WO1996004165A1

WO1996004165A1 - Arm, wheel supporting mechanism of motor-bicycle and wheel supporting mechanism of automobile using same

Info

Publication number: WO1996004165A1
Application number: PCT/JP1995/001496
Authority: WO
Inventors: Wataru Osoda
Original assignee: Wataru Osoda
Priority date: 1994-07-29
Filing date: 1995-07-27
Publication date: 1996-02-15
Also published as: JPH0840341A

Abstract

A path which the tip end of an arm describe is not an arc but is substantially linear which could not be realized by a conventional arm, and a front and rear wheel supporting mechanism of an automobile and a wheel supporting mechanism of an automobile using an arm of the invention are greatly enhanced in rigidity, operability and ground contact property of a wheel to be enhanced in safety. Also, a wheel supporting mechanism of an automobile using the arm of the invention as a lower arm and having the same correlation with an upper arm exhibits anti-rolling effect to be enhanced in a road surface follow-up property without the use of a stabilizer. One end of an arm (A) and an arm (B) are connected to a movable fulcrum (38), the other end of the arm (A) of a fulcrum (39) is movable but is fixed in position, and an arm (C), which also is movable but is fixed in position, is connected to the arm (B) at a fulcrum (40). A wheel supporting mechanism of an automobile having anti-rolling effect is constructed such that the above-mentioned arm is used as a lower arm and an upper arm is divided at a fulcrum (79) into an arm (D) and an arm (E) with the fulcrum (79) connected to a fulcrum (77) of the arm (A) and arm (B) through an arm (F).

Description

Specification

TECHNICAL FIELD The present invention relates to an arm, a wheel supporting mechanism for a motorcycle using the arm, and a wheel supporting mechanism for a motorcycle.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an arm that moves up and down and moves substantially in a straight line without a tip of an arc, and relates to an arm that contributes to good operability when used in a wheel support mechanism of an automobile or a motorcycle. Also, the present invention relates to a wheel supporting mechanism for an automobile, in which this arm is used as a lower arm and has an interrelation with the upper arm, thereby exhibiting an anti-roll effect of the vehicle body without using a stabilizer. Background art

① Front wheel support mechanism for motorcycles

In a conventional motorcycle generally indicated by reference numeral 1 in FIG. 9, the front wheel 2 is supported by an outer tube 3 having a built-in damper and a front fork 4 (called a telescopic suspension). However, in the case of this type of front wheel supporting mechanism, it is known that when a load is applied to the front fork 4 such as during braking, the front fork 4 bends and does not operate smoothly.

Therefore, as shown in Fig. 110, the bending of the front fork 7 can be eliminated by connecting the swing arm 8 extended from the vehicle body and the outer tube 6 to make the fulcrum 9 movable. By connecting the front wheel 10 directly to the swing arm 12 extended from the body like Some have eliminated flexing. In addition, as shown in Fig. 13, the two swing arms 17 * 18 are extended from the vehicle body and connected to the arm 16 supporting the front wheels 14 to eliminate the bending of the front wheel support mechanism. Some are.

However, as described above, the front wheel support mechanism shown in Fig. 11, Fig. 11, Fig. 13 is superior to Fig. 9 in that it does not work (the suspension operates smoothly). This was different from the familiarity of motorcycle operation. An example is a change in the corner of the caster during braking or acceleration. The caster angle is an angle 0 c between a vertical axis V passing through the center O of the front wheel 2 in FIG. 9 and perpendicular to the road surface G and the center line C of the front fork 4. When the caster angle 0 c is large, the high-speed stability is improved, but the maneuverability at carp and the like is reduced. It is generally known that The rider operates the front wheel support mechanism during braking, thereby reducing the angle of the caster as shown in Fig. 10 and increasing the mobility of the motorcycle. Was changing directions quickly.

However, with the front-wheel support mechanism of the type shown in Fig. 11, the caster angle becomes large during braking, and it is not possible to change the direction quickly. Also, while the motorcycle is turning, a heavy load is applied to the front and rear support mechanisms, so that both the front and rear wheels are in the state shown by the dotted line in FIG. At this time, in particular, the axle 20 of the front wheel moves, and the wheel base, which is the length between the axles of the front and rear wheels, becomes shorter. It is generally known that a shorter wheelbase makes it easier to change direction, so riders use this characteristic to quickly change the direction of the motorcycle.

However, with the front wheel support mechanism in Fig. 11, where the wheelbase becomes shorter The front wheel support mechanism shown in FIGS. 12 and 13 is the same. This is dangerous because it is difficult to change the direction of the motorcycle body. SUMMARY OF THE INVENTION The present invention has been devised in view of the above-mentioned problems of the prior art, and has improved operability and machinability of a front wheel support mechanism, and has been used by riders for many years. It aims to provide a mechanism.

②Motorcycle rear wheel support mechanism

In a conventional motorcycle generally indicated by reference numeral 22 in FIG. 15, a rear wheel 23 is supported by an arm 25. The rear wheel moved up and down in an arc around the fulcrum 26 connected to the engine of the vehicle body (No. 140).

However, as described above, the fact that the rear wheel operates while drawing an arc also means that when the rear wheel sinks as shown in Fig. 16, the axle V (rear wheel) moves backward. This is similar to the fact that the road surface instantaneously moves forward when accelerating, rebounding with the driving force of the rear wheel, and if the rear wheel slips or does not spin against the rider's expectation, It was dangerous for the rider with the feeling of pushing up from the rear wheel. In the case of a chain drive, this is unlikely because the slack of the chain acts as an instantaneous time loss, but in the case of a shaft drive, the driving force of the engine and the rear wheel are directly connected by the shaft, so the above-mentioned SUMMARY OF THE INVENTION The present invention, which is generally known to occur, has been proposed in view of the above-mentioned problems of the prior art, and has an object to provide stable driving force and safety.

③ About the wheel support mechanism of the car

In the conventional motor vehicle generally indicated by reference numeral 27 in FIG. 17, wheels 28 are connected to an arm 31 connecting an upper arm 29 and a lower arm 30. Therefore, it is supported. Here, the angle formed by the center line S of the wheel 28 and the vertical line V perpendicular to the road surface G is called camber angle, and the length between the center lines of the left and right wheels is called tread.

In some cases, a stabilizer that has a role of reducing the roll of the vehicle body during cornering is employed in the wheel support mechanism of the vehicle. A stabilizer is a type of U-shaped torsion bar.The center is attached to the vehicle body via a rubber bush, and both ends are fixed to the suspension arm. However, as mentioned above, providing a camber angle means that if the wheels bounce on a rough road surface when traveling straight, the corners of the kyamba will become larger with respect to the road surface, and a force that rolls in the direction in which the wheels are inclined will be generated. (The same principle as the cornering of the former that had been used.) In addition, at that time, the tread becomes narrow as in the case of the 170th, so a stronger turning force is generated, and the course is easily disturbed, which is dangerous. Modern automobiles have solved this problem by providing a corner (measuring the distance between the front and rear ends of the left and right wheels and expressing the difference as dimensions, not angles). There was a problem because there was a change.

In addition, the above-mentioned stabilizer has the effect of reducing the roll of the vehicle body during cornering, but if it is too strong, it itself becomes a resistance, which sometimes hinders the operation of the suspension.

SUMMARY OF THE INVENTION The present invention has been proposed in light of the above-mentioned problems of the related art. It is an object of the present invention to provide a safe automobile wheel support mechanism capable of realizing excellent operability with no change in the trick. The purpose is. Disclosure of the invention As a result of various studies, we have developed an arm that draws an almost straight line instead of drawing an arc at the tip of the arm that could not be realized with a single arm by dividing one arm into two and bending the arm Then, they found that the above-mentioned problem could be solved.

The arm of the present invention is composed of three arms as a whole, of which two arms are connected so as to bend around one point as a fulcrum. The tip of one of the arms (referred to as A) is movable but its position must be fixed, and the other arm (referred to as B) is also movable but has a fixed position. The arm (referred to as C) is connected.The connection point must be other than the connection point between arm A and arm B. The length of arm A and arm C may be the same, but they are parallel. The length of the arm A and the length of the arm C may be longer, but the position of the arm A and the arm C may be longer. The distance between the fulcrums of the fixed arms A and C is preferably longer than the distance between the fulcrums connected to the arm B. When the contact point between the arms A and B is lowered, A This is because the contact point between the arm B and the arm C rises, and the tip end of the arm B can be largely operated with a small operation.

In the vehicle wheel support mechanism, the arm of the present invention is added to the lower arm, and the upper arm is added with a movable point so that the arm is bent (the wheel side is arm 0 and the body side is arm E). And the contacts of arm A and arm B are connected by arm (F). At this time, the connection point of arm F may be any point on arm D which does not overlap with another connection point, and the other connection point of arm F does not overlap with the connection point of arm A and the vehicle body. Although it is possible on the arm A, the above-mentioned position is preferable in consideration of the operation amount of the arm F. According to the arm of the present invention having the above-described configuration, an arm whose length can be changed every moment by operating the arm can be obtained. In other words, in the case of the front wheel support mechanism of a motorcycle, by using the arm of the present invention at the place where the swing arm is used, the rigidity of the front wheel support mechanism is maintained without impairing the characteristics of the motorcycle that the rider is familiar with. The safety is greatly improved. Also, with respect to the rear wheel support mechanism of the motorcycle, a stable driving force can be obtained by using the drive shaft inside the arm or the arm A and the arm B of the present invention, and the safety is also very high. Become.

As for the wheel support mechanism of an automobile, the lower arm of the present invention almost eliminates the change in tread, so that the course is less likely to be disturbed and the safety is improved. (Of course, both the upper arm and the lower arm are the present invention. A similar effect can be obtained). Also, as described above, the upper arm is divided into arm D and arm E, and by adding arm F, an anti-roll effect is exhibited during cornering. During cornering, external force acts toward the vehicle body at the lower part of the wheel (near the road contact part). On the other hand, it works in reverse on the upper part of the wheel centering on the axle. As a result, the contact between the lower arm and the arm F tends to move downward due to an external force in the lower arm, but the contact between the arms D and E tends to move upward due to the external force in the upper arm. Since the lower arm and the upper arm are connected by the arm F, the stronger the cornering force (external force), the harder the body rolls. In addition, when there is no external force on the left and right, and the external force is only in the up and down directions, the suspension can move smoothly without resistance because there is no stabilizer. As a result, road following ability is improved, and both safety and operability are improved. BRIEF DESCRIPTION OF THE FIGURES

【Figure 1】

1 is a side view showing a first embodiment of a front wheel support mechanism for a motorcycle according to the present invention.

【Figure 2】

FIG. 5 is a side view showing a second embodiment of the front wheel support mechanism of the motorcycle according to the present invention.

[Figure 3]

FIG. 8 is a side view showing a third embodiment of the front wheel support mechanism of the motorcycle according to the present invention.

[Fig. 4]

FIG. 1 is a side view showing a first embodiment of a rear wheel support mechanism for a motorcycle according to the present invention.

[Figure 5]

FIG. 5 is an operation diagram of FIG.

[Fig. 6]

1 is a front view 0 showing a first embodiment of a vehicle wheel support mechanism according to the present invention.

[Fig. 7]

FIG. 8 is a bird's-eye view and a side view showing a second embodiment of the vehicle wheel support mechanism according to the present invention.

[Fig. 8]

FIG. 8 is a front view showing a third embodiment of the vehicle wheel support mechanism according to the present invention,

[Fig. 9]

FIG. 10 is a side view of a conventional front wheel support mechanism of a motorcycle. [Fig. 10]

FIG. 10 is a side view of a conventional front wheel support mechanism of a motorcycle.

[Fig. 11]

[Fig. 1 2]

[Fig. 13]

[Fig.14]

It is a side view of the conventional motorcycle.

[Fig. 15]

FIG. 10 is a side view of a conventional motorcycle rear wheel support mechanism.

[Fig. 16]

FIG. 13 is an operation diagram of FIG.

[Fig. 17]

It is a front view of the wheel support mechanism of the conventional motor vehicle.

[Explanation of symbols]

1, 22, 42, 48, 59Motorcycles 27.67, 83Automobiles 2, 5, 10, 14, 19, 34, 44.50White front wheels 23, 6 1 · Motorcycle rear wheels 28, 69, 85 · · Automatic closing wheels A, B, C, 8, 12, 23, 16

1 8, 25, 29, 30, 31 1, 52, 7 1, 73, 87 · 9, 9, 26, 37, 38, 39, 40, 55, 56, 57, 58, 64, 65, 66, 72 , 74, 75, 76, 77, 78, 79, 80, 8 1 ··· Support point (movable) 0, 1 1, 15, 15, 20, 35.45, 51 · · · Center of front wheel 2 1 , 24, 62 , 86 Center of wheel 3, 6, 36 Outer tube 4 Front fork エンジン Engine a Distance of center of front wheel in horizontal direction V Vertical axis S · · · Center line of wheels C · · · Center line of arms 0 ε · · · Cass evening corner G · · · Road surface Best mode for carrying out the invention

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 shows a first embodiment of the present invention. In the motorcycle 32, only a part of a main body 33, a front wheel 34 and a structure for supporting the front wheel 34 are shown. An outer tube 36 is connected to the center 35 of the front wheel 34, and one end of the arm B and a fulcrum 37 are connected to the outer tube 36. The other end of the arm B, the fulcrum 38, is connected to the arm A, and the other end of the arm A, the fulcrum 39, is connected to the main body 33. The fulcrum 40 at the other end of the arm is connected to the arm B, and the fulcrum 41 at the other end is connected to the main body 33. Here, the fulcrums 39 and 41 are not limited to the main body 33 as long as they have high rigidity, and can be connected anywhere.

Next, the operation of the embodiment shown in FIG. 1 will be described (see the figure shown by the dotted line). The outer tube 36 is pushed up by the external force applied to the wheel 34, and the fulcrum 37 connected thereto also moves. At this time, the fulcrum 38 moves on a circle centered on the fulcrum 39 so as to retract the arm B, so that the fulcrum 37 operates as if it moves on a straight line. Since the arm C draws a circle centered on the fulcrum 41, connecting it to the arm B contributes to the determination of the amount of operation of the fulcrum 37 and to increase the rigidity. In addition, the wheelbase is shortened by the length a due to the above, and as described above, the operability during turning and during braking to turning is improved. 0 The embodiment of the present invention shown in FIG. 2 will be described. In the motorcycle 42, only a part of the main body 43, the front wheels 44, and the structure supporting the same are shown. An arm B is connected to the center 45 of the front wheel 44. The connecting method is the same as the connecting method of the arm of the present invention shown in FIG. However, the caster angle 0c created by the arm 13 in FIG. 10 is also created by the arm 46 in FIG. At this time, the fulcrum 47 of the arm 46 is preferably located on the arm C in view of a small change in caster angle, strength, and weight.

Next, the operation of the embodiment of FIG. 2 will be described (see the diagram shown by the dotted line). When the front wheel 44 is pushed up by an external force, the arm B connected to the center 45 moves. Hereinafter, the operation of the arm of the present invention is the same as the operation of the arm of the present invention shown in FIG. 1, and the effect is also the same.

FIG. 3 illustrates an embodiment of the present invention. In the motorcycle 48, only a part of the main body 49, the front wheels 50, and the structure supporting the same are shown. An arm 52 is connected to the center 51 of the front wheel 50, and two arms of the present invention are connected to the arm 52 at fulcrums 53 and 54. The connection method is the same as that of the present invention shown in FIG. As described above, Fig. 10 · Fig. 2 · Fig. 3 respectively, but by moving the fulcrum position S or changing the length of arm Α · Β • C, the trajectory of the tip of arm Β , Can be changed.

Next, the operation of the embodiment of FIG. 3 will be described. (See the figure shown by the dotted line.) When the wheel 50 is pushed up by an external force, the arm 52 connected to the center 51 moves. Hereinafter, the operation of the arm of the present invention is the same as the operation of the arm of the present invention shown in FIG. 1, and the effect is also the same. A fourth embodiment of the present invention will be described. In the motorcycle 59, only a part of the body 60, the rear wheel 61, and the structure supporting the same are shown. . One end of an arm B is connected to the center 62 of the rear wheel 61, and the arm A is connected to the other end and the fulcrum 63. The other end of the arm A, the fulcrum 64, is connected to a highly scalable object such as an engine. One end of the arm C and a fulcrum 65 are connected to a highly rigid object such as a vehicle body, and the other end and a fulcrum 66 are connected to the arm B. In the case of a drive shaft drive, a drive force may be transmitted through the inside of the arm A and the arm B using a shaft or a gear, or the arm itself may be a shaft.

Next, the operation of the embodiment of FIG. 4 will be described (see FIG. 5). As described above, since the operation of the present invention is the same, the description is omitted, but it can be seen in FIG. 5 that the center 62 moves substantially on the 铂 line. This provides stable ffi power and enhances safety.

An embodiment of the present invention shown in FIG. 6 will be described. In the automobile 67, only a part of the main body 68 and the wheels and the structure supporting the same are shown. The center 70 of the wheel 69 is connected to the arm 71. One end of the arm 71 and a fulcrum 72 are connected to the upper arm 73, and the other end of the upper arm 73 and a fulcrum 74 are connected to the vehicle body. The other end of the arm 71 and the fulcrum 75 are connected to the arm B, and the arm of the present invention is hereinafter connected to the same as the above.

Next, the operation of the embodiment of FIG. 6 will be described (see the diagram shown by the dotted line). When the wheel 69 is pushed up by an external force, the center 70 is brought into contact with the upper arm 73 and the present invention. The robot moves on the locus determined by the arm 71 connected to the arm. At this time, since the track of the fulcrum 75 does not draw an arc, the distance from the fulcrum 76 does not change in a quadratic curve, so that the tread change can be almost suppressed. As a result, the course of the vehicle is less likely to be disturbed, and operability and safety are significantly improved. 2 The embodiment of FIG. 7 will be described. This means that the lower arm (arm consisting of A, B, and C) of the wheel support mechanism of the automobile shown in Fig. 6 has a center of 90 around the axis 82 connecting the upper arm 73 and the lower arm. The structure rotated to a certain degree is shown from above and inside the wheel.

The operation of the embodiment of FIG. 7 is the same as that of FIG. 6 described above, and will not be described. However, by arbitrarily setting the position of the lower arm about the axis 82 as shown in FIG. The effect of the load can be reduced. The embodiment of FIG. 8 will be described. In the vehicle 83, only a part of the main body 84, wheels and a structure for supporting the wheels are shown. The center 86 of the wheel 85 is connected to the arm 87. One port of arm 87, fulcrum 80, is connected to arm D, and the other end of arm D is connected to arm E by fulcrum 79. The other end of the arm E, the fulcrum 81, is connected to the vehicle body, and the arm F is connected at the fulcrum 77 and the fulcrum 79.

Next, the operation of the embodiment of FIG. 8 will be described (see the diagram shown by the dotted line). The operation of the present invention is almost the same as the operation of FIG. The difference is that the upper arm is arm D and arm E connected at the fulcrum 79, and the fulcrum 77 and the fulcrum 79 are connected by the arm F. These interactions have an anti-roll effect. Industrial applicability

As described above, the front wheel support mechanism, the rear wheel support mechanism, and the vehicle wheel support mechanism of the motorcycle using the arm of the present invention have improved stability, operability, and extremely enhanced safety. Moreover, its structure is extremely simple.

Claims

3 Scope of request

1. Two arms are connected at one movable point. One end of the arm is movable but the position is fixed, and the other arm has one end also movable but the position is fixed. Arms that allow movement that could not be achieved with a single arm by connecting the other arm.

2. A wheel support mechanism for a vehicle using the arm according to claim 1 and having an anti-roll effect on a vehicle body.