JP7025420B2 - Straddle vehicle - Google Patents

Description

The present invention relates to a straddle vehicle equipped with an engine and a bar handle.

In a straddle vehicle equipped with an engine and a bar handle, it is known that engine vibration generated by the engine is transmitted to the bar handle. The occupant grips the grip portion of the bar handle when driving the straddle vehicle. Therefore, the engine vibration is transmitted to the occupant via the bar handle.

On the other hand, for example, Patent Document 1 discloses a handle in which an inner weight is housed inside a handlebar having a hollow cross section with an open tip, and an outer weight is detachably attached to the inner weight. ing.

In the configuration disclosed in Patent Document 1, when the engine vibration generated by the engine propagates to the handlebar via the vehicle body frame, the vibration of the handle is reduced by the damping action of the inner weight and the outer weight.

Japanese Unexamined Patent Publication No. 2013-6431

In a straddle vehicle provided with an engine and a bar handle, a technique for reducing engine vibration in the grip portion of the bar handle has been considered by a technique different from the weight disclosed in Patent Document 1 described above.

An object of the present invention is to obtain a configuration capable of reducing engine vibration transmitted to a grip portion of a bar handle in a straddle vehicle including an engine and a bar handle.

Vehicles with an engine are heavier than vehicles without an engine. Vehicles with an engine are faster than vehicles without an engine. Therefore, the bar handle of a vehicle equipped with an engine has different required specifications from the bar handle of a vehicle not equipped with an engine.

In consideration of the above points, the present inventors have come up with the following configuration.

The straddle vehicle according to an embodiment of the present invention includes a vehicle body frame, an engine supported by the vehicle body frame, a steering shaft rotatably supported by the vehicle body frame, and direct or indirect to the steering shaft. It is a straddle vehicle equipped with a bar handle supported by. The bar handle has a vibration damping mechanism that damps the engine vibration generated in the engine and transmitted to the bar handle via the vehicle body frame. The vibration damping mechanism is arranged to the right of the center of the vehicle body frame in the left-right direction of the vehicle body frame, and has a right bar member whose left end is directly or indirectly supported by the steering shaft, and the vehicle body. A separate bar member that is arranged to the left of the center of the frame and includes a left bar member whose right end is directly or indirectly supported by the steering shaft, or the vehicle body frame in the left-right direction of the vehicle body frame. With a single bar member whose right end is positioned to the right of the center and the left end is positioned to the left of the center of the vehicle body frame and the center is directly or indirectly supported by the steering shaft. , The separate bar member or a mounting component attached to the single bar member. The separate bar member or the single bar member has an engine vibration input portion into which engine vibration generated by the engine is input, and a grip portion gripped by a vehicle occupant, and has at least the engine vibration input portion. The portion between the grip portion and the grip portion contains a fiber-reinforced resin in which the resin is reinforced with fibers without including a metal bar member. The attachment component is attached to a portion of the separate bar member or the single bar member between the engine vibration input portion and the grip portion and containing the fiber-reinforced resin in which the resin is reinforced with fibers.

As a result, the engine vibration transmitted from the engine to the bar handle can be damped by the vibration damping mechanism.

That is, in the above configuration, in the bar handle, the portion between the engine vibration input portion and the grip portion in the separate member or the single bar member is reinforced with fibers without including the metal bar member. Contains fiber reinforced plastic. Then, the mounting component is attached to the portion between the engine vibration input portion and the grip portion and the portion containing the fiber-reinforced resin in which the resin is reinforced with fibers. The separate bar member or single bar member and the mounting components attached to them form part of a vibration damping mechanism that damps the engine vibration transmitted to the bar handle. As a result, engine vibration transmitted to the bar handle can be reduced.

Further, with the above configuration, it is possible to attenuate the engine vibration transmitted to the bar handle by the vibration damping mechanism without providing the bar handle with a weight for vibration adjustment.

Therefore, with the above configuration, the engine vibration transmitted to the bar handle can be reduced.

The separate bar member or the single bar member may not be provided with a weight member at either the inside or the end. This makes it possible to reduce the weight of the bar handle.

The separate bar member or the single bar member may contain a fiber-reinforced resin in which the resin is reinforced with fibers, without including the metal bar member.

As a result, the weight of the bar handle can be reduced, and the engine vibration transmitted from the engine to the bar handle can be more effectively reduced by the separate bar member or the single bar member as a part of the vibration damping mechanism.

The mounting component is a brake including a switch portion including a switch for performing an input operation to the straddle vehicle, a brake lever, and a brake lever mounting portion for connecting the brake lever to the separate bar member or the single bar member. It may include at least one of an operation unit and a clutch operation unit including a clutch lever and a clutch lever mounting portion for connecting the clutch lever to the separate bar member or the single bar member.

This allows the components attached to the bar handle of the straddle vehicle to be used as part of the vibration damping mechanism. Therefore, the weight of the bar handle can be reduced and the number of parts can be reduced as compared with the configuration in which the weight member is provided for the vibration damping of the bar handle.

The switch unit and the brake operation unit may be arranged side by side in the left-right direction of the vehicle body frame on the separate bar member or the single bar member. The brake lever mounting portion of the brake operating portion may be mounted at a position closer to the engine vibration input portion than the switch portion with respect to the separate bar member or the single bar member. The brake lever of the brake operating portion may extend from the brake lever mounting portion to the outside of the vehicle body frame in the left-right direction of the vehicle body frame.

Thereby, the engine vibration transmitted from the engine to the bar handle can be more effectively reduced by the switch unit and the brake operation unit.

The switch unit and the clutch operation unit may be arranged side by side in the left-right direction of the vehicle body frame on the separate bar member or the single bar member. The clutch lever mounting portion of the clutch operating portion may be mounted at a position closer to the engine vibration input portion than the switch portion with respect to the separate bar member or the single bar member. The clutch lever of the clutch operating portion may extend from the clutch lever mounting portion to the outside of the vehicle body frame in the left-right direction of the vehicle body frame.

Thereby, the engine vibration transmitted from the engine to the bar handle can be more effectively reduced by the switch unit and the clutch operation unit.

The vibration damping mechanism is the medium rotation speed region when the rotation speed of the engine divides the entire rotation speed region of the engine into three regions of a low rotation speed region, a medium rotation speed region, and a high rotation speed region. The vibration of the bar handle may be reduced so that the vibration value of the bar handle is equal to or less than the threshold value at the rotation speed of.

This makes it possible to more effectively reduce the vibration transmitted to the occupant when the occupant is driving the straddle vehicle.

The terminology used herein is used for the purpose of defining only specific embodiments and is not intended to limit the invention by said terminology.

As used herein, "and / or" includes all combinations of one or more relatedly enumerated components.

As used herein, the use of "including, including," "comprising," or "having" and variations thereof are described features, processes, elements, components, and / or. , Identifying the existence of their equivalents, but may include one or more of steps, actions, elements, components, and / or groups thereof.

In the present specification, "attached", "connected", "combined", and / or their equivalents are used in a broad sense and are "direct and indirect" attachments. Includes both connections and bonds. Further, "connected" and "bonded" are not limited to physical or mechanical connections or bonds, but can include direct or indirect connections or bonds.

Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the invention belongs.

Terms defined in commonly used dictionaries should be construed to have meaning consistent with the relevant technology and in the context of the present disclosure, unless expressly defined herein. , Is not interpreted in an ideal or overly formal sense.

It is understood that a number of techniques and processes are disclosed in the description of the present invention. Each of these has its own interests and can be used with one or more of the other disclosed techniques, or in some cases all.

Therefore, for clarity, the description of the invention refrains from unnecessarily repeating all possible combinations of individual steps. However, the specification and claims should be read with the understanding that all such combinations are within the scope of the invention.

This specification describes an embodiment of the straddle vehicle according to the present invention.

The following description provides a number of specific examples to provide a complete understanding of the invention. However, it will be apparent to those skilled in the art that the present invention can be practiced without these specific examples.

Therefore, the following disclosure should be considered as an example of the invention and is not intended to limit the invention to the particular embodiments set forth in the drawings or description below.

[Definition of bar handle]
As used herein, the term bar handle means a handle having a bar member. For example, the bar handle is a so-called separate handle having a bar member arranged to the right of the center of the vehicle body frame and a bar member arranged to the left of the center of the vehicle body frame in the left-right direction of the vehicle body frame. , And a steering wheel with a single bar member extending in the left-right direction through the center of the vehicle body frame in the left-right direction.

[Definition of separate bar member]
In the present specification, the separate bar member includes a bar member arranged to the right of the center of the vehicle body frame and a bar member arranged to the left of the center of the vehicle body frame in the left-right direction of the vehicle body frame. In the case of another member, it means a combination of those bar members.

[Definition of single bar member]
In the present specification, the single bar member is positioned so that the right end portion is positioned to the right of the center of the vehicle body frame and the left end portion is positioned to the left of the center of the vehicle body frame in the left-right direction of the vehicle body frame. , Means a bar member extending in the left-right direction of the vehicle body frame. The single bar member is, for example, an integral tubular or columnar member. However, the single bar member does not have to be integrally formed, and may extend continuously to the right and left from the center of the vehicle body frame.

[Definition of bar member]
As used herein, a bar member means a member that is cylindrical or columnar and has a long shape in one direction.

[Definition of direct or indirect support for steering shaft]
As used herein, direct or indirect support to the steering shaft is not only when it is directly connected or connected to the steering shaft, but also when it is connected to the steering shaft via other members. Or even if they are connected.

[Definition of Straddle Vehicle]
As used herein, a straddle vehicle is a vehicle in which an occupant sits on a seat while straddling the seat. Therefore, the straddle vehicle includes not only a two-wheeled vehicle but also other vehicles such as a three-wheeled vehicle and a four-wheeled vehicle as long as the occupant sits on the seat while straddling the seat. Straddle vehicles also include scooter-type vehicles.

According to the straddle vehicle according to the embodiment of the present invention, a configuration capable of reducing engine vibration transmitted to the grip portion of the bar handle can be obtained.

FIG. 1 is a left side view of the vehicle according to the first embodiment of the present invention. FIG. 2 is a diagram showing a schematic configuration of a vehicle and a bar handle and vibration generated in the bar handle. FIG. 3 is a top view of the vehicle as viewed from above. FIG. 4 is a view of the left-hand drive unit as viewed from the axial direction of the front fork. FIG. 5 is a view of the right-hand drive unit as viewed from the axial direction of the front fork. FIG. 6 is a perspective view showing a schematic configuration of a right-hand drive. FIG. 7 is a view of the left-hand drive unit and the right-hand drive unit attached to the upper end of the front fork as viewed from a direction orthogonal to the axial direction of the front fork. FIG. 8 is a graph showing the relationship between the engine speed and the steering wheel vibration value. FIG. 9 is a top view of the bar handle of the vehicle according to the second embodiment.

Hereinafter, each embodiment will be described with reference to the drawings. In each figure, the same parts are designated by the same reference numerals, and the description of the same parts will not be repeated. The dimensions of the constituent members in each drawing do not faithfully represent the actual dimensions of the constituent members and the dimensional ratio of each constituent member.

Hereinafter, the arrow F in the figure indicates the front direction of the vehicle. The arrow U in the figure indicates the upward direction of the vehicle. The arrow R in the figure indicates the right direction of the vehicle. The arrow L in the figure indicates the left direction of the vehicle. Further, the front / rear / left / right directions mean the front / rear / left / right directions when viewed from the occupant driving the vehicle, respectively.

(Embodiment 1)
<Overall configuration>
FIG. 1 is a side view showing an outline of the overall configuration of the vehicle 1 according to the first embodiment. FIG. 2 is a diagram showing a schematic configuration of a vehicle and a bar handle and vibration generated in the bar handle. FIG. 3 is a top view showing an outline of the overall configuration of the vehicle 1. A schematic configuration of the vehicle 1 will be described with reference to FIGS. 1 and 3. The configuration and vibration of the bar handle shown in FIG. 2 will be described later.

The vehicle 1 is, for example, a motorcycle, and includes a vehicle body 2, front wheels 3, and rear wheels 4. The vehicle body 2 includes a vehicle body cover 5, a bar handle 6, a seat 7, a power unit 8, and a vehicle body frame 10. The vehicle body frame 10 supports each component such as the vehicle body cover 5, the bar handle 6, the seat 7, and the power unit 8. The power unit 8 includes an engine 8a.

The vehicle body frame 10 has a head pipe 11 and a main frame 12. The head pipe 11 is located at the front of the vehicle 1 and rotatably supports the steering shaft 15 connected to the bar handle 6. The main frame 12 is connected to the head pipe 11 so as to extend from the head pipe 11 toward the rear of the vehicle. A power unit 8 or the like is supported on the main frame 12. The vehicle body frame 10 is covered with the vehicle body cover 5. The seat 7 is provided in the central portion of the vehicle 1 in the front-rear direction. As a result, the occupant grips the bar handle 6 located at the front of the vehicle 1 while straddling the seat 7.

The body frame 10 may be made of a metal material, or may be made of a fiber-reinforced resin in which the resin is reinforced with fibers such as carbon fibers. Further, the vehicle body frame 10 may be made of any material as long as it can function as the vehicle body frame of the vehicle 1.

The bar handle 6 includes a left-hand drive unit 20 and a right-hand drive unit 30. The bar handle 6 of the present embodiment is a so-called separate handle in which the left handle unit 20 and the right handle unit 30 are separated. The bar handle 6 has a vibration damping mechanism 6a that reduces engine vibration transmitted from the engine 8a to the bar handle 6. The vibration damping mechanism 6a will be described later.

The left-hand drive unit 20 and the right-hand drive unit 30 are connected to the upper ends of a pair of front forks 13 and 14 rotatably connected to the steering shaft 15 around the steering shaft 15, respectively. One of the front forks 13 and 14 of the pair of front forks 13 is located to the left of the vehicle 1 with respect to the steering shaft 15, and the other front fork 14 is located to the right of the vehicle 1 with respect to the steering shaft 15. .. A left-hand drive holder 42, which will be described later, is located at the right end of the left-hand drive unit 20 and is connected to the upper end of one of the front forks 13. A right-hand drive holder 52, which will be described later, located at the left end of the right-hand drive unit 30 is connected to the upper end of the other front fork 14. The front wheels 3 are rotatably supported at the lower ends of the pair of front forks 13 and 14.

The pair of front forks 13 and 14 extend rearward and upward from the center of rotation of the front wheels 3. In the following description, the direction in which the pair of front forks 13 and 14 extend is referred to as the axial direction of the pair of front forks 13 and 14. In FIG. 1, the axes of the front forks 13 and 14 are shown by X.

The detailed configuration of the left-hand drive unit 20 and the right-hand drive unit 30 will be described below.

<Left-hand drive unit>
FIG. 4 is a diagram showing a schematic configuration of the left-hand drive unit 20. FIG. 4 is a view of the left-hand drive unit 20 as viewed from the axial direction of the front fork 13.

As shown in FIG. 4, the left handle unit 20 has a left bar member 21 (separate bar member), a grip portion 22, a switch box 24 (switch portion), and a clutch operation portion 26.

The left bar member 21 is arranged to the left of the center of the vehicle body frame 10 in the left-right direction of the vehicle body frame 10. The right end portion of the left bar member 21 is connected to the upper end portion of one of the pair of front forks 13 and 14 independently of the right bar member 31 described later.

The left bar member 21 has a left handlebar portion 41 and a left handle holder 42 (engine vibration input portion). The left handlebar portion 41 and the left handle holder 42 are integrally formed. The left handlebar portion 41 and the left handle holder 42 are fixed by, for example, an adhesive. The left handlebar portion 41 and the left handle holder 42 may be integrally formed.

The left handlebar portion 41 is cylindrical. One end of the left handlebar portion 41 in the longitudinal direction (the right end portion of the left handlebar portion 41) is connected to the left handle holder 42. That is, the left handlebar portion 41 extends to the left from the left handle holder 42.

The left-hand drive holder 42 has an annular shape. The left handle holder 42 is fixed to the upper end portion of the front fork 13 in a state of penetrating the upper end portion. As a result, the right end portion of the left bar member 21 is fixed to the upper end portion of the front fork 13. Therefore, the left-hand drive holder 42 is an engine vibration input unit when engine vibration is transmitted from the engine 8a to the left bar member 21.

The left bar member 21 has the same configuration as the right bar member 31 except that the left and right sides are opposite to those of the right bar member 31 described later. Since the detailed configuration of the right bar member 31 will be described later, the detailed configuration of the left bar member 21 will be omitted.

A grip portion 22, a switch box 24, and a clutch operation portion 26 are attached to the left handlebar portion 41. That is, these grip portions 22, the switch box 24, and the clutch operating portion 26 are mounting parts that are attached to the left handlebar portion 41. In this embodiment, the weight for vibration damping is not attached to the left end portion of the left handlebar portion 41. As a result, the weight of the left-hand drive unit 20 can be reduced.

The grip portion 22 is, for example, a resin tubular member. The grip portion 22 is attached to the left handlebar portion 41 so as to cover the left end portion of the left handlebar portion 41. That is, the grip portion 22 is attached to the left handlebar portion 41 so as to cover at least a portion to the left of the center in the longitudinal direction. In the left-hand drive unit 20, the portion to which the grip portion 22 is attached and gripped by the left hand of the occupant of the vehicle 1 is the grip portion 21a. That is, the left bar member 21 has a grip portion 21a. Therefore, a part of the grip portion 22 is located to the left of the center in the longitudinal direction with respect to the left handlebar portion 41 and between the engine vibration input portion (left handle holder 42) and the grip portion 21a.

The switch box 24 has a switch (not shown) that controls the drive of the light or the like of the vehicle 1. That is, the switch box 24 has a switch for performing an input operation on the vehicle 1.

The clutch operating unit 26 has a bracket 23 and a clutch lever 25. The bracket 23 is a component that rotatably supports one end of the clutch lever 25 and transmits the operation of the clutch lever 25 to a transmission device (not shown) of the power unit 8. The bracket 23 is a clutch lever mounting portion that connects the clutch lever 25 to the left bar member 21.

The bracket 23 and the switch box 24 of the clutch operation portion 26 are located closer to the left handle holder 42 than the center in the longitudinal direction on the left handlebar portion 41 (to the right of the center in the longitudinal direction of the left handlebar portion 41). It is attached to. Further, the bracket 23 and the switch box 24 are attached to the left handlebar portion 41 in the order of the switch box 24 and the bracket 23 from the center in the longitudinal direction to the right. That is, the bracket 23 and the switch box 24 are attached to the left handlebar portion 41 in the order of the switch box 24 and the bracket 23 from the grip portion 22 toward the left handle holder 42.

As a result, the grip portion 22, the bracket 23, and the switch box 24 are attached to the left handlebar portion 41 in the order of the grip portion 22, the switch box 24, and the bracket 23 from the left end portion toward the left handle holder 42.

One end of the clutch lever 25 is rotatably connected to the bracket 23 so as to be located in front of the left handlebar portion 41. That is, the clutch lever 25 is rotatably attached to the left bar member 21 via the bracket 23. The clutch lever 25 extends from the bracket 23 to the outside (left side) of the vehicle 1 in the left-right direction of the vehicle body frame 10.

As described above, the left bar member 21 supports the grip portion 22, the clutch lever 25, the bracket 23, and the switch box 24.

The left-hand drive unit 20 has a left-hand drive vibration damping mechanism 20a that damps engine vibration generated by the engine 8a and transmitted via a vehicle body frame. The left-hand drive vibration damping mechanism 20a includes a left bar member 21, and mounting parts such as a grip portion 22, a clutch lever 25, a bracket 23, and a switch box 24. The left-hand drive vibration damping mechanism 20a constitutes a part of the vibration damping mechanism 6a of the bar handle 6. That is, the vibration damping mechanism 6a includes the left bar member 21, and mounting parts such as the grip portion 22, the clutch lever 25, the bracket 23, and the switch box 24.

In the left handle vibration damping mechanism 20a, the portion of the left bar member 21 between the engine vibration input portion (left handle holder 42) and the grip portion 21a does not include the metal bar member, and the resin is reinforced with carbon fiber. It contains the carbon fiber reinforced resin, and the mounting parts are attached to the portion. As a result, as will be described later, the engine vibration transmitted from the engine 8a to the grip portion 21a of the left bar member 21 can be reduced as compared with the metal bar handle.

<Right-hand drive unit>
FIG. 5 is a diagram showing a schematic configuration of the right-hand drive unit 30. FIG. 5 is a view of the right-hand drive unit 30 as viewed from the axial direction of the front fork 14.

As shown in FIG. 5, the right-hand drive unit 30 has a right bar member 31 (separate bar member), a grip portion 32, a switch box 34 (switch portion), a throttle case 36, and a brake operation portion 37. ..

The right bar member 31 is arranged to the right of the center of the vehicle body frame 10 in the left-right direction of the vehicle body frame 10. The left end portion of the right bar member 31 is connected to the upper end portion of the other front fork 14 of the pair of front forks 13 and 14 independently of the left bar member 21.

The right bar member 31 has a right handlebar portion 51 and a right handle holder 52 (engine vibration input portion). The right handlebar portion 51 and the right handle holder 52 are integrally formed. The right handlebar portion 51 and the right handle holder 52 are fixed by, for example, an adhesive. The right handlebar portion 51 and the right handle holder 52 may be integrally formed.

The right handlebar portion 51 is cylindrical. One end of the right handlebar portion 51 in the longitudinal direction (the left end portion of the right handlebar portion 51) is connected to the right handle holder 52. That is, the right handlebar portion 51 extends to the right from the right handle holder 52.

The right-hand drive holder 52 is annular. The right handle holder 52 is fixed to the upper end portion of the front fork 14 in a state of penetrating the upper end portion. As a result, the left end portion of the right bar member 31 is fixed to the upper end portion of the front fork 14. Therefore, the right-hand drive holder 52 is an engine vibration input unit when engine vibration is transmitted from the engine 8a to the right bar member 31.

The detailed configuration of the right bar member 31 will be described later. As described above, the right bar member 31 has the same configuration as the left bar member 21 except that the left and right bars are opposite to the configuration of the left bar member 21.

A grip portion 32, a switch box 34, a throttle case 36, and a brake operation portion 37 are attached to the right handlebar portion 51. That is, these grip portions 32, switch box 34, throttle case 36, and brake operation portion 37 are mounting parts to be attached to the right handlebar portion 51. In this embodiment, the weight for vibration damping is not attached to the right end portion of the right handlebar portion 51. As a result, the weight of the right-hand drive unit 30 can be reduced.

The grip portion 32 is, for example, a resin tubular member like the grip portion 22 of the left handle unit 20. The grip portion 32 is attached to the right handlebar portion 51 so as to cover the right end portion of the right handlebar portion 51. That is, the grip portion 32 is attached to the right handlebar portion 51 so as to cover at least a portion to the right of the center in the longitudinal direction. In the right-hand drive unit 30, the portion to which the grip portion 32 is attached and gripped by the right hand of the occupant of the vehicle 1 is the grip portion 31a. That is, the right bar member 31 has a grip portion 31a. Therefore, a part of the grip portion 32 is located on the left side of the center in the longitudinal direction with respect to the right handlebar portion 51 and between the engine vibration input portion and the grip portion 31a.

The switch box 34 has a starter switch and the like of the vehicle 1. That is, the switch box 24 has a switch for performing an input operation on the vehicle 1.

The throttle case 36 houses at least a part of a throttle pipe to which a throttle cable for adjusting a throttle opening degree is connected. Since the throttle cable and the throttle pipe have the same configuration as known, the illustration is omitted.

The brake operation unit 37 has a brake master cylinder 33 and a brake lever 35. The brake master cylinder 33 is a component that rotatably supports one end of the brake lever 35 and transmits the operation of the brake lever 35 to a brake device (not shown). The brake master cylinder 33 is a brake lever mounting portion that connects the brake lever 35 to the right bar member 31.

The brake master cylinder 33, the switch box 34, and the throttle case 36 of the brake operation portion 37 are attached to the right handlebar portion 51 to the left of the center in the longitudinal direction. Further, the brake master cylinder 33, the switch box 34 and the throttle case 36 are attached to the right handlebar portion 51 in the order of the throttle case 36, the switch box 34 and the brake master cylinder 33 from the center in the longitudinal direction toward the right handle holder 52. , Is attached. That is, the brake master cylinder 33, the switch box 34, and the throttle case 36 are attached to the right handlebar portion 51 in the order of the throttle case 36, the switch box 34, and the brake master cylinder 33 from the grip portion 32 toward the right handle holder 52. It is attached.

As a result, the grip portion 32, the brake master cylinder 33, the switch box 34, and the throttle case 36 are attached to the right handlebar portion 51, from the right end portion toward the right handle holder 52, with the grip portion 32, the throttle case 36, and the switch box 34. And the brake master cylinder 33 are attached in this order.

One end of the brake lever 35 is rotatably connected to the brake master cylinder 33 so as to be located in front of the right handlebar portion 51. That is, the brake lever 35 is rotatably attached to the right bar member 31 via the brake master cylinder 33. The brake lever 35 extends from the brake master cylinder 33 to the outside (right side) of the vehicle 1 in the left-right direction of the vehicle body frame 10.

As described above, the right bar member 31 supports the grip portion 32, the brake master cylinder 33, the switch box 34, the brake lever 35, and the throttle case 36.

The right-hand drive unit 30 has a right-hand drive vibration damping mechanism 30a that damps engine vibration generated by the engine 8a and transmitted via a vehicle body frame. The right handle vibration damping mechanism 30a includes a right bar member 31, and mounting parts such as a grip portion 32, a brake master cylinder 33, a switch box 34, a brake lever 35, and a throttle case 36. The right-hand drive vibration damping mechanism 30a constitutes a part of the vibration damping mechanism 6a of the bar handle 6. That is, the vibration damping mechanism 6a includes a right bar member 31, and mounting parts such as a grip portion 32, a brake master cylinder 33, a switch box 34, a brake lever 35, and a throttle case 36.

In the right handle vibration damping mechanism 30a, the portion between the engine vibration input portion (right handle holder 52) and the grip portion 31a of the right bar member 31 is reinforced with carbon fiber without including the metal bar member. It contains carbon fiber reinforced resin, and mounting parts are attached to the portion. As a result, as will be described later, the engine vibration transmitted from the engine 8a to the grip portion 31a of the right bar member 31 can be reduced as compared with the metal bar handle.

<Handlebar>
Next, the detailed configuration of the left bar member 21 and the right bar member 31 will be described. The left bar member 21 and the right bar member 31 have the same configuration except that they have the opposite configurations. Therefore, in the following, only the configuration of the right bar member 31 will be described.

FIG. 6 shows a schematic configuration of the right bar member 31. As shown in FIG. 6, the right bar member 31 has a right handlebar portion 51 and a right handle holder 52 (engine vibration input portion). The right handlebar portion 51 and the right handle holder 52 are each carbon fiber reinforced with a resin (for example, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide, etc.) reinforced by a fiber sheet containing carbon fiber. It is integrally formed of resin. The fiber sheet means a member formed in a sheet shape (planar shape) by, for example, knitting or hardening fibers. The right handlebar portion 51 and the right handle holder 52 are fixed by, for example, an adhesive. The right handlebar portion 51 and the right handle holder 52 may be integrally formed.

The right handlebar portion 51 is a cylindrical member. The right handlebar portion 51 extends to the right from the right handle holder 52. That is, the left end portion of the right handlebar portion 51 in the longitudinal direction is connected to the right handle holder 52.

The right handlebar portion 51 is bonded with a resin in a state where fiber sheets containing carbon fibers are laminated in the radial direction. That is, the right handlebar portion 51 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers without including a metal bar member.

As described above, the grip portion 32, the brake master cylinder 33, the switch box 34, and the throttle case 36 are mounted on the outer peripheral surface of the right handlebar portion 51. Specifically, as shown in FIG. 5, a grip portion 32 is attached to the right handlebar portion 51 so as to cover at least a portion to the right of the central portion in the longitudinal direction. The brake master cylinder 33, the switch box 34, and the throttle case 36 are attached to the left side of the grip portion 31a in the longitudinal direction of the right handlebar portion 51.

As described above, in the right handlebar portion 51, by laminating the fiber sheets in the radial direction, the weight of each component attached to the right handlebar portion 51 and the force input to the right handlebar portion 51 are dealt with. The strength of the right handlebar portion 51 can be secured.

In particular, in the right handlebar portion 51, the space between the right handle holder 52 and the grip portion 31a is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fiber without including a metal bar member. .. That is, in the right bar member 31, a portion where mounting parts such as the brake master cylinder 33, the switch box 34, and the throttle case 36 are mounted between the right handle holder 52 and the grip portion 31a includes a metal bar member. The resin is composed of carbon fiber reinforced resin reinforced with carbon fiber. As will be described later, the portion of the right bar member 31 between the right handle holder 52 and the grip portion 31a is a right handle vibration damping mechanism that reduces engine vibration transmitted to the right handle bar portion 51 together with the mounting component. It functions as at least a part of 30a.

The right-hand drive holder 52 is an annular member. As shown in FIG. 7, the right-hand drive holder 52 is fixed to the upper end portion of the front fork 14 in a state of penetrating the upper end portion. Engine vibration generated by the engine is input to the right-hand drive holder 52 via the front fork 14. That is, the right-hand drive holder 52 is an engine vibration input unit.

As shown in FIG. 6, the right handle holder 52 includes a cylinder portion 60, a hold portion 70, and a handlebar connecting portion 80.

In the present embodiment, the tubular portion 60 has a cylindrical shape extending in the tubular axial direction. The cylinder portion 60 has a cylindrical cylinder main body portion 66 and a pair of fastening portions 62, 63. The cylinder body 66 is provided with slits 61 extending in the cylinder axis direction at at least one position in the circumferential direction. The slit portion 61 extends from one end of the cylinder body 66 in the cylinder axial direction to the other end. As a result, the cylinder body 66 is divided in the circumferential direction by the slit 61. In the cylinder body 66, the circumferential ends facing the slit 61 are the circumferential ends 60a and 60b. The direction of the cylinder axis of the cylinder body 66 coincides with the direction of the axis of the front fork 14.

The pair of fastening portions 62 and 63 are provided at the pair of circumferential end portions 60a and 60b of the cylinder body portion 66 so as to project outward in the radial direction of the cylinder body portion 66, respectively. The slit portion 61 is formed between the circumferential end portion 60a and the fastening portion 62 and the circumferential end portion 60b and the fastening portion 63. In other words, the tubular portion 60 has a pair of fastening portions 62, 63 arranged on the left and right sides of the slit portion 61 in the circumferential direction. The pair of fastening portions 62 and 63 are integrally formed with the cylinder body portion 66.

As shown in FIG. 5, of the pair of fastening portions 62, 63, one fastening portion 62 has a cylindrical nut 64 inside. The nut 64 is arranged in the fastening portion 62 so that the insertion direction of the bolt 65 is along the tangent line to the outer peripheral surface of the cylinder body portion 66 when the cylinder body portion 66 is viewed from the cylinder axis direction. That is, the insertion direction of the bolt 65 with respect to the nut 64 extends in the direction in which the pair of fastening portions 62, 63 are lined up on the outer peripheral surface of the cylinder main body portion 66. In addition, in FIG. 5, the insertion direction of the bolt 65 is shown by a white arrow.

Of the pair of fastening portions 62, 63, the other fastening portion 63 has a through hole 63a. The through hole 63a penetrates the fastening portion 63 along a tangent line to the outer peripheral surface of the cylinder body portion 66 when the cylinder body portion 66 is viewed from the cylinder axis direction.

The nut 64 and the through hole 63a are provided in the pair of fastening portions 62 and 63 so that the insertion directions of the bolts 65 coincide with each other.

In the above configuration, as shown in FIG. 7, a bolt 65 having a through hole 63a of the other fastening portion 63 of the pair of fastening portions 62, 63 is attached to a nut 64 provided in the one fastening portion 62. By fastening, the pair of fastening portions 62, 63 can be connected. The pair of fastening portions 62, 63 are connected by bolts 65 with the upper end portion of the front fork 14 penetrating the cylinder main body portion 66. As a result, the right-hand drive holder 52 can be fixed to the upper end portion of the front fork 14.

The cylinder body 66 is bonded with a resin in a state in which fiber sheets containing carbon fibers are laminated in the radial direction. That is, the cylinder body 66 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

Further, the pair of fastening portions 62 and 63 are also bonded by the resin in a state where the fiber sheets containing carbon fibers are laminated. That is, each of the pair of fastening portions 62 and 63 is also composed of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

The fiber sheet of the pair of fastening portions 62, 63 is integrated with the fiber sheet of the cylinder body portion 66. That is, the fiber sheet constituting the carbon fiber reinforced resin of the pair of fastening portions 62 and 63 is a part of the fiber sheet constituting the carbon fiber reinforced resin of the cylinder body portion 66.

As described above, by integrating the fiber sheet of the pair of fastening portions 62, 63 and the fiber sheet of the cylinder body portion 66, the strength of the connection portion between the pair of fastening portions 62, 63 and the cylinder body portion 66 can be increased. Can be improved.

As shown in FIG. 6, the hold portion 70 has a columnar shape. The hold portion 70 is arranged so that the axial direction is along the left-right direction. Although not particularly shown, at the right end portion in the axial direction of the hold portion 70, the left end portion in the longitudinal direction of the right handlebar portion 51 is provided so that the left end portion in the longitudinal direction of the columnar right handlebar portion 51 can be held. A circular groove that can be inserted is provided. The hold portion 70 is located on the outer side of the cylinder body 66 so that the longitudinal direction of the right handlebar 51 is along the direction of the tangential line with respect to the outer peripheral surface of the cylinder body 66 when the cylinder body 66 is viewed from the cylinder axis direction. Supports the right handlebar portion 51.

The hold portion 70 is bonded by a resin in a state where fiber sheets containing carbon fibers are laminated in the radial direction. That is, the hold portion 70 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

As a result, the strength of the hold portion 70 can be ensured against the stress generated in the hold portion 70 due to the input of the force to the right handlebar portion 51.

The handlebar connecting portion 80 connects the cylinder portion 60 and the holding portion 70. The handlebar connecting portion 80 projects radially outward and in the tubular axis direction from the outer peripheral surface of the tubular body portion 66. Therefore, the right handlebar portion 51 is connected to the cylinder body portion 66 in a state of being offset in the cylinder axis direction via the handlebar connecting portion 80 and the hold portion 70.

The handlebar connecting portion 80 is a virtual line M in which a fiber sheet containing carbon fiber connects a portion to which the handlebar connecting portion 80 and the holding portion 70 are connected and a portion to which the handlebar connecting portion 80 and the cylinder portion 60 are connected. It is bonded by the resin in a state of being laminated in the direction perpendicular to the relative direction. That is, the handlebar connecting portion 80 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers.

The virtual line M is centered in the front-rear direction and the vertical direction in the connecting portion of the handlebar connecting portion 80 and the holding portion 70 when viewed from the extending direction of the handlebar connecting portion 80, and the handlebar connecting portion 80 and the cylinder main body portion. It is a line connecting the center in the front-rear direction and the vertical direction in the connecting portion of 66.

As a result, the strength of the handlebar connecting portion 80 can be ensured against the stress generated in the handlebar connecting portion 80 due to the input of the force to the right handlebar portion 51.

As described above, by forming the right bar member 31 with carbon fiber reinforced resin whose resin is reinforced with carbon fiber, the weight of the vehicle body can be reduced without increasing the size of the vehicle as compared with the metal handlebar. I can plan.

Moreover, by forming the right bar member 31 with a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers, it is possible to secure the required strength in each part of the right bar member 31.

Further, as will be described later, by forming the right bar member 31 with a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers, the engine vibration generated in the engine 8a is transmitted to the grip portion 31a of the right handlebar portion 51. It can be suppressed.

Although the configuration of the right bar member 31 has been described above, the left bar member 21 also has the same configuration as the right bar member 31 except that the configuration is reversed left and right. Therefore, the same effect as that of the right bar member 31 can be obtained depending on the configuration of the left bar member 21.

<Engine vibration transmitted to the steering wheel>
Next, the engine vibration transmitted from the engine 8a of the vehicle 1 to the bar handle 6 via the vehicle body frame 10 will be described. The engine vibration generated in the engine 8a of the vehicle 1 is input to the left handle holder 42 and the right handle holder 52 of the bar handle 6 via the vehicle body frame 10. The engine vibration transmitted to the bar handle 6 is felt by the occupant who grips the bar handle 6 with the grip portions 21a and 31a as vibration.

FIG. 8 shows an example of the relationship between the engine speed and the steering wheel vibration value. As shown in FIG. 8, the steering wheel vibration value changes according to the rotation speed of the engine 8a.

The handle vibration value shown in FIG. 8 is measured by measuring the vibration of the central portion in the longitudinal direction in the left handle bar portion 41 of the left handle unit 20 in the three directions of the left-right direction, the up-down direction, and the front-back direction. It is the value of the perceived vibration obtained based on the value. When measuring the vibration, the steering wheel vibration value was measured using a vibration meter while controlling the drive of the engine 8a so that the engine speed increased by 1000 rpm in 5 seconds.

In FIG. 8, the vibration value of the bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber is shown by a solid line (“CFRP” in the figure), and the vibration value of the iron bar handle is shown by a broken line (in the figure). "STEEL"). Further, in FIG. 8, a case where a weight is provided at the left end portion of the left handlebar portion 41 of the left bar member 21 is shown by a thick line (“with weight” in the figure), and the weight is provided at the left end portion of the left handlebar portion 41. The case where it is not provided is indicated by a thin line (“no weight” in the figure).

In FIG. 8, in the case of a bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber, the weight attached to the bar handle is lighter than the weight attached to the iron bar handle.

As shown in FIG. 8, the steering wheel vibration value increases as the engine speed increases. In the following description, the entire engine speed region is divided into three equal parts, and the engine speed region is defined as a low rotation speed region, a medium rotation speed region, and a high rotation speed region, respectively, in order from the region where the engine speed is low.

In the low rotation speed region and the medium rotation speed region, in the case of a bar handle made of carbon fiber resin reinforced with carbon fiber (solid line in FIG. 8), in the case of an iron bar handle (broken line in FIG. 8). In comparison, the handle vibration value can be reduced.

Further, in the case of a bar handle made of carbon fiber resin reinforced with carbon fiber (solid line in FIG. 8), the handle vibration value is set to the threshold value P or less in the low rotation speed region and the medium rotation speed region. be able to. As a result, the vibration value transmitted to the occupant holding the bar handle can be set to the threshold value P or less. As shown in FIG. 8, in the case of the iron bar handle (broken line in FIG. 8), the handle vibration value is larger than the threshold value P in the medium rotation speed region.

Moreover, in the case of a bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber, even if the weight attached to the bar handle is lighter than the weight of the iron bar handle, the low rotation speed region and the medium rotation In several areas, the handle vibration value can be reduced as compared with the iron bar handle to which the weight is attached (thick solid line and thick broken line in FIG. 8).

Further, in the case of a bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber, vibration can be reduced to the same extent as when a weight is attached in the medium rotation speed region without attaching a weight to the bar handle. (Thick solid line and fine solid line in FIG. 8).

From the above, the bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber can reduce the handle vibration value as compared with the iron bar handle. Further, in the bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber, the natural frequency can be lowered as compared with the iron bar handle by attaching the mounting parts. Therefore, by attaching the mounting component to the bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber, the vibration value of the handle can be further reduced as compared with the bar handle made of iron.

As described above, in the case of a bar handle made of carbon fiber resin whose resin is reinforced with carbon fiber, the vibration mode can be adjusted to easily reduce the engine vibration transmitted to the handle.

In the present embodiment, in the bar handle, the portion between the engine vibration input portion and the grip portion contains a carbon fiber reinforced resin in which the resin is reinforced with carbon fiber without including a metal bar member, and is a mounting component. Is attached between the engine vibration input portion and the grip portion and in a portion containing the carbon fiber reinforced resin in which the resin is reinforced with carbon fibers. As a result, engine vibration transmitted from the engine to the bar handle can be reduced as compared with the metal bar handle.

Further, with the above configuration, it is possible to attenuate the engine vibration transmitted to the bar handle in the medium rotation speed region without providing a weight for vibration adjustment on the bar handle. In this case, it is not necessary to provide a weight for vibration adjustment on the bar handle, so that the weight of the bar handle can be reduced.

The present inventors have arrived at the above-mentioned configuration by examining the countermeasures against the engine vibration transmitted to the grip portion of the bar handle including the above-mentioned separate handle as follows. The contents of the study conducted by the inventor will be described below.

First, the present inventors considered to reduce the weight of the bar handle by omitting the weight because the weight of the bar handle becomes heavy when the weight is provided on the bar handle. Then, the present inventors considered to reduce the natural frequency of the bar handle to a frequency lower than the frequency that resonates with the vibration of the engine.

The present inventors have focused on the fact that in the bar handle, the handlebar portion is provided with mounting parts such as a grip portion, a lever, and a switch portion, and each of these mounting parts has a predetermined weight. Then, the present inventors can easily adjust the natural frequency of the bar handle by increasing the weight of the mounting component so that the difference between the weight of the handlebar portion and the weight of the mounting component described above becomes small. I noticed a point. However, I also noticed that the weight of the bar handle as a whole increases.

As a result of further studies, the present inventors have found that by reducing the weight of the handlebar portion, the difference between the weight of the handlebar portion and the weight of the above-mentioned mounting component can be reduced. That is, the present inventors do not include a metal bar member at least in the portion between the engine vibration input portion and the grip portion in the handlebar portion, and include a fiber reinforced resin in which the resin is reinforced with fibers. By doing so, I noticed that the difference between the weight of the handlebar portion and the weight of the above-mentioned mounting parts can be reduced. Further, he noticed that the natural frequency of the bar handle can be adjusted by adjusting the difference between the weight of the handlebar portion and the weight of the above-mentioned mounting parts in this way. By adjusting the natural frequency of the bar handle in this way, the engine vibration transmitted to the bar handle can be reduced. As a result, engine vibration transmitted to the grip portion of the bar handle can be reduced.

Further, since the difference between the weight of the handlebar portion and the weight of the mounting component described above can be reduced as described above, the vibration mode can be set by adjusting the position of the mounting component described above in the handlebar portion. Can be adjusted. That is, the positions of the vibration node (node) and the antinode (antinode) can be adjusted. As a result, engine vibration transmitted to the grip portion of the bar handle can be reduced.

The present inventors include a fiber-reinforced resin in which the resin is reinforced with fibers at least between the engine vibration input portion and the grip portion and without including a metal bar member in the handlebar portion. I noticed that the natural frequency of the bar handle can be easily lowered by attaching the mounting parts to the part. Therefore, by attaching the mounting component to the above-mentioned portion, the engine vibration transmitted to the grip portion of the bar handle can be reduced.

As described above, in the handlebar portion, at least the portion between the engine vibration input portion and the grip portion does not include the metal bar member, but contains a fiber-reinforced resin in which the resin is reinforced with fibers. Therefore, the weight of the handlebar portion can be reduced. In addition to such weight reduction of the handlebar portion, the mounting component contains the fiber reinforced resin between the engine vibration input portion and the grip portion without including a metal bar member. By attaching to the portion, engine vibration transmitted to the grip portion of the bar handle can be reduced.

As described above, in the handlebar portion, at least the portion between the engine vibration input portion and the grip portion includes a fiber-reinforced resin in which the resin is reinforced with fibers without including a metal bar member. As a result, the weight can be reduced compared to the conventional metal handlebar portion. Therefore, even if a weight is provided on the handlebar portion, the weight of the weight can be reduced. Therefore, as described above, in the handlebar portion, at least the portion between the engine vibration input portion and the grip portion is made of a fiber-reinforced resin in which the resin is reinforced with fibers without including a metal bar member. By including the weight, the weight reduction of the bar handle is not impaired as compared with the bar handle using the conventional metal handlebar portion even when the weight is provided.

(Embodiment 2)
FIG. 9 is a diagram showing a schematic configuration of the bar handle 106 of the vehicle according to the second embodiment. In this embodiment, the vehicle has a single handlebar 121 in which the left-hand drive and the right-hand drive are integrated, instead of the left-hand drive unit 20 and the right-hand drive unit 30 in the first embodiment. It is different from the configuration. Hereinafter, the same components as those in the first embodiment are designated by the same reference numerals, the description thereof will be omitted, and only the points different from the first embodiment will be described.

As shown in FIG. 9, the bar handle 106 includes a handlebar 121 (single bar member), grip portions 22, 32, switch boxes 24, 34 (switch portion), a clutch operation portion 26, and a throttle case 36. , A brake operation unit 37 is provided. The clutch operating portion 26 has a bracket 23 (clutch lever mounting portion) and a clutch lever 25. The brake operation unit 37 has a brake master cylinder 33 (brake lever mounting portion) and a brake lever 35.

The handlebar 121 is composed of a single bar member from the left end to the right end. That is, the handlebar 121 is a bar member that is long in the left-right direction. In the left-right direction of the vehicle body frame 10, the right end of the handlebar 121 is positioned to the right of the center of the vehicle body frame 10, and the left end of the handlebar 121 is positioned to the left of the center of the vehicle body frame 10.

The central portion of the handlebar 121 in the longitudinal direction is connected to the steering shaft 15 (not shown) by the connecting member 142. That is, the central portion of the handlebar 121 in the longitudinal direction is supported by the steering shaft 15. Therefore, in the handlebar 121, the portion to which the connecting member 142 is attached is the engine vibration input unit 121b to which the engine vibration generated by the engine 8a is input. That is, the handlebar 121 has an engine vibration input unit 121b.

Similar to the left bar member 21 and the right bar member 31 of the first embodiment, the handle bar 121 is a fiber sheet in which the resin (for example, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide, etc.) contains carbon fibers. It is integrally formed of carbon fiber reinforced resin reinforced with. That is, the handlebar 121 is made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers without including a metal bar member. The fiber sheet means a member formed in a sheet shape (planar shape) by, for example, knitting or hardening fibers.

A grip portion 22, a switch box 24, and a bracket 23 are attached to the handlebar 121 in this order from the left end portion toward the central portion in the longitudinal direction. The bracket 23 rotatably supports one end of the clutch lever 25.

A grip portion 32, a throttle case 36, a switch box 34, and a brake master cylinder 33 are attached to the handlebar 121 in this order from the right end portion toward the central portion in the longitudinal direction. The brake master cylinder 33 rotatably supports one end of the brake lever 35.

The portion of the handlebar 121 that the occupant grips is the grip portion 121a. That is, the handlebar 121 has a grip portion 121a.

Therefore, the grip portions 22, 32, the bracket 23, the switch boxes 24, 34, the clutch lever 25, the brake master cylinder 33, the brake lever 35, and the throttle case 36 are mounting parts attached to the handlebar 121. In this embodiment, the weight for vibration damping is not attached to the left end portion and the right end portion of the handlebar 121. As a result, the weight of the handlebar 121 can be reduced.

The bracket 23, the switch box 24, and the clutch lever 25 are attached to the handlebar 121 to the left of the center in the longitudinal direction and between the engine vibration input portion 121b and the grip portion 121a. A part of the grip portion 22 is also located to the left of the center in the longitudinal direction with respect to the handlebar 121 and between the engine vibration input portion 121b and the grip portion 121a.

The brake master cylinder 33, the switch box 34, the brake lever 35, and the throttle case 36 are attached to the handlebar 121 to the right of the center in the longitudinal direction and between the engine vibration input portion 121b and the grip portion 121a. There is. A part of the grip portion 32 is also located to the right of the center in the longitudinal direction with respect to the handlebar 121 and between the engine vibration input portion 121b and the grip portion 121a.

The bar handle 106 has a vibration damping mechanism 106a that attenuates engine vibration transmitted from the engine 8a to the handlebar 121 via the vehicle body frame 10. The vibration damping mechanism 106a includes a handlebar 121 and the mounting component.

In the vibration damping mechanism 106a, the portion between the engine vibration input portion 121b and the grip portion 121a of the handlebar 121 is composed of a carbon fiber reinforced resin in which the resin is reinforced with carbon fiber without including a metal bar member. And the mounting parts are attached to the portion. As a result, as in the first embodiment, the engine vibration transmitted from the engine 8a to the grip portion 121a of the bar handle 106 can be reduced as compared with the metal bar handle.

Therefore, with the above configuration, it is possible to achieve both vibration reduction and weight reduction of the bar handle 106.

(Other embodiments)
Although the embodiment of the present invention has been described above, the above-described embodiment is merely an example for carrying out the present invention. Therefore, the embodiment is not limited to the above-described embodiment, and the above-described embodiment can be appropriately modified and implemented within a range that does not deviate from the gist thereof.

In each of the above embodiments, the left bar member 21, the right bar member 31, and the handlebar 121 are made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers. However, of the left bar member, the right bar member and the handlebar, at least the portion between the engine vibration input portion and the grip portion does not include the metal bar member, and the resin is reinforced with carbon fiber. As long as it contains the reinforced resin, the other portion may be composed of other materials such as metal, resin, and elastomer. Further, among the left bar member, the right bar member and the handlebar, at least the portion between the engine vibration input portion and the grip portion is not only a carbon fiber reinforced resin in which the resin is reinforced with carbon fiber, but also a resin material or an elastomer. It may contain materials such as.

In each of the above embodiments, the bracket 23, the switch box 24, 34, the clutch lever 25, the brake master cylinder 33, the brake lever 35, and the throttle are mounting parts attached to the left bar member 21, the right bar member 31, and the handlebar 121. Case 36 is mentioned. However, the mounting component may include other components or may include only a part of each of the above components.

In each of the above embodiments, the left bar member 21, the right bar member 31, and the handlebar 121 are made of a carbon fiber reinforced resin in which the resin is reinforced with carbon fibers. However, the left bar member, the right bar member, and the handle bar may be made of a fiber-reinforced resin in which the resin is reinforced with fibers other than carbon fibers (for example, aramid fiber, polyethylene fiber, glass fiber, etc.). Further, in each of the above embodiments, epoxy resin, vinyl ester, phenol resin, polyamide, polypropylene, polyphenylene sulfide and the like are used as the resin. However, the resin may be another type of resin as long as it can be reinforced with fibers.

In each of the above embodiments, the left bar member 21, the right bar member 31, and the handlebar 121 are made of a carbon fiber reinforced resin in which the resin is reinforced by a fiber sheet containing carbon fibers. However, the left bar member, the right bar member, and the handlebar may be made of a fiber reinforced resin in which unknitted fibers are used instead of the fiber sheet. Further, the fiber may be a continuous fiber or a discontinuous fiber having a predetermined length (for example, 1 mm) or more.

In each of the above embodiments, the left bar member 21, the right bar member 31, and the handlebar 121 are made of a carbon fiber reinforced resin in which the resin is reinforced by a fiber sheet containing carbon fibers. A plurality of the fiber sheets are laminated by a resin in the thickness direction. However, the carbon fiber reinforced resin may be composed of a composite material in which a carbon fiber reinforced resin layer reinforced by carbon fibers and a foamed resin layer containing a foamed synthetic resin are laminated in the thickness direction. This composite material has a pair of the carbon fiber reinforced resin layers, and the foamed resin layer is arranged between the carbon fiber reinforced resin layers. By using the composite material, the weight of each member containing the carbon fiber reinforced resin can be reduced and the thickness of each member can be easily changed as compared with the case where only the carbon fiber reinforced resin layer is used. As the foamed synthetic resin of the foamed resin layer, a resin capable of absorbing vibration may be used.

In each of the above embodiments, the weight for vibration damping is not attached to the left bar member 21, the right bar member 31, and the handlebar 121. However, weights for vibration damping may be attached to the left bar member 21, the right bar member 31, and the handlebar 121. Even in this case, as described in the first embodiment, by using a weight lighter than the weight attached to the metal bar handle, engine vibration can be reduced as in the configuration using the metal bar handle. Therefore, the weight of the bar handle can be reduced while reducing the engine vibration transmitted to the grip portion of the bar handle.

In each of the above embodiments, the right-hand drive unit 30 and the bar handle 106 have a brake master cylinder 33. The brake master cylinder 33 is used in a hydraulic braking system. However, the vehicle braking system may be a mechanical braking system with brake wires. In this case, the brake lever is rotatably supported by the handlebar by the bracket rather than the brake master cylinder.

In the first embodiment, the left steering wheel unit 20 and the right steering wheel unit 30 are connected to the upper ends of the front forks 13 and 14, which are rotatably connected to the steering shaft 15 about the steering shaft 15, respectively. .. However, the left-hand drive unit 20 and the right-hand drive unit 30 may be directly connected to the steering shaft 15 or indirectly connected to the steering shaft 15 via other parts. That is, the left-hand drive unit 20 and the right-hand drive unit 30 may be directly or indirectly supported by the steering shaft 15.

In the first embodiment, the left handlebar portion 41 and the right handlebar portion 51 are connected to the cylinder portion 60 in a state of being offset in the cylinder axis direction. However, the left handlebar portion and the right handlebar portion may be connected to the cylinder portion in a state where they are not offset in the cylinder axis direction. The left handlebar portion and the right handlebar portion are not limited to the configuration of the first embodiment as long as they have a shape capable of forming a separate handle.

In the second embodiment, the bar handle 106 is connected to the steering shaft 15. However, the bar handle 106 may be indirectly connected to the steering shaft 15 via other components. That is, the bar handle 106 may be directly or indirectly supported by the steering shaft 15.

In the second embodiment, the handlebar 121 is composed of a single bar member from the left end to the right end. However, the handlebar does not have to be a single member as long as it continuously extends to the right and left of the center of the vehicle body frame 10 in the left-right direction.

In the first embodiment, the bar handle 6 is a so-called separate handle in which the left handle unit 20 and the right handle unit 30 are separated. Further, in the second embodiment, the bar handle 106 has a handle bar 121 composed of a single bar member from the left end portion to the right end portion. However, the structure of the bar handle may be a structure other than the structure of each of the above-described embodiments as long as it has a bar member extending in the left-right direction.

In each of the above embodiments, a motorcycle has been described as an example of the vehicle 1. However, the vehicle 1 is not limited to a two-wheeled vehicle but is a tricycle or a four-wheeled vehicle as long as it has a bar handle and is driven by an engine. , Any vehicle may be used. The vehicle may also be equipped with a drive source having a hybrid system that combines an engine and a motor. The hybrid system includes, for example, a parallel hybrid, a series hybrid, a series parallel hybrid, a plug-in hybrid, and the like.

1 vehicle (straddle vehicle)
6 Bar handle 6a Vibration damping mechanism 7 Seat 8 Power unit 8a Engine 10 Body frame 13, 14 Front fork 20 Left handle unit 20a Left handle vibration damping mechanism 21 Left bar member (separate bar member)
21a Grip part 22 Grip part 23 Bracket (clutch lever mounting part)
24 Switch box (switch section)
25 Clutch lever 26 Clutch operation unit 30 Right-hand drive unit 30a Right-hand drive vibration damping mechanism 31 Right bar member (separate bar member)
31a Grip 32 Grip 33 Brake master cylinder 34 Switch box 35 Brake lever 36 Throttle case 37 Brake operation section 41 Left handlebar section 42 Left handle holder (engine vibration input section)
51 Right-hand drivebar 52 Right-hand drive holder (engine vibration input)
60 Cylinder 70 Hold 80 Handlebar connection 106 Bar handle 106a Vibration damping mechanism 121 Handlebar (single bar member)
121a Grip section 121b Engine vibration input section

Claims (7)

Body frame and
The engine supported by the body frame and
A steering shaft rotatably supported by the vehicle body frame and
With a bar handle that is directly or indirectly supported by the steering shaft,
It ’s a straddle vehicle with
The bar handle
It has a vibration damping mechanism that damps the engine vibration generated in the engine and transmitted to the bar handle via the vehicle body frame.
The vibration damping mechanism is
The right bar member is arranged to the right of the center of the vehicle body frame and the left end is directly or indirectly supported by the steering shaft, and the right end is arranged to the left of the center of the vehicle body frame. A separate bar member, including a left bar member directly or indirectly supported by the steering shaft.
or,
A single bar member in which the right end is positioned to the right of the center of the vehicle body frame and the left end is positioned to the left, and the center is directly or indirectly supported by the steering shaft.
Including mounting components attached to the separate bar member or the single bar member.
The separate bar member or the single bar member
The engine vibration input unit to which the engine vibration generated by the engine is input, and
A grip that is gripped by the occupants of the vehicle,
Have,
At least the portion between the engine vibration input portion and the grip portion contains a fiber-reinforced resin in which the resin is reinforced with fibers without including a metal bar member.
The attachment component is a straddle that is attached to a portion of the separate bar member or the single bar member between the engine vibration input portion and the grip portion and containing the fiber-reinforced resin in which the resin is reinforced with fibers. Do vehicle. In the straddle vehicle according to claim 1.
A straddle vehicle in which the separate bar member or the single bar member is not provided with a weight member at either the inside or the end. In the straddle vehicle according to claim 1 or 2.
The separate bar member or the single bar member is a straddle vehicle that contains a fiber reinforced resin in which the resin is reinforced with fibers without including a metal bar member. In the straddle vehicle according to any one of claims 1 to 3.
The mounting parts are
A switch unit that includes a switch for performing input operations on the straddle vehicle,
A brake operating unit including a brake lever and a brake lever mounting unit for connecting the brake lever to the separate bar member or the single bar member, and
A clutch operating unit including a clutch lever and a clutch lever mounting portion for connecting the clutch lever to the separate bar member or the single bar member.
Straddle vehicle, including at least one of. In the straddle vehicle according to claim 4.
The switch unit and the brake operation unit are arranged side by side in the left-right direction of the vehicle body frame on the separate bar member or the single bar member.
The brake lever mounting portion of the brake operating portion is mounted at a position closer to the engine vibration input portion than the switch portion with respect to the separate bar member or the single bar member.
The brake lever of the brake operating portion is a straddle vehicle extending from the brake lever mounting portion to the outside of the vehicle body frame in the left-right direction of the vehicle body frame. In the straddle vehicle according to claim 4.
The switch unit and the clutch operation unit are arranged side by side in the left-right direction of the vehicle body frame on the separate bar member or the single bar member.
The clutch lever mounting portion of the clutch operating portion is mounted at a position closer to the engine vibration input portion than the switch portion with respect to the separate bar member or the single bar member.
The clutch lever of the clutch operating portion is a straddle vehicle extending from the clutch lever mounting portion to the outside of the vehicle body frame in the left-right direction of the vehicle body frame. In the straddle vehicle according to any one of claims 1 to 6.
The vibration damping mechanism is the medium rotation speed region when the rotation speed of the engine divides the entire rotation speed region of the engine into three regions of a low rotation speed region, a medium rotation speed region, and a high rotation speed region. A straddle vehicle that reduces the vibration of the bar handle so that the vibration value of the bar handle is equal to or less than the threshold value when the number of revolutions is.

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