ENERGY DRIVEN VEHICLE

专利摘要:
vehicle is a vehicle that includes a vehicle body frame that can tilt and two front wheels that can enhance the degree of freedom in the design of an articulated mechanism, while maintaining the function of the articulated mechanism. there is provided a vehicle 1 which includes a tiltable vehicle body frame and a direct front wheel and a left front wheel and wherein an upper transverse portion and a lower transverse portion of an articulated mechanism 5 each include a part of a part that is supported on side portions at a right end portion and a left end portion thereof and that is supported on a vehicle body frame at an intermediate portion thereof. on vehicle 1, an upper right displacement x1 and an upper left displacement x2 that result when a test force backwards is individually exerted on a lower right bearing portion and a lower left bearing portion supporting the lower transverse portion 52 with the lower transverse portion 52 removed are greater than a lower right displacement x3 and a lower left displacement x4 that result when a force that is equal in magnitude and direction to the forces exerted on the lower right and left supporting portions is exerted individually on a upper right support portion and an upper left support portions which support the upper transom 51 with the upper transverse portion 51 removed.
公开号:BR112015014369B1
申请号:R112015014369-5
申请日:2013-12-19
公开日:2021-08-31
发明作者:Kazuhisa Takano
申请人:Yamaha Hatsudoki Kabushiki Kaisha；
IPC主号:

专利说明:

CROSS REFERENCE TO RELATED ORDERS
[001] This application is a non-provisional U.S. patent application of provisional application no. US 61/656,154 entitled "Welding Device for Remotely Controlling Welding Power Supply Settings", filed June 6, 2012, which is incorporated herein by reference in its entirety. FIELD OF TECHNIQUE
[002] The present invention relates to a vehicle that includes a tiltable vehicle body frame and two front wheels. PRIOR TECHNIQUE
[003] It is a known fact that a vehicle includes a vehicle body frame that tilts to the left or right when the vehicle is turning and two front wheels that are provided to be aligned in a left and right direction of the frame of vehicle body (for example, with reference to Patent Documents 1, 2 and Non-patent Document 1).
[004] The vehicle including the tiltable vehicle body frame and the two front wheels include an articulated mechanism. The articulated mechanism includes an upper transverse portion and a lower transverse portion. In addition, the hinge mechanism also includes a right side portion that supports the right end portions of the upper cross portion and the lower cross portion and a left side portion that supports the left end portions of the upper cross portion and the lower cross portion. The intermediate portions of the upper transverse portion and the lower transverse portion are supported on the vehicle body frame directly in front of a steering axle. The upper transverse portion and the lower transverse portion are supported on the vehicle body frame in order to rotate about geometric axes extending substantially in a forward and a rear direction of the vehicle body frame. The upper transverse portion and the lower transverse portion rotate relative to the vehicle body frame as the vehicle body frame tilts, so that a relative position of the two front wheels in an upward and downward direction of the frame of vehicle body change. The upper transverse portion and the lower transverse portion are provided above the two front wheels in the up and down direction of the vehicle body frame in such a state that the vehicle body frame rests in a vertical state.
[005] The vehicle including the tiltable vehicle body frame and the two front wheels includes a right-hand shock absorbing device that supports the right front wheel to move in the up and down direction of the body frame and a left shock absorbing device that supports the left front wheel to move in the up and down direction of the vehicle body frame. The right-hand shock absorbing device is supported on the right-hand side in order to pivot about the right-hand side portion. The left side shock absorbing device is supported on the left side portion in order to rotate about an axis of the left side portion. The vehicles described in Patent Documents 1 and 2 additionally include a handlebar, a steering axle and a slewing drive mechanism. The handlebar is fixed to the steering axle. The steering axle is supported on the vehicle body frame to rotate relative to it. When the handlebars are turned, the steering axle also turns. The slewing drive mechanism transfers the steering axle slew to the right shock absorbing device and the left shock absorbing device.
[006] The vehicle that includes the tiltable vehicle body frame and the two front wheels includes many integrated components that are provided on the periphery of the steering axle. Integrated components include lamps, such as a headlamp, a radiator, a storage tank, electrical components, such as a horn, and a vehicle main switch, a storage box, a storage bag, and the like. RELATED ART DOCUMENT PATENT DOCUMENT [Patent Document 1] Unexamined Japanese Patent Publication JP-A-2005-313876 [Patent Document 2] Design patent no. U.S. D547, 242S [Non-patent document 1] Catalogo partidiricambio, MP3 300 LT Mod. ZAPM64102, Piaggio SUMMARY OF THE INVENTION PROBLEM THAT THE INVENTION MUST SOLVE
[007] In vehicles that are described in Patent Documents 1 and 2, the loads that are generated by the direct front wheel and the left front wheel are transferred to the articulated mechanism by means of the right shock absorbing device or the absorption device left shock. Loads are transferred to the right side portion or the left side portion from the right shock absorbing device or the left shock absorbing device. Loads are transferred to the upper transverse portion and the lower transverse portion from the right side portion or the left side portion. The loads are further transferred to the vehicle body frame which is positioned on the periphery of the steering axle from the upper transverse portion and the lower transverse portion. The articulated mechanism includes bearings that are provided between the right side portion or the left side portion and the upper cross portion and the lower cross portion and bearings that are provided between the upper cross portion and the lower cross portion and the vehicle body frame . These bearings function to enable the right side portion or the left side portion to rotate smoothly with respect to the upper cross portion and the lower cross portion and the upper cross portion and the lower cross portion to rotate smoothly with respect to the vehicle body frame. The bearings also function to transfer the loads generated by the articulated mechanism to the vehicle body frame. Additionally, the right side portion, the left side portion, the upper cross portion and the lower cross portion are each formed highly rigid in order to optimize the function to turn smoothly and the function to transfer loads. This enlarges the right side portion, the left side portion, the upper transverse portion and the lower transverse portion in outer size. This results in the enlargement of the articulated mechanism that is made up of those portions. Additionally, the expansion of the articulated mechanism results in a further expansion of the movable range of the articulated mechanism.
[008] The vehicles that are described in Patent Documents 1 and 2 include the articulated mechanism that is provided on the periphery of the steering axle in order to move as the vehicle body frame leans. Because of this, on the vehicle which includes the tiltable vehicle body frame and the two front wheels, it is required that interference of the moving range of the articulated mechanism with the integrated components must be avoided. This requires optimizing the degree of freedom in the design of the articulated mechanism on the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[009] An object of the invention is to provide a vehicle that includes a vehicle body frame that can tilt and two front wheels that can optimize the degree of freedom in the design of an articulated mechanism, while maintaining the function of the articulated mechanism. MEANS TO SOLVE THE PROBLEM
[010] A vehicle that is powered by power from a power source that includes: a left front wheel and a right front wheel that are disposed side by side in a left and right direction as viewed from a front of the vehicle. vehicle and which are blimps;
[011] a right-hand shock-absorbing device that supports the direct front wheel in a lower portion thereof and that absorbs an upward displacement of the direct front wheel in an upward and downward direction of the vehicle body frame;
[012] a left shock absorbing device that supports the left front wheel in a lower portion thereof and which absorbs an upward displacement of the left front wheel in the up and down direction of a vehicle body frame; an articulated mechanism that includes:
[013] a right side portion that supports an upper portion of the right shock absorbing device to rotate about a right steering axis extending in the up and down direction of the vehicle body frame;
[014] a left side portion that supports an upper portion of the left shock absorbing device in order to rotate about a left steering axis that is parallel to the right steering axis;
[015] an upper transverse portion that includes a part piece that supports an upper portion of the right side portion on a right end portion thereof in order to pivot about an upper right axis extending in a forward and a rear direction of the frame of vehicle body through an upper right bearing, which holds an upper portion of the left side portion on a left end portion thereof in order to rotate about an upper left shaft that is parallel to the upper right shaft through an upper left bearing and which is supported on the vehicle body frame in an intermediate portion thereof in order to rotate about an upper intermediate shaft which is parallel to the upper right shaft and the upper left shaft through an upper intermediate bearing; and
[016] a lower transverse portion that includes a part piece that supports a lower portion of the right side portion in a right end portion thereof in order to rotate about a lower right axis that is parallel to the upper right axis through a lower right bearing, which supports a lower end portion of the left side portion on a left end portion thereof, in order to rotate about a lower left shaft which is parallel to the upper left shaft through a lower left bearing and which is supported in the vehicle body frame in an intermediate portion thereof in order to rotate about a lower intermediate shaft which is parallel to the upper intermediate shaft through a lower intermediate bearing;
[017] a steering axle that is supported in the vehicle body frame between the right side portion and the left side portion in a left and right direction of the vehicle body frame, of which an upper end portion is provided above of the lower intermediate steering axle in the up and down direction of the vehicle body frame and which is rotatable about an intermediate steering axle extending in the up and down direction of the vehicle body frame; a handlebar that is provided in the upper portion of the steering axle; and
[018] a slewing transmission mechanism that transfers a swivel of the steering axle, in accordance with a handlebar operation, to the right shock absorbing device and the left shock absorbing device, wherein
[019] with the lower transverse portion removed which includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof and the assembled upper transverse portion which includes the piece of part that is supported on the right end portion and on the left end portion thereof and that is supported on the intermediate portion thereof, an upper right displacement of the upper transverse portion that results when a testing force back or forward in relation to the direction of the lower right axis is exerted on a lower right support portion of the right lateral portion, in which the lower cross member is supported, and an upper left displacement of the upper transverse portion that results when a force that is equal in magnitude and direction to the test force is exerted on a lower left support portion of the left side portion are equal to each other,
[020] with the upper transverse portion removed which includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof and the assembled lower transverse portion which includes the piece of part that is supported on the right end portion and on the left end portion thereof and that is supported on the middle portion thereof, a lower right displacement of the lower transverse portion that results when a force that is equal in magnitude and direction to the force of test is exerted on the upper right support portions of the right lateral portion, where the upper cross member is supported, and a lower left displacement of the lower transverse portion that results when a force that is equal in magnitude and direction to the test force is exerted on the upper left support portions of the left side portion, in which the upper cross member is supported, are equal to each other,
[021] the upper right displacement of the upper transverse portion is greater than the lower right displacement of the lower transverse portion, and
[022] the upper left displacement of the upper transverse portion is greater than the lower left displacement of the lower transverse portion.
[023] The right side portion, the left side portion, the upper cross portion and the lower cross portion that make up the articulated mechanism are each formed highly rigid to optimize the function to rotate smoothly and the function to transfer loads. This enlarges the right side portion, the left side portion, the upper transverse portion and the lower transverse portion in outer size. This results in the enlargement of the articulated mechanism that is made up of those portions. Additionally, the expansion of the articulated mechanism results in a further expansion of the movable range of the articulated mechanism. The vehicle including the tiltable vehicle body frame and the two front wheels has a large articulated mechanism that moves as the vehicle body frame tilts on the periphery of the steering axle. Because of this, in the vehicle which includes the tiltable vehicle body frame and the two front wheels, the integrated components need to be provided so that the integrated components do not interfere with the moving range of the articulated mechanism. This requires optimizing the degree of freedom in the design of the articulated mechanism on the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[024] Then, a detailed analysis on the function of the articulated mechanism was performed. The articulated mechanism has the function to enable the right lateral portion or the left lateral portion to rotate smoothly in relation to the upper transverse portion and the inferior transverse portion and the function to allow the superior transverse portion and the inferior transverse portion to rotate smoothly in relation to the vehicle body frame. Additionally, the articulated mechanism has the function to transfer loads generated by the right side portion or the left side portion to the vehicle body frame.
[025] This analysis found that the upper transverse portion and the lower transverse portion are twisted by the loads generated by the articulated mechanism. The analysis found that the twist of the upper transverse portion occurs along an upper central axis passing through a center of the upper right bearing of the upper crossmember towards the upper right axis and a center of the upper left bearing of the upper crossmember towards the upper left axis. The analysis found that the torsion of the lower transverse portion occurs along a lower central axis that passes through a center of the lower right bearing of the lower beam towards the lower right axis and a center of the lower left bearing of the lower beam towards the lower left axis.
[026] So, several transverse portions that are different in torsional stiffness about the upper central axis and in torsional stiffness about the lower central axis have been studied. The results of the study have found that despite the torsional rigidity of the upper transverse portion that includes the part piece that is supported on the side portions on the right end portion and on the left end portion thereof and that is supported on the body frame. vehicle in the intermediate portion thereof is made to differ from the torsional rigidity of the lower transverse portion which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof and which is supported on the frame of vehicle body in the intermediate portion thereof, in the event that the torsional rigidity of the lower transverse portion that includes the part piece which is supported on the side portions in the right end portion and in the left end portion thereof and which is supported on the vehicle body frame in the intermediate portion thereof is made greater than the torsional stiffness of the upper transverse portion q which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof and which is supported on the vehicle body frame at the middle portion thereof, the smooth operation of the articulated mechanism is easy to be maintained. This is considered to be attributed to the fact that a difference between a distance between an axis of the direct front wheel and the upper right bearing which lies between the upper transverse portion and the right side portion and a distance between the axis of the front wheel the right bearing and the lower right bearing which lies between the lower transverse portion and the right lateral portion differs by a difference between a distance between an axle of the left front wheel and the upper left bearing which lies between the upper transverse portion and the portion left side and a distance between the left front wheel axle and the left lower bearing which lies between the lower transverse portion and the left side portion. The distance between the axle of the direct front wheel and the lower right bearing which lies between the lower transverse portion and the right lateral portion is shorter than the distance between the axle of the direct front wheel and the upper right bearing which lies between the upper transverse portion and the right lateral portion. The distance between the left front wheel axle and the left lower bearing which lies between the lower transverse portion and the left side portion is shorter than the distance between the left front wheel axle and the left upper bearing which lies between the upper transverse portion and the left lateral portion. These facts are considered to affect the smooth operation of the articulated mechanism.
[027] According to the vehicle of this invention, the torsional rigidity of the lower transverse portion that includes the part piece that is supported on the side portions on the right end portion and on the left end portion thereof and which is supported on the frame of vehicle body in the intermediate portion thereof is made greater than the torsional rigidity of the upper transverse portion which includes the part piece which is supported on the side portions in the right end portion and in the left end portion thereof and which is supported on the vehicle body frame in the middle portion thereof. Therefore, the smooth operation of the articulated mechanism is easy to maintain. Furthermore, the upper transverse portion and the lower transverse portion are each made to include the part piece which is supported on the side portions in the right end portion and the left end portion thereof and which is supported on the body frame of vehicle in the intermediate portion thereof, and the torsional stiffness of the upper transverse portion is made to differ from the torsional stiffness of the lower transverse portion. Therefore, it is possible to optimize the degree of freedom in the design of the articulated mechanism.
[028] Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[029] In the vehicle, according to the invention, a shape of the upper transverse portion that includes the part piece that is supported on the right end portion and on the left end portion thereof and that is supported on the intermediate portion thereof may be different from a shape of the lower transverse portion which includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof.
[030] According to the vehicle of the invention, the movable band of the articulated mechanism can be changed from a simple shape such as a rectangular parallelepiped to an arbitrary shape by manufacturing the shape of the upper transverse portion, which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof, and which is supported on the vehicle body frame at the intermediate portion thereof different from the shape of the lower transverse portion which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof and which is supported on the vehicle body frame at the intermediate portion thereof. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[031] In the vehicle according to the invention, a shape of the upper transverse portion, which includes the part piece that is supported on the right end portion and on the left end portion thereof, and which is supported on the intermediate portion thereof it may be smaller than a shape of the lower transverse portion that includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof.
[032] According to the vehicle of the invention, the movable band of the articulated mechanism can be changed from the simple shape as a rectangular parallelepiped to a shape in which an upper portion is small by manufacturing the shape of the upper transverse portion, which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof, and which is supported on the vehicle body frame at the intermediate portion thereof smaller than the shape of the lower transverse portion which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof and which is supported on the vehicle body frame at the intermediate portion thereof. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[033] In the vehicle, according to the invention, a volume of the upper transverse portion, which includes the part piece that is supported on the right end portion and on the left end portion thereof, and which is supported on the intermediate portion of the it may be different from a volume of the lower transverse portion which includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof.
[034] According to the vehicle of the invention, the movable range of the articulated mechanism can be changed from the simple shape as a rectangular parallelepiped to an arbitrary shape by manufacturing the volume of the upper transverse portion, which includes the part piece which is supported on the side portions on the right end portion and on the left end portion thereof, and which is supported on the vehicle body frame on the intermediate portion thereof, different from the volume of the lower transverse portion that includes the part piece that is supported on the side portions on the right end portion and on the left end portion thereof and which is supported on the vehicle body frame on the intermediate portion thereof. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[035] In the vehicle, according to the invention, a volume of the upper transverse portion that includes the part piece that is supported on the right end portion and on the left end portion thereof and that is supported on the intermediate portion thereof may be less than a volume of the lower transverse portion including the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof.
[036] According to the vehicle of the invention, the movable band of the articulated mechanism can be changed from the simple shape as a rectangular parallelepiped to a shape in which an upper portion is small by manufacturing the volume of the upper transverse portion, which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof, and which is supported on the vehicle body frame at the intermediate portion thereof, smaller than the volume of the transverse portion bottom which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof and which is supported on the vehicle body frame at the intermediate portion thereof. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[037] In the vehicle, according to the invention, a material of the upper transverse portion, which includes the part piece that is supported on the right end portion and on the left end portion and that is supported on the intermediate portion, may be identical to a material of the lower transverse portion including the part piece that is supported on the right end portion and on the left end portion and that is supported on the intermediate portion.
[038] According to the vehicle of the invention, the balance between rigidity and shape is easy to be controlled by manufacturing the volume of the upper transverse portion, which includes the part piece that is supported on the side portions in the right end portion and in the left end portion thereof and which is supported in the vehicle body frame in the intermediate portion thereof, different from the volume of the lower transverse portion which includes the part piece which is supported in the side portions in the right end portion and in the left end portion thereof and which is supported on the vehicle body frame in the middle portion thereof. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[039] In the vehicle, according to the invention, a material of the upper transverse portion, which includes the part piece that is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof , may be different from a material of the lower transverse portion which includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof.
[040] According to the vehicle of the invention, the material of the upper transverse portion or the lower transverse portion is made different from that of the other and, therefore, a control strip of the balance between stiffness and shape can be expanded. For example, in the event that the upper cross portion, whose rigidity is less than that of the lower cross portion, is formed from a material that has high stiffness, the shape of the upper cross portion can be made small. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[041] In the vehicle, according to the invention, the vehicle body frame may include a connecting support portion that pivotally supports the upper transverse portion that includes the part piece that is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof and the lower transverse portion which includes the part piece which is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof, and a shape of a front portion of the upper transverse portion which lies ahead of the connecting bearing portion in the direction of the upper right axis may differ from a shape of a rear portion of the upper transverse portion which lies behind the binding support portion.
[042] According to the vehicle of the invention which includes the tiltable vehicle body frame and the two front wheels, the shape of the front portion of the upper transverse portion which lies ahead of the connecting support portion is made different of the shape of the rear portion of the upper transverse portion which lies behind the connecting bearing portion and therefore the movable band of the articulated mechanism can be changed from the simple shape as a rectangular parallelepiped to an arbitrary shape. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[043] In the vehicle according to the invention, the vehicle body frame may include a connecting support portion that pivotally supports the upper transverse portion that includes the part piece that is supported on the right end portion and on the the left end portion thereof and which is supported on the intermediate portion thereof and the lower transverse portion which includes the part piece which is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion of the same, and a shape of a front portion of the lower cross portion which lies ahead of the connecting bearing portion in the direction of the lower right axis may differ from a shape of a rear portion of the lower cross portion which lies behind the portion. connection support.
[044] According to the vehicle of the invention which includes the tiltable vehicle body frame and the two front wheels, the shape of the front portion of the lower transverse portion which lies ahead of the connecting support portion is made to differs from the shape of the rear portion of the lower transverse portion which lies behind the connecting bearing portion and therefore the movable band of the articulated mechanism can be changed from the simple shape like a rectangular parallelepiped to an arbitrary shape. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[045] In the vehicle, according to the invention, the vehicle body frame may include a connecting support portion that supports the upper transverse portion that includes the part piece that is rotatably supported on the right end portion and at the left end portion and which is supported at the intermediate portion and the lower transverse portion which includes the part piece which is supported at the right end portion and at the left end portion and which is supported at the intermediate portion, and the upper transverse portion may include an upper front part piece which lies ahead of the connecting bearing portion in the direction of the upper right axis, which is supported on the right end portion and the left end portion and which is supported on the intermediate portion and a piece. of upper rear part which lies behind the connecting support portion in the direction of the upper right axis, which is supported on the right end portion and in the left end portion and which is supported in the middle portion.
[046] According to the vehicle of the invention which includes the tiltable vehicle body frame and the two front wheels, the upper transverse portion includes the upper front portion which is situated in front of the connecting bearing portion and the upper back piece which lies behind the connecting bearing portion and therefore the balance between rigidity and shape of the upper cross portion is easy to be controlled. This can optimize the degree of freedom in designing a lower peripheral portion of the steering axis. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[047] In the vehicle, according to the invention, the vehicle body frame may include a connecting support portion that pivotally supports the upper transverse portion that includes the part piece that is supported on the right end portion and at the left end portion and which is supported at the intermediate portion and the lower transverse portion which includes the part piece which is supported at the right end portion and at the left end portion and which is supported at the intermediate portion, and the lower transverse portion may include a lower front part piece which lies ahead of the connecting bearing portion in the direction of the lower right axis, which is supported on the right end portion and the left end portion and which is supported on the intermediate portion and a piece. of lower rear part which lies behind the connecting support portion in the direction of the lower right axis, which is supported on the right end portion and in the left end portion and which is supported in the middle portion.
[048] According to the vehicle of the invention which includes the tiltable vehicle body frame and the two front wheels, the lower transverse portion includes the lower front portion which is situated in front of the connecting and support portion. the lower rear part which lies behind the connecting bearing portion and therefore the balance between rigidity and shape of the lower transverse portion is easy to be controlled. This can optimize the degree of freedom in designing a lower peripheral portion of the steering axis. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[049] In the vehicle, according to the invention, the vehicle body frame may include a connecting support portion that pivotally supports the upper transverse portion that includes the part piece that is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof and the lower transverse portion which includes the part piece which is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof, and the upper transverse portion or the lower transverse portion may be provided only in front of or behind the connecting bearing portion and cannot be provided either in front of or behind the connecting bearing portion.
[050] According to the vehicle of the invention which includes the tiltable vehicle body frame and the two front wheels, the upper transverse portion or the lower transverse portion is provided only in front of or behind the connecting support portion and Therefore, the movable range of the articulated mechanism can be changed from a simple shape such as a rectangular parallelepiped to an irregular shape in which an upper portion is smaller than a lower portion. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[051] In the vehicle, according to the invention, a front end of the upper transverse portion that includes the part piece that is supported on the right end portion and on the left end portion thereof and that is supported on the intermediate portion thereof and a forward end of the lower transverse portion including the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof may be provided at different positions with respect to the direction of the upper right axis.
[052] According to the vehicle which includes the tiltable vehicle body frame and the two front wheels, the front end of the upper cross portion and the front end of the lower cross portion are provided at different positions with respect to the direction of the upper right axis and therefore the movable range of the articulated mechanism can be changed from the simple shape like a rectangular parallelepiped to a shape that is irregular in relation to a front and rear direction of the vehicle body frame. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[053] In the vehicle according to the invention, a rear end of the upper transverse portion that includes the part piece that is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof and a rear end of the lower transverse portion including the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof may be provided at different positions with respect to the axis direction. upper right.
[054] According to the vehicle of the invention, the rear end of the upper transverse portion and the rear end of the lower transverse portion are provided in different positions in relation to the direction of the upper right axle and, therefore, the movable band of the articulated mechanism can be changed from the simple shape as a rectangular parallelepiped to the shape that is irregular in relation to the front and rear direction of the vehicle body frame. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[055] In the vehicle, according to the invention, the vehicle body frame may include a connecting support portion that pivotally supports the upper transverse portion that includes the part piece that is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof and the lower transverse portion which includes the part piece which is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof, and the connecting support portion can pivotally support the steering axle.
[056] According to the vehicle of the invention that includes the tiltable vehicle body frame and the two front wheels, the connecting support portion supports the articulated mechanism that supports the direct front wheel, the left front wheel, the right shock absorbing device and the left shock absorbing device and it is highly rigid. This makes it easier to avoid interference from the articulated mechanism's moving range with the integrated components. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[057] According to the vehicle of the invention which includes the tiltable vehicle body frame and the two front wheels, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism. BRIEF DESCRIPTION OF THE DRAWINGS
[058] Figure 1 is a left side view of a vehicle according to an embodiment of the invention.
[059] Figure 2 is an overall front view of the vehicle with a body cover removed.
[060] Figure 3 is a perspective view of an articulated mechanism.
[061] Figure 4 is a side section view of the articulated mechanism.
[062] Figure 5 is a general front view showing a state in which the vehicle is induced to tilt.
[063] Figure 6 shows schematic drawings that show how to measure stiffness with a lower transverse portion removed.
[064] Figure 7 shows schematic drawings showing how to measure stiffness with an upper cross portion removed.
[065] Figure 8 is a view similar to Figure 4 and shows a vehicle according to a modified example of the invention.
[066] Figure 9 is a front view of a vehicle according to a different modified example of the invention.
[067] Figure 10 is a plan view of the vehicle according to the different modified example of the invention. WAY TO CARRY OUT THE INVENTION
[068] Later in this document, a vehicle 1 which is a type of a vehicle according to an embodiment of the invention will be described with reference to the drawings. In the drawings, like reference numerals are given to corresponding or like portions and the description thereof will not be repeated repeatedly.
[069] In the following description, an arrow F in drawings denotes a forward direction of vehicle 1. An arrow R in drawings denotes a backward direction of a vehicle body frame of vehicle 1. An arrow L in drawings denotes a direction to the left of the vehicle's vehicle body frame 1. An arrow U denotes a direction perpendicularly upward. A transversely intermediate position refers to a position centered in the direction of a vehicle width as viewed from the front. A transversely to the side of the vehicle refers to a direction to the right or to the left from the transversely intermediate position. GENERAL CONFIGURATION
[070] Figure 1 is a schematic general side view of vehicle 1. In the following description, when the front, rear, left and right directions are mentioned, they denote the front, rear, left and right as seen from a driver mounted on vehicle 1.
[071] Vehicle 1 includes a vehicle main body 2, front wheels 3 and a rear wheel 4. Vehicle main body 2 includes a vehicle body frame 21, a body cover 22, a handlebar 23, a seat 24 and a power unit 25.
[072] Vehicle body frame 21 supports power unit 25, plate 24, and the like. The power unit 25 includes a power source, such as an electric motor or mechanism, a transmission, and the like. In Figure 1, the vehicle body frame 21 is shown in broken lines.
[073] The vehicle body frame 21 includes a fixed head 211, a front frame 212, and a rear frame 213. The fixed head 211 is disposed on a front portion of the vehicle. An articulated mechanism 5 is disposed on the periphery of the fixed head 211.
[074] A steering shaft 60 is inserted into the fixed head 211 in order to rotate on it. Steering axle 60 extends in an up and down direction. The handlebar 23 is mounted on an upper end of the steering axle 60. The front frame 212 is angled downwardly from a front end thereof to the rear. The front frame 212 is connected to the fixed head 211 in a position which lies behind an upper transverse portion 51, which will be described later. The rear frame 213 supports the seat 24 and a taillight.
[075] The vehicle body frame 21 is covered by the body cover 22. The body cover 22 includes a front cover 221, front fenders 223 and a rear fender 224.
[076] The front cover 221 is positioned in front of the seat 24. The front cover 221 covers the fixed head 211 and the articulated mechanism 5.
[077] Front fenders 223 are provided directly individually above a pair of left and right front wheels 3. Front fenders 223 are arranged directly below front cover 221. Rear fender 224 is arranged directly above the rear wheel 4.
[078] The front wheels 3 are arranged below the fixed head 211 and the articulated mechanism 5. The front wheels 3 are arranged directly below the front cover 221. CONFIGURATION OF THE FRONT PORTION OF THE VEHICLE
[079] Figure 2 is a general front view of vehicle 1 with the body cover 22 removed. In Figure 2, the front frame 212, and the like, are omitted from the illustration.
[080] The vehicle 1 includes the handlebar 23, the steering axle 60, the fixed head 211, the pair of front and left wheels 3, and the articulated mechanism 5. The articulated mechanism 5 is arranged on the periphery of the fixed head 211. The articulated mechanism 5 is connected to the pair of left and right front wheels 3, i.e. a left front wheel 31 and a direct front wheel 32. Additionally, the articulated mechanism 5 is pivotally mounted on the fixed head 211. The mechanism swivel 5 has an upper transverse portion 51, a lower transverse portion 52, a left side portion 53, a right side portion 54, a first support 335, a second support 336, a left damper 33, a right damper 34 and a tie rod 6 .
[081] The front wheels 3 are arranged to be aligned side by side in a left and right direction of the vehicle body frame 21 and include the left front wheel 31 and the direct front wheel 32 which can be steered. A left front fender 223a is disposed directly above the left front wheel 31. A right front fender 223b is disposed directly above the right front wheel 32. The right front wheel 32 is disposed symmetrically with the left front wheel 31 in relation to the fixed head 211 with respect to the left and right direction of the vehicle body frame 21.
[082] When mentioned in this description, a "right direction RF of vehicle body frame 21" denotes a rightward direction of directions that cross an axial direction of the fixed head 211 perpendicularly, when vehicle 1 is viewed from the front . Additionally, an upward direction UF of vehicle body frame 21 denotes an upward direction of vehicle body frame 21 when vehicle 1 rests upright. For example, the upward direction of the vehicle body frame 21 coincides with an axial direction of the fixed head 211 when the vehicle 1 is viewed from the front. In such a state that vehicle 1 rests in a vertical state, as shown in Figure 2, the rightward direction RF of the vehicle body frame 21 coincides with a rightward direction R in the horizontal direction. Because of this, only the right direction R in the horizontal direction is shown in Figure 2. In such a state that vehicle 1 leans relative to a road surface G, as shown in Figure 5, the right direction RF of the frame of vehicle body frame 21 does not coincide with the right direction R in the horizontal direction, and the upward direction UF of the vehicle body frame 21 does not coincide with an upward direction U in a perpendicular direction.
[083] The left front wheel 31 is connected to the left damper 33. The left front wheel 31 is connected to a lower portion of the left damper 33. The left front wheel 31 can rotate about a rotational axis 311. The rotational axis 311 extends in the left and right direction of the vehicle body frame 21. The left front wheel 31 can rotate about a rotating axis 312. The vehicle 1 changes its direction of travel as a result of the left front wheel 31 which rotates on the axis of turn 312.
[084] The front forward wheel 32 is connected to the right damper 34. The front forward wheel 32 is connected to a lower portion of the right damper 34. The front forward wheel 32 can rotate on a rotational axle 321. The rotational axle 321 extends in the left and right direction of the vehicle body frame 21. The direct front wheel 32 can rotate about a rotating axis 322. The vehicle 1 changes its direction of travel as a result of the direct front wheel 32 which rotates about the axis of turn 322.
[085] The left shock absorber 33 absorbs the impact exerted on the left front wheel 31. The left shock absorber 33 is disposed below the articulated mechanism 5 with respect to the up and down direction of the vehicle body frame 21. The left shock absorber 33 is provided between the left side portion 53 (with reference to Figure 3), which will be described later, and the left front wheel 31. The left damper 33 extends along a left steer axis N1 which extends in one direction. wherein the steering axle 60 and the fixed head 211 extend. The left damper 33 is arranged to the left of the fixed head 211 with respect to the left and right direction of the vehicle body frame 21. The left damper 33 is arranged to the right of the left front wheel 31 with respect to the left and right direction of the vehicle body frame 21.
[086] The right shock absorber 34 absorbs the impact exerted on the direct front wheel 32. The right shock absorber 34 is disposed below the articulated mechanism 5 with respect to the up and down direction of the vehicle body frame 21. The right shock absorber 34 is provided between the right side portion 54 (with reference to Figure 3), which will be described later, and the direct front wheel 32. The right damper 34 extends along a right steer axis N2 where the steer axis 60 and fixed head 211 extend. The right damper 34 is arranged to the right of the fixed head 211 with respect to the left and right direction of the vehicle body frame 21. The right damper 34 is arranged to the left of the right front wheel 32 with respect to the left and right direction of the vehicle body frame 21.
[087] Tie-rod 6 transfers a turn of handlebar 23 to left front wheel 31 and direct front wheel 32. In this way, left front wheel 31 and direct front wheel 32 can be steered by handlebar 23. Tie-rod 6 is provided in front of the fixed head 211. The tie-rod 6 extends in the left and right direction of the vehicle body frame 21. The tie-rod 6 is disposed directly below the lower transverse portion 52, which will be described later, and directly above the left front wheel 31 and right front wheel 32 with respect to the up and down direction of the vehicle body frame 21. The tie rod 6 is connected to a lower end portion of the steering axle 60. When the steering axle 60 is rotated, tie 6 moves laterally to the left or right. SIDE PORTIONS
[088] Figure 3 is a perspective view of the articulated mechanism 5 with the left damper 33 and the right damper 34 omitted from the illustration.
[089] The left side portion 53 is disposed to the left of the fixed head 211 with respect to the left and right direction of the vehicle body frame 21. The right side portion 54 is disposed to the right of the fixed head 211 with respect to the direction a left and right side of vehicle body frame 21. Left side portion 53 and right side portion 54 are a circular cylindrical member.
[090] The left side portion 53 and the right side portion 54 extend in the up and down direction with the vehicle at rest in the vertical state. A mounting piece 531, on which the left damper 33 is mounted, is provided at a lower end of the left side portion 53. A lower portion of the left side portion 53 supports the left damper 33 in order to rotate about the left steering axis N1.
[091] A mounting piece 541, on which the right bumper 34 is mounted, is provided at a lower end of the right side portion 54. A lower portion of the right side portion 54 supports the right bumper 34 in order to rotate about the axis right direction N2. UPPER CROSS PORTION
[092] In this modality, the upper transverse portion 51 is composed of a single plate-shaped part that extends in the left and right direction, when viewed from the front of the vehicle. The upper transverse portion 51 is provided at the front of the vehicle with the fixed head 211 at the front of the vehicle. The upper transverse portion 51 includes an upper intermediate bearing 511 which is provided in an intermediate portion of the upper transverse portion 51 with respect to the left and right direction of the vehicle body frame 21 and an upper left bearing 512 and an upper right bearing 512 which are provided at or near the leftmost and rightmost portions of the upper transverse portion 51 with respect to the left and right direction of the vehicle body frame 21. An upper intermediate shaft M1 which is a center of rotation of the intermediate bearing top 511, an upper left shaft M2 which is a pivot center of the upper left bearing 512 and an upper right shaft M3 which is a pivot center of the upper right shaft 512 are provided parallel to each other.
[093] The upper cross portion 51 is mounted on the fixed head 211 through the upper intermediate bearing 511. This allows the upper cross portion 51 to be supported on the fixed head 211 in order to rotate about the upper intermediate shaft M1 with respect to the fixed head 211.
[094] The upper transverse portion 51 is connected to an upper portion of the left side portion 53 and an upper portion of the right side portion 54 through the upper left bearing 512 and the upper right bearing 512, respectively. This allows the upper transverse portion 51 to rotate about the upper left axis M2 and the upper right axis M3 with respect to the left side portion 53 and the right side portion 54, respectively.
[095] In this modality, the upper transverse portion 51 is composed of a single part that supports the upper portion of the right side portion 54 in a right end portion thereof, in order to rotate about the upper right axis M3 that extends in a front and rear direction of the vehicle body frame 21 through the upper right bearing 512 and supports the upper portion of the left side portion 53 on a left end portion thereof in order to rotate about the upper left axis M2 which is parallel to the upper right shaft M3 through the upper left bearing 512 and which is supported on the vehicle body frame 21 in the intermediate portion thereof, in order to rotate about the upper intermediate shaft M1 which is parallel to the upper right shaft M3 and the left shaft M2 through the upper intermediate bearing 511. LOWER CROSS PORTION
[096] The lower transverse portion 52 extends in the left and right direction of the vehicle body frame 21 when viewed from the front of the vehicle. A length in the left and right direction of the lower cross portion 52 is substantially equal to a length in the left and right direction of the upper cross portion 51. The lower cross portion 52 is provided below the upper cross portion 51. The lower cross portion 52 it has the stiffness which is set to be greater than that of the upper transverse portion 51. The stiffness of these transverse portions will be described in detail later.
[097] The lower cross portion 52 includes a pair of front lower cross part 52a1 and rear lower cross part 52a2 which retain the fixed head 211 therebetween in the front and rear direction of the vehicle body frame 21 and a connecting portion 52b , wherein the front lower cross part 52a1 and the rear lower cross part 52a2 are connected together with screws. The connecting portion 52b is a portion that is formed integrally with the front lower transverse portion 52a1. The connecting portion 52b is provided in a position where the connecting portion 52b does not interfere with the fixed head 211, the left side portion 53 and the right side portion 54, even though the pivot mechanism 5 is actuated to operate as will be described. posteriorly. In this embodiment, the front lower cross part 52a1 and the rear lower cross part 52a2 are adjusted so that a thickness in the front and rear direction of the vehicle body frame 21 is equal to a thickness in the front and rear direction of the vehicle body frame. vehicle 21 of the upper cross portion 51. Additionally, the upper cross portion 51, the front lower cross portion 52a1 and the rear lower cross portion 52a2 are formed of the same steel.
[098] A lower intermediate bearing 521 which is provided in an intermediate portion in the left and right direction of the vehicle body frame 21, and a lower left bearing 522 and a lower right bearing 522 which are provided at or near the further portions. to the left and rightmost in the left and right direction of the vehicle body frame 21 are provided in each of the pair of lower front cross part 52a1 and lower rear cross part 52a2 of the lower cross part 52. These lower intermediate bearings 521 , as well as the lower left bearings 522 and the lower right bearings 522, are provided so that a lower intermediate shaft M4, a lower left shaft M5 and a lower right shaft M6 which are respective bearing centers of rotation are parallel to each other . Additionally, the lower intermediate shaft M4, the lower left shaft M5, and the lower right shaft M6 are also provided to be parallel to the upper intermediate shaft M1, the upper left shaft M2 and the upper right shaft M3. Furthermore, with respect to their positions in the left and right direction of the vehicle body frame 21, the lower left bearing 522 and the lower right bearing 522 are adjusted to be in the same positions as the upper left bearing 512 and the right bearing upper 512, respectively, with respect to the left and right direction of the vehicle body frame 21 with the vehicle 10 at rest in the vertical state.
[099] The lower cross portion 52 is mounted on the fixed head 211 through the lower intermediate bearings 521 in a position that lies below the upper cross portion 51 with respect to the upward and downward direction of the vehicle body frame 21. This allows the lower transverse portion 52 to be supported on the fixed head 211 in order to rotate about the lower intermediate shaft M4.
[0100] The lower transverse portion 52 is connected to a lower portion of the left side portion 53 and a lower portion of the right side portion 54 through the lower left bearings 522 and the lower right bearings 522, respectively. This allows the lower transverse portion 52 to rotate about the lower left axis M5 and the lower right axis M6 relative to the left side portion 53 and the right side portion 54, respectively.
[0101] In this modality, the lower transverse portion 52 is composed of a combination of the two parts. That is, the lower cross portion 52 includes:
[0102] the part 52a2 that supports the lower portion of the right side portion 54 at the right end portion thereof through the lower right bearing 522, in order to rotate about the lower right shaft M6 which is parallel to the upper right shaft M3 and supports the lower portion of the left side portion 53 at the left end portion thereof through the lower left bearing 522, in order to rotate about the lower left axis M5 which is parallel to the upper left axis M2, which is supported on the vehicle body frame 21 in the intermediate portion thereof through the lower intermediate bearing 521, in order to rotate on the lower intermediate shaft which is parallel to the upper intermediate shaft and which is located behind the fixed head 211, and
[0103] the part (the part that is composed of the constituent parts denoted by reference number 52a1 and reference number 52b) that supports the lower portion of the right side portion 54 at the right end portion thereof through the lower right bearing 522, in order to rotate about the lower right shaft M6 which is parallel to the upper right shaft M3 and holds the lower portion of the left side portion 53 on the left end portion thereof through the lower left bearing 522, in order to rotate about the left shaft lower M5 which is parallel to the upper left axis M2 and which is supported on the vehicle body frame 21 in the intermediate portion thereof through the lower intermediate bearing 521, in order to rotate about the lower intermediate shaft which is parallel to the upper intermediate shaft.
[0104] In this way, the upper transverse portion 51 is supported on the fixed head 211 in order to rotate about the upper intermediate shaft M1 which is situated above the left front wheel 31 and the right front wheel 32 in relation to the upward direction and under the vehicle body frame 21. The lower transverse portion 52 is supported on the fixed head 211 in order to rotate about the lower intermediate shaft M4 which is situated above the left front wheel 31 and the right front wheel 32 and is situated below the upper intermediate axis M1 with respect to the up and down direction of the vehicle body frame 21. In this mode, with the vehicle at rest in the vertical state, the upper transverse portion 51 and the lower transverse portion 52 are arranged fully above of the left front wheel 31 and the right front wheel 32 with respect to the up and down direction of the vehicle body frame 21.
[0105] Thus, by being configured in the manner described above, the articulated mechanism 50 can operate within a plane that contains the left side portion 53 and the right side portion 54. It is observed that the articulated mechanism 50 is mounted on the headstock fixed 211. Because of this, even though the steering axle 60 rotates in association with the turning of the handlebars 23, the articulated mechanism 50 is not rotated with respect to the vehicle body frame 21.
[0106] Figure 4 is a sectional view showing an upper portion of the articulated mechanism 50, as seen from one side of the vehicle, with the vehicle at rest in the vertical state. As shown herein, in this embodiment, a lower surface C of the upper transverse portion 51 is situated between an upper surface A of the lower transverse forward portion 52a1 constituting a forward portion of the lower transverse portion 52 and an upper surface B of the lower transverse portion rear 52a2 which constitutes a rear portion of the lower transverse portion 52 with respect to the front and rear direction of the vehicle body frame 21. An upper front intermediate support portion 511FS is provided on the fixed head 211 and this upper front intermediate support portion 511FS supports the upper transverse portion 51 in order to rotate about the upper intermediate shaft M1 through the upper intermediate bearing 511. A lower front intermediate support portion 521FS and a lower front intermediate support portion 521BS are provided on the fixed head 211, and this portion of intermediate support before The lower 521FS and the lower front intermediate bearing portion 521BS support the lower transverse portion 52 in order to rotate about the lower intermediate shaft M4 through the lower intermediate bearings 521.
[0107] Although the articulated mechanism 5 with the vehicle at rest in the vertical state is shown in Figure 4, the positional relationship already described above will be maintained, even if the articulated mechanism 5 is actuated to operate as the vehicle body leans , as will be described later. Specifically, even if the pivot mechanism 5 is actuated to operate, the lower surface C of the upper cross portion 51 is still situated between the upper surface A of the front lower cross portion 52a1 constituting the front portion of the lower cross portion 52 and the upper surface B of the rear lower transverse portion 52a2 which constitutes the rear portion of the lower transverse portion 52 with respect to the front and rear direction of the vehicle frame body 21.
[0108] In other words, the articulated mechanism 5 is provided so that a front end of the upper cross portion 51 and a front end of the lower cross portion 52 are situated at different positions in the direction of the upper right axis M3. SUPPORTS
[0109] As shown in Figure 2, the first bracket 335 is provided in a lower portion of the left side portion 53. The first bracket 335 is connected to the left damper 33. The first bracket 335 is mounted so that it rotates with respect to the left side portion 53. Tie 6 is also mounted on first bracket 335 in order to rotate relative thereto. A pivot axis around which the first support 335 and the left side portion 53 pivot with respect to each other, and a pivot axis around which the first support 335 and the tie rod 6 pivot with respect to each other , are parallel to a direction in which the left side portion 53 extends (the left direction axis N1).
[0110] The second support 336 is provided in a lower portion of the right side portion 54. The second support 336 is connected to the right damper 34. The second support 336 is mounted to pivot relative to the right side portion 54. The tie rod 6 is also mounted on the second bracket 336 in order to rotate relative thereto. A swivel axis, around which the second support 336 and the right side portion 54 rotate relative to each other, and a swivel axis, on which the second support 336 and the tie rod 6 pivot with respect to each other, are parallel to a direction in which the right side portion 54 extends (the right direction axis N2). STEERING AXLE
[0111] The steering axle 60 is supported on the vehicle body frame 21 between the left side portion 53 and the right side portion 54 in the left and right direction of the vehicle body frame 21. An upper end portion of the axle steering shaft 60 is provided above the lower intermediate shaft M4 in the up and down direction of the vehicle body frame 21. The steering shaft 60 can rotate about an intermediate steering shaft Z which extends in the up and down direction of the vehicle body frame 21. The handlebar 23 is provided at the upper end portion of the steering axle 60. The tie rod 6 (an example of a slewing transmission mechanism) transfers a swivel of the steering axle 60 that corresponds to a handlebar operation 23 to the right damper 34 and the left damper 33.
[0112] When steering shaft 60 rotates as handlebar 23 rotates, tie rod 6 moves in the left and right direction of vehicle body frame 21. Then, first bracket 335 rotates about pivot shaft about which first support 335 rotates with respect to left side portion 53 as rod 6 moves. This moves a connecting portion 52b wherein the first bracket 335 connects to the left damper 33 in the left and right direction of the vehicle body frame 21, and the left front wheel 31 rotates about the second pivot axis 312.
[0113] In this way, the first support 335 transfers the rotation of the handlebar 23 to the left front wheel 31. Similarly, the second support 336 transfers the rotation of the handlebar 23 to the right front wheel 32. VEHICLE BODY TILTING
[0114] Figure 5 is a general front view of vehicle 1 whose vehicle body is induced to tilt at an angle T to the left relative to a perpendicular direction from the state shown in Figure 2. When vehicle 1 is induced tilting with respect to the perpendicular direction, the articulated mechanism 5 is actuated to operate.
[0115] As this occurs, the upper transverse portion 51 and the lower transverse portion 52 are translated horizontally in the left and right direction, while the direction in which they extend is kept parallel to the surface of road G. A upper transverse portion 51 and lower transverse portion 52 rotate about upper left axis M2 and lower left axis M5, respectively, relative to left lateral portion 53. Additionally, upper transverse portion 51 and lower transverse portion 52 also rotate about the upper right axle M3 and the lower right axle M6, respectively, with respect to the right lateral portion 54.
[0116] Thus, when the vehicle is viewed from the front, with the vehicle at rest in the vertical state, the upper transverse portion 51, the lower transverse portion 52, the left side portion 53, the right side portion 54 form a rectangle, and when the vehicle is induced to lean, the articulated mechanism 5 operates so that the rectangle changes to a parallelogram as the vehicle is induced to lean further.
[0117] In the following description, an area in which the upper transverse portion 51, the lower transverse portion 52, the left side portion 53 and the right side portion 54 move when the articulated mechanism 5 is actuated to operate may be referred to as a movable range of the articulated mechanism 5 from time to time.
[0118] In this embodiment, the pivot mechanism 50 operates so that a left end of the upper transverse portion 51 moves horizontally to the left farther than a left end of the lower transverse portion 52. When the pivot mechanism 50 operates in this manner, the left damper 33 and right damper 34 tilt relative to the perpendicular direction. When vehicle 1 leans to the left relative to the perpendicular direction in the manner described above, the state of vehicle 1 changes from the state shown in Figure 2 to the state shown in Figure 5.
[0119] Vehicle 1, according to this mode, can be rotated by making the vehicle body lean in the left and right direction, while vehicle 1 is running. Additionally, the directions of the left front wheel 31 and right front wheel 32 can also be changed by operating the handlebar 23. RIGIDITY OF CROSS PORTIONS AND METHOD TO MEASURE IT
[0120] In the following, the stiffness of the upper transverse portion 51 and the lower transverse portion 52 will be described. In the following description, the stiffness of the upper cross-section 51 and the lower cross-section 52 (later in this document, when both cross-sections do not have to be discriminated against each other, the upper cross-section 51 and the lower cross-section 52 will be mentioned. simply as a transverse portion) refers to the difficulty in deflecting the transverse portions have when a force is exerted on the transverse portions.
[0121] Left front wheel 31 and right front wheel 32 of vehicle 1 are supported independently of each other. Because of this, there are situations where forces that are different in magnitude are exerted on the left front wheel 31 and the right front wheel 32 at different times. For example, when the brakes are applied or vehicle 1 travels over irregularities or undulations on the road surface, an external force is transferred to the articulated mechanism 5. As this occurs, there are situations where forces that are different in magnitude or direction are exerted on the upper transverse portion or the lower transverse portion. Additionally, there are situations where forces are exerted on the upper transverse portion of the lower transverse portion at different times. Additionally, as this occurs, there are situations where the upper transverse portion or the lower transverse portion is twisted. To address these situations, the right side portion 54, the left side portion 53, the upper cross-section 51 and the lower cross-section 52 of the vehicle 1 of this modality each have high rigidity to maintain smooth operation of the articulated mechanism 5.
[0122] The right side portion 54, the left side portion 53, the upper transverse portion 51 and the lower transverse portion 52 that make up the articulated mechanism 5 are each formed highly rigid to optimize function to smoothly rotate and function to transfer loads. This eventually enlarges the external shapes of the right lateral portion 54, the left lateral portion 53, the upper transverse portion 51 and the lower transverse portion 52. Additionally, this results in the enlargement of the articulated mechanism 5 which is composed of those portions which are then enlarged. Additionally, the movable range of the articulated mechanism 5 is also further expanded. The vehicle, which includes the tiltable vehicle body frame 21 and the two front wheels 31, 32, includes on the periphery of the steering axle 60 the large articulated mechanism 5 which moves as the vehicle body frame 21 leans over. Because of this, in the vehicle which includes the tiltable vehicle body frame 21 and the two front wheels 31, 32, integrated components need to be provided so that the integrated components do not interfere with the movable range of the articulated mechanism 5. This requires optimizing the degree of freedom in the design of the articulated mechanism 5 on the vehicle 1 which includes the tiltable vehicle body frame 21 and the two front wheels 31, 32.
[0123] First, the inventor of this patent application has analyzed in detail the function of the articulated mechanism 5. The articulated mechanism 5 has the function of enabling the right lateral portion 54 or the left lateral portion 53 to rotate smoothly in relation to the transverse portion the upper 51 and the lower transverse portion 52 and the function of enabling the upper transverse portion 51 and the lower transverse portion 52 to rotate smoothly relative to the vehicle body frame 21. Additionally, the articulated mechanism 5 has the function to transfer generated loads by the right side portion 54 or by the left side portion 53 to the vehicle body frame 21.
[0124] This analysis found that the upper transverse portion 51 and the lower transverse portion 52 are twisted by the loads generated by the articulated mechanism 5. The analysis found that the twist of the upper transverse portion 51 occurs along an upper central axis 51C (with reference to Figure 6) passing through a center of the upper right bearing 512 of the upper beam 51 with respect to the direction of the upper right shaft M3 and a center of the upper left bearing 512 of the upper beam 51 with respect to the direction of the upper left shaft M2 . The analysis also found that the twisting of the lower transverse portion 52 occurs along a lower central axis 52C (with reference to Figure 7) which passes through a center between the upper right bearings 522 of the lower cross member 52 in relation to the axis direction. lower right M6 and a center between the lower left bearings 522 of the lower cross member 52 with respect to the direction of the lower left axis M5.
[0125] Therefore, several transverse portions that are different in torsional stiffness about the upper central axis 51C and in torsional stiffness about the lower central axis 52C have been studied. The results of the study found that even with the torsional rigidity of the upper transverse portion 51, which includes the part piece that is supported on the side portions on the right end portion and on the left end portion thereof and which is supported on the frame of vehicle body in the intermediate portion thereof, is made to differ from the torsional rigidity of the lower transverse portion 52, which includes the part piece that is supported on the side portions in the right end portion and in the left end portion thereof and which is supported on the vehicle body frame in the intermediate portion thereof, in the event that the torsional rigidity of the lower transverse portion 52, which includes the part piece which is supported on the side portions in the right end portion and in the portion. of the left end thereof and which is supported on the vehicle body frame in the intermediate portion thereof, is made greater than the torsional stiffness of the transverse portion. r upper side 51, which includes the part piece which is supported on the side portions at the right end portion and the left end portion thereof and which is supported on the vehicle body frame at the intermediate portion thereof, the smooth operation of the mechanism articulated is easy to maintain. This is considered to be attributed to the fact that a difference between a distance between an axle of the direct front wheel 32 and the upper right bearing 512, which lies between the upper transverse portion 51 and the right side portion 54, and a distance between the axle of the direct front wheel 32 and the lower right bearings 522, which lie between the lower transverse portion 52 and the right lateral portion 54, differs by a difference between a distance between an axle of the left front wheel 31 and the bearing upper left 512, which lies between the upper transverse portion 51 and the left side portion 53, and a distance between the axis of the left front wheel 31 and the lower left bearings 522, which lie between the lower transverse portion 52 and the portion. left side 53. The distance between the axle of the direct front wheel 32 and the lower right bearings 521, which lie between the lower transverse portion 51 and the right side portion 54, is shorter. is the distance between the axis of the direct front wheel 32 and the upper right bearing 512, which is between the upper transverse portion 51 and the right lateral portion 54. The distance between the axis of the left front wheel 31 and the left bearings bottoms 522, which lie between the lower transverse portion 52 and the left side portion 53, is shorter than the distance between the axle of the left front wheel 31 and the upper left bearing 512, which lies between the upper transverse portion 51 and the left lateral portion 53. These facts are considered to affect the smooth operation of the articulated mechanism 5.
[0126] According to the vehicle of this modality, the torsional rigidity of the lower transverse portion 52, which includes the part piece that is supported on the side portions on the right end portion and on the left end portion thereof and which is supported in the vehicle body frame in the intermediate portion thereof, it is made greater than the torsional rigidity of the upper transverse portion 51, which includes the part piece that is supported on the side portions in the right end portion and in the left end portion thereof and which is supported on the vehicle body frame in the intermediate portion thereof. Therefore, the smooth operation of the articulated mechanism 5 is easy to maintain. Furthermore, the upper transverse portion 51 and the lower transverse portion 52 are each made to include the part piece which is supported on the side portions 53, 54 on the right end portion and on the left end portion thereof and which is supported on the fixed head 211 in the intermediate portion thereof, and the torsional stiffness of the upper transverse portion 51 is made to differ from the torsional stiffness of the lower transverse portion 52. Therefore, it is possible to optimize the degree of freedom in the design of the mechanism articulated 5.
[0127] The rigidity of the transverse portions of the articulated mechanism 5 includes a stiffness component that is assigned to the shape, thickness, material, and the like, of the transverse portion itself and a stiffness component that is assigned to the type, size, and the like, of the upper intermediate bearing 511 or the lower intermediate bearings 521. It is then possible to know the stiffness of the cross portions based on the displacement of the cross portions that are measured, as will be described below. It is shown that the smaller the displacement, the greater the rigidity.
[0128] Figure 6 shows schematic drawings that show how to measure the stiffness of the upper cross portion 51 with the lower cross portion 52 removed. (a) in Figure 6 is a perspective view of an upper portion of the pivot mechanism 5, and (b) in Figure 6 is a plan view of the upper portion of the pivot mechanism 5. Figure 7 shows schematic drawings showing how to measure the stiffness of the lower cross portion 52 with the upper cross portion removed. (a) in Figure 7 is a perspective view of the upper portion of the pivot mechanism 5, and (b) in Figure 7 is a plan view of the upper portion of the pivot mechanism 5.
[0129] As shown in (a) in Figure 6, the lower transverse portion 52 is removed from the fixed head 211. In this state, the upper intermediate bearing 511, the upper left bearing 512 and the upper right bearing 512 are kept assembled in the upper transverse portion 51.
[0130] An upper right displacement X1 of the upper transverse portion 51 is measured, which results when a backward test force F1 in the direction of the lower right axis M6 is exerted on the lower front direct bearing portion 522FS, in such a state that the lower transverse portion 52 is removed, which includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof, while the upper transverse portion 51 is maintained assembled, which includes the part piece which is supported on the right end portion and the left end portion thereof and which is supported on the intermediate portion thereof. In the same state, an upper left displacement X2 of the upper transverse portion 51 is measured, which results when a force that is equal in magnitude and direction (a direction backwards in the direction of the lower left axis M5) to the test force F1 is exerted. over the upper left support portions 522FS.
[0131] When the backward test force F1 in the direction of the lower right axis M6 is exerted on the lower front direct bearing portion 522FS, as described above, the upper transverse portion 51 is twisted around the upper central axis 51C . Then, as shown in (b) in Figure 6, as seen from above in the up and down direction of the vehicle body frame 21, a leading edge of an upper surface of the upper transverse portion 51 moves to the front in the front and rear direction of the vehicle body frame 21. This forward movement of the leading edge of the upper surface at the right end portion of the upper transverse portion 51 in the front and rear direction of the vehicle body frame 21 is measured as the upper right offset X1. Similarly, when the backward force in the direction of the lower left axis M5, which is equal in magnitude to the test force F1, is exerted on the lower left front bearing portion 522FS, the upper transverse portion 51 is twisted about the upper central axis. 51C. Then, as seen from above in the up and down direction of the vehicle body frame 21, the leading edge of the upper surface of the upper cross portion 51 moves forward in the front and rear direction of the body frame. of vehicle body 21. This forward movement of the leading edge of the upper surface in the left end portion of the upper transverse portion 51, in the front and rear direction of the vehicle body frame 21, is measured as an upper left displacement X2.
[0132] Then, as shown in Figure 7, the upper transverse portion 51 is removed from the fixed head 211. The lower intermediate bearings 521, the lower left bearings 522 and the lower right bearings 522 are kept mounted in the lower transverse portion 52. A lower right displacement X3 of the lower transverse portion 52 is measured, which results when a force that is equal in magnitude and direction (backward in the direction of the upper right axis M3) to the test force F1 is exerted on the portion of upper front right support 512FS, in such a state that the upper transverse portion 51 is removed, which includes the part piece which is supported on the right end portion and on the left end portion thereof and which is supported on the intermediate portion thereof , while the lower transverse portion 52 is kept assembled, which includes the part piece that is supported on the right end portion and on the left end portion. left of the same and that is supported in the middle portion of the same. In the same state, a lower left displacement X4 of the lower transverse portion 52 is measured, which results when a force that is equal in magnitude and direction (backward in the direction of the upper left axis M2) to the test force F1 is exerted on the upper left support portions 512FS.
[0133] When a force that is equal in magnitude and direction to the test force F1 is exerted on the upper right front bearing portion 512FS, as described above, the lower transverse portion 52 is twisted about the lower central axis 52C. Then, as shown in (b) in Figure 7, as seen from above in the up and down direction of the vehicle body frame 21, a leading edge of a lower surface of the lower transverse portion 52 moves to the front in the front and rear direction of the vehicle body frame 21. This forward movement of the front edge of the lower surface at the right end portion of the lower transverse portion 52 in the front and rear direction of the vehicle body frame 21 is measured as the lower right offset X3.
[0134] Similarly, when a force that is equal in magnitude and direction to the test force F1 is exerted on the upper left front bearing portion 512FS, the lower transverse portion 52 is twisted about the lower center axis 52C. Then, as seen from above in the up and down direction of the vehicle body frame 21, the leading edge of the lower surface of the lower transverse portion 52 moves forward in the front and rear direction of the body frame. of vehicle body 21. This forward movement of the leading edge of the lower surface in the left end portion of the lower transverse portion 52 in the front and rear direction of the vehicle body frame 21 is measured as a lower left displacement X4.
[0135] The test force is exerted only on the left end portion or the right end portion of the upper transverse portion 51 and the lower transverse portion 52 as any one of the lower front direct bearing portion 522FS and the bearing portion lower front left 522FS or any one of the upper front right support portion 512FS and the upper left front support portion 512FS. Thereby, a force that is exerted on the upper transverse portion 51 and the lower transverse portion 52 when the brakes are applied or the vehicle travels over irregularities or undulations on the road surface is simulated.
[0136] When the upper right displacement X1, the upper left displacement X2, the lower right displacement X3 and the lower left displacement X4 are measured as described above, on vehicle 1 of this mode, the upper right displacement X1 and the upper left displacement X2 of the upper transverse portion 51 are equal to each other, and the lower right displacement X3 and the lower left displacement X4 of the lower transverse portion 52 are equal to each other. The upper right offset X1 of the upper cross portion 51 is greater than the lower right offset X3 of the lower cross portion 52. The upper left offset X2 of the upper cross portion 51 is greater than the lower left offset X4 of the lower cross portion 52. Additionally, a shape of the upper transverse portion 51 is smaller than a shape of the lower transverse portion 52. Additionally, a volume of the upper transverse portion 51 is less than a volume of the lower transverse portion 52.
[0137] In vehicle 1 of this modality, a thickness in a front and a rear direction and a thickness in an up and down direction of the upper transverse portion 51 are equal to the corresponding thicknesses of the lower front transverse portion 52a1 and the lower rear transverse portion 52a2 that make up the lower transverse portion 52, and the same bearing is adopted for the upper intermediate bearing 511 and the lower intermediate bearings 521.
[0138] Additionally, the upper transverse portion 51 does not have a member corresponding to the connecting portion 52b of the lower transverse portion 52. Additionally, the upper intermediate bearing 511 disposed only in front of the fixed head 211. In contrast to this, the bearings lower intermediates 521 are provided on both a front and a rear side of the fixed head 211. Since the lower transverse portion 52 is supported by the lower intermediate bearings 521 at two locations in the front and rear direction, the offsets X1, X2 can be greater by two times that offsets X3, X4, respectively.
[0139] Furthermore, by adopting any of the following configurations (1) to (3), the displacements X1, X2 of the upper transverse portion 51 become greater than the displacements X3, X4 of the lower transverse portion 52. (1 ) The upper transverse portion 51 is made larger than the front lower transverse portion 52a1 which constitutes the front portion of the lower transverse portion. (2) The upper intermediate bearing 511 of the upper transverse portion 51 is made larger than the lower intermediate bearings 521 of the lower transverse portion 52. (3) The upper intermediate bearing 511 of the upper transverse portion 51 is composed of a plurality of bearings.
[0140] In the above description, the test force backwards F1 is exerted on the lower front direct support portion 522FS, the lower front left support portion 522FS, the upper front right support portion 512FS and the left support portion front top 512FS. However, a forward testing force F1 can be exerted on the lower front right bearing portion 522FS, the lower front left bearing portion 522FS, the upper front right bearing portion 512FS and the upper front left bearing portion 512FS. In the event that test forces acting in opposite directions to the front and rear direction are exerted on the upper transverse portion 51 and the lower transverse portion 52, the aforementioned longitudinal loads are exerted on the transverse portions when the brakes are applied or the vehicle travels over irregularities on the road surface can be simulated. FUNCTIONS AND ADVANTAGES
[0141] According to the vehicle of this modality, the movable band of the articulated mechanism 5 can be changed from a simple shape such as a rectangular parallelepiped to an irregular shape, by manufacturing the shape of the upper transverse portion 51, which includes the part piece which supports the right side portion 54 and the left side portion 53 and which is supported on the vehicle body frame 21, different from the shape of the lower transverse portion 52 which includes the part piece which supports the right side portion 54 and the left side portion 53 and which is supported on the vehicle body frame 21. This can optimize the degree of freedom in the periphery design of the steering axle 60. As a consequence of this, even if several integrated components that differ in size and the articulated mechanism 5 are arranged on the periphery of the steering axle 60, it is possible to restrict the expansion of the periphery of the steering axle 60. Furthermore, although the ratio of designations of f load transfer joints that are allocated between the upper transverse portion 51, which includes the part piece, and the lower transverse portion 52, which includes the part piece, is changed by making the shape of the upper transverse portion 51 different. of the shape of the lower cross portion 52, it is easy to maintain the smooth operation of the articulated mechanism 5.
[0142] Consequently, in the vehicle which includes the tiltable vehicle body frame 21 and the two front wheels 31, 32, it is possible to restrict the enlargement in size of the construction on the periphery of the steering axle 60 which lies above the two front wheels 31, 32, while maintaining the function of the articulated mechanism 5.
[0143] Specifically, the upper transverse portion 51 is composed of the member in a single plate format, and as shown in Figure 4, no member of the articulating mechanism 5 is provided in an upper rear portion of the articulating mechanism 5. This enables a portion of the space in which the articulated mechanism 5 operates (the movable range of the articulated mechanism) is smaller than the movable range of the articulated mechanism of Patent Document 1. Then, the vehicle body frame or accessories can be arranged in the space in the space defined in the upper rear portion of the articulated mechanism 5. Alternatively, the front cover 221 can be designed to be simply smaller in size by an area corresponding to the upper rear space, thus to optimize the external design of the same. Here, accessories include a hydraulic unit of an ABS (Antilock Brake System), front lamp, horn, arrow signs, radiator, battery, anti-theft device, brake hose, brake cable, brake hose clamps and brake cable , body coverage, several meters, and the like.
[0144] Therefore, a member of the vehicle body frame is designed to be large or an additional member is arranged in the space defined in the upper rear portion of the articulated mechanism 5 in the space defined in the front portion of the vehicle, so that it is possible to optimize the rigidity of the vehicle. Alternatively, the rear headspace can make use of space in which indicators such as a speedometer and accessories such as lamps and a main switch are arranged or storage space. In this way, the positions in which equipment is placed in the front portion of the vehicle can be freely projected. Additionally, it is also possible to improve the external design.
[0145] Additionally, to express the configuration described above in a different way, according to the modality, the lower cross portion 52 is composed of the lower front cross part 52a1 and the lower rear cross part 52a2 which are arranged in order to retain the fixed head 211 therebetween, and the upper transverse portion 51 is composed of the member in single plate shape. Then, the shape of the lower transverse portion 52 is made larger than the shape of the upper transverse portion 51. That is, the lower transverse portion 52 is formed large making use of the space on the periphery of the lower portion of the articulated mechanism 5, and the stiffness of the lower cross portion 52 is made greater than the stiffness of the upper cross portion 51.
[0146] Thus, in this modality, the rigidity of the articulated mechanism 5 is made unbalanced between the upper portion and the lower portion of the articulated mechanism 5. Since the lower transverse portion 52 supports most of the rigidity that is required on the articulating mechanism 5, compared to the design concept of equally sharing the rigidity required on the articulating mechanism 5 between the upper portion and the lower portion of the articulating mechanism 5, the upper transverse portion 51 can be formed smaller in shape than the portion. lower transverse 52 by forming the upper transverse portion 51 of the single plate-shaped portion. This allows the upper portion of the articulated mechanism 5 to be formed small and therefore the space defined on the periphery of the upper portion of the articulated mechanism 5 can easily make use of the space in which the vehicle body frame and accessories are arranged. Alternatively, one can easily make use of the space to optimize the vehicle's external design.
[0147] In particular, the indicators and the vehicle body frame are compactly arranged behind the fixed head 211 in many cases. In that regard, this embodiment, in which no upper cross-section member 51 is provided over the fixed head 211, is preferred as use of the space can be made for other applications. For example, the front frame 212 can be connected directly to the fixed head 211 without interposing a support member, or the like, between them, thus making it possible to optimize the rigidity of the front frame 212 and the fixed head 211.
[0148] Additionally, the upper transverse portion 51, the lower transverse portion 52, the left side portion 53 and the right side portion 54 of the articulated mechanism 5 are pivotally supported by the bearings. This optimizes the rigidity of the articulated mechanism 5.
[0149] In the vehicle according to the modality, the upper right displacement X1 of the upper transverse portion 51 is greater than the lower right displacement X3 of the lower transverse portion 52, and the upper left displacement X2 of the upper transverse portion 51 is greater than than the lower left offset X4 of the lower cross portion 52. Additionally, the shape of the upper cross portion 51 is smaller than the shape of the lower cross portion 52.
[0150] According to the vehicle of this modality, the shape of the upper transverse portion 51, which includes the part piece that supports the right side portion 54 and the left side portion 53 and which is supported on the vehicle body frame 21, it is easy to be made smaller than the shape of the lower transverse portion 52 that includes the part piece that supports the right side portion 54 and the left side portion 53 and that is supported in the vehicle body frame 21. In other words, by easily changing the shape, the articulated mechanism optimizes the degree of freedom in the articulated mechanism design. Additionally, this enables the movable band of the articulated mechanism 5 to be changed from a simple shape like a rectangular parallelepiped to a shape where an upper portion is small. This can optimize the degree of freedom in the design of an upper peripheral portion of the steering shaft 60. The designation ratio of the load transfer function allocated to the upper transverse portion 51, of which the shape is made smaller, is reduced, while that the ratio of assignment of the load transfer function to the lower transverse portion 52, of which the shape is made larger, is increased and therefore the balance between stiffness and shape is easy to be controlled. This can optimize the degree of freedom in the design of the upper peripheral portion of the steering shaft 60. As a consequence, even if several integrated components having different sizes and the articulating mechanism 5 are arranged on the periphery of the steering shaft 60, it is possible to restrict the enlargement in size of the periphery of the steering axle 60. Consequently, in the vehicle that includes the tiltable vehicle body frame and the two front wheels, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining a function of the articulated mechanism. Additionally, in the vehicle which includes the tiltable vehicle body frame 21 and the two front wheels 31, 32, it is possible to restrict the enlargement in size of the peripheral construction of the steering axle 60 which is situated above the two front wheels 31, 32, while maintaining the function of the articulated mechanism 5.
[0151] When mentioned herein, the shape of the upper cross portion 51 refers to a shape that is defined by the external shape of the upper cross portion 51, and the shape of the lower cross portion 52 refers to a shape that is defined by outer shape of the lower transverse portion 52. The outer shape of the upper transverse portion 51 refers to an outer edge of an area that is defined by a surface of the upper transverse portion 51 that makes up a movable band of the upper transverse portion 51 when the hinge mechanism 5 operates. The outer shape of the lower transverse portion 52 refers to an outer edge of an area that is defined by a surface of the lower transverse portion 52 that makes up a movable band of the lower transverse portion 52 when the pivot mechanism 5 operates.
[0152] For example, the surfaces that define the contours of the right and left end portions of the upper transverse portion 51, when viewed in the direction of the upper intermediate axis M1 compose the left and right surfaces of the movable band of the upper transverse portion 51. Due thereafter, the surfaces defining the contours of the right and left end portions of the upper cross portion 51, when viewed in the direction of the upper intermediate axis M1, affect the shape of the upper cross portion 51. In contrast, the wall portions that define through holes that are provided in the upper transverse portion 51 to arrange the upper intermediate bearing 511, the upper right bearing 512 and the upper left bearing 512, are not surfaces that make up the movable band of the upper transverse portion. Thereby, the wall portions defining the through holes do not affect the shape of the upper transverse portion 51. In addition to these wall portions, the recessed portion surfaces which are provided simply for the purpose of reducing the weight of the upper transverse portion 51 and which do not affect the movable band of the upper transverse portion 51, do not affect the shape of the upper transverse portion 51. MODIFIED EXAMPLE
[0153] Thus, although the invention has so far been described using the embodiment thereof, the technical scope of the invention is not limited by the scope that is defined descriptively in the embodiment. It is obvious to those skilled in the art, to which the invention belongs, that various changes or improvements can be made to the modality.
[0154] For example, the shape of the upper cross portion 51 can be made different from the shape of the lower cross portion 52, as long as the offset X1 is equal to the offset X2, the offset X3 is equal to the offset X4, the offset X1 is greater than offset X3 and offset X2 is greater than offset X4. Therefore, the volume of the upper transverse portion 51 may be equal to or different from the volume of the lower transverse portion 52, as long as the displacement X1 is equal to the displacement X2, the displacement X3 is equal to the displacement X4, the displacement X1 is greater than the offset X3 and offset X2 is greater than offset X4. Alternatively, the weight of the upper transverse portion 51 may be equal to or different from the weight of the lower transverse portion 52, as long as the displacement X1 is equal to the displacement X2, the displacement X3 is equal to the displacement X4, the displacement X1 is different from the displacement X3 , the offset X2 is different from the offset X4 and the shape of the upper cross portion 51 is different from the shape of the lower cross portion 52. Alternatively, the material of the upper cross portion 51 may be the same as or different from the material of the lower cross portion 52, provided that offset X1 is equal to offset X2, offset X3 is equal to offset X4, offset X1 is different from offset X3, offset X2 is different from offset X4, and the shape of the upper transverse portion 51 is different from the shape of the portion lower cross-section 52.
[0155] For example, in the modality described above, it is described as an example formed of the same material and having different shapes, so that the displacement X1 is greater than the displacement X3 and the displacement X2 is greater than the displacement X4. However, the approach to producing the X1 offset greater than the X3 offset and the X2 offset greater than the X4 offset is not limited to that described in the modality. For example, the lower transverse portion 52 may be formed of a material that has a Young's modulus that is greater than that of the material of the upper transverse portion 51. By means of this approach, it is also easy for the transverse portion displacements X1, X2 top 51 are greater than the offsets X3, X4 of the bottom cross portion 52. This can optimize the degree of freedom in the periphery design of the steering axis 60.
[0156] Furthermore, in the embodiment described above, plate members having the same shape are described as the upper transverse portion 51 is composed of one plate member and the lower transverse portion 52 is composed of the two plate members . However, the approach to providing the different shapes for the lower and upper transverse portions is not limited thereto. For example, a configuration can be adopted, in which the upper cross-section 51 is composed of a plate member and the lower cross-section 52 is composed of a member having an I-shaped cross section (dirty cross-sectional area is equal that of the board member). By adopting this configuration, the offsets X1, X2 of the upper cross portion 51 can be made larger than the offsets X3, X4 of the lower cross portion 52.
[0157] In addition to this, as the approach to providing the different shapes for the upper cross portion 51 and the lower cross portion 52, it is possible to adopt a means to provide different cross-sectional areas or cross-sectional shapes for the lower and upper cross portions or a means of providing or not providing a reinforcing rib to optimize stiffness thereof. By adopting this setting, the X1 offset can be made larger than the X3 offset, and the X2 offset can be made larger than the X4 offset. It is noted that, when mentioned in this document, the description that the shapes of the upper cross section and the lower cross part differ means that a difference in shape that does not greatly affect the stiffness of the cross sections is not included in the difference in shape that is mentioned above. The materials, weights or volumes of the upper cross portion and the lower cross portion may differ as long as the shape of the upper cross portion differs from the shape of the lower cross portion.
[0158] In this invention, the upper transverse portion and the lower transverse portion can be formed of the same material and have different shapes. By forming one of the upper transverse portion and the lower transverse portion so that it has a larger shape than the other, in order to ensure the rigidity of one, it is easy to optimize the degree of freedom in the design of the articulated mechanism.
[0159] In the vehicle according to the invention, the shape of the upper transverse portion may be the same or different from the shape of the lower transverse portion. The material of the upper transverse portion may be the same as or different from the material of the lower transverse portion. The volume of the upper transverse portion may be the same as or different from the volume of the lower transverse portion. Alternatively, in the upper and lower cross sections, the shapes may be the same, while the materials and volumes are different, the materials may be the same, while the shapes and volumes are different, or the volumes may be the same, while the shapes and materials are different. In this way, different combinations can be adopted. The upper transverse portion and the lower transverse portion should be different in at least one of the shape, material and volume, so that the displacement X1 and displacement X2 are equal, displacement X3 and displacement X4 are equal, the offset X1 is greater than offset X3, and offset X2 is greater than offset X4. According to the vehicle of the invention, it is possible to optimize both the degree of freedom in the design of the articulated mechanism and the degree of freedom in the design of the peripheral space of the articulated mechanism. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0160] For example, with the use of a material that has greater rigidity than that of the material used for the transverse portion that has the smallest displacement to the transverse portion that has the largest displacement, the shape of the transverse portion that has the displacement larger can be made smaller in size to further optimize the degree of freedom in designing the peripheral space of the transverse portion that has the larger displacement. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0161] In the embodiment described above, as an example where the stiffness of the upper transverse portion 51 is made to differ from that of the lower transverse portion 52, the stiffness of the lower transverse portion 52 is adjusted to be greater than the stiffness of the portion upper transverse 51. Although the rear upper space of the articulating mechanism 5 is described as being used for other applications including the application where the fittings are spaced by adjusting the stiffness of the lower transverse portion in this way, the invention is not limited at the same. For example, a configuration can be adopted in which an upper front space of the articulated mechanism 5 can be used for other applications by providing a single upper transverse portion 51 behind the fixed head 211. This restricts the expansion in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0162] In addition, a configuration can be adopted in which the articulated mechanism 5 is built upside down compared to the construction described in the modality. In other words, a configuration can be adopted in which an upper transverse portion 51 has two transverse portions, i.e. an upper front transverse portion and an upper rear transverse portion which are provided in order to retain the fixed head 211 from the front and rear between them, while a single lower transverse portion 52 is provided just before or behind the fixed head 211. As this occurs, a lower forward portion or a lower rear portion of the pivot mechanism 5 can be used for other applications . This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0163] Additionally, in the embodiment described above, although the articulated mechanism 5 is described as including the upper transverse portion 51 and the lower transverse portion 52, the invention is not limited thereto. For example, depending on the articulated mechanism, an articulated mechanism that is configured to have three or more transverse portions may be adopted, such as an articulated mechanism that includes an upper transverse portion, a lower transverse portion and an intermediate transverse portion that is provided between the upper cross portion and the lower cross portion.
[0164] Furthermore, in the embodiment described above, although the upper transverse portion 51 and the lower transverse portion 52 are described as being mounted on the fixed head 211 which pivotally supports the steering shaft 60, the invention is not limited to same. For example, the upper transverse portion 51 and the lower transverse portion 52 may be mounted at a location that extends up and forward from the front frame 212 or a member that is mounted on the front frame 212, in order to extend up and forward.
[0165] Additionally, although the front lower transverse portion 52a1 and the rear lower transverse portion 52a2 that are provided at the front and rear of the lower transverse portion 52 are described as being individually connected to the left side portion 53 and the right side portion 54 through the lower left bearings 522 and lower right bearings 522, the invention is not limited thereto. Only one of the front lower cross portion 52a1 and the rear lower cross portion 52a2 can be connected to the left side portion 53 and the right side portion 54. However, the front lower cross portion 52a1 and the rear lower cross portion 52a2 are provided. at the front and rear of the lower transverse portion 52 are preferably individually connected to the left side portion 53 and the right side portion 54, thus making it easy to optimize the rigidity of the lower transverse portion 52. By adopting this configuration, it is It is possible to optimize both the degree of freedom in the design of the articulated mechanism and the degree of freedom in the design of the peripheral space of the articulated mechanism. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0166] In the modality described above, as shown in Figure 4, the lower transverse portion 52 includes the front lower transverse 52a1 and the rear lower transverse 52a2 which are respectively connected to the front and rear of the fixed head 211, of such a way to retain the fixed head 211 therebetween in the front and rear direction of the vehicle body frame 21. Additionally, the upper transverse portion 51 is provided only in front of the fixed head 211 with respect to the front and rear direction of the vehicle body frame. vehicle body 21. By adopting this configuration, it is possible to optimize both the degree of freedom in the design of the articulated mechanism and the degree of freedom in the design of the peripheral space of the articulated mechanism. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size. However, the invention is not limited thereto.
[0167] For example, as shown in Figure 8, a configuration can be adopted in which an upper cross portion 51A includes an upper front cross part 51A1 and an upper rear cross part 51A2 which are individually connected to a fixed head 211 in such a way to retain the fixed head 211 therebetween in a forward and a rear direction of a vehicle body frame 21.
[0168] An upper front middle bearing portion 511FS and an upper rear middle bearing 511BS are provided over the fixed head 211 to support the upper cross portion 51 to rotate about the upper intermediate shaft M1 through upper intermediate bearings 511.
[0169] A lower front intermediate support portion 521FS and a lower front intermediate support portion 521BS are provided on the fixed head 211, and this lower front intermediate support portion 521FS and this lower front intermediate support portion 521BS support the transverse portion 52 in order to rotate about the lower intermediate shaft M4 through the lower intermediate bearings 521.
[0170] Although not shown, in the embodiment shown in Figure 8, an upper right front support portion 512FS is provided in a right side portion 54 to support the upper transverse portion 51 to pivot about an upper right axis M3 through a upper right bearing 512. A lower front direct bearing portion 522FS is provided on the right side portion 54 to support the lower transverse portion 51 to pivot about a lower right shaft M6 through a lower right bearing 522.
[0171] An upper left front bearing portion 512FS is provided over a left side portion 53 to support the upper transverse portion 51 to pivot about an upper left shaft M2 through an upper left bearing 512. A left front bearing portion The lower 522FS is provided over the left side portion 53 to support the lower transverse portion 51 to pivot about a lower left shaft M5 through a lower left bearing 522.
[0172] An upper right rear support portion 512BS is provided over the right side portion 54 to support the upper cross portion 51 to pivot about the upper right shaft M3 through an upper right bearing 512. A right rear support portion The lower 522BS is provided over the right side portion 54 to support the lower transverse portion 51 to pivot about the lower right shaft M6 through a lower right bearing 522.
[0173] An upper left rear bearing portion 512BS is provided over the left side portion 53 to support the upper transverse portion 51 to pivot about the upper left shaft M2 through an upper left bearing 512. A left rear bearing portion The lower 522BS is provided over the left side portion 53 to support the lower transverse portion 51 to rotate about the lower left shaft M5 through a lower left bearing 522.
[0174] As this occurs, the front top cross section 51A1 is adjusted to be larger than the rear top cross section 51A2. By adopting this configuration, compared to a case where the upper front cross part 51A1 is formed substantially as large as the upper rear cross part 51A2, it is possible to optimize the degree of freedom in the design of the location where a front frame 212 is connected to the fixed head 211. By adopting this configuration, it is possible to optimize both the degree of freedom in the design of the articulated mechanism and the degree of freedom in the design of the peripheral space of the articulated mechanism. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size. Also in the configuration shown in Figure 8, it is set so that an upper right offset X1 and an upper left offset X2 are equal to each other, a lower right offset X3 and a lower left offset X4 are equal to each other, the right offset top X1 is greater than the lower right offset X3 and the upper left offset X2 is greater than the lower left offset X4.
[0175] In the embodiment shown in Figure 8, an upper cross-sectional shape 51A is smaller than a lower cross-sectional shape 52A.
[0176] In the vehicle shown in Figure 8, the vehicle body frame 21 includes the fixed headstock 211 that supports the upper cross portion 51A and the lower cross portion 52A in order to rotate. A shape of the upper front cross part 51A1 which lies ahead of the fixed head 211 and a shape of the upper rear upper cross part 51A2 which lies behind the fixed head 211 with respect to the direction of the upper right axis M3 are different from each other. Specifically, the shape of the upper front cross-section 51A1 is larger than that of the upper-rear cross-section 51A2.
[0177] According to the vehicle of the invention which includes the vehicle body frame 21 that can tilt and the two front wheels 31, 32, the shape of the front portion of the upper transverse portion 51 which lies ahead of the support portion The linkage is made to differ from the shape of the rear portion of the upper transverse portion 51 which lies behind the linkage support portion and therefore it is possible to optimize the degree of freedom in the design of the articulated mechanism. Additionally, this enables the movable range of the articulated mechanism 5 to be changed from a simple shape like a rectangular parallelepiped to a shape where an upper rear portion is smaller than other areas. This can optimize the degree of freedom in the design of the rear peripheral space of the upper transverse portion 51. As a consequence, even if several integral parts having different sizes and the articulated mechanism 5 are arranged on the periphery of the steering axle 60, it is possible to restrict additionally, the enlargement of the periphery of the steering axle 60. By adopting this configuration, it is possible to optimize both the degree of freedom in the design of the articulated mechanism and the degree of freedom in the design of the peripheral space of the articulated mechanism. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0178] In the vehicle according to the embodiment, the vehicle body frame 21 includes the fixed head 211 which pivotally supports the upper transverse portion 51 and the lower transverse portion 52. A shape of a lower front transverse portion 52a1 which is situated in front of the fixed head 211 and a shape of a lower rear transverse portion 52a2 which lies behind the fixed head 211 with respect to the direction of the lower right axis M6 are different from each other. Specifically, the front lower cross part 52a1 is larger than the rear lower cross part 52a2.
[0179] According to the vehicle of the invention which includes the vehicle body frame 21 that can tilt and the two front wheels 31, 32, the shape of the front portion of the lower transverse portion 52 which lies ahead of the support portion of linkage is made to differ from the shape of the rear portion of the lower transverse portion 52 which lies behind the linkage support portion and therefore it is possible to optimize the degree of freedom in the design of the articulated mechanism while maintaining a function. of the articulated mechanism. Additionally, this enables the movable band of the articulated mechanism 5 to be changed from a simple shape like a rectangular parallelepiped to a shape where a lower rear portion is smaller than the other areas. This can optimize the degree of freedom in space design on the periphery of the rear portion of the lower transverse portion 52. As a result, even if several integrated parts having different sizes and the articulated mechanism 5 are arranged on the periphery of the steering axle 60, it is possible to further restrict the enlargement of the periphery of the steering axle 60. By adopting this configuration, it is possible to optimize both the degree of freedom in the design of the articulated mechanism and the degree of freedom in the design of the peripheral space of the articulated mechanism. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0180] In the vehicle according to this embodiment, the upper transverse portion 51 includes the upper front cross part 51A1 which is situated in front of the fixed head 211 in the direction of the upper right axis M3 and the upper rear cross part 51A2 which is located behind the fixed head 211 in the same direction.
[0181] According to the vehicle of that mode which includes the vehicle body frame 21 that can tilt and the two front wheels 31, 32, since the upper cross portion 51 includes the front upper cross part piece 51A1 which is located in front of the fixed head 211 and the rear upper crosspiece 51A2 which is located behind the fixed head 211, it is easy to control the balance between rigidity and shape in the upper cross part 51. This can optimize the degree of freedom in the design of the articulated mechanism, while maintaining the function of the articulated mechanism. This can optimize the degree of freedom in the design of the lower peripheral portion of the steering shaft 60. This can optimize the degree of freedom in the design of the peripheral space of the lower transverse portion 52. As a consequence of this, even if several integral parts having different sizes and the articulated mechanism 5 are arranged on the periphery of the steering axle 60, it is possible to further restrict the expansion of the periphery of the steering axle 60. By adopting this configuration, it is possible to optimize both the degree of freedom in the design of the articulated mechanism as the degree of freedom in the design of the articulated mechanism's peripheral space. This restricts the magnification in size of the front portion of the vehicle. Additionally, this can make the front portion of the vehicle small in size.
[0182] Alternatively, in the vehicle in accordance with this embodiment, a material of the upper transverse portion 51 may be different from a material of the lower transverse portion 52. The material of the upper transverse portion 51 or the material of the lower transverse portion 52 is changed in relative to each other and therefore a range of control of the balance between stiffness and shape can be expanded. This can optimize the degree of freedom in the design of the articulated mechanism while maintaining the function of the articulated mechanism. Additionally, in the event that the upper transverse portion 51, whose rigidity is less than that of the lower transverse portion 52, is formed from a material having high rigidity, the shape of the upper transverse portion 51 can be made small. As a consequence of this, it is possible to optimize the degree of freedom in the design of the periphery of the steering shaft 60. As a consequence, even if several integrated parts having different sizes and the articulated mechanism 5 are arranged on the periphery of the steering shaft 60, it is It is possible to further restrict the periphery enlargement of the steering axle 60.
[0183] Consequently, in the vehicle which includes the tiltable vehicle body frame 21 and the two front wheels 31, 32, it is possible to further restrict the enlargement in size of the peripheral construction of the steering axle 60 which lies above the two front wheels 31, 32, while the function of the articulated mechanism 5 is maintained. DIFFERENT MODIFIED EXAMPLE
[0184] Figure 9 is a front view of a vehicle according to a different modified example of the invention. Figure 10 is a plan view of the vehicle according to the different modified example of the invention. In the figures, E denotes an upper right bearing 512 and one clamping member (one bolt), C denotes an upper intermediate bearing 511 and one clamping member (one bolt), D denotes an upper left bearing 512 and one clamping member ( a bolt), H denotes a lower right bearing 522 and a clamping member (a bolt), F denotes a lower intermediate bearing 521 and a clamping member (a bolt), and G denotes a lower left bearing 522 and a holding member. fixation (one screw).
[0185] In this modified example, in an upper transverse portion 51 and a lower transverse portion 52, an intermediate portion sits above a right end portion and a left end portion when viewed from the front of the vehicle. When viewed from the front, the upper cross portion 51 and the lower cross portion 52 are curved. The upper transverse portion 51 and the lower transverse portion 52 have different shapes when viewed from the front. The upper cross portion 51 is smaller than the lower cross portion 52 when viewed from the front. The upper transverse portion 51 and the lower transverse portion 52 have different volumes. The volume of the upper transverse portion 51 is smaller than that of the lower transverse portion 52. Additionally, a relationship between an offset X1, an offset X2, an offset X3 and an offset X4 is the same as that described in Figures 1 to 7.
[0186] In this different modified example, the middle portion of the lower transverse portion lies further forward in a front and rear direction of the vehicle than the right end portion and the left end portion of the lower transverse portion. In the lower transverse portion, a thickness of the intermediate portion in the front and rear direction of the vehicle is greater than those of the right end portion and the left end portion of the lower transverse portion. The thickness of the right end portion of the lower transverse portion in the front and rear direction of the vehicle is equal to that of the left end portion thereof. In this way, the balance of rigidity and shape between the upper cross section and the lower cross part is easy to be controlled. Consequently, it is possible to optimize the degree of freedom in the design of the articulated mechanism, while maintaining a function of the articulated mechanism in the vehicle which includes the tiltable vehicle body frame and the two front wheels.
[0187] Additionally, a connecting support portion (a fixed head) may be composed of one piece part or a plurality of parts. In the case of the connecting support portion which is composed of a plurality of parts, the parts can be joined together by welding, gluing or the like. Alternatively, the parts can be joined together with fastening members, such as screws, rivets, or the like.
[0188] The upper transverse portion may include an upper front crossmember which is composed of a part piece, an upper rear crossmember which is composed of a part piece and a connecting member which is provided between the upper rear and front crossmembers and which is composed of a plurality of parts. In the case of the connecting support portion which is composed of a plurality of parts, the parts can be joined together by welding, gluing or the like. Alternatively, the parts can be joined together with fastening members, such as screws, rivets, or the like.
[0189] The lower transverse portion may include a lower front crossmember that is composed of a part piece, a lower rear crossmember that is composed of a part piece and a connecting member that is provided between the lower rear and front crossmembers and which is made up of a plurality of parts. In the case of the connecting support portion which is composed of a plurality of parts, the parts can be joined together by welding, gluing or the like. Alternatively, the parts can be joined together with fastening members, such as screws, rivets, or the like.
[0190] Additionally, the right side portion and the left side portion can each be composed of one piece part or a plurality of parts. In the case of the connecting support portion which is composed of a plurality of parts, the parts can be joined together by welding, gluing or the like. Alternatively, the parts can be joined together with fastening members, such as screws, rivets, or the like. The right side portion and the left side portion may each include a portion that is disposed in front of the upper cross portion or the lower cross portion in the front and rear direction of the vehicle body frame and a portion that is disposed behind the upper cross portion or lower cross portion in the front and rear direction of the vehicle body frame. The upper transverse portion or the lower transverse portion may be disposed between the portions that are disposed in front of the right side portion and the left side portion and the portions that are disposed in the rear of the right side portion and the left side portion.
[0191] When the backward forces in the direction of rotational geometric axes of the bearings are exerted at least on the bearing portions, the displacement X1 and the displacement X2 of the transverse portion should be equal to each other, the displacement X3 and the displacement X4 of the transverse portion should be equal to each other, the offset X1 should be greater than the offset X3, and the offset X2 should be greater than the offset X4. When the forward forces in the direction of the rotational geometric axes of the bearings are exerted on the support portions, the displacements of the transverse portions may be different.
[0192] In the above description, the forward movement of the front edge of the right end portion of the upper surface of the upper cross portion 51 in the front and rear direction of the vehicle body frame 21 is described as being measured as the upper right displacement X1, the forward movement of the leading edge of the left end portion of the upper surface of the upper transverse portion 51 in the front and rear direction of the vehicle body frame 21 is described as being measured as the upper left displacement X2, the forward movement of the leading edge of the right end portion of the lower surface of the lower transverse portion 52 in the front and rear direction of the vehicle body frame 21 is described as being measured as the lower right displacement X3, and the forward movement of the leading edge of the portion. of left end of the lower surface of the lower transverse portion 52 in the forward direction and rear of vehicle body frame 21 is described as being measured as the lower left displacement X4. However, with respect to the method of measuring displacements X1 to X4, the invention is not limited thereto.
[0193] For example, a forward movement of the front edge of the right end portion of the upper surface of the upper cross portion 51 in the front and rear direction of the vehicle body frame 21 can be measured as the upper right displacement X1, a movement forward edge of the left end portion of the upper surface of the upper cross portion 51 in the front and rear direction of the vehicle body frame 21 can be measured as the upper left displacement X2, a forward movement of a trailing edge of the portion of the right end of the lower surface of the lower transverse portion 52 in the front and rear direction of the vehicle body frame 21 can be measured as the lower right displacement X3, and a forward movement of a trailing edge of the left end portion of the lower surface of the lower cross portion 52 in the front and rear direction of the vehicle body frame 2 1 can be measured as the lower left offset X4.
[0194] Alternatively, the upper right displacement X1 can be measured as a forward movement in the front and rear direction of the vehicle body frame 21 from the leading edge of the upper surface of the upper cross portion 51 in a position that is spaced apart by a distance arbitrary D in the direction opposite the upper right axis M3 with respect to the left and right direction of the vehicle body frame 21, as seen from the top in the up and down direction of the vehicle body frame 21. The right displacement upper X2 can be measured as a forward movement in the front and rear direction of the vehicle body frame 21 from the leading edge of the upper surface of the upper transverse portion 51 into a position which is spaced apart by an arbitrary distance D in the direction opposite the left axis. top M2 in relation to the left and right direction of the vehicle body frame 21, as seen from the top in the up and down direction. of the vehicle body frame 21. The lower right displacement X3 can be measured as a forward movement in the front and rear direction of the vehicle body frame 21 from the leading edge of the lower surface of the lower transverse portion 52 in a position that is spaced by an arbitrary distance D in the direction opposite the lower right axis M6 relative to the left and right direction of the vehicle body frame 21, as seen from the top in the up and down direction of the vehicle body frame 21 The lower left displacement X4 can be measured as a forward movement in the front and rear direction of the vehicle body frame 21 from the leading edge of the lower surface of the lower cross portion 52 into a position which is spaced apart by an arbitrary distance D in the direction opposite to the lower left axis M5 with respect to the left and right direction of the vehicle body frame 21, as seen from the top in the direction. the up and down of the vehicle body frame 21.
[0195] Alternatively, a rearward movement of a leading edge of a right end portion of a lower surface of the upper cross portion 51 in the front and rear direction of the vehicle body frame 21 can be measured as the upper right displacement X1, a backward movement of a leading edge of a left end portion of the lower surface of the upper transverse portion 51 in the front and rear direction of the vehicle body frame 21 can be measured as the upper left displacement X2, a forward movement of the leading edge of the right end portion of the lower surface of the lower transverse portion 52 in the front and rear direction of the vehicle body frame 21 can be measured as the lower right displacement X3, and a forward movement of the leading edge of the left end portion of the surface bottom of the lower cross portion 52 in the front and rear direction of the body frame that of vehicle 21 can be measured as the lower left displacement X4.
[0196] Additionally, offsets X1 to X4 can be measured by a combination of the methods that are described above. For example, a forward movement of the leading edge of the right end portion of the upper surface of the upper transverse portion 51 in the front and rear direction of the vehicle body frame 21 can be measured as the upper right displacement X1, a forward movement of the leading edge of the left end portion of the lower surface of the upper cross portion 51 in the front and rear direction of the vehicle body frame 21 can be measured as the upper left displacement X2, a backward movement of a trailing edge of an end portion right of an upper surface of the lower transverse portion 52 in the front and rear direction of the vehicle body frame 21 can be measured as the lower right displacement X3, and a forward movement of the leading edge of the left end portion of the lower surface of the portion. bottom transverse 52 in the front and rear direction of the vehicle body frame 21 in to be measured as the lower left offset X4.
[0197] Alternatively, the upper right offset X1 and the upper left offset X2 can be measured as a rotational angle about the upper central axis 51C at an arbitrary point on the upper transverse portion 51, as viewed from the left and right direction. of the vehicle body frame 21. The lower right displacement X3 and the lower left displacement X4 can be measured as a rotational angle about the lower center axis 52C at an arbitrary point about the lower transverse portion 52, as seen from the direction a left and right of vehicle body frame 21.
[0198] For example, the upper right offset X1 can be measured as a rotational angle of an upper leading edge about the upper central axis 51C which is formed by the upper surface and a forward surface of the upper cross portion 51. The upper left offset X2 can be measured as a rotational angle of the upper leading edge about the upper central axis 51C which is formed by the upper surface and the leading surface of the upper transverse portion 51. The lower right displacement X3 can be measured as a rotational angle of an upper leading edge about the lower central axis 52C which is formed by the upper surface and the front surface of the lower transverse portion 52. The lower left displacement X4 can be measured as a rotational angle of the upper leading edge about the lower central axis 52C which is formed by the upper surface and by the front surface of the lower transverse portion 52.
[0199] The upper right displacement X1 can be measured as a clockwise rotational angle of the upper leading edge of the upper cross portion 51 about the upper center axis 51C, as seen from the right of the vehicle body frame 21. The displacement upper left X2 can be measured as a counterclockwise rotational angle of the upper leading edge of the upper cross portion 51 about the upper center axis 51C, as seen from the left of the vehicle body frame 21. The lower right offset X3 can be measured as a counterclockwise rotational angle of the upper leading edge of the lower cross portion 52 about the upper central axis 52C, as seen from the right of the vehicle body frame 21. The lower left displacement X4 can be measured as a clockwise rotational angle of the upper leading edge of the lower transverse portion 52 about the lower central axis 52C , as viewed from the left of the vehicle body frame 21.
[0200] Alternatively, the upper right displacement X1 can be measured as a counterclockwise rotational angle of the upper leading edge of the upper cross portion 51 about the upper central axis 51C, as seen from the right of the vehicle body frame 21. The upper left displacement X2 can be measured as a clockwise rotational angle of the upper leading edge of the upper cross portion 51 about the upper center axis 51C, as seen from the right of the vehicle body frame 21. The right displacement Lower X3 can be measured as a counterclockwise rotational angle of the upper leading edge of the lower cross portion 52 about the upper center axis 52C, as seen from the right of the vehicle body frame 21. The lower left offset X4 can be measured as a counterclockwise rotational angle of the upper leading edge of the lower transverse portion 52 about the axis. the lower center 52C, as viewed from the right of the vehicle body frame 21.
[0201] Offsets X1 to X4 can be measured by various combinations of the methods described above. For example, the upper right displacement X1 can be measured as a clockwise rotational angle of the leading upper edge of the upper cross portion 51 about the upper central axis 51C, as seen from the right of the vehicle body frame 21. The displacement upper left X2 can be measured as a counterclockwise rotational angle of the upper leading edge of the upper cross portion 51 about the upper center axis 51C, as seen from the left of the vehicle body frame 21. The lower right offset X3 can be measured as a clockwise rotational angle of the upper leading edge of the lower cross portion 52 about the upper central axis 52C, as seen from the left of the vehicle body frame 21. The lower left displacement X4 can be measured as a clockwise rotational angle of the upper leading edge of the lower transverse portion 52 about the lower central axis 5 2C as viewed from the left of the vehicle body frame 21.
[0202] Additionally, targets whose rotational angles are to be measured are not limited to the upper leading edges of the transverse portions. The rotational angles at arbitrary points that are seen from the sides of the vehicle body frame 21 can be measured as the displacements X1 to X4.
[0203] In the embodiments described above, the right side portion 54, the left side portion 53 and the fixed head 211 are provided in positions that are superimposed on one another when the vehicle body frame 21 is viewed from the sides of the same. However, when the vehicle body frame 21 is viewed from the side thereof, the fixed head 211 may be provided in a position other than the positions where the right side portion 54 and the left side portion 53 are provided in relation. to the front and rear steering. Additionally, the angles of inclination of the right side portion 54 and of the left side portion 53 with respect to the up and down direction of the vehicle body frame 21 may differ from an angle of inclination of the fixed head 211.
[0204] The vehicle according to the invention is a vehicle that includes the vehicle body frame 21 that can tilt and the two front wheels 31, 32. The number of rear wheels is not limited to one and therefore can be two. Whether or not the vehicle includes the body cover that covers the vehicle body frame 21 is not an issue. As far as the power source is concerned, an electric motor can be used in place of the motor.
[0205] When mentioned in relation to "direction" and "limb" in the invention, the term "along" also includes a case where the direction and limb are tilted within the range of ± 40 degrees. When mentioned in relation to "direction" in the invention, the term "extend" also includes a case where the direction is tilted within the range of ±40 degrees.
[0206] Upper intermediate shaft M1 and lower intermediate shaft M4 can be referred to as an intermediate shaft, as a general term for it. The upper transverse portion 51 and the lower transverse portion 52 may be referred to as a transverse portion, as a general term for them. The right side portion 54 and the left side portion 53 may be referred to as a side portion, as a general term for the same.
[0207] In the invention, the articulated mechanism 5 may additionally include a transverse portion in addition to the upper transverse portion 51 and the lower transverse portion 52. The upper transverse portion 51 and the lower transverse portion 52 are thus named only from their relative positional relationship in the up and down direction. The upper transverse portion 51 does not imply an upper transverse portion in the pivot mechanism 5. The upper transverse portion may refer to a transverse portion which is positioned lower than an upper transverse portion, but is positioned higher than a different transverse portion. The lower transverse portion does not imply a lower transverse portion on the pivot mechanism. The lower transverse portion may refer to a transverse portion that is positioned higher than a lower transverse portion, but is positioned lower than a different transverse portion. In addition, the transverse portion may include three parts that are a part piece that has an intermediate portion that is supported on the vehicle body frame, a right portion that supports the right side portion, and a left portion that supports the left side portion. and a pair of right cross part and left cross part which is laterally split in the left and right direction. In this way, the upper transverse portion and the lower transverse portion may each include a plurality of parts, as long as they still have the connecting function. The articulated mechanism only has to include the upper transverse portion and the lower transverse portion.
[0208] Additionally, in the embodiment, although the lower transverse portion 52 is described as being composed of the two parts that are the flat plate-shaped rear lower transverse portion 52a2 and the part that integrally includes the front lower transverse portion in flat plate format 52a1 and the connecting portions 52b that connect the part 52a1 and the lower rear cross part 52a2 together. For example, by preparing the flat plate-shaped rear lower cross-section 52a2, the flat-plate-shaped front lower cross-section 52a1, and the two connecting portions 52b as four independent parts, the lower cross-section 52 can be composed of these four parts.
[0209] It is preferred that the test forces are exerted with the vehicle fixed in the vertical state. Forward direction relative to the lower right axle direction refers to a direction which is parallel to the lower right axle and which is directed from the rear portion of the vehicle to the front portion of the vehicle. Steering backwards in relation to the direction of the lower right axle refers to a direction which is parallel to the lower right axle and which is directed from the rear portion of the vehicle to the front portion of the vehicle. The top right axis, bottom right axis, top left axis, and bottom left axis are parallel to each other. Because of this, the forward direction in relation to the upper right axis direction, the forward direction in relation to the lower right axis direction, the forward direction in relation to the upper left axis and the forward direction in relation to the left axis bottom are equal in direction. Backward direction relative to the upper right axis direction, backward direction relative to the lower right axis direction, backward direction relative to the upper left axis, and backward direction relative to the lower left axis are the same in direction.
[0210] Test forces can be exerted directly on the supporting portions of the side portions. Additionally, testing forces can be exerted on the portions other than the bearing portions, which are portions on the lateral portions that lie on the upper right axis, the upper left axis, the lower right axis and the lower left axis. Test forces can be exerted on the bearing portions or the side portions through portions beyond the side portions.
[0211] When mentioned in this invention, the description that reads “the shape looks different” means that the shape of a certain part looks different when the part is seen in such a state that it is mounted on the vehicle. For example, the shape of a rectangular parallelepiped alone is constructed to be different from the shape of the same rectangular parallelepiped when it is mounted on the vehicle with its posture turned through 90 degrees.
[0212] The terms and expressions that are used in this document are used to describe the embodiments of the invention and, therefore, should not be interpreted as limiting the scope of the invention. It should be understood that any equivalents to the characteristic subjects that are shown and described in this document should not be excluded and that various modifications made within the scope of claims to be made later are permitted.
[0213] The invention can be embodied in many different forms. The disclosure in the present document should be recognized as providing embodiments of the principle of the invention. Based on the understanding that the preferred embodiments that are described and/or illustrated herein are not intended to limit the invention thereto, various embodiments are described and illustrated herein.
[0214] Several illustrated embodiments of the invention are described in this document. The invention is not limited to the various preferred embodiments that are described herein. The invention may include any embodiment that includes equivalent elements, modifications, deletions, combinations (e.g., combinations of features from the various embodiments), improvements and/or alterations that those elements skilled in the art to which the invention belongs can consider. Matters limited by the claims should be interpreted broadly based on the terms that are used in the claims and should not be limited to the modalities described in that description or in the process of that patent application. Those modalities should be interpreted as non-exclusive. For example, in this disclosure, such terms as "preferred" and "good" are non-exclusive terms and mean that "it is preferred, but does not limit the invention to the same" and "it is good, but does not limit the invention to the same", respectively .
[0215] This patent application is based on Japanese patent application no. 2012-277219, filed on December 19, 2012, Japanese patent application no. 2012-277220, filed December 19, 2012, and Japanese patent application no. 2013-138484, filed on July 1, 2013, the full contents of which are incorporated into this document by way of reference. DESCRIPTION OF REFERENCE NUMBERS 1: vehicle 3: front wheel 5: articulated mechanism 21: vehicle body frame 23: handlebar 31: left front wheel 32: front right wheel 33: left shock absorber 34: right shock absorber 51: upper cross section 52 : lower transverse portion 53: left side portion 54: right side portion 511: upper idler bearing 512: upper left bearing, upper right bearing 521: lower idler bearing 522: lower left bearing, lower right bearing 60: steering shaft 335: first bracket 336: second bracket M1: upper idler shaft M2: upper left shaft M3: upper right shaft M4: lower intermediate shaft M5: lower left shaft M6: lower right shaft N1: left steering shaft N2: right steering shaft

权利要求:
Claims (15)
[0001]
1. A vehicle that is powered by energy from an energy source CHARACTERIZED by the fact that it comprises: a vehicle body frame; a left front wheel and a right front wheel which are arranged side by side in a left and right direction as viewed from a front of the vehicle and which are configured to be drivable; a right-hand shock absorbing device that supports the direct front wheel in a lower portion thereof and configured to absorb an upward displacement of the direct front wheel in an upward and downward direction of the vehicle body frame; a left shock absorbing device which supports the left front wheel in a lower portion thereof and configured to absorb an upward displacement of the left front wheel in the up and down direction of a vehicle body frame; a linkage mechanism including: a right side portion that supports an upper portion of the right shock absorbing device to pivot about a right steering axis extending in the up and down direction of the vehicle body frame; a left side portion which supports an upper portion of the left shock absorbing device in order to rotate about a left steering axis which is parallel to the right steering axis; an upper transverse portion including a right end portion which supports an upper portion of the right side portion thereof in order to pivot about an upper right axis extending in a forward and a rear direction of the vehicle body frame through a bearing upper right, a left end portion that supports an upper portion of the left side portion in order to rotate about an upper left axis that is parallel or substantially parallel to the upper right axis through an upper left bearing, and an intermediate portion supported on the frame of a vehicle body in order to rotate about an upper intermediate shaft that is parallel or substantially parallel to the upper right axle and the upper left axle through an upper intermediate bearing; and a lower transverse portion including a right end portion which supports a lower portion of the right side portion in order to pivot about a lower right axis which is parallel or substantially parallel to the upper right axis through a lower right bearing, a portion of left end that supports a lower portion of the left side portion in order to rotate about a lower left axis that is parallel or substantially parallel to the upper left axis through a lower left bearing, and an intermediate portion supported on the vehicle body frame in order to rotate about a lower intermediate shaft that is parallel or substantially parallel to the upper intermediate shaft through a lower intermediate bearing; a steering axle supported in the vehicle body frame between the right side portion and the left side portion in the left and right direction of the vehicle body frame, and including an upper end portion above the lower intermediate axle in the upward direction and down the vehicle body frame and which is rotatable about an intermediate steering axis extending in the up and down direction of the vehicle body frame; a handlebar that is provided at the upper end portion of the steering axle; and a slewing transmission mechanism configured to transfer a slew of the steering axle to the right shock absorbing device and the left shock absorbing device, in accordance with a handlebar operation, wherein with the lower transverse portion removed and the mounted upper transverse portion, an upper right displacement of the upper transverse portion that results when a testing force backwards or forwards in the direction of the lower right axis is exerted on the lower portion of the right lateral portion, and an upper left displacement of the transverse portion upper that results when a force that is equal or substantially equal in magnitude and direction that the test force is exerted on a lower portion of the left lateral portion are equal or substantially equal to each other; with the upper cross portion removed and the lower cross portion mounted, a lower right displacement of the lower cross portion that results when a force that is equal or substantially equal in magnitude and direction as the test force is exerted on the upper portion of the side portion right, and a lower left displacement of the lower transverse portion that results when a force that is equal or substantially equal in magnitude and direction that the test force is exerted on the upper portion of the left side portion are equal or substantially equal to each other, the upper right displacement of the upper transverse portion is greater than the lower right displacement of the lower transverse portion, and the upper left displacement of the upper transverse portion is greater than the lower left displacement of the lower transverse portion.
[0002]
2. Vehicle, according to claim 1, CHARACTERIZED by the fact that a shape of the upper transverse portion is different from a shape of the lower transverse portion.
[0003]
3. Vehicle, according to claim 2, CHARACTERIZED by the fact that an upper cross-sectional shape is smaller than a lower cross-sectional shape.
[0004]
4. Vehicle, according to claim 1, CHARACTERIZED by the fact that a volume of the upper transverse portion is different from a volume of the lower transverse portion.
[0005]
5. Vehicle, according to claim 4, CHARACTERIZED by the fact that a volume of the upper transverse portion is less than a volume of the lower transverse portion.
[0006]
6. Vehicle, according to claim 1, CHARACTERIZED by the fact that a material of the upper transverse portion is identical to a material of the lower transverse portion.
[0007]
7. Vehicle, according to claim 1, CHARACTERIZED by the fact that a material of the upper transverse portion is different from a material of the lower transverse portion.
[0008]
8. Vehicle, according to claim 1, CHARACTERIZED by the fact that the vehicle body frame includes a connecting support portion that pivotally supports the upper transverse portion and the lower transverse portion; and a shape of a front portion of the upper transverse portion which lies ahead of the connecting bearing portion in the direction of the upper right axis differs from a shape of a rear portion of the upper transverse portion which lies behind the connecting bearing portion. Link.
[0009]
9. Vehicle, according to claim 1, CHARACTERIZED by the fact that the vehicle body frame includes a connecting support portion that pivotally supports the upper transverse portion and the transverse portion; and a shape of a front portion of the lower transverse portion which lies ahead of the connecting bearing portion in the direction of the lower right axis differs from a shape of a rear portion of the lower transverse portion which lies behind the connecting bearing portion. Link.
[0010]
10. Vehicle, according to claim 1, CHARACTERIZED by the fact that the vehicle body frame includes a connecting support portion that pivotally supports the upper transverse portion and the lower transverse portion; and the upper transverse portion includes an upper front portion which lies ahead of the connecting bearing portion in the direction of the upper right axis and an upper rear portion which lies behind the connecting bearing portion in the direction of the upper right axis.
[0011]
11. Vehicle, according to claim 1, CHARACTERIZED by the fact that the vehicle body frame includes a connecting support portion that pivotally supports the upper transverse portion and the lower transverse portion; and the lower transverse portion includes a lower front portion which lies ahead of the connecting bearing portion in the direction of the lower right axis and a lower rear portion which lies behind the connecting bearing portion in the direction of the lower right axis.
[0012]
12. Vehicle, according to claim 1, CHARACTERIZED by the fact that the vehicle body frame includes a connecting support portion that pivotally supports the upper transverse portion and the lower transverse portion; and the upper transverse portion or the lower transverse portion is provided only in front of or behind the connecting bearing portion and not provided both in front of and behind the connecting bearing portion.
[0013]
13. Vehicle, according to claim 1, CHARACTERIZED by the fact that a front end of the upper cross portion and a front end of the lower cross portion are provided at different positions in relation to the direction of the upper right axle.
[0014]
14. Vehicle, according to claim 1, CHARACTERIZED by the fact that a rear end of the upper cross portion and a rear end of the lower cross portion are provided at different positions in relation to the direction of the upper right axle.
[0015]
15. Vehicle, according to claim 1, CHARACTERIZED by the fact that the vehicle body frame includes a connecting support portion that pivotally supports the upper transverse portion and the lower transverse portion; and the connecting bearing portion pivotally supports the steering axle.

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法律状态:
2018-11-21| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

---

2020-02-27| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-07-06| B09W| Correction of the decision to grant [chapter 9.1.4 patent gazette]|Free format text: RETIFICACAO DA PUBLICACAO |

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2021-08-31| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 19/12/2013, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2012-277219|2012-12-19|

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JP2012277219|2012-12-19|

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JP2012277220|2012-12-19|

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JP2012-277220|2012-12-19|

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JP2013-138484|2013-07-01|

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JP2013138484|2013-07-01|

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PCT/JP2013/084146|WO2014098197A1|2012-12-19|2013-12-19|Vehicle|

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