JPH03200494A - Front and rear wheel steering device for motorcycle - Google Patents

Abstract

PURPOSE:To simplify interlocking structure between a rear wheel and a steering actuator by fitting the rear wheel steering actuator at a rear wheel supporting member. CONSTITUTION:A rear wheel 27 is supported at the rear end of a transmission case 18 extended backward from an engine crankcase 17, as well as a rear wheel steering actuator 52 is disposed inside the rear end of the transmission case 18. This actuator 52 is formed of a vertical shaft center type motor 53 and a rotary arm 54 fitted at a motor output shaft, and one end of an interlocking link 55 is connected to the rotary arm 54 by a ball joint 56. The other end of the interlocking link 5 is connected to the knuckle arn 57 of a steering knuckle 48 by a ball joint 58. With this constitution, the rear wheel 27 can be easily interlocked with the steering actuator 52.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a front and rear wheel steering device for a motorcycle, and more particularly to the attachment of a steering actuator for steering a rear wheel.

(Prior Art) A conventional vehicle in which both front and rear wheels are steered is disclosed in, for example, Japanese Patent Application Laid-Open No. 61-64584.

According to this, the rear wheel is supported on the vehicle body frame side so as to be freely steerable, and a steering actuator for steering the rear wheel is attached to the vehicle body frame side.

The steering actuator is operated in accordance with the steering of the front wheels, that is, the rear wheels are steered to match the steering of the front wheels.

Further, the rear wheels are normally supported by a suspension on the vehicle body frame side in order to buffer shocks from the road surface.

(Problems to be Solved by the Invention) Incidentally, in a motorcycle, the vertical stroke of the rear wheel is quite large. For this reason, in a motorcycle with front and rear wheel steering, if a steering actuator is installed on the body frame side as in the above-mentioned automobile, the relative movement between the rear wheel and the steering actuator will be large. , Moreover, these two will be far apart.

Therefore, it is not easy to interlock the rear wheels with the steering actuator provided on the vehicle body frame side, and in other words, the structure for interlocking as described above may become extremely complicated.

(Object of the Invention) This invention has been made in view of the above-mentioned circumstances, and provides a method for interlocking the rear wheels with the steering actuator in a front and rear wheel steering type motorcycle using a simple configuration. The purpose is to

(Structure of the Invention) The present invention for achieving the above object is characterized in that a rear wheel support member is pivotally supported on a single frame so as to be able to swing vertically, and the rear wheel can be steered by the rear wheel support member. In the front and rear wheel steering device for a motorcycle, the steering actuator is mounted on the rear wheel support member.

(for production) The effects of the above configuration are as follows.

Power transmission case, (rear wheel support member) 1 on the vehicle body frame 2
8 is pivotally supported to be able to swing up and down, and a rear wheel 27 is supported by this power transmission case (rear wheel support member) 18 so as to be freely steerable 6 and a steering actuator 52 that steers the rear @ 27. is attached to the power transmission case (rear wheel support member) 18.

In the above case, the rear wheel 27 moves up and down together with the power transmission case (rear wheel support member) 18, and there is no relative movement between the two. Moreover, the power transmission case (rear wheel support member) 18 and the rear wheel 27 are located close to each other.

Therefore, interlocking the rear wheels 27 with the steering actuator 52 can be achieved with a simple configuration.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

(First example) 1 to 3 show a first embodiment.

In Fig. 2, l is a scooter-type motorcycle, and the body frame 2 of this motorcycle l has a head pipe 3 at its front end, and a main frame 4 extends rearward from the head pipe 3. .

The main frame 4 has its front side bent in a 0-shape when viewed from the side, and loop frames 6 are provided protruding from the bent portion 5 on both left and right sides, respectively.

A front brake 8 is supported on the head vibrator 3 so as to be freely steerable. The front fork 8 includes a steering shaft 9 rotatably supported by the head pipe 3 and a fork portion IO connected to the lower end of the steering shaft 9. Then, the front wheel 1 is attached to the fork portion lO.
1 is supported, and a handle 12 is attached to the upper end of the steering shaft 9.

On the other hand, the rear part of the main frame 4 is branched into two pipes, and a pair of left and right brackets 13 are protruded from each of the branch pipes. 17 are supported. Further, a power transmission case 18 is connected rearward from the crankcase 17, and is vertically swingable about the pivot shaft 14.

A bracket 21 is provided to protrude rearward from the rear part of the bent portion 5, and a first link 2 is attached to the protruding end of the bracket 21.
The upper and lower middle portions of 2 are pivotally supported by a first pivot pin 23. The upper rotating end of the first link 22 and the front end of the crankcase 17 are connected by the second link 24, while the front part of the loop frame 6 and the lower rotating end of the first link 22 are connected to each other by the second link 24. A buffer 25 is interposed between them.

A rear wheel 27 is supported at the rear end of the power transmission case 18 so as to be steerable. That is, the crank case 17 and the power transmission case 18 constitute a rear wheel support member. Then, the power of the engine 16 is transmitted to the rear @ 27, and the motorcycle l is able to run. Further, when the rear wheel 27 receives an impact from the road surface while the motorcycle l is traveling forward, the impact is absorbed by the power transmission case 18 swinging up and down and the shock absorber 25 interlocking with this. .

In addition, 30 is a carburetor, 31 is an air cleaner, and 32 is a fuel tank. Further, reference numeral 33 denotes a seat, and a footrest 34 for a rider sitting on the seat 33 is formed on the -L side of the bent portion 5 and the loop frame 6. Historically, 35 is a headlamp.

1 to 3, a crankshaft 38 is supported on the crankcase 17 of the engine 16. As shown in FIGS. 3
9 is a connecting rod. Further, in FIG. 2, 40 is a starter motor.

On the other hand, on the right side of the rear end of the power transmission case 18, a fixed knuckle 41 having a U-shape when viewed from above is screwed by a bolt 42 with one screw. The rear wheel 27 is composed of a hub 44, a wheel 45, and a tire 46, and a rear 11i shaft 47 is fitted into the hub 44 and fixed with screws.

Also, a steering knuckle 4 supporting the hub 44 is provided.
8 is provided. The upper and lower ends of the steering knuckle 48 are fitted into the fixed knuckle 41, and are pivotally supported to the fixed knuckle 41 by upper and lower pivot pins 50 and 51. These upper and lower pivot pins 50, 51 are located on the same substantially vertical axis, so that the rear wheel 27 is supported with respect to the power transmission case 18 so as to be freely steerable.

Further, a steering actuator 52 for steering the rear wheel 27 is provided inside the rear end of the power transmission case 18 . This steering actuator 52 is composed of an electric motor 53, which is a servomotor fixed to the power transmission case 18 and whose axis is vertically oriented, and a rotating arm 54 attached to the output shaft of the electric motor 1I53. One end of the interlocking link 55 is connected to the rotating arm 54 by a ball joint 56.
On the other hand, the other end of the interlocking link 55 is connected to the knuckle arm 57 of the steering knuckle 48 by another ball joint 58.

When the electric motor 53 operates, the rotating arm 54
rotates in the direction shown by arrow A in FIG. Then, in conjunction with this, the rear wheel 27 moves to 1. as shown by the top mark B in the figure of the upper cylinder 1 via the interlocking link 55 and the knuckle arm 57.
The lower pivot pin 50.degree. 511i is rotated, that is, the rear wheel 27 is thereby operated.

In the above case, the steering actuator 52. and knuckle arms 57 are located adjacent to each other on the left and right.

The interlocking link 55 is provided in 1i near the ri.
extends from left to right to approximately water f. That is, the steering actuator 52 and the knuckle arm 57 are at approximately the same angle as each other.
, J are provided at short distances and are connected to each other.

The power of the crankshaft 38 is transmitted to the rear wheels 27 in the following manner.

That is, in particular, in FIG. 3, the power transmission case 18
An intermediate shaft 61 is supported midway between the front and rear of the engine, and power is transmitted to the intermediate shaft 61 from the crankshaft 38 via a V-belt type transmission 62. This transmission 62 includes a driving pulley 63 attached to the crankshaft 38, a driven pulley 64 supported on the intermediate shaft 61 with free rotation, and a V-belt 65 wound around both pulleys 63 and 64. As the speed of the engine 16 increases, the reduction ratio decreases. Further, the intermediate shaft 61 is connected to a driven pulley 64 by a centrifugal clutch 67.

Further, an output shaft 66 is provided at the rear end of the power transmission case 18.
is supported. A gear reducer 68 with teeth 11i is provided to reduce the power of the intermediate shaft 61 and transmit it to the output shaft 66.

Inside, the rear axle 47 is connected to the output shaft 66 by a constant velocity universal joint 69. This constant velocity universal joint 69
A retainer 70 attached to the output shaft 66, a pole 71 attached between the end of the rear axle 47 (not shown) inserted into the retainer 70, and a rubber boot 72 covering these. It consists of

When the engine 16 operates, this power is transmitted from the crankshaft 38 to the centrifugal clutch 67 via the transmission 62. When the centrifugal clutch 67 reaches a predetermined rotation speed, the centrifugal clutch 67 is engaged, and the power of the crankshaft 38 is transferred to the transmission 62 and the centrifugal clutch 6.
7 to the intermediate shaft 61. Furthermore, this power is transmitted to the rear wheel 27 via the gear reducer 68 and the constant velocity universal joint 69, allowing the motorcycle l to travel.

In FIG. 2, a speedometer 75 is provided to detect the rotational speed of the front wheels 11. 76 is the front wheel mentioned above!
This is a wire that transmits the same rotation of 1 to the speedometer 75. Further, a steering angle detector 77 for detecting the steering angle of the steering shaft 9 is provided, and the steering angle detector 77 is supported by a bracket 78 protruding from the front part of the main frame 4. ing.

79 is an electronic control device, and this control device 79 receives the speed detection signal from the speedometer 75 and the steering angle detector 7.
7 and the steering angle detection signal are manually inputted via electric wires 98, and these detection signals are degraded, and the other electric power is inputted by $11.
The steering actuator 52 is actuated via 98'. The rear wheels 27 are then steered to match the speed and steering angle.

A disc brake 81 for braking the L rear wheel 27 is provided. This brake 81 is attached to a brake disc 83 that is screwed to the retainer 70 of the constant velocity universal joint 69 with bolts 82 .

Note that the steering actuator 52 is connected to the power transmission case 1.
Although the redirection actuator 52 is shown as being provided inside the power transmission case 18, it may also be provided outside the power transmission case 18.
Moreover, the steering actuator 52 may be a hydraulic device or a solenoid means.

The figures below show other embodiments. Note that the basic configuration and operation of each of the following embodiments are the same as those of the previous embodiment.

Therefore, regarding the common configurations, the reference numerals are attached to the IQs in the drawings, and the explanation thereof will be omitted, and only the different ones will be explained.

(Second example) 4 and 5 show a second embodiment.

According to this, the intermediate shaft 61 is provided on the rear end side of the power transmission case 18, and the output shaft 66 is provided on the front side of the intermediate shaft 61.
is provided. The steering actuator 52 is oriented horizontally so that its axis extends longitudinally, and is provided in the middle of the front and back of the power transmission case 18, and between the tension side and slack side of the belt 65. The interlocking link 55 connects the deflection actuator 52 and the knuckle arm 57 in a slanted manner on the front side of the rear axle 47 and the output shaft 66.

(Third example) FIG. 6 shows a third embodiment.

According to this, the steering actuator 52 has an electric motor 89 serving as a starter motor, and this electric motor 89 is housed inside the rear of the crankcase 17.

A small gear 90 is attached to the output shaft of this electric motor 89, and a large gear 91 meshes with this small gear 90. Also, this large tooth fli91 is used for the worm gear set 92 and the interlocking shaft 9.
3 to the rotating arm 54.

On the other hand, a starting gear 95 is rotatably supported on the crankshaft 38, and the starting gear 95 is connected to the crankshaft 38 via a one-way clutch 96. This one-way clutch 96 connects the starting gear 95 to the crankshaft 3.
Power is transmitted only to 8.

Further, the small gear 9'0 is movable in the direction of arrow C in the figure by a solenoid 97. Then, when this solenoid 97 is turned ON and the small gear 90 is moved as described above, the small teeth 1190 are separated from the large gear 91 and the meshing with the large gear 91 is released. h-those small teeth! ti 90 meshes with the starting gear 95.

If the electric motor 89 is operated with the small gear 90 meshed with the starting gear 95, this power is transferred to the crankshaft 38 via the small gear 90, the starting gear 95, and the one-way clutch 96. and cranking will be performed.

Also, from this state, turn off the solenoid 97.
If so, the small gear 90 is automatically returned to the illustrated state by the spring.

Note that the electric motor 89 and solenoid 97 are supported by the crankcase 17. In addition, small gear 90, large south gear 9
], and the worm gear set 92 is the same as the crank case I.
The interlocking shaft 93 and the rotating arm 54 are rotatably supported by the power transmission case 18 .

The other configurations are the same as those of the second embodiment.

(Fourth example) 7 and 8 show a fourth practical example.

According to this, the vehicle body frame 2 has a cradle shape,
A rear arm 99 is pivotably supported by a pivot shaft 14 at the rear thereof so as to be vertically swingable, and this rear arm 99 serves as a rear wheel support member. This rear arm 99 has a box-shaped cross section, and a steering actuator 52 is provided within this rear arm 99. Further, the rear wheels 27 are driven by receiving power from the engine 16 through a chain transmission means 100.

(Effects of the Invention) According to the present invention, since the steering actuator is attached to the rear wheel support member that supports the rear wheels in a steerable manner, the following effects can be obtained.

That is, the rear wheel moves down -L together with the rear wheel support member, and there is no relative movement between the two. Furthermore, the rear wheel support member and the rear wheel are located close to each other.

Therefore, interlocking the rear wheels with the steering actuator can be achieved with a simple configuration.

In addition, the rear wheel support member is located at a low position on the vehicle body,
Since a steering actuator is attached to this, it also has the advantage of lowering the center of gravity of the vehicle.

(Margin below)

[Brief explanation of drawings]

The figures show embodiments of the invention, and Figures 1 to 3 are
In the actual example, Fig. 1 is a plan cross-sectional view of the power transmission system, Fig. 2 is a side view of the motorcycle, and Fig. 3 is the Ill-II of Fig. 1.
The cross-sectional views taken along the line I, FIGS. 4 and 5, show the second embodiment.
The figure is a rear side view of the motor vehicle, Figure 5 is a plan sectional view of the power transmission system, Figure 6 is a partial plane sectional view of the power transmission system in the third embodiment, and Figures 7 and 8 are In the fourth embodiment, FIG. 7 is a side view of the motor vehicle, and FIG. 8 is a sectional view taken along the line ■-■ in FIG. 7. I...Motorcycle, 2...Body frame, I7...Crank case (rear wheel support member), 18...Power transmission case (
Rear wheel support member), 27... Rear wheel, 52... Steering actuator, 99... Rear arm (rear wheel support member), 100
...Chain transmission means. Figure 3

Claims (1)

[Claims] 1. An automatic vehicle in which a rear wheel support member is pivotally supported on the vehicle body frame so as to be able to swing vertically, the rear wheel is supported on the rear wheel support member so that it can be steered, and a steering actuator is provided to steer the rear wheel. A front and rear wheel steering device for a two-wheeled vehicle, wherein a steering actuator is attached to the rear wheel support member.