WO1999029562A1 - Motocycle - Google Patents

Motocycle Download PDF

Info

Publication number
WO1999029562A1
WO1999029562A1 PCT/US1997/022222 US9722222W WO9929562A1 WO 1999029562 A1 WO1999029562 A1 WO 1999029562A1 US 9722222 W US9722222 W US 9722222W WO 9929562 A1 WO9929562 A1 WO 9929562A1
Authority
WO
WIPO (PCT)
Prior art keywords
motorcycle
frame
bell crank
swing arm
pivotally mounted
Prior art date
Application number
PCT/US1997/022222
Other languages
English (en)
Inventor
Dan Gurney
Justin Gurney
Tim Gibson
John R. Ward
Original Assignee
All American Racers, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by All American Racers, Inc. filed Critical All American Racers, Inc.
Priority to AU55930/98A priority Critical patent/AU5593098A/en
Priority to PCT/US1997/022222 priority patent/WO1999029562A1/fr
Publication of WO1999029562A1 publication Critical patent/WO1999029562A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J35/00—Fuel tanks specially adapted for motorcycles or engine-assisted cycles; Arrangements thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/04—Frames characterised by the engine being between front and rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/005—Axle suspensions characterised by the axle being supported at one end only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/28—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay
    • B62K25/286—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay the shock absorber being connected to the chain-stay via a linkage mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles

Definitions

  • the present invention relates to a motorcycle configuration which substantially improves the handling characteristics of motorcycles designed for on- road use and makes such bikes more "user friendly.” Included in this novel configuration is a new swing arm suspension system for the rear wheel which cooperates with the new motorcycle configuration to enhance further the performance characteristics of the motorcycle.
  • a bike having a longer wheel base will generally be more stable in straight-line operation than one with a shorter wheel base, but may have less torsional rigidity and produce handling problems .
  • a shorter wheel base should produce more responsive steering and is thus normally quicker to react but tends to produce less straight-line stability.
  • a motorcycle with a shorter wheel base is also more susceptible to flipping over backwards during very rapid acceleration (a "wheelie") and over forwards (a “stoppie”) during hard braking when the weight of the motorcycle and its rider are thrust forwardly, predominantly onto the front wheel.
  • a wheelie very rapid acceleration
  • a stoppie forwards
  • the wheel base can be lengthened, but at the probable expense of responsiveness. It would be highly desirable to provide a motorcycle configuration which combined the benefits of both long and short wheel bases but not their detriments.
  • Aerodynamics is another aspect of motorcycle design.
  • An important part of the aerodynamic performance of a motorcycle includes the frontal area package made up of both bike and rider. Other things being equal, the larger the package, the greater the wind resistance.
  • frontal area is largely determined by the positioning of the rider on the bike. The handle bars are lowered and the foot pedals are moved rearward to lower the profile of the rider. While this may reduce wind resistance, it also reduces comfort and is tiring on the rider's arms, wrists, back and neck. Again, it would be desirable to obtain the benefits of a smaller frontal area package, but without a tradeoff in comfort.
  • the motorcycle configuration of the present invention provides the improved handling characteristics associated with a reduction in weight, improved braking and suspension systems, both long and short wheel bases and a smaller frontal package area but without the negative tradeoffs generally associated with many of these features.
  • the motorcycle of the present application has excellent handling and performance characteristics and is both easy and fun to ride.
  • the present invention relates to a motorcycle having improved handling characteristics as a result of a configuration providing a substantial reduction in the elevation of the center of gravity relative to conventional motorcycle configurations.
  • the motorcycle of the present invention positions the fuel tank between the engine and rear wheel on the lowermost portion of the frame and the rider's seat directly over the fuel tank. As a result, the seat is disposed below the elevation of the tops of the motorcycle wheels .
  • the composite center of gravity defined by the rider and motorcycle is substantially lowered and the handling characteristics of the motorcycle and the overall ride are substantially improved. It also allows for a slight increase in the wheel base of the bike to enhance stability while concurrently improving the responsiveness of the bike.
  • the motorcycle is more resistant to flipping rearwardly and forwardly during rapid acceleration and deceleration thereby further enhancing the rider's control over the bike and increasing the effectiveness of the brakes during attempted rapid deceleration.
  • the aforesaid positioning of the rider's seat also allows for the positioning of the rider's feet forwardly of the rider thereby providing a more comfortable riding positing while concurrently presenting a smaller frontal package to reduce wind resistance.
  • the motorcycle of the present invention is preferably provided with a horizontally disposed swing arm which provides a protective housing for the rear shock absorber and carries the shock absorber in a bell-crank mounting to provide an adjustable and highly durable rear suspension system.
  • the horizontal disposition of the swing arm and shock absorber additionally complements the above- described motorcycle configuration by further lowering of the center of gravity of the motorcycle .
  • the present invention also preferably employs a single or twin- cylinder engine to reduce the transverse dimension of the motorcycle forwardly of the seat and facilitate the comfortable positioning of the rider's legs in a forward position.
  • Figure 1 is a side view of a motorcycle of the present invention.
  • Figure 2 is a side view of the motorcycle of the present invention with a rider illustrated thereon in phantom lines.
  • Figure 3 is a top plan view of a portion of the preferred embodiment of the motorcycle of the present invention showing the positioning of the preferred swing arm thereon .
  • Figure 4 is a side view of the preferred embodiment of the motorcycle of the present invention.
  • Figure 5 is a partial top plan view of the preferred swing arm assembly of the present invention.
  • Figure 6 is a side schematic view of the preferred swing arm assembly of the present invention showing the movement of the swing arm as the rear motorcycle wheel moves upwardly with respect to the frame .
  • Figure 7 is a schematic side view of the preferred swing arm assembly of the present invention showing the movement of the swing arm as the rear motorcycle wheel moves downwardly with respect to the frame .
  • Figure 8 is a sectional view taken along the line 8-8 in Figure 6.
  • Figure 9 is a sectional view taken along the line 9-9 in Figure 1.
  • Figure 10 is a side view of the bell crank employed in the swing arm assembly of the present invention.
  • the motorcycle 10 of the present invention differs from conventional motorcycles primarily in the configuration of the frame 12 and the positioning of various components so as to lower the driver's seat 14 to an elevation of not more than 20 inches above the ground, and more preferably, an elevation of not more than about eighteen inches. So positioned, the seat 14 is disposed below the tops of both the front and rear wheels 16 and 18. A typical seat elevation for a motorcycle designed for on-road use is about twelve inches higher than seat 14.
  • Motorcycle seats are padded for comfort and seat 14' is preferably provided with padding 14' .
  • the thickness of padding 14' will necessarily affect the elevation of the rider relative to the ground and thus affects the elevation of the composite center of gravity of the motorcycle and rider.
  • the thickness of padding 14' is only relevant here when the padding is compressed (when a rider is sitting on the seat) and different paddings will vary in the extent to which they will compress even under identical loads. Accordingly, the seat elevations recited above refer to the distance above the ground of the substantially horizontal rider support surface S defined by seat 14 and do not include the thickness of any compressible padding 14' thereon.
  • the frame 12 which is preferably of a metal tubular construction, is configured so as to extend rearwardly and downwardly at a relatively steep inclination from the forward upper end 20 thereof in which the front forks 22 are mounted in a conventional manner.
  • the forward end portion 20 of frame 12 is triangularly shaped so as to form an enclosure 21 for the oil tank (not shown).
  • a support truss (not shown) is provided on both sides of bar 24 which extends between and is welded to bar 24 and the upper forward end portion 20 of the frame for additional support.
  • Support bar 24 also carries the foot rests 26 proximate its lower end, forwardly of and below seat 14.
  • a pair of converging tubular members 28A and 28B project downwardly and rearwardly from both sides of the forward frame end portion 20 to a pair of vertical support members 30 disposed on opposed sides of the gas tank 32 proximate the forward ends 32A of gas tank 32 and 14A of seat 14.
  • a tubular member 28C extends diagonally adjacent gas tank 32 to lower supports 25 from the junctures of members 28A and 28B and vertical members 30.
  • Frame 12 also includes a pair of vertically extending tubular members 31 disposed on opposite sides of the frame proximate the rearward ends 32B of gas tank 32 and 14B of seat 14.
  • Members 31 extend upwardly from the lowermost frame members 25 on opposite sides of frame 12 and are spanned by a pair of vertically spaced horizontal frame members (not seen) disposed proximate the upper and lower rear edges of fuel tank 32.
  • Another pair of tubular support members 33 extend from the lowermost tubular supports 25 of frame 12 on opposite sides thereof to an upper rear frame member (not shown) disposed within rear fender 35 and to which the upper ends of the rear shock absorber 44 are secured.
  • the swing arm assemblies 34 for carrying the twin suspension on motorcycle 10 are pivotally mounted on opposite sides of frame 12 on the vertical supports 30 at 37.
  • the swing arm assemblies 34 each compromise four tubular members 34A-34D which are joined together adjacent a hub 39 and rearwardly diverge therefrom.
  • Members 34A- 34D terminate at their divergent end in a pair of spaced parallel upstanding members 36 (only the outermost member being shown) .
  • a pair of vertically spaced laterally extending tubular members extend between members 34A and 34C and members 34B and 34D at their divergent ends and an array of four converging tubular members (only 40A and 40B being seen) extend from members 34A-D at their divergent ends to a wheel pivot mounting fitment 42.
  • the spring shocks 44 are carried by and extend between upstanding flanges 46 on the rear ends of the swing arm assemblies 34 and opposite sides of the frame 12 on the upper end portions of tubular members 33 adjacent fender 35.
  • the motorcycle 10 can also include an air box 52 defining air inlets 54 (only one being shown) which communicate with the carburetor throats 56 via air ducts 58.
  • An air bag 60 can also be carried by the air box to protect the rider.
  • the engine 15, exhaust tube 62, muffler 64 front and rear fenders 35 and 66 are also shown in Figures 1 and 2.
  • the above-described frame configuration enables the gas tank 32 to be mounted on the lowermost portion of frame 12 and the rider's seat 14 to be disposed directly over the gas tank 32, while the motorcycle frame 12 and swing arm assemblies 34 cooperate to project about and protect the gas tank.
  • the elevation of the seat 14 above the ground is thus minimized, limited solely by the presence of the drive chain. Through such a configuration, a seat elevation of about 18 inches is obtained plus the thickness of the seat padding 14' .
  • the use of a direct drive in lieu of a drive chain could allow for further reduction in the elevation of the motorcycle seat .
  • FIG. 2 The effect of the lowering of the elevation of the rider's seat is illustrated in Figure 2 wherein a motorcycle rider 70 is depicted thereon in phantom lines.
  • the center of gravity of motorcycle 10 with the rider 70 seated thereon (referred to herein as "the composite center of gravity") is substantially lower than the composite center of gravity of the same rider seated on a conventionally configured motorcycle.
  • the composite center of gravity is substantially lower than the composite center of gravity of the same rider seated on a conventionally configured motorcycle.
  • such a seating position allows for the foot rests 26 to be positioned below and forwardly of the rider which is both a comfortable riding position and, in cooperation with the positioning of seat 14, presents a small frontal package to minimize wind resistance.
  • motorcycle 10 provides both comfort and superior handling characteristics .
  • FIG. 3-8 A preferred embodiment of the present invention is shown in Figures 3-8 and 10.
  • the motorcycle 100 illustrated therein differs from motorcycle 10 primarily in the configurations of the swing arm assemblies and the shock absorbers carried thereby.
  • Figure 4 includes minor modifications in the configuration of the motorcycle frame, such modifications do not affect the positioning of motorcycle components described above, e.g., seat, gas tank, engine, footrests, etc. and thus are merely illustrative of variations in the frame configuration which can be made in carrying out the present invention.
  • swing arm 102 comprises a tapered protective housing portion 108 for a shock absorber 106, a transversely disposed cylindrical pivot mount 110 formed at the forward end of housing portion 108 for the pivotal securement of the forward end of the swing arm 102 to opposite sides of the motorcycle frame 112 at 114.
  • This pivotal connection is provided by a pair of locking bolts (not shown) threadably engaging the opposed ends 110' and 110'' of pivot mount 110 (see Fig. 5) .
  • the protective housing portion 108 of swing arm 102 is open at its upper end 115 to facilitate the mounting of the shock absorber 106 therein and is provided with a smaller cutout area 116 in the lower surface thereof to provide visual and physical access to the under side of the shock absorber 106.
  • a tubular portion 118 of swing arm 102 extends rearwardly from housing portion 108, terminating in a hub mount 124 to provide a bolted securement of the rear end 126 of swing arm 102 to the rear axle of the motorcycle adjacent rear wheel hub 128 as shown in Figure 5.
  • the tubular portion 118 includes a curvilinear portion 120 so as to provide clearance for the rear motorcycle wheel 112.
  • a bolt anchor 130 is provided on swing arm 102 adjacent the rearward end of the curvilinear portion 120 of the swing arm 102 to anchor the swing arm to the rear brake calipers (not shown) .
  • the shock absorber 106 preferably utilized with swing arm 102 is a small oil or gas filled spring shock such as a Koni model no. 2812. Shock absorber 106 is secured at its forward end within the housing portion 108 of swing arm 102 by means of a conventional flexible ball joint connection 134 intermediary of the extended ends 110' and 110" of pivot mount 110 as seen in Figure 5.
  • the rear extensible portion 136 of shock absorber 106 is also secured by means of a flexible ball joint connection 138 to a bell crank 140.
  • Bell crank 140 is pivotally mounted on and between a pair of spaced-apart flanges 142 projecting downwardly from the underside of the swing arm 102 at the forward end of the housing portion 108 thereof as shown in Figures 6-8.
  • One end 144 of a push/pull rod 144 is pivotally mounted on the bell crank 140 at 147.
  • the other extended end 148 of push/pull rod 146 is pivotally mounted on the motorcycle frame 112 at 149.
  • bell crank 140 The configuration of bell crank 140 is best seen in Figures 8 and 10. As seen therein, the bell crank comprises a lower base portion 140A and a pair of spaced- apart plates 140B and 140C projecting upwardly from base portion 140A. Plates 140B and 140C can be welded onto base portion 140, or the bell crank 140 can be formed of single-piece construction. Bell crank 140 is provided with a pair of spaced and axially aligned apertures 152 in the upper end portions of plates 140B and 140C for the pivotal mounting thereon of the rear end portion 136 of the shock absorber 106 by means of ball joint connection 138.
  • An aperture 154 is provided in the lower base portion 140A of the bell crank for pivotally mounting the bell crank between the depending flanges 142 on the underside of the swing arm 102.
  • a pair of axially aligned apertures 156 are also provided in bell crank plates 140B and 14OC for the pivotal securement of the bell crank to the push/pull rod 146.
  • apertures 152, 154 and 156 on bell crank 140 are significant.
  • excellent performance has been realized by vertically aligning apertures 152 and 154 such that the spacing therebetween is 4.3 inches.
  • This spacing is designated L 2 in Figure 10.
  • the distance between apertures 154 and 156 CL- ) is 1.4 inches.
  • - defines an angle of 40 degrees with respect to L 2 .
  • L 3 defines an angle of 15.5 degrees with respect to L 2 and aperture 156 is disposed 3.227 inches below aperture 152 as measured along L 2 .
  • Figure 6 illustrates in dotted lines the positioning of the rear motorcycle wheel 122 and swing arm 102, including bell crank 140 and push/pull rod 146, as the rear wheel 122 is forced upwardly relative to the frame (not shown) when the shock absorber 106 is compressed.
  • Figure 7 illustrates these same components in solid lines for normal, smooth riding conditions and in dotted lines when rear wheel 122 is extended relative to the frame (not shown) as occurs, for example, when the rear wheel raises off the roadway.
  • the result of the multiple pivot point mountings provided by the aforesaid swing arm and shock absorber configurations is a very smooth riding motorcycle with excellent handling characteristics, a well protected rear shock absorber and a low center of gravity.
  • the push/pull rod 146 By configuring the push/pull rod 146 such that it is adjustable in length, the ride height of the motorcycle could be varied for different applications.
  • variations in the relative positioning of the mounting apertures in the bell crank 140 allow for the fine tuning of the rear suspension system of the motorcycle for different riders and conditions .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

L'invention se rapporte à un motocycle possédant des caractéristiques perfectionnées de maniabilité et de confort du pilote qui découlent de la structure de ce motocycle, cette structure assurant une diminution importante de la hauteur du centre de gravité composé du motocycle et du pilote assis sur ce dernier. Ce motocycle (10) est conçu de telle sorte que le réservoir de carburant (32) se trouve à l'arrière du moteur (15) sur la partie la plus basse du cadre (12) et que le siège (14) du pilote se trouve directement au-dessus du réservoir de carburant (32), et donc à une hauteur ne dépassant pas 20 pouces par rapport à la surface de la chaussée. Les repose-pied (26) sont positionnés à l'avant du siège (14) et à un niveau inférieur à ce dernier de manière à définir une position de conduite confortable, quoique basse, qui minimise la résistance au vent. L'ensemble bras oscillant arrière utilisé de préférence sur ce motocycle est de préférence disposé horizontalement et orienté vers l'arrière à partir d'un organe de montage pivotant (110) situé sur le cadre le long d'un côté de la roue arrière et définit, à proximité de son extrémité avant, un logement protecteur (108) destiné à l'amortisseur (106) qui est monté pivotant en position horizontale sur un levier coudé (140) dans le but d'assurer une suspension perfectionnée de la roue arrière (122) qui, en raison de sa configuration horizontale en-ligne, abaisse encore le centre de gravité composé du motocycle.
PCT/US1997/022222 1997-12-05 1997-12-05 Motocycle WO1999029562A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU55930/98A AU5593098A (en) 1997-12-05 1997-12-05 Motorcycle
PCT/US1997/022222 WO1999029562A1 (fr) 1997-12-05 1997-12-05 Motocycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1997/022222 WO1999029562A1 (fr) 1997-12-05 1997-12-05 Motocycle

Publications (1)

Publication Number Publication Date
WO1999029562A1 true WO1999029562A1 (fr) 1999-06-17

Family

ID=22262203

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1997/022222 WO1999029562A1 (fr) 1997-12-05 1997-12-05 Motocycle

Country Status (2)

Country Link
AU (1) AU5593098A (fr)
WO (1) WO1999029562A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2847224A1 (fr) * 2002-11-15 2004-05-21 Franck Jean Savard "2 roues" monotraces, optimises pour avoir un centre de gravite global(engin plus utilisateur(s))aussi bas que possible et equipements securitaires associes
EP1627805A1 (fr) * 2004-08-20 2006-02-22 HONDA MOTOR CO., Ltd. Système de suspension dans un véhicule à piles à combustible
CN101712354A (zh) * 2008-09-30 2010-05-26 本田技研工业株式会社 鞍乘型车辆
CN105480343A (zh) * 2014-10-02 2016-04-13 川崎重工业株式会社 摩托车
JP2020032885A (ja) * 2018-08-30 2020-03-05 本田技研工業株式会社 鞍乗り型車両の車体フレーム構造

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE487032A (fr) *
DE3442574A1 (de) * 1984-11-22 1986-05-28 Herbert Dipl.-Ing. 6100 Darmstadt Ohl Einspuriges kraftfahrzeug
US4724920A (en) * 1985-12-06 1988-02-16 Honda Giken Kogyo Kabushiki Kaisha Rear suspension systems for automatic two-wheeled vehicles
EP0288370A2 (fr) * 1987-04-21 1988-10-26 Honda Giken Kogyo Kabushiki Kaisha Dispositif de support de roue arrière de motocyclette
JPH07257469A (ja) * 1994-03-25 1995-10-09 Suzuki Motor Corp 小型車両の後輪懸架装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE487032A (fr) *
DE3442574A1 (de) * 1984-11-22 1986-05-28 Herbert Dipl.-Ing. 6100 Darmstadt Ohl Einspuriges kraftfahrzeug
US4724920A (en) * 1985-12-06 1988-02-16 Honda Giken Kogyo Kabushiki Kaisha Rear suspension systems for automatic two-wheeled vehicles
EP0288370A2 (fr) * 1987-04-21 1988-10-26 Honda Giken Kogyo Kabushiki Kaisha Dispositif de support de roue arrière de motocyclette
JPH07257469A (ja) * 1994-03-25 1995-10-09 Suzuki Motor Corp 小型車両の後輪懸架装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 096, no. 002 29 February 1996 (1996-02-29) *

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2847224A1 (fr) * 2002-11-15 2004-05-21 Franck Jean Savard "2 roues" monotraces, optimises pour avoir un centre de gravite global(engin plus utilisateur(s))aussi bas que possible et equipements securitaires associes
WO2004045942A1 (fr) * 2002-11-15 2004-06-03 Franck Savard Vehicule a deux roues monotraces, optimiser pour avoir un centre de gravite aussi bas que possible
EP1627805A1 (fr) * 2004-08-20 2006-02-22 HONDA MOTOR CO., Ltd. Système de suspension dans un véhicule à piles à combustible
US7484582B2 (en) 2004-08-20 2009-02-03 Honda Motor Co., Ltd Suspension system in fuel cell electric vehicle
CN101712354A (zh) * 2008-09-30 2010-05-26 本田技研工业株式会社 鞍乘型车辆
CN105480343A (zh) * 2014-10-02 2016-04-13 川崎重工业株式会社 摩托车
EP3006320A1 (fr) * 2014-10-02 2016-04-13 Kawasaki Jukogyo Kabushiki Kaisha Motocyclette
JP2016068920A (ja) * 2014-10-02 2016-05-09 川崎重工業株式会社 自動二輪車
US9493207B2 (en) 2014-10-02 2016-11-15 Kawasaki Jukogyo Kabushiki Kaisha Motorcycle
CN105480343B (zh) * 2014-10-02 2018-04-20 川崎重工业株式会社 摩托车
JP2020032885A (ja) * 2018-08-30 2020-03-05 本田技研工業株式会社 鞍乗り型車両の車体フレーム構造

Also Published As

Publication number Publication date
AU5593098A (en) 1999-06-28

Similar Documents

Publication Publication Date Title
US7374007B2 (en) Wheeled vehicle with leg shield
CN100379639C (zh) 全地形车辆
US6203042B1 (en) Bicycle rear suspension system providing relative rearward motion of rear axle
US5725227A (en) Suspension system for a bicycle
US5749590A (en) Suspension fork assembly
CA1056313A (fr) Vehicule stabilise a trois roues
US7445070B1 (en) Three wheel motorcycle
US5489139A (en) Parallel link seatpost suspension
US6164676A (en) Variable reduction cross-linkage for rear suspension bicycle
US5607171A (en) Recumbent bicycle
JP4011769B2 (ja) 自動二輪車のボトムリンク式前輪懸架装置
US7647996B2 (en) All-terrain vehicle
US7270212B2 (en) Wheeled vehicle with foot guide
US20040061305A1 (en) Rear wheel suspension system for a bicycle
US20030038450A1 (en) Rear suspension system for two-wheeled vehicles, particularly bicycles
JP2004082850A (ja) 自動二輪車等車両におけるリンク式フロントサスペンション装置
US5671936A (en) Shock absorbing bicycle frame apparatus
US6761241B2 (en) Front suspension fork assembly
EP2147852A1 (fr) Tricycle à position couchée
US6668959B2 (en) Scooter with integral frame mounted shock absorber
US7309081B1 (en) Four wheel off-road vehicle
US4592441A (en) Three-wheeled motor vehicle with pivotable frame
WO1999029562A1 (fr) Motocycle
US6837506B2 (en) Bicycle frame
US7021664B2 (en) Fuel tank for an all-terrain vehicle

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AL AM AT AU AZ BA BB BG BR BY CA CH CN CU CZ DE DK EE ES FI GB GE GH HU ID IL IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MD MG MK MN MW MX NO NZ PL PT RO RU SD SE SG SI SK SL TJ TM TR TT UA UG UZ VN YU ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH KE LS MW SD SZ UG ZW AM AZ BY KG KZ MD RU TJ TM AT BE CH DE DK ES FI FR GB GR IE IT LU MC NL PT SE BF BJ CF CG CI CM GA GN ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

122 Ep: pct application non-entry in european phase