JP2013112297A - Saddle-riding vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a saddle-riding vehicle with a rear wheel support mechanism in which influences caused by foreign substances such as sand can be suppressed.SOLUTION: A saddle-riding vehicle 1 comprises a rear wheel support mechanism 30 which supports a right rear wheel 39R and a left rear wheel 39L in a rotatable manner. The rear wheel support mechanism 30 includes a right swing arm 35R, a left swing arm 35L, and a gear mechanism 41 which interlocks the right swing arm 35R and the left swing arm 35L. The gear mechanism 41 includes: a first gear 43 for rotating the right swing arm 35R; a second gear 44 for rotating the left swing arm 35L; at least one intermediate gear 45 for rotating the first gear 43 and the second gear 44 reversely to each other; and a gear case 47 which is supported in a vehicle body in a rotatable manner and accommodates at least the intermediate gear 45 therein. The rear wheel support mechanism 30 further includes a shock absorber 55 which is supported in the gear case 47 and is elongated/contracted with rotation of the gear case 47.

Description

  The present invention relates to a straddle-type vehicle in which a rear wheel is composed of a pair of left and right wheels and can turn by tilting a vehicle body.

Patent Document 1 discloses a vehicle that includes a right rear wheel and a left rear wheel, and a rear wheel support mechanism that supports the right rear wheel and the left rear wheel. The rear wheel support mechanism includes a right swing arm that supports the right rear wheel, a left swing arm that supports the left rear wheel, and a gear mechanism that interlocks the right swing arm and the left swing arm. The gear mechanism includes a bevel gear (17) interlocked with the right swing arm, a bevel gear (17) interlocked with the left swing arm, and two bevel gears (18) interlocking both the bevel gears (17). An arm (19) is attached to the bevel gear (18). The lower end of the shock absorber (20) is attached to the arm (19). The upper end of the shock absorber (20) is attached to the frame (1) of the vehicle body.

  In the vehicle configured as described above, the right swing arm and the left swing arm swing in opposite directions, and the right rear wheel and the left rear wheel move up and down in opposite directions. Therefore, the vehicle body can be inclined with respect to a horizontal road surface. Further, the vehicle body can be made upright with respect to the inclined road surface.

International Publication No. 97/27071 Pamphlet

However, the conventional example having such a configuration has the following problems.
In the vehicle described in Patent Document 1, since the bevel gear (18) is exposed, there is a possibility that foreign matters such as sand and stone may be caught in the bevel gear (18) and cause malfunction. Further, the bevel gear (18) may be damaged by the foreign matter.

  In the vehicle described in Patent Document 1, since the bevel gear (18) and the shock absorber (20) are connected via the arm (19), it is difficult to appropriately provide a member for protecting the bevel gear (18). . If a case for accommodating the bevel gear (18) is to be provided, a large case for accommodating the shock absorber (20) together with the bevel gear (18) must be employed. As a result, there is a disadvantage that the gear mechanism becomes large.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a straddle-type vehicle including a rear wheel support mechanism capable of suppressing the influence of foreign matters such as sand.

In order to achieve such an object, the present invention has the following configuration.
That is, the present invention is a straddle-type vehicle that can turn with the vehicle body tilted, and supports the right rear wheel and the left rear wheel, and the right rear wheel and the left rear wheel so as to be rotatable around a pivot shaft, respectively. A rear wheel support mechanism, wherein the rear wheel support mechanism is configured to support a right swing arm that rotatably supports the right rear wheel about the pivot shaft, and a left rear wheel that can rotate about the pivot shaft. A left swing arm to be supported; and a gear mechanism that interlocks the right swing arm and the left swing arm. The gear mechanism rotates a first gear that rotates the right swing arm and the left swing arm. A second gear to be rotated, and at least one intermediate gear that rotates the first gear and the second gear in opposite directions, and the gear mechanism is rotatably supported with respect to the vehicle body, Small Kutomo has the further gear case for accommodating the intermediate gear, the rear wheel support mechanism, said supported in the gear case, a straddle-type vehicle further comprising a damper expands and contracts with the rotation of the gear case.

  [Operation / Effect] In the saddle riding type vehicle according to the present invention, the intermediate gear causes the first gear and the second gear to interlock with each other and rotates the first gear and the second gear in opposite directions. When the first gear and the second gear rotate in opposite directions, the right swing arm and the left swing arm rotate around the pivot shaft in opposite directions, and the right rear wheel and the left rear wheel move up and down in opposite directions. Therefore, the vehicle body can be tilted while the right rear wheel and the left rear wheel are in contact with the road surface, respectively, and the vehicle can be tilted and turned.

  Moreover, since the gear case which accommodates an intermediate gear is provided, it can suppress suitably that foreign materials, such as sand and a pebble, bite into an intermediate gear. Moreover, it can also suppress suitably that an intermediate | middle gear is damaged by sand etc. colliding with an intermediate | middle gear.

  The gear case is provided so as to be rotatable with respect to the vehicle body. The shock absorber is provided so as to expand and contract with respect to the rotation of the gear case. Therefore, the gear case can be rotated according to the magnitude and direction of the impact received by the right rear wheel and / or the left rear wheel from the road surface. By the rotation of the gear case and the relative rotation of the first gear and the second gear, the right rear wheel and the left rear wheel can be moved up and down to appropriate height positions, respectively. For example, the right rear wheel and the left rear wheel can be moved up and down in the same direction. Further, it is possible to move only the other of the right rear wheel and the left rear wheel up and down without moving up or down. Furthermore, since the shock absorber expands and contracts according to the rotation of the gear case, it is possible to suitably absorb the impact received by the right rear wheel and / or the left rear wheel.

  Further, the shock absorber is supported by the gear case. Since the gear case has relatively high strength and rigidity compared to an intermediate gear or the like, an impact can be appropriately transmitted from the gear case to the shock absorber. For this reason, the shock absorber can be expanded and contracted accurately, and the shock can be suitably absorbed by the shock absorber.

  As described above, according to the present invention, since the rear wheel support mechanism includes the gear mechanism having the first gear, the second gear, and the intermediate gear, the right rear wheel and the left rear wheel are moved up and down in opposite directions. be able to. Further, the gear mechanism has a gear case that is rotatably provided, and the rear wheel support mechanism has a shock absorber that expands and contracts in response to the rotation of the gear case, so that the impact received by the right rear wheel and / or the left rear wheel from the road surface. The right rear wheel and the left rear wheel can be moved up and down to appropriate height positions according to the size and direction of the vehicle. In this case, the impact received from the road surface can be suitably absorbed. Further, since the intermediate gear is accommodated in the gear case, the intermediate gear can be suitably protected from foreign matters such as sand. Further, the intermediate gear can be firmly supported by the gear case. Moreover, since the shock absorber is supported by the gear case, the shock can be appropriately transmitted to the shock absorber. Therefore, the shock absorber can absorb the impact suitably.

  Here, the “saddle-type vehicle” includes a scooter-type vehicle that can ride with the feet aligned in addition to a vehicle that can ride with the rider straddling the saddle. The “body” includes a body frame and a body frame that is directly or indirectly fixed to the body frame and can be regarded as being integral with the body frame.

  In the above-described invention, the gear mechanism further includes an intermediate gear shaft that rotatably supports the intermediate gear, the intermediate gear shaft is provided inside the gear case, and the shock absorber is disposed outside the gear case. It is preferable to arrange | position. Since the gear case accommodates the intermediate gear and the intermediate gear shaft which is a member related thereto, the intermediate gear can be more appropriately protected. Further, since the shock absorber is provided outside the gear case and the gear case does not accommodate the shock absorber, the gear case can be suitably downsized.

  In the above-described invention, the first gear and the second gear are each held by the gear case so as to be rotatable around the same rotation center axis, and the gear case is held by the vehicle body so as to be rotatable around the rotation center axis. Preferably it is. According to this, when the first gear and the second gear rotate in directions opposite to each other, the first gear and the second gear rotate in the opposite directions (that is, the rotation center axis), and the rotation of the gear case causes the first gear and the second gear to rotate. The rotation centers of the first gear and the second gear when the two gears rotate together can be matched. Therefore, the right swing arm and the left swing arm can be suitably rotated by the rotation of the gear case. In addition, the movable range of the gear case can be reduced. Thereby, the installation space of a gear mechanism can be made small.

  In the above-described invention, it is preferable that the gear case is arranged so that the rotation center axis is coaxial with the pivot axis. According to this, the rotation around the rotation center axis of the first gear and the rotation around the pivot axis of the right swing arm can be linked with a simple structure. Similarly, the rotation of the second gear and the rotation of the left swing arm can be linked with a simple structure. Further, the gear case is held rotatably around the pivot shaft, and the installation space for the rear wheel support mechanism can be made compact.

  In the above-described invention, it is preferable that the gear case is arranged so that the rotation center axis is parallel to the pivot axis. According to this, the gear case can be arranged at a position deviated from the position of the pivot shaft. Moreover, since the rotation center axis and the pivot axis are parallel, the rotation of the first gear and the rotation of the right swing arm can be suitably linked. Similarly, the rotation of the second gear and the rotation of the left swing arm can be suitably linked.

  In the above-described invention, it is preferable that the gear case is arranged so that the rotation center axis intersects the pivot axis in a plan view or a side view. According to this, the freedom degree of arrangement | positioning of a gear case can be raised.

  In the above-mentioned invention, it has a shaft center coaxial with the pivot shaft, is connected to the right swing arm, is rotated around the shaft center in conjunction with the first gear, and is supported by the vehicle body, A right shaft holding portion that rotatably holds the right shaft, and an axis coaxial with the pivot shaft, connected to the left swing arm, and rotated around the axis in conjunction with the second gear. It is preferable to include a left shaft and a left shaft holding portion that is supported by the vehicle body and rotatably holds the left shaft. Since the right shaft and the right shaft holding part are provided, the right swing arm can be rotatably supported on the vehicle body. Similarly, since the left shaft and the left shaft holding portion are provided, the left swing arm can be rotatably supported on the vehicle body. Further, the right swing arm and the first gear can be suitably interlocked by the right shaft. Similarly, the left swing arm and the second gear can be suitably interlocked by the left shaft.

  In the above-described invention, it is preferable that the right shaft is integral with the right swing arm, and the left shaft is integral with the left swing arm. According to this, the number of parts can be reduced, and a simple structure can be achieved.

  In the above-described invention, the right shaft holding portion includes a right bearing that rotatably supports the right shaft around its axis, and the left shaft holding portion is capable of rotating the left shaft around its axis. It preferably includes a supporting left bearing. Since the right bearing and the left bearing are provided, the right shaft and the left shaft can be suitably supported.

  In the above-described invention, it is preferable that the right shaft and the left shaft each hold the gear case rotatably. The right shaft and the left shaft support not only the left and right swing arms but also the gear case. Therefore, the number of parts can be reduced. Further, the installation space for the rear wheel support mechanism can be made more compact.

  In the above-described invention, it is preferable that the gear case is held rotatably around the pivot axis by the right shaft and the left shaft. Each of the right shaft and the left shaft has an axis that is coaxial with the pivot axis. Therefore, the right shaft and the left shaft can easily hold the gear case so as to be rotatable around the pivot axis. Further, the space for installing the rear wheel support mechanism can be made compact by holding the gear case rotatably about the pivot shaft.

  In the invention described above, the first gear is held in a gear case so as to be rotatable around a rotation center axis coaxial with the pivot shaft, and is connected to the right shaft so as to be rotatable integrally with the right shaft, The second gear is preferably held in a gear case so as to be rotatable around a rotation center axis coaxial with the pivot shaft, and is connected to the left shaft so as to be rotatable integrally with the left shaft. According to this, the first gear and the right swing arm can be rotated together. Similarly, the second gear and the left swing arm can be rotated together.

  In the above-described invention, each of the right shaft and the left shaft has a stepped portion, and both of the first gear and the second gear, and at least one of the gear cases are provided on the right shaft and the left shaft. It is preferable to have a flange portion that contacts with the stepped portion and regulates each displacement of the right shaft and the left shaft in the pivot axis direction. When the step portion and the flange portion of the right shaft come into contact with each other, it is possible to suitably restrict the right shaft from being displaced in the axial direction. Similarly, when the step portion and the flange portion of the left shaft are in contact with each other, it is possible to suitably restrict the left shaft from being displaced in the axial direction.

  In the above-described invention, it is preferable that the gear case is provided between the right shaft holding portion and the left shaft holding portion in the vehicle width direction. The gear mechanism can be suitably downsized.

  In the above-described invention, it is preferable that a case holding portion is provided which contacts the outer peripheral surface of the gear case and holds the gear case rotatably with respect to the vehicle body. According to the case holding part, the gear case can be firmly held.

  The present specification also discloses an invention relating to the saddle riding type vehicle as follows.

  (1) In the above-described invention, the saddle-ride type vehicle includes an internal bearing provided in the gear case and rotatably supporting the right shaft and the left shaft.

  According to the invention described in (1), the gear mechanism can be further reduced in size.

  (2) In the above-described invention, the first gear and the second gear are bevel gears, each being a bevel gear.

  According to the invention as described in said (2), a gear mechanism is suitably realizable.

  According to the saddle riding type vehicle according to the present invention, the right rear wheel and the left rear wheel can be moved up and down in opposite directions. In addition, the right rear wheel and the left rear wheel can be moved up and down to appropriate height positions according to the magnitude and direction of the impact received by the right rear wheel and / or the left rear wheel from the road surface. In this case, the impact received from the road surface can be suitably absorbed. Moreover, since the gear case is provided, the intermediate gear can be suitably protected from foreign matters such as sand, and the intermediate gear can be firmly supported. Further, since the shock is transmitted to the shock absorber from the gear case having relatively high strength and rigidity compared to the intermediate gear or the like, the shock can be appropriately transmitted to the shock absorber. As a result, the shock absorber can be expanded and contracted accurately, and the shock can be suitably absorbed by the shock absorber.

1 is a left side view of a saddle riding type vehicle according to a first embodiment. FIG. 3 is a left side view illustrating a main part of the saddle riding type vehicle according to the first embodiment. It is the perspective view which looked at the principal part of the saddle-ride type vehicle concerning Example 1 from the slanting back. FIG. 3 is a plan view illustrating a main part of the saddle riding type vehicle according to the first embodiment. FIG. 5 is an exploded detail view of the gear mechanism and the right / left shaft. (A) is a rear view of the saddle riding type vehicle when the vehicle body is standing upright, and (b) is a rear view of the saddle riding type vehicle when the vehicle body is inclined to the right side. It is the perspective view which looked at the principal part of the saddle riding type vehicle corresponding to FIG. (A), (b) is a figure which shows typically the operation example of the straddle-type vehicle of Example 1. FIG. 3 is a table summarizing operation examples of the saddle riding type vehicle according to the first embodiment. It is a side view of the principal part of a saddle-ride type | mold vehicle, (a) shows a normal driving | running | working state, (b) shows the state which received the impact from the road surface. (A), (b) is a figure which shows typically the operation example of the straddle-type vehicle of Example 1. FIG. It is a rear view of a saddle-ride type vehicle, (a) shows a normal running state, (b) shows a state where only the right rear wheel receives an impact from the road surface. (A), (b) is a figure which shows typically the operation example of the straddle-type vehicle of Example 1. FIG. (A), (b) is a figure which shows typically the operation example of the straddle-type vehicle of Example 1. FIG. 6 is a left side view of a saddle riding type vehicle according to Embodiment 2. FIG. FIG. 6 is a left side view illustrating a main part of a saddle riding type vehicle according to a second embodiment. FIG. 6 is a plan view of a saddle riding type vehicle according to a second embodiment. (A) is a rear view of the saddle riding type vehicle when the vehicle body is standing upright, and (b) is a rear view of the saddle riding type vehicle when the vehicle body is tilted to the right side. It is a side view of the principal part of a saddle-ride type | mold vehicle, (a) shows a normal driving | running | working state, (b) shows the state which received the impact from the road surface. It is a left view of the saddle riding type vehicle according to a modified embodiment. It is an aa arrow directional cross-sectional view in FIG.

  The straddle-type vehicle of the present invention will be described below with reference to the drawings.

1. FIG. 1 is a left side view of a saddle riding type vehicle according to a first embodiment. In each figure, the x direction is the longitudinal direction of the vehicle body, the y direction is the vehicle width direction of the vehicle body, and the z direction is the vertical direction of the vehicle body. The longitudinal direction x, the vehicle width direction y, and the vertical direction z of the vehicle body are orthogonal to each other. In a state where the vehicle body stands upright on a horizontal road surface G, the longitudinal direction x and the vehicle width direction y of the vehicle body are horizontal, and the vertical direction z of the vehicle body is vertical. Note that front and rear, left and right, and upper and lower mean “front”, “rear”, “left”, “right”, “upper”, and “lower” for a rider who rides the saddle riding type vehicle 1.

  Please refer to FIG. The saddle riding type vehicle 1 according to the present embodiment is a scooter type electric three-wheeled vehicle. The saddle riding type vehicle 1 includes a body frame 3. The body frame 3 is an underbone type unique to the scooter type. The vehicle body frame 3 includes a head pipe 5, a front frame 6, and a rear frame 7. The head pipe 5 is provided at the front end of the vehicle body frame 3.

  A steering shaft 11 is rotatably inserted into the head pipe 5. A handle 13 is attached to the upper end portion of the steering shaft 11. A front fork 15 is attached to the lower end portion of the steering shaft 11. A single front wheel 17 is rotatably supported at the lower end of the front fork 15.

  A front cover 19 is attached to the front frame 6. The front frame 6 supports a pair of left and right footrests 21 on which a rider puts his / her foot. A seat 23 on which a rider sits is attached to the upper portion of the rear frame 7. Below the seat 23, a battery 25 capable of storing electric power is provided. The battery 25 is supported by the rear frame 7.

  FIG. 2 is a left side view illustrating the main part of the saddle riding type vehicle according to the first embodiment, and FIG. 3 is a perspective view of the main part of the saddle riding type vehicle according to the first embodiment when viewed obliquely from the rear. .

  The front frame 6 includes a pair of left and right down tubes 6R and 6L. Each of the down tubes 6R and 6L extends obliquely downward from the head pipe 5 toward the rear, then curves and further extends substantially horizontally toward the rear. Cross members 8 extending in the vehicle width direction y are connected to the rear ends of the down tubes 6R and 6L, respectively. The rear frame 7 includes a pair of left and right rear inclined portions 7R and 7L and a shock absorber support portion 7A. The rear inclined portions 7R and 7L are provided so as to extend obliquely upward from the cross member 8 toward the rear. The shock absorber support portion 7A is provided so as to extend in the vehicle width direction y, and both ends thereof are connected to the rear inclined portions 7R and 7L, respectively.

  In this specification, the vehicle body frame 3 and a member including the front cover 19 and the like that can be regarded as an integral part of the vehicle body frame 3 are appropriately referred to as a “vehicle body”. The member that can be regarded as integral with the body frame 3 may be a member that is directly fixed to the body frame 3 or a member that is indirectly fixed.

2. Outline of Rear Wheel Support Mechanism The rear wheel support mechanism 30 supports a pair of left and right rear wheels 39R and 39L so as to be rotatable around a pivot axis P. The rear wheel support mechanism 30 includes a right / left shaft holding portion 31R / 31L, a right / left shaft 33R / 33L, a right / left swing arm 35R / 35L, a gear mechanism 41, and a shock absorber 55. This will be described below.

3. Configuration Related to Swing Arm, Electric Motor, and Rear Wheel Reference is made to FIGS. FIG. 4 is a plan view illustrating a main part of the saddle riding type vehicle according to the first embodiment. The cross member 8 supports a right shaft holding portion 31R and a left shaft holding portion 31L. The right shaft holding portion 31R is fixed to the cross member 8. The right shaft holding portion 31 </ b> R is supported so as not to move with respect to the cross member 8. The left shaft holding portion 31L is fixed to the cross member 8. The left shaft holding portion 31L is supported so as not to move with respect to the cross member 8.

  The right shaft holding portion 31R has a right bearing 32R. The right bearing 32R is, for example, a ball bearing. The right shaft holding portion 31R supports the right shaft 33R rotatably via a right bearing 32R. The right shaft 33 </ b> R is provided to extend in the vehicle width direction y behind and below the cross member 8. The axis of the right shaft 33R is parallel to the vehicle width direction y. The right shaft 33R can rotate around its axis. The position of the axis of the right shaft 33R with respect to the vehicle body is constant and does not change.

  A right swing arm 35R is connected to the right end of the right shaft 33R. The right swing arm 35R rotates around the axis of the right shaft 33R integrally with the right shaft 33R. The axis of the right shaft 33R corresponds to the pivot axis P of the right swing arm 35R. The right shaft 33R and the right swing arm 35R are connected by, for example, serration coupling or spline coupling. Thus, the right swing arm 35R is supported by the vehicle body so as to be rotatable about the pivot axis P.

  The right swing arm 35R is provided to extend rearward from the right shaft 33R. A right electric motor 37R is provided at the rear end of the right swing arm 35R. The right electric motor 37R is electrically connected to the battery 25. The battery 25 supplies power to the right electric motor 37R. A right rear wheel 39R is connected to the right electric motor 37R. The right electric motor 37R rotates the right rear wheel 39R around the axle BR.

  The left shaft holding portion 31L and the like are configured similarly to the right shaft holding portion 31R and the like. That is, the left shaft holding portion 31L supports the left shaft 33L. The left shaft holding portion 31L has a left bearing 32L, and supports the left shaft 33L through the left bearing 32L so as to be rotatable. The left shaft 33L is provided on the left side of the right shaft 33R so as to extend in the vehicle width direction y. The axis of the left shaft 33L is coaxial with the axis of the right shaft 33R. The left shaft 33L can rotate around its axis.

  A left swing arm 35L is connected to the left end of the left shaft 33L. The left swing arm 35L rotates around the axis of the left shaft 33L integrally with the left shaft 33L. The pivot axis P of the left swing arm 35L is coaxial with the pivot axis P of the right swing arm 35R. Thus, the left swing arm 35L is also rotatably supported by the vehicle body.

  A left electric motor 37L is provided at the rear end of the left swing arm 35L. The left electric motor 37L is also electrically connected to the battery 25. A left rear wheel 39L is connected to the left electric motor 37L. The left electric motor 37L rotates the left rear wheel 39L around the axle BL.

  When the right / left electric motors 37R / 37L respectively drive the right / left rear wheels 39R / 39L to rotate, the saddle riding type vehicle 1 moves forward. Further, when the right / left swing arms 35R / 35L rotate, the right / left rear wheels 39R / 39L rotate around the pivot axis P. Hereinafter, the rotation of the right / left rear wheel 39R / 39L around the pivot axis P is referred to as “moving up and down” as appropriate.

4). Configuration of Gear Mechanism and Shock Absorber A gear mechanism 41 is provided behind the cross member 8 and between the right shaft 33R and the left shaft 33L. The gear mechanism 41 is disposed at the center of the vehicle body in the vehicle width direction y.

  FIG. 5 is an exploded detail view of the gear mechanism 41 and the right / left shaft. The gear mechanism 41 includes a first gear 43, a second gear 44, two intermediate gears 45, and a gear case 47. The first gear 43 rotates the right swing arm 35R. The second gear 44 rotates the left swing arm 35L. The intermediate gear 45 rotates the first gear 43 and the second gear 44 in opposite directions. Hereinafter, the configuration of the gear mechanism 41 will be described in more detail.

  The first gear 43, the second gear 44 and the intermediate gear 45 are accommodated in a gear case 47. The first gear 43 and the second gear 44 are arranged so as to face each other. The first gear 43 and the second gear 44 are respectively supported by a gear case 47 so as to be rotatable about the rotation center axis C1.

  The two intermediate gears 45 are respectively disposed between the first gear 43 and the second gear 44 so as to face each other. Each intermediate gear 45 meshes with both the first gear 43 and the second gear 44. Both intermediate gears 45 are rotatably supported by the intermediate gear shaft 46. The intermediate gear shaft 46 is fixed to a gear case 47. That is, the intermediate gear 45 is also rotatably supported by the gear case 47. The intermediate gear shaft 46 is provided inside the gear case 47. Hereinafter, the rotation center of the intermediate gear 45 is referred to as an intermediate gear axis C2. The rotation center axis C1 and the intermediate gear axis C2 are orthogonal to each other.

  Each of the first gear 43, the second gear 44, and the intermediate gear 45 is a bevel gear. The first gear 43 and the second gear 44 have the same shape. The number of teeth of the first gear 43 and the number of teeth of the second gear 44 are the same.

  The gear case 47 has through holes 48a and 48b for inserting right / left shafts 33R / 33L (hereinafter referred to as “shaft 33” as appropriate when the right / left shafts 33R / 33L are not particularly distinguished). ing. The through hole 48a is formed so as to reach the first gear 43 from one side surface of the gear case 47 along the rotation center axis C1. The through hole 48b is formed so as to reach the second gear 44 from the other side surface of the gear case 47 along the rotation center axis C1.

  The first gear 43 has a through hole 43a and a flange portion 43b. The through hole 43a is formed so as to communicate with the through hole 48a. The through hole 43a extends along the rotation center axis C1. The flange portion 43b is formed on the inner wall of the through hole 43a. The flange portion 43b is formed so as to project inward in the radial direction of the rotation center axis C1. Similarly, the second gear 44 has a through hole 44a and a flange portion 44b. The through hole 44a is formed so as to communicate with the through hole 48b, and extends along the rotation center axis C1. The flange portion 44b is formed on the inner wall of the through hole 44a so as to protrude radially inward of the rotation center axis C1.

  On the other hand, each shaft 33 has a stepped portion 33a that contacts the flange portions 43a and 43b. The step portion 33 a is formed so as to protrude from the outer peripheral surface of each shaft 33 to the radially outer side of the shaft center of the shaft 33. The step portion 33a of each shaft 33 is provided at a position corresponding to the flange portions 43b and 44b.

  The gear mechanism 41 further includes internal bearings 49 a and 49 b that are fixed to the gear case 47. The internal bearings 49a and 49b are accommodated in the gear case 47, respectively. The internal bearing 49a is disposed in the through hole 48a and rotatably supports the first gear 43. The internal bearing 49b is disposed in the through hole 48b and rotatably supports the second gear 44. Each of the first and second gears 43 and 44 is rotatable with respect to the gear case 47. Examples of the internal bearings 49a and 49b include rolling bearings and slide bearings. Examples of rolling bearings include ball bearings and cylindrical bearings. Moreover, a plain bearing etc. are illustrated as a sliding bearing.

  The gear mechanism 41 further includes seal members 51 a and 51 b that are fixed to the gear case 47. The seal portions 51a and 51b are accommodated in the gear case 47, respectively. The sealing members 51a and 51b are provided in the through holes 48a and 48b, respectively. The seal members 51a and 51b are preferably disposed at the open ends of the through holes 48a and 48b, respectively. The seal members 51a and 51b have an annular shape. Examples of the seal members 51a and 51b include an oil seal.

  As shown in FIG. 4, the gear mechanism 41 is arranged so that the rotation center axis C <b> 1 is coaxial with the pivot axis P. The left end portion of the right shaft 33R is inserted into the gear case 47 through the through hole 48a. Similarly, the right end portion of the left shaft 33L is inserted into the gear case 47 through the through hole 48b. The seal member 51a closes the gap between the right shaft 33R and the through hole 48a, and the seal member 51b closes the gap between the left shaft 33RL and the through hole 48b. As a result, foreign matter can be prevented from entering the gear case 47.

  The left end portion of the right shaft 33 </ b> R is connected to the first gear 43. The right shaft 33R rotates around the pivot axis P (rotation center axis C1) integrally with the first gear 43. Thereby, the 1st gear 43 and the right swing arm 35R rotate integrally. Similarly, the right end portion of the left shaft 33 </ b> L is connected to the second gear 44. The left shaft 33L rotates around the pivot axis P (rotation center axis C1) integrally with the second gear 44. As a result, the second gear 44 and the left swing arm 35L rotate together.

  The internal bearing 49a supports the right shaft 33R in a rotatable manner together with the first gear 43. The internal bearing 49b supports the left shaft 33L in a rotatable manner together with the second gear 44. In other words, the right shaft 33R and the left shaft 33L hold the gear case 47 so as to be rotatable around the pivot axis P.

  When the right shaft 33R is inserted into the through hole 43a to a predetermined position, the stepped portion 33a of the right shaft 33R comes into contact with the flange portion 43b. Thereby, positioning of the right shaft 33R is performed. Further, the right shaft 33R is restricted from being displaced in the axial direction (that is, the direction of the pivot axis P). Similarly, the step portion 33a of the left shaft 33L is in contact with the flange portion 44b. As a result, the left shaft 33L is positioned and the displacement of the left shaft 33L is restricted.

  As shown in FIGS. 2 and 3, the gear case 47 has a substantially cylindrical shape centered on the rotation center axis C1. A stay 53 is fixed to the outer peripheral surface of the gear case 47. The gear case 47 and the stay 53 may be integrally formed by casting or the like. The gear case 47 and the stay 53 may be fixed by welding. The stay 53 is preferably fixed to the circumferential surface of the gear case 47. The stay 53 is preferably fixed over the circumferential direction of the gear case 47. Furthermore, the stay 53 is preferably fixed over one third or more of the entire circumference of the gear case 47, and more preferably is fixed over one half or more of the entire circumference of the gear case 47. The stay 53 is provided so as to extend rearward from the gear case 47.

  One end (lower end) of the shock absorber 55 is rotatably connected to the rear end portion of the stay 53. The other end (upper end portion) of the shock absorber 55 is rotatably connected to the rear frame 7 (the shock absorber support portion 7A). The shock absorber 55 is located behind the cross member 8 and is located above the right / left swing arm 35R / L in a side view. The shock absorber 55 expands and contracts according to the rotation of the gear case 47. In the first embodiment, the shock absorber 55 is connected to the gear case 47 so that the shock absorber 55 contracts when the impact received by the right rear wheel 39R and / or the left rear wheel 39L is upward. The shock absorber 55 supports the gear case 47 while suppressing the rotation of the gear case 47. Further, the shock absorber 55 absorbs an impact transmitted to the gear case 47 by expanding and contracting.

5. Operation of the Rear Wheel Support Mechanism A description will be given separately for the case where the rotation of the gear case 47 (the expansion and contraction of the shock absorber 55) is not accompanied and the case where it is accompanied.

  In the following description, the rotation of the right / left swing arm 35R / 35L around the pivot axis P is simply referred to as “the right / left swing arm 35R / 35L rotates”. Similarly, the rotation of the first and second gears 43 and 44 or the gear case 47 around the rotation center axis C1 is simply referred to as “rotate”.

6). Operation of rear wheel support mechanism without rotation of gear case 47 Referring to FIGS. 6 to 8. FIG. 6A is a rear view of the saddle riding type vehicle when the vehicle body is upright, and FIG. 6B is a rear view of the saddle riding type vehicle when the vehicle body is tilted to the right. is there. FIG. 7 is a perspective view of the main part of the saddle riding type vehicle corresponding to FIG. FIG. 3 corresponds to a perspective view of the saddle riding type vehicle corresponding to FIG.

  3 and 6A show a state where the vehicle body stands upright on a horizontal road surface G. FIG. In this state, the rear wheels 39R and 39L are at the same height position with respect to the vehicle body. The direction of the right swing arm 35R relative to the vehicle body is the same as the direction of the left swing arm 35L relative to the vehicle body. FIGS. 6B and 7 show a state where the vehicle body is tilted to the right on the horizontal road surface G. FIG. In this state, the height position of the right wheel 39R relative to the vehicle body is relatively high, and the height position of the left rear wheel 39L relative to the vehicle body is relatively low.

  Hereinafter, an operation example when the state of FIG. 6A is changed to the state of FIG. 6B will be described. The left rear wheel 39L tends to move downward while the right rear wheel 39R tends to move upward. Accordingly, the right swing arm 35R tries to rotate upward, and the left swing arm 35L tries to rotate downward. The first gear 43 and the second gear 44 are subjected to forces that rotate in opposite directions. By this force, the intermediate gear 45 rotates smoothly around the intermediate gear axis C2. Due to the rotation of the intermediate gear 45 around the intermediate gear axis C2, the first and second gears 43 and 44 rotate in opposite directions (hereinafter referred to as “relative rotation” as appropriate). That is, the first gear 43 and the second gear 44 rotate in opposite directions. The rotation amount (absolute value) of the first gear 43 and the rotation amount (absolute value) of the second gear 44 are the same.

  Together with the rotation of the first gear 43, the right swing arm 35R rotates upward, and the right rear wheel 39R moves upward with respect to the vehicle body. The left swing arm 35L rotates downward integrally with the rotation of the second gear 44, and the left rear wheel 39L moves downward with respect to the vehicle body. The movement amount of the left rear wheel 39L is substantially equal to the movement amount of the right rear wheel 39R.

  In this case, the right rear wheel 39R and the left rear wheel 39L do not receive an impact from the road surface G to extend and contract the shock absorber 55. Therefore, the gear case 47 does not rotate around the rotation center axis C1, and the shock absorber 55 does not expand and contract.

  With reference to FIG. 8, the above-described operation will be described again. 8A and 8B are diagrams schematically illustrating the above-described operation example. FIG. 8A shows the states of FIG. 6A and FIG. 3, and FIG. 8B shows the states of FIG. 6B and FIG.

  FIG. 8 is a view of the rear wheel support mechanism 30 as viewed from the left side, with the rotation center axis C1 (pivot axis P) as the origin. For reference, an axis x1 passing through the rotation center axis C1 and parallel to the front-rear direction x, and an axis z1 passing through the rotation center axis C1 and parallel to the up-down direction z are illustrated. Further, the directions of “front”, “rear”, “upward” and “lower” of the saddle riding type vehicle 1 will be added. The axle BR represents the position of the right rear wheel 39R. The position of the axle BL represents the position of the left rear wheel 39L. When the rear wheels 39R and 39L are at the same height with respect to the vehicle body, the positions of the axle BR and the axle BL are the same.

  The first gear 43, the second gear 44, and the gear case 47 are schematically shown by circles having different radii for convenience. A line connecting the position of the axle BR / BL and the rotation center axis C1 in FIG. 8A is a virtual line L, and M is a point where the virtual line L intersects the first gear 43, the second gear 44, and the gear case 47, respectively. Let N, O. The movement of the point M represents the rotation of the first gear 43 relative to the vehicle body. The movement of the point N represents the rotation of the second gear 44 relative to the vehicle body. The movement of the point N represents the rotation of the gear case 47 with respect to the vehicle body.

  FIG. 8 does not accurately show the positional relationship between the rotation center axis C1, the axle BR / BL, and the points M to O. The description of FIG. 8 described above is the same for FIGS. 11 and 13.

  When shifting from the state of FIG. 8A to the state of FIG. 8B, the first gear 43 rotates in one direction with respect to the vehicle body. The second gear 44 rotates in the other direction opposite to the one direction with respect to the vehicle body. The rotation amounts (absolute values) of the first and second gears 43 and 44 are the same. The gear case 47 does not rotate. As a result, the right rear wheel 39R moves upward with respect to the vehicle body, and the left rear wheel 39L moves downward with respect to the vehicle body.

  FIG. 9 is a table summarizing operation examples of the saddle riding type vehicle according to the first embodiment. As shown in FIG. 9, the operations of the rear wheel support mechanism 30 and the right / left rear wheels 39R / 39L are roughly classified into eight types of operations 1 to 8. The operation example described above corresponds to operation 1.

  Each operation 1 to 8 is distinguished by “shrinkage of the shock absorber”, “relative rotation of the first gear and the second gear”, “up / down movement of the right rear wheel”, and “up / down movement of the left rear wheel”. The

  With regard to “extension / shrinkage of the shock absorber”, the case where the shock absorber 55 is extended is indicated by “extension”, the case where the shock absorber is contracted is indicated by “reduction”, and the case where the shock absorber is not extended is indicated by “none”. Regarding “relative rotation of the first gear and the second gear”, the case where the first and second gears 43 and 44 rotate relative to each other is indicated by “present”, and the case where the relative rotation does not occur is indicated as “absent”. The relative rotation of the first and second gears 43 and 44 is synonymous with the rotation of the intermediate gear 45 around the intermediate gear axis C2. The column of “right rear wheel up-and-down movement” indicates whether the right rear wheel 39R moves upward, downward, or does not move up and down. Similarly, the column “up / down movement of left rear wheel” indicates whether the left rear wheel 39L moves upward, downward, or does not move up and down.

  In operations 1 and 2 shown in FIG. 9, the shock absorber 55 does not expand and contract, and the first gear 43 and the second gear 44 rotate relative to each other. The difference between the operation 1 and the operation 2 is which of the right rear wheel 39R and the left rear wheel 39L moves upward.

  The case of tilting to the left side of the vehicle body corresponds to the operation 2. In this case, each member included in the rear wheel support mechanism 30 rotates or moves in the opposite direction to the above-described operation example. As a result, the left rear wheel 39L moves upward with respect to the vehicle body, and the right rear wheel 39R moves downward with respect to the vehicle body.

7). Operates the rear wheel support mechanism with the rotation of the gear case 47 (1)
10A and 10B are side views of the main part of the saddle riding type vehicle. FIG. 10A shows a normal traveling state (that is, a state where no impact is received from the road surface G), and FIG. Indicates the state.

  Assume that both the right / left rear wheels 39R / 39L receive an upward impact when the vehicle is running with the vehicle body upright as shown in FIG. In this case, both the right / left swing arms 35R / 35L try to rotate upward with respect to the vehicle body. The first and second gears 43 and 44 try to rotate in the same direction with respect to the vehicle body. This force does not act as a force for rotating the intermediate gear 45 around the intermediate gear axis C2, but as a force for rotating the intermediate gear 45 around the rotation center axis C1.

  When the force that rotates the intermediate gear 45 around the rotation center axis C1 exceeds the force that the shock absorber 55 suppresses the rotation of the gear case 47, the gear case 47 rotates relative to the vehicle body, and the shock absorber 55 contracts. The first and second gears 43 and 44 and the intermediate gear 45 rotate around the rotation center axis C <b> 1 together with the gear case 47. However, the intermediate gear 45 does not rotate around the intermediate gear axis C2. The first and second gears 43 and 44 do not rotate relative to each other.

  As a result, as shown in FIG. 10B, the right / left swing arms 35R / 35L rotate together with the first and second gears 43 and 44 upward. The right rear wheel 39R and the left rear wheel 39L move upward with respect to the vehicle body. The movement amount of the right rear wheel 39R is equal to the movement amount of the left rear wheel 39L. That is, each rear wheel 39R, 39L moves to the same height position with respect to the vehicle body. The shock absorber 55 absorbs the impact received by the right rear wheel 39R and the left rear wheel 39L.

  With reference to FIG. 11, the above-described operation will be described again. FIGS. 11A and 11B are diagrams schematically illustrating the above-described operation example. FIG. 11 (a) shows the state of FIG. 10 (a), and FIG. 11 (b) shows the state of FIG. 10 (b).

  When the state shown in FIG. 11A is changed to the state shown in FIG. 11B, the first and second gears 43 and 44 and the gear case 47 rotate integrally with the vehicle body. That is, the first and second gears 43 and 44 and the gear case 47 rotate in the same direction by the same amount of rotation. The first gear 43 and the second gear 44 do not rotate in the opposite directions relatively. As a result, both the right rear wheel 39R and the left rear wheel 39L move upward with respect to the vehicle body.

  The above-described operation example corresponds to the operation 3 illustrated in FIG. In addition to the above-described operation example, when the impact received by the right / left rear wheel 39R / 39L from the road surface G is downward, the operation 4 shown in FIG. 9 is performed. In this case, each member included in the rear wheel support mechanism 30 rotates, moves, or expands and contracts in the direction opposite to the operation example described above. As a result, both the right / left rear wheels 39R / 39L move downward with respect to the vehicle body.

8). Operates the rear wheel support mechanism with the rotation of the gear case 47 (2)
An example will be described in which only the right rear wheel 39R receives an upward impact from the road surface G and the left rear wheel 39L does not receive an impact from the road surface G.

  FIG. 12 is a rear view of the saddle riding type vehicle. FIG. 12A shows a normal driving state (that is, a state in which no impact is received from the road surface G), and FIG. 12B shows only the right rear wheel 39R from the road surface G. Shows the state of impact.

  FIG. 12A shows a state where the vehicle is running with the vehicle body standing on a horizontal road surface G. FIG. 12B shows a state in which only the right rear wheel 39R rides on the convex portion G1 where the road surface G is raised. If the state of FIG. 12A suddenly shifts to the state of FIG. 12B, the right rear wheel 39R receives an upward impact. The right rear wheel 39R tends to move upward with respect to the vehicle body. The right swing arm 35R tries to rotate upward with respect to the vehicle body. The first gear 43 tends to rotate with respect to the vehicle body. On the other hand, since the left rear wheel 39L does not receive an impact, the left swing arm 35L tries to maintain a certain position with respect to the vehicle body. A force that prevents rotation with respect to the vehicle body acts on the second gear 44.

  Here, a case where the second gear 44 does not rotate with respect to the vehicle body is considered. The force that the first gear 43 tries to rotate acts as a force that rotates the intermediate gear 45 around the intermediate gear axis C2. When the second gear 44 does not rotate relative to the vehicle body, the force that rotates the intermediate gear 45 around the intermediate gear axis C2 is the force that rotates the intermediate gear 45 around the rotation center axis C1 relative to the second gear 44. Works.

  When the force that rotates the intermediate gear 45 around the rotation center axis C1 exceeds the force that the shock absorber 55 suppresses the rotation of the gear case 47, the gear case 47 rotates relative to the vehicle body, and the shock absorber 55 contracts. While the intermediate gear 45 rotates around the intermediate gear axis C2, the intermediate gear 45 rotates around the rotation center axis C1. Along with this, the first gear 43 rotates. Since the second gear 44 does not rotate, it rotates relative to the first gear 43 in the opposite direction.

  The right swing arm 35 </ b> R rotates upward integrally with the first gear 43. The left swing arm 35L does not rotate with respect to the vehicle body together with the second gear 44. Only the right rear wheel 39R moves upward with respect to the vehicle body, and the left rear wheel 39L does not move up and down. As a result, the right rear wheel 39R rides on the convex portion G1, and the left rear wheel 39L is kept in contact with the road surface G. The body is kept upright and does not tilt to one side. The shock absorber 55 absorbs the impact received by the right rear wheel 39R.

  With reference to FIG. 13, the above-described operation will be described again. FIGS. 13A and 13B are diagrams schematically illustrating the above-described operation example. Fig.13 (a) shows the state of Fig.12 (a), FIG.13 (b) shows the state of FIG.12 (b).

  When the state shown in FIG. 13A is shifted to the state shown in FIG. 13B, the first gear 43 rotates with respect to the vehicle body. The second gear 44 does not rotate with respect to the vehicle body. Therefore, the first gear 43 and the second gear 44 rotate relative to each other. The gear case 47 rotates with respect to the vehicle body. As a result, the right rear wheel 39R (axle BR) moves upward with respect to the vehicle body, and the left rear wheel 39L (axle BL) does not move up and down with respect to the vehicle body.

  Here, between the rotation of the first gear 43 relative to the gear case 47 (intermediate gear axis C2) and the rotation of the second gear 44 relative to the gear case 47 (intermediate gear axis C2), the rotation directions are opposite to each other. The relationship that the amount of rotation (absolute value) is equal holds. From this relationship, it is derived that the gear case 47 rotates in the same direction as the first gear 43 by one half of the rotation amount of the first gear 43.

  The above-described operation example corresponds to the operation 5 illustrated in FIG. In addition to the above-described operation example, when only the left rear wheel 39L receives an upward impact, this corresponds to the operation 6. In this case, the operation of the right swing arm 35R, the right shaft 33R and the first gear 43 (hereinafter collectively referred to as “right side member”) and the left swing arm 35L, the left shaft 33L and the second gear 44 (hereinafter referred to as “left side member”). Are collectively interchanged with each other. As a result, only the left rear wheel 39L moves upward with respect to the vehicle body, and the right rear wheel 39R does not move up and down with respect to the vehicle body.

  When only the right rear wheel 39R receives a downward impact, it corresponds to the operation 7 shown in FIG. In this case, the right swing arm 35R, the right shaft 33R, the first gear 43, the intermediate gear 45, the gear case 47, and the shock absorber 55 rotate, move, or expand and contract in opposite directions. As a result, only the right rear wheel 39R moves downward with respect to the vehicle body, and the left rear wheel 39L does not move up and down with respect to the vehicle body.

  Furthermore, when only the left rear wheel 39L receives a downward impact, it corresponds to the operation 8 shown in FIG. In this case, in the operation example of the operation 7 described above, the operation of the right member and the operation of the left member are interchanged. As a result, only the left rear wheel 39L moves downward with respect to the vehicle body, and the right rear wheel 39R does not move up and down with respect to the vehicle body.

  In the operations 5 to 8 described above, one of the right / left rear wheels 39R / 39L did not move up and down, but both the right / left rear wheels 39R / 39L may move up and down. Hereinafter, an operation when both the right / left rear wheels 39R / 39L move up and down will be described.

  14A and 14B are diagrams schematically illustrating an operation example. When the state shown in FIG. 14A is changed to the state shown in FIG. 14B, the first gear 43 and the second gear 44 rotate relative to the vehicle body, and the first gear 43 and the second gear 44 rotate relative to each other. . The gear case 47 rotates with respect to the vehicle body. Thereby, the shock absorber 55 expands and contracts.

  As a result, the right rear wheel 39R moves relatively small downward with respect to the vehicle body, and the left rear wheel 39L moves relatively large upward. The movement amount of the right rear wheel 39R and the movement amount of the left rear wheel 39L are not equal.

  Even in this case, the rotation of the first gear 43 relative to the gear case 47 (intermediate gear axis C2) and the rotation of the second gear 44 relative to the gear case 47 (intermediate gear axis C2) are mutually The relationship that the rotation direction is reversed and the rotation amount (absolute value) is equal holds. In other words, if the rotation angles at which the first gear 43, the second gear 44, and the gear case 47 are rotated with respect to the vehicle body are θ1, θ2, and θ3, respectively, the rotation angle θ3 is the sum of the rotation angle θ1 and the rotation angle θ2. Half of that. Note that the rotation angles θ1, θ2, and θ3 take positive and negative values depending on the direction of rotation.

  As described above, the saddle riding type vehicle 1 according to the first embodiment includes the gear mechanism 41 having the first gear 43, the second gear 44, and the intermediate gear 45. Therefore, the right swing arm 35R and the left swing arm 35L can be smoothly rotated in the opposite directions, and the right rear wheel 39R and the left rear wheel 39L can be smoothly moved up and down in the opposite directions. Therefore, the vehicle body can be tilted while the right rear wheel 39R and the left rear wheel 39L are in contact with the road surface G, respectively. Therefore, the saddle riding type vehicle 1 can turn while tilting the vehicle body.

  Further, since the gear mechanism 41 includes a gear case 47 that accommodates the first gear 43, the second gear 44, and the intermediate gear 45 (hereinafter referred to as "first gear 43 etc."), the first gear 43 etc. is suitably used. Can be protected. For example, it is possible to suitably prevent the foreign matter such as sand and pebbles from getting into the first gear 43 and the like. Moreover, it can suppress suitably that sand etc. collide with the 1st gear 43 grade | etc., And can prevent the 1st gear 43 grade | etc., Being damaged beforehand.

  Moreover, since the gear mechanism 41 accommodates the intermediate gear shaft 46, the intermediate gear 45 can be protected more accurately.

  Further, the gear case 47 itself is provided so as to be rotatable with respect to the vehicle body, and is provided with a shock absorber 55 that expands and contracts as the gear case 47 rotates. Therefore, the gear case 47 rotates according to the magnitude and direction of the impact received by the right rear wheel 39R and / or the left rear wheel 39L from the road surface G. By the rotation of the gear case 47 and the relative rotation of the first gear 43 and the second gear 44, the right rear wheel 39R and the left rear wheel 39L can be moved up and down to appropriate height positions, respectively. That is, not only the right rear wheel 39R and the left rear wheel 39L are moved up and down in opposite directions, but the right rear wheel 39R and the left rear wheel 39L are moved up and down to arbitrary height positions according to the conditions of the road surface G and the like. It can also be made. Further, as the shock absorber 55 expands and contracts according to the rotation of the gear case 47, the shock absorber 55 can suitably absorb the impact received by the right rear wheel 39R and / or the left rear wheel 39L.

  The shock absorber 55 is supported by the gear case 47 via the stay 53. The gear case 47 is a member having relatively high strength and rigidity among the members included in the gear mechanism 41. Therefore, the gear case 47 can appropriately transmit an impact to the shock absorber 55, and the shock absorber 55 can be expanded and contracted accurately. As a result, the shock absorber 55 can effectively absorb the impact. The gear case 47 is a relatively large member among the members of the gear mechanism 41. Since the shock absorber 55 is supported by such a gear case 47, the area of the portion that supports the shock absorber 55 can be easily increased. In other words, the joint between the gear case 47 and the stay 53 can be enlarged. For this reason, the rear end portion of the stay 53 connected to the shock absorber 55 can also be enlarged. As a result, stress concentration can be suppressed and the support strength can be improved.

  Further, since the shock absorber 55 is provided outside the gear case 47 and the gear case 47 does not accommodate the shock absorber 55, the gear case 47 can be suitably downsized.

  The rotation center axis C1 of the first gear 43 and the second gear 44 is coaxial with the pivot axis P. For this reason, the first gear 43 and the second gear 44 can be suitably connected to the right / left swing arms 35R / 35L, respectively.

  The gear case 47 is provided so as to be rotatable about the same axis as the rotation center axis C <b> 1 of the first gear 43 and the second gear 44. Therefore, even if the gear case 47 rotates, the position of the rotation center axis C1 with respect to the vehicle body does not change. The movable range of the gear case 47 is reduced, and the installation space for the gear mechanism 41 can be reduced. Further, the positional relationship between the rotation center axis C1 and the pivot axis P can be kept constant. Therefore, the first gear 43 and the right swing arm 35R, and the second gear 44 and the left swing arm 35L can be suitably interlocked. Further, the rotation center of the first gear 43 and the second gear 44 when the first gear 43 and the second gear 44 rotate as a result of the rotation of the gear case 47 causes the first gear 43 and the second gear 44 to rotate relative to each other. Coincides with the rotation center of the first gear 43 and the second gear 44 (that is, the rotation center axis C1). For this reason, the right / left swing arm 35R / 35L can be suitably rotated by the rotation of the gear case 47.

  Moreover, since the right shaft 33R and the right shaft holding portion 31R are provided, the right swing arm 35R can be suitably supported on the vehicle body so as to be rotatable. Similarly, since the left shaft 33L and the left shaft holding portion 31L are provided, the left swing arm 35L can be suitably supported on the vehicle body so as to be rotatable. Further, the right / left shaft holding portions 31R / 31L include right / left bearings 32R / 32L, respectively. Therefore, the right / left shafts 33R / 33L can be rotatably held.

  The right shaft 33R connects the right swing arm 35R and the first gear 43 so as to be integrally rotatable. Therefore, the rotation of the first gear 43 and the rotation of the right swing arm 35R can be suitably interlocked. Similarly, the left shaft 33L is rotatably coupled to the left swing arm 35L and the second gear 44. Therefore, the rotation of the first gear 43 and the rotation of the right swing arm 35R can be suitably interlocked.

  The right / left shafts 33R / 33L further hold a gear case 47. Therefore, a dedicated member for holding the gear mechanism 41 can be omitted, and the structure can be simplified. Moreover, the installation space of the rear-wheel support mechanism 30 can be made compact. Further, the right shaft 33R and the left shaft 33L are arranged such that their axis centers coincide with the pivot axis P (rotation center axis C1). According to such right / left shafts 33R / 33L, the gear case 47 can be suitably held so as to be rotatable about the same axis as the pivot axis P.

  The right / left shafts 33R / 33L each have a step portion 33a, and the first and second gears 43 and 44 have flange portions 43b and 44b that contact the step portion 33a. Therefore, the right / left shaft 33R / 33L can be suitably positioned with respect to the gear case 47. Further, the right / left shaft 33 </ b> R / 33 </ b> L can be suitably prevented from being displaced from the gear case 47 or coming out of the gear case 47.

  In the vehicle width direction y, the gear case 47 is provided between the right shaft holding portion 31R and the left shaft holding portion 31L. Thereby, the gear mechanism 41 can be reduced in size suitably.

  The gear mechanism 41 includes internal bearings 49a and 49b that rotatably support the right / left shafts 33R / 33L, and the internal bearings 49a and 49b are disposed in the gear case 47. As a result, the gear mechanism 41 can be further reduced in size.

  Moreover, the right electric motor 37R and the left electric motor 37L are provided separately. Therefore, all the power generated by the right electric motor 37R can be transmitted to the right rear wheel 39R, and all the power generated by the left electric motor 37L can be transmitted to the left rear wheel 39L. That is, a mechanism for further distributing the power generated by the electric motors 37R and 37L to the right / left rear wheels 39R / 39L can be omitted. Therefore, the structure of the saddle riding type vehicle 1 can be simplified.

  Embodiment 2 of the present invention will be described below with reference to the drawings. In addition, about the same structure as Example 1, detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol.

  FIG. 15 is a left side view of the saddle riding type vehicle according to the second embodiment, FIG. 16 is a left side view showing a main part of the saddle riding type vehicle according to the second embodiment, and FIG. 2 is a plan view of a saddle riding type vehicle according to FIG.

1. Outline of Rear Wheel Support Mechanism The rear wheel support mechanism 60 according to the second embodiment includes a link mechanism 71 provided between the gear mechanism 41 and the shock absorber 65. The rear wheel support mechanism 60 includes the right / left shaft holding portion 31R / 31L, the right / left shaft 33R / 33L, the right / left swing arm 35R / 35L, and the gear mechanism 41 described in the first embodiment. Hereinafter, the link mechanism 71 will be mainly described.

  2. Configuration related to the link mechanism

  The link mechanism 71 is disposed in front of the gear mechanism 41 and below the vehicle body frame 3 (front frame 6). The link mechanism 71 includes a bracket 73 and a rod 75.

  The bracket 73 has a substantially L shape in a side view. An upper end portion of the bracket 73 is supported in the vicinity of the curved portion of the front frame 6 so as to be rotatable around a horizontal axis. The lower end portion and the central bent portion of the bracket 73 swing below the front frame 6.

  The rod 75 is provided between the bracket 73 and the gear case 47. The rod 75 is disposed so as to be substantially parallel to the front-rear direction x in plan view. The front end portion of the rod 75 is rotatably connected to a central bent portion of the bracket 73. Corresponding to the rod 75, a stay 63 is fixedly attached to the outer peripheral surface of the gear case 47 so as to extend downward. The rear end portion of the rod 75 is rotatably connected to the lower end portion of the stay 63. The rod 75 is provided so as to be inclined so that the front end portion is higher than the rear end portion in a side view.

  The shock absorber 65 is provided between the bracket 73 and the vehicle body frame 3 (front frame 6). The front end portion of the shock absorber 65 is rotatably connected to the lower end portion of the bracket 73. A rear end portion of the shock absorber 65 is rotatably connected to the front frame 6. The position where the shock absorber 65 is supported by the front frame 6 is behind the position where the bracket 73 is supported by the front frame 6. The shock absorbers 65 are arranged so as to be arranged on the side of the rod 75 in a plan view. The shock absorber 65 is provided so as to be inclined so that the front end portion is lower than the rear end portion in a side view. The shock absorber 65 intersects the rod 75 in a side view.

  When the gear case 47 rotates, the rod 75 moves substantially in the front-rear direction, the bracket 73 swings, and the shock absorber 65 expands and contracts. Also in the second embodiment, the shock absorber 65 is connected to the gear case 47 so that the shock absorber 65 contracts when the impact received by the right rear wheel 39R and / or the left rear wheel 39L is upward.

3. Operation of Rear Wheel Support Mechanism The rear wheel support mechanism 60 according to the second embodiment is broadly divided into a case where the rotation of the gear case 47 is not accompanied and a case where the gear case 47 is accompanied. Here, the operation similar to that of the first embodiment will be briefly described.

4). Operation of rear wheel support mechanism without rotation of gear case 47 The rear wheel support mechanism 60 performs basically the same operation as that described in the first embodiment. 18A is a rear view of the saddle riding type vehicle when the vehicle body is standing upright, and FIG. 18B is a rear view of the saddle riding type vehicle when the vehicle body is inclined to the right side. is there.

  FIG. 18A shows a state in which the vehicle body stands upright on a horizontal road surface G. FIG. 18B shows a state in which the vehicle body is tilted to the right on the horizontal road surface G. When the state shown in FIG. 18A shifts to the state shown in FIG. 18B, the first gear 43 and the second gear 44 rotate relative to each other. The gear case 47 does not rotate. For this reason, the rod 75 does not move, the bracket 73 does not swing, and the shock absorber 65 does not expand and contract. In response to the rotation of the first gear 43, the right swing arm 35R rotates upward, and the right rear wheel 39R moves upward with respect to the vehicle body. In response to the rotation of the second gear 44, the left swing arm 35L rotates downward, and the left rear wheel 39L moves downward relative to the vehicle body. This operation example corresponds to the operation 1 in FIG.

5. The rear wheel support mechanism 60 operates in addition to the operation described in the first embodiment, and the link mechanism 71 operates.

  FIG. 19 is a side view of the main part of the saddle-ride type vehicle. FIG. 19A shows a normal running state (that is, a state where no impact is received from the road surface G), and FIG. Indicates the state.

  Assume that the right / left rear wheels 39R / 39L receive an upward impact when the vehicle is running with the vehicle body upright as shown in FIG. In this case, both the right / left swing arms 35R / 35L try to rotate upward with respect to the vehicle body. The first and second gears 43 and 44 try to rotate in the same direction with respect to the vehicle body. This force acts as a force for rotating the intermediate gear 45 around the rotation center axis C1.

  When the force for rotating the intermediate gear 45 exceeds the force for the shock absorber 65 to suppress the rotation of the gear case 47, the gear case 47 rotates with respect to the vehicle body. The rod 75 moves rearward, the bracket 73 swings, and the shock absorber 65 contracts. The first and second gears 43 and 44 and the intermediate gear 45 rotate around the rotation center axis C <b> 1 together with the gear case 47. At this time, since the intermediate gear 45 does not rotate around the intermediate gear axis C2, the first and second gears 43 and 44 do not rotate relative to each other.

  As a result, as shown in FIG. 19B, the right / left swing arms 35R / 35L rotate upward integrally with the first and second gears 43 and 44. The right rear wheel 39R and the left rear wheel 39L move upward with respect to the vehicle body. Each of the rear wheels 39R and 39L moves to the same height position with respect to the vehicle body. This operation example corresponds to the operation 3 shown in FIG.

  As is apparent from the above description of the operation, the rear wheel support mechanism 60 of the second embodiment can also perform various operations 1 to 8 shown in FIG.

  Thus, also in the saddle riding type vehicle 1 according to the second embodiment, the same effects as those of the first embodiment can be obtained.

  The straddle-type vehicle 1 according to the second embodiment includes a link mechanism 71 that is provided between the gear mechanism 41 and the shock absorber 65 and expands and contracts the shock absorber 65 according to the rotation of the gear case 47. For this reason, an impact can be suitably transmitted from the gear mechanism 41 to the shock absorber 65, and the shock absorber 65 can be expanded and contracted accurately. Therefore, the shock absorber 65 can effectively absorb the impact.

  Moreover, since the link mechanism 71 is provided, the freedom degree of arrangement | positioning of the buffer 65 can be raised. In the second embodiment, the shock absorber 65 is disposed below the vehicle body frame 3 (front frame 6), so that the space below the vehicle body frame 3 can be used effectively. Further, the link mechanism 71 itself is also disposed below the vehicle body frame 3 (front frame 6), so that the space below the vehicle body frame 3 can be used more effectively. Further, it is possible to reduce the number of members of the rear wheel support mechanism 60 disposed near the rear end of the front frame 6, in other words, near the front end of the right / left swing arm 35R / 35L. Thereby, the freedom degree of arrangement | positioning of other members, such as the battery 25, can be raised.

  The present invention is not limited to the above-described embodiment, and can be modified as follows.

  (1) In the first and second embodiments described above, the rotation center axis C1 and the pivot axis P are coaxial, but the present invention is not limited to this.

  Reference is made to FIGS. 20 is a left side view of the saddle riding type vehicle according to the modified embodiment, and FIG. 21 is a cross-sectional view taken along the line aa in FIG. As shown in the figure, the saddle riding type vehicle 1 of the modified embodiment includes a rear wheel support mechanism 80. The rear wheel support mechanism 80 includes a right / left swing arm 35R / 35L and a gear mechanism 41. However, their positional relationship is different from the rear wheel support mechanisms 30 and 60 described in the first and second embodiments. This will be specifically described below.

  The right / left swing arms 35R / 35L are rotatably provided around the pivot axis P, respectively. The gear mechanism 41 includes a first gear 43, a second gear 44, an intermediate gear 45, and a gear case 47. The first gear 43 and the second gear 44 are supported by a gear case 47 so as to be rotatable around the rotation center axis C1. The gear case 47 is arranged so that the rotation center axis C1 is parallel to the pivot axis P. 20 and 21 illustrate a gear mechanism 41 arranged so that the rotation center axis C1 is positioned in front of the pivot axis P.

  A right transmission mechanism 81R is provided between the first gear 43 and the right swing arm 35R. The right transmission mechanism 81R transmits rotational power between parallel axes (that is, between the rotation center axis C1 and the pivot axis P).

  The right transmission mechanism 81R includes a pair of transmission gears 83a and 83b that mesh with each other, and a case 83c that rotatably supports the transmission gears 83a and 83b. The case 83c is supported by the vehicle body. The case 83c is fixed to the cross member 8. Specifically, the case 83c is supported by the cross member 8 so as not to move. The case 83c is attached to the cross member 8 with, for example, bolts.

  The transmission gear 83a and the transmission gear 83b are rotatably supported by the case 83c. The transmission gear 83a can rotate around the rotation center axis C1. The transmission gear 83b can rotate about the same axis as the pivot shaft P. The first gear 43 is connected to the transmission gear 83a by the right first shaft 84a. The first gear 43 and the gear 83a rotate integrally around the rotation center axis C1. The right swing arm 35R is connected to the transmission gear 83b by the right second shaft 84b. The right swing arm 35R and the transmission gear 83b rotate around the pivot axis P integrally. When the first gear 43 rotates around the rotation center axis C1, in conjunction with this, the transmission gear 83a rotates around the rotation center axis C1, the transmission gear 83b rotates around the pivot axis P, and the right swing arm 35R It rotates around the pivot axis P. In this way, the first gear 43 rotates the right swing arm 35R via the right transmission mechanism 81R.

  Similarly, a left transmission mechanism 81L is provided between the second gear 44 and the left swing arm 35L. The left transmission mechanism 81L includes a transmission gear 86a, a transmission gear 86b, and a case 86c. The second gear 44 and the transmission gear 86a are connected to each other by the left first shaft 87a and rotate integrally around the rotation center axis C1. The left swing arm 35L and the transmission gear 86b are connected to each other by the left second shaft 87b and rotate around the pivot axis P. Then, in conjunction with the rotation of the second gear 44, the left swing arm 35L rotates. Thus, the second gear 44 rotates the left swing arm 35L via the left transmission mechanism 81L.

  The gear case 47 is rotatably held by the right / left first shafts 84a / 87a. The right first shaft 84a is rotatably held by the right first shaft holding portion 91. The left first shaft 87a is rotatably held by the left first shaft holding portion 92. The right first shaft holding portion 91 and the left first shaft holding portion 92 are respectively supported by the vehicle body. The right first shaft holding portion 91 and the left first shaft holding portion 92 are fixed to the cross member 8, respectively. Each of the right first shaft holding portion 91 and the left first shaft holding portion 92 is supported so as not to move with respect to the cross member 8. A shock absorber 55 is supported on the gear case 47. The shock absorber 55 expands and contracts as the gear case 47 rotates.

  Also in this modified embodiment, the same operation as in the first and second embodiments can be performed. Further, according to this modified embodiment, the gear mechanism 41 can be arranged regardless of the position of the pivot shaft P, so that the degree of freedom of arrangement of the gear mechanism 41 can be increased.

  Further, according to this modified embodiment, since the rotation center axis C1 and the pivot axis P are parallel, the right / left transmission mechanisms 81R / 81L can each have a simple structure.

  Furthermore, the rotation of the first gear 43 and the rotation of the right swing arm 35R can be decelerated or increased by appropriately selecting the number of teeth of the transmission gears 83a and 83b. Similarly, the rotation of the second gear 44 and the rotation of the left swing arm 35L can be reduced or increased by appropriately selecting the number of teeth of the transmission gears 86a and 86b.

  In this modified embodiment, the gear mechanism 41 (gear case 47) is arranged so that the rotation center axis C1 is parallel to the pivot axis P. However, the present invention is not limited to this. That is, the gear mechanism 41 (gear case 47) may be arranged so that the rotation center axis C1 intersects the pivot axis P in a plan view or a side view. In this case, the right / left transmission mechanisms 81R / 81L are appropriately changed to mechanisms that transmit rotational power between the two intersecting axes C1 and P1, respectively. According to this, the freedom degree of arrangement | positioning of the gear mechanism 41 can be raised further.

  In this modified embodiment, the right / left transmission mechanism 81R / 81L is provided. However, the present invention is not limited to this. For example, the right / left transmission mechanism 81R / 81L may be changed to a speed reduction mechanism or the like.

  (2) In the first and second embodiments described above, the gear mechanism 41 includes the two intermediate gears 45, but is not limited thereto. For example, it may be modified to include a single intermediate gear. Or you may change so that three or more intermediate gears may be provided.

  (3) In the first and second embodiments described above, the gear mechanism 41 is a so-called differential bevel gear system, but is not limited thereto. If it is a differential device, it can change to the differential device of another system suitably. For example, as a differential system, a Torsen (registered trademark) system, a planetary gear system, and the like are exemplified. Moreover, although the 1st gear 43 grade | etc., Was a bevel gear, the shape of the 1st gear 43 grade | etc., Is not restricted to this. For example, the first gear 43 or the like may be changed to a worm gear, a planetary gear, a spur gear, a rack, or the like.

  (4) In the first and second embodiments described above, the right swing arm 35R and the right shaft 33R are separate members, but are not limited thereto. That is, the right swing arm 35R and the right shaft 33R may be configured as an integral member. The same applies to the left swing arm 35L and the left shaft 33L.

  (5) In the first and second embodiments described above, the gear case 47 accommodates the first gear 43, the second gear 44, and the intermediate gear 45, but is not limited thereto. For example, the gear case 47 that accommodates at least the intermediate gear 45 can be changed as appropriate.

  (6) In the first and second embodiments described above, the first and second gears 43 and 44 have the flange portions 43b and 44b, respectively, but this is not limitative. For example, the gear case 47 may be changed to have a flange portion. In this case, flange portions may be formed on the inner walls of the through holes 48a and 48b of the gear case 47.

  (7) In the first and second embodiments described above, the internal bearing 49a indirectly supports the right shaft 33R via the first gear 43, but is not limited thereto. For example, the internal bearing 49a may be changed so as to directly support the right shaft 33R. Similarly, the internal bearing 49b may be changed. That is, the internal bearing 49b may be changed so as to directly support the left shaft 33L.

  (8) In the first and second embodiments described above, the gear case 47 is held by the right / left shaft holding portion 31R / 31L and the right / left shaft 33R / 33L, but is not limited thereto. For example, you may change into the case holding part which contacts the outer peripheral surface of the gear case 47, and hold | maintains the gear case 47 rotatably.

  (9) In the above-described second embodiment, the link mechanism 71 including the bracket 73 and the rod 75 has been described. However, the present invention is not limited to this. About the structure of the link mechanism 71, it can select and change suitably.

  (10) In the first and second embodiments described above, the right / left electric motors 37R / 37L are disposed at the rear end portions of the right swing arm 35R and the left swing arm 35L, respectively, but are not limited thereto. For example, the electric motor may be changed to be supported by the body frame 3. In the case of this modified embodiment, it may be modified to include a mechanism for appropriately transmitting the power generated by the electric motor to the right rear wheel 39R and the left rear wheel 39L. In the above-described embodiment, the right electric motor 37R that rotates only the right rear wheel 39R and the left electric motor 37L that rotates only the left rear wheel 39L are separately provided. However, the present invention is not limited thereto. That is, a common electric motor that rotationally drives the right rear wheel 39R and the left rear wheel 39L may be provided.

  (11) In the first and second embodiments described above, the electric vehicle provided with the electric motors 37R and 37L as the power source is illustrated, but the present invention is not limited thereto. It can change suitably to vehicles provided with an engine (internal combustion engine) as a power source.

  (12) In the first and second embodiments described above, a three-wheeled vehicle having a single front wheel 17 and a pair of rear wheels (39R, 39L) is illustrated, but the present invention is not limited to this. That is, the vehicle may be changed to a four-wheel vehicle having a pair of front wheels and a pair of rear wheels.

  (13) About each embodiment mentioned above and each modification example demonstrated in said (1) to (12), each structure is further changed suitably, such as replacing or combining with the structure of another modification example. Also good.

DESCRIPTION OF SYMBOLS 1 ... Saddle type vehicle 3 ... Body frame 30, 60, 80 ... Rear-wheel support mechanism 31R ... Right shaft holding part 31L ... Left shaft holding part 32R ... Right bearing 32L ... Left bearing 33R ... Right shaft 33L ... Left shaft 33a ... Stepped portion 35R ... Right swing arm 35L ... Left swing arm 37R ... Right electric motor 37L ... Left electric motor 39R ... Right rear wheel 39L ... Left rear wheel 41 ... Gear mechanism 43 ... First gear 43a ... Through hole 43b ... Flange portion 44 ... second gear 44a ... through hole 44b ... flange 45 ... intermediate gear 46 ... intermediate gear shaft 47 ... gear case 48a, 48b ... through hole 49a, 49b ... internal bearings 51a, 51b ... seal members 53, 63 ... stay 55, 65 ... Shock absorber 71 ... Link machine 73 ... Bracket 75 ... Rod 81R ... Right transmission mechanism 81L ... Left transmission mechanism 83a, 83b, 86a, 86b ... Transmission gear 83c, 86c ... Case 84a ... Right first shaft 84b ... Right second shaft 87a ... Left first shaft 87b ... Left second shaft 91 ... Right first shaft holding part 92 ... Left first shaft holding part BR, BL ... Axle C1 ... Rotation center axis C2 ... Intermediate gear axis G ... Road surface G1 ... Convex part L ... Virtual line M, N, O ... Point P ... Pivot axis θ1, θ2, θ3 ... Rotation angle

Claims (15)

A straddle-type vehicle that can turn with its body tilted,
A right rear wheel and a left rear wheel,
A rear wheel support mechanism for rotatably supporting the right rear wheel and the left rear wheel about a pivot axis,
With
The rear wheel support mechanism is
A right swing arm that rotatably supports the right rear wheel around the pivot shaft;
A left swing arm that rotatably supports the left rear wheel around the pivot shaft;
A gear mechanism for interlocking the right swing arm and the left swing arm;
With
The gear mechanism is
A first gear for rotating the right swing arm;
A second gear for rotating the left swing arm;
At least one intermediate gear for rotating the first gear and the second gear in opposite directions;
Have
The gear mechanism further includes a gear case that is rotatably supported with respect to the vehicle body and accommodates at least the intermediate gear;
The rear wheel support mechanism is a straddle-type vehicle further provided with a shock absorber supported by the gear case and extending and contracting as the gear case rotates. The saddle riding type vehicle according to claim 1, wherein
The gear mechanism further includes an intermediate gear shaft that rotatably supports the intermediate gear;
The intermediate gear shaft is provided inside the gear case,
The shock absorber is a straddle-type vehicle disposed outside the gear case. The saddle riding type vehicle according to claim 1 or 2,
The first gear and the second gear are each held by the gear case so as to be rotatable around the same rotation center axis,
The straddle-type vehicle in which the gear case is held by the vehicle body so as to be rotatable around the rotation center axis. The saddle riding type vehicle according to claim 3,
The gear case is a straddle-type vehicle in which the rotation center axis is arranged so as to be coaxial with the pivot axis. The saddle riding type vehicle according to claim 3,
The gear case is a straddle-type vehicle in which the rotation center axis is arranged in parallel with the pivot axis. The saddle riding type vehicle according to claim 3,
The gear case is a straddle-type vehicle arranged such that the rotation center axis intersects the pivot axis in a plan view or a side view. The saddle riding type vehicle according to claim 1 or 2,
A right shaft having an axis coaxial with the pivot shaft, connected to the right swing arm, and rotating around the axis in conjunction with the first gear;
A right shaft holding portion supported by the vehicle body and rotatably holding the right shaft;
A left shaft having an axis coaxial with the pivot shaft, connected to the left swing arm, and rotating around the axis in conjunction with the second gear;
A left shaft holding portion supported by the vehicle body and rotatably holding the left shaft;
A straddle-type vehicle. The saddle riding type vehicle according to claim 7,
The right shaft is integral with the right swing arm;
A straddle-type vehicle in which the left shaft is integral with the left swing arm. The saddle riding type vehicle according to claim 7 or 8,
The right shaft holding portion includes a right bearing that rotatably supports the right shaft about its axis,
The left shaft holding portion is a straddle-type vehicle including a left bearing that rotatably supports the left shaft about its axis. The saddle riding type vehicle according to any one of claims 7 to 9,
Each of the right shaft and the left shaft is a straddle-type vehicle that holds the gear case rotatably. The saddle riding type vehicle according to claim 10, wherein
The gear case is a straddle-type vehicle that is rotatably held around the pivot axis by the right shaft and the left shaft. The saddle riding type vehicle according to claim 11, wherein
The first gear is held in a gear case so as to be rotatable around a rotation center axis coaxial with the pivot shaft, and is connected to the right shaft so as to be rotatable integrally with the right shaft;
The straddle-type vehicle, wherein the second gear is held in a gear case so as to be rotatable around a rotation center axis coaxial with the pivot shaft, and is coupled to the left shaft so as to be rotatable integrally with the left shaft. The saddle riding type vehicle according to any one of claims 7 to 12,
The right shaft and the left shaft each have a stepped portion,
Both the first gear and the second gear and at least one of the gear cases are in contact with the stepped portions of the right shaft and the left shaft, and in the pivot axis direction of the right shaft and the left shaft. A straddle-type vehicle having a flange portion that regulates each positional shift. The saddle riding type vehicle according to any one of claims 7 to 13,
In the vehicle width direction, the gear case is a straddle-type vehicle provided between the right shaft holding portion and the left shaft holding portion. The saddle riding type vehicle according to any one of claims 1 to 14,
A straddle-type vehicle comprising a case holding portion that contacts the outer peripheral surface of the gear case and rotatably holds the gear case with respect to a vehicle body.

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