rotatably connected thereto for camber movement relative to the engine assembly; and a camber movement with the main frame for cambering and tilting the vehicle with the operator's feet on the support member while the operator remains seated; a vehicle operator seat support pivotably mounted on the main frame, wherein the separate leg supports are laterally spaced from each other and rotatable from the frame and engine assembly; 12. A vehicle, characterized in that the vehicle is suspended in the main frame and is operatively connected to said main frame and cambers therewith in the same direction as said main frame, thereby providing positive foot support to the driver at all times. 2. The vehicle according to claim 1, wherein one of the foot support members carries a brake pedal, and the other foot support member carries a gear change pedal.