JPH0139672Y2 - - Google Patents
Info
- Publication number
- JPH0139672Y2 JPH0139672Y2 JP9466383U JP9466383U JPH0139672Y2 JP H0139672 Y2 JPH0139672 Y2 JP H0139672Y2 JP 9466383 U JP9466383 U JP 9466383U JP 9466383 U JP9466383 U JP 9466383U JP H0139672 Y2 JPH0139672 Y2 JP H0139672Y2
- Authority
- JP
- Japan
- Prior art keywords
- power unit
- rear wheel
- frame
- reaction
- drive shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000006243 chemical reaction Methods 0.000 claims description 17
- 239000000725 suspension Substances 0.000 claims description 17
- 230000005540 biological transmission Effects 0.000 claims description 15
- 238000002955 isolation Methods 0.000 description 2
- 241001247986 Calotropis procera Species 0.000 description 1
- 244000261422 Lysimachia clethroides Species 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Landscapes
- Axle Suspensions And Sidecars For Cycles (AREA)
Description
【考案の詳細な説明】
本考案は、後車輪駆動用スイング式パワーユニ
ツトを備えた自動二輪車の後車輪懸架装置に関す
るものである。[Detailed Description of the Invention] The present invention relates to a rear wheel suspension system for a motorcycle equipped with a swing type power unit for driving the rear wheels.
従来の前記自動二輪車の後車輪懸架装置では、
そのフレームボデイの後部に、後車輪を設けたパ
ワーユニツトを上下に揺動自在に支持し、このパ
ワーユニツトをフレームボデイの一側に軸支した
単一のリヤクツシヨンによつて懸架するようにし
ていた。 In the conventional rear wheel suspension system for a motorcycle,
A power unit with rear wheels was supported at the rear of the frame body so that it could swing up and down, and this power unit was suspended by a single rear suspension pivoted on one side of the frame body. .
ところでこのようなものでは、パワーユニツト
の伝動ケースが後車輪からの負荷の大部分をうけ
るために、その伝動ケースには、前記負荷に十分
対抗し得る剛性を保有させる必要があり、その結
果その重量増を招き、車両のばね下重量が増大す
る不都合があつた。 However, in such a vehicle, the transmission case of the power unit receives most of the load from the rear wheels, so the transmission case must have enough rigidity to withstand the load. This resulted in an increase in weight, resulting in an increase in the unsprung weight of the vehicle.
本考案は上記実情にかんがみなされたもので、
一対のリヤクツシヨンを用いてパワーユニツトの
伝動ケースに加わる負荷を軽減するとともに後輪
駆動軸の径の縮小を可能にしてパワーユニツトの
軽量化を図り、以てばね下重量を低減して後車輪
の接地性を高めて乗心地を向上させ、さらに一対
のリヤクツシヨンを同等に形成できるようにして
その共用化を図り、コストの低減に寄与するよう
にした構造簡単な自動二輪車の後車輪懸架装置を
提供することを目的とするものである。 This invention was developed in consideration of the above circumstances.
A pair of rear suspensions is used to reduce the load on the transmission case of the power unit, and the diameter of the rear wheel drive shaft can be reduced to reduce the weight of the power unit, thereby reducing the unsprung weight of the rear wheel. Provides a rear wheel suspension system for a motorcycle with a simple structure that improves riding comfort by increasing ground contact, and also enables a pair of rear suspensions to be formed equally so that they can be used in common, contributing to cost reduction. The purpose is to
本考案によれば、前記目的達成のためフレーム
ボデイの後部フレームに後車輪駆動用パワーユニ
ツトを上下に揺動可能に支持し、該パワーユニツ
トに後車輪を設けた後輪駆動軸を支承し、前記後
部フレームの一側に上端を軸支した第１リヤクツ
シヨンの下端を、前記パワーユニツトの伝動ケー
スに連結し、また前記後部フレームの他側に吊設
される補助フレームに、上端を軸支した第２リヤ
クツシヨンの下端を前記後輪駆動軸連結し、前記
第１、第２リヤクツシヨンは何れも同一に形成し
ている。 According to the present invention, in order to achieve the above object, a rear wheel drive power unit is supported on the rear frame of a frame body so as to be able to swing up and down, and a rear wheel drive shaft provided with a rear wheel is supported on the power unit, A lower end of a first rear suspension having an upper end pivotally supported on one side of the rear frame is connected to a transmission case of the power unit, and an upper end is pivotally supported on an auxiliary frame suspended on the other side of the rear frame. A lower end of the second rear suspension is connected to the rear wheel drive shaft, and both the first and second rear suspensions are formed identically.
以下、図面により本考案をスクータ型自動二輪
車に実施した場合の一実施例について説明する。 An embodiment in which the present invention is applied to a scooter type motorcycle will be described below with reference to the drawings.
尚、以下の説明において、「前、後」「左、右」
とは自動二輪車の前進方向に対して云う。 In addition, in the following explanation, "front, rear", "left, right"
refers to the forward direction of the motorcycle.
スクータ型自動二輪車のフレームボデイＦはそ
の後部にグーズネツク状に湾曲形成した後部フレ
ーム１を備えており、この後部フレーム１下に
は、パワーユニツトＰが収容される。後部フレー
ム１の前部には、防振リンク２が固着され、この
防振リンク２に前記パワーユニツトＰの前端部が
上下に揺動自在に支持軸５を以て支持される。 A frame body F of a scooter type motorcycle is provided with a rear frame 1 curved in a gooseneck shape at the rear thereof, and a power unit P is housed under the rear frame 1. A vibration isolation link 2 is fixed to the front part of the rear frame 1, and the front end of the power unit P is supported on the vibration isolation link 2 by a support shaft 5 so as to be able to swing vertically.
前記パワーユニツトＰは、エンジン３と、この
エンジン３のクランクケースに連なる伝動ケース
４とを備えており、該伝動ケース４は左右に分割
レ得る左側および右側ケース半体４ａ，４ｂとよ
り構成される。 The power unit P includes an engine 3 and a transmission case 4 connected to the crankcase of the engine 3, and the transmission case 4 is composed of left and right case halves 4a and 4b that can be divided into left and right parts. Ru.
伝動ケース４の後部には、ボール軸受６，７を
介して後輪駆動軸８が片持状に回転自在に支承さ
れ、該後輪駆動軸８は伝動ケース４の内側より横
方向に突出し、そこに後車輪Wrが固着される。
伝動ケース４内には、エンジン３の出力を後輪駆
動軸８に伝達するための従来公知の動力伝達機構
（図示せず）が収容される。 A rear wheel drive shaft 8 is rotatably supported in a cantilevered manner at the rear of the transmission case 4 via ball bearings 6 and 7, and the rear wheel drive shaft 8 protrudes laterally from the inside of the transmission case 4. The rear wheel Wr is fixed there.
A conventionally known power transmission mechanism (not shown) for transmitting the output of the engine 3 to the rear wheel drive shaft 8 is housed within the transmission case 4 .
第４図に明瞭に示すように、後部フレーム１の
左側上部には、支持ボルト９を以て左側の第１リ
ヤクツシヨンR1の上端がラバーブツシユ１０を
介して前後に揺動自在に軸支ａされ、またこのリ
ヤクツシヨンR1の下端は連結ボルト１１を以て
伝動ケース４の後方上部にラバーブツシユ１２を
介して回動自在に連結ｂされる。前記左側の第１
リヤクツシヨンR1は、伸縮自在なリヤダンパ１
３と、該リヤダンパ１３の外周を囲繞するクツシ
ヨンスプリング１４とよりなり、このクツシヨン
スプリング１４は、リヤダンパ１３の上下に設け
られる上、下ばね受座１５，１６間に介装され
る。 As clearly shown in FIG. 4, the upper end of the left first rear reaction R1 is pivotally supported on the upper left side of the rear frame 1 by means of a support bolt 9 via a rubber bushing 10 so as to be able to swing back and forth. The lower end of this reaction R 1 is rotatably connected b to the rear upper part of the transmission case 4 via a rubber bush 12 with a connecting bolt 11 . the first on the left
Reaction R 1 is a telescopic rear damper 1.
3 and a cushion spring 14 surrounding the outer periphery of the rear damper 13. The cushion spring 14 is interposed between upper and lower spring seats 15 and 16 provided above and below the rear damper 13.
また第４図に示すように後部フレーム１の右側
上部には補助フレーム１７が一体に吊設され、こ
の補助フレーム１７には支持ボルト１８を以て右
側の第２リヤクツシヨンR2の上端がラバーブツ
シユ１９を介して前後に揺動自在に軸支ｃされ、
またこのリヤクツシヨンR2の下端には軸受ホル
ダ２０が固着され、このホルダ２０には前記後輪
駆動軸８がボール軸受２１を介して回転自在に連
結ｄされる。第２リヤクツシヨンR2は、前記第
１リヤクツシヨンR1と同じように伸縮自在なリ
ヤダンパ２２と、該リヤダンパ２２の外周を囲繞
するクツシヨンスプリング２３とよりなり、この
クツシヨンスプリング２３はリヤダンパ２の上下
に設けられる上下ばね受座２４，２５間に介装さ
れる。 Further, as shown in FIG. 4, an auxiliary frame 17 is integrally suspended from the upper right side of the rear frame 1, and the upper end of the second rear reaction R 2 on the right side is attached to the auxiliary frame 17 by means of a support bolt 18 via a rubber bushing 19. It is pivoted so that it can swing back and forth,
Further, a bearing holder 20 is fixed to the lower end of this reaction R 2 , and the rear wheel drive shaft 8 is rotatably connected to this holder 20 via a ball bearing 21 . The second rear suspension R 2 is made up of a rear damper 22 that is extendable and retractable like the first rear suspension R 1 and a cushion spring 23 that surrounds the outer periphery of the rear damper 22 . It is interposed between upper and lower spring seats 24 and 25 provided in the upper and lower spring seats 24 and 25.
ところで第４図に示すように第１、第２リヤク
ツシヨンR1，R2は同等に形成されており、第１
リヤクツシヨンR1上端の軸支ａ点を通る水平線
h1−h1と、第２リヤクツシヨンR2上端の軸支ｃ
点を通る水平線h2−h2間の距離L1と、第１リヤク
ツシヨンR1下端の連結ｂ点を通る水平線h3−h3
と第２リヤクツシヨンR2下端の連結ｄ点を通る
水平線h4−h4間の距離L2とが等しく設定され、か
つ第１リヤクツシヨンR1の軸線l1−l1と、第２リ
ヤクツシヨンR2の軸線l2−l2とは互いに平行であ
り、さらにそれらの軸線l1−l1とl2−l2は第２図に
示すように後部フレーム１を横切る同一平面上に
ある。 By the way, as shown in FIG. 4, the first and second reaction R 1 and R 2 are formed identically, and the first
Reaction R 1 Horizontal line passing through the shaft support point a at the upper end
h 1 - h 1 and the shaft support c at the upper end of the second rear reaction R 2
The distance L 1 between the horizontal line h 2 - h 2 passing through the point and the horizontal line h 3 - h 3 passing through the connection point b of the lower end of the first reaction R 1
and the distance L 2 between the horizontal line h 4 - h 4 passing through the connection point d at the lower end of the second reaction R 2 are set equal, and the axis l 1 - l 1 of the first reaction R 1 and the axis L 1 - L 1 of the second reaction R 2 are set equal. The axes l 2 -l 2 are parallel to each other, and the axes l 1 -l 1 and l 2 -l 2 lie on the same plane across the rear frame 1, as shown in FIG.
また第１、第２リヤクツシヨンR1，R2の軸線l1
−l1，l2−l2より前方に向つておろした垂線ｐ−
ｐが、前記パワーユニツトＰの揺動支持点ｓを通
るように設定される。 Also, the axis l 1 of the first and second reaction R 1 and R 2
−l 1 , l 2 − Perpendicular line p − drawn forward from −l 2
p is set to pass through the swing support point s of the power unit P.
次に本考案の実施例の作用について説明する。 Next, the operation of the embodiment of the present invention will be explained.
いまパワーユニツトＰのエンジン３の駆動によ
り自動二輪車が走行すると、パワーユニツトＰは
後車輪Wrとともに揺動支持点ｓまわりに上下に
揺動し、その際に左右の第１、第２リヤクツシヨ
ンR1，R2は伸縮作動を繰り返して後車輪Wrが走
行路面からうける衝撃、振動を効果的に緩衝吸収
するとともに後車輪Wrを走行路面に追従させる。 Now, when the motorcycle runs due to the drive of the engine 3 of the power unit P, the power unit P swings up and down around the swing support point s together with the rear wheel Wr, and at this time, the left and right first and second rear suspensions R 1 , R 2 repeatedly expands and contracts to effectively buffer and absorb shocks and vibrations that the rear wheel Wr receives from the road surface, and also causes the rear wheel Wr to follow the road surface.
ところで前記一対の同等の第１、第２リヤクツ
シヨンR1，R2は、パワーユニツトＰの揺動支持
点ｓ回りの上下揺動に対して等しく伸縮作動を繰
り返し、しかも第１、第２リヤクツシヨンR1，
R2の各軸線l1−l1，l2−l2からの垂線ｐ−ｐがパワ
ーユニツトＰの揺動支持点ｓを通ることにより後
車輪Wrからの外力はそれらのリヤクツシヨン
R1，R2の軸方向に最も有効に作用してそれらの
円滑、軽快な作動を可能にして所望のクツシヨン
性が得られる。 By the way, the pair of equivalent first and second rear suspensions R 1 and R 2 repeat the expansion and contraction operations equally as the power unit P swings up and down about the rocking support point s. 1 ,
Since the perpendicular line p from each axis l1 - l1 , l2 - l2 of R2 passes through the swinging support point s of the power unit P, the external force from the rear wheels Wr is transferred to their rear traction.
It acts most effectively in the axial direction of R 1 and R 2 to enable smooth and light operation of them, thereby achieving the desired cushioning properties.
以上のように本考案によれば、後部フレームの
一側に上端を軸支した第１リヤクツシヨンの下端
を、パワーユニツトの伝動ケースに連結し、また
後部フレームの他側に吊設される補助フレームに
上端を軸支した第２リヤクツシヨンの下端を後輪
駆動軸に連結したので後車輪に加わる負荷の一部
は後輪駆動軸を介して第１、第２リヤクツシヨン
によつてうけることができ、伝動ケースに加わる
負荷を軽減して該ケースの必要とする剛性を従来
のものよりも低く抑えることができ、しかも後輪
駆動軸は両持ち支持されて、従来の片持ち支持し
たものに比べて小径となすことができ、その結果
パワーユニツト全体の重量を大幅に軽減して自動
二輪車のばね下重量を低減することができ、もつ
て後車輪の接地性を高めて乗心地を向上させ、さ
らにエンジンの回転力を無駄なく走行路面に伝え
て駆動力を高めることができる。 As described above, according to the present invention, the lower end of the first rear suspension, whose upper end is pivotally supported on one side of the rear frame, is connected to the transmission case of the power unit, and the auxiliary frame is suspended on the other side of the rear frame. Since the lower end of the second rear suspension, whose upper end is pivotally supported, is connected to the rear wheel drive shaft, part of the load applied to the rear wheels can be received by the first and second rear suspensions via the rear wheel drive shaft. The load applied to the transmission case can be reduced and the required rigidity of the case can be kept lower than in conventional cases.Furthermore, the rear wheel drive shaft is supported on both sides, compared to the conventional case supported on one side. As a result, the overall weight of the power unit can be significantly reduced and the unsprung weight of the motorcycle can be reduced, which in turn improves the ground contact of the rear wheel and improves riding comfort. It is possible to increase the driving force by transmitting the rotational power of the engine to the road surface without waste.
また前記第１、第２リヤクツシヨンは何れも同
一に形成したのでそれらのリヤクツシヨンの共用
化が可能となりコストダウンに寄与することがで
きる。 Furthermore, since the first and second reactions are both formed identically, they can be used in common, contributing to cost reduction.
第１図は本考案装置を装備したスクータ型自動
二輪車の前方斜視図、第２図はその後部側面図、
第３図は第２図−線横断面図、第４図は第２
図−線断面図である。
ａ……軸支、ｂ……連結、ｃ……軸支、ｄ……
連結、l1−l2，l2−l2……軸線、Ｆ……フレームボ
デイ、Ｐ……パワーユニツト、Wr……後車輪、
１……後部フレーム、４……伝動ケース、８……
後輪駆動軸、１７……補助フレーム。
Fig. 1 is a front perspective view of a scooter-type motorcycle equipped with the device of the present invention, Fig. 2 is a rear side view thereof,
Figure 3 is a cross-sectional view along the line shown in Figure 2, and Figure 4 is a cross-sectional view taken along the line shown in Figure 2.
It is a figure-line sectional view. a... Pivotal support, b... Connection, c... Pivotal support, d...
Connection, l1 - l2 , l2 - l2 ...Axle line, F...Frame body, P...Power unit, Wr...Rear wheel,
1...Rear frame, 4...Transmission case, 8...
Rear wheel drive shaft, 17...auxiliary frame.
Claims (1)
Wr駆動用パワーユニツトＰを上下に揺動可能に
支持し、該パワーユニツトＰに後車輪Wrを設け
た後輪駆動軸８を支承し、前記後部フレーム１の
一側に上端を軸支ａした第１リヤクツシヨンR1
の下端を、前記パワーユニツトＰの伝動ケース４
に連結ｂし、また前記後部フレーム１の他側に吊
設される補助フレーム１７に、上端を軸支ｃした
第２リヤクツシヨンR2の下端を前記後輪駆動軸
８に連結ｄし、前記第１、第２リヤクツシヨン
R1，R2は何れも同一に形成してなる、自動二輪
車の後車輪懸架装置。 Rear wheel on rear frame 1 of frame body F
A power unit P for driving Wr is supported so as to be able to swing up and down, a rear wheel drive shaft 8 having a rear wheel Wr is supported on the power unit P, and the upper end is pivotally supported on one side of the rear frame 1. 1st reaction R 1
Connect the lower end of the power unit P to the transmission case 4 of the power unit P.
The lower end of a second rear reaction R 2 is connected b to the rear wheel drive shaft 8, and its upper end is pivotally supported c to an auxiliary frame 17 suspended on the other side of the rear frame 1. 1. Second reaction
R 1 and R 2 are both formed identically, and are a rear wheel suspension system for a motorcycle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9466383U JPS601692U (en) | 1983-06-20 | 1983-06-20 | Motorcycle rear wheel suspension system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9466383U JPS601692U (en) | 1983-06-20 | 1983-06-20 | Motorcycle rear wheel suspension system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS601692U JPS601692U (en) | 1985-01-08 |
| JPH0139672Y2 true JPH0139672Y2 (en) | 1989-11-28 |
Family
ID=30226485
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9466383U Granted JPS601692U (en) | 1983-06-20 | 1983-06-20 | Motorcycle rear wheel suspension system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS601692U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1642815A1 (en) | 2004-10-01 | 2006-04-05 | Yamaha Hatsudoki Kabushiki Kaisha | Motorcycle |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0378527U (en) * | 1989-11-29 | 1991-08-08 | ||
| JP2006111086A (en) * | 2004-10-13 | 2006-04-27 | Yamaha Motor Co Ltd | Motorcycle |
-
1983
- 1983-06-20 JP JP9466383U patent/JPS601692U/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1642815A1 (en) | 2004-10-01 | 2006-04-05 | Yamaha Hatsudoki Kabushiki Kaisha | Motorcycle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS601692U (en) | 1985-01-08 |
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