JPH038317B2 - - Google Patents

Description

[Detailed Description of the Invention] Industrial Application Field This invention relates to a front wheel suspension implemented in the field of manufacturing motorcycles, etc., and more particularly, to a front wheel fender that also serves as a component of the front wheel suspension. Regarding a motorcycle suspension featuring:

Conventional technology Conventionally, suspensions for motorcycles, etc., have been combined with forks that support the wheels, and in the case of the front wheel, a shock absorber built into the front fork, and in the case of the rear wheel, the suspension has been combined with a shock absorber built into the front fork. Each is constructed in combination with a separate shock absorber.

In terms of rear wheel suspension, for example, as in the idea described in Japanese Utility Model Publication No. 56-458278, the rear fender is extended to the position of the rear wheel axle, and the rear fender supports the rear wheel axle. A rear wheel suspension system using a rear fender as a component of the suspension is also known.

Problems to be Solved by the Present Invention () In the past, there was generally no special relationship between the suspension and the fender of a motorcycle in terms of function or structure, and the fender was simply installed between the forks as a mudguard to cover the upper part of the wheel. It was just being done. Therefore, a fender is required in addition to the suspension components, which increases the number of parts and increases costs. In addition, especially with respect to the front wheel suspension, the moment of inertia around the steering axis of the front fork increases, resulting in poor steering and poor operability. Further, because the conventional suspension had a complicated structure, it took time and effort to manufacture and assemble, and there was also the problem that manufacturing required technical skill.

() The well-known suspension in which the rear wheel is supported by the rear fender mentioned above is only a suspension device for the rear wheel, and as mentioned in () above, it is closely related to steering wheel turning and operability. As for the front wheel suspension, which has a unique feature, Fender's utilization technology remains an unresolved issue.

Therefore, an object of the present invention is to simplify the structure of the suspension by having the front wheel fender also serve as a component of the front wheel suspension, and to reduce the number of parts, thereby making manufacturing and assembly easier, and reducing costs. Making down possible,
Another object of the present invention is to provide an improved motorcycle suspension with a structure that makes it possible to reduce the weight of the front wheel suspension and reduce the moment of inertia around the steering axis, thereby making it possible to improve steering control and maneuverability. .

Means to solve the problems As a means to solve the problems of conventional technology,
The motorcycle suspension according to this invention is
As shown in the preferred embodiment in the drawings, the fender 1 of the front wheel 2 extends to the position of the axle 5, and the axle 5 of the front wheel 2 is supported by the fender 1. The fender 1 is connected to the vehicle body frame 8 by an approximate linear link mechanism 7 that can freely swing in the vertical direction, and the front end of the shock absorber unit 20, which is installed downward along the substantially central axis within the steering stem 13, It is characterized by being connected to the approximate linear link mechanism 7 by a pin 22.

Function Since the front wheel fender 1 also serves as a component of the front wheel suspension, a conventional fork is not necessary.

Since the shock absorber unit 20 of the front wheel suspension is located along the central axis of the steering stem 13, it is lightweight and the moment of inertia around the steering axis is reduced, making steering control and maneuverability extremely easy. becomes good.

Example Next, illustrated embodiments of the present invention will be described.

In the motorcycle shown in FIGS. 1 and 2,
1 is a fender for the front wheel 2, and 3 is a fender for the rear wheel 4. As shown in FIG. 3, each of the fenders 1 and 3 has a substantially inverted U-shape that covers the front wheel 2 (or rear wheel 4, the same applies hereinafter), and has both leg portions 1a (or 3a).
is extended to a position where the axle 5 can be supported. The front wheel 2 and the rear wheel 4 are rotatably attached to an axle 5 via a bearing 6, which is fixed between the legs 1a and 1a of the fenders 1 and 3 or between the legs 3a and 3a. In addition to being made of metal as before, the fenders 1 and 3 will be made of fiber-reinforced resin and have a honeycomb sandwich structure in areas other than the axle fixing part to reduce weight.

Next, numeral 7 in the figure is an approximate linear link mechanism in which the fender 1 of the front wheel 2 is connected to a steering block 8, which is a part of the vehicle body frame, so as to be able to swing freely in the vertical direction. This approximate linear link mechanism 7
is composed of two pairs of upper and lower links 7a, 7a and 7b, 7b. Long and short link rods 7a, 7 connected to the rear of the front wheel fender 1 with pins 9, 10
b are arranged substantially parallel to each other, and the other end of each is connected to a pin 11, 12 at the bottom of the steering block 8.
are connected.

Therefore, the fender 1 of the front wheel 2 rotates in the same direction as the steering block 8 via the approximate linear link mechanism 7 in the plane direction. In the front direction (direction shown in FIG. 2), the axle 5 of the front wheel 2 moves approximately linearly in the vertical direction on the center axis of the steering stem 13 to relieve the shock.

In the figure, reference numeral 14a denotes a steering shaft hole provided in the front part of the vehicle body frame 14, into which a substantially cylindrical steering stem 13 is fitted. The outer periphery of the steering stem 13 includes a bearing 15,
It is rotatably supported by 15. The steering block 8 is connected to the steering stem 13.
attached to the top and bottom ends of the

In the figure, 16 is a head cap that fixes the steering block 8 to the steering stem 13;
19 is a handle attached to the upper part of the steering block 8, and a bellows 19 closes the gap between the steering block 8 and the vehicle body frame 14.

In the figure, 20 is arranged downward along the center axis within the steering stem 13, and its upper end is connected to a pin 21.
This is a shock absorber unit connected to the head cap 16. The lower end of the unit 20 is connected to a pin 22 installed between the link rods 7a, 7a. The pin 22 swings approximately linearly in the vertical direction on the central axis of the steering stem 13. l ₁ is the swing stroke of the pin 22.

Therefore, the front wheels 2 can be easily and sharply steered using the handle 18. The shock received by the front wheel 2 is well received and absorbed by the shock absorber unit 20.

Next, the front part of the fender 3 of the rear wheel 4 is connected to the vehicle body frame 14 by a pin 23 so as to be able to swing freely in the vertical direction. In the figure, 24 is a shock absorber unit. The unit 2
The upper end of 4 is connected to the vehicle body frame 14 by a pin 25 located substantially vertically above the pin 23. The lower end of the unit 24 is connected to the rear wheel fender 3 by a pin 26. l ₂ indicates the swing stroke of the pin 26. Thus, the shock that the rear wheel 4 receives is the shock absorber 2.
4, it is well absorbed and relaxed.

In the figure, 27 is a seat provided on the vehicle body frame 14, and 28 is a footrest pedal.

Effects of the present invention According to the motorcycle suspension according to the present invention, in particular, the fender 1 of the front wheel 2 becomes a component of the front wheel suspension, and the conventional front wheel fork is unnecessary, so the configuration of the front wheel suspension is simple. This also reduces the number of parts, making it easier to manufacture and assemble the front wheel suspension, contributing to cost reductions.

In addition, since the shock absorber unit 20 of the front wheel suspension is located along the center axis of the steering stem 13, the moment of inertia around the steering axis is reduced accordingly, and the steering wheel 18 has excellent steering and operability. This contributes to stability and safety when driving.

[Brief explanation of the drawing]

FIG. 1 is a perspective view of the external appearance of a motorcycle according to the invention from the front, FIG. 2 is a front view of the motorcycle, and FIG. 3 is a vertical sectional view of a wheel support portion.

Claims (1)

[Claims] 1 The fender 1 of the front wheel 2 is extended to the position of the axle 5, the axle 5 of the front wheel 2 is supported by the fender 1, and the fender 1 is connected to the vehicle body by an approximate linear link mechanism 7 that can freely swing in the vertical direction. A motorcycle characterized in that the front end of a shock absorber unit 20 connected to the frame 8 and installed downward along the substantially central axis within the steering stem 13 is connected to the approximate linear link mechanism 7 by a pin 22. Suspension.