WO2018221222A1 - ストラドルドビークル - Google Patents

ストラドルドビークル Download PDF

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Publication number
WO2018221222A1
WO2018221222A1 PCT/JP2018/018917 JP2018018917W WO2018221222A1 WO 2018221222 A1 WO2018221222 A1 WO 2018221222A1 JP 2018018917 W JP2018018917 W JP 2018018917W WO 2018221222 A1 WO2018221222 A1 WO 2018221222A1
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WO
WIPO (PCT)
Prior art keywords
bar member
handle
bar
engine
body frame
Prior art date
Application number
PCT/JP2018/018917
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
拓実 平野
和洋 西田
秀成 河合
洋之 永本
亮 上野
Original Assignee
ヤマハ発動機株式会社
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 ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to JP2019522102A priority Critical patent/JP7025420B2/ja
Priority to TW107117208A priority patent/TWI667166B/zh
Publication of WO2018221222A1 publication Critical patent/WO2018221222A1/ja

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Classifications

    • 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
    • B62K21/00—Steering devices
    • B62K21/12—Handlebars; Handlebar stems
    • B62K21/14—Handlebars; Handlebar stems having resilient parts therein

Definitions

  • the present invention relates to a straddled vehicle having an engine and a bar handle.
  • Patent Document 1 discloses a handle in which an inner weight is accommodated inside a handlebar having a hollow cross section with an open end, and an outer weight is detachably attached to the inner weight. ing.
  • An object of the present invention is to obtain a configuration capable of reducing engine vibration transmitted to a grip portion of a bar handle in a straddled vehicle including an engine and a bar handle.
  • a vehicle with an engine is heavier than a vehicle without an engine.
  • a vehicle equipped with an engine has a higher vehicle speed than a vehicle equipped with no engine. Therefore, the required specifications of the bar handle of a vehicle equipped with an engine are different from those of a bar handle of a vehicle not equipped with an engine.
  • the present inventors have conceived the following configuration in consideration of the above points.
  • a straddled vehicle 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. And a bar handle supported by the vehicle.
  • the bar handle includes a vibration damping mechanism that attenuates engine vibration generated in the engine and transmitted to the bar handle through the vehicle body frame.
  • the vibration damping mechanism is disposed rightward of the center of the vehicle body frame in the left-right direction of the vehicle body frame, and a left bar is directly or indirectly supported by the steering shaft, and the vehicle body A separate bar member including a left bar member disposed on the left side of the center of the frame and having a right end portion directly or indirectly supported by the steering shaft, or in the left-right direction of the body frame, the body frame A single bar member having a right end portion positioned to the right of the center of the vehicle body and a left end portion positioned to the left of the center of the vehicle body frame, the center portion being directly or indirectly supported by the steering shaft; And a mounting part attached to the separate bar member or the single bar member.
  • the separate bar member or the single bar member includes an engine vibration input unit to which engine vibration generated in the engine is input, and a grip unit to be gripped by a vehicle occupant, and at least the engine vibration input unit
  • the portion between the holding portion and the grip portion includes a fiber reinforced resin in which the resin is reinforced with fibers without including a metal bar member.
  • the attachment component is attached to a part of the separate bar member or the single bar member that includes the fiber reinforced resin between the engine vibration input portion and the grip portion and in which the resin is reinforced with fibers.
  • the portion between the engine vibration input portion and the grip portion of the separate member or the single bar member does not include a metal bar member, and the resin is reinforced with fibers. Fiber reinforced resin.
  • An attachment component is attached to a portion between the engine vibration input portion and the grip portion and including a fiber reinforced resin in which the resin is reinforced with fibers.
  • the separate bar member or the single bar member and the attachment parts attached to them constitute a part of a vibration damping mechanism that attenuates engine vibration transmitted to the bar handle. Thereby, the engine vibration transmitted to the bar handle can be reduced.
  • the above-described configuration can reduce engine vibration transmitted to the bar handle.
  • the separate bar member or the single bar member may not be provided with a weight member inside or at the end. This can reduce the weight of the bar handle.
  • the separate bar member or the single bar member may include a fiber reinforced resin in which a resin is reinforced with a fiber without including a metal bar member.
  • the weight of the bar handle can be reduced, and the engine vibration transmitted from the engine to the bar handle can be more effectively reduced by the separate bar member or the single bar member as a part of the vibration damping mechanism.
  • the mounting part includes a switch part including a switch for performing an input operation on the straddled vehicle, a brake lever, and a brake including a brake lever mounting part for connecting the brake lever to the separate bar member or the single bar member. It may include at least one of an operation portion, a clutch lever including a clutch lever, and a clutch lever mounting portion for connecting the clutch lever to the separate bar member or the single bar member.
  • the parts attached to the bar handle of the straddled vehicle can be used as part of the vibration damping mechanism. Therefore, the weight of the bar handle can be reduced and the number of parts can be reduced as compared with the configuration in which the weight member is provided for damping the vibration of the bar handle.
  • the switch unit and the brake operation unit may be arranged on the separate bar member or the single bar member side by side in the left-right direction of the body frame.
  • the brake lever attachment part of the brake operation part may be attached to the separate bar member or the single bar member at a position closer to the engine vibration input part than the switch part.
  • the brake lever of the brake operation portion may extend outward from the brake frame from the brake lever mounting portion in the left-right direction of the body frame.
  • the engine vibration transmitted from the engine to the bar handle can be more effectively reduced by the switch unit and the brake operation unit.
  • the switch unit and the clutch operation unit may be arranged on the separate bar member or the single bar member side by side in the left-right direction of the body frame.
  • the clutch lever attachment part of the clutch operation part may be attached to the separate bar member or the single bar member at a position closer to the engine vibration input part than the switch part.
  • the clutch lever of the clutch operation portion may extend outward from the body frame from the clutch lever mounting portion in the left-right direction of the body frame.
  • the engine vibration transmitted from the engine to the bar handle can be more effectively reduced by the switch unit and the clutch operation unit.
  • the engine speed is obtained when the engine speed is equally divided into three areas of a low engine speed area, a medium engine speed area, and a high engine speed area.
  • the vibration of the bar handle may be reduced so that the vibration value of the bar handle is less than or equal to a threshold value when the rotation speed is.
  • the bar handle means a handle having a bar member.
  • the bar handle is a so-called separate handle that includes a bar member disposed to the right of the center of the body frame and a bar member disposed to the left of the center of the body frame in the left-right direction of the body frame. And a handle having a single bar member extending in the left-right direction through the center in the left-right direction of the body frame.
  • the separate bar member includes a bar member disposed to the right of the center of the body frame and a bar member disposed to the left of the center of the body frame in the left-right direction of the body frame. In the case of separate members, it means a combination of these bar members.
  • the single bar member has a right end portion positioned to the right of the center of the body frame and a left end portion to the left of the center of the body frame in the left-right direction of the body frame.
  • the single bar member is, for example, an integral cylindrical or columnar member.
  • the single bar member does not have to be formed integrally, and it is only necessary to continuously extend to the right and left from the center of the body frame.
  • the bar member means a member having a cylindrical shape or a column shape and having a long shape in one direction.
  • straddled vehicle is a vehicle in which an occupant sits on a seat while straddling the seat. Therefore, the straddled 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 an occupant straddles the seat.
  • the straddled vehicle also includes a scooter type vehicle.
  • the straddled vehicle According to the straddled 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.
  • FIG. 1 is a left side view of a vehicle according to Embodiment 1 of the present invention.
  • FIG. 2 is a diagram illustrating a schematic configuration of the vehicle and the bar handle, and vibration generated in the bar handle.
  • FIG. 3 is a top view of the vehicle as viewed from above.
  • FIG. 4 is a view of the left handle unit as viewed from the axial direction of the front fork.
  • FIG. 5 is a view of the right handle unit as viewed from the axial direction of the front fork.
  • FIG. 6 is a perspective view showing a schematic configuration of the right handle.
  • FIG. 7 is a view of the left handle unit and the right handle unit attached to the upper end portion of the front fork as viewed from the direction orthogonal to the axial direction of the front fork.
  • FIG. 8 is a graph showing the relationship between the engine speed and the steering wheel vibration value.
  • FIG. 9 is a top view of the bar handle of the vehicle according to the second embodiment.
  • the arrow F in the figure indicates the forward direction of the vehicle.
  • An arrow U in the figure indicates the upward direction of the vehicle.
  • An arrow R in the figure indicates the right direction of the vehicle.
  • An arrow L in the figure indicates the left direction of the vehicle.
  • the front-rear and left-right directions mean front-rear and left-right directions when viewed from the occupant driving the vehicle.
  • FIG. 1 is a side view illustrating the outline of the overall configuration of the vehicle 1 according to the first embodiment.
  • FIG. 2 is a diagram illustrating a schematic configuration of the vehicle and the bar handle, and vibration generated in the bar handle.
  • FIG. 3 is a top view schematically showing the overall configuration of the vehicle 1. With reference to FIG.1 and FIG.3, schematic structure of the vehicle 1 is demonstrated. The configuration and vibration of the bar handle shown in FIG. 2 will be described later.
  • the vehicle 1 is, for example, a motorcycle and includes a vehicle body 2, a front wheel 3, and a rear wheel 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 body frame 10 supports each component such as the body cover 5, the bar handle 6, the seat 7, and the power unit 8.
  • the power unit 8 includes an engine 8a.
  • the vehicle body frame 10 has a head pipe 11 and a main frame 12.
  • the head pipe 11 is located at the front portion of the vehicle 1 and rotatably supports a 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 vehicle body frame 10 is covered with a vehicle body cover 5.
  • the seat 7 is provided at the center portion of the vehicle 1 in the front-rear direction. As a result, the occupant grips the bar handle 6 located at the front portion of the vehicle 1 while straddling the seat 7.
  • the vehicle body frame 10 may be made of a metal material, or may be made of a fiber reinforced resin in which a resin is reinforced with fibers such as carbon fibers.
  • the body frame 10 may be made of any material as long as it can function as the 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 this embodiment is a so-called separate handle in which the left handle unit 20 and the right handle unit 30 are separated.
  • the bar handle 6 has a vibration damping mechanism 6a that reduces engine vibration transmitted from the engine 8a to the bar handle 6. The vibration damping mechanism 6a will be described later.
  • the left handle unit 20 and the right handle unit 30 are respectively connected to upper ends of a pair of front forks 13 and 14 that are connected to the steering shaft 15 so as to be rotatable around the steering shaft 15.
  • One front fork 13 of the pair of front forks 13, 14 is located on the left side of the vehicle 1 with respect to the steering shaft 15, and the other front fork 14 is located on the right side of the vehicle 1 with respect to the steering shaft 15.
  • a left handle holder 42 located at the right end of the left handle unit 20 is connected to the upper end of the one 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 other front fork 14.
  • the front wheel 3 is 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 rotation center of the front wheel 3.
  • 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.
  • the axis of the front forks 13 and 14 is indicated by X.
  • FIG. 4 is a diagram illustrating a schematic configuration of the left handle unit 20.
  • FIG. 4 is a view of the left handle unit 20 as viewed from the axial direction of the front fork 13.
  • the left handle unit 20 includes a left bar member 21 (separate bar member), a grip part 22, a switch box 24 (switch part), and a clutch operation part 26.
  • the left bar member 21 is arranged to the left of the center of the body frame 10 in the left-right direction of the body frame 10.
  • a right end portion of the left bar member 21 is connected to an upper end portion of one front fork 13 out of the pair of front forks 13 and 14 independently of a later-described right bar member 31.
  • the left bar member 21 has a left handle bar portion 41 and a left handle holder 42 (engine vibration input portion).
  • the left handle bar portion 41 and the left handle holder 42 are each integrally formed.
  • the left handle bar portion 41 and the left handle holder 42 are fixed by, for example, an adhesive. Note that the left handle bar portion 41 and the left handle holder 42 may be integrally formed.
  • the left handlebar portion 41 has a cylindrical shape.
  • the left handlebar portion 41 has one end portion in the longitudinal direction (the right end portion of the left handlebar portion 41) connected to the left handle holder 42. That is, the left handle bar portion 41 extends leftward 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 with the upper end portion of the front fork 13 passing therethrough.
  • the right end portion of the left bar member 21 is fixed to the upper end portion of the front fork 13. Therefore, the left handle holder 42 is an engine vibration input unit when engine vibration is transmitted from the engine 8 a to the left bar member 21.
  • the left bar member 21 has the same configuration as that of the right bar member 31 except that the left bar member 21 is opposite to the right bar member 31 described later. Since the detailed configuration of the right bar member 31 will be described later, description of the detailed configuration of the left bar member 21 is omitted.
  • the left handlebar portion 41 is provided with a grip portion 22, a switch box 24, and a clutch operation portion 26. That is, the grip part 22, the switch box 24 and the clutch operation part 26 are attachment parts attached to the left handlebar part 41. In the present embodiment, a vibration damping weight is not attached to the left end portion of the left handlebar portion 41. Thereby, the left handle unit 20 can be reduced in weight.
  • the grip part 22 is a cylindrical member made of resin, for example.
  • 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 part 22 is attached to the left handlebar part 41 so as to cover at least the left part of the center in the longitudinal direction.
  • a portion to which the grip portion 22 is attached and is gripped by the left hand of the passenger of the vehicle 1 is a grip portion 21 a. That is, the left bar member 21 has a grip portion 21a. Accordingly, a part of the grip portion 22 is located to the left of the left handlebar portion 41 with respect to the longitudinal center and between the engine vibration input portion (left handle holder 42) and the grip portion 21a.
  • the switch box 24 has a switch or the like (not shown) that controls the driving of the lights and the like of the vehicle 1. That is, the switch box 24 includes a switch that performs an input operation on the vehicle 1.
  • the clutch operation unit 26 includes a bracket 23 and a clutch lever 25.
  • the bracket 23 is a component that rotatably supports one end 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 operation unit 26 are closer to the left handle holder 42 than the center in the longitudinal direction on the left handle bar 41 (rightward from the center in the longitudinal direction of the left handle bar 41). Is attached.
  • 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 handle bar 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.
  • the grip portion 22, the bracket 23, and the switch box 24 are attached to the left handle bar portion 41 in this order from the left end portion to the left handle holder 42 in the order of the grip portion 22, the switch box 24, and the bracket 23.
  • the clutch lever 25 is rotatably connected to the bracket 23 at one end so as to be positioned 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 outward (leftward) of the vehicle 1 from the bracket 23 in the left-right direction of the body frame 10.
  • the left bar member 21 supports the grip portion 22, the clutch lever 25, the bracket 23, and the switch box 24.
  • the left handle unit 20 includes a left handle vibration damping mechanism 20a that attenuates engine vibration generated in the engine 8a and transmitted through the vehicle body frame.
  • the left handle vibration damping mechanism 20 a includes a left bar member 21 and mounting parts such as a grip portion 22, a clutch lever 25, a bracket 23, and a switch box 24.
  • the left handle vibration damping mechanism 20 a constitutes a part of the vibration damping mechanism 6 a of the bar handle 6. That is, the vibration damping mechanism 6 a includes the left bar member 21 and mounting parts such as the grip portion 22, the clutch lever 25, the bracket 23, and the switch box 24.
  • the portion between the engine vibration input portion (left handle holder 42) and the grip portion 21a in the left bar member 21 does not include a metal bar member, and the resin is reinforced with carbon fiber. And a mounting component is attached to the portion. Thereby, as will be described later, the engine vibration transmitted from the engine 8a to the grip portion 21a of the left bar member 21 can be reduced as compared with a metal bar handle.
  • FIG. 5 is a diagram illustrating a schematic configuration of the right handle unit 30.
  • FIG. 5 is a view of the right handle unit 30 as viewed from the axial direction of the front fork 14.
  • the right handle unit 30 includes a right bar member 31 (separate bar member), a grip portion 32, a switch box 34 (switch portion), a throttle case 36, and a brake operation portion 37. .
  • the right bar member 31 is arranged to the right of the center of the body frame 10 in the left-right direction of the body frame 10.
  • the left end portion of the right bar member 31 is connected to the upper end portion of the other front fork 14 of the pair of front forks 13 and 14 independently of the left bar member 21.
  • the right bar member 31 has a right handle bar portion 51 and a right handle holder 52 (engine vibration input portion).
  • the right handle bar portion 51 and the right handle holder 52 are each integrally formed.
  • the right handle bar portion 51 and the right handle holder 52 are fixed by, for example, an adhesive. Note that the right handle bar portion 51 and the right handle holder 52 may be integrally formed.
  • the right handlebar part 51 is cylindrical.
  • the right handle bar portion 51 is connected to the right handle holder 52 at one end portion in the longitudinal direction (the left end portion of the right handle bar portion 51). That is, the right handle bar portion 51 extends rightward 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 with the upper end portion of the front fork 14 penetrating therethrough.
  • 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 an engine vibration input unit when engine vibration is transmitted from the engine 8 a to the right bar member 31.
  • 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.
  • the right handlebar portion 51 is provided with a grip portion 32, a switch box 34, a throttle case 36, and a brake operation portion 37. That is, the grip part 32, the switch box 34, the throttle case 36, and the brake operation part 37 are attachment parts attached to the right handlebar part 51. In the present embodiment, no vibration damping weight is attached to the right end portion of the right handlebar portion 51. Thereby, the right handle unit 30 can be reduced in weight.
  • the grip part 32 is a cylindrical member made of resin, for example, like the grip part 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 is attached to the right handlebar portion 51 so as to cover at least the right portion from the center in the longitudinal direction.
  • the grip portion 31 a is a portion where the grip portion 32 is attached and gripped by the right hand of the passenger of the vehicle 1. That is, the right bar member 31 has a grip portion 31a. Therefore, a part of the grip portion 32 is located to the left of the center in the longitudinal direction with respect to the right handlebar portion 51 and between the engine vibration input portion and the grip portion 31a.
  • the switch box 34 has a starter switch for the vehicle 1. That is, the switch box 24 includes a switch that performs 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 the throttle opening is connected. Since the throttle cable and the throttle pipe have the same configuration as the known ones, their illustration is omitted.
  • the brake operation unit 37 includes a brake master cylinder 33 and a brake lever 35.
  • the brake master cylinder 33 is a component that rotatably supports one end 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 operation unit 37 are attached to the right handlebar unit 51 to the left of the center in the longitudinal direction.
  • the brake master cylinder 33, the switch box 34, and the throttle case 36 are arranged on 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 attached. That is, the brake master cylinder 33, the switch box 34, and the throttle case 36 are arranged in the order of the throttle case 36, the switch box 34, and the brake master cylinder 33 in the right handlebar portion 51 from the grip portion 32 toward the right handle holder 52. It is attached.
  • the grip portion 32, the brake master cylinder 33, the switch box 34, and the throttle case 36 are moved from the right end portion toward the right handle holder 52 toward the right handle bar portion 51, the grip portion 32, the throttle case 36, and the switch box 34. And the brake master cylinder 33 in this order.
  • the brake lever 35 is rotatably connected to the brake master cylinder 33 at one end so as to be positioned 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 outward (rightward) of the vehicle 1 from the brake master cylinder 33 in the left-right direction of the body frame 10.
  • 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 handle unit 30 has a right handle vibration attenuating mechanism 30a that attenuates engine vibration generated in the engine 8a and transmitted through the vehicle body frame.
  • the right handle vibration damping mechanism 30a includes a right bar member 31, and attachment parts such as a grip portion 32, a brake master cylinder 33, a switch box 34, a brake lever 35, and a throttle case 36.
  • the right handle vibration damping mechanism 30 a constitutes a part of the vibration damping mechanism 6 a of the bar handle 6. That is, the vibration damping mechanism 6 a includes the right bar member 31 and mounting parts such as the grip portion 32, the brake master cylinder 33, the switch box 34, the brake lever 35, and the throttle case 36.
  • the portion of the right bar member 31 between the engine vibration input portion (right handle holder 52) and the grip portion 31a is reinforced with carbon fiber without including a metal bar member.
  • a carbon fiber reinforced resin is included, and an attachment component is attached to the portion.
  • FIG. 6 shows a schematic configuration of the right bar member 31.
  • the right bar member 31 includes a right handle bar portion 51 and a right handle holder 52 (engine vibration input portion).
  • Each of the right handle bar portion 51 and the right handle holder 52 is a carbon fiber reinforced resin in which a resin (for example, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide, etc.) is reinforced by a fiber sheet containing carbon fiber. It is integrally formed of resin.
  • the fiber sheet means a member formed into a sheet shape (planar shape) by, for example, knitting or hardening fibers.
  • the right handle bar portion 51 and the right handle holder 52 are fixed by, for example, an adhesive. Note that the right handle bar portion 51 and the right handle holder 52 may be integrally formed.
  • the right handlebar part 51 is a cylindrical member.
  • the right handle bar portion 51 extends rightward from the right handle holder 52. That is, the left end portion of the right handle bar portion 51 in the longitudinal direction is connected to the right handle holder 52.
  • the right handlebar portion 51 is bonded by a resin in a state where fiber sheets containing carbon fibers are laminated in the radial direction. That is, the right handle bar portion 51 is made of a carbon fiber reinforced resin in which a resin is reinforced with carbon fibers without including a metal bar member.
  • the grip portion 32, the brake master cylinder 33, the switch box 34, and the throttle case 36 are attached to the outer peripheral surface of the right handlebar portion 51.
  • the grip portion 32 is attached to the right handlebar portion 51 so as to cover at least a portion on the right side of the central portion in the longitudinal direction.
  • a brake master cylinder 33, a switch box 34, and a throttle case 36 are attached to the left of the grip portion 31a in the longitudinal direction of the right handlebar portion 51.
  • the right handlebar portion 51 by laminating the fiber sheets 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 ensured.
  • the space between the right handle holder 52 and the grip portion 31a is made of carbon fiber reinforced resin in which the resin is reinforced with carbon fiber without including a metal bar member.
  • a portion of the right bar member 31 where the mounting parts such as the brake master cylinder 33, the switch box 34, and the throttle case 36 are attached between the right handle holder 52 and the grip portion 31a includes a metal bar member.
  • the resin is composed of a carbon fiber reinforced resin reinforced with carbon fibers.
  • a portion of the right bar member 31 between the right handle holder 52 and the grip portion 31a is a right handle vibration damping mechanism that reduces engine vibration transmitted to the right handle bar portion 51 together with the mounting part. It functions as at least a part of 30a.
  • 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 with the upper end portion of the front fork 14 passing therethrough. Engine vibration generated in the engine is input to the right handle holder 52 via the front fork 14. That is, the right handle holder 52 is an engine vibration input unit.
  • the right handle holder 52 includes a cylinder part 60, a hold part 70, and a handle bar connecting part 80.
  • the cylinder part 60 is a cylindrical shape that extends in the cylinder axis direction in this embodiment.
  • the tube portion 60 includes a cylindrical tube main body portion 66 and a pair of fastening portions 62 and 63.
  • the cylinder main body 66 is provided with a slit 61 that extends in the cylinder axis direction at at least one place in the circumferential direction.
  • the slit portion 61 extends from one end portion in the tube axis direction of the tube main body portion 66 to the other end portion. Thereby, the cylinder main body 66 is divided in the circumferential direction by the slit portion 61.
  • the circumferential ends facing the slit 61 are circumferential ends 60a and 60b. Note that the cylinder axis direction of the cylinder main body 66 coincides with the axial direction of the front fork 14.
  • the pair of fastening portions 62 and 63 are provided at the pair of circumferential end portions 60 a and 60 b of the tube main body portion 66 so as to protrude outward in the radial direction of the tube main body portion 66, respectively.
  • the slit portion 61 is formed between the circumferential end 60 a and the fastening portion 62, and the circumferential end 60 b and the fastening portion 63.
  • the cylinder part 60 has a pair of fastening parts 62 and 63 arranged on the left side and the right side of the slit part 61 in the circumferential direction.
  • the pair of fastening portions 62 and 63 are formed integrally with the tube main body portion 66.
  • one fastening portion 62 of the pair of fastening portions 62 and 63 has a cylindrical nut 64 inside.
  • the nut 64 is disposed in the fastening portion 62 such that the insertion direction of the bolt 65 is along a tangent to the outer peripheral surface of the tube main body 66 when the tube main body 66 is viewed from the tube axis 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 and 63 are arranged on the outer peripheral surface of the tube main body portion 66.
  • the insertion direction of the bolt 65 is indicated by a white arrow.
  • the other fastening portion 63 has a through hole 63a.
  • the through hole 63a penetrates the fastening portion 63 so as to follow a tangent to the outer peripheral surface of the cylinder main body 66 when the cylinder main body 66 is viewed from the cylinder 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 coincide with each other.
  • the bolt 65 penetrating the through hole 63 a of the other fastening portion 63 of the pair of fastening portions 62, 63 is attached to the nut 64 provided in the one fastening portion 62.
  • a pair of fastening parts 62 and 63 can be connected.
  • the pair of fastening portions 62 and 63 are connected by a bolt 65 in a state where the upper end portion of the front fork 14 passes through the cylinder main body portion 66. Thereby, the right handle holder 52 can be fixed to the upper end portion of the front fork 14.
  • the cylinder main-body part 66 is couple
  • each of the pair of fastening portions 62 and 63 are also joined by resin in a state where fiber sheets containing carbon fibers are laminated. That is, each of the pair of fastening portions 62 and 63 is also made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.
  • the fiber sheet of the pair of fastening portions 62 and 63 is integral with the fiber sheet of the tube main body portion 66. 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 tube main body portion 66.
  • the strength of the connection portion between the pair of fastening portions 62 and 63 and the tube main body portion 66 is increased. It can be improved.
  • the hold part 70 is cylindrical.
  • the hold unit 70 is arranged such that the axial direction is along the left-right direction.
  • the left end in the longitudinal direction of the right handlebar 51 is provided at the right end in the axial direction of the hold 70 so that the left end in the longitudinal direction of the cylindrical right handlebar 51 can be held.
  • An insertable circular groove is provided.
  • the holding part 70 is located outside the cylinder body 66 so that the longitudinal direction of the right handlebar part 51 is along the direction of the tangent to the outer peripheral surface of the cylinder body 66 when the cylinder body 66 is viewed from the cylinder axis direction.
  • the right handlebar part 51 is supported.
  • the hold unit 70 is bonded by a resin in a state where fiber sheets containing carbon fibers are laminated in the radial direction. That is, the hold unit 70 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.
  • the strength of the hold part 70 can be secured against the stress generated in the hold part 70 due to the input of force to the right handlebar part 51.
  • the handlebar connecting part 80 connects the cylinder part 60 and the holding part 70.
  • the handle bar connecting portion 80 projects radially outward from the outer peripheral surface of the tube main body 66 and in the tube axis direction. Therefore, the right handlebar portion 51 is connected to the tube main body portion 66 through the handlebar connecting portion 80 and the hold portion 70 in an offset state in the tube axis direction.
  • the handlebar connecting portion 80 is a virtual line M in which a fiber sheet containing carbon fibers connects a portion where the handlebar connecting portion 80 and the holding portion 70 are connected to a portion where the handlebar connecting portion 80 and the cylindrical portion 60 are connected. In a state of being stacked in a direction perpendicular to the substrate, they are bonded by resin. That is, the handle bar connecting portion 80 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.
  • the imaginary line M is the center in the front-rear direction and the up-down direction of the connecting portion of the handlebar connecting portion 80 and the holding portion 70 as viewed from the direction in which the handlebar connecting portion 80 extends, and the handlebar connecting portion 80 and the cylinder main body portion.
  • 66 is a line connecting the front-rear direction and the center in the up-down direction at the connection portion of 66.
  • the strength of the handlebar connecting portion 80 can be secured against the stress generated in the handlebar connecting portion 80 due to the input of force to the right handlebar portion 51.
  • the right bar member 31 is made of carbon fiber reinforced resin in which the resin is reinforced with carbon fiber, thereby reducing the weight of the vehicle body without increasing the size of the vehicle compared to a metal handle. I can plan.
  • the right bar member 31 by configuring the right bar member 31 with a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers, it is possible to ensure the necessary strength in each part of the right bar member 31.
  • the right bar member 31 is made of carbon fiber reinforced resin in which the resin is reinforced with carbon fiber, whereby engine vibration generated in the engine 8a is transmitted to the grip portion 31a of the right handle bar portion 51. Can be suppressed.
  • the left bar member 21 has the same configuration as the right bar member 31 except that the configuration is reversed from side to side. Therefore, the same effect as the right bar member 31 can be obtained by the configuration of the left bar member 21.
  • FIG. 8 shows an example of the relationship between the engine speed and the steering wheel vibration value. As shown in FIG. 8, the steering wheel vibration value changes according to the rotational speed of the engine 8a.
  • the handle vibration values shown in FIG. 8 are obtained by measuring the vibration of the central portion in the longitudinal direction in the left handle bar portion 41 of the left handle unit 20 in three directions, that is, left and right direction, up and down direction, and front and rear direction. This is the value of the body vibration obtained based on the value.
  • the handle vibration value was measured using a vibrometer while controlling the driving of the engine 8a so that the engine speed increased 1000 rpm in 5 seconds.
  • the vibration value of a bar handle made of carbon fiber resin reinforced with carbon fiber is shown by a solid line (“CFRP” in the figure), and the vibration value of an iron bar handle is shown by a broken line (in the figure). “STEEL”). Further, in FIG. 8, a case where a weight is provided at the left end portion of the left handle bar portion 41 of the left bar member 21 is indicated by a thick line (“with weight” in the drawing), and a weight is provided at the left end portion of the left handle bar portion 41. A case in which it is not provided is indicated by a thin line (“no weight” in the figure).
  • the weight attached to the bar handle is lighter than the weight attached to the iron bar handle.
  • the steering wheel vibration value increases as the engine speed increases.
  • the total engine speed range is divided into three equal parts, and the engine speed range from the low engine speed area to the low engine speed area, the medium engine speed area, and the high engine speed area, respectively.
  • the handle vibration value is set to a threshold value P or less in the low rotation speed region and the medium rotation speed region. be able to. Thereby, the vibration value transmitted to the passenger
  • the handle vibration value can be reduced as compared with an iron bar handle to which weights are attached (thick solid line and thick broken line in FIG. 8).
  • vibration can be reduced to the same extent as when a weight is attached in the medium rotation speed region without attaching a weight to the bar handle. (Thick solid line and thin solid line in FIG. 8).
  • the handle vibration value of the bar handle made of carbon fiber resin reinforced with carbon fiber can be reduced as compared with the bar handle made of iron. Further, in a bar handle made of a carbon fiber resin in which the resin is reinforced with carbon fiber, the natural frequency can be lowered by attaching a mounting part as compared with a bar handle made of iron. Therefore, by attaching the attachment part to the bar handle made of carbon fiber resin reinforced with carbon fiber, the handle vibration value can be further reduced as compared with the iron bar handle.
  • the vibration mode can be adjusted to easily reduce engine vibration transmitted to the handle.
  • the portion between the engine vibration input portion and the grip portion includes a carbon fiber reinforced resin in which the resin is reinforced with carbon fiber without including a metal bar member, However, it is attached between the engine vibration input part and the grip part and in a part including the carbon fiber reinforced resin in which the resin is reinforced with carbon fiber.
  • the engine vibration transmitted from the engine to the bar handle can be reduced as compared with the metal bar handle.
  • the engine vibration transmitted to the bar handle can be attenuated without providing a weight for vibration adjustment on the bar handle in the medium rotation speed region.
  • the weight of the bar handle can be reduced.
  • the present inventors have conceived the above-described configuration by examining the countermeasures against engine vibration transmitted to the grip portion of the bar handle including the separate handle as described above. Below, the content of the study conducted by the inventor will be described.
  • the inventors of the present invention first considered that when the weight is provided on the bar handle, the weight of the bar handle increases, so that the weight is omitted to reduce the weight of the bar handle. Then, the present inventors considered lowering the natural frequency of the bar handle to a frequency lower than the frequency that resonates with the vibration of the engine.
  • the present inventors paid attention to the fact that in the bar handle, attachment parts such as a grip part, a lever, and a switch part are provided in the handle bar part, and each of these attachment parts has a predetermined weight.
  • the inventors can easily adjust the natural frequency of the bar handle by increasing the weight of the mounting part so that the difference between the weight of the handle bar part and the weight of the mounting part is small. I noticed a point. However, it was also noticed that the overall weight of the bar handle increased.
  • the present inventors have found that the difference between the weight of the handlebar part and the weight of the mounting part can be reduced by reducing the weight of the handlebar part. That is, the present inventors include a fiber reinforced resin in which the resin is reinforced with fibers without including a metal bar member in at least a portion between the engine vibration input portion and the grip portion in the handlebar portion. This makes it possible to reduce the difference between the weight of the handlebar portion and the weight of the mounting part.
  • the present inventors have noticed that the natural frequency of the bar handle can be adjusted by adjusting the difference between the weight of the handle bar portion and the weight of the mounting part. By adjusting the natural frequency of the bar handle in this way, the engine vibration transmitted to the bar handle can be reduced. Thereby, the engine vibration transmitted to the grip part of the bar handle can be reduced.
  • the difference between the weight of the handlebar portion and the weight of the mounting part can be reduced, so that the vibration mode can be changed by adjusting the position of the mounting part in the handlebar portion. Can be adjusted. That is, the position of the vibration node and the antinode can be adjusted. Thereby, the engine vibration transmitted to the grip part of the bar handle can be reduced.
  • the present inventors include a fiber reinforced resin in which the resin is reinforced with a fiber in the handle bar portion at least between the engine vibration input portion and the grip portion and without including a metal bar member. I noticed that the natural frequency of the bar handle can be easily lowered by attaching a mounting part to the part. Therefore, the engine vibration transmitted to the grip portion of the bar handle can be reduced by attaching the attachment part to the above-described portion.
  • the handlebar portion at least a portion between the engine vibration input portion and the grip portion does not include a metal bar member, and includes a fiber reinforced resin in which a resin is reinforced with a fiber.
  • the handlebar portion can be reduced in weight.
  • the attachment component includes the fiber reinforced resin between the engine vibration input portion and the grip portion and does not include a metal bar member.
  • the handlebar portion at least a portion between the engine vibration input portion and the grip portion includes a fiber reinforced resin in which a resin is reinforced with a fiber without including a metal bar member.
  • the weight can be reduced as compared with a conventional metal handlebar portion. Therefore, even if a weight is provided on the handlebar portion, the weight of the weight can be reduced. Therefore, as described above, in the handlebar portion, at least a portion between the engine vibration input portion and the grip portion is made of a fiber reinforced resin in which a resin is reinforced with a fiber without including a metal bar member.
  • FIG. 9 is a diagram illustrating a schematic configuration of the bar handle 106 of the vehicle according to the second embodiment.
  • the vehicle instead of the left handle unit 20 and the right handle unit 30 in the first embodiment, the vehicle has a single handle bar 121 in which the left handle and the right handle are integrated.
  • symbol is attached
  • the bar handle 106 includes a handle bar 121 (single bar member), grip portions 22 and 32, switch boxes 24 and 34 (switch portion), a clutch operation portion 26, and a throttle case 36.
  • the brake operation unit 37 is provided.
  • the clutch operation unit 26 includes a bracket 23 (clutch lever mounting portion) and a clutch lever 25.
  • the brake operation unit 37 includes a brake master cylinder 33 (brake lever mounting portion) and a brake lever 35.
  • the handle bar 121 is composed of a single bar member from the left end to the right end. That is, the handle bar 121 is a bar member that is long in the left-right direction.
  • the handle bar 121 has a right end portion positioned to the right of the center of the body frame 10 and a left end portion positioned to the left of the center of the body frame 10 in the left-right direction of the body frame 10.
  • the central portion of the handlebar 121 in the longitudinal direction is connected to the steering shaft 15 (not shown) by a connecting member 142. That is, the handlebar 121 is supported by the steering shaft 15 at the center in the longitudinal direction. Therefore, in the handle bar 121, the part to which the connecting member 142 is attached is the engine vibration input part 121b to which the engine vibration generated in the engine 8a is input. That is, the handle bar 121 has an engine vibration input unit 121b.
  • the handle bar 121 is a fiber sheet in which a resin (for example, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide, etc.) contains carbon fibers, like the left bar member 21 and the right bar member 31 of the first embodiment.
  • the carbon fiber reinforced resin reinforced with is integrally formed. That is, the handle bar 121 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers without including a metal bar member.
  • the fiber sheet means a member formed into a sheet shape (planar shape) by, for example, knitting or hardening fibers.
  • the grip part 22, the switch box 24, and the bracket 23 are attached to the handle bar 121 in this order from the left end part toward the center part in the longitudinal direction.
  • the bracket 23 rotatably supports one end portion of the clutch lever 25.
  • the grip bar 32, the throttle case 36, the switch box 34, and the brake master cylinder 33 are attached to the handle bar 121 in this order from the right end toward the center in the longitudinal direction.
  • the brake master cylinder 33 rotatably supports one end portion of the brake lever 35.
  • grips in the handle bar 121 is the holding part 121a. That is, the handle bar 121 has a grip part 121a.
  • the grip portions 22 and 32, the bracket 23, the switch boxes 24 and 34, the clutch lever 25, the brake master cylinder 33, the brake lever 35, and the throttle case 36 are attachment parts attached to the handle bar 121.
  • vibration damping weights are not attached to the left end portion and the right end portion of the handle bar 121. Thereby, the weight reduction of the handle bar 121 can be achieved.
  • the bracket 23, the switch box 24, and the clutch lever 25 are attached to the handlebar 121 on the left side of the longitudinal center and between the engine vibration input part 121b and the grip part 121a.
  • a part of the grip part 22 is also located to the left of the longitudinal center with respect to the handle bar 121 and between the engine vibration input part 121b and the grip part 121a.
  • the brake master cylinder 33, the switch box 34, the brake lever 35, and the throttle case 36 are attached to the handlebar 121 to the right of the longitudinal center and between the engine vibration input portion 121b and the grip portion 121a. Yes.
  • a part of the grip part 32 is also located to the right of the longitudinal center with respect to the handle bar 121 and between the engine vibration input part 121b and the grip part 121a.
  • the bar handle 106 includes a vibration damping mechanism 106a that attenuates engine vibration transmitted from the engine 8a to the handle bar 121 via the vehicle body frame 10.
  • the vibration damping mechanism 106a includes a handle bar 121 and the mounting component.
  • the portion of the handle bar 121 between the engine vibration input portion 121b and the grip portion 121a is made of carbon fiber reinforced resin in which the resin is reinforced with carbon fiber without including a metal bar member. And attachment parts are attached to the part. Accordingly, as in the first embodiment, engine vibration transmitted from the engine 8a to the grip portion 121a of the bar handle 106 can be reduced as compared with a metal bar handle.
  • both the vibration reduction and weight reduction of the bar handle 106 can be achieved by the above-described configuration.
  • the left bar member 21, the right bar member 31, and the handle bar 121 are made of carbon fiber reinforced resin in which the resin is reinforced with carbon fiber.
  • the left bar member, the right bar member, and the handle bar at least a portion between the engine vibration input portion and the grip portion does not include a metal bar member, and the carbon fiber in which the resin is reinforced with carbon fiber.
  • the other part may be made of other materials such as metal, resin, and elastomer.
  • at least a portion between the engine vibration input portion and the grip portion is not only a carbon fiber reinforced resin in which a resin is reinforced with carbon fibers, but also a resin material or an elastomer. The material such as may be included.
  • the bracket 23, the switch boxes 24 and 34, the clutch lever 25, the brake master cylinder 33, the brake lever 35, and the throttle are attached to the left bar member 21, the right bar member 31, and the handle bar 121.
  • Case 36 is cited.
  • the attachment part may include other parts, or may include only a part of the above-described parts.
  • the left bar member 21, the right bar member 31, and the handle bar 121 are made of carbon fiber reinforced resin in which the resin is reinforced with carbon fiber.
  • the left bar member, the right bar member, and the handle bar may be made of a fiber reinforced resin in which the resin is reinforced with fibers other than carbon fibers (for example, aramid fibers, polyethylene fibers, glass fibers, etc.).
  • fibers other than carbon fibers for example, aramid fibers, polyethylene fibers, glass fibers, etc.
  • epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide, or the like is used as the resin.
  • the resin may be other types of resins as long as the resin can be reinforced with fibers.
  • the left bar member 21, the right bar member 31, and the handle bar 121 are made of a carbon fiber reinforced resin in which a resin is reinforced by a fiber sheet containing carbon fibers.
  • the left bar member, the right bar member, and the handle bar may be made of a fiber reinforced resin using fibers that are not knitted, instead of the fiber sheet.
  • the fiber may be a continuous fiber or a discontinuous fiber having a predetermined length (for example, 1 mm) or more.
  • the left bar member 21, the right bar member 31, and the handle bar 121 are made of a carbon fiber reinforced resin in which a resin is reinforced by a fiber sheet containing carbon fibers.
  • the said fiber sheet is couple
  • the carbon fiber reinforced resin may be composed of a composite material in which a carbon fiber reinforced resin layer reinforced with carbon fibers and a foamed resin layer containing a foamed synthetic resin are laminated in the thickness direction. This composite material has a pair of carbon fiber reinforced resin layers, and the foamed resin layer is disposed between the carbon fiber reinforced resin layers.
  • the weight of each member including the carbon fiber reinforced resin can be reduced and the thickness of each member can be easily changed as compared with the case where only the carbon fiber reinforced resin layer is used.
  • the weight for damping vibration is not attached to the left bar member 21, the right bar member 31, and the handle bar 121.
  • vibration damping weights may be attached to the left bar member 21, the right bar member 31, and the handle bar 121.
  • engine vibration can be reduced as in the configuration using the metal bar handle. Therefore, the weight of the bar handle can be reduced while reducing the engine vibration transmitted to the grip portion of the bar handle.
  • the right handle unit 30 and the bar handle 106 have the brake master cylinder 33.
  • the brake master cylinder 33 is used in a hydraulic brake system.
  • the vehicle brake system may be a mechanical brake system having a brake wire.
  • the brake lever is rotatably supported on the handlebar by the bracket, not the brake master cylinder.
  • the left handle unit 20 and the right handle unit 30 are respectively connected to the upper ends of the front forks 13 and 14 that are connected to the steering shaft 15 so as to be rotatable about the steering shaft 15. .
  • the left handle unit 20 and the right handle unit 30 may be directly connected to the steering shaft 15, or may be indirectly connected to the steering shaft 15 through other components. That is, the left handle unit 20 and the right handle unit 30 may be supported directly or indirectly by the steering shaft 15.
  • the left handlebar portion 41 and the right handlebar portion 51 are connected to the cylinder portion 60 in a state offset in the cylinder axis direction.
  • the left handlebar portion and the right handlebar portion may be connected to the cylinder portion without being offset in the cylinder axis direction.
  • the left handlebar portion and the right handlebar portion are not limited to the configuration of the first embodiment as long as the shape can configure a separate handle.
  • the bar handle 106 is connected to the steering shaft 15.
  • the bar handle 106 may be indirectly connected to the steering shaft 15 via other components. That is, the bar handle 106 may be supported directly or indirectly by the steering shaft 15.
  • the handle bar 121 is composed of a single bar member from the left end to the right end.
  • the handlebar may not be a single member as long as it extends continuously to the right and left from the center of the body frame 10 in the left-right direction.
  • the bar handle 6 is a so-called separate handle in which the left handle unit 20 and the right handle unit 30 are separated.
  • the bar handle 106 has the handle bar 121 comprised by the single bar member from the left end part to the right end part.
  • the configuration of the bar handle may be a configuration other than the configuration of each of the embodiments as long as it has a bar member extending in the left-right direction.
  • the vehicle 1 is not limited to a two-wheeled vehicle, and may be a three-wheeled vehicle or a four-wheeled vehicle as long as it has a bar handle and is driven by an engine. Any vehicle may be used. Further, the vehicle may include a drive source having a hybrid system in which an engine and a motor are combined.
  • the hybrid system includes, for example, a parallel hybrid, a series hybrid, a series parallel hybrid, a plug-in hybrid, and the like.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
PCT/JP2018/018917 2017-05-30 2018-05-16 ストラドルドビークル WO2018221222A1 (ja)

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JP2019522102A JP7025420B2 (ja) 2017-05-30 2018-05-16 ストラドルドビークル
TW107117208A TWI667166B (zh) 2017-05-30 2018-05-21 Straddle type vehicle

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JP2017-106456 2017-05-30
JP2017106456 2017-05-30

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JP3002372U (ja) * 1994-03-25 1994-09-20 株式会社マルイ 自転車に於けるパイプの締付固定構造
JPH1067376A (ja) * 1996-08-29 1998-03-10 Kawasaki Heavy Ind Ltd ハンドルバーの防振装置
JPH11310181A (ja) * 1998-02-24 1999-11-09 Honda Motor Co Ltd 車両用操向ハンドル
JP2000053062A (ja) * 1998-08-12 2000-02-22 Ogk Giken Kk ハンドルのグリップ
JP2004217070A (ja) * 2003-01-15 2004-08-05 Tokai Rubber Ind Ltd ハンドルバー用制振装置およびそれを用いたハンドルバー
JP2005036852A (ja) * 2003-07-18 2005-02-10 Tokai Rubber Ind Ltd ロッド部材用の制振装置
JP2005307915A (ja) * 2004-04-23 2005-11-04 Asahi Denso Co Ltd スロットルグリップ装置
US20110239814A1 (en) * 2010-03-30 2011-10-06 George John Athanasiou Shock and vibration damping handlebar mounting assembly

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JP5147569B2 (ja) 2008-06-30 2013-02-20 テルモ株式会社 ガイドワイヤ
CN202953121U (zh) * 2012-12-11 2013-05-29 源民安企业股份有限公司 吸震自行车车架
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JPH05147569A (ja) * 1991-11-29 1993-06-15 Tonen Corp 自転車用ハンドルバー
JPH06156354A (ja) * 1992-11-17 1994-06-03 Suzuki Motor Corp 自動２輪車のハンドルバー取付構造
JP3002372U (ja) * 1994-03-25 1994-09-20 株式会社マルイ 自転車に於けるパイプの締付固定構造
JPH1067376A (ja) * 1996-08-29 1998-03-10 Kawasaki Heavy Ind Ltd ハンドルバーの防振装置
JPH11310181A (ja) * 1998-02-24 1999-11-09 Honda Motor Co Ltd 車両用操向ハンドル
JP2000053062A (ja) * 1998-08-12 2000-02-22 Ogk Giken Kk ハンドルのグリップ
JP2004217070A (ja) * 2003-01-15 2004-08-05 Tokai Rubber Ind Ltd ハンドルバー用制振装置およびそれを用いたハンドルバー
JP2005036852A (ja) * 2003-07-18 2005-02-10 Tokai Rubber Ind Ltd ロッド部材用の制振装置
JP2005307915A (ja) * 2004-04-23 2005-11-04 Asahi Denso Co Ltd スロットルグリップ装置
US20110239814A1 (en) * 2010-03-30 2011-10-06 George John Athanasiou Shock and vibration damping handlebar mounting assembly

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TWI667166B (zh) 2019-08-01
TW201900484A (zh) 2019-01-01
JPWO2018221222A1 (ja) 2020-04-02

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