WO2019097908A1 - Composant de transmission à charge variable pour véhicule à enfourcher, véhicule à enfourcher et procédé de moulage par injection de moyeu d'embrayage - Google Patents

Composant de transmission à charge variable pour véhicule à enfourcher, véhicule à enfourcher et procédé de moulage par injection de moyeu d'embrayage Download PDF

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Publication number
WO2019097908A1
WO2019097908A1 PCT/JP2018/037774 JP2018037774W WO2019097908A1 WO 2019097908 A1 WO2019097908 A1 WO 2019097908A1 JP 2018037774 W JP2018037774 W JP 2018037774W WO 2019097908 A1 WO2019097908 A1 WO 2019097908A1
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WO
WIPO (PCT)
Prior art keywords
variable load
vehicle
load transfer
transfer component
main body
Prior art date
Application number
PCT/JP2018/037774
Other languages
English (en)
Japanese (ja)
Inventor
将光 篠宮
拓実 平野
秀成 河合
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 JP2019515387A priority Critical patent/JP7252889B2/ja
Publication of WO2019097908A1 publication Critical patent/WO2019097908A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/02—Hubs adapted to be rotatably arranged on axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/02—Hubs adapted to be rotatably arranged on axle
    • B60B27/04—Hubs adapted to be rotatably arranged on axle housing driving means, e.g. sprockets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M21/00—Transmissions characterised by use of resilient elements therein
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present invention relates to a straddled vehicle for straddled vehicle which is used in straddled vehicle and to which a fluctuating load is input, a straddled vehicle provided with the fluctuating load transmission component for straddled vehicle, and a method for injection molding of a clutch hub.
  • a straddled vehicle for straddled vehicle which is used in straddled vehicle and to which a fluctuating load is input
  • a straddled vehicle provided with the fluctuating load transmission component for straddled vehicle
  • a method for injection molding of a clutch hub is about.
  • a straddled vehicle such as a two-wheeled motor vehicle
  • the power of the engine is transmitted to the rear wheels which are driving wheels.
  • the torque fluctuation of the engine is transmitted to the rear wheels.
  • a sprocket connected to a drive chain is provided with a clutch hub and a rear wheel with a wheel hub, respectively, via a hub damper.
  • a straddled vehicle in which a clutch hub and a wheel hub are connected is known.
  • the wheel hub and the clutch hub which receive a fluctuating load are generally made of a metal material in order to secure rigidity.
  • a damper rubber is provided between a partition formed on the wheel hub and a claw provided on the driven flange. The claws transmit engine power to the partition of the wheel hub via the damper rubber. This alleviates the torque fluctuation.
  • weight reduction of components for straddled vehicles used for straddled vehicles is also demanded. If the thickness of the straddled vehicle component is reduced to reduce the weight of the straddled vehicle component, the rigidity of the straddled vehicle component is reduced.
  • the components for Straddle vehicles also have to meet the requirements of the application. Specifically, with respect to components such as a clutch hub, to which a variable load is input or output, as described above, while securing rigidity and reducing weight, the load felt by the passenger of the Straddle vehicle such as torque fluctuation. There is a demand to mitigate the fluctuation.
  • the present invention can further reduce the weight while securing the rigidity, and can reduce the fluctuation of the input load or the output load to reduce the fluctuation felt by the passenger of the Straddle vehicle.
  • An object of the present invention is to obtain a load part, a straddle vehicle equipped with the same, and a method of injection molding a clutch hub.
  • a variable load transfer component for a straddle vehicle is a straddled vehicle for use in a straddled vehicle having a rear arm supporting a rear wheel, and a body frame supporting a seat on which an occupant sits and a drive source.
  • a variable load transfer component for a straddle vehicle comprising: The straddled vehicle variable load transfer component is attached to the rear arm, the drive source or the vehicle body frame, or is provided in a power transmission path between the drive source and the rear wheel.
  • variable load input unit and the variable load output unit are disposed at positions separated in a direction different from the input direction of the variable load input to the variable load input unit, and the variable load input unit, the variable load transmission
  • the unit and the variable load output unit are integrally formed of a fiber reinforced resin reinforced by fibers.
  • variable load transfer component for straddle vehicle is used as a fiber reinforced resin to utilize its material properties, and while reducing the weight and the rigidity of the variable load transfer member, the variable load transfer component for straddle vehicle itself The effect of relieving load fluctuation is obtained.
  • variable load input unit and the variable load output unit are arranged at a position separated in a direction different from the input direction of the variable load input to the variable load input unit.
  • a tensile force is applied to the variable load transfer unit.
  • fiber reinforced resin has intensity to tensile force, the above-mentioned fluctuation load transmitting part is minutely deformed by tensile force, and it is possible to ease fluctuation of load by this deformation.
  • variable load transfer component for a straddle vehicle, which is reduced in weight while securing rigidity and also capable of reducing a variable load.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the fiber reinforced resin is a carbon fiber reinforced resin in which the resin is reinforced by carbon fibers.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the fibers are disposed in the fiber reinforced resin so as to extend in a direction different from the input direction of the variable load input to the variable load input unit.
  • the fibers can be arranged in the fiber reinforced resin so as to extend in a direction different from the input direction of the variable load input to the variable load input unit, thereby strengthening the strength against the applied variable load. it can.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the fibers are independent of one another and have a predetermined length.
  • variable load transfer component for the straddle vehicle, and easily manufacture the variable load transfer component for the straddled vehicle that can secure rigidity and obtain an absorbing effect against the variable load.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the variable load transfer component for a straddle vehicle projects in the axial direction of the axle so as to surround the through hole in a disk-like main body having a through hole through which the axle passes and a first surface of the main body.
  • the drive chain is embedded in the main body portion so as to be exposed from the annular rib, the claw portion provided so as to radially extend in the radial direction on the second surface of the main body portion, and the first surface in the main body portion.
  • a metallic fastening member for securing a rear wheel sprocket to be connected.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the fibers are disposed in the fiber reinforced resin so as to extend in the protruding direction of the claws.
  • the external force applied to the claws can be provided with strength in the direction to be strengthened.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the variable load transfer component for a straddle vehicle includes a wheel hub having a claw portion that engages with the claw portion of the clutch hub via an elastic member.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the variable load transfer component for a straddle vehicle is positioned at a proximal end fixed to the vehicle body frame, a main body extending from the proximal end toward the outer side of the vehicle, and a distal end of the main body. And a free end which is a free end, Have.
  • each of the above-described configurations includes: a base end to which the variable load transfer component for a straddle vehicle is fixed to the vehicle body frame; and a main body extending from the base end toward the outer side of the vehicle.
  • the present invention is particularly useful in a configuration having a free end located at the distal end of the main body.
  • the straddled vehicle variable load transfer component of the present invention preferably includes the following configuration.
  • the fibers contained in the fiber-reinforced resin are disposed in the fiber-reinforced resin so as to extend in the protruding direction from the attachment portion with the vehicle body frame.
  • the straddled vehicle variable load transmitting component having the tip portion is required to have strength from the fixing portion to the vehicle body frame portion toward the tip portion. That is, a base end fixed to the vehicle body frame, a main body extending from the base end toward the outer side of the vehicle, and a free end which is located at a distal end of the main body
  • the strength can be enhanced by arranging the fibers included in the variable load transfer component for a straddle vehicle having a and from the proximal end to the distal end or from the distal end to the proximal end.
  • variable load transfer component for a straddle vehicle of the present invention includes the rear arm, a bracket or footrest attached to the drive source or the vehicle body frame, or a power transfer path of the drive source and the rear wheel. Clutch hub or wheel hub provided in
  • a disk-shaped main body portion having a through hole through which an axle passes and a first surface of the main body portion protrudes in the axial direction of the axle so as to surround the through hole.
  • the drive chain is embedded in the main body portion so as to be exposed from the annular rib, the claw portion provided so as to radially extend in the radial direction on the second surface of the main body portion, and the first surface in the main body portion.
  • the clutch hub by injection molding the clutch hub, cutting work can be reduced, and the clutch hub can be easily manufactured. Further, by using a fiber reinforced resin as the molten resin, it is possible to reduce the weight of the variable load transfer component for a straddle vehicle while securing rigidity while absorbing the variable load.
  • the metal fastening member is disposed near the gate, the injected resin is dispersed. Further, since the molten resin is injected from the root of the claw portion to the tip of the claw portion, the fiber in the molten resin extends in the protruding direction of the claw portion, whereby the strength of the clutch hub can be improved.
  • connection As used herein, “attached”, “connected”, “coupled”, and / or their equivalents are used in a broad sense, “direct and indirect” attachment, Includes both connections and bonds. Furthermore, “connected” and “coupled” are not limited to physical or mechanical connections or couplings, but can include direct or indirect connections or couplings.
  • Described herein are embodiments of the injection molding method for a straddled vehicle, a straddled vehicle, and a clutch hub according to the present invention.
  • the straddled vehicle means a vehicle on which a passenger straddles.
  • Stradold vehicles include, for example, motorcycles, tricycles, four-wheel vehicles and the like.
  • a fiber reinforced resin means a fiber reinforced resin in which the resin is reinforced by fibers.
  • variable load transfer component means a component to which a variable load is transferred.
  • the variable load transfer component includes a rear arm, a bracket or footrest attached to a drive source or a vehicle body frame, or a clutch hub or wheel hub provided in a drive source and a rear wheel power transmission path.
  • variable load transfer component for a straddle vehicle according to one embodiment of the present invention, and the straddled vehicle and the injection molding method of a clutch hub provided with the same, it is possible to further reduce the weight while securing the rigidity.
  • a straddled vehicle for straddled vehicle and a straddled vehicle equipped with the same can be obtained, which can also obtain a reduction effect for the fluctuating load input from the vehicle.
  • FIG. 1 is a side view of a vehicle according to an embodiment of the present invention.
  • FIG. 2 is a perspective view showing a schematic configuration of a main frame.
  • FIG. 3 is a perspective view showing a schematic configuration of the rear frame.
  • FIG. 4 is a perspective view showing a schematic configuration of a rear wheel.
  • FIG. 5 is a partially enlarged perspective view showing the configuration of a wheel hub provided on the rear wheel.
  • FIG. 6 is a perspective view showing the structure of the hub damper.
  • FIG. 7 is a perspective view seen from the first surface direction showing the configuration of the clutch hub.
  • FIG. 8 is a perspective view seen from the second surface direction showing the configuration of the clutch hub.
  • FIG. 9 is a cross-sectional view taken along line IV-IV of FIG. FIG.
  • FIG. 10 is a perspective view showing a footrest bracket for the driver and a configuration of the footrest.
  • FIG. 11 is a perspective view showing the configuration of a footrest bracket for a passenger.
  • FIG. 12 is a diagram showing an overall configuration of a vehicle and a schematic configuration of a clutch hub.
  • arrow F in the figure indicates the forward direction of the vehicle.
  • An arrow U in the drawing indicates the upward direction of the vehicle.
  • Arrow R in the figure indicates the right direction of the vehicle.
  • Arrow L in the figure indicates the left direction of the vehicle.
  • the front, rear, left, and right directions mean the front, rear, left, and right directions as viewed from a passenger driving the vehicle.
  • the present inventors examined the configuration of a variable load component for a straddle vehicle, which can reduce the weight felt by the straddled vehicle occupant while reducing the weight and rigidity.
  • the inventors of the present invention have made it clear that it is possible to reduce the weight of a variable load component for a straddle vehicle to which a variable load is transmitted by using a resin material while proceeding with the study.
  • variable load component for Straddle vehicle When the variable load component for Straddle vehicle is made of resin material as described above, weight reduction can be achieved compared to the case where it is made of metal components, but to secure the rigidity of the variable load component for Straddle vehicle It is necessary to increase the thickness of the resin to some extent. However, there are cases where it is not possible to replace a variable load component for a straddle vehicle with a resin material due to the restriction of the resin thickness and the like. Therefore, there is a possibility that sufficient weight reduction of the variable load component for Straddle vehicle can not be achieved.
  • the inventors of the present invention can secure rigidity while reducing the weight of the variable load component for straddle vehicle to which a variable load is input, by using a fiber reinforced resin material in which the resin is reinforced by fibers. It has been found that it is possible to reduce the fluctuation of the load felt by the occupants of the Straddle vehicle by easing the fluctuation of the input load or the fluctuation of the output load.
  • the present inventors considered the present invention based on the above findings. Hereinafter, embodiments of the present invention will be described.
  • FIG. 1 is a side view schematically showing the overall configuration of a vehicle 1 according to the embodiment. The schematic configuration of the vehicle 1 will be described with reference to FIG.
  • the vehicle 1 is, for example, a two-wheeled motor vehicle, and includes a vehicle body 2, front wheels 3, and rear wheels 4.
  • the vehicle 1 is a straddled vehicle which a passenger rides in a straddle state.
  • the vehicle body 2 includes a vehicle body cover 5, a bar handle 6, a front seat 7 a, a tandem seat 7 b, a power unit 8, and a vehicle body frame 10.
  • the vehicle body frame 10 supports respective components such as the vehicle body cover 5, the bar handle 6, the front seat 7a, the tandem seat 7b, the power unit 8 and the like.
  • the power unit 8 includes an engine 8a.
  • the vehicle body 2 is a structure that includes the vehicle body frame 10 and the rear arm 14 and supports each component of the vehicle 1.
  • the rear arm 14 supports the rear wheel 4 with respect to the vehicle body frame 10.
  • a front portion of the rear arm 14 is rotatably connected in the vertical direction to a main frame 12 of the vehicle body frame 10 described later.
  • the detailed configuration of the rear wheel 4 will be described later.
  • the front wheel 3 is rotatably supported by a pair of front forks 9 supported by the vehicle body 2.
  • the body frame 10 has a head pipe 11, a main frame 12, and a rear frame 13.
  • the body frame 10 is covered by a body cover 5.
  • the head pipe 11 is located at the front of the vehicle 1 and rotatably supports a steering shaft 6 a connected to the bar handle 6.
  • the head pipe 11 is connected to the front of the main frame 12.
  • FIG. 2 is a top view schematically showing the overall configuration of the vehicle 1. As shown in FIG. 2, the main frame 12 is connected to the head pipe 11 and extends from the head pipe 11 toward the rear of the vehicle. The main unit 12 supports a power unit 8 and the like.
  • the main frame 12 has a left main frame 20 and a right main frame 30.
  • the left main frame 20 and the right main frame 30 are each formed in a plate shape extending in the vehicle longitudinal direction.
  • the left main frame 20 is a left main frame front portion 21 extending rearward and downward from the head pipe 11, and a left main frame extending downward from the rear end portion of the left main frame front portion 21. And a mainframe rear portion 22.
  • the right main frame 30 includes a right main frame front portion 31 extending rearward and downward from the head pipe 11 and a right main frame rear portion 32 extending downward from the rear end portion of the right main frame front portion 31.
  • the front ends of the left main frame 20 and the right main frame 30 are connected to the head pipe 11, respectively. That is, the front end portion of the left main frame front portion 21 of the left main frame 20 and the front end portion of the right main frame front portion 31 of the right main frame 30 are connected.
  • the rear end portion of the left main frame rear portion 22 of the left main frame 20 and the rear end portion of the right main frame rear portion 32 of the right main frame 30 are connected by a cross member 17 extending in the left-right direction.
  • the main frame 12 has a left suspension support 25 and a right suspension support 35 extending rearward and upward from the left main frame 20 and the right main frame 30, respectively, between the front end and the rear end in the longitudinal direction. Have.
  • a rear arm 14 is rotatably supported by the left main frame rear portion 22 and the right main frame rear portion 32. That is, the front of the rear arm 14 is rotatably connected to the rear of the left main frame 20 and the right main frame 30.
  • a footrest bracket 41 for a driver is attached to each of the left main frame rear portion 22 and the right main frame rear portion 32 (see FIG. 1).
  • the footrest bracket 41 is provided with a foldable footrest 42 for the driver to put his / her foot on it.
  • a plate-like heel guard 43 is connected to the footrest bracket 41. The heel guard 43 prevents the driver's foot from directly contacting the engine or the like. Detailed configurations of the footrest bracket 41 and the footrest 42 for the driver will be described later.
  • a rear frame attachment portion 20a for attaching the rear frame 13 to the left main frame 20, a rear arm attachment portion 20b for attaching the rear arm 14, and a power unit attachment portion 20c for attaching the power unit 8 are provided. It is provided.
  • a rear frame mounting portion 30 a for mounting the rear frame 13, a rear arm mounting portion 30 b for mounting the rear arm 14, and a power unit mounting portion 30 c for mounting the power unit 8 are provided on the right main frame 30.
  • the main frame 12 may be made of a metal material, or may be made of a fiber reinforced resin in which the resin is reinforced by fibers such as carbon fibers. Moreover, when using the said fiber reinforced resin for the main frame 12, you may comprise at least one part with the said fiber reinforced resin.
  • the carbon fibers may be continuous fibers having a fiber length equal to or greater than a predetermined length and may be discontinuous fibers. Also, continuous fibers and discontinuous fibers may be used.
  • a rear frame 13 (a variable load transfer component for a straddle vehicle) is connected to the rear of the main frame 12. Specifically, the rear frame 13 is connected to the left main frame rear 22 and the right main frame rear 32. As described above, since the power unit 8 including the engine 8 a is fixed to the main frame 12, vibrations and fluctuating loads of the engine 8 a are transmitted to the rear frame 13 via the main frame 12.
  • FIG. 3 is a perspective view showing a schematic configuration of the rear frame 13.
  • the rear frame 13 has a shape extending in the front-rear direction of the vehicle 1.
  • the rear frame 13 has a left rear frame 51, a right rear frame 52, a first cross portion 53, and a second cross portion 54.
  • the left rear frame 51 and the right rear frame 52 are each formed in a wall shape extending in the vertical direction and the front-rear direction.
  • the left rear frame 51 and the right rear frame 52 are arranged in parallel in the left-right direction.
  • the left rear frame 51 and the right rear frame 52 are connected at their rears.
  • the first cross portion 53 connects the left rear frame 51 and the right rear frame 52 at their front and lower portions.
  • the second cross portion 54 connects the left rear frame 51 and the right rear frame 52 at a central portion and a lower portion in the front-rear direction. That is, the first cross portion 53 and the second cross portion 54 extend in the left-right direction.
  • the front connection portion 55 of the left rear frame 51 is connected to the left main frame rear portion 22 by a fastening member (not shown) such as a bolt.
  • the front connection portion 56 of the right rear frame 52 is connected to the rear portion 32 of the right main frame by a fastening member (not shown) such as a bolt.
  • the left rear frame 51, the right rear frame 52, the first cross portion 53, and the second cross portion 54 may be integrally formed, or may be formed separately and mutually by a fastening member, an adhesive or the like. It may be connected.
  • a front seat 7a and a tandem seat 7b on which an occupant is seated are attached to the left rear frame 51 and the right rear frame 52. Among the occupants, the driver is seated, and among the occupants, the passenger of the tandem seat 7b is seated.
  • the left rear frame 51 and the right rear frame 52 are each provided with a footrest bracket 41a for a passenger seated on the tandem seat 7b (see FIG. 1).
  • the footrest bracket 41a is provided with a foldable footrest 42a for the passenger to place a foot on. Detailed configurations of the footrest bracket 41a and the footrest 42a for the passenger will be described later.
  • the rear frame 13 is made of a fiber reinforced resin in which the resin is reinforced by fibers such as carbon fibers.
  • the rear frame 13 may be partially made of the fiber reinforced resin.
  • the resin is preferably, for example, a thermoplastic resin such as polypropylene, polyamide or polyphenylene sulfide, or a thermosetting resin such as epoxy resin, vinyl ester or phenol resin.
  • the carbon fibers may be woven or unwoven with each other.
  • the carbon fibers may be continuous fibers independent of each other and having a predetermined length (for example, 1 mm) or more, or may be discontinuous fibers.
  • a sheet of continuous fibers and discontinuous fibers may be used as the carbon fibers.
  • the rear frame 13 is made of carbon fiber reinforced resin, it is possible to further reduce its weight as compared to metal materials while securing its rigidity, and to obtain a vibration reducing effect against engine vibration transmitted from the engine 8a.
  • FIG. 4 is an exploded perspective view showing a schematic configuration of the rear wheel 4.
  • the rear wheel 4 includes a rear wheel unit 70 rotatably attached to the rear arm 14 and a rubber tire 71.
  • the rear wheel unit 70 includes a rear wheel 72, a wheel hub 73 integrally formed with the rear wheel 72, a hub damper 74, a clutch hub 75, and a rear wheel sprocket 76.
  • the rear wheel 72 is made of an aluminum alloy, and a rubber tire 71 is mounted on the outer periphery.
  • the rear wheel 72 has a wheel hub 73 at its central portion.
  • the wheel hub 73 is provided with a through hole 73 d for inserting an axle (not shown).
  • FIG. 5 is a partially enlarged perspective view showing the configuration of a wheel hub 73 (a variable load transfer component for a straddle vehicle) provided on the rear wheel 72.
  • the wheel hub 73 is configured as an injection-molded article using a carbon fiber resin in which the resin is reinforced by carbon fibers.
  • the wheel hub 73 is fixed to the rear wheel 72.
  • the wheel hub 73 includes an annular inner wall 73a and an outer wall 73b disposed concentrically with the through hole 73d, and a plurality of radially extending claws 73c disposed between the inner wall 73a and the outer wall 73b.
  • the hub damper 74 which is an elastic member, is made of rubber, and includes two blocks 74a and 74b, and a connection portion 74c connecting the blocks 74a and 74b.
  • the hub damper 74 is attached to the wheel hub 73 such that the claws 73c of the wheel hub 73 are positioned between two adjacent blocks 74a and 74b.
  • the clutch hub 75 (variable load transfer component for straddle vehicle) is provided on an annular main body portion 75a provided with a through hole 78 through which an axle 78a penetrates at the center, and on a second surface 75k of the main body portion 75a.
  • a fastening member 75c (metal fastening member) embedded so as to be exposed to the first surface 75j of the main body 75a.
  • the fastening member 75c is provided with a fixing hole 75d extending along the direction of the axle M as shown in FIG. As shown in FIG. 4, the clutch hub 75 is mounted such that the claws 75 b are located between two adjacent blocks 74 a and 74 b of the hub damper 74. The claws 75 b of the clutch hub 75 mesh with the claws 73 c of the wheel hub 73 via the hub damper 74.
  • the main body 75a has an inner annular rib 75h and an outer annular rib 75i arranged concentrically with each other on the first surface 75j.
  • the inner surface of the inner annular rib 75 h constitutes a through hole 78.
  • six reinforcing ribs 75f radially extending in the radial direction are equally disposed in the circumferential direction.
  • the height of the reinforcing rib 75f with respect to the first surface 75j is lower than the height of the inner annular rib 75h and the outer annular rib 75i.
  • a fastening member attachment portion 75g for holding the fastening member 75c protrudes radially outward on the outer peripheral surface of the outer annular rib 75i.
  • the fastening member attachment portion 75g is provided on the first surface 75j of the main body 75a, and on the second surface 75k of the main body 75a in the circumferential direction of the clutch hub 75 when the first surface 75j is viewed in the normal direction. It is located at an intermediate position between the two adjacent claws 75b provided.
  • the claw portion 75 b is located in a gap 74 d formed between two adjacent hub dampers 74 in a state where the clutch hub 75 is assembled to the wheel hub 73.
  • the claws 75 b of the clutch hub 75 can transmit the force to the claws 73 c of the wheel hub 73 via the hub damper 74.
  • the fastening member 75c is made of an aluminum alloy, and is embedded so as to be exposed to the first surface 75j of the fastening member attachment portion 75g.
  • the rear wheel sprocket 76 is fixed to the fixing hole 75d using a screw (not shown).
  • the driving force of the engine 8a is transmitted to the clutch hub 75 from a fastening member attachment portion 75g to which the rear wheel sprocket 76 is fixed.
  • the fastening member attachment portion 75g of the clutch hub 75 is a variable load input portion.
  • the rear wheel sprocket 76 is connected to the drive chain 77 as shown in FIG. 4 and transmits the driving force of the engine 8 a to the clutch hub 75.
  • the driving force transmitted to the clutch hub 75 is the wheel hub 73 and the wheel hub It is transmitted to the rear wheel 72 to which 73 is connected. That is, the load changing due to the torque fluctuation of the engine 8 a is transmitted to the clutch hub 75 and the wheel hub 73.
  • the claws 75 b of the clutch hub 75 transmit the force to the claws 73 c of the wheel hub 73 via the hub damper 74.
  • the claw portion 75b of the clutch hub 75 is a variable load output portion.
  • the inner annular rib 75h, the outer annular rib 75i, and the reinforcing rib 75f that constitute the main body portion 75a are variable load transmitting portions.
  • the fastening member attachment portion 75g is formed on the first surface 75j of the main body portion 75a, and the fastening member attachment portion 75g is viewed in the normal direction of the first surface 75j in the circumferential direction of the clutch hub 75. It is located at an intermediate position between two adjacent claws 75b provided on the second surface 75k of the main body 75a.
  • the fastening member attachment portion 75g is provided on the first surface 75j, and the claw portion 75b is provided on the second surface 75k.
  • the fastening member attachment portion 75g and the claw portion 75b are mutually separated in the axial direction of the clutch hub 75 different from the tangential direction of the clutch hub 75 which is the input direction of the fluctuation load input to the fastening member attachment portion 75g. Located in position.
  • the claw portion 73c of the wheel hub 73 is a variable load input portion
  • the portion fixed to the rear wheel 72 of the wheel hub 73 is a variable load output portion
  • the inner wall 73a and the outer wall 73b are variable load transfer portions.
  • the hub damper 74 interposed between the clutch hub 75 and the wheel hub 73.
  • the clutch hub 75 and the wheel hub 73 absorb a fluctuating load by configuring the clutch hub 75 and the wheel hub 73 with a carbon fiber resin in which the resin is reinforced by carbon fiber. Can. Therefore, a part of the fluctuating load is absorbed by the clutch hub 75 and the wheel hub 73, thereby alleviating the torque fluctuation felt by the occupant.
  • the fastening member attachment portion 75g and the claw portion 75b are mutually separated in the axial direction of the clutch hub 75 different from the tangential direction of the clutch hub 75 which is the input direction of the variable load input to the fastening member attachment portion 75g.
  • a tensile force acts on the fluctuating load transmitting portion (inner wall 73a, outer wall 73b).
  • fiber reinforced resin has intensity to tensile force
  • a fluctuation load transmitting part is minutely deformed by tensile force. By this deformation, it is possible to ease the fluctuation of the load input to the fastening member attachment portion 75g.
  • the clutch hub 75 and the wheel hub 73 can be made of carbon fiber resin in which resin is reinforced by carbon fiber, whereby the rigidity required of the clutch hub 75 and the wheel hub 73 can be secured. , To absorb the fluctuating load.
  • the carbon fiber reinforced resin constituting the clutch hub 75 and the wheel hub 73 will be described by taking the clutch hub 75 as an example.
  • the clutch hub 75 has a structure in which a metal fastening member 75c is embedded in a fastening member attaching portion 75g of a main body portion 75a using a carbon fiber reinforced resin in which a resin is reinforced by carbon fiber.
  • a carbon fiber reinforced resin which comprises the main-body part 75a and the nail
  • the resin is preferably, for example, a thermoplastic resin such as polypropylene, polyamide or polyphenylene sulfide, or a thermosetting resin such as epoxy resin, vinyl ester or phenol resin.
  • the above-mentioned material is excellent in heat resistance and chemical resistance, is excellent in dimensional stability, and can ensure weight saving while securing the rigidity of the clutch hub 75 and the wheel hub 73. Further, by absorbing the fluctuating load input to the clutch hub 75 and the wheel hub 73, it is possible to reduce the torque fluctuation felt by the occupant.
  • Injection molding is used to mold the clutch hub 75 according to the present embodiment. Specifically, in a state where the fastening member 75c is disposed in a mold (not shown), the molten resin containing the carbon fiber is injected into the mold. Thereby, the strength of the fastening member can be secured, and the falling off from the main body can be prevented.
  • the mold used for injection molding has six gates at which the molten resin is injected from six locations on the outer peripheral surface of the fastening member 75c. These gates are located radially outward with respect to the fastening member 75 c of the clutch hub 75. Therefore, the molten resin injected from the gate into the mold is dispersed in flow by the fastening member 75c.
  • the occurrence of welds on the outer periphery of the main body 75a and the root of the claws 75b is suppressed. Further, since the molten resin flows from the root of the claw portion 75b to the tip of the claw portion 75b, it is possible to arrange the fiber so as to extend in the protruding direction of the claw portion 75b as shown by the arrow 150 in FIG. Therefore, the strength of the claws 75b can be secured.
  • a gate mark 75e is formed in a portion where the gate of the mold is located.
  • the injection molded article using the above-mentioned material is excellent in heat resistance and chemical resistance, and good in dimensional stability, it is possible to reduce the cutting process after molding. Therefore, the clutch hub 75 and the wheel hub 73 can be easily manufactured.
  • a driver's footrest bracket 41 (a variable load transfer component for a straddle vehicle) and a footrest bracket 41a for a passenger (a variable load transfer component for a straddle vehicle) are connected to the main frame 12 and the rear frame 13, respectively.
  • the power unit 8 including the engine 8a is fixed to the main frame 12, the vibration and fluctuating load of the engine 8a can be detected by the footrest bracket 41 and the footrest bracket 41a connected to the main frame 12 and the rear frame 13, respectively. Is also transmitted.
  • an end portion in the longitudinal direction of the bracket main body 80 is divided into two, and a mounting portion 81 to the main frame 12 is provided at each tip. That is, the mounting portion 81 of the footrest bracket 41 is fixed to the main frame 12.
  • the mounting portion 81 is a base end portion, and a body portion (main portion) of the bracket main body 80 extends from the mounting portion 81 outward of the vehicle body 2 in the footrest bracket 41.
  • the tip located at the tip of the bracket body 80 is a free end.
  • a mounting portion 82 of the heel guard 43 for connecting the plate-like heel guard 43 is provided.
  • a footrest mounting portion 83 (tip end portion) for fixing the footrest 42 in a foldable manner is provided at the tip end portion of the bracket body 80 extending outward from the mounting portion 81 of the bracket body 80 to the vehicle body 2.
  • the footrest attaching portion 83 is provided with a pin insertion hole 84.
  • the footrest bracket 41 and the footrest 42 are connected by inserting the connecting pin 87 through the pin insertion hole 84 of the footrest attaching portion 83 and the through hole 85 of the footrest 42.
  • the mounting portion 81 of the bracket main body 80 is a variable load input portion
  • the footrest mounting portion 83 is a variable load output portion
  • the bracket main body 80 is a variable load transfer portion.
  • the mounting portion 81 and the footrest mounting portion 83 are positioned apart from each other in the direction different from the input direction of the variable load input to the variable load input portion (mounting portion 81 of the bracket main body 80).
  • a tensile force acts on the fluctuating load transmitting unit (bracket body 80).
  • fiber reinforced resin has intensity to tensile force
  • a fluctuation load transmitting part is minutely deformed by tensile force. By this deformation, it is possible to ease the fluctuation of the load input to the mounting portion 81 of the bracket main body 80.
  • the footrest bracket 41 may be made of a fiber reinforced resin in which the resin is reinforced by fibers such as carbon fibers.
  • the carbon fibers may be discontinuous fibers which are independent of each other and have a fiber length of a predetermined length or more, or may be continuous fibers. Alternatively, sheets of continuous fibers and discontinuous fibers may be used. Further, as shown by the arrow 151, the fibers are oriented toward a footrest attachment portion 83 provided at the tip of the bracket main body 80 extending from the attachment portion 81 outward of the vehicle body 2. Thus, the footrest bracket 41 can have a high strength in the direction in which the strength is required.
  • the resin is preferably, for example, a thermoplastic resin such as polypropylene, polyamide or polyphenylene sulfide, or a thermosetting resin such as epoxy resin, vinyl ester or phenol resin.
  • the above-mentioned material is excellent in heat resistance, chemical resistance, and dimensional stability, so that the cutting process after molding can be reduced. Therefore, the footrest bracket 41 can be easily manufactured. And by comprising the footrest bracket 41 by carbon fiber reinforced resin, while ensuring the rigidity of the footrest bracket 41, weight reduction can be made possible. Further, by damping the vibration transmitted to the footrest bracket 41 at an early stage, it is possible to reduce the vibration.
  • the footrest bracket 41a (a variable load transfer component for a straddle vehicle) for a passenger is divided into two longitudinal end portions of the bracket main body 90, and each end thereof is fixed to the rear frame 13 An attachment portion 91 is provided. That is, the mounting portion 91 of the footrest bracket 41 a is fixed to the rear frame 13. The attachment portion 91 is a proximal end.
  • the main body (main body) of the bracket main body 90 extends from the mounting portion 91 outward of the vehicle body 2.
  • the tip located at the tip of the bracket body 90 is a free end.
  • a footrest attachment portion 92 (tip end portion) is provided at a tip end portion of the bracket main body extending outward from the attachment portion 81 of the bracket main body 80 to foldably fix the footrest 42a for the passenger. ing.
  • the footrest attachment portion 92 is provided with a pin insertion hole 93.
  • the footrest bracket 41a and the footrest 42a are connected by inserting a pin (not shown) into the pin insertion hole 93 of the footrest attachment portion 92 and the through hole (not shown) of the footrest 42a.
  • the mounting portion 91 of the bracket main body 90 is a variable load input portion
  • the footrest mounting portion 92 is a variable load output portion
  • the bracket main body 90 is a variable load transfer portion.
  • the mounting portion 91 and the footrest mounting portion 92 are positioned apart from each other in a direction different from the input direction of the variable load input to the variable load input portion (mounting portion 91 of the bracket main body 90).
  • a tensile force acts on the fluctuating load transmitting unit (bracket main body 90).
  • the variable load transfer portion (bracket main body 90) is slightly deformed by the tensile force. By this deformation, it is possible to ease the fluctuation of the load input to the mounting portion 91 of the bracket main body 90.
  • the footrest bracket 41a may be made of a fiber reinforced resin in which the resin is reinforced by fibers such as carbon fibers.
  • the carbon fibers may be discontinuous fibers which are independent of each other and have a fiber length of a predetermined length or more, or may be continuous fibers. Alternatively, sheets of continuous fibers and discontinuous fibers may be used. Further, as shown by the arrow 152, the fibers are oriented toward a footrest attachment portion 92 provided at the tip of a bracket main body 90 extending from the attachment portion 91 to the outside of the vehicle body 2. Thus, the footrest bracket 41a can have a high strength in the direction in which the strength is required.
  • the resin is preferably, for example, a thermoplastic resin such as polypropylene, polyamide or polyphenylene sulfide, or a thermosetting resin such as epoxy resin, vinyl ester or phenol resin.
  • the above-mentioned material is excellent in heat resistance, chemical resistance, and dimensional stability, so that the cutting process after molding can be reduced. Therefore, the footrest bracket 41a can be easily manufactured. And by comprising the footrest bracket 41a by carbon fiber reinforced resin, weight reduction can be made possible, ensuring the rigidity of the footrest bracket 41a. In addition, by damping the vibration transmitted to the footrest bracket 41a at an early stage, it is possible to reduce the vibration.
  • the footrest 42 for the driver (variable load transfer component for straddle vehicle) and the footrest 42a for the passenger (variable load transfer component for straddle vehicle) are the footrest bracket 41 and the rear frame 13 connected to the main frame 12, respectively. Connected to the footrest bracket 41a. Since the power unit 8 including the engine 8a is fixed to the main frame 12, the vibration and fluctuating load of the engine 8a are also transmitted to these members indirectly connected to the main frame 12 and the rear frame 13 Be done.
  • the footrest 42 is a rod-like member, and a through hole 85 for connecting to the footrest bracket 41 is provided at the end in the longitudinal direction.
  • the footrest bracket 41 and the footrest 42 are connected by inserting the connecting pin 87 through the pin insertion hole 84 of the footrest attaching portion 83 and the through hole 85 of the footrest 42. That is, in the footrest 42, the through hole 85 (base end portion) is fixed to the through hole 85 of the footrest attachment portion 83 by the connecting pin 87, and the footrest main body 120 (body portion from the through hole 85 outward ) Extends.
  • the tip of the footrest body 420 is a free end.
  • the footrest main body 420 is provided with a mounting portion 421 on which the driver's foot can be placed.
  • the through hole 85 is a variable load input unit
  • the placement unit 421 is a variable load output unit
  • the footrest main unit 420 is a variable load transfer unit.
  • the mounting part 421 is a fluctuation
  • the through-hole 85 is a fluctuation
  • the through hole 85 and the placement unit 421 are located at positions separated from each other in a direction different from the input direction of the variable load input to the variable load input unit (the through hole 85 or the placement unit 421).
  • a tensile force acts on the variable load transmission unit (footrest main unit 420). Since the fiber reinforced resin has strength against tensile force, the variable load transfer portion (footrest main portion 420) is slightly deformed by the tensile force. By this deformation, it is possible to ease the fluctuation of the load input to the through hole 85 or the mounting portion 421.
  • the footrest 42 may be made of a fiber reinforced resin in which the resin is reinforced by fibers such as carbon fibers.
  • the carbon fibers may be continuous fibers having a fiber length equal to or greater than a predetermined length and may be discontinuous fibers. Also, continuous fibers and discontinuous fibers may be used. In addition, the fibers are oriented from the through holes 85 toward the other end as shown by the arrows 153. Thus, the footrest 42 can have a high strength in the direction in which the strength is required.
  • the resin is preferably, for example, a thermoplastic resin such as polypropylene, polyamide or polyphenylene sulfide, or a thermosetting resin such as epoxy resin, vinyl ester or phenol resin.
  • the above-mentioned material is excellent in heat resistance, chemical resistance, and dimensional stability, so that the cutting process after molding can be reduced. Therefore, the footrest 42 can be easily manufactured. And by comprising footrest 42 by carbon fiber reinforced resin, weight reduction can be made possible, securing the rigidity of footrest 42. Further, by damping the vibration transmitted to the footrest 42 at an early stage, it is possible to reduce the vibration.
  • the carbon fiber reinforced resin when used for a variable load transfer component for a straddle vehicle to which a load varying from the engine is input, the carbon fiber reinforced resin has a higher damping ratio than a metal material, and thus the conventional configuration It absorbs and reduces fluctuating loads more than components. As a result, it is possible to alleviate the fluctuating load felt by the occupant. Further, the carbon fiber reinforced resin is reinforced by the carbon fiber, and it is possible to further reduce the weight while securing the rigidity as compared with the metal material.
  • the rear frame 13, the clutch hub 75, the wheel hub 73, the footrest brackets 41 and 41a, and the footrests 42 and 42a include a carbon fiber reinforced resin in which the resin is reinforced with carbon fiber.
  • the other part is made of other materials such as metal, resin, elastomer, etc. It may be
  • the rear frame 13, the clutch hub 75, the wheel hub 73, the footrest brackets 41 and 41a, and the footrests 42 and 42a are mutually independent as a carbon fiber contained in a carbon fiber reinforced resin and the fiber length is about 1 cm. It is a discontinuous fiber.
  • the carbon fiber may be a resin reinforced by a fiber sheet containing a carbon fiber.
  • the rear frame 13, the clutch hub 75, the wheel hub 73, the footrest brackets 41 and 41a, and the footrests 42 and 42a are carbon fiber reinforced resin layers 101a including carbon fiber reinforced resin in which resin is reinforced by carbon fibers.
  • the resin is reinforced by fibers other than carbon fibers (for example, aramid fibers, polyethylene fibers, glass fibers, etc.)
  • a fiber reinforced resin may be included.
  • the rear frame 13, the clutch hub 75, the wheel hub 73, the footrest brackets 41 and 41a, and the footrests 42 and 42a are made of resin such as epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene or polyphenylene sulfide. It is configured.
  • the resin may be another kind of resin as long as it can be reinforced by fibers.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Injection Moulding Of Plastics Or The Like (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

La présente invention aborde le problème de l'obtention d'un composant de transmission à charge variable pour véhicules à enfourcher, le composant de transmission à charge variable pouvant être en outre réduit en poids tout en conservant sa rigidité et des variations d'une charge d'entrée ou d'une charge de sortie pouvant être atténuées afin d'atténuer ainsi la variation ressentie par un conducteur du véhicule à enfourcher. Le composant de transmission à charge variable pour véhicules à enfourcher selon l'invention est un moyeu d'embrayage (75) disposé dans un trajet de transmission de puissance d'une unité de puissance (8) et d'une roue arrière (72). Une partie d'entrée de charge variable (partie de fixation d'élément de fixation 75g) et une partie de sortie de charge variable (partie fourche 75b) sont formées à des positions espacées dans une direction différente d'une direction de charge variable d'entrée qui est la direction d'une entrée de charge variable vers la partie d'entrée de charge variable. La partie d'entrée de charge variable, une partie de transmission de charge variable (partie de corps principal 75a) et la partie de sortie de charge variable sont formées d'un seul tenant à l'aide d'une résine renforcée par des fibres.
PCT/JP2018/037774 2017-11-20 2018-10-10 Composant de transmission à charge variable pour véhicule à enfourcher, véhicule à enfourcher et procédé de moulage par injection de moyeu d'embrayage WO2019097908A1 (fr)

Priority Applications (1)

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JP2019515387A JP7252889B2 (ja) 2017-11-20 2018-10-10 ストラドルドビークル用変動荷重伝達部品、ストラドルドビークル及びクラッチハブの射出成形方法

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JP2017-223193 2017-11-20
JP2017223193 2017-11-20

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WO2019097908A1 true WO2019097908A1 (fr) 2019-05-23

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021084540A (ja) * 2019-11-28 2021-06-03 スズキ株式会社 自動二輪車用シートレール構造
WO2022210327A1 (fr) * 2021-03-31 2022-10-06 ファナック株式会社 Structure de type bras et robot
JP7502408B1 (ja) 2022-12-27 2024-06-18 ヤマハ発動機株式会社 スクータ型車両
JP7502407B1 (ja) 2022-12-27 2024-06-18 ヤマハ発動機株式会社 鞍乗型車両

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JPS586789Y2 (ja) * 1977-09-01 1983-02-05 ヤマハ発動機株式会社 自動二輪車用ハブの駆動板保持構造
JPH0545476B2 (fr) * 1984-12-14 1993-07-09 Honda Motor Co Ltd
JPH07215256A (ja) * 1994-02-07 1995-08-15 Yamaha Motor Co Ltd 自動二輪車のリヤボディ構造
JPH1182687A (ja) * 1997-09-12 1999-03-26 Honda Motor Co Ltd チェーン式動力伝達装置のスプロケット保持機構
JP2010019419A (ja) * 2008-07-11 2010-01-28 Harley-Davidson Motor Co Group Llc 車両用トルク減衰補償装置
JP2011178229A (ja) * 2010-02-26 2011-09-15 Honda Motor Co Ltd 自動二輪車の後輪
CN102241884A (zh) * 2011-06-21 2011-11-16 赖彪 机动车使用的轻型塑料轮毂及制造方法
US20160251050A1 (en) * 2013-11-11 2016-09-01 Bayerische Motoren Werke Aktiengesellschaft Multi-Functional Footboard Support of a Motor Scooter

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Publication number Priority date Publication date Assignee Title
JPS586789Y2 (ja) * 1977-09-01 1983-02-05 ヤマハ発動機株式会社 自動二輪車用ハブの駆動板保持構造
JPH0545476B2 (fr) * 1984-12-14 1993-07-09 Honda Motor Co Ltd
JPH07215256A (ja) * 1994-02-07 1995-08-15 Yamaha Motor Co Ltd 自動二輪車のリヤボディ構造
JPH1182687A (ja) * 1997-09-12 1999-03-26 Honda Motor Co Ltd チェーン式動力伝達装置のスプロケット保持機構
JP2010019419A (ja) * 2008-07-11 2010-01-28 Harley-Davidson Motor Co Group Llc 車両用トルク減衰補償装置
JP2011178229A (ja) * 2010-02-26 2011-09-15 Honda Motor Co Ltd 自動二輪車の後輪
CN102241884A (zh) * 2011-06-21 2011-11-16 赖彪 机动车使用的轻型塑料轮毂及制造方法
US20160251050A1 (en) * 2013-11-11 2016-09-01 Bayerische Motoren Werke Aktiengesellschaft Multi-Functional Footboard Support of a Motor Scooter

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021084540A (ja) * 2019-11-28 2021-06-03 スズキ株式会社 自動二輪車用シートレール構造
JP7335549B2 (ja) 2019-11-28 2023-08-30 スズキ株式会社 自動二輪車用シートレール構造
WO2022210327A1 (fr) * 2021-03-31 2022-10-06 ファナック株式会社 Structure de type bras et robot
JP7502408B1 (ja) 2022-12-27 2024-06-18 ヤマハ発動機株式会社 スクータ型車両
JP7502407B1 (ja) 2022-12-27 2024-06-18 ヤマハ発動機株式会社 鞍乗型車両

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