JP6728019B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle including a body frame that can lean with respect to the ground and two front wheels.

BACKGROUND ART Conventionally, a vehicle including a vehicle body frame that can lean to the ground, that is, a leaning vehicle is known. In addition, a tilted vehicle is known that includes a left front wheel, a right front wheel, and a double wishbone type suspension device that connects the vehicle body frame to the left front wheel and the right front wheel, respectively. The double wishbone suspension system includes a left support arm portion that connects the vehicle body frame and the left front wheel, a left cushion unit that is interposed between the vehicle body frame and the left front wheel, and a right support wheel that connects the vehicle body frame and the right front wheel. It has a support arm portion and a right cushion unit interposed between the body frame and the right front wheel. The cushion unit is an assembly formed by combining a spring and a shock absorber.

Patent Document 1 discloses a vehicle in which a center arm is further provided in addition to the above tilted vehicle. Here, the center arm is supported to the body frame so as to be swingable around an axis extending in the front-rear direction of the body frame, and transmits upward movement of the left front wheel as downward movement of the right front wheel. And an arm that transmits upward movement of the right front wheel as downward movement of the left front wheel. In this leaning vehicle, the left and right cushion units are connected to the center arm. Therefore, even if the body frame is tilted with respect to the ground, the left cushion unit and the right cushion unit do not expand or contract unless the center arm tilts from the original position. Therefore, the vehicle body can be smoothly inclined, and the left and right inclination angles can be secured. Therefore, the riding comfort can be improved while ensuring the left and right inclination angles.

U.S. Pat. No. 7,530,419

However, in the above leaning vehicle, since the center arm and the left and right cushion units are arranged between the left front wheel and the right front wheel, it is necessary to secure a sufficient distance between the left front wheel and the right front wheel. Further, since the left front wheel and the right front wheel can be tilted to the left and right, the size of the front part of the vehicle in the left-right direction is larger when tilted than when it is upright. Therefore, in the tilted vehicle, the size of the vehicle front portion in the left-right direction tends to increase.

The present invention has been made in view of the above point, and an object of the present invention is to provide a tilted vehicle equipped with a double wishbone type suspension device while maintaining the left and right tilt angles and the riding comfort while maintaining the right and left direction of the front portion of the vehicle. Is to reduce the size of.

The inventor of the present application has studied the factors that increase the size of the vehicle front portion in the left-right direction in the inclined vehicle, and has obtained the following findings.

In the tilted vehicle including the center arm, the left front wheel and the right front wheel are tilted along with the tilt of the body frame, but the left and right cushion units maintain their original postures even when the body frame is tilted. Therefore, when the body frame is greatly inclined, the left front wheel and the left cushion unit may interfere with each other, or the right front wheel and the right cushion unit may interfere with each other. The inventor of the present application has noticed that in the conventional tilted vehicle, since the interference must be avoided while securing the tilt angle of the body frame, the degree of freedom in arranging each cushion unit is small. Then, I came to think that the low degree of freedom of arrangement of each cushion unit is one of the factors that hinder the compactness of the front portion of the vehicle in the left-right direction.

As a result of further research, the inventor of the present application has shown that at least one of the space between each cushion unit and the center arm and the space between each support arm portion and the center arm has an axis line extending in the front-rear direction of the body frame. It was possible to obtain the idea that the degree of freedom of arrangement of each cushion unit can be increased by interposing a plurality of swingable arms. By taking advantage of the increased degree of freedom in arranging each cushion unit, by devising the arrangement of each rocking shaft, the horizontal dimension of the front part of the vehicle can be reduced while maintaining the left and right inclination angles and riding comfort. As a result, they have come to the following inventions.

A vehicle according to the present invention includes a body frame, a left support arm portion, a right support arm portion, a left front wheel, a right front wheel, a center arm, a first left arm, a second left arm, and a left cushion unit. And a first right arm, a second right arm, and a right cushion unit. The body frame can be tilted to the left of the vehicle when turning left and can be tilted to the right of the vehicle when turning right. The left support arm portion is arranged on the left side of the vehicle center line, and is supported on the vehicle body frame so as to be vertically swingable around a first left axis extending in the front-rear direction of the vehicle body frame, and a lower left arm, An upper left arm that is disposed to the left of the vehicle center line and above the lower left arm, and that is supported so as to be vertically swingable around a second left axis extending in the front-rear direction of the body frame with respect to the body frame; Have. The right support arm portion is disposed to the right of the center line of the vehicle, and includes a lower right arm that is swingably supported around the first right axis extending in the front-rear direction of the body frame with respect to the body frame. An upper right arm that is disposed to the right of the vehicle center line and above the lower right arm, and is swingably supported vertically about a second right axis extending in the front-rear direction of the body frame with respect to the body frame. And. The left front wheel is supported by the left support arm portion. The right front wheel is supported by the right support arm portion. The center arm is supported on the vehicle body frame so as to be swingable around a central axis extending in the front-rear direction of the vehicle body frame. The first left arm is supported by the center arm so as to be swingable around a third left axis extending in the front-rear direction of the vehicle body frame. The second left arm is swingably supported with respect to the first left arm around a fourth left axis extending in the front-rear direction of the vehicle body frame, and is supported by the left support arm portion of the vehicle body frame. It is swingably supported about a fifth left axis extending in the front-rear direction. The left cushion unit includes a first end portion swingably supported by the center arm or the left support arm portion about a sixth left axis extending in the front-rear direction of the vehicle body frame, and the first left arm. Or a second end portion swingably supported around the seventh left axis extending in the front-rear direction of the vehicle body frame with respect to the second left arm. The first right arm is supported by the center arm so as to be swingable around a third right axis extending in the front-rear direction of the vehicle body frame. The second right arm is swingably supported with respect to the first right arm around a fourth right axis extending in the front-rear direction of the vehicle body frame, and is supported by the right support arm portion of the vehicle body frame. It is swingably supported about a fifth right axis extending in the front-rear direction. The right cushion unit includes a first end portion swingably supported around a sixth right axis extending in the front-rear direction of the vehicle body frame with respect to the center arm or the right support arm portion, and the first right arm. Or a second end portion that is swingably supported about a seventh right axis extending in the front-rear direction of the vehicle body frame with respect to the second right arm. When viewed from the front of the vehicle, a vertical line passing through the leftmost one of the axes, a vertical line passing through the rightmost axis, a horizontal line passing through the uppermost axis, and a lowermost position. The quadrangle formed by the horizontal line through which the axis line is a square or a rectangle whose vertical length is longer than the horizontal length.

According to the above vehicle, the left cushion unit is connected to the center arm and the left support arm portion. However, the first left arm or the second left arm is interposed between the left cushion unit and the center arm, or The first left arm or the second left arm is interposed between the cushion unit and the left support arm portion. Further, the right cushion unit is connected to the center arm and the right support arm portion, but the first right arm or the second right arm is interposed between the right cushion unit and the center arm, or the right cushion unit and the right cushion unit are connected to each other. The first right arm or the second right arm is interposed between the first arm and the support arm. Therefore, it is possible to increase the degree of freedom in arranging the left cushion unit and the right cushion unit, and thereby it is possible to reduce the lateral dimension of the vehicle front portion while maintaining the left and right inclination angles and the riding comfort.

According to a preferred aspect of the present invention, the first end portion of the left cushion unit is supported by the left support arm portion. The first end portion of the right cushion unit is supported by the right support arm portion. The left cushion unit assuming that the second end portion of the left cushion unit is supported by the center arm when the left cushion unit expands and contracts when the left support arm unit swings upward. It is configured to be larger than the expansion/contraction amount of. The right cushion unit when the amount of expansion and contraction of the right cushion unit when the right support arm portion swings upward is assumed to be that the second end portion of the right cushion unit is supported by the center arm. It is configured to be larger than the expansion/contraction amount of.

According to the above aspect, for example, when the left front wheel gets over a protrusion on the ground, it is possible to secure a large expansion/contraction amount of the left cushion unit. A large amount of expansion and contraction of the right cushion unit can be secured when the right front wheel gets over a projection on the ground. Therefore, it is possible to increase the degree of freedom in arranging each cushion unit while maintaining the riding comfort, and to reduce the lateral dimension of the vehicle front portion.

According to another preferred aspect of the present invention, the first end portion of the left cushion unit is supported by the center arm. The first end of the right cushion unit is supported by the center arm. The left cushion when it is assumed that the second end portion of the left cushion unit is supported by the left support arm portion when the left cushion unit expands and contracts when the left support arm portion moves upward. It is configured to be larger than the expansion/contraction amount of the unit. The right cushion when the amount of expansion and contraction of the right cushion unit when the right support arm moves upward is assumed to be that the second end of the right cushion unit is supported by the right support arm. It is configured to be larger than the expansion/contraction amount of the unit.

According to the above aspect, for example, when the left front wheel gets over a protrusion on the ground, it is possible to secure a large expansion/contraction amount of the left cushion unit. A large amount of expansion and contraction of the right cushion unit can be secured when the right front wheel gets over a projection on the ground. Therefore, it is possible to increase the degree of freedom in arranging each cushion unit while maintaining the riding comfort, and to reduce the lateral dimension of the vehicle front portion.

According to another preferred aspect of the present invention, the central axis or the sixth left axis is the upper left arm when the vehicle is standing upright on a horizontal plane and stopped in the unloaded and steered state. Is disposed below the central axis or the sixth right axis, and is disposed below the upper right arm.

According to the above aspect, the amount of protrusion of the center arm above the upper arm can be reduced. Therefore, the heightwise dimension of the front portion of the vehicle, particularly the dimension of the portion above the upper arm, can be reduced.

According to another preferred aspect of the present invention, the first left arm or the second left arm intersects with the center arm in a vehicle front view, and the first right arm or the second right arm is the center arm. Intersects with.

According to the above aspect, the first left arm or the second left arm and the first right arm or the second right arm can be arranged closer to the center of the vehicle. Therefore, the distance between the left front wheel and the right front wheel can be made smaller, and the lateral dimension of the vehicle front part can be made smaller while maintaining the left and right inclination angles and the riding comfort.

According to another preferred aspect of the present invention, in the vehicle front view, the upper left arm or the lower left arm intersects with the left cushion unit, and the upper right arm or the lower right arm intersects with the right cushion unit. There is.

According to the above aspect, when the left cushion unit does not intersect the upper left arm and the lower left arm, or when the right cushion unit does not intersect the upper right arm and the lower right arm (for example, the left cushion unit or the right cushion unit is arranged horizontally). It is possible to prevent the left cushion unit and the right cushion unit from becoming large in the left-right direction and to reduce the left-right size of the front portion of the vehicle, as compared with the case where the left cushion unit is pressed.

According to another preferred aspect of the present invention, the first left arm or the second left arm intersects with the left cushion unit, and the first right arm or the second right arm is the front view of the vehicle. It intersects with the right cushion unit.

According to the above aspect, the first left arm or the second left arm and the left cushion unit can be arranged compactly when viewed from the front of the vehicle. Further, when viewed from the front of the vehicle, the first right arm or the second right arm and the right cushion unit can be compactly arranged.

According to another preferred aspect of the present invention, the first left arm or the second left arm intersects with the upper left arm or the lower left arm, and the first right arm or the second right arm is seen in a vehicle front view. The arm intersects with the upper right arm or the lower right arm.

According to the above aspect, the first left arm or the second left arm and the upper left arm or the lower left arm can be arranged compactly when viewed from the front of the vehicle. Further, when viewed from the front of the vehicle, the first right arm or the second right arm and the upper right arm or the lower right arm can be arranged compactly.

According to another preferred aspect of the present invention, the first left arm and the second left arm, when the vehicle is standing upright on a horizontal plane and stopped in a state of no load and no steering, The first right arm and the second right arm are arranged to the right of an intermediate position between the right end and the left end of the left support arm portion, and the first right arm and the second right arm are located at a position more left than an intermediate position between the left end and the right end of the right support arm portion. It is located in the direction.

According to the above aspect, the first left arm, the second left arm, the first right arm, and the second right arm are arranged near the center of the vehicle. Therefore, the lateral dimension of the vehicle front portion can be further reduced.

According to another preferred aspect of the present invention, the first end portion of the left cushion unit is supported by the left support arm portion. The first end portion of the right cushion unit is supported by the right support arm portion.

According to another preferred aspect of the present invention, the first end portion of the left cushion unit is supported by the center arm. The first end of the right cushion unit is supported by the center arm.

According to another preferred aspect of the present invention, when the vehicle is standing upright on a horizontal plane and stopped in the unloaded and steered state, the first end portion and the first cushion portion of the left cushion unit are stopped. The two ends are arranged to the right of an intermediate position between the right end and the left end of the left support arm part, and the first end part and the second end part of the right cushion unit are the right support arm part. It is located to the left of the intermediate position between the left end and the right end.

According to the above aspect, the left front wheel and the left cushion unit are less likely to interfere with each other when the left front wheel is inclined, and the right front wheel and the right cushion unit are less likely to interfere with each other when the right front wheel is inclined. Therefore, the distance between the left front wheel and the right front wheel can be reduced, and the lateral dimension of the vehicle front portion can be reduced while maintaining the left and right inclination angles and the riding comfort.

According to another preferred aspect of the present invention, when the vehicle is standing upright on a horizontal plane and stopped in the unloaded and steered state, the dimension of the left cushion unit in the vehicle up-down direction is the vehicle left-right direction. The vertical cushion dimension of the right cushion unit is larger than the lateral dimension of the vehicle.

According to the above aspect, since the left and right cushion units are relatively small in the vehicle left-right direction, the left front wheel and the left cushion unit are less likely to interfere with each other when the left front wheel is inclined, and the right front wheel is When tilted, the right front wheel and the right cushion unit are less likely to interfere with each other. Therefore, the distance between the left front wheel and the right front wheel can be further reduced, and the left-right dimension of the vehicle front portion can be further reduced while maintaining the left and right inclination angles and the riding comfort.

According to another preferred aspect of the present invention, the first end portion of the left cushion unit is supported by the left support arm portion, and the second end portion of the left cushion unit is supported by the first left arm. Has been done. The first end portion of the right cushion unit is supported by the right support arm portion, and the second end portion of the right cushion unit is supported by the first right arm. The center arm has a lower end portion swingably supported around the central axis, the first left arm swingably supported around the third left axis, and the first right arm includes the third arm. And an upper end portion that is swingably supported about the right axis.

According to the above aspect, the size of the center arm in the left-right direction can be reduced as compared with the case where the center arm is configured by an arm extending in the left-right direction of the vehicle. Therefore, the distance between the left front wheel and the right front wheel can be made smaller, and the lateral dimension of the vehicle front part can be made smaller while maintaining the left and right inclination angles and the riding comfort.

According to another preferred aspect of the present invention, the first end portion of the left cushion unit is supported by the lower left arm of the left support arm portion. The first end portion of the right cushion unit is supported by the lower right arm of the right support arm portions.

According to the above aspect, the stroke can be secured without increasing the left-right dimension of the left cushion unit and the right cushion unit, and the left-right direction of the vehicle front portion can be maintained while maintaining the left-right inclination angle and the riding comfort. The size of can be reduced.

According to another preferred aspect of the present invention, the second left arm is supported by the lower left arm of the left support arm portion. The second right arm is supported by the lower right arm of the right support arm section.

According to another preferred aspect of the present invention, the second left arm is supported by the upper left arm of the left support arm portion. The second right arm is supported by the right upper arm of the right support arm portion.

According to the present invention, in a tiltable vehicle equipped with a double wishbone type suspension device, it is possible to reduce the lateral dimension of the vehicle front part while maintaining the left and right tilt angles and riding comfort.

FIG. 3 is a left side view of the vehicle according to the first embodiment. It is a front view of a part of the vehicle when the body frame is in the upright state. It is a front view of a part of the vehicle when the body frame is in a tilted state. It is the figure which looked at a part of said vehicle along the axial direction of a head pipe. It is a front view of a part of suspension system. It is a perspective view of a part of said suspension device. It is a front view of a part of suspension system. It is a front view of a steering mechanism. It is a side view of the steering mechanism. FIG. 3 is a plan view of the steering mechanism. FIG. 3 is a side view of a portion of the actuator and suspension device. It is a top view of some actuators and suspensions. It is a side view of a part of said vehicle. It is a front view of a part of suspension system when only the left front wheel moves upwards. It is a figure which shows typically the structure of the suspension system of the vehicle which concerns on 1st Embodiment. It is a figure which shows typically the structure of the suspension system of the vehicle which concerns on 2nd Embodiment. It is a figure which shows typically the structure of the suspension system of the vehicle which concerns on the 1st modification of 2nd Embodiment. It is a figure which shows typically the structure of the suspension system of the vehicle which concerns on the 2nd modification of 2nd Embodiment. It is a front view of a part of suspension system of a vehicle concerning a 3rd embodiment. It is a figure which shows typically the structure of the suspension system of the vehicle which concerns on 3rd Embodiment. It is a figure which shows typically the structure of the suspension system of the vehicle which concerns on 4th Embodiment. It is a figure which shows typically the structure of the suspension system of the vehicle which concerns on 5th Embodiment.

(First embodiment)
An embodiment of the present invention will be described below with reference to the drawings. As shown in FIGS. 1 and 2, the vehicle according to the present embodiment is a saddle-ride type three-wheel vehicle (hereinafter, simply referred to as vehicle) 1 including two front wheels 11L and 11R and one rear wheel 12. In the present specification, the “vehicle capable of leaning” means that the body frame 5 can lean with respect to the ground as shown in FIG. 3, and the left front wheel 11L and the right front wheel are accompanied by the leaning of the body frame 5. 11R is a vehicle in which the vertical relative position of the body frame 5 changes.

Unless otherwise specified below, the terms “front”, “rear”, “left”, “right”, “upper”, and “lower” mean that the vehicle 1 stands upright on a horizontal surface with no load and no steering. When the vehicle is stationary (see FIG. 2 ), it means front, rear, left, right, upper, and lower viewed from the occupant, assuming that the occupant is seated on the seat 3. The no-load state means a state in which the vehicle 1 is not occupied by an occupant, is not loaded with luggage, and is not filled with fuel. Reference symbols F, Re, L, R, U, and D in the drawings represent front, rear, left, right, upper, and lower, respectively. "Front-rear direction of body frame", "up-and-down direction of body frame", and "left-right direction of body frame" mean front-rear direction, up-down direction, and left-right direction with reference to the body frame. In the state where the vehicle body frame 5 is not steered and is upright, the front-rear direction, the up-down direction, and the left-right direction of the body frame 5 correspond to the front-rear direction, the up-down direction, and the left-right direction of the vehicle 1, respectively. However, in the steered state or the state in which the body frame 5 is tilted, the front-rear direction, the up-down direction, and the left-right direction of the body frame 5 may be different from the front-rear direction, the up-down direction, and the left-right direction of the vehicle 1, respectively. “Extending in the front-rear direction” is not limited to a direction parallel to the front-rear direction, and includes a direction inclined in the range of −45° to +45° with respect to the front-rear direction. Similarly, “extends in the up-down direction” and “extends in the left-right direction” mean directions inclining in the range of −45° to +45° with respect to the up-down direction and −45° to +45 with respect to the left-right direction. Includes directions that are tilted in the range of °.

As shown in FIGS. 1 and 2, the vehicle 1 includes a body frame 5, a left front wheel 11L, a right front wheel 11R, a rear wheel 12, a steering mechanism 60 for steering the left front wheel 11L and the right front wheel 11R, and a left side. A suspension device 61 that supports the front wheels 11L and the right front wheels 11R and inclines the left front wheels 11L and the right front wheels 11R according to the inclination of the vehicle body frame 5, a seat 3 on which an occupant sits, and a rear wheel 12 for driving. And a power unit 62 that generates a driving force.

As shown in FIG. 1, the vehicle body frame 5 has a head pipe 10 and a main frame 9 extending rearward from the head pipe 10 in a vehicle side view. The head pipe 10 extends obliquely rearward and upward in a side view of the vehicle. As shown in FIG. 2, the head pipe 10 extends in the vertical direction when the vehicle is viewed from the front.

The configuration of the power unit 62 is not limited at all. The power unit 2 may include, for example, an internal combustion engine or an electric motor.

The suspension device 61 is a double wishbone type suspension device. The suspension device 61 includes a left support arm portion 30L that supports the left front wheel 11L, a right support arm portion 30R that supports the right front wheel 11R, a center arm 34, a left cushion unit 35L, and a right cushion unit 35R. There is. The left support arm portion 30L and the right support arm portion 30R form a link mechanism 66 that changes the relative positions of the left front wheel 11L and the right front wheel 11R in the vertical direction of the body frame 5 according to the inclination of the body frame 5. .. The center arm 34 is swingably supported with respect to the vehicle body frame 5 about an axis extending in the front-rear direction of the vehicle body frame 5, and transmits upward movement of the left front wheel 11L as downward movement of the right front wheel 11R. In addition, it is an arm that transmits the upward movement of the right front wheel 11R as the downward movement of the left front wheel 11L.

The left support arm portion 30L has a lower left arm 32L and an upper left arm 31L arranged above the lower left arm 32L. The lower left arm 32L and the upper left arm 31L are arranged to the left of the vehicle center line CL. The vehicle center line CL is a line that passes through the central axis of the head pipe 10 and extends in the up-down direction of the vehicle body frame 5 in the vehicle front view, and in the vehicle plan view, the central axis of the head pipe 10. It is a line that passes through and extends in the front-back direction of the body frame 5. As shown in FIG. 4, the lower left arm 32L includes a front half portion 32La, a rear half portion 32Lb located behind the front half portion 32La, and a crossbar 32Lc connecting the front half portion 32La and the rear half portion 32Lb. The front half portion 32La and the rear half portion 32Lb are formed such that the distance therebetween becomes closer to the left, and the left ends thereof are connected. The crossbar 32Lc extends in the front-rear direction. The upper left arm 31L has a front half 31La and a rear half 31Lb located behind the front half 31La. The front half portion 31La and the rear half portion 31Lb are formed so that their distances become closer to each other toward the left, and their left ends are connected to each other. As shown in FIG. 2, the right end of the lower left arm 32L is supported on the vehicle body frame 5 so as to be vertically swingable around a first left axis L1 extending in the front-rear direction of the vehicle body frame 5. The right end of the upper left arm 31L is supported on the vehicle body frame 5 so as to be vertically swingable around a second left axis L2 extending in the front-rear direction of the vehicle body frame 5. The left ends of the lower left arm 32L and the upper left arm 31L are supported by the left knuckle arm 13L so as to be vertically swingable around an axis H2 extending in the front-rear direction of the vehicle body frame 5.

The right support arm portion 30R has a bilaterally symmetrical shape with the left support arm portion 30L with the vehicle center line CL as a boundary. The right support arm portion 30R has a lower right arm 32R and an upper right arm 31R arranged above the lower right arm 32R. The lower right arm 32R and the upper right arm 31R are arranged to the right of the vehicle center line CL. As shown in FIG. 4, the lower right arm 32R has a front half portion 32Ra, a rear half portion 32Rb located behind the front half portion 32Ra, and a crossbar 32Rc connecting the front half portion 32Ra and the rear half portion 32Rb. .. The front half portion 32Ra and the rear half portion 32Rb are formed such that the distance therebetween becomes closer to the right, and the right ends thereof are connected. The crossbar 32Rc extends in the front-rear direction. The upper right arm 31R has a front half portion 31Ra and a rear half portion 31Rb located behind the front half portion 31Ra. The front half portion 31Ra and the rear half portion 31Rb are formed so that the distance therebetween becomes closer to the right and the right ends thereof are connected to each other. As shown in FIG. 2, the left end of the lower right arm 32R is supported with respect to the body frame 5 so as to be vertically swingable around a first right axis R1 extending in the front-rear direction of the body frame 5. The left end of the upper right arm 31R is supported on the vehicle body frame 5 so as to be vertically swingable around a second right axis R2 extending in the front-rear direction of the vehicle body frame 5. The right ends of the lower right arm 32R and the upper right arm 31R are supported by the right knuckle arm 13R so as to be vertically swingable around an axis H2 extending in the front-rear direction of the vehicle body frame 5.

The left front wheel 11L is arranged to the left of the vehicle center line CL and is rotatably supported by the left knuckle arm 13L. The front right wheel 11R is arranged on the right side of the vehicle center line CL, and is rotatably supported by the right knuckle arm 13R.

The center arm 34 according to the present embodiment is formed in a plate shape extending in the vertical direction. However, the shape of the center arm 34 is not particularly limited. The lower end portion 34a of the center arm 34 is swingably supported with respect to the vehicle body frame 5 about a central axis line HM extending in the front-rear direction of the vehicle body frame 5.

As shown in FIG. 5, a first left arm 51L is supported on the upper end portion 34b of the center arm 34 so as to be swingable around a third left axis L3 extending in the front-rear direction of the vehicle body frame 5. A first right arm 51R is supported on the upper end portion 34b of the center arm 34 so as to be swingable around a third right axis R3 extending in the front-rear direction of the vehicle body frame 5. In the present embodiment, the third left axis L3 and the third right axis R3 coincide. As shown in FIG. 6, here, the first left arm 51L is arranged in front of the first right arm 51R. However, the first left arm 51L may be arranged behind the first right arm 51R.

The second left arm 52L is connected to the first left arm 51L, and the second right arm 52R is connected to the first right arm 51R. The second left arm 52L and the second right arm 52R are formed in a rod shape. As shown in FIG. 5, the upper end portion of the second left arm 52L is swingably supported by the first left arm 51L around a fourth left axis L4 extending in the front-rear direction of the vehicle body frame 5. The lower end of the second left arm 52L is swingably supported by the lower left arm 32L of the left support arm 30L around a fifth left axis L5 extending in the front-rear direction of the vehicle body frame 5. The lower end of the second left arm 52L is supported by the crossbar 32Lc of the lower left arm 32L. The lower end portion of the second left arm 52L may be supported by the upper left arm 31L of the left support arm portion 30L. The upper end of the second right arm 52R is swingably supported around the seventh right axis R7 extending in the front-rear direction of the vehicle body frame 5 with respect to the first right arm 51R. The lower end of the second right arm 52R is swingably supported by the lower right arm 32R of the right support arm portion 30R around a fifth right axis R5 extending in the front-rear direction of the vehicle body frame 5. The lower end of the second right arm 52R is supported by the crossbar 32Rc of the lower right arm 32R. The lower end portion of the second right arm 52R may be supported by the upper right arm 31R of the right support arm portion 30R.

The left cushion unit 35L and the right cushion unit 35R are integrally formed with a spring and a damper. Since the structures of the left cushion unit 35L and the right cushion unit 35R are well known, detailed description thereof will be omitted. The spring is not shown in the drawings.

As shown in FIG. 5, the left cushion unit 35L has a first end portion 38L and a second end portion 37L. The first end portion 38L is swingably supported by the lower left arm 32L of the left support arm portion 30L around a sixth left axis L6 extending in the front-rear direction of the vehicle body frame 5. The first end portion 38L is supported by the crossbar 32Lc of the lower left arm 32L. However, the first end portion 38L may be supported by the upper left arm 31L of the left support arm portion 30L. The second end portion 37L is supported by the first left arm 51L so as to be swingable around a seventh left axis L7 extending in the front-rear direction of the vehicle body frame 5. It should be noted that when the vehicle 1 is in an unloaded and unsteered state upright on a horizontal plane and stopped (hereinafter referred to as an upright unsteered state), the seventh left axis L7 indicates the It is located to the left of the third left axis L3, and the fourth left axis L4 is located to the right of the third left axis L3. One of the left cushion unit 35L and the second left arm 52L overlaps with the center arm 34 in the front view of the vehicle in the upright steering-free state. In the present embodiment, the second left arm 52L overlaps the center arm 34. However, the left cushion unit 35L may overlap the center arm 34.

The right cushion unit 35R has a first end portion 38R and a second end portion 37R. The first end portion 38R is swingably supported by the lower right arm 32R of the right support arm portion 30R around a sixth right axis R6 extending in the front-rear direction of the vehicle body frame 5. The first end portion 38R is supported by the crossbar 32Rc of the lower right arm 32R. However, the first end portion 38R may be supported by the upper right arm 31R of the right support arm portion 30R. The second end portion 37R is swingably supported by the first right arm 51R around a seventh right axis R7 extending in the front-rear direction of the vehicle body frame 5. In the upright steering-free state, one of the right cushion unit 35R and the second right arm 52R overlaps with the center arm 34 when the vehicle is viewed from the front. In the present embodiment, the second right arm 52R overlaps the center arm 34. However, the right cushion unit 35R may overlap the center arm 34.

Of the central axis line HM, the first to seventh left axis lines L1 to L7, and the first to seventh right axis lines R1 to R7, the leftmost axis lines are the fifth left axis line L5 and the sixth left axis line L6. , The rightmost axis is the fifth right axis R5 and the sixth right axis R6, the uppermost axis is the seventh left axis L7 and the seventh right axis R7, and the lowermost axis is Are the fifth left axis line, the sixth left axis line L6, the fifth right axis line R5, and the sixth right axis line R6. When viewed from the front of the vehicle, a vertical line LL passing through the leftmost axis line, a vertical line LR passing through the rightmost axis line, a horizontal line LU passing through the uppermost axis line, and the lowermost position. A quadrangle formed by the horizontal line LD through which the axis passes (that is, a quadrangle shown by a broken line in FIG. 5) is a rectangle whose vertical length is longer than horizontal length. The quadrangle may be a square. When the horizontal distance between the leftmost axis lines L5 and L6 and the vehicle center line CL in the front view of the vehicle is A, the rightmost axis lines R5 and R6 and the vehicle center line CL are in the horizontal direction. Is also A. In the front view of the vehicle, the vertical distance between the uppermost axis L7, R7 and the lowermost axis L5, L6, R5, R6 is B. Then, B≧2A.

As shown in FIG. 7, in the upright steering-free state, the first end portion 38L and the second end portion 37L of the left cushion unit 35L are located at an intermediate position 301m between the right end 301R and the left end 301L of the left support arm portion 30L. It is located to the right of. In the upright steering-free state, the first end portion 38R and the second end portion 37R of the right cushion unit 35R are arranged to the left of the intermediate position 302m between the left end 302L and the right end 302R of the right support arm portion 30R. ing. As shown in FIG. 5, in the upright steering-free state, the vehicle vertical dimension K1 of the left cushion unit 35L is larger than the vehicle lateral dimension K2. Similarly, in the upright steering-free state, the vertical dimension of the right cushion unit 35R is larger than the horizontal dimension of the vehicle.

Next, the steering mechanism 60 will be described. As shown in FIGS. 8, 9, and 10, the steering mechanism 60 includes a steering shaft 20 rotatably supported by the head pipe 10, a handle bar 25 fixed to the steering shaft 20, and a steering shaft 20. It has a tie rod 26 connecting the left front wheel 11L and the right front wheel 11R.

The steering shaft 20 includes a first steering shaft 21 that is rotatably supported by the head pipe 10, a second steering shaft 22 that is disposed in front of the first steering shaft 21 in the front-rear direction of the vehicle body frame 5, and a first steering shaft 22. It has a connecting arm 23 that connects the steering shaft 21 and the second steering shaft 22. As shown in FIG. 8, the first steering shaft 21 includes a main shaft 21a inserted into the head pipe 10, side pipes 21k arranged on the left and right sides of the main shaft 21a, a main shaft 21a and side pipes. The upper cross member 21c connects the upper end portions of the 21k to each other, and the lower cross member 21d connects the lower end portions of the main shaft 21a and the side pipe 21k to each other. However, the side pipe 21k, the upper cross member 21c, and the lower cross member 21d are not always necessary and may be omitted. The second steering shaft 22 has a main shaft 22a and a bracket 22d connected to the upper end of the main shaft 22a. The connecting arm 23 is configured by a pair of left and right plates extending in the front-rear direction that connect the lower cross member 21d and the bracket 22d.

The tie rod 26 has a left tie rod 26L that connects the second steering shaft 22 and the left front wheel 11L, and a right tie rod 26R that connects the second steering shaft 22 and the right front wheel 11R. The left tie rod 26L and the right tie rod 26R are connected to the lower end portion of the second steering shaft 22 via a joint member 65. The right end of the left tie rod 26L and the left end of the right tie rod 26R are supported by the joint member 65 so as to be swingable around an axis V1 extending in the up-down direction of the vehicle body frame 5. The right end of the left tie rod 26L and the left end of the right tie rod 26R are supported by the joint member 65 so as to be swingable around an axis H8 extending in the front-rear direction of the vehicle body frame 5. As shown in FIG. 2, the left end portion of the left tie rod 26L can swing with respect to the left knuckle arm 13L around an axis V2 extending in the vertical direction of the vehicle body frame 5 and extends in the front-rear direction of the vehicle body frame 5. It is swingably supported around the axis H9. The right end portion of the right tie rod 26R can swing with respect to the right knuckle arm 13R about an axis line V2 extending in the vertical direction of the vehicle body frame 5 and also about an axis line H9 extending in the front-rear direction of the vehicle body frame 5. Supported by.

As shown in FIG. 8, the steering mechanism 60 further includes an actuator 27 that applies a rotational force to the steering shaft 20. The actuator 27 is attached to the steering shaft 20. The actuator 27 plays a role of assisting steering by a passenger. The steering shaft 20 is provided with a torque sensor (not shown). The torque sensor is configured to detect the steering force applied to the steering shaft 20 by the occupant, that is, the torque. The actuator 27 is configured to output a driving force according to the torque detected by the torque sensor.

The actuator 27 is attached to a portion of the steering shaft 20 above the intermediate position 22m between the upper end 22t and the lower end 22b of the second steering shaft 22. The actuator 27 can be attached to any of the first steering shaft 21, the connecting arm 23, and the second steering shaft 22, but is attached to the second steering shaft 22 in the present embodiment.

As shown in FIG. 1, the vehicle 1 includes a side stand 67 that maintains the body frame 5 in an inclined posture. The side stand 67 is supported by the vehicle body frame 5 and is arranged on the left side of the vehicle center line CL. The side stand 67 and the motor 27c are arranged on the left and right sides of the center of the body frame 5 in the left-right direction, respectively. The side stand 67 and the motor 27c can be arranged on the right and left sides of the center of the body frame 5 in the left-right direction, respectively.

The vehicle 1 according to this embodiment further includes an actuator 33 that generates a driving force that tilts the vehicle body frame 5. The actuator 33 is configured to apply a rotational force about the first left axis L1 to the lower left arm 32L of the left support arm portion 30L and a rotational force about the second left axis L2 to the upper left arm 31L. The actuator 33 is configured to apply a rotational force around the first right axis R1 to the lower right arm 32R of the right support arm portion 30R and a rotational force around the second right axis R2 to the upper right arm 31R. .. The actuator 33 is configured to change the relative positions of the left front wheel 11L and the right front wheel 11R in the up-and-down direction of the vehicle body frame 5 according to the inclination of the vehicle body frame 5 by applying the above-mentioned respective rotational forces.

As shown in FIGS. 11 and 12, the actuator 33 includes a motor 37, a speed reduction mechanism 39 that reduces the rotation speed of the motor 37, and a brake member 40 that restricts the rotation of the motor 37. A connecting shaft 36 is connected to the actuator 33. The motor 37, the speed reduction mechanism 39, and the brake member 40 are integrated. The connecting shaft 36 extends forward from the actuator 33 in the front-rear direction of the vehicle body frame 5 and is connected to the center arm 34. The brake member 40 has a brake shaft 41 connected to the speed reduction mechanism 39 and a brake disc 42 fixed to the brake shaft 41. A brake caliper 45 that restricts rotation of the motor 37 by sandwiching the brake disc 42 is supported on the vehicle body frame 5.

As shown in FIG. 13, the actuator 33 is supported by the vehicle body frame 5. At least a part of the actuator 33 is arranged behind the left support arm portion 30L and the right support arm portion 30R in the front-rear direction of the vehicle body frame 5. Here, the entire actuator 33 is arranged behind the left support arm portion 30L and the right support arm portion 30R in the front-rear direction of the vehicle body frame 5. Further, at least a part of the actuator 33 is arranged behind the center 11c of the left front wheel 11L and the right front wheel 11R in the front-rear direction of the vehicle body frame 5. Here, the entire actuator 33 is arranged behind the center 11c of the left front wheel 11L and the right front wheel 11R in the front-rear direction of the vehicle body frame 5. Further, at least a part of the actuator 33 is arranged behind the rear end 26r of the tie rod 26 in the front-rear direction of the vehicle body frame 5. Further, at least a part of the actuator 33 is arranged behind the front end 21f of the first steering shaft 21 in the front-rear direction of the vehicle body frame 5.

The center arm 34 is arranged in front of the actuator 33. As described above, the center arm 34 has the lower end portion 34a supported by the vehicle body frame 5 and the upper end portion 34b to which the left cushion unit 35L and the right cushion unit 35R are connected. As shown in FIG. 5, the upper end portion 34b is connected to the left cushion unit 35L via the first left arm 51L and is connected to the right cushion unit 35R via the first right arm 51R. The center arm 34 is formed in a shape extending in the vehicle vertical direction from the lower end portion 34a to the upper end portion 34b.

The configuration of the vehicle 1 has been described above. Next, an example of the behavior of the suspension device 61 when the vehicle 1 is traveling will be described.

As shown in FIG. 2, when the vehicle 1 travels straight, the vehicle body frame 5 and the center arm 34 are upright with respect to the ground. On the other hand, as shown in FIG. 3, when the body frame 5 is tilted, the center arm 34 remains upright, but the left front wheel 11L and the right front wheel 11R are tilted according to the tilt of the body frame 5. In the example shown in FIG. 3, the body frame 5, the left front wheel 11L, and the right front wheel 11R incline to the left. Since the center arm 34 remains upright, the left cushion unit 35L and the right cushion unit 35R maintain their original postures. Therefore, the distance between the right front wheel 11R and the right cushion unit 35R becomes shorter.

For example, as shown in FIG. 14, only the left front wheel 11L may get over a protrusion on the ground and only the left front wheel 11L may move upward. In that case, the left support arm portion 30L rotates upward about the first left axis L1 and the second left axis L2. The first end portion 38L of the left cushion unit 35L receives an upward force from the left support arm portion 30L. As a result, the left cushion unit 35L contracts. Further, according to the vehicle 1 according to the present embodiment, the suspension device 61 includes the first left arm 51L and the second left arm 52L. When the left support arm portion 30L rotates upward, the second arm 52L receives an upward force from the left support arm portion 30L and moves upward. Then, the first arm 51L receives an upward force from the second arm 52L, and thus rotates clockwise around the third left axis L3. As a result, the second end portion 37L of the left cushion unit 35L receives a downward force from the first arm 51L, and the left cushion unit 35L further contracts. That is, the left cushion unit 35L contracts by receiving a force from both the first end portion 38L and the second end portion 37L.

Therefore, the left cushion unit 35L is arranged at a position close to the vehicle center line CL and is arranged in a posture having a large inclination angle with respect to the horizontal line, but a sufficient stroke can be secured. In other words, the left cushion unit 35L is arranged at a position close to the vehicle center line CL and is arranged so that the aspect ratio=K1/K2 (see FIG. 5) becomes large, but a sufficient stroke can be secured. it can. In the vehicle 1, the amount of expansion and contraction of the left cushion unit 35L when the left support arm portion 30L swings upward is determined by assuming that the second end portion 37L of the left cushion unit 35L is supported by the center arm 34. It is configured to be larger than the expansion and contraction amount of the left cushion unit 35L.

Although description is omitted, the above-described behavior is not limited to the left cushion unit 35L and is the same for the right cushion unit 35R. Even in the right cushion unit 35R, a sufficient stroke can be secured. In the vehicle 1, the amount of expansion and contraction of the right cushion unit 35R when the right support arm portion 30R swings upward is assumed to be that the second end portion 37R of the right cushion unit 35R is supported by the center arm 34. It is configured to be larger than the expansion and contraction amount of the right cushion unit 35R.

As described above, according to the vehicle 1 according to the present embodiment, the double wishbone type suspension device 61 having the center arm 34 is provided, so that the left and right inclination angles can be secured and the riding comfort is improved. Can be made. Further, the left cushion unit 35L is connected to the center arm 34 and the left support arm portion 30L, but the first left arm 51L is interposed between the left cushion unit 35L and the center arm 34. The right cushion unit 35R is connected to the center arm 34 and the right support arm portion 30R, but the first right arm 51R is interposed between the right cushion unit 35R and the center arm 34. According to the vehicle 1 of the present embodiment, it is possible to sufficiently secure the expansion and contraction amounts of the left cushion unit 35L and the right cushion unit 35R. Therefore, the degree of freedom of arrangement of the left cushion unit 35L and the right cushion unit 35R can be increased.

FIG. 15 shows the left support arm portion 30L, the first left arm 51L, the second left arm 52L, the left cushion unit 35L, the center arm 34, the right support arm portion 30R, the first right arm 51R, and the second right portion as viewed from the front of the vehicle. It is a figure showing typically the physical relationship of arm 52R, right cushion unit 35R, etc. Note that the left half portion and the right half portion of the suspension device 61 are shown separately for easy understanding. As described above, B≧2A. That is, as shown in FIG. 5, the vertical line LL passing through the leftmost axis lines L5 and L6 among the axis lines HM, L1 to L7, and R1 to R7 and the rightmost axis lines R5 and R6. A quadrangle formed by a vertical line LR passing through, a horizontal line LU passing through the uppermost axis lines L7 and R7, and a horizontal line LD passing through the lowermost axis lines L5, L6, R5, and R6 is a square or a horizontal line. Is a rectangle with a long vertical length. With this arrangement, the first left arm 51L, the second left arm 52L, the left cushion unit 35L, the first right arm 51R, the second right arm 52R, and the right cushion unit 35R are arranged near the center arm 34. be able to.

As described above, in the vehicle 1 according to the present embodiment, since the left cushion unit 35L and the right cushion unit 35R have a high degree of freedom in arrangement, the first left arm 51L, the second left arm 52L, the left cushion unit 35L, and the first right arm. The arm 51R, the second right arm 52R, and the right cushion unit 35R can be arranged near the center arm 34. Therefore, according to the vehicle 1 of the present embodiment, it is possible to reduce the lateral dimension of the vehicle front portion while maintaining the left and right inclination angles and the riding comfort.

According to the vehicle 1 of the present embodiment, the amount of expansion and contraction of the left cushion unit 35L when the left support arm portion 30L swings upward is such that the second end portion 37L of the left cushion unit 35L is supported by the center arm 34. It is configured to be larger than the expansion and contraction amount of the left cushion unit 35L when it is assumed that The amount of expansion and contraction of the right cushion unit 35R when the right support arm portion 30R swings upwards, the right cushion unit 35R assuming that the second end portion 37R of the right cushion unit 35R is supported by the center arm 34. It is configured to be larger than the expansion/contraction amount of. According to the vehicle 1 of the present embodiment, for example, when the left front wheel 11L gets over a protrusion on the ground, a large expansion/contraction amount of the left cushion unit 35L can be secured. When the right front wheel 11R gets over a projection on the ground, it is possible to secure a large expansion/contraction amount of the right cushion unit 35R. Therefore, it is possible to increase the degree of freedom in arranging each cushion unit while maintaining the riding comfort, and to reduce the lateral dimension of the vehicle front portion.

According to the vehicle 1 according to the present embodiment, as shown in FIG. 15, when the vehicle is standing upright on the horizontal plane and stopped in the unloaded and steered state, the central axis line HM and the sixth left axis line L6 are It is arranged below the upper left arm 31L, and the central axis HM and the sixth right axis R6 are arranged below the upper right arm 31R. As a result, the amount of protrusion of the center arm 34 above the upper arms 31L and 31R can be reduced. Therefore, the size in the height direction at the front part of the vehicle, especially the size above the upper arms 31L and 31R, can be reduced.

It should be noted that when the vehicle 1 is standing upright on a horizontal plane with no load and no steering, and is stopped, only one of the central axis HM and the sixth left axis L6 is disposed below the upper left arm 31L. However, only one of the center axis HM and the sixth right axis R6 may be disposed below the upper right arm 31R. Even in such a case, the amount of protrusion of the center arm 34 above the upper arms 31L and 31R can be reduced, and the size in the height direction at the front portion of the vehicle can be reduced.

According to the vehicle 1 of the present embodiment, the second left arm 52L and the second right arm 52R intersect the center arm 34 when the vehicle is viewed from the front. The second left arm 52L and the second right arm 52R can be arranged closer to the center of the vehicle. Therefore, the distance between the left front wheel 11L and the right front wheel 11R can be further reduced, and the left-right dimension of the vehicle front portion can be further reduced while maintaining the left and right inclination angles and the riding comfort.

The first left arm 51L and the first right arm 51R may intersect with the center arm 34 when the vehicle is viewed from the front. The first left arm 51L and the second left arm 52L may intersect the center arm 34, and the first right arm 51R and the second right arm 52R may intersect the center arm 34. Even in such a case, the same effect can be obtained.

According to the vehicle 1 of the present embodiment, the left upper arm 31L intersects with the left cushion unit 35L and the upper right arm 31R intersects with the right cushion unit 35R in the vehicle front view. According to the vehicle 1 according to the present embodiment, when the left cushion unit 35L does not intersect with the upper left arm 31L and the lower left arm 32L, or when the right cushion unit 35R does not intersect with the upper right arm 31R and the lower right arm 32R (for example, It is possible to prevent the left cushion unit 35L and the right cushion unit 35R from becoming large in the left-right direction, as compared with the case where the left cushion unit 35L or the right cushion unit 35R is arranged horizontally, and the left-right direction of the vehicle front portion. The size of can be reduced.

Note that the lower left arm 32L may intersect with the left cushion unit 35L and the lower right arm 32R may intersect with the right cushion unit 35R in the vehicle front view. In the vehicle front view, both the upper left arm 31L and the lower left arm 32L may intersect the left cushion unit 35L, and both the upper right arm 31R and the lower right arm 32R may intersect the right cushion unit 35R. Even in such a case, the same effect can be obtained.

In the vehicle 1 according to the present embodiment, as shown in FIG. 7, the first left arm 51L and the second left arm 52L have the right end 301R and the left end 301L of the left support arm portion 30L in the upright steering-free state. The first right arm 51R and the second right arm 52R are arranged to the right of the intermediate position 301m, and are arranged to the left of the intermediate position 302m between the left end 302L and the right end 302R of the right support arm portion 30R. The first left arm 51L, the second left arm 52L, the first right arm 51R, and the second right arm 52R are arranged near the center of the vehicle. Therefore, the lateral dimension of the vehicle front portion can be further reduced.

In the vehicle 1 according to this embodiment, the first end portion 38L and the second end portion 37L of the left cushion unit 35L are located between the right end 301R and the left end 301L of the left support arm portion 30L in the upright steering-free state. It is arranged to the right of the position 301m, and the first end 38R and the second end 37R of the right cushion unit 35R are arranged to the left of the intermediate position 302m between the left end 302L and the right end 302R of the right support arm 30R. Has been done. Therefore, the left front wheel 11L and the left cushion unit 35L are less likely to interfere with each other when the left front wheel 11L is inclined, and the right front wheel 11R and the right cushion unit 35R are less likely to interfere with each other when the right front wheel 11R is inclined. Therefore, the distance between the left front wheel 11L and the right front wheel 11R can be reduced, and the lateral dimension of the vehicle front part can be reduced while maintaining the left and right inclination angles and the riding comfort.

Further, according to the vehicle 1 of the present embodiment, the vehicle vertical dimension K1 of the left cushion unit 35L and the right cushion unit 35R is larger than the vehicle horizontal dimension K2 in the upright steering-free state. The left cushion unit 35L and the right cushion unit 35R are largely inclined from the horizontal line. Therefore, when the left front wheel 11L is tilted, the left front wheel 11L and the left cushion unit 35L are less likely to interfere with each other, and when the right front wheel 11R is tilted, the right front wheel 11R and the right cushion unit 35R are less likely to interfere with each other. Therefore, the distance between the left front wheel 11L and the right front wheel 11R can be further reduced, and the left-right dimension of the vehicle front portion can be further reduced while maintaining the left and right inclination angles and the riding comfort.

According to the vehicle 1 according to the present embodiment, the center arm 34 includes the lower end portion 34a supported by the vehicle body frame 5 so as to be swingable about the central axis HM, and the first left arm 31L around the third left axis L3. The first right arm 31R is swingably supported and has an upper end portion 34b that is swingably supported around the third right axis R3. Therefore, the size of the center arm 34 in the left-right direction can be reduced as compared with the case where the center arm is configured by an arm extending in the left-right direction of the vehicle. Therefore, the distance between the left front wheel 11L and the right front wheel 11R can be further reduced, and the left-right dimension of the vehicle front portion can be further reduced while maintaining the left and right inclination angles and the riding comfort.

According to the vehicle 1 according to the present embodiment, the first end portion 38L of the left cushion unit 35L is supported by the lower left arm 32L, and the first end portion 38R of the right cushion unit 35R is supported by the lower right arm 32R. Compared to the case where the first end portion 38L of the left cushion unit 35L is supported by the upper left arm 31L and the first end portion 38R of the right cushion unit 35R is supported by the upper right arm 31R, the left cushion unit 35L and the right cushion unit 35R. The stroke can be secured without increasing the left-right dimension of the. Therefore, it is possible to reduce the size of the front portion of the vehicle in the left-right direction while maintaining the left-right inclination angle and the riding comfort.

Although one embodiment of the present invention has been described above, it is needless to say that the present invention can be implemented in various forms and is not limited to the above embodiment. Next, another embodiment will be briefly described. In the following description, only the parts different from the first embodiment will be described, and the description of the same parts will be omitted. The same parts as those in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted.

(Second embodiment)
FIG. 16 shows a left support arm portion 30L, a first left arm 51L, a second left arm 52L, a left cushion unit 35L, a center arm 34, a right support arm portion 30R in a vehicle front view in the vehicle according to the second embodiment. It is a figure showing typically the physical relationship of the 1st right arm 51R, the 2nd right arm 52R, the right cushion unit 35R, etc. As in FIG. 15, the left half portion and the right half portion of the suspension device 61 are shown separately.

In the second embodiment, the first left arm 51L is supported by the lower end of the center arm 34 so as to be swingable around a third left axis L3 extending in the front-rear direction of the vehicle body frame 5. The second left arm 52L is supported by the first left arm 51L so as to be swingable around a fourth left axis L4 extending in the front-rear direction of the vehicle body frame 5. The second left arm 52L is supported by the lower left arm 32L to be swingable around a fifth left axis L5 extending in the front-rear direction of the vehicle body frame 5. The first end portion 38L of the left cushion unit 35L is swingably supported by the center arm 34 around a sixth left axis L6 extending in the front-rear direction of the vehicle body frame 5. The second end portion 37L is swingably supported around a seventh left axis L7 extending in the front-rear direction of the vehicle body frame 5 with respect to a connection point of the first left arm 51L and the second left arm 52L. The connecting point is a portion located on the fourth left axis L4. Here, the seventh left axis L7 and the fourth left axis L4 coincide.

Also in the second embodiment, the right half part is arranged symmetrically with the left half part. The first right arm 51R is supported by the lower end of the center arm 34 so as to be swingable around a third right axis R3 extending in the front-rear direction of the vehicle body frame 5. The second right arm 52R is supported by the first right arm 51R so as to be swingable around a fourth right axis R4 extending in the front-rear direction of the vehicle body frame 5. The second right arm 52R is supported by the lower right arm 32R so as to be swingable around a fifth right axis R5 extending in the front-rear direction of the vehicle body frame 5. The first end 38R of the right cushion unit 35R is supported by the center arm 34 to be swingable around a sixth right axis R6 extending in the front-rear direction of the vehicle body frame 5. The second end portion 37R has a seventh right axis R7 extending in the front-rear direction of the vehicle body frame 5 with respect to a connection point (a portion located on the fourth right axis R4) of the first right arm 51R and the second right arm 52R. It is swingably supported around. Here, the seventh left axis L7 and the fourth left axis L4 coincide.

FIG. 17 is a view corresponding to FIG. 16 regarding the vehicle according to the first modified example of the second embodiment. In the first modified example, the second left arm 52L is connected to a midway portion of the first left arm 51L. The second right arm 52R is connected to a midway portion of the first right arm 51R. The second left arm 52L is supported by the first left arm 51L so as to be swingable around a fourth left axis L4 extending in the front-rear direction of the vehicle body frame 5. The second right arm 52R is supported by the first right arm 51R so as to be swingable around a fourth right axis R4 extending in the front-rear direction of the vehicle body frame 5. Other configurations are similar to those of the second embodiment.

FIG. 18 is a view corresponding to FIG. 16 regarding a vehicle according to a second modification of the second embodiment. In the second modified example, the first left arm 51L is connected to a midway portion of the second left arm 52L. The first right arm 51R is connected to a midway portion of the second right arm 52R. The first left arm 51L is swingably supported by the second left arm 52L around a fourth left axis L4 extending in the front-rear direction of the vehicle body frame 5. The first right arm 51R is supported by the second right arm 52R to be swingable around a fourth right axis R4 extending in the front-rear direction of the vehicle body frame 5. Other configurations are similar to those of the second embodiment.

In the second embodiment, the leftmost axis line is the fifth left axis line L5, the rightmost axis line is the fifth right axis line R5, and the uppermost axis line is the sixth left axis line L6. And the sixth right axis R6, and the lowermost axes are the fourth left axis L4, the seventh left axis L7, the fourth right axis R4, and the seventh right axis R7. Also in the second embodiment, a vertical line passing through the leftmost axis line, a vertical line passing through the rightmost axis line, a horizontal line passing through the uppermost axis line, and a lowermost axis line. A quadrangle formed by a horizontal line passing through is a square or a rectangle whose vertical length is longer than horizontal. B≧2A.

In the first modified example and the second modified example, the lowermost axis is the seventh left axis L7 and the seventh right axis R7. Others are the same as those in the second embodiment. Also in the first modified example and the second modified example, the vertical line passing through the leftmost axis line, the vertical line passing through the rightmost axis line, and the horizontal line passing through the uppermost axis line, The quadrangle formed by the horizontal line through which the axis line located below passes is a square or a rectangle whose vertical length is longer than horizontal. B≧2A.

Also in the second embodiment, the first modified example and the second modified example, the same effect as that of the first embodiment can be obtained. It is possible to reduce the lateral dimension of the front portion of the vehicle while maintaining the left and right inclination angles and the riding comfort of the vehicle 1.

In the second embodiment, the first modified example and the second modified example, the expansion and contraction amount of the left cushion unit 35L when the left support arm portion 30L moves upward is such that the second end portion 37L of the left cushion unit 35L is left supported. It is configured to be larger than the expansion and contraction amount of the left cushion unit 35L on the assumption that it is supported by the arm portion 30L. The amount of expansion and contraction of the right cushion unit 35R when the right support arm portion 30R moves upward, the right cushion unit assuming that the second end portion 37R of the right cushion unit 35R is supported by the right support arm portion 30R. It is configured to be larger than the amount of expansion and contraction of 35R. Therefore, for example, when the left front wheel 11L gets over a projection on the ground, a large expansion/contraction amount of the left cushion unit 35L can be secured. When the right front wheel 11R gets over a projection on the ground, it is possible to secure a large expansion/contraction amount of the right cushion unit 35R. Therefore, it is possible to increase the degree of freedom in arranging the cushion units 35L and 35R while maintaining the riding comfort, and to reduce the lateral dimension of the vehicle front portion.

In the first modification, the second left arm 52L intersects with the left cushion unit 35L and the second right arm 52R intersects with the right cushion unit 35R in the vehicle front view. Therefore, when viewed from the front of the vehicle, the second left arm 52L and the left cushion unit 35L can be compactly arranged, and the second right arm 52R and the right cushion unit 35R can be compactly arranged. In the second modification, the first left arm 51L intersects with the left cushion unit 35L and the first right arm 51R intersects with the right cushion unit 35R in the vehicle front view. Therefore, when viewed from the front of the vehicle, the first left arm 51L and the left cushion unit 35L can be compactly arranged, and the first right arm 51R and the right cushion unit 35R can be compactly arranged.

(Third Embodiment)
FIG. 19 is a diagram showing a left support arm portion 30L, a first left arm 51L, a second left arm 52L, a left cushion unit 35L, a center arm 34, and the like in a vehicle front view in the vehicle according to the third embodiment. is there. FIG. 20 is a view corresponding to FIG. 15 in the vehicle according to the third embodiment.

In the third embodiment, the middle portion of the center arm 34 is supported by the vehicle body frame 5 so as to be swingable around a central axis HM extending in the front-rear direction of the vehicle body frame 5. The first left arm 51L is supported by the upper end of the center arm 34 so as to be swingable around a third left axis L3 extending in the front-rear direction of the vehicle body frame 5. The second left arm 52L is formed in a bent shape. One end of the second left arm 52L is arranged around the fourth left axis L4 extending in the front-rear direction of the vehicle body frame 5 with respect to the first left arm 51L. It is swingably supported. The middle part of the second left arm 52L is supported by the upper left arm 31L to be swingable around a fifth left axis L5 extending in the front-rear direction of the vehicle body frame 5. The first end portion 38L of the left cushion unit 35L is supported by the lower end portion of the center arm 34 so as to be swingable around a sixth left axis L6 extending in the front-rear direction of the vehicle body frame 5. The second end portion 37L of the left cushion unit 35L is supported by the other end portion of the second left arm 52L so as to be swingable around a seventh left axis L7 extending in the front-rear direction of the vehicle body frame 5.

Also in the third embodiment, the right half part is arranged symmetrically with the left half part. The first right arm 51R is supported by the upper end of the center arm 34 so as to be swingable around a third right axis R3 extending in the front-rear direction of the vehicle body frame 5. The second right arm 52R is formed in a bent shape. One end portion of the second right arm 52R is arranged around a fourth right axis R4 extending in the front-rear direction of the vehicle body frame 5 with respect to the first right arm 51R. It is swingably supported. The middle part of the second right arm 52R is supported by the upper right arm 31R to be swingable around a fifth right axis R5 extending in the front-rear direction of the vehicle body frame 5. The first end portion 38R of the right cushion unit 35R is supported by the lower end portion of the center arm 34 so as to be swingable around a sixth right axis R6 extending in the front-rear direction of the vehicle body frame 5. The second end portion 37R of the right cushion unit 35R is swingably supported by the other end portion of the second right arm 52R around a seventh right axis R7 extending in the front-rear direction of the vehicle body frame 5.

In the third embodiment, the leftmost axis line is the seventh left axis line L7, the rightmost axis line is the seventh right axis line R7, and the uppermost axis line is the third left axis line L3. And the third right axis R3, and the lowermost axes are the first left axis L1 and the first right axis R1. Also in the third embodiment, a vertical line passing through the leftmost axis line, a vertical line passing through the rightmost axis line, a horizontal line passing through the uppermost axis line, and a lowermost axis line. A quadrangle formed by a horizontal line passing through is a square or a rectangle whose vertical length is longer than horizontal. B≧2A.

In the third embodiment, similarly to the second embodiment, the expansion and contraction amount of the left cushion unit 35L when the left support arm portion 30L moves upward is determined by the second end portion 37L of the left cushion unit 35L being the left support arm portion 30L. It is configured to be larger than the expansion and contraction amount of the left cushion unit 35L when it is assumed that the left cushion unit 35L is supported. The amount of expansion and contraction of the right cushion unit 35R when the right support arm portion 30R moves upward, the right cushion unit assuming that the second end portion 37R of the right cushion unit 35R is supported by the right support arm portion 30R. It is configured to be larger than the amount of expansion and contraction of 35R.

Also in the third embodiment, the same effect as that of the first embodiment can be obtained. It is possible to reduce the size of the front portion of the vehicle 1 in the left-right direction while maintaining the left-right inclination angle and the riding comfort of the vehicle 1.

In the third embodiment, the second left arm 52L intersects with the upper left arm 31L and the second right arm 52R intersects with the upper right arm 31R in the vehicle front view. Therefore, when viewed from the front of the vehicle, the second left arm 52L and the upper left arm 31L can be compactly arranged, and the second right arm 52R and the upper right arm 31R can be compactly arranged. In the vehicle front view, the second left arm 52L and the lower left arm 31L may intersect, and the second right arm 52R and the lower right arm 31R may intersect. In this case, as viewed from the front of the vehicle, the second left arm 52L and the lower left arm 31L can be compactly arranged, and the second right arm 52R and the lower right arm 31R can be compactly arranged.

(Fourth Embodiment)
FIG. 21 is a diagram corresponding to FIG. 15 in the vehicle according to the fourth embodiment. In the fourth embodiment, the upper end of the center arm 34 is supported on the vehicle body frame 5 so as to be swingable around a central axis line HM extending in the front-rear direction of the vehicle body frame 5. The first left arm 51L is supported by the lower end of the center arm 34 so as to be swingable around a third left axis L3 extending in the front-rear direction of the vehicle body frame 5. Further, the first left arm 51L is swingably supported around a fourth left axis L4 extending in the front-rear direction of the vehicle body frame 5 with respect to a middle portion of the second left arm 52L. One end of the second left arm 52L is supported by the upper left arm 31L to be swingable around a fifth left axis L5 extending in the front-rear direction of the vehicle body frame 5. The first end 38L of the left cushion unit 35L is supported by the lower end of the center arm 34 so as to be swingable around a sixth left axis L6 extending in the front-rear direction of the vehicle body frame 5. Here, the sixth left axis L6 coincides with the third left axis L3. The second end portion 37L of the left cushion unit 35L is supported by the other end portion of the second left arm 52L so as to be swingable around a seventh left axis L7 extending in the front-rear direction of the vehicle body frame 5.

Also in the fourth embodiment, the right half part is arranged symmetrically with the left half part. The first right arm 51R is supported by the lower end of the center arm 34 so as to be swingable around a third right axis R3 extending in the front-rear direction of the vehicle body frame 5. Further, the first right arm 51R is swingably supported around a fourth right axis R4 extending in the front-rear direction of the vehicle body frame 5 with respect to a middle portion of the second right arm 52R. One end of the second right arm 52R is swingably supported by the right upper arm 31R around a fifth right axis R5 extending in the front-rear direction of the vehicle body frame 5. The first end 38R of the right cushion unit 35R is supported by the lower end of the center arm 34 so as to be swingable around a sixth right axis R6 extending in the front-rear direction of the vehicle body frame 5. Here, the sixth right axis R6 coincides with the third right axis R3. The second end portion 37R of the right cushion unit 35R is swingably supported by the other end portion of the second right arm 52R around a seventh right axis R7 extending in the front-rear direction of the vehicle body frame 5.

In the fourth embodiment, the leftmost axis line is the fifth left axis line L5, the rightmost axis line is the fifth right axis line R5, and the uppermost axis line is the central axis line HM. The lowermost axes are the first left axis L1 and the first right axis R1. Also in the fourth embodiment, a vertical line passing through the leftmost axis line, a vertical line passing through the rightmost axis line, a horizontal line passing through the uppermost axis line, and a lowermost axis line. A quadrangle formed by a horizontal line passing through is a square or a rectangle whose vertical length is longer than horizontal. B≧2A.

In the fourth embodiment, similarly to the second embodiment, the expansion and contraction amount of the left cushion unit 35L when the left support arm portion 30L moves upward is determined by the second end portion 37L of the left cushion unit 35L being the left support arm portion 30L. It is configured to be larger than the expansion and contraction amount of the left cushion unit 35L when it is assumed that the left cushion unit 35L is supported. The amount of expansion and contraction of the right cushion unit 35R when the right support arm portion 30R moves upward, the right cushion unit assuming that the second end portion 37R of the right cushion unit 35R is supported by the right support arm portion 30R. It is configured to be larger than the amount of expansion and contraction of 35R.

Also in the fourth embodiment, the same effect as that of the first embodiment can be obtained. It is possible to reduce the lateral dimension of the front portion of the vehicle while maintaining the left and right inclination angles and the riding comfort of the vehicle 1.

In the fourth embodiment, the first left arm 51L intersects with the upper left arm 31L and the first right arm 51R intersects with the upper right arm 31R in the vehicle front view. Therefore, when viewed from the front of the vehicle, the first left arm 51L and the upper left arm 31L can be compactly arranged, and the first right arm 51R and the upper right arm 31R can be compactly arranged. In the vehicle front view, the first left arm 51L and the lower left arm 32L may intersect, and the first right arm 51R and the lower right arm 32R may intersect. In this case, when viewed from the front of the vehicle, the first left arm 51L and the lower left arm 32L can be compactly arranged, and the first right arm 51R and the lower right arm 32R can be compactly arranged.

(Fifth Embodiment)
FIG. 22 is a view corresponding to FIG. 15 in the vehicle according to the fifth embodiment. In the fifth embodiment, the lower end of the center arm 34 is supported on the vehicle body frame 5 so as to be swingable around a central axis line HM extending in the front-rear direction of the vehicle body frame 5. The first left arm 51L is supported by the upper end of the center arm 34 so as to be swingable around a third left axis L3 extending in the front-rear direction of the vehicle body frame 5. Further, the first left arm 51L is swingably supported around a fourth left axis L4 extending in the front-rear direction of the vehicle body frame 5 with respect to a middle portion of the second left arm 52L. One end of the second left arm 52L is swingably supported by the lower left arm 32L around a fifth left axis L5 extending in the front-rear direction of the vehicle body frame 5. The first end portion 38L of the left cushion unit 35L is supported by the lower left arm 32L so as to be swingable around a sixth left axis L6 extending in the front-rear direction of the vehicle body frame 5. The second end portion 37L of the left cushion unit 35L is supported by the other end portion of the second left arm 52L so as to be swingable around a seventh left axis L7 extending in the front-rear direction of the vehicle body frame 5. In the front view of the vehicle, the first left arm 51L, the second left arm 52L, and the left cushion unit 35L intersect the upper left arm 31L.

Also in the fifth embodiment, the right half part is arranged symmetrically with the left half part. The first right arm 51R is supported by the upper end of the center arm 34 so as to be swingable around a third right axis R3 extending in the front-rear direction of the vehicle body frame 5. Further, the first right arm 51R is swingably supported around a fourth right axis R4 extending in the front-rear direction of the vehicle body frame 5 with respect to a middle portion of the second right arm 52R. One end of the second right arm 52R is swingably supported by the lower right arm 32R around a fifth right axis R5 extending in the front-rear direction of the vehicle body frame 5. The first end portion 38R of the right cushion unit 35R is supported by the lower right arm 32R so as to be swingable around a sixth right axis R6 extending in the front-rear direction of the vehicle body frame 5. The second end portion 37R of the right cushion unit 35R is swingably supported by the other end portion of the second right arm 52R around a seventh right axis R7 extending in the front-rear direction of the vehicle body frame 5. In the front view of the vehicle, the first right arm 51R, the second right arm 52R, and the right cushion unit 35R intersect the upper right arm 31R.

In the fifth embodiment, the leftmost axis line is the sixth left axis line L6, the rightmost axis line is the sixth right axis line R6, and the uppermost axis line is the fifth left axis line L5. , The seventh left axis L7, the fifth right axis R5, and the seventh right axis R7, and the lowermost axis is the first left axis L1, the fifth left axis L5, the sixth left axis L6, the first right. They are the axis R1, the fifth right axis R5, and the sixth right axis R6. Also in the fifth embodiment, a vertical line passing through the leftmost axis line, a vertical line passing through the rightmost axis line, a horizontal line passing through the uppermost axis line, and a lowermost axis line. A quadrangle formed by a horizontal line passing through is a square or a rectangle whose vertical length is longer than horizontal. B≧2A.

In the fifth embodiment, as in the first embodiment, the amount of expansion and contraction of the left cushion unit 35L when the left support arm portion 30L swings upward is determined by the second end portion 37L of the left cushion unit 35L to the center arm 34. It is configured to be larger than the expansion and contraction amount of the left cushion unit 35L when it is assumed to be supported. The amount of expansion and contraction of the right cushion unit 35R when the right support arm portion 30R swings upwards, the right cushion unit 35R assuming that the second end portion 37R of the right cushion unit 35R is supported by the center arm 34. It is configured to be larger than the expansion/contraction amount of.

Also in the fifth embodiment, the same effect as that of the first embodiment can be obtained. It is possible to reduce the size of the front portion of the vehicle 1 in the left-right direction while maintaining the left-right inclination angle and the riding comfort of the vehicle 1.

(Other embodiments)
In the vehicle according to each of the above-described embodiments, the center arm 34 is an arm that extends in the vehicle vertical direction. However, the center arm is not limited to the arm extending in the vehicle vertical direction, but may be an arm extending in the vehicle lateral direction. As a center arm, the center arm is swingably supported with respect to the body frame 5 about an axis extending in the front-rear direction of the body frame 5, and the upward movement of the left front wheel 11L is transmitted as the downward movement of the right front wheel 11R. Further, any arm that transmits the upward movement of the right front wheel 11R as the downward movement of the left front wheel 11L can be used.

The above-described configuration of the suspension device 61 is merely an example, and it goes without saying that various other configurations can be adopted.

The embodiment and the modified examples can be implemented independently, but may be implemented in appropriate combination.

The terms and expressions used herein are used for descriptive purposes and not for restrictive interpretation. It should be appreciated that it is not intended to exclude any equivalents of the features shown and described herein, but to allow for variations in the claimed invention. The present invention can be embodied in many different forms. This disclosure should be considered as providing embodiments of the principles of the present invention. Embodiments are described herein with the understanding that they are not intended to limit the invention to the preferred embodiments described and/or illustrated herein. It is not limited to the embodiments described herein. The present invention encompasses all embodiments including equivalent elements, modifications, deletions, combinations, improvements and/or changes that can be recognized by those skilled in the art based on this disclosure. The limitations of a claim should be construed broadly based on the terminology used in the claim, and should not be limited to the embodiments described in this specification or the prosecution of this application.

1 vehicle 5 body frame 10 head pipe 11L, 11R left front wheel, right front wheel 20 steering shaft 30L, 30R left support arm part, right support arm part 31L, 31R upper left arm, upper right arm 32L, 32R lower left arm, lower right arm 34 center Arms 35L, 35R Left cushion unit, Right cushion unit 51L, 51R First left arm, First right arm 52L, 52R Second left arm, Second right arm 60 Steering mechanism

Claims (17)

A vehicle,
A body frame that leans to the left of the vehicle when turning left, and leans to the right of the vehicle when turning right,
A lower left arm that is disposed to the left of the vehicle center line and is swingably supported up and down around a first left axis extending in the front-rear direction of the vehicle body frame with respect to the vehicle body frame; A left support arm portion that is disposed above the lower left arm, and that has an upper left arm that is supported so as to be vertically swingable around a second left axis extending in the front-rear direction of the body frame with respect to the body frame. ,
A lower right arm that is disposed to the right of the vehicle center line and is swingably supported up and down around a first right axis extending in the front-rear direction of the vehicle body frame with respect to the vehicle body frame, and to the right of the vehicle center line. And a right upper arm disposed above the lower right arm and having an upper right arm swingably supported vertically with respect to the vehicle body frame about a second right axis extending in the front-rear direction of the vehicle body frame. Department,
A left front wheel supported by the left support arm portion,
A right front wheel supported by the right support arm portion,
A center arm swingably supported around a central axis extending in the front-rear direction of the body frame with respect to the body frame;
A first left arm swingably supported around a third left axis extending in the front-rear direction of the vehicle body frame with respect to the center arm;
A fifth left that is swingably supported around the fourth left axis extending in the front-rear direction of the body frame with respect to the first left arm, and that extends in the front-rear direction of the body frame with respect to the left support arm portion. A second left arm swingably supported around the axis;
A first end portion swingably supported around a sixth left axis extending in the front-rear direction of the vehicle body frame with respect to the center arm or the left support arm portion, and the first left arm or the second left arm. A left cushion unit having a second end portion swingably supported around a seventh left axis extending in the front-rear direction of the vehicle body frame,
A first right arm swingably supported around a third right axis extending in the front-rear direction of the body frame with respect to the center arm;
A fifth right that is swingably supported around the fourth right axis extending in the front-rear direction of the body frame with respect to the first right arm and that extends in the front-rear direction of the body frame with respect to the right support arm portion. A second right arm that is swingably supported about an axis;
A first end portion swingably supported around a sixth right axis extending in the front-rear direction of the vehicle body frame with respect to the center arm or the right support arm portion, and the first right arm or the second right arm. A right cushion unit having a second end portion swingably supported around a seventh right axis extending in the front-rear direction of the vehicle body frame,
In the front view of the vehicle, a vertical line passing through the leftmost axis line among the axes, a vertical line passing through the rightmost axis line, a horizontal line passing through the uppermost axis line, and a lowermost position. A vehicle in which the quadrangle formed by the horizontal line passing through the axis is a square or a rectangle whose vertical length is longer than horizontal. The first end portion of the left cushion unit is supported by the left support arm portion,
The first end portion of the right cushion unit is supported by the right support arm portion,
The left cushion unit assuming that the second end portion of the left cushion unit is supported by the center arm when the left cushion unit expands and contracts when the left support arm unit swings upward. It is configured to be larger than the expansion and contraction amount of
The right cushion unit when the amount of expansion and contraction of the right cushion unit when the right support arm portion swings upward is assumed to be that the second end portion of the right cushion unit is supported by the center arm. The vehicle according to claim 1, wherein the vehicle is configured to be larger than the amount of expansion and contraction of the vehicle. The first end portion of the left cushion unit is supported by the center arm,
The first end of the right cushion unit is supported by the center arm,
The left cushion when it is assumed that the second end portion of the left cushion unit is supported by the left support arm portion when the left cushion unit expands and contracts when the left support arm portion moves upward. It is configured to be larger than the expansion and contraction amount of the unit,
The right cushion when the amount of expansion and contraction of the right cushion unit when the right support arm moves upward is assumed to be that the second end of the right cushion unit is supported by the right support arm. The vehicle according to claim 1, wherein the vehicle is configured to be larger than the expansion/contraction amount of the unit. The central axis or the sixth left axis is arranged below the upper left arm when the vehicle stands upright on a horizontal plane in a no-load and steered state and is stopped. The vehicle according to any one of claims 1 to 3, wherein the sixth right axis is arranged below the upper right arm. The first left arm or the second left arm intersects the center arm, and the first right arm or the second right arm intersects the center arm in a vehicle front view. The vehicle described in any one. 5. The vehicle according to claim 1, wherein the upper left arm or the lower left arm intersects with the left cushion unit, and the upper right arm or the lower right arm intersects with the right cushion unit in a vehicle front view. The vehicle described in. The first left arm or the second left arm intersects the left cushion unit, and the first right arm or the second right arm intersects the right cushion unit in a vehicle front view. The vehicle according to any one of 4 to 4. In a front view of the vehicle, the first left arm or the second left arm intersects the upper left arm or the lower left arm, and the first right arm or the second right arm intersects the upper right arm or the lower right arm. The vehicle according to any one of claims 1 to 4, which is: The first left arm and the second left arm are located between the right end and the left end of the left support arm when the vehicle is standing upright on a horizontal plane and stopped in the unloaded and steered state. The first right arm and the second right arm are arranged to the right of a position, and the first right arm and the second right arm are arranged to the left of an intermediate position between the left end and the right end of the right support arm portion. The vehicle according to any one of. The first end portion of the left cushion unit is supported by the left support arm portion,
The vehicle according to claim 9, wherein the first end portion of the right cushion unit is supported by the right support arm portion. The first end portion of the left cushion unit is supported by the center arm,
The vehicle according to claim 9, wherein the first end portion of the right cushion unit is supported by the center arm. The first end portion and the second end portion of the left cushion unit are the right end of the left support arm portion when the vehicle is standing upright on a horizontal plane and stopped in a state of no load and no steering. Is arranged to the right of an intermediate position between the left end and the left end, and the first end portion and the second end portion of the right cushion unit are located to the left of an intermediate position between the left end and the right end of the right support arm portion. The vehicle according to any one of claims 1 to 11, which is arranged. When the vehicle is standing upright on a horizontal plane and stopped in the unloaded and unsteered state, the dimension of the left cushion unit in the vehicle up-down direction is larger than the dimension of the vehicle left-right direction, The vehicle according to any one of claims 1 to 12, wherein a dimension in a vehicle vertical direction is larger than a dimension in a vehicle lateral direction. The first end portion of the left cushion unit is supported by the left support arm portion, and the second end portion of the left cushion unit is supported by the first left arm;
The first end portion of the right cushion unit is supported by the right support arm portion, and the second end portion of the right cushion unit is supported by the first right arm,
The center arm includes a lower end portion swingably supported around the central axis, the first left arm swingably supported around the third left axis, and the first right arm includes the third arm. The vehicle according to any one of claims 1 to 13, having an upper end portion that is swingably supported around a right axis. The first end portion of the left cushion unit is supported by the lower left arm of the left support arm portion,
The vehicle according to any one of claims 1 to 14, wherein the first end portion of the right cushion unit is supported by the lower right arm of the right support arm portions. The second left arm is supported by the lower left arm of the left support arm portion,
The vehicle according to any one of claims 1 to 15, wherein the second right arm is supported by the lower right arm of the right support arm portions. The second left arm is supported by the upper left arm of the left support arm portion,
The vehicle according to any one of claims 1 to 15, wherein the second right arm is supported by the right upper arm of the right support arm portion.

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