JP2876015B2 - Suspension configuration method for motorized two-wheeled vehicle - Google Patents
Suspension configuration method for motorized two-wheeled vehicleInfo
- Publication number
- JP2876015B2 JP2876015B2 JP3263303A JP26330391A JP2876015B2 JP 2876015 B2 JP2876015 B2 JP 2876015B2 JP 3263303 A JP3263303 A JP 3263303A JP 26330391 A JP26330391 A JP 26330391A JP 2876015 B2 JP2876015 B2 JP 2876015B2
- Authority
- JP
- Japan
- Prior art keywords
- axis
- fulcrum
- absolute origin
- rear wheel
- fulcrum axis
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Fee Related
Links
- 238000000034 method Methods 0.000 title claims description 8
- 239000000725 suspension Substances 0.000 title description 3
- 230000035939 shock Effects 0.000 claims description 19
- 239000006096 absorbing agent Substances 0.000 claims description 17
- 238000010586 diagram Methods 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
Landscapes
- Axle Suspensions And Sidecars For Cycles (AREA)
Description
【０００１】[0001]
【産業上の利用分野】この発明は、原動機付二輸車の衝
撃吸収を柔らげ、案全走行すために、後輸のサスペンシ
ョンを、転化させた構成方法に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a construction method in which a rear suspension is inverted in order to soften the shock absorption of a two-motor vehicle with a motor and to run the entirety.
【０００２】[0002]
【従来の技術】従来、スイングアームの絶対原点となる
支点軸を、下部の位置に取り付け、ショックアブソーバ
ーの支点軸を上部に取り付けていた。2. Description of the Related Art Conventionally, a fulcrum shaft, which is an absolute origin of a swing arm, is mounted at a lower position, and a fulcrum shaft of a shock absorber is mounted at an upper position.
【０００３】[0003]
【発明が解決しようとする課題】これは次のような欠点
があった。 （イ） 過去に、二輸車の乗り物としては、従来にある
サスペンションを、基本構成とする方法以外になかっ
た。 （ロ） 悪路走行中に、衝撃を吸収する角度が浅く、後
輸となる支点軸（Ｃ）が跳ね上がるために、横転するな
どの負傷事故が多かった。 本発明は、以上の欠点を解決し、案全走行できるよう
に、構成したものである。This has the following disadvantages. (B) In the past, there has been no other vehicle for a two-wheeled vehicle except for a conventional suspension. (B) During traveling on rough roads, the angle of absorbing the shock was shallow, and the fulcrum shaft (C), which was the backport, jumped up. The present invention is configured to solve the above-mentioned drawbacks and to enable the vehicle to run on its entirety.
【０００４】[0004]
【課題を解決するための手段】（イ）前輪（３′）の支
点軸（Ｅ）、支点軸（Ａ）をつなぐ、前端部フレームを
定める。 （ロ）支点軸（Ｂ′）に位置する、下部フレームを定め
る。 （ハ）座席部近傍に位置する、絶対原点軸（Ｄ′）の上
部フレームを定める。 （ニ）後輪（３）の支点軸（Ｃ）、絶対原点軸（Ｄ′）
をつなぐスイングアーム（１′）を定める。 （ホ）後輪（３）の支点軸（Ｃ）、下部支点軸（Ｂ′）
をつなぐショックアブソーバー（２′）を定める。 （ヘ）スイングアーム（１′）上に位置する、絶対原点
軸（Ｄ′）に近隣する支点軸（Ｆ）を定める。 （ホ）スイングアーム（１′）上の支点軸（Ｆ）、下部
支点軸（Ｂ′）をつなぐシックアブソーバー（２′）を
定める。(A) A front end frame connecting the fulcrum shaft (E) and the fulcrum shaft (A) of the front wheel (3 ') is determined. (B) A lower frame located on the fulcrum axis (B ') is determined. (C) The upper frame of the absolute origin axis (D ') located near the seat portion is determined. (D) The fulcrum axis (C) of the rear wheel (3) and the absolute origin axis (D ')
The swing arm (1 ') connecting the two is determined. (E) The fulcrum axis (C) of the rear wheel (3) and the lower fulcrum axis (B ')
Shock absorber (2 ') connecting the two. (F) A fulcrum axis (F) located on the swing arm (1 ') and adjacent to the absolute origin axis (D') is determined. (E) A thick absorber (2 ') connecting the fulcrum shaft (F) on the swing arm (1') and the lower fulcrum shaft (B ') is determined.
【０００５】[0005]
【作用】『絶対原点軸（Ｄ′）』について、「上部座席
部近傍に位置する絶対原点軸（Ｄ′）を中心に、後端部
スイングアーム（１′）につながる後輪（３）の支点軸
（Ｃ）が前後に移動する」。『支点軸（Ｃ）』につい
て、「下部支点軸（Ｂ′）につながるショックアブソー
バー（２′）が、後部に位置する後輪（３）の支点軸
（Ｃ）との間を伸縮運動する」。[Function] Regarding the "absolute origin axis (D ')", "the absolute value of the rear wheel (3) connected to the rear end swing arm (1') is centered on the absolute origin axis (D ') located near the upper seat portion. The fulcrum axis (C) moves back and forth. " Regarding the "fulcrum shaft (C)", "the shock absorber (2 ') connected to the lower fulcrum shaft (B') expands and contracts with the fulcrum shaft (C) of the rear wheel (3) located at the rear." .
【０００６】『支点軸（Ｆ）』について、「後部スイン
グアーム（１′）上に位置する支点軸（Ｆ）、下部支点
軸（Ｂ′）につながるショックアブソーバー（２′）が
伸縮運動する」。Regarding "fulcrum shaft (F)", "the shock absorber (2 ') connected to the fulcrum shaft (F) located on the rear swing arm (1') and the lower fulcrum shaft (B ') expands and contracts". .
【０００７】[0007]
【実施例】以下、本発明の実施例について説明する。 （イ）前端フレームには、前輪（３′）の支点軸（Ｅ）
とつながる支点軸（Ａ）を設ける （ロ）上部座席部近傍に位置する、絶対原点軸（Ｄ′）
を設ける、 （ハ）下部支点軸（Ｂ′）を設ける、 （ニ）後部に位置する、後輪（３）の支点軸（Ｃ）を設
ける、 （ホ）後部に位置する、後輪（３）の支点軸（Ｃ）と絶
対原点軸（Ｄ′）をつなぐ、スイングアーム（１′）を
設ける、 （ヘ）後部に位置する、後輪（３）の支点軸（Ｃ）と下
部支点軸（Ｂ′）をつなぐショックアブソーバー
（２′）を設ける、 （ト）後部スイングアーム（１′）上の支点軸（Ｆ）と
下部支点軸（Ｂ′）をつなげるショックアブソーバー
（２′）を設ける。 本発明は、以上のような構成で、第１図の支点軸（Ｄ）
を原点としていたが、第２図の支点軸（Ｄ′）を絶対原
点として、従来の構成を越えたところにある。ショック
アブソーバー（２′）の伸縮した角度（イ）が、第１図
の角度（ア）よりも増した動きにある。その動く角度
（イ）に、支点軸（Ｃ）となる後輪（３）が前後の運動
をする。なお、第３図に示すように、下部支点軸
（Ｂ′）と支点軸（Ｆ）の間につながるショックアブソ
ーバー（２′）は、絶対原点軸（Ｄ′）を中心に前後運
動する時、支点軸（Ｃ）となる後輪（３）が、梃子を利
用した運動となる。その後輪（３）の作動時に、よりよ
い状況に合わせた微妙な前後運動することにより、ショ
ックアブソーバー（２′）を、支点軸（Ｆ）に設けると
さらによい。Embodiments of the present invention will be described below. (A) The fulcrum shaft (E) of the front wheel (3 ') is provided on the front end frame.
(B) An absolute origin axis (D ') located near the upper seat section
(C) Provide a lower fulcrum shaft (B '); (d) Provide a fulcrum shaft (C) for the rear wheel (3) located at the rear; (e) Provide a rear wheel (3) located at the rear ), A swing arm (1 ') is provided to connect the fulcrum axis (C) and the absolute origin axis (D'). (F) The fulcrum axis (C) of the rear wheel (3) and the lower fulcrum axis located at the rear. (G) A shock absorber (2 ') for connecting the fulcrum shaft (F) on the rear swing arm (1') and a lower fulcrum shaft (B ') is provided. . In the present invention, the fulcrum shaft (D) shown in FIG.
Is set as the origin, but the fulcrum axis (D ') in FIG. 2 is set as the absolute origin, which is beyond the conventional configuration. The angle (a) at which the shock absorber (2 ') extends and contracts is greater than the angle (a) in FIG. At the moving angle (a), the rear wheel (3) serving as the fulcrum axis (C) moves back and forth. As shown in FIG. 3, the shock absorber (2 ') connected between the lower fulcrum axis (B') and the fulcrum axis (F) moves forward and backward about the absolute origin axis (D '). The rear wheel (3) serving as the fulcrum axis (C) performs a motion utilizing a lever. It is further preferable to provide the shock absorber (2 ') on the fulcrum shaft (F) by performing a subtle forward and backward movement according to a better situation when the wheel (3) is operated.
【０００８】[0008]
【発明の効果】従来のスイングアーム（１）と、ショッ
クアブソーバー（２）の構成を越え、逆の位置にした構
成の作動方法にある。図３に有る、ショックアブソーバ
ー（２′）を、スイングアーム（１′）上の絶対原点軸
（Ｄ′）に近隣する支点軸（Ｆ）に設けた方法がさらに
よい。後輪（３）が動く際に設けた絶対原点軸（Ｄ′）
の位置が、路面から高い位置にあるため、振子運動の作
用になり、衝撃を柔らげる、その後輪は、従来の上下方
向の働きから、前後方向の働きに変わり、最大の衝撃を
吸収した時に、振子運動の力は後方へ移動し、元へ戻ろ
うと働くため前方へ進み、乗車中のバランスを保てるの
で安全走行できる。According to the present invention, there is provided an operation method having a structure in which the swing arm (1) and the shock absorber (2) are located at positions opposite to each other. A method in which the shock absorber (2 ') shown in Fig. 3 is provided on a fulcrum shaft (F) adjacent to the absolute origin axis (D') on the swing arm (1 ') is more preferable. Absolute origin axis (D ') provided when the rear wheel (3) moves
Is located at a higher position from the road surface, which acts as a pendulum and softens the impact.The rear wheel has changed from the conventional vertical function to the front-rear function, absorbing the maximum shock. Occasionally, the power of the pendulum movement moves backward, works forward to return to the original position, and keeps the balance while riding so that the driver can drive safely.
【図１】本発明の、従来の構成方法を示す図である。FIG. 1 is a diagram showing a conventional configuration method of the present invention.
【図２】本発明の、構成方法を示す図である。FIG. 2 is a diagram showing a configuration method according to the present invention.
【図３】本発明の、他に構成方法を示す図である。FIG. 3 is a diagram showing another configuration method of the present invention.
ア、イ、 スイングアーム維持角度 Ａ、Ｃ、Ｂ、Ｂ′、Ｅ、Ｆ、 支点軸 Ｄ、Ｄ′、 絶対原点軸 １、１′、 スイングアーム ２、２′、 ショックアブソーバー ３、 後輸 ３′、 前輸 A, B, Swing arm maintaining angle A, C, B, B ', E, F, Support axis D, D', Absolute origin axis 1, 1 ', Swing arm 2, 2', Shock absorber 3, Rear transfer 3 ′
フロントページの続き (56)参考文献 特開 昭54−108325（ＪＰ，Ａ) 特開 昭54−149148（ＪＰ，Ａ) 特開 昭52−16747（ＪＰ，Ａ) 実開 平２−18789（ＪＰ，Ｕ) 実開 昭62−172689（ＪＰ，Ｕ) 実開 昭55−58495（ＪＰ，Ｕ) 実開 昭63−35685（ＪＰ，Ｕ) 特公 昭34−5762（ＪＰ，Ｂ１) 実公 昭18−1525（ＪＰ，Ｙ１) 実公 昭30−1410（ＪＰ，Ｙ１) (58)調査した分野(Int.Cl.6，ＤＢ名) B62K 25/20 Continuation of the front page (56) References JP-A-54-108325 (JP, A) JP-A-54-149148 (JP, A) JP-A-52-16747 (JP, A) , U) Japanese Utility Model Showa 62-172689 (JP, U) Japanese Utility Model Showa 55-58495 (JP, U) Japanese Utility Model Showa 63-35685 (JP, U) Japanese Patent Publication No. 34-5762 (JP, B1) Japanese Utility Model Sho 18-1525 (JP, Y1) Jiko 30-1410 (JP, Y1) (58) Fields investigated (Int. Cl. 6 , DB name) B62K 25/20
Claims (2)
（３’）の支点軸（Ｅ）につながる二輪車フレーム前端
の支点軸（Ａ）」、 『支点軸（Ｂ’）』については、「二輪車フレーム下部
の支点軸（Ｂ’）」『絶対原点とする支点軸（Ｄ’）』
については、「二輪車フレームの座席部近傍に位置する
絶対原点軸（Ｄ’）」、 『支点軸（Ｃ）』については、「絶対原点軸（Ｄ’）に
つなか゛るスイングアーム（１’）を置き、後端に位置
する後輪（３）の支点軸（Ｃ）」、 『ショックアブソーバー（２’）』については、「下部
支点軸（Ｂ’）と、後端に位置する後輪（３）の支点軸
（Ｃ）をつなげるショックアブソーバー（２’）」、 『絶対原点軸（Ｄ’）を、定める構成方法』について
は、後輪（３）の支点軸（Ｃ）に、下部支点軸（Ｂ’）
の距離を伸縮させる、ショックアブソーバー（２’）を
置く、絶対原点軸（Ｄ’）と、後輪（３）の支点軸
（Ｃ）をつなけ゛るスイングアーム（１’）を置く、二
輪車フレームの座席部近傍を中心に、絶対原点軸
（Ｄ’）を上部に位置させ、下部に位置する支点軸
（Ｂ’）を、ショックアブソーバー（２’）を介して後
輪（３）の支点軸（Ｃ）を定める、従来とは異なる原動
機付二輪車の構成方法。For the "fulcrum axis (A)", "the fulcrum axis (A) at the front end of the motorcycle frame connected to the fulcrum axis (E) of the front wheel (3 ')" and the "fulcrum axis (B')" , "The fulcrum axis at the bottom of the motorcycle frame (B ')""The fulcrum axis as the absolute origin (D')"
For "Absolute origin axis (D ') located near the seat of the motorcycle frame", for "Support axis (C)", place the swing arm (1') connected to the absolute origin axis (D '). , The fulcrum shaft (C) of the rear wheel (3) located at the rear end ”and the“ shock absorber (2 ′) ”, the“ lower fulcrum shaft (B ′) ”and the rear wheel (3) located at the rear end. The shock absorber (2 ') connecting the fulcrum shaft (C) of the rear wheel (3) and the lower fulcrum shaft (C) of the rear wheel (3) B ')
The shock absorber (2 '), the swing arm (1') connecting the absolute origin axis (D ') and the fulcrum axis (C) of the rear wheel (3), the seat of the motorcycle frame The absolute origin axis (D ') is located at the upper part, and the fulcrum axis (B') located at the lower part is connected to the fulcrum axis (C) of the rear wheel (3) via the shock absorber (2 '). ), A method of configuring a motorcycle with a motor different from the conventional one.
（３’）の支点軸（Ｅ）につながる二輪車フレーム前端
の支点軸（Ａ）」、 『支点軸（Ｂ’）』については、「二輪車フレーム下部
の支点軸（Ｂ’）」、 『絶対原点とする支点軸（Ｄ’）』については、「二輪
車フレームの座席部近傍に位置する絶対原点軸
（Ｄ’）」、 『支点軸（Ｃ）』については、「絶対原点軸（Ｄ’）に
つながるスイングアーム（１’）を置き、後端に位置す
る後輪（３）の支点軸（Ｃ）」、 『支点軸（Ｆ）』については、「後端に位置する後輪
（３）の支点軸（Ｃ）と、上部に位置する絶対原点軸
（Ｄ’）をつなぐフレーム後端のスイングアーム
（１’）上に置き、絶対原点軸（Ｄ’）に近隣する支点
軸（Ｆ）を定める」、 『支点軸（Ｆ）を定める構成方法』については、スイン
グアーム（１’）の支点軸（Ｆ）につなげ、下部支点軸
（Ｂ’）を伸縮させるショックアブソーバー（２’）を
定める、原動機付二輪車の構成方法。2. The "fulcrum axis (Λ)" is defined as "the fulcrum axis (A) at the front end of the motorcycle frame connected to the fulcrum axis (E) of the front wheel (3 ')", and the "fulcrum axis (B')" The "fulcrum axis (B ') at the lower part of the motorcycle frame" and the "fulcrum axis as the absolute origin (D')" are described as "absolute origin axis (D ') located near the seat portion of the motorcycle frame", " As for the "axis (C)", "the swing axis (1 ') connected to the absolute origin axis (D') is placed, and the fulcrum axis (C) of the rear wheel (3) located at the rear end"; )) ”Is placed on the swing arm (1 ′) at the rear end of the frame that connects the fulcrum axis (C) of the rear wheel (3) located at the rear end and the absolute origin axis (D ′) located at the top. Determine the fulcrum axis (F) adjacent to the absolute origin axis (D '). "'Connecting the fulcrum axis (F), a lower pivot axis (B Guamu (1)' defines a) the shock absorber (2 ') extending and retracting a motorcycle configuration method motorized.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3263303A JP2876015B2 (en) | 1991-05-08 | 1991-05-08 | Suspension configuration method for motorized two-wheeled vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3263303A JP2876015B2 (en) | 1991-05-08 | 1991-05-08 | Suspension configuration method for motorized two-wheeled vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04334687A JPH04334687A (en) | 1992-11-20 |
| JP2876015B2 true JP2876015B2 (en) | 1999-03-31 |
Family
ID=17387605
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3263303A Expired - Fee Related JP2876015B2 (en) | 1991-05-08 | 1991-05-08 | Suspension configuration method for motorized two-wheeled vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2876015B2 (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5216747A (en) * | 1975-07-29 | 1977-02-08 | Bridgestone Cycle Ind Co | Twoowheel frame with rocking mechanism |
| JPS54108325A (en) * | 1978-02-15 | 1979-08-24 | Suzuki Motor Co | Rear wheel suspension system of bicycle |
| JPS62172689U (en) * | 1986-03-29 | 1987-11-02 | ||
| JPH0218789U (en) * | 1988-07-22 | 1990-02-07 |
-
1991
- 1991-05-08 JP JP3263303A patent/JP2876015B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH04334687A (en) | 1992-11-20 |
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