JP2012017039A - Steering angle switching mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering angle switching mechanism that enables stable traveling of a saddle-riding type vehicle when performing handle steering.SOLUTION: The steering angle switching mechanism S which includes a frame 2 and a handle 6 which revolves to the frame 2, and changes the maximum steering angle of the handle 6, includes: moving members 51 and 61 which move according to rotation of the handle 6; and a regulating member 2b which is prepared in the frame 2 and regulates rotation angles of the moving members 51 and 61. Responding to the angular velocity of rotation of the handle 6, the moving members 51 and 61 varies in angle regulated by the regulating member 2b.

Description

  The present invention relates to a steering angle switching mechanism, and more particularly, to a steering angle switching mechanism of a saddle type vehicle.

  Conventionally, in a saddle-ride type vehicle, there has been a technique of providing a stopper that regulates the steering angle of a steering wheel (see Patent Document 1).

JP 2006-182116 A

  However, in the structure of the invention described in Patent Document 1, since the steering angle to be controlled is constant, there is a possibility that the steering wheel rotates more than expected when the steering wheel is suddenly operated, and the vehicle becomes unstable.

  The present invention solves the above-described problems, and an object of the present invention is to provide a steering angle switching mechanism that allows a saddle riding type vehicle to travel stably during steering of a steering wheel.

  To this end, the present invention provides a steering angle switching mechanism that switches a maximum steering angle of the handle, which includes a frame and a handle that rotates with respect to the frame, a moving member that moves according to the rotation of the handle, A regulating member that is provided on a frame and regulates a rotation angle of the moving member, wherein the moving member changes an angle until it is regulated by the regulating member according to an angular velocity of rotation of the handle. Features.

  Further, the moving member has a smaller angle until it is regulated by the regulating member as the angular velocity of rotation of the handle increases.

  A shaft member attached to the frame and rotatably supporting the moving member; and an elastic member having one supported by the frame and the other attached to the moving member. It has a stopper part that contacts the restricting member on one side and an attaching part that is attached to the elastic member on the other side, and is supported by the shaft member between the stopper part and the attaching part.

  According to the first aspect of the present invention, in the steering angle switching mechanism that switches the maximum steering angle of the handle that includes a frame and a handle that rotates with respect to the frame, the movement that moves according to the rotation of the handle. And a restricting member that is provided on the frame and restricts a rotation angle of the moving member, and the moving member has an angle until it is restricted by the restricting member according to an angular velocity of rotation of the handle. Since it changes, it becomes possible to reduce the unstable state at the time of steering a steering wheel.

  According to a second aspect of the present invention, the moving member has a smaller angle until it is regulated by the regulating member as the angular speed of rotation of the steering wheel is faster. It becomes possible to reduce an unstable state by restricting the angle to be small.

  According to a third aspect of the present invention, there is provided a shaft member that is attached to the frame and rotatably supports the moving member, and one elastic member that is supported by the frame and the other is attached to the moving member. The moving member has a stopper portion that contacts the regulating member on one side, and an attachment portion that is attached to the elastic member on the other side, and the shaft member is disposed between the stopper portion and the attachment portion. Since it is supported, the unstable state can be reduced with a simple structure at low cost.

It is a front view which shows the three-wheeled vehicle using the steering angle switching mechanism of embodiment which concerns on this invention. It is a side view showing a three-wheeled vehicle using a steering angle switching mechanism of an embodiment according to the present invention. It is the figure which looked at CC cross section of FIG. 1 from the arrow direction. It is the figure which looked at the DD cross section of FIG. 1 from the arrow direction. It is a figure which shows the state in which the rear wheel inclined. It is a figure which shows the steering angle switching mechanism vicinity of 1st Embodiment which expanded the E section of FIG. It is the figure which looked at FIG. 6 from the front. FIG. 7 is a cross-sectional view of a plane that includes the steering shaft SA of FIG. 6 and is orthogonal to the shaft MA of the shaft member. It is a schematic diagram of the GG cross section of FIG. It is a figure which shows the steering angle switching mechanism in case a stopper part does not rotate with respect to a shaft member even if a steering wheel is steered. It is a schematic diagram of the HH cross section of FIG. It is a figure which shows a steering angle switching mechanism when a steering wheel is steered and a stopper part rotates with respect to the shaft member. It is sectional drawing in the surface containing the steering shaft SA of FIG. 12, and the axis | shaft of a shaft member. It is a schematic diagram of the HH cross section of FIG.12 and FIG.13. It is a figure which shows the steering angle switching mechanism vicinity of 2nd Embodiment which expanded the E section of FIG. It is the figure which looked at FIG. 15 from the front. FIG. 16 is a cross-sectional view of a plane that includes the steering shaft SA of FIG. 15 and that is orthogonal to the motor shaft MA. It is sectional drawing of the surface containing the steering shaft SA and the motor shaft MA at the time of a straight drive state. It is a schematic diagram of the JJ cross section of FIG. It is a figure which shows the steering angle switching mechanism in case a motor does not operate even if a steering wheel is steered. It is a schematic diagram of the KK cross section of FIG. It is a figure which shows the steering angle switching mechanism when the handle | steering wheel 6 is steered and the motor 62 act | operates. It is sectional drawing in the surface containing the motor shaft MA and the steering shaft SA of FIG. It is a schematic diagram of the LL cross section of FIG. It is a block diagram corresponding to steering angle switching mechanism control. It is a flowchart of steering angle switching mechanism control.

  Hereinafter, an embodiment as an example of the present invention will be described with reference to the drawings.

  1 and 2 are views showing a three-wheeled vehicle using the steering angle switching mechanism of the present embodiment. FIG. 1 is a front view of the three-wheeled vehicle, and FIG. 2 is a side view of the three-wheeled vehicle. The direction of arrow A in FIG. 1 is the width direction, the direction of arrow B in FIG. 2 is the front, and the opposite is the rear.

  First, the three-wheeled vehicle 1 will be described.

  The three-wheeled vehicle 1 has a front wheel 4 via a front fork 3 in front of a body frame 2 as a frame, and two rear wheels 5a and 5b on both sides across a center line in the width direction behind the body frame 2. is doing. In front of the body frame 2, there is a handle 6 for operating the front wheel 4, a front cowl 7 is provided in front of a handle post 6 a connecting the handle 6 and the front fork 3, and a handle post cover 8 is provided in the rear. ing. A low floor type floor 9 is provided behind the handle post cover 8, and a seat cowl 10 rises behind the low floor type floor 9. A seat 11 is placed on the seat cowl 10. Further, the seat 11 is provided with a backrest 12, and a loading platform 13 connected to the vehicle body frame 2 extends from the backrest 12 toward the rear. Further, a rear frame 22 that is connected to the vehicle body frame 2 via the connecting member 21 so as to be rotatable in the pitch direction or the vertical direction is provided from below the low floor type floor 9. The rear frame 22 extends from below the low floor type floor 9 to below the loading platform 13 and supports the rear wheel 5.

  Next, the configuration near the rear wheel 5 will be described. 3 is a view of the DD cross section of FIG. 1 as viewed from the direction of the arrow D, FIG. 4 is a view of the EE cross section of FIG. 1 as viewed from the direction of the arrow E, and FIG. It is.

  As shown in FIG. 3, the support members include a rear frame 22, a first support frame 23 as a first support member extending downward from the front side of the loading platform 13 shown in FIG. 2 of the rear frame 22, and the rear frame 22. A second support frame 24 as a second support member connected to the first support frame 23 below and extending in the front-rear direction, and extending downward from the rear side of the loading platform 13 of the rear frame 22 and the rear of the first support frame 23. 2 and a third support frame 25 as a third support member connected to the support frame 24. The second support frame 24 and the third support frame 25 may be integrally formed.

  A fixing portion 31 a such as a case of a rear wheel tilting motor 31 as an actuator is connected and fixed to the rear frame 22 by a rear wheel tilting motor connecting member 30 as an actuator connecting member. The rotating portion 31b of the rear wheel tilt motor 31 is connected to a shaft-integrated link member 33 as a first link member through a speed reducer 32 in the front. The rotation of the rear wheel tilt motor 31 is decelerated by the speed reducer 32 and output to the shaft integrated link member 33.

  As shown in FIG. 4, the three-wheeled vehicle 1 includes a link mechanism formed by a shaft-integrated link member 33, a second link member 28, and left and right wheel motor brackets 42 as the third link member and the fourth link member. L.

  The shaft-integrated link member 33 is rotatably supported by the first support frame 23 through the first bearing 35 in the front, passes through the rear wheel tilt motor 31 and the speed reducer 32, and is rearwardly connected to the third support frame 25 by the third support frame 25. The shaft portion 33 a is rotatably supported via the two bearings 36 and is rotatably connected to the rear first link member 26.

  As shown in FIG. 4, the shaft-integrated link member 33 is provided integrally with the shaft portion 33a and extends in the vehicle body width direction when the three-wheeled vehicle 1 is in the straight traveling state, and with respect to the axial direction of the shaft portion 33a. And a flange portion 33c projecting in a direction orthogonal to each other.

  By providing the shaft portion 33a and the link portion 33b integrally, the number of parts can be reduced and the cost can be reduced. Moreover, it becomes possible to reduce space and mass by reducing the number of parts. Furthermore, it becomes possible to reduce the play of the part which connects components.

  The shaft portion 33a does not necessarily have to penetrate the rear wheel tilt motor 31 and the speed reducer 32. In this case, the rear first link member 26 only needs to be rotatably supported by the third support frame 25.

  The shaft-integrated link member 33 and the rear first link member 26 are respectively connected to the upper side of the first wheel motor bracket 42R as the first wheel support member 42 that supports the first wheel motor 41R at one end in the vehicle width direction. The second wheel motor bracket 42L serving as a second wheel support member that is rotatably connected via the shaft 27R and supports the second wheel motor 41L at the other end and rotatable via the second connection shaft 27L. It is connected to.

  The front second link member 28a as the second link member is pivotally connected to the front side of the second support frame 24 at the center portion in the vehicle width direction. The rear second link member 28b is rotatably connected to the rear side of the second support frame 24.

  Further, the front second link member 28a and the rear second link member 28b are respectively provided below the first wheel motor bracket 42R as a third link member that supports the first wheel motor 41R on one end side in the vehicle width direction and the third. The second wheel motor bracket 42L as a fourth link member that is rotatably connected via the connecting shaft 29R and supports the second wheel motor 41L on the other end side, and rotated via the fourth connecting shaft 29L. Connected as possible.

  FIG. 5 is a view showing a state in which the rear wheel 5 is tilted by the power of the rear wheel tilt motor 31. If the rear wheel tilt motor 31 is rotated counterclockwise when viewed from the front, the rotation of the rear wheel tilt motor 31 is decelerated by the speed reducer 32 shown in FIG. The integral link member 33 is rotated counterclockwise. When the shaft-integrated link member 33 rotates in the counterclockwise direction, the first support frame 23 rotates in the clockwise direction in the opposite direction to the shaft-integrated link member 33 by the reaction, and the link mechanism L operates.

  As shown in FIG. 5, the link mechanism L includes a shaft-integrated link member 33, a rear first link member 26 (not shown), a front second link member 28a, and a rear second link member 28b (not shown) counterclockwise as viewed from the front. The first wheel motor bracket 42R and the second wheel motor bracket 42L rotate in the clockwise direction. And the rear wheel 5 inclines. Together with the first wheel motor bracket 42R and the second wheel motor bracket 42L, it rotates clockwise and the rear wheel 5 tilts.

  If the rear wheel tilt motor 31 is rotated clockwise as viewed from the front, the first wheel motor bracket 42R and the second wheel motor bracket 42L are rotated counterclockwise, and the rear wheel 5 is tilted.

  The steering angle switching mechanism S of the present embodiment can be applied to general straddle-type vehicles, but is particularly effective when applied to vehicles such as the three-wheeled vehicle or the buggy shown in FIGS. Play. Many common straddle-type vehicles such as two-wheeled vehicles turn with the body tilted when turning, but the three-wheeled vehicle or the buggy vehicle shown in FIGS. 1 to 5 turns by steering the steering wheel. To do. Therefore, when the steering wheel is suddenly operated, the steering wheel may rotate more than expected, and the vehicle may become unstable without being able to turn completely. In such a case, the steering angle switching mechanism S of the present embodiment can make the vehicle travel stably.

  Next, the structure near the steering angle switching mechanism S of the first embodiment will be described.

  FIG. 6 is a view showing the vicinity of the steering angle switching mechanism S of the first embodiment in which the portion E of FIG. 2 is enlarged, and FIG. 7 is a view of FIG.

  As shown in FIGS. 6 and 7, the handle post 6a connected to the handle 6 is rotatably inserted into a hollow post receiving portion 2a connected to the vehicle body frame 2 by welding or the like. Further, the lower end portion of the handle post 6a is fixed to the front fork 3, and the handle 6, the handle post 6a and the front fork 3 shown in FIG. 2 rotate together. Below the post receiving portion 2a, a restricting portion 2b for restricting the steering angle, which is the rotation angle of the handle post 6a, is provided. The restricting portion 2b is disposed at a predetermined angle with a space behind the front fork 3.

  Further, the front fork 3 is provided with an opening 3a on the front side. A governor mechanism 50 having a stopper 51, a shaft member 52, and the like as moving members is provided inside the front fork 3 corresponding to the opening 3a.

  FIG. 8 is a cross-sectional view of a plane including the steering shaft SA and the motor shaft MA in a straight traveling state, and FIG.

  As shown in FIG. 8, the front fork 3 is provided with a support portion 3b that protrudes inward in the direction of the steering axis SA. The support portion 3b supports one of the springs 53 as an elastic member. Further, a shaft member 52 is provided in the vicinity of the opening 3a of the front fork 3 so as to penetrate in the width direction in the straight traveling state. A stopper 51a is formed on one side of the stopper 51, and is disposed so as to protrude forward from the opening 3a. The other end of the spring 53 is attached to the attachment portion 51b on the other end of the stopper 51. Furthermore, it is attached to the shaft member 52 so as to be swingable between the stopper portion 51a and the attachment portion 51b of the stopper 51.

  Next, a case where the driver steers the steering wheel at a low angular velocity will be described. 10 is a diagram showing a steering angle switching mechanism when the stopper portion does not rotate with respect to the shaft member even when the steering wheel is steered, and FIG. 11 is a cross-sectional view taken along line GG in FIG.

  As shown in FIG. 10, when the driver steers the handle 6, the front fork 3 rotates through the handle post 6a, and the governor mechanism 50 also rotates.

  When the steering rotation speed of the driver's handle 6 is a low angular speed, the centrifugal force acting on the stopper portion 51a is small, so the stopper portion 61b does not rotate relative to the shaft member, and the position of the stopper portion 51a in the vertical direction is It does not change. Therefore, in the present embodiment, as shown in FIG. 11, the front fork 3 rotates by the first angle α and the stopper portion 51a contacts the restricting portion 22, so that the steering angle of the handle 6 is the first angle α. Regulated by

  Next, a case where the driver steers the steering wheel at a high angular velocity will be described. 12 is a diagram showing a steering angle switching mechanism when the steering wheel is steered and the stopper portion rotates with respect to the shaft member, and FIG. 13 is a cross-sectional view of the surface including the steering shaft SA and the shaft MA of FIG. FIG. 14 is a schematic view of the HH cross section of FIGS. 12 and 13.

  When the steering rotation speed of the driver's handle 6 is a high angular speed, the front fork 3 and the governor mechanism 50 also rotate at a high angular speed via the handle post 6a. Then, centrifugal force acts on the stopper portion 51a, and the stopper portion 51a of the stopper 51 resists the urging force of the spring 53, as shown in FIG. Rotate.

  As shown in FIG. 12, the stopper 51a of the stopper 51 is formed so that its width increases as it goes upward in the vertical direction, so that the stopper 51a is in a cross section where it comes into contact with the restricting portion 22 as it goes downward in the vertical direction. The width of the stopper portion 51a is increased.

  Accordingly, as shown in FIG. 14, the front fork 3 rotates by the second angle β and the stopper portion 51 a comes into contact with the restricting portion 22, so that the steering angle of the handle 6 is smaller than the first angle α. Of the angle β.

  With such a structure, it is possible to reduce the unstable state of the vehicle when steering the steering wheel 6 with a simple structure at low cost.

  Next, the steering angle switching mechanism S of the second embodiment will be described.

  FIG. 15 is a view showing the vicinity of the steering angle switching mechanism S of the second embodiment in which the portion E of FIG. 2 is enlarged, FIG. 16 is a view when FIG. 15 is viewed from the front, FIG. It is sectional drawing of the surface orthogonal to MA.

  As shown in FIGS. 15 to 17, the handle post 6 a connected to the handle 6 is rotatably inserted into a hollow post receiving portion 2 a connected to the vehicle body frame 2 by welding or the like. Further, the lower end portion of the handle post 6a is fixed to the front fork 3, and the handle 6, the handle post 6a and the front fork 3 shown in FIG. 2 rotate together. Below the post receiving portion 2a, a restricting portion 2b for restricting the steering angle, which is the rotation angle of the handle post 6a, is provided. The restricting portion 2b is disposed at a predetermined angle with a space behind the front fork 3.

  Further, the front fork 3 is provided with an opening 3a on the front side. A stopper 61 and a ball screw 62 as a shaft member are provided inside the front fork 3 corresponding to the opening 3a. The ball screw 62 passes through the front fork 3 and is connected to a motor 63 attached to the outer periphery. The stopper 61 is movably attached by the operation of the ball screw 62, and one first stopper 61a and one second stopper 61b are provided on both sides of the steering shaft SA. The first stopper 61a and the second stopper 61b each protrude forward from the opening 3a. When the motor 63 is driven to rotate in one direction, the ball screw 62 is actuated to move the first stopper 61a and the second stopper 61b away from each other. When the motor 63 is driven to rotate in the other direction, the ball screw 62 is actuated to move the first stopper 61a and the second stopper 61b closer to each other.

  18 is a cross-sectional view of a surface including the steering shaft SA and the motor shaft MA in a straight traveling state, and FIG. 19 is a schematic diagram of a JJ cross section of FIG.

  As shown in FIG. 18, in the straight traveling state, the motor 62 does not operate, and the first stopper 61a and the second stopper 61b are in contact with each other with the steering shaft SA interposed therebetween. In this state, as shown in FIG. 19, the first angle α is a rotatable angle as the steering angle. The first stopper 61a and the second stopper 61b are not necessarily in contact with each other in the straight traveling state.

  FIG. 20 is a diagram showing a steering angle switching mechanism when the motor does not operate even when the steering wheel is steered, and FIG. 21 is a sectional view taken along the line KK of FIG.

  As shown in FIG. 20, when the driver steers the handle 6, the front fork 3 rotates through the handle post 6a, and the stopper 61 and the like also rotate.

  In the present embodiment, in a state where the motor 62 does not operate even when the handle 6 is steered, as shown in FIG. 21, when the front fork 3 rotates by the first angle α, the second stopper 61b contacts the restricting portion 2b. Therefore, the steering angle of the handle 6 is restricted to the first angle α. When the driver steers the handle 6 in the reverse direction, the first stopper 61a comes into contact with the restricting portion 2b.

  Next, a case where the motor 62 is operated by steering the handle 6 will be described. 22 is a diagram showing a steering angle switching mechanism when the motor 62 is operated by steering the handle 6, FIG. 23 is a cross-sectional view in a plane including the motor shaft MA and the steering shaft SA in FIG. 22, and FIG. It is LL sectional drawing of.

  As shown in FIG. 22, when the driver steers the handle 6 and the motor 62 operates, the motor 62 rotates and the ball screw 63 is operated as shown in FIG. The first stopper 61a and the second stopper 61b move away from the steering shaft SA. Therefore, as shown in FIG. 24, when the front fork 3 rotates by the second angle β, the second stopper 61b comes into contact with the restricting portion 2b, so that the steering angle of the handle 6 is smaller than the first angle α. It is regulated to the second angle β. When the driver steers the handle 6 in the reverse direction, the first stopper 61a comes into contact with the restricting portion 2b.

  Control of the steering angle switching mechanism of the second embodiment will be described.

  FIG. 25 is a block diagram corresponding to the steering angle switching mechanism control, and FIG. 26 is a flowchart of the steering angle switching mechanism control.

  As shown in FIG. 25, the control of the steering angle switching mechanism is such that the control unit 110 controls the rotation of the motor 62 in accordance with the angular velocity detected by the steering angular velocity sensor 101.

  As shown in FIG. 26, first, in step 11, the steering angular velocity of the handle 6, the handle post 6a or the front fork 3 detected by the steering angular velocity sensor 101 is acquired (ST11). Next, in step 12, it is determined whether or not the steering angular velocity ω acquired in step 1 is equal to or less than a predetermined value a (ST12).

  In step 12, when the steering angular velocity ω is equal to or less than the predetermined value a, in step 13, as shown in FIGS. 20 and 21, the steering angle θ at which the stopper 61 is regulated by the regulating part 2b is determined in advance. The control unit 110 controls the motor 62 so that the value α becomes (ST13). In this embodiment, the motor 62 is not rotated and the stopper 61 is not moved.

  In step 12, when the steering angular velocity ω is larger than the predetermined value a, in step 14, the steering angle θ at which the stopper 61 is regulated by the regulating portion 2b is set to the first value α as shown in FIGS. The control unit 110 controls the motor 62 to move the stopper 61 so that the predetermined second value β is smaller than (ST14).

  By such control, it is possible to finely cope with the state of the vehicle, and it is possible to reduce the unstable state of the vehicle such as when the steering wheel 6 is steered, especially when the steering wheel is suddenly operated.

  Thus, in the steering angle switching mechanism S that switches the maximum steering angle of the handle 6 including the body frame 2 and the handle 6 that rotates relative to the body frame 2, the stopper 51 that moves according to the rotation of the handle 6. , 61 and a regulating member 2b that is provided on the vehicle body frame 2 and regulates the rotation angle of the stoppers 51, 61. The stoppers 51, 61 are regulated by the regulating member 2b according to the angular velocity of the rotation of the handle 6. Since the angle until the vehicle changes is changed, the unstable state of the vehicle when the steering wheel 6 is steered can be reduced.

  Further, as the angular velocity of rotation of the handle 6 is faster, the stoppers 51 and 61 have a smaller angle until being restricted by the restricting member 2b. Therefore, when the handle 6 is suddenly steered, the steering angle is restricted to be small. 6 It becomes possible to reduce the unstable state of the vehicle during steering.

  The shaft member 52 that is attached to the vehicle body frame 2 and rotatably supports the stopper 51, and the spring 53 that is supported by the vehicle body frame 2 and attached to the stopper 51, and the stopper 51, It has a stopper portion 51a that contacts the regulating member 2b on one side, and an attachment portion 51b that is attached to the spring 53 on the other side, and is supported by the shaft member 52 between the stopper portion 51a and the attachment portion 51b. With this structure, it becomes possible to reduce the unstable state of the vehicle when the steering wheel 6 is steered.

  DESCRIPTION OF SYMBOLS 1 ... Three-wheel vehicle, 2 ... Body frame (frame), 2a ... Post receiving part, 2b ... Restriction member, 4 ... Front wheel, 5 ... Rear wheel, 6 ... Handle, 6a ... Handle post, 22 ... Back frame (support member) , 23 ... 1st support frame (support member), 24 ... 2nd support frame (support member), 25 ... 3rd support frame (support member), 28a ... Front 2nd link member (2nd link member), 31 ... Rear wheel tilt motor (actuator), 32 ... reducer, 33 ... shaft integrated link member (first link member), 41 ... wheel motor, 42R ... wheel motor cover (third link member), 42L ... wheel motor cover (first) 4 link member), 50 ... governor mechanism, 51, 61 ... stopper (moving member), 52 ... shaft member, 53 ... spring (elastic member), 62 ... motor, L ... link mechanism

Claims (3)

Frame,
A handle that rotates relative to the frame;
In a steering angle switching mechanism that switches the maximum steering angle of the steering wheel provided with
A moving member that moves in accordance with the rotation of the handle;
A regulating member that is provided on the frame and regulates a rotation angle of the moving member;
With
The steering angle switching mechanism according to claim 1, wherein an angle of the moving member until it is regulated by the regulating member changes according to an angular velocity of rotation of the handle. 2. The steering angle switching mechanism according to claim 1, wherein the moving member has a smaller angle until it is regulated by the regulating member as an angular velocity of rotation of the handle is faster. A shaft member attached to the frame and rotatably supporting the moving member;
One elastic member supported by the frame and the other attached to the moving member;
Have
The moving member is
A stopper portion that abuts the regulating member on one side,
An attachment part attached to the elastic member on the other side;
Have
The steering angle switching mechanism according to claim 1 or 2, wherein the steering member is supported by the shaft member between the stopper portion and the mounting portion.

Images