JPH0152237B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a rear wheel shock absorber for a scooter type motorcycle.

[Prior Art] FIGS. 1 and 2 show a unit case 2 which houses an engine and a transmission mechanism and supports a rear wheel 1 rotatably on a frame 4 via a support shaft 3. FIG. 2 is an explanatory diagram showing a supported motorcycle. In the conventional motorcycle described above, the rear wheel 1 and the unit case 2 are connected to each other via a shock absorber 6 interposed between the frame 4 on the lower rear side of the seat 5 and the rear end side of the unit case 2. It is suspended.

[Problems to be Solved by the Invention] However, there is a problem in that the space on the lower rear side of the seat 5 is occupied by the buffer 6, and other members such as electrical components cannot be disposed therein.

In the case of a shock absorber, it is desirable to increase the amount of shock displacement of the shock absorber as much as possible to facilitate its setting, and to make the overall shape compact.

Furthermore, it is desirable that the vehicle be less susceptible to damage even when driving on rough roads.

The present invention is a rear wheel shock absorber for a scooter-type motorcycle that allows effective use of the space on the rear side under the seat, allows easy setting of the shock absorber, has a compact overall shape, and is less susceptible to damage. The purpose is to provide equipment.

[Means for Solving the Problems] The present invention provides a unit case in which an engine and a transmission mechanism are built in, and a rear wheel is pivotally supported. In a rear wheel shock absorber for a scooter-type motorcycle that is supported upwardly in the front, the middle part is rotatably supported by the frame in front of the unit case, and the middle part is pivotably supported in the vertical direction so as to face the front of the unit case. The extending first link has a rear end connected to the vicinity of the front lower part of the unit case, extends substantially horizontally forward along an extension of the bottom wall of the case, and has a front end connected to the lower end of the first link. and a shock absorber whose rear end is connected to the upper end of the first link, extends substantially horizontally along the tread, and whose front end is connected to the frame. It is something.

[Action] According to the present invention, there are the following effects.

Since the shock absorber is disposed in front of the first link and not at the lower rear side of the seat, the space at the lower rear side of the seat can be used effectively.

Since the second link is located below the support shaft 23 of the first link, the distance (arm length) between the support shaft 16 of the unit case and the second link is large.
As a result, the swing angle of the first link (the amount of displacement of the shock absorber end of the first link) can be increased. This means that the shock absorber can be easily set up, and the first link can be shortened, so that the overall shape can be made more compact.

Since the shock absorber is located above the support shaft 23 of the first link, the distance from the road surface is large and the shock absorber is less likely to be damaged.

(a) The point where the second link is connected at the front lower part of the front upward case and extends horizontally along the bottom wall, and (b) The dead space where the first link and buffer are connected at the front of the case and facing the front of the case. From the two points above, the entire suspension system can be set at a distance from the road surface without significantly protruding downward, making it possible to create a structure that is less likely to be damaged.

[Example] Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 3 is a side view showing a scooter-type motorcycle to which an embodiment of the present invention is applied, FIG. 4 is a sectional view taken along the - line in FIG. 3, and FIG. 5 is a cross-sectional view taken along the - line in FIG. FIG. 6 is a rear view of FIG. 3.

A front fork 12 is attached to the front of the frame 11.
A front wheel 13 is suspended through the vehicle, and a steering handle 14 is provided. frame 11
A seat 15 on which a driver can sit is fixed at the rear of the vehicle. The frame 11 has a sheet 15
The front part of the front part is hollowed out low and wide in an approximately U-shape.

A unit case 17 is swingably supported via a support shaft 16 on a bracket that is integrated with a rearwardly inclined portion of the frame 11 that is hollowed out. The unit case 17 is
It houses an engine and a transmission mechanism, and also supports the rear wheel 18. A shock absorber 19 consisting of a spring and a damper is arranged substantially horizontally in a low hollow portion of the frame 11 on the front side with respect to the seat 15. The front end of the shock absorber 19 is supported by a bracket 20 integrated with the frame 11 via a support shaft 21, and the rear end of the shock absorber 19 is
It is connected to a boss formed at the front end of the unit case 17 via a link mechanism. That is, a bracket 22 is integrated into a portion of the frame 11 that is sandwiched between the front of the unit case 17 and the shock absorber 19, and the intermediate portion of the first link 24 is swingable via a support shaft 23. The rear end of the shock absorber 19 is connected to the upper end of the first link 24 via a connecting shaft 25, and one end of the second link 27 is connected to the lower end of the first link 24 via a connecting shaft 26. , a connecting shaft 28 is provided at the other end of the second link 27.
A front end boss portion of the unit case 17 below the support shaft 16 is connected to the unit case 17 via the support shaft 16.

That is, in this embodiment, the unit case 17 is swingably supported at the front upper part by the support shaft 16 at the lower part of the frame 11, and is supported upwardly in the front. The first link 24 is rotatably supported at its intermediate portion by the frame 11 in front of the unit case 17, and extends vertically to face the front surface of the case 17. Also, the second link 2
7 has a rear end connected to the vicinity of the front lower part of the unit case 17, extends substantially horizontally forward along an extension of the lower wall of the case, and has a front end connected to the lower end of the first link 24. In addition, the rear end of the buffer 19 is the first
The tread plate 29 is connected to the upper end of the link 24.
The front end extends substantially horizontally along the frame 11 and is connected to the frame 11 at the front end.

The frame 11 and the shock absorber 19 are covered by an upper plate 29 and a lower plate 30 that form a box-shaped cross section, and the upper plate 29 covering the shock absorber 19 can function as a footboard for the driver.

Next, the operation of the above embodiment will be explained.

When the rear wheel 18 moves up and down due to unevenness of the road surface,
Unit case 17, first link 24 and second
The shock absorber 19 is compressed and expanded via the link 27, and the spring of the shock absorber 19 buffers vibrations from the road surface, and the damper of the shock absorber 19 attenuates the vibrations of the spring.

According to the above embodiment, the buffer 19
5, the space around the rear wheel 18 on the lower rear side of the seat 15 is more open than before. This makes it possible to effectively arrange other members such as electrical components in this portion. The other end of the shock absorber 19 is connected to the boss portion of the unit case 17 via a link mechanism.
Therefore, the ratio of the distance between the suspension shaft of the rear wheel 18 and the distance between the connecting shaft 28 to which the link mechanism is connected to the support shaft 16 as the center of swing of the unit case 17 should be set large. In addition, since the lever ratio of the link mechanism can be arbitrarily set, it is possible to set the operating stroke of the shock absorber 19 to approximately half of the movement stroke of the rear wheel 18, and the shock absorber 19 can be made smaller. ,
It becomes possible to expand the buffer stroke of the rear wheels 18 and improve riding comfort.

Further, in the above embodiment, the second link 27
Since this is located below the support shaft 23 of the first link 24, the distance (the length of the arm) between the support shaft 16 of the unit case 17 and the second link 27 can be increased. This allows the swing angle of the first link 24 (displacement amount of the shock absorber end of the first link 24) to be large, which in turn makes it easy to set up the shock absorber 19, and also allows the first link 24 to be short, resulting in an overall shape. This means that it can be made more compact.

Further, in the above embodiment, since the shock absorber 19 is located above the support shaft 23 of the first link 24, the distance from the road surface is large, and the shock absorber 19 is less likely to be damaged.

In addition, in the above embodiment, (a) second link 2
7 are connected at the front lower part of the case 17 on the front upward side and extend horizontally along the bottom wall, and (b) the first link 24 and the buffer 19 are connected to the front of the case 17 in front of the case 17. From the above two points, ie, the points placed in the opposing dead spaces, the entire suspension system can be set at a distance from the road surface without protruding significantly downward, making it possible to create a structure that is less likely to be damaged.

[Brief explanation of drawings]

FIG. 1 is a side view showing a conventional rear wheel shock absorber for a motorcycle, FIG. 2 is a rear view of FIG. 1, FIG. 3 is a side view showing an embodiment of the present invention, and FIG. 3 is a sectional view taken along the - line in FIG. 3, FIG. 5 is a sectional view taken along the - line in FIG. 3, and FIG. 6 is a rear view of FIG. 3. 11...Frame, 15...Sheet, 17...
Unit case, 18... Rear wheel, 19... Buffer, 24... First link, 27... Second link,
29...Upper board (treadboard).

Claims (1)

[Claims] 1 A unit case that houses the engine and transmission mechanism and also supports the rear wheels is swingably supported at its front upper part on a support shaft at the bottom of the frame.
In a rear wheel shock absorber for a scooter-type motorcycle that is supported upwardly in the front, the middle part is rotatably supported by the frame in front of the unit case, and extends vertically to face the front of the unit case. The rear end is connected to the first link located near the front lower part of the unit case, extends approximately horizontally forward along the extension of the bottom wall of the case, and the front end is connected to the lower end of the first link. The second link is characterized by having a shock absorber whose rear end is connected to the upper end of the first link, extends substantially horizontally along the tread, and whose front end is connected to the frame. A rear wheel shock absorber for scooter-type motorcycles.