JPWO2019097861A1 - Straddle vehicle - Google Patents

Abstract

In a straddle vehicle provided with a bar handle, a configuration capable of reducing the vibration transmitted to the grip portion of the bar handle while reducing the weight of the bar handle is obtained. The straddle vehicle 1 includes a bar handle 6. The bar handle 6 includes a left bar member 21 and a right bar member 31 that are directly or indirectly supported by the steering shaft 15. The left bar member 21 and the right bar member 31 include a left handle holder 42 and a right handle holder 52 to which engine vibration generated by the engine 8a is input, and a tubular left handle bar 41 having a free end at the other end. It has a right handle lever portion 51. The left handlebar portion 41 and the right handlebar portion 51 are formed of a first carbon fiber reinforced resin layer 100a containing a fiber reinforced resin extending in the tubular axis direction and having the resin reinforced with fibers, and a first carbon fiber reinforced resin layer 100a. It has an elastic layer 100b located inside or outside the cylinder and including an elastic member.

Description

The present invention relates to a straddle vehicle with a bar handle.

In a straddle vehicle equipped with a bar handle, it is known that engine vibration generated by the engine is transmitted to the bar handle. The driver grips the grip of the bar handle when driving the straddle vehicle. Therefore, the engine vibration is transmitted to the driver via the bar handle.

On the other hand, for example, Patent Document 1 (Japanese Unexamined Patent Publication No. 2012-144145) discloses a handle support structure having an upper holder and an under holder that sandwich and fix the handle pipe from above and below. In this handle support structure, the underholder is floatly supported by the top bridge via a mount rubber which is an elastic member. Further, the handle support structure includes a regulating member above the top bridge that surrounds the outer peripheral portion of the upper mount rubber and regulates the deformation of the upper mount rubber.

In the configuration disclosed in Patent Document 1, the vibration of the handle pipe can be suppressed by the mount rubber, and the outward deformation of the mount rubber can be suppressed by the regulating member, so that the vibration is reduced by the mount rubber. be able to.

Japanese Unexamined Patent Publication No. 2012-144145

In this way, by arranging an elastic member having a vibration reducing effect between the bar member of the handle and the holding portion and reducing the engine vibration transmitted to the bar member itself by the elastic member, the straddle vehicle can be operated. Means for reducing engine vibration transmitted to a person have been proposed.

By the way, in recent years, there has been a demand for weight reduction of straddle vehicles. However, when the straddle vehicle is provided with the elastic member as described above, the vehicle weight is increased by the weight of the elastic member. Therefore, there is a demand for a configuration capable of reducing engine vibration transmitted to the driver of the straddle vehicle while reducing the weight of the straddle vehicle.

An object of the present invention is to obtain a structure in a straddle vehicle provided with a bar handle that can reduce the engine vibration transmitted to the grip portion of the bar handle while reducing the weight of the bar handle.

The present inventor has considered a method of reducing engine vibration transmitted to the driver of a straddle vehicle while reducing the weight of the bar handle.

First, the present inventor considered reducing the engine vibration transmitted to the driver of the straddle vehicle by reducing the weight of the bar handle and increasing the natural frequency. However, it has been found that even if the weight of the bar handle is reduced, there is an engine rotation speed that cannot sufficiently reduce the engine vibration transmitted to the driver of the straddle vehicle via the bar handle. The present inventor has investigated the reason why there is an engine rotation speed in which the engine vibration transmitted to the driver of the straddle vehicle via the bar handle cannot be sufficiently reduced even if the weight of the bar handle is reduced in this way.

The present inventor has focused on the fact that the rotation speed range of the engine is a wide range from a low speed range to a high speed range while examining the engine vibration transmitted to the driver of the straddle vehicle via the bar handle. did. Since the rotation speed of the engine changes in such a wide range, even if the bar handle is made lighter and the natural frequency of the bar handle is increased as described above, the natural frequency of the bar handle is changed to the engine. It turned out that it cannot be excluded from the rotation speed range of.

As described above, the present inventor has noticed that even if the bar handle is made lighter and the natural frequency is increased, there is a limit to the reduction of the engine vibration transmitted to the driver of the straddle vehicle. Therefore, the present inventor has investigated whether the engine vibration transmitted to the driver of the straddle vehicle via the bar handle can be reduced by another method.

While studying engine vibration, the present inventor thought that the bar handle might be deformed because the bar handle has a free end. Based on such speculation, the present inventor considered providing the bar handle with a member for damping vibration, and came up with the following configuration.

The straddle vehicle according to an embodiment of the present invention includes a vehicle body frame, an engine supported by the vehicle body frame, a steering shaft rotatably supported by the vehicle body frame, and direct or indirect to the steering shaft. It is a straddle vehicle equipped with a bar handle supported by. The bar handle has a bar member directly or indirectly supported by the steering shaft, and the bar member is a vibration in which vibration generated by the engine is input via the vehicle body frame and the steering shaft. The handlebar portion has an input portion and a handlebar portion having one end connected to the vibration input portion and the other end being a free end, and the handlebar portion extends in the axial direction and the resin is reinforced with fibers. It has a first fiber-reinforced resin layer containing a fiber-reinforced resin, and an elastic layer located inside or outside the cylinder of the first fiber-reinforced resin layer and including an elastic member.

As a result, the weight of the bar handle can be reduced, and the engine vibration transmitted from the engine to the bar handle can be damped by the elastic layer included in the bar member.

That is, in the above configuration, in the bar handle, the handlebar portion connected to the vibration input portion of the bar member comprises a first fiber reinforced resin layer containing a fiber reinforced resin in which the resin is reinforced with fibers, and an elastic member. It has an elastic layer including. As a result, the weight of the bar member itself can be reduced, and the engine vibration transmitted to the bar handle by the elastic layer in the bar member can be reduced.

From another point of view, the straddle vehicle of the present invention preferably includes the following configurations. The handlebar portion further has a second fiber reinforced resin layer including a fiber reinforced resin extending in the tubular axis direction and the resin being reinforced with fibers. The elastic layer is located between the first fiber reinforced resin layer and the second fiber reinforced resin layer.

Thereby, the engine vibration transmitted to the bar handle can be more effectively attenuated by the elastic layer located between the first fiber reinforced resin layer and the second fiber reinforced resin layer in the bar member.

From another point of view, the straddle vehicle of the present invention preferably includes the following configurations. The elastic layer is located at a position closer to the outer peripheral portion than the inner peripheral portion of the tubular handlebar portion.

As a result, the engine vibration transmitted to the bar handle can be more effectively damped by the elastic layer located at a position closer to the outer peripheral portion than the inner peripheral portion of the handlebar portion.

From another point of view, the straddle vehicle of the present invention preferably includes the following configurations. The fiber-reinforced resin layer is reinforced with a plurality of fiber sheets in which resins are laminated, and the elastic member is an elastic sheet arranged between the plurality of fiber sheets.

With the above configuration, the weight of the bar handle can be reduced and the engine vibration transmitted to the bar handle can be reduced.

From another point of view, the straddle vehicle of the present invention preferably includes the following configurations. The elastic sheet is provided over the entire length of the bar member.

As a result, the vibration transmitted to the bar member can be damped at any portion in the length direction of the bar member. Therefore, the engine vibration can be reduced more effectively regardless of the vibration frequency range of the engine vibration transmitted from the engine to the bar member.

From another point of view, the straddle vehicle of the present invention preferably includes the following configurations. The elastic sheet is a sheet made of butyl rubber.

As a result, engine vibration transmitted to the bar member can be damped in a short time by using butyl rubber, which has a higher vibration damping effect than resin.

According to another aspect, the bar member is located to the right of the center of the vehicle body frame in the left-right direction of the vehicle body frame, and the left end portion is directly or indirectly supported by the steering shaft. It is a separate bar member including a right bar member and a left bar member located to the left of the center of the vehicle body frame and whose right end is directly or indirectly supported by the steering shaft.

According to another viewpoint, in the left-right direction of the vehicle body frame, the right end portion of the bar member is positioned to the right with respect to the center of the vehicle body frame, and the left end portion is to the left with respect to the center of the vehicle body frame. It is a single bar member whose central portion is directly or indirectly supported by the steering shaft.

With the above configuration, even in a bar handle provided with a single bar member, it is possible to achieve both reduction of engine vibration and weight reduction of the bar handle.

From another point of view, the straddle vehicle of the present invention preferably includes the following configurations. The fiber reinforced resin is a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

As a result, the weight of the bar handle can be reduced.

The terminology used herein is used for the purpose of defining only specific examples, and there is no intention of limiting the invention by the terminology.

As used herein, "and / or" includes all combinations of one or more relatedly listed components.

As used herein, the use of "including, including," "comprising," or "having" and variations thereof are described as features, processes, elements, components, and / or. , Identifying the existence of their equivalents, but may include one or more of steps, actions, elements, components, and / or their groups.

In the present specification, "attached", "connected", "combined", and / or their equivalents are used in a broad sense, and "direct and indirect" attachment, Includes both connection and connection. Further, "connected" and "connected" are not limited to physical or mechanical connections or connections, but can include direct or indirect connections or connections.

Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs.

Terms defined in commonly used dictionaries should be construed to have meanings consistent with their meaning in the context of the relevant technology and disclosure, unless expressly defined herein. , Is not interpreted in an ideal or overly formal sense.

It is understood that a number of techniques and processes are disclosed in the description of the present invention. Each of these has individual benefits and can be used with one or more of the other disclosed techniques, or in some cases all.

Therefore, for clarity, the description of the present invention refrains from unnecessarily repeating all possible combinations of individual steps. However, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention.

This specification describes an embodiment of the straddle vehicle according to the present invention.

The following description provides a number of specific examples to provide a complete understanding of the invention. However, it will be apparent to those skilled in the art that the present invention can be practiced without these specific examples.

Therefore, the following disclosure should be considered as an example of the invention and is not intended to limit the invention to the particular embodiments set forth in the drawings or description below.

[Definition of bar handle]
In the present specification, the bar handle means a handle having a bar member. For example, the bar handle includes a right bar member located to the right of the center of the vehicle body frame and a left bar member located to the left of the center of the vehicle body frame in the left-right direction of the vehicle body frame. It includes a separate handle, a handle having a single bar member extending in the left-right direction through the center in the left-right direction of the vehicle body frame, and the like.

[Definition of separate bar member]
In the present specification, the separate bar members are a bar member arranged to the right with respect to the center of the vehicle body frame and a bar member arranged to the left with respect to the center of the vehicle body frame in the left-right direction of the vehicle body frame. When is a separate member, it means a combination of those bar members.

[Definition of single bar member]
In the present specification, the single bar member means that the right end portion is positioned to the right with respect to the center of the vehicle body frame and the left end portion is positioned to the left with respect to the center of the vehicle body frame in the left-right direction of the vehicle body frame. It means a bar member that is positioned and extends in the left-right direction of the vehicle body frame. The single bar member is, for example, an integral tubular or columnar member. However, the single bar member may extend continuously in the left-right direction through the center of the vehicle body frame even if it is not integrally formed.

[Definition of bar member]
As used herein, a bar member means a member that is tubular or columnar and has a long shape in one direction.

[Definition of direct or indirect support for steering shaft]
In the present specification, the direct or indirect support to the steering shaft is not only when it is directly connected or connected to the steering shaft, but also when it is connected to the steering shaft via another member. Or even if they are connected.

[Definition of Straddle Vehicle]
As used herein, a straddle vehicle is a vehicle in which a driver sits on a seat while straddling the seat. Therefore, the straddle vehicle includes not only a two-wheeled vehicle but also other vehicles such as a three-wheeled vehicle and a four-wheeled vehicle as long as the vehicle is seated on the seat while the driver straddles the seat. .. The straddle vehicle also includes a scooter type vehicle.

According to the straddle vehicle according to the embodiment of the present invention, it is possible to obtain a configuration capable of reducing the engine vibration transmitted to the grip portion of the bar handle while reducing the weight of the bar handle.

FIG. 1 is a side view of the vehicle according to the first embodiment of the present invention. FIG. 2 is a top view of the vehicle as viewed from above. FIG. 3 is a view of the left handle unit viewed in the axial direction of the front fork. FIG. 4 is a view of the right handle unit viewed in the axial direction of the front fork. FIG. 5 is a perspective view showing a schematic configuration of the right bar member. FIG. 6 is a cross-sectional view and a partially enlarged view of the VI-VI line of FIG. FIG. 7 is a view of the left handle unit and the right handle unit attached to the upper end of the front fork in a direction orthogonal to the axial direction of the front fork. FIG. 8 is an end view of the cross section of the line VIII-VIII of FIG. FIG. 9 is an end view of the cross section of the IX-IX line of FIG. FIG. 10 is a view corresponding to FIG. 7 schematically showing the deformation caused in the right handlebar portion due to engine vibration. FIG. 11 is a diagram showing a schematic configuration of the test piece. FIG. 12 is a graph showing the relationship between the frequency when the test piece is hit and the value obtained by dividing the response acceleration by the excitation force. FIG. 13 is a graph showing a relative value of the attenuation ratio of the test piece. FIG. 14 is a top view of the bar handle of the vehicle according to the second embodiment. FIG. 15 is a diagram showing a schematic configuration of a vehicle and a bar handle, and a relative value of a damping ratio of vibration generated in the bar handle.

Hereinafter, each embodiment will be described with reference to the drawings. In each figure, the same parts are designated by the same reference numerals, and the description of the same parts will not be repeated. The dimensions of the constituent members in each drawing do not faithfully represent the actual dimensions of the constituent members and the dimensional ratio of each constituent member.

Hereinafter, the arrow F in the figure indicates the front direction of the vehicle. The arrow U in the figure indicates the upward direction of the vehicle. The arrow R in the figure indicates the right direction of the vehicle. The arrow L in the figure indicates the left direction of the vehicle. Further, the front-rear, left-right directions mean the front-rear, left-right directions as seen from the driver who drives the vehicle, respectively.

(Embodiment 1)
<Overall configuration>
FIG. 1 is a side view showing an outline of the overall configuration of the vehicle 1 according to the first embodiment. FIG. 2 is a top view showing an outline of the overall configuration of the vehicle 1. The schematic configuration of the vehicle 1 will be described with reference to FIGS. 1 and 2.

The vehicle 1 is, for example, a motorcycle, and includes a vehicle body 2, front wheels 3, and rear wheels 4. The vehicle body 2 includes a vehicle body cover 5, a bar handle 6, a seat 7, a power unit 8, and a vehicle body frame 10. The vehicle body frame 10 supports each component such as the vehicle body cover 5, the bar handle 6, the seat 7, and the power unit 8. The power unit 8 includes an engine 8a. The engine 8a includes not only a single engine as a power source but also an engine that constitutes a part of a hybrid system.

The body frame 10 has a head pipe 11 and a main frame 12. The head pipe 11 is located at the front of the vehicle 1 and rotatably supports the steering shaft 15 connected to the bar handle 6. The main frame 12 is connected to the head pipe 11 so as to extend from the head pipe 11 toward the rear of the vehicle. A power unit 8 and the like are supported on the main frame 12. The body frame 10 is covered with a body cover 5. The seat 7 is provided in the central portion of the vehicle 1 in the front-rear direction. As a result, the driver grips the bar handle 6 located at the front of the vehicle 1 while straddling the seat 7.

The body frame 10 may be made of a metal material, or may be made of a fiber-reinforced resin in which the resin is reinforced with fibers such as carbon fibers. Further, the vehicle body frame 10 may be made of any material as long as it can function as the vehicle body frame of the vehicle 1.

The bar handle 6 includes a left handle unit 20 and a right handle unit 30. The bar handle 6 of the present embodiment is a so-called separate handle in which the left handle unit 20 and the right handle unit 30 are separated.

The left steering wheel unit 20 and the right steering wheel unit 30 are connected to the upper ends of a pair of front forks 13 and 14 rotatably connected to the steering shaft 15 about the steering shaft 15, respectively. The front fork 13 is located to the left of the vehicle 1 with respect to the steering shaft 15, and the front fork 14 is located to the right of the vehicle 1 with respect to the steering shaft 15. A left handle holder 42, which will be described later, is located at the right end of the left handle unit 20 and is connected to the upper end of the front fork 13. A right handle holder 52, which will be described later, located at the left end of the right handle unit 30 is connected to the upper end of the front fork 14. The front wheels 3 are rotatably supported at the lower ends of the pair of front forks 13 and 14.

The pair of front forks 13 and 14 extend rearward and upward from the center of rotation of the front wheels 3. In the following description, the direction in which the pair of front forks 13 and 14 extend is referred to as the axial direction of the pair of front forks 13 and 14. In FIG. 1, the axes of the front forks 13 and 14 are indicated by X.

The detailed configuration of the left handle unit 20 and the right handle unit 30 will be described below.

<Left handle unit>
FIG. 3 is a diagram showing a schematic configuration of the left handle unit 20. FIG. 3 is a view of the left handle unit 20 viewed in the axial direction of the front fork 13.

As shown in FIG. 3, the left handle unit 20 has a left bar member 21 (separate bar member), a grip portion 22, a switch box 24, and a clutch operating portion 26.

The left bar member 21 is located to the left of the center of the vehicle body frame 10 in the left-right direction of the vehicle body frame 10. The right end portion of the left bar member 21 is connected to the upper end portion of the front fork 13 independently of the right bar member 31 described later.

The left bar member 21 has a left handlebar portion 41 and a left handle holder 42 (vibration input portion). The left handlebar portion 41 and the left handle holder 42 are, for example, separate members and are connected by an adhesive or the like. The left handlebar portion 41 and the left handle holder 42 may be integrally formed.

The left handlebar portion 41 has a cylindrical shape. The end of the left handlebar portion 41 in the longitudinal direction (the right end of the left handlebar portion 41) is connected to the left handle holder 42. That is, the left handlebar portion 41 extends to the left from the left handle holder 42.

The left handle holder 42 has an annular shape. The left handle holder 42 is fixed to the upper end portion of the front fork 13 with the upper end portion penetrating. As a result, the right end of the left bar member 21 is fixed to the upper end of the front fork 13. The left handle holder 42 is a vibration input unit when engine vibration is transmitted from the engine 8a to the left bar member 21.

The left bar member 21 has the same configuration as the right bar member 31 except that the left and right sides are opposite to the configuration of the right bar member 31 described later. Since the detailed configuration of the right bar member 31 will be described later, the detailed configuration of the left bar member 21 will be omitted.

A grip portion 22, a switch box 24, and a clutch operating portion 26 are attached to the left handlebar portion 41. That is, these grip portions 22, the switch box 24, and the clutch operating portion 26 are mounting parts that are attached to the left handlebar portion 41.

The grip portion 22 is, for example, a resin tubular member. The grip portion 22 is attached to the left handlebar portion 41 so as to cover the left end portion of the left handlebar portion 41. That is, the grip portion 22 covers a portion of the left handlebar portion 41 located at least to the left with respect to the center in the longitudinal direction. In the left handle unit 20, the portion to which the grip portion 22 is attached and gripped by the left hand of the driver of the vehicle 1 is the grip portion. That is, the left bar member 21 has a grip portion 21a. Therefore, a part of the grip portion 22 is located on the left side of the center of the left handlebar portion 41 in the longitudinal direction and between the vibration input portion (left handle holder 42) and the grip portion 21a.

The switch box 24 includes a switch (not shown) that controls the drive of the light or the like of the vehicle 1. That is, the switch box 24 has a switch for performing an input operation on the vehicle 1.

The clutch operating unit 26 has a bracket 23 and a clutch lever 25. The bracket 23 is a component that rotatably supports the right end portion of the clutch lever 25 and transmits the operation of the clutch lever 25 to a transmission (not shown) of the power unit 8. The bracket 23 is a clutch lever mounting portion that connects the clutch lever 25 to the left bar member 21.

The bracket 23 and the switch box 24 of the clutch operating portion 26 are attached to the left handlebar portion 41 to the right with respect to the center in the longitudinal direction. Further, the bracket 23 and the switch box 24 are attached to the left handlebar portion 41 in the order of the switch box 24 and the bracket 23 from the center in the longitudinal direction to the right. That is, the bracket 23 and the switch box 24 are attached to the left handlebar portion 41 in the order of the switch box 24 and the bracket 23 from the grip portion 22 toward the left handle holder 42.

As a result, the grip portion 22, the bracket 23, and the switch box 24 are attached to the left handlebar portion 41 in the order of the grip portion 22, the switch box 24, and the bracket 23 from the left end portion toward the left handle holder 42. There is.

The clutch lever 25 is rotatably connected to the bracket 23 at its end in the longitudinal direction so as to be located in front of the left handlebar portion 41. That is, the clutch lever 25 is rotatably attached to the left bar member 21 via the bracket 23. The clutch lever 25 extends from the bracket 23 to the left side of the vehicle 1 in the left-right direction of the vehicle body frame 10.

As described above, the left bar member 21 supports the grip portion 22, the clutch lever 25, the bracket 23, and the switch box 24.

The left handlebar portion 41 includes at least a part of an elastic sheet (elastic member) made of carbon fiber reinforced resin and butyl rubber whose resin is reinforced with carbon fibers, and attachment parts are attached to at least a part of the elastic body sheet (elastic member). ing. As a result, the left handlebar portion 41 is lighter than the metal bar handle, as will be described later. Therefore, the engine vibration transmitted from the engine 8a to the left handlebar portion 41 of the left bar member 21 can be reduced.

<Right handle unit>
FIG. 4 is a diagram showing a schematic configuration of the right handle unit 30. FIG. 4 is a view of the right handle unit 30 viewed in the axial direction of the front fork 14.

As shown in FIG. 4, the right handle unit 30 includes a right bar member 31 (separate bar member), a grip portion 32, a switch box 34, a throttle case 36, and a brake operation portion 37.

The right bar member 31 is located to the right of the center of the vehicle body frame 10 in the left-right direction of the vehicle body frame 10. The left end of the right bar member 31 is connected to the upper end of the front fork 14 independently of the left bar member 21.

The right bar member 31 has a right handlebar portion 51 and a right handle holder 52 (vibration input portion). The right handlebar portion 51 and the right handle holder 52 are, for example, separate members and are connected by an adhesive or the like. The right handlebar portion 51 and the right handle holder 52 may be integrally formed.

The right handlebar portion 51 has a cylindrical shape. The end of the right handlebar portion 51 in the longitudinal direction (the left end of the right handlebar portion 51) is connected to the right handle holder 52. That is, the right handlebar portion 51 extends to the right from the right handle holder 52.

The right handle holder 52 has an annular shape. The right handle holder 52 is fixed to the upper end portion of the front fork 14 so as to penetrate the upper end portion. As a result, the left end portion of the right bar member 31 is fixed to the upper end portion of the front fork 14. Therefore, the right handle holder 52 is a vibration input unit when engine vibration is transmitted from the engine 8a to the right bar member 31.

The detailed configuration of the right bar member 31 will be described later. As described above, the right bar member 31 has the same configuration as the left bar member 21 except that the left and right sides are opposite to the configuration of the left bar member 21.

A grip portion 32, a switch box 34, a throttle case 36, and a brake operation portion 37 are attached to the right handlebar portion 51. That is, these grip portions 32, switch box 34, throttle case 36, and brake operation portion 37 are attachment parts to be attached to the right handlebar portion 51. In the present embodiment, the weight for vibration damping is not attached to the right end portion of the right handlebar portion 51. As a result, the weight of the right handle unit 30 can be reduced.

The grip portion 32 is, for example, a resin tubular member like the grip portion 22 of the left handle unit 20. The grip portion 32 is attached to the right handlebar portion 51 so as to cover the right end portion of the right handlebar portion 51. That is, the grip portion 32 covers a portion of the right handlebar portion 51 located at least to the right of the center in the longitudinal direction. In the right-hand drive unit 30, the portion to which the grip portion 32 is attached and gripped by the right hand of the driver of the vehicle 1 is the grip portion. That is, the right bar member 31 has a grip portion 31a. Therefore, a part of the grip portion 32 is located on the left side of the center of the right handlebar portion 51 in the longitudinal direction and between the vibration input portion (right handle holder 52) and the grip portion 31a.

The switch box 34 has a starter switch and the like for the vehicle 1. That is, the switch box 34 has a switch for performing an input operation on the vehicle 1.

The throttle case 36 houses at least a part of a throttle pipe to which a throttle cable for adjusting a throttle opening degree is connected. Since the throttle cable and the throttle pipe have the same configuration as known, the illustration is omitted.

The brake operation unit 37 has a brake master cylinder 33 and a brake lever 35. The brake master cylinder 33 is a component that rotatably supports the left end portion of the brake lever 35 and transmits the operation of the brake lever 35 to a brake device (not shown). The brake master cylinder 33 is a brake lever mounting portion that connects the brake lever 35 to the right bar member 31.

The brake master cylinder 33, the switch box 34, and the throttle case 36 of the brake operating portion 37 are attached to the right handlebar portion 51 to the left with respect to the center in the longitudinal direction. Further, the brake master cylinder 33, the switch box 34 and the throttle case 36 are attached to the right handlebar portion 51 in the order of the throttle case 36, the switch box 34 and the brake master cylinder 33 from the center in the longitudinal direction toward the right handle holder 52. , Is installed. That is, the brake master cylinder 33, the switch box 34, and the throttle case 36 are attached to the right handlebar portion 51 in the order of the throttle case 36, the switch box 34, and the brake master cylinder 33 from the grip portion 32 toward the right handle holder 52. It is installed.

As a result, the grip portion 32, the brake master cylinder 33, the switch box 34, and the throttle case 36 are attached to the right handlebar portion 51 from the right end portion toward the right handle holder 52, and the grip portion 32, the throttle case 36, and the switch box 34. And the brake master cylinder 33 are attached in this order.

The end of the brake lever 35 in the longitudinal direction is rotatably connected to the brake master cylinder 33 so as to be located in front of the right handlebar portion 51. That is, the brake lever 35 is rotatably attached to the right bar member 31 via the brake master cylinder 33. The brake lever 35 extends from the brake master cylinder 33 to the outside (right side) of the vehicle 1 in the left-right direction of the vehicle body frame 10.

As described above, the right bar member 31 supports the grip portion 32, the brake master cylinder 33, the switch box 34, the brake lever 35, and the throttle case 36.

The right handlebar portion 51 includes at least a part of an elastic sheet made of carbon fiber reinforced resin reinforced with carbon fibers and butyl rubber, and attachment parts are attached to at least a part of the elastic body sheet. As a result, the right handlebar portion 51 is lighter than the metal bar handle, as will be described later. Therefore, the engine vibration transmitted from the engine 8a to the right handlebar portion 51 of the right bar member 31 can be reduced.

Next, the detailed configurations of the left bar member 21 and the right bar member 31 will be described. The left bar member 21 and the right bar member 31 have the same configuration except that they have the opposite configurations. Therefore, in the following, only the configuration of the right bar member 31 will be described.

FIG. 5 shows a schematic configuration of the right bar member 31. As shown in FIG. 5, the right bar member 31 has a right handlebar portion 51 and a right handle holder 52 (vibration input portion). The right handlebar portion 51 and the right handle holder 52 are carbon fiber reinforced resins in which resins (for example, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide, etc.) are reinforced by a fiber sheet containing carbon fibers, respectively. Is integrally formed by. The fiber sheet means a member formed in a sheet shape (planar shape) by, for example, knitting or hardening fibers. The right handlebar portion 51 and the right handle holder 52 are connected by, for example, an adhesive. The right handlebar portion 51 and the right handle holder 52 may be integrally formed.

As shown in FIG. 6, the right handlebar portion 51 is a cylindrical member. The right handlebar portion 51 extends to the right from the right handle holder 52. That is, the end portion of the right handlebar portion 51 in the longitudinal direction (the left end portion of the right handlebar portion 51) is connected to the right handle holder 52.

As shown in FIG. 6, in the right handlebar portion 51, fiber sheets 101 containing carbon fibers are laminated in the radial direction, and two layers of elastic sheets 102 and 103 made of butyl rubber are located between the fiber sheets 101. It is bonded by the resin in the state of being. In the right handlebar portion 51, the portion of the elastic body sheets 102 and 103 located on the outer side in the radial direction and in which the resin is reinforced by the fiber sheet 101 is the first carbon fiber reinforced resin layer 100a (first fiber reinforced resin layer). is there. Further, in the right handlebar portion 51, the portion including the elastic body sheets 102 and 103 which are elastic members is the elastic layer 100b. Further, in the right handlebar portion 51, the portion located inward in the radial direction of the elastic sheets 102 and 103 and in which the resin is reinforced by the fiber sheet 101 is the second carbon fiber reinforced resin layer 100c (second fiber reinforced resin layer). ). That is, the right handlebar portion 51 includes a first carbon fiber reinforced resin layer 100a and a second carbon fiber reinforced resin layer 100c containing a carbon fiber reinforced resin whose resin is reinforced with carbon fibers, and an elastic layer 100b including an elastic member. Has. The elastic layer 100b is located in the radial direction (inside the cylinder) of the first carbon fiber reinforced resin layer 100a. The elastic layer 100b is located between the first carbon fiber reinforced resin layer 100a and the second carbon fiber reinforced resin layer 100c.

The elastic layer 100b is located at a position closer to the outer peripheral portion than the inner peripheral portion in the radial direction of the right handlebar portion 51. For example, the elastic layer 100b is located at a position closer to the outer peripheral portion than the center in the radial direction of the right handlebar portion 51. As a result, when the engine vibration in the bending direction is transmitted to the right handlebar portion 51, the elastic layer 100b can more effectively attenuate the engine vibration. The elastic layer 100b may be located at the center of the right handlebar portion 51 in the radial direction, or may be located closer to the inner peripheral portion than the outer peripheral portion.

As the material constituting the elastic sheet, in addition to butyl rubber, various rubber sheets such as ethylene / propylene / diene rubber (EPDM), ethylene-vinyl acetate copolymer resin, and vinylidene fluoride rubber can be used.

The number of layers of the fiber sheet 101 and the elastic sheets 102 and 103 in the right handlebar portion 51 is appropriately determined according to the thickness dimension of the right handlebar portion 51. Further, the elastic sheets 102 and 103 made of butyl rubber are arranged, for example, in the third and fourth layers from the outermost circumference in the radial direction of the right handlebar portion 51. That is, at least one layer of the fiber sheet 101 is arranged on the outer sides of the elastic sheets 102 and 103 in the radial direction. However, the arrangement of the elastic sheets 102 and 103 with respect to the fiber sheet 101 is not particularly limited, and the fiber sheet 101 may be interposed between the elastic sheet 102 and the elastic sheet 103.

As described above, the grip portion 32, the brake master cylinder 33, the switch box 34, and the throttle case 36 are mounted on the outer peripheral surface of the right handlebar portion 51. Specifically, as shown in FIG. 4, the grip portion 32 covers a portion of the right handlebar portion 51 located at least to the right of the center in the longitudinal direction. A brake master cylinder 33, a switch box 34, and a throttle case 36 are attached to the left side of the grip portion 31a in the longitudinal direction of the right handlebar portion 51.

As described above, in the right handlebar portion 51, by laminating the fiber sheets 101 in the radial direction, the weight of each component attached to the right handlebar portion 51 and the force input to the right handlebar portion 51 , The strength of the right handlebar portion 51 can be secured.

Further, since the elastic sheets 102 and 103 are located between the fiber sheets 101, the vibration transmitted to the right handlebar portion 51 can be reduced. That is, the elastic sheets 102 and 103 used in the present embodiment are more likely to attenuate vibration than the resin. Therefore, the vibration transmitted to the right handlebar portion 51 is attenuated in a short time.

In particular, at least a part of the right handlebar portion 51 includes a first carbon fiber reinforced resin layer 100a and a second carbon fiber reinforced resin layer 100c containing a carbon fiber reinforced resin whose resin is reinforced with carbon fibers, and elasticity including an elastic member. It is composed of a composite material having a layer 100b. That is, in the right bar member 31, the first carbon fiber reinforced resin containing the carbon fiber reinforced resin whose resin is reinforced with carbon fiber is attached to the portion where the attachment parts such as the brake master cylinder 33, the switch box 34 and the throttle case 36 are attached. It is composed of a composite material having a layer 100a, a second carbon fiber reinforced resin layer 100c, and an elastic layer 100b including an elastic member.

The right handle holder 52 is an annular member. As shown in FIG. 7, the right handle holder 52 is fixed to the upper end portion of the front fork 14 in a state of penetrating the upper end portion. The engine vibration generated by the engine 8a is input to the right handle holder 52 via the front fork 14. That is, the right handle holder 52 is a vibration input unit.

As shown in FIG. 7, the right handle holder 52 includes a tubular portion 60, a hold portion 70, and a handlebar connecting portion 80.

In the present embodiment, the tubular portion 60 has a cylindrical shape extending in the tubular axial direction. The tubular portion 60 is provided with slit portions 61 extending in the tubular axial direction at at least one position in the circumferential direction. The slit portion 61 extends from one end to the other end of the tubular portion 60 in the tubular axial direction. As a result, the tubular portion 60 is divided in the circumferential direction by the slit portion 61. In the tubular portion 60, the circumferential end portions facing the slit portion 61 are the circumferential end portions 60a and 60b (see FIG. 5). The axial direction of the tubular portion 60 coincides with the axial direction of the front fork 14.

As shown in FIG. 5, the pair of circumferential end portions 60a and 60b of the tubular portion 60 are provided with fastening portions 62 and 63 protruding outward in the radial direction of the tubular portion 60, respectively. The slit portion 61 is formed between the circumferential end portion 60a and the fastening portion 62 and the circumferential end portion 60b and the fastening portion 63. In other words, the tubular portion 60 has a slit portion 61 between the pair of fastening portions 62 and 63 in the circumferential direction. The pair of fastening portions 62 and 63 are integrally formed with the tubular portion 60.

As shown in FIG. 4, the fastening portion 62 has a tubular nut 64 inside. The nut 64 is arranged in the fastening portion 62 so that the insertion direction of the bolt 65 is along the tangent line to the outer peripheral surface of the tubular portion 60 when the tubular portion 60 is viewed in the tubular axial direction. That is, the insertion direction of the bolt 65 with respect to the nut 64 extends in the direction in which the pair of fastening portions 62, 63 are lined up on the outer peripheral surface of the tubular portion 60. Note that FIG. 4 shows the insertion direction of the bolt 65 with a white arrow.

The fastening portion 63 has a through hole 63a. The through hole 63a penetrates the fastening portion 63 so as to tangent the tubular portion 60 to the outer peripheral surface of the tubular portion 60 when viewed from the tubular axis direction.

The nut 64 and the through hole 63a are provided in the pair of fastening portions 62 and 63 so that the insertion directions of the bolts 65 are the same.

In the above configuration, as shown in FIG. 7, the pair of fastening portions 62, 63 is fastened by fastening the bolt 65 through the through hole 63a of the fastening portion 63 to the nut 64 provided in the fastening portion 62. Can be connected. The pair of fastening portions 62, 63 are connected by bolts 65 with the upper end portion of the front fork 14 penetrating the tubular portion 60. As a result, the right handle holder 52 can be fixed to the upper end of the front fork 14.

As shown in FIG. 8, the tubular portion 60 is bonded with a resin in a state in which fiber sheets 101 containing carbon fibers are laminated in the radial direction. That is, the tubular portion 60 contains a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

Further, as shown in FIG. 9, the pair of fastening portions 62 and 63 are also bonded by resin in a state in which fiber sheets containing carbon fibers are laminated. That is, each of the pair of fastening portions 62 and 63 also contains a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers. Note that, in FIG. 9, the description of the bolt 65 inserted into the through hole 63a of the fastening portion 63 is omitted.

The fiber sheet 101 of the pair of fastening portions 62 and 63 is integrated with the fiber sheet 101 of the tubular portion 60. That is, the fiber sheet constituting the carbon fiber reinforced resin of the pair of fastening portions 62 and 63 is a part of the fiber sheet constituting the carbon fiber reinforced resin of the tubular portion 60.

As described above, by integrating the fiber sheet 101 of the pair of fastening portions 62, 63 and the fiber sheet 101 of the cylinder portion 60, the strength of the connecting portion between the pair of fastening portions 62, 63 and the cylinder portion 60 can be increased. Can be improved.

As shown in FIG. 7, the hold portion 70 has a columnar shape. The hold portion 70 is arranged so that the axial direction is along the left-right direction. Although not particularly shown, the left end of the right handlebar 51 can be inserted into the right end of the hold 70 in the axial direction so that the left end of the columnar right handlebar 51 can be held. A groove is provided. The right handlebar 70 is located outside the cylinder 60 so that the longitudinal direction of the right handlebar 51 is along the direction of the tangent to the outer peripheral surface of the cylinder 60 when the cylinder 60 is viewed in the axial direction. Supports part 51.

Like the tubular portion 60, the hold portion 70 is bonded with a resin in a state in which fiber sheets containing carbon fibers are laminated in the radial direction. That is, the hold portion 70 contains a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

As a result, the strength of the hold portion 70 can be ensured against the stress generated in the hold portion 70 due to the input of the force to the right handlebar portion 51.

The handlebar connecting portion 80 connects the tubular portion 60 and the holding portion 70. The handlebar connecting portion 80 projects radially outward and in the tubular axial direction from the outer peripheral surface of the tubular portion 60. Therefore, the right handlebar portion 51 is connected to the cylinder portion 60 in a state of being offset in the cylinder axis direction via the handlebar connecting portion 80 and the hold portion 70.

The handlebar connecting portion 80 is a virtual line M in which a fiber sheet containing carbon fibers connects a portion to which the handlebar connecting portion 80 and the holding portion 70 are connected and a portion to which the handlebar connecting portion 80 and the cylinder portion 60 are connected. It is bonded by a resin in a state of being laminated in a direction perpendicular to the relative direction. That is, the handlebar connecting portion 80 includes a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

The virtual line M (see FIG. 5) is the center of the connecting portion of the handlebar connecting portion 80 and the holding portion 70 in the front-rear direction and the vertical direction when viewed in the direction extending the handlebar connecting portion 80, and the handlebar connecting portion. It is a line connecting the center in the front-rear direction and the up-down direction at the connecting portion of the 80 and the tubular portion 60.

As a result, the strength of the handlebar connecting portion 80 can be ensured against the stress generated in the handlebar connecting portion 80 due to the input of the force to the right handlebar portion 51.

As described above, by forming the right bar member 31 with the carbon fiber reinforced resin whose resin is reinforced with carbon fibers, the weight of the vehicle body can be reduced as compared with the metal handle.

Moreover, by forming the right bar member 31 with a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers, it is possible to secure the required strength in each part of the right bar member 31.

Further, as will be described later, the right handlebar portion 51 of the right bar member 31 is formed by the engine 8a by forming the right handlebar portion 51 of the right bar member 31 with a composite material of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers and an elastic sheet. The engine vibration transmitted to the right handlebar portion 51 can be dampened in a short time. As a result, engine vibration at the grip portion 31a of the right handlebar portion 51 can be reduced.

Although the configuration of the right bar member 31 has been described above, the left bar member 21 also has the same configuration as the right bar member 31 except that the configuration is reversed left and right. Therefore, the same effect as that of the right bar member 31 can be obtained depending on the configuration of the left bar member 21.

<Vibration reduction effect>
Next, the effect of reducing engine vibration transmitted from the engine 8a of the vehicle 1 to the bar handle 6 via the vehicle body frame 10 will be described.

The engine vibration generated in the engine 8a of the vehicle 1 is input to the left handle holder 42 and the right handle holder 52 of the bar handle 6 via the vehicle body frame 10. The engine vibration transmitted to the bar handle 6 is experienced by the driver who grips the bar handle 6 with the grip portions 21a and 31a as vibration.

The present inventor has studied a configuration capable of reducing the vibration of the bar handle 6 generated by the engine vibration as described above.

First, the present inventor examined the vibration mode when the bar handle 6 vibrates due to engine vibration.

The present inventor pays attention to the point that the bar handle 6 has a free end, and the vibration mode of the bar handle 6 is the first vibration mode in which the tip portion of the bar handle 6 is a belly and the second vibration mode in which the tip portion is a node. It has been found to include at least two vibration modes of vibration mode. FIG. 10 schematically shows the deformation caused in the bar handle 6 due to the engine vibration of the engine 8a. In FIG. 10, the first vibration mode is indicated by a chain line, and the second vibration mode is indicated by a broken line.

As a configuration for reducing the vibration of the bar handle 6 having such a vibration mode, the present inventor has come up with the idea of providing the bar handle 6 with a member for attenuating the vibration. Specifically, the left handlebar portion 41 and the right handlebar portion 51 include a first carbon fiber reinforced resin layer 100a and a second carbon fiber reinforced resin layer 100c containing a carbon fiber reinforced resin whose resin is reinforced with carbon fibers. It has an elastic layer 100b including an elastic member.

Below, the vibration reduction effect of the bar handle having the above configuration was confirmed using a test piece.

FIG. 11 shows the configuration of the test piece 151 used in the comparative experiment of the vibration reduction effect. The test piece 151 shown in FIG. 11 has the same shape as the right handlebar portion shown in FIG. 5, and is a hollow cylindrical member having a total length of 208 mm, an outer diameter of 22.2 mm, and a wall thickness of 2 mm. The test piece 151 has a tubular bar body 151a (length 8 inches (20.32 cm)) and a fitting portion 151b fitted to one end of the bar body 151a in the axial direction. As the test piece, a fifth test piece was prepared from the following first test piece having the structure of the above-mentioned test piece 151.

<1st test piece and 2nd test piece>
The first test piece and the second test piece have a main body portion having a laminated structure similar to that in FIG. In the main body, the fiber sheet 101 is in a state in which the fiber sheets 101 containing carbon fibers are laminated in the radial direction and the two layers of elastic sheets 102 and 103 made of butyl rubber are located between the plurality of fiber sheets 101. And the elastic sheets 102 and 103 are bonded by the resin. The number of laminated fiber sheets 101 is eight, and the elastic sheets 102 and 103 are arranged in the third and fourth layers from the outermost circumference in the radial direction.

The elastic sheets 102 and 103 have the same thickness (0.5 mm) as the fiber sheet 101. In the first test piece, elastic sheets 102 and 103 are arranged over the entire length of the main body. In the second test piece, the elastic sheet is arranged from the other end (the other end) in the axial direction in which the fitting portion is not fitted in the main body to the position of 166 mm in the axial direction.

<3rd test piece and 4th test piece>
The third test piece and the fourth test piece have a main body having the same structure as that shown in FIG. The main body is bonded with a resin in a state in which fiber sheets 101 containing carbon fibers are laminated in the radial direction and two layers of elastic sheets 102 and 103 composed of EPDM are sandwiched between a plurality of fiber sheets 101. Has been done. The number of laminated fiber sheets 101 is eight, and the elastic sheets 102 and 103 are arranged in the third and fourth layers from the outermost circumference in the radial direction. The thickness of the elastic sheets 102 and 103 of EPDM is the same as that of the fiber sheet 101 (0.5 mm). Further, in the third test piece, the elastic sheets 102 and 103 of EPDM are arranged over the entire length of the main body. In the fourth test piece, the elastic sheet is arranged from the other end (the other end) in the axial direction in which the fitting portion is not fitted in the main body to the position of 166 mm in the axial direction.

<Fifth test piece>
In the main body of the fifth test piece, fiber sheets 101 containing carbon fibers are laminated by a resin in a radial direction. The number of laminated fiber sheets 101 is 10.

An acceleration sensor for vibration measurement was adhered and fixed to the other end of each of the above-mentioned test pieces. The test piece was suspended by adhering a thread to each of the two suspension points 15c where the distance between the two points was 125 mm, with the central portion of each test piece as the excitation point. Then, the vibration value of each test piece when the vibration point was hit with a resin hammer was measured by the acceleration sensor.

FIG. 12 is a graph showing the relationship between the vibration frequency and the value obtained by dividing the response acceleration by the excitation force, which is obtained by the measurement. FIG. 13 shows the relative value of the attenuation ratio obtained from the measurement result.

As shown in FIG. 12, the first to fourth test pieces including the elastic sheet have a lower frequency band of the vibration peak than the fifth test piece not containing the elastic sheet. From this, it can be seen that the vibration generated in the handle of the vehicle can be reduced by the elastic sheet.

The exciting force of an engine has a characteristic of increasing as the vibration frequency increases. Since the handle includes the elastic sheet, the frequency band of the peak of vibration shifts in the smaller direction as described above, so that the vibration transmitted to the handle of the vehicle by the vibration force of the engine can be reduced.

Further, in the case of the first and second test pieces including the elastic sheet made of butyl rubber, the vibration is also small as shown in FIG. Further, as for the relative value of the damping ratio obtained from the graph of FIG. 12, the first test piece and the second test piece containing the elastic sheet made of butyl rubber are compared with the fifth test piece not containing the elastic sheet. ,large. From this, it can be seen that the handle including the elastic sheet made of butyl rubber can attenuate the vibration at an early stage.

Further, as shown in FIG. 13, the first test piece in which the butyl rubber elastic sheet is arranged over the entire length of the main body is the second test in which the butyl rubber elastic sheet is arranged in a part of the main body in the longitudinal direction. The attenuation ratio is larger than that of the piece.

From the above, the bar handle 6 having the first carbon fiber reinforced resin layer 100a and the second carbon fiber reinforced resin layer 100c containing the carbon fiber reinforced resin whose resin is reinforced with carbon fibers, and the elastic layer 100b including the elastic member. In this case, the handle vibration can be effectively reduced as compared with the conventional bar handle.

In the present embodiment, in the bar handle 6, at least a part of each of the left handlebar portion 41 and the right handlebar portion 51 includes a first carbon fiber reinforced resin layer 100a and a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers. It contains a composite material having a second carbon fiber reinforced resin layer 100c and an elastic layer 100b including an elastic member. As a result, the weight of the bar handle 6 can be reduced as compared with the metal bar handle, and the engine vibration transmitted from the engine 8a to the left handlebar portion 41 and the right handlebar portion 51 of the bar handle 6 can be reduced. Therefore, it is possible to reduce the engine vibration in the left handlebar portion 41 and the right handlebar portion 51 of the bar handle 6 while reducing the weight of the bar handle 6.

(Embodiment 2)
FIG. 14 is a diagram showing a schematic configuration of a bar handle 116 of the vehicle according to the second embodiment. In this embodiment, the configuration of the first embodiment is that the vehicle has a single bar member 121 in which the left handle and the right handle are integrated instead of the left handle unit 20 and the right handle unit 30 in the first embodiment. Is different. In the following, the same components as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted, and only the points different from the first embodiment will be described.

As shown in FIG. 14, the bar handle 116 includes a single bar member 121, grip portions 22, 32, bracket 23, switch boxes 24 and 34, a clutch operation portion 26, a throttle case 36, and a brake operation. A unit 37 is provided. The clutch operating unit 26 has a bracket 23 and a clutch lever 25. The brake operation unit 37 has a brake master cylinder 33 and a brake lever 35.

The single bar member 121 is composed of a single bar member from the left end portion to the right end portion. That is, the single bar member 121 is a bar member that is long in the left-right direction. In the left-right direction of the vehicle body frame 10, the single bar member 121 is positioned so that the right end portion is positioned to the right with respect to the center of the vehicle body frame 10 and the left end portion is positioned to the left with respect to the center of the vehicle body frame 10. There is.

The central portion of the single bar member 121 in the longitudinal direction is connected to the steering shaft 15 (not shown) by the connecting member 142. That is, the central portion of the single bar member 121 in the longitudinal direction is supported by the steering shaft 15. Therefore, in the single bar member 121, the portion to which the connecting member 142 is attached is the vibration input portion 121b to which the vibration generated by the engine 8a is input. That is, the single bar member 121 has a vibration input unit 121b.

Similar to the left bar member 21 and the right bar member 31 of the first embodiment, the single bar member 121 contains carbon fibers as a resin (for example, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide, etc.). The carbon fiber reinforced resin reinforced with the fiber sheet and the elastic sheet are integrally formed. That is, the single bar member 121 has a carbon fiber reinforced resin layer in which the resin is reinforced with carbon fibers and an elastic layer including an elastic sheet (elastic member). The fiber sheet means a member formed in a sheet shape (planar shape) by, for example, knitting or hardening fibers.

The grip portion 22, the switch box 24, and the bracket 23 are attached to the single bar member 121 in this order from the left end portion toward the central portion in the longitudinal direction. The bracket 23 rotatably supports the right end of the clutch lever 25.

A grip portion 32, a throttle case 36, a switch box 34, and a brake master cylinder 33 are attached to the single bar member 121 in this order from the right end portion toward the central portion in the longitudinal direction. The brake master cylinder 33 rotatably supports the left end of the brake lever 35.

The portion of the single bar member 121 that the driver grips is the handlebar portion 121a. That is, the single bar member 121 has a handlebar portion 121a.

Therefore, the grip portions 22, 32, the bracket 23, the switch boxes 24, 34, the clutch lever 25, the brake master cylinder 33, the brake lever 35, and the throttle case 36 are mounting parts to be attached to the single bar member 121.

The bracket 23, the switch box 24, and the clutch lever 25 are attached to the single bar member 121 on the left side of the center in the longitudinal direction and between the vibration input portion 121b and the handlebar portion 121a. A part of the grip portion 22 is also located on the left side of the center in the longitudinal direction with respect to the single bar member 121 and between the vibration input portion 121b and the handlebar portion 121a.

The brake master cylinder 33, the switch box 34, the brake lever 35, and the throttle case 36 are located to the right of the center in the longitudinal direction with respect to the single bar member 121 and between the vibration input portion 121b and the handlebar portion 121a. It is attached. A part of the grip portion 32 is also located to the right of the center in the longitudinal direction with respect to the single bar member 121 and between the vibration input portion 121b and the handlebar portion 121a.

Therefore, with the above configuration, it is possible to achieve both weight reduction and vibration reduction of the bar handle 116.

(Other embodiments)
Although the embodiment of the present invention has been described above, the above-described embodiment is merely an example for carrying out the present invention. Therefore, the embodiment is not limited to the above-described embodiment, and the above-described embodiment can be appropriately modified and implemented within a range that does not deviate from the gist thereof.

In each of the above embodiments, the left handlebar portion 41, the right handlebar portion 51, and the handlebar portion 121a are elastic layers 100b located between the first carbon fiber reinforced resin layer 100a and the second carbon fiber reinforced resin layer 100c. Has. However, the elastic layer may be located outside the cylinder of the first carbon fiber reinforced resin layer. Further, the elastic layer may be located inside the cylinder of the second carbon fiber reinforced resin layer. That is, the elastic layer does not have to be located between the first carbon fiber reinforced resin layer and the second carbon fiber reinforced resin layer. Further, at least one of the left handlebar portion, the right handlebar portion and the handlebar portion may have a plurality of elastic layers in the tubular direction.

In each of the above embodiments, the left handlebar portion 41, the right handlebar portion 51, and the handlebar portion 121a include a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers and an elastic member. However, if at least a part of the left handlebar portion, the right handlebar portion and the handlebar portion contains a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers and an elastic member, the other portion is made of metal. , Resin, elastomer and other materials may be used.

In each of the above embodiments, the bracket 23, the switch box 24, 34, the clutch lever 25, the brake master cylinder 33, the brake lever 35, as mounting parts to be attached to the left bar member 21, the right bar member 31, and the single bar member 121. And the throttle case 36 are mentioned. However, the mounting component may include other components, or may include only a part of each of the above components.

In each of the above embodiments, the left bar member 21, the right bar member 31, and the single bar member 121 are made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers. However, the left bar member, the right bar member and the single bar member may be composed of a fiber-reinforced resin in which the resin is reinforced with fibers other than carbon fibers (for example, aramid fiber, polyethylene fiber, glass fiber, etc.). Further, in each of the above-described embodiments, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide and the like are used as the resin. However, the resin may be another type of resin as long as it can be reinforced with fibers.

In each of the above embodiments, the left bar member 21, the right bar member 31 and the single bar member 121 include a carbon fiber reinforced resin in which the resin is reinforced by a fiber sheet containing carbon fibers. However, the left handlebar portion, the right handlebar portion and the single bar member may contain a fiber reinforced resin in which unwoven fibers are used instead of the fiber sheet. Further, the fiber may be a continuous fiber or a discontinuous fiber having a predetermined length (for example, 1 mm) or more.

In each of the above embodiments, the right handle unit 30 and the bar handle 116 have a brake master cylinder 33. The brake master cylinder 33 is used in a hydraulic braking system. However, the brake system of the vehicle 1 may be a mechanical brake system having a brake wire. In this case, the brake lever 35 is rotatably supported by the handlebar portion by the bracket instead of the brake master cylinder.

In the first embodiment, the left steering wheel unit 20 and the right steering wheel unit 30 are connected to the upper ends of the front forks 13 and 14, which are rotatably connected to the steering shaft 15 about the steering shaft 15, respectively. .. However, the left steering wheel unit 20 and the right steering wheel unit 30 may be directly connected to the steering shaft 15 or indirectly connected to the steering shaft 15 via other parts. That is, the left steering wheel unit 20 and the right steering wheel unit 30 may be directly or indirectly supported by the steering shaft 15.

In the first embodiment, the left handlebar portion 41 and the right handlebar portion 51 are connected to the cylinder portion 60 in a state of being offset in the cylinder axis direction. However, the left handlebar portion and the right handlebar portion may be connected to the tubular portion without being offset in the tubular axial direction. The left handlebar portion and the right handlebar portion are not limited to the configuration of the first embodiment as long as they have a shape capable of forming a separate handle.

Further, in the first embodiment, the left handlebar portion 41 and the right handlebar portion 51 are made of a material containing a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers and an elastic member, and constitute the right handle holder 52. The tubular portion 60, the hold portion 70, and the handlebar connecting portion 80 are made of a material in which a fiber sheet 101 containing carbon fibers is laminated in the radial direction without including an elastic member. However, also for the right handle holder 52, a material containing a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers and an elastic member can be used. As a result, the vibration transmitted to the right handle holder 52 can be reduced.

In the second embodiment, the bar handle 116 is connected to the steering shaft 15. However, the bar handle 116 may be indirectly connected to the steering shaft 15 via other components. That is, the bar handle 116 may be directly or indirectly supported by the steering shaft 15.

In the second embodiment, the single bar member 121 is composed of a single bar member from the left end portion to the right end portion. However, the single bar member 121 does not have to be a single member as long as it extends continuously from right to left with respect to the center of the vehicle body frame 10 in the left-right direction.

In each of the above embodiments, a motorcycle is described as an example of the vehicle 1, but the vehicle 1 is not limited to the two-wheeled vehicle but has three wheels as long as it is a straddleed vehicle having a bar handle and driven by an engine. It can be any vehicle, such as a car or a four-wheeled vehicle.

1 vehicle (Straddle vehicle)
6 Bar handle 7 Seat 8 Power unit 8a Engine 10 Body frame 13, 14 Front fork 15 Steering shaft 20 Left handle unit 21 Left bar member (separate bar member)
22 Grip part 23 Bracket 24 Switch box 25 Clutch lever 26 Clutch operation part 30 Right handle unit 31 Right bar member (separate bar member)
32 Grip 33 Brake master cylinder 34 Switch box 35 Brake lever 36 Throttle case 37 Brake operation section 41 Left handlebar section 42 Left handle holder (vibration input section)
51 Right handlebar 52 Right handle holder (vibration input)
60 Cylinder 70 Hold 80 Handlebar connection 100a 1st carbon fiber reinforced resin layer (1st fiber reinforced resin layer)
100b Elastic layer 100c Second carbon fiber reinforced resin layer (second fiber reinforced resin layer)
101 Fiber sheet 102, 103 Elastic sheet 116 Bar handle 121 Single bar member 121a Handle bar 121b Vibration input

Claims (9)

Body frame and
The engine supported by the body frame and
A steering shaft rotatably supported by the vehicle body frame and
With a bar handle that is directly or indirectly supported by the steering shaft,
It ’s a straddle vehicle with
The bar handle
It has a bar member that is directly or indirectly supported by the steering shaft.
The bar member
A vibration input unit in which engine vibration generated by the engine is input via the vehicle body frame and the steering shaft, and
It has a tubular handlebar portion whose one end is connected to the vibration input portion and whose other end is a free end.
The handlebar portion is located on the outer side or the inner side of the cylinder of the first fiber reinforced resin layer containing the fiber reinforced resin extending in the tubular axis direction and the resin being reinforced with fibers, and the first fiber reinforced resin layer. A straddle vehicle having an elastic layer including an elastic member. In the straddle vehicle according to claim 1.
The handlebar portion further has a second fiber reinforced resin layer including a fiber reinforced resin extending in the tubular axis direction and the resin being reinforced with fibers.
The elastic layer is a straddle vehicle located between the first fiber reinforced resin layer and the second fiber reinforced resin layer. In the straddle vehicle according to claim 2.
The elastic layer is a straddle vehicle located closer to the outer peripheral portion than the inner peripheral portion of the tubular handlebar portion. In the straddle vehicle according to claim 2 or 3.
The fiber-reinforced resin layer is reinforced with a plurality of fiber sheets in which resins are laminated.
The elastic member is a straddle vehicle, which is an elastic sheet arranged between the plurality of fiber sheets. In the straddle vehicle according to claim 4.
The elastic sheet is a straddle vehicle provided over the entire length of the bar member. In the straddle vehicle according to claim 4 or 5.
The elastic sheet is a straddle vehicle, which is a sheet made of butyl rubber. In the straddle vehicle according to any one of claims 1 to 6.
The bar member
In the left-right direction of the vehicle body frame, with respect to the right bar member located to the right of the center of the vehicle body frame and the left end portion directly or indirectly supported by the steering shaft, and the center of the vehicle body frame. A straddle vehicle, which is a separate bar member located to the left and includes a left bar member whose right end is directly or indirectly supported by the steering shaft. In the straddle vehicle according to any one of claims 1 to 6.
The bar member
In the left-right direction of the vehicle body frame, the right end portion is positioned to the right with respect to the center of the vehicle body frame, the left end portion is positioned to the left with respect to the center of the vehicle body frame, and the center portion is directly positioned on the steering shaft. A straddle vehicle, a single bar member that is either or indirectly supported. In the straddle vehicle according to any one of claims 1 to 8.
The fiber reinforced resin is a straddle vehicle in which the resin is a carbon fiber reinforced resin reinforced with carbon fibers.

Images