六、發明說明·· 【發明所屬之技術領域】 本發明係關於具備有利用複數管材形成 彎曲之車架、與補強車架之補強構件之跨 【先前技術】6. Technical Description of the Invention [Technical Field] The present invention relates to a cross member having a frame formed by using a plurality of tubes to form a curved frame and a reinforcing frame. [Prior Art]
在機車等跨坐型車輛中 之車架。在此種車架令， 接合一種管材之接合部分 另外’為了藉由補㈣接合部分’以提高車架之剛性， 亦廣泛使用將補強構件焊接於該接合部分附近之方 如’專利文獻1)。 [專利文獻U日本特開平丨G_29582號公報（第4_5頁 【發明内容】 [發明所欲解決之問題] 但’在上述以往之皋举巾，π 車条中有如下之問題。即，在補強A frame in a straddle type vehicle such as a locomotive. In such a frame arrangement, the joint portion of one type of pipe is joined to "in order to improve the rigidity of the frame by the (four) joint portion", and the reinforcing member is also widely welded to the vicinity of the joint portion, such as 'Patent Document 1') . [Patent Document U Japanese Patent Application Laid-Open No. Hei. No. G_29582 (page 4-5) [Problems to be Solved by the Invention] However, in the above conventional slings, the π car has the following problems.
，且向特定方向 坐型車輛。 ，廣泛使用利用鋼製之管材形成 存在有藉由與其他之管材垾接而 圖2) ^ ° · &方向(例如’車寬方向内側)彎曲之部分或該部 刀附近之If形，欲以同樣形狀之補強構件補強管材之彎曲 方向側(例如’車寬方向内側)、及與彎曲方向之相反側(車 ，方向外側)時，會發生應力集中於彎曲方向之相反側之 為此有必須考慮此種應力之集中而確保車架之強 度之問題。 因此，本發明係鑑於此種狀況所完成者，其目的在於提 供種：備有下列車架之跨坐型車輛：在藉由補強構件補 吕材所構成之車架彎曲之部分或該部分附进之情 138000.doc 1363722 形’抑制應力集中於特定之部分。 [解決問題之技術手段] 為解決上述問題，本發明具有如下之特徵。首先，本發 明之第1特徵之要旨在於：其係包含利用管材（例如，座執 1帆及副架麗）所形成之車架（車架⑽）；及補強前述車 架之補強構件（補強托架17〇L，17〇R)之跨坐型車輛（機車And sit in a specific direction. The use of steel tubing is widely used to form a part by bending with other tubing. Figure 2) ^ ° · & direction (for example, 'inside the vehicle width direction') or the shape of the knife near the knife. When the reinforcing member of the same shape is used to reinforce the bending direction side of the pipe (for example, the inside in the vehicle width direction) and the side opposite to the bending direction (the outer side of the vehicle), the stress concentrates on the opposite side of the bending direction. The concentration of such stress must be considered to ensure the strength of the frame. Accordingly, the present invention has been made in view of such a situation, and an object thereof is to provide a straddle type vehicle provided with a frame which is curved or partially attached to a frame formed by reinforcing members. Into the 138000.doc 1363722 shape 'inhibition stress concentrated on a specific part. [Technical means for solving the problem] In order to solve the above problems, the present invention has the following features. First of all, the first feature of the present invention is to provide a frame (frame (10)) formed by using a pipe (for example, a seat 1 sail and a sub-frame); and a reinforcing member for reinforcing the frame (reinforcement) Bracket 17〇L, 17〇R) straddle type vehicle (locomotive)
1〇);且前述補強構件具有：第1接合部（外側接合部172L 172R)，其係沿著前述管材之長度方向被接合於前述管 材，第2接合部（内側接合部肌，mR)，其係與前述第工 接合部分離而沿著前述管材之長度方向被接合於前述管 材；及中間部（中間部174L，174R)，其係形成於前述第旧 合部與前述第2接合部之間；於垂直於前述管材之長度方 向之剖視時’前述第！接合部設於前述管材之—側，=述 :2接合部設於前述管材之另一側’且前述中間部由前述 官材分離：沿著前述管材之長度方向之前述第2接合部長 度（長度L2)短於沿著前述管材之長度方向之前述第！接合 部長度（長度L1)。 依據此種跨坐型車輛，中間部由複數管材彼此之接合部 分分離。因此’可利用位於比作用點之連結部分更遠位置 之中間部支持施加於複數管材之連結部分之應力，故可有 效補強車架。 又，A者官材之長度方向而接合之第丨接合部長度長於 第2接合部長度。因此’補強構件可抑制應力集中於具有 彎曲部分之車架之特定部分。因此，藉由使用此補強構 138000.doc 件’可有效地補強車架。 本發明之第2特徵之要旨在於：其係關於本發明之第⑷ =’如述補強構件安裝於接合複數前述管材之接 (接合部分J)。 本發明之第3特徵之晷匕户从.# / 二 做之要日在於.其係、關於本發明之第1特 構件於垂直於前述管材之長度方向之剖視 至h达中間部與前述第旧合部或前述第2接合部中 —方形成特定角度（角度Θ1、Θ2)。 微本tm特徵之要旨在於：其係關於本發明之第1特 由路=緩衝早兀（緩衝單元8g)，其係吸收車輪（後輪9〇) 緩=(路_所受之衝擊；前述補強構件具有安裝前述 早兀之女裝部（緩衝單元安裝部171L，17ir)。 本：明之第5特徵之要旨在於：其係關於本發 徵，刚述車架向車寬方向内側彎曲。 本t明之第6特徵之要旨在於：其係關於本發明之第5特 徵，則述補強構件接合於前述管材之 140c)。 r 口1 J月之第7特徵之要旨在於：其係關於本發明之第The reinforcing member has a first joining portion (outer joint portion 172L 172R) joined to the pipe along the longitudinal direction of the pipe, and a second joint portion (inner joint portion muscle, mR). And being separated from the first joint portion and joined to the pipe along a longitudinal direction of the pipe; and an intermediate portion (intermediate portion 174L, 174R) formed in the second joint portion and the second joint portion In the cross section perpendicular to the length of the pipe, 'the foregoing! The joint portion is provided on the side of the pipe material, and the second joint portion is provided on the other side of the pipe material, and the intermediate portion is separated from the official material: the length of the second joint portion along the longitudinal direction of the pipe material ( The length L2) is shorter than the aforementioned first along the length of the aforementioned pipe! Joint length (length L1). According to this straddle type vehicle, the intermediate portion is separated by the joint portions of the plurality of pipes. Therefore, the stress applied to the joint portion of the plurality of pipes can be supported by the intermediate portion located at a position farther than the joint portion of the action point, so that the frame can be effectively reinforced. Further, the length of the second joint portion joined by the longitudinal direction of the A member is longer than the length of the second joint portion. Therefore, the reinforcing member can suppress stress from being concentrated on a specific portion of the frame having the curved portion. Therefore, the frame can be effectively reinforced by using this reinforcing structure 138000.doc. According to a second aspect of the present invention, in the fourth aspect of the present invention, the reinforcing member is attached to the joint of the plurality of pipes (joining portion J). The third feature of the present invention is that the first member of the present invention has a cross section perpendicular to the longitudinal direction of the pipe to h the intermediate portion and the aforementioned The first joint portion or the second joint portion forms a specific angle (angles Θ1, Θ2). The micro-tm feature is intended to be: the first special road according to the present invention = buffer early (buffer unit 8g), which absorbs the wheel (rear wheel 9 〇) slow = (road _ impact); The reinforcing member has the wearer's section (buffer unit mounting portion 171L, 17ir) to which the foregoing is installed. This: The fifth feature of the present invention is intended to be related to the present invention, and the frame is bent toward the inner side in the vehicle width direction. The sixth feature of the present invention is intended to be related to the fifth feature of the present invention, wherein the reinforcing member is joined to the tube 140c). The seventh feature of r port 1 J month is intended to be:
徵，則述第1接合部之一部分位於前述管材 分（彎曲部分15〇d)。 <曲。P 々本發明之第8特徵之要旨在於：其係關於本發明之 徵，沿著前述管材之前述第2接合部長度在前述管材之長 度方向之前端部（前端部17〇f)，短於沿著前述長度 則述第1接合部長度。 。 I38000.doc 本f明之第9特徵之要旨在於：其係關於本發明之第崤 :’則述官材至前述尹間部之間隔(間隔Ο隨著向前述補 構件之長度方向之前述前端部去而變短。 【實施方式】 [發明之效果] 依據本發明之特徵，可提供-種具備有下列車架之跨坐 ^二輛·在藉由補強構件補強利用管材所構成之車架彎曲 之部分或該部分附近之情形，抑制應力集中於特定之部 分。 其人，面參照圖式，一面說明有關本發明之跨坐型車 輛，實施型態。具體上’說明有關⑴全體概略構成、⑺ 車架之構造、（3)座軌與副架之接合部分之構造、（句補強 構件之構造（角撑板疏）、（5)作用•效果、及⑹其他之 實施型態。 、又在以下之圖式之記載中，在同一或類似之部分，附 以同一或類似之符號。但，值得留意的是：目式屬於模式 的性質，各尺寸之比率等異於現實之情形。 因此，具體的尺寸等應參酌以下之說明予以判斷。又， 在圖式相互間’當然也含有互相之尺寸之關係及比例相里 之部分。 (1)全體概略構成 百先，利用圖1 ,說明有關本實施型態之跨坐型車輛之 機車1〇之全體概略構成。圖1係配置於路面R之機車1〇之左 側面圖。 138000.doc 1363722 如圖1所示，機車10具有形成機車10之骨架之車架100。 機車10具有前輪20、引擎4〇、燃料箱5〇、座墊6〇、緩衝單 元80、及後輪90。引擎4〇、燃料箱5〇、座墊6〇、及緩衝單 元80係安裝於車架1〇〇。 前輪20係被連結於車架1〇〇之一對前叉支持成可旋轉。 引擎40係產生機車1〇之驅動力之動力單元。引擎4〇係在 機車10之前後方向之略中央，被安裝於車架1〇〇。引擎4〇 • 產生傳達至後輪90之驅動力。在引擎40中產生之驅動力係 被鏈條傳達至後輪90。 燃料箱50貯存供應至引擎40之燃料。燃料箱5〇配置於引 擎40之上方。 座墊60配置於燃料箱50之後方。在座墊6〇上可坐著駕敬 人0 緩衝單元80係連結於後輪90，吸收後輪9〇由路面R所受 之衝擊。機車10也在車輛右側設有具有同樣功能之緩衝單 元（未圖示）。 (2)車架1〇〇之構造 利用圖2及圖3，說明有關車架1〇〇之構造。圖2係由車架 100之左前方所視之立體圖。圖3係由車架1〇〇之左下方所 視之立體圖。 如圖2所示’車架100具有操向頭管11〇、下管12〇、及主 架 130。 操向頭官11 〇係支持未圖示之操向軸。主架130係由操向 頭官110向後方延伸。下官120係由操向頭管11〇向下斜後 138000.doc 1363722 方延伸》 車架100具有左側架部100L與右側架部丨〇〇R。 左側架部100L具有撓曲部lOOLa、座執140L、副架 15〇L、角撑板160L '及補強托架17〇L。撓曲部1〇〇La在本 實把型態中’係座軌14〇L與副架15〇[之連結部（後述之接 合部分J) ^ 左側架部100L係利用座軌14〇l及副架150L所形成》座 軌140L之一端部連結於主架13〇。 田1J架150L係將一端部連結於主架13〇，將另一端部連結 於座軌140L。 在副架150L與座軌140L之連結部分之前方，安裝有角撑 板160L。又，在副架15〇L與座轨14〇[之連結部分之後 方’安裝有補強托架170L。 補強托架170L係連結於座執14〇l與副架150L，以補強 座執140L與副架150L之接合部分。 右側架部100R具有與左側架部1〇〇L大略對稱之形狀。 即’右側架部100R具有撓曲部1〇〇Ra、座軌14〇r、副架 150R、角撑板16〇R、及補強托架17〇R。撓曲部i〇〇Ra在本 實施型態中，係座軌140R與副架15〇11之連結部。右側架 部100R係利用座軌14〇r與副架15〇R所形成。座執14〇11之 一端部連結於主架130。 副架15 0R係將一端部連結於主架丨3 〇，將另一端部連結 於座軌140R。 在副架150R與座執140R之連結部分之前方，安裝有角 138000.doc 1363722 · 撑板160R。又，在副架15〇r與座軌14〇11之連結部分之後 方’安裝有補強托架170R。 補強托架170R係連結於座軌14〇R與副架i5〇R，以補強 座軌140R與副架150R之接合部分。 在本實施型態中’座軌140L，140R、副架150L，150R構 成複數管材。又，補強托架170L，1 70R構成補強構件。 車架100具有橋接條180、及後托架190。In the case of the first joint portion, the tube portion (the curved portion 15〇d) is located. <曲. P 々 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第 第The length of the first joint portion will be described along the aforementioned length. . I38000.doc The ninth feature of the present invention is intended to be related to the third aspect of the present invention: 'the interval between the official material and the inter-growth portion (the interval Ο with the aforementioned front end portion toward the length of the aforementioned complementary member) [Embodiment] [Effects of the Invention] According to the features of the present invention, it is possible to provide a straddle type vehicle having the following frames, and a frame bending formed by reinforcing the pipe by the reinforcing member. In the case of the portion or the vicinity of the portion, the stress is concentrated on a specific portion. The person squats on the straddle-type vehicle according to the present invention with reference to the drawings, and specifically describes the general configuration of (1) (7) Structure of the frame, (3) Structure of the joint portion between the seat rail and the sub-frame, (Structure of the sentence-complementing member (gusset), (5) Action and effect, and (6) Other implementations. In the following description of the drawings, the same or similar parts are attached with the same or similar symbols. However, it is worth noting that the purpose of the mode is the nature of the mode, and the ratio of the dimensions is different from the actual situation. With The size and the like should be judged according to the following description. In addition, the drawings also contain the relationship between the size of each other and the proportional phase. (1) The overall outline constitutes a hundred first, and the use of Figure 1 illustrates the relevant FIG. 1 is a left side view of a locomotive 1 配置 disposed on a road surface R. 138000.doc 1363722 As shown in FIG. 1, the locomotive 10 has a locomotive 10 Skeleton frame 100. The locomotive 10 has a front wheel 20, an engine 4〇, a fuel tank 5〇, a seat cushion 6〇, a buffer unit 80, and a rear wheel 90. The engine 4〇, the fuel tank 5〇, the seat cushion 6〇, and The buffer unit 80 is attached to the frame 1. The front wheel 20 is coupled to the frame 1 to support the front fork to be rotatable. The engine 40 is a power unit that generates driving force of the locomotive 1 。. It is attached to the frame 1 in the center of the front and rear directions of the locomotive 10. The engine 4〇 generates the driving force transmitted to the rear wheel 90. The driving force generated in the engine 40 is transmitted to the rear wheel 90 by the chain. The fuel tank 50 stores fuel supplied to the engine 40. The fuel tank 5 is equipped with It is placed above the engine 40. The seat cushion 60 is disposed behind the fuel tank 50. The seat cushion 6 is seated on the seat cushion. The cushion unit 80 is coupled to the rear wheel 90, and the rear wheel 9 is absorbed by the road surface R. The locomotive 10 is also provided with a buffer unit (not shown) having the same function on the right side of the vehicle. (2) Structure of the frame 1〇〇 The structure of the frame 1〇〇 is described with reference to Figs. 2 and 3 . Fig. 2 is a perspective view of the left front side of the frame 100. Fig. 3 is a perspective view of the left side of the frame 1 。. As shown in Fig. 2, the frame 100 has a steering head tube 11 The lower tube 12〇 and the main frame 130. The steering head 11 supports a steering shaft (not shown). The main frame 130 extends rearward from the steering head 110. The lower section 120 is tilted downward by the steering head tube 11 13 138000.doc 1363722 square extension. The frame 100 has a left side frame portion 100L and a right side frame portion 丨〇〇R. The left side frame portion 100L has a flex portion 100La, a seat holder 140L, a sub-frame 15L, a gusset 160L', and a reinforcing bracket 17A. In the present embodiment, the flexure 1〇〇La is used to connect the seat rail 14〇L and the sub-frame 15〇[the joint portion (the joint portion J to be described later) ^ the left frame portion 100L uses the seat rail 14〇1 and One end of the seat rail 140L formed by the sub-frame 150L is coupled to the main frame 13A. The field 1J rack 150L has one end connected to the main frame 13A and the other end connected to the seat rail 140L. A gusset 160L is attached before the joint portion of the sub-frame 150L and the seat rail 140L. Further, a reinforcing bracket 170L is attached to the rear side of the connecting frame 15A and the seat rail 14'. The reinforcing bracket 170L is coupled to the seat holder 14〇1 and the sub-frame 150L to reinforce the joint portion between the seat holder 140L and the sub-frame 150L. The right side frame portion 100R has a shape that is substantially symmetrical with the left side frame portion 1A. That is, the right side frame portion 100R has the flexure portion 1〇〇Ra, the seat rail 14〇r, the sub-frame 150R, the gusset 16〇R, and the reinforcing bracket 17〇R. In the present embodiment, the flexure portion i〇〇Ra is a joint portion between the seat rail 140R and the sub-frame 15〇11. The right side frame portion 100R is formed by the seat rail 14〇r and the sub-frame 15〇R. One end of the seat block 14〇11 is coupled to the main frame 130. The sub-frame 15 0R has one end connected to the main frame 丨 3 〇 and the other end connected to the seat rail 140R. An angle 138000.doc 1363722 · struts 160R are attached before the joint portion of the sub-frame 150R and the seat holder 140R. Further, a reinforcing bracket 170R is attached to the rear side of the connecting portion between the sub-frame 15〇r and the seat rail 14〇11. The reinforcing bracket 170R is coupled to the seat rail 14〇R and the sub-frame i5〇R to reinforce the joint portion between the seat rail 140R and the sub-frame 150R. In the present embodiment, the "seat rails 140L, 140R, and the sub-frames 150L, 150R constitute a plurality of tubes. Further, the reinforcing brackets 170L, 1 70R constitute a reinforcing member. The frame 100 has a bridge strip 180 and a rear bracket 190.
如圖2及圖3所示’左側架部i〇OL與右側架部1〇〇R係被 橋接條1 80及後托架1 90所連結。在後托架1 90，安裝有尾 燈單元（未圖示）。 (3)座軌140L，140R與副架150L，150R之接合部分之構造 其次’利用圖4，說明有關座軌140L，140R與副架150L， 150R之接合部分之構造。圖4係座軌140L，140R與副架 1 5 0L，1 5 0R之接合部分之構造放大所示之車架之左前 方所視之立體圖。 如圖4所示，座軌140L，140R具有向特定方向彎曲之彎 曲部分150d。 副架150L, 150R係由彎曲部分150d向連結於主架13〇之 端部’彎向車寬方向内側。即，副架150L，150R係由彎曲 部分150d朝向連結於主架130之端部，互相之間隔逐漸變 窄。 補強托架170L具有外側接合部172L、内側接合部 173L、及中間部174L。補強托架170L係利用外側接合部 172L與内側接合部173L夾持座軌140L。又，補強托架 138000.doc 1363722 170L係利用外側接合部172L與内側接合部173L失持副架 150L。 外側接合部172L之一部分位於副架150L彎曲之彎曲部分 150d。 補強托架170L具有安裝緩衝單元80之緩衝單元安裝部 171L。 補強托架170R具有外側接合部172R、内側接合部 173R、及中間部174R。補強托架170R係利用外側接合部 172R與内側接合部173R夾持座軌140R。又，補強托架 】70R係利用外側接合部1 72R與内側接合部1 73R夾持副架 150R。 外側接合部172L之一部分位於副架丨5〇l彎曲之彎曲部分 150d。 補強托架170R具有安裝緩衝單元8〇之緩衝單元安裝部 171R。 在本實施型態中’外側接合部1721^，172R構成第1接合 部。又，内側接合部173L，173R構成第2接合部。 (4)補強構件之構造（補強托架17〇L) 其次’說明補強托架之構造。補強托架17〇L與l7〇R互 相處於鏡像關係，故在此說明有關補強托架17〇L。 圖5A係在車架100安裝補強托架170L之狀態之左侧面 圖。圖5B係補強托架17〇L之前端部之剖面圖。圖5C係補 強托架170L之前端部之平面圖。圖5D係補強托架17几之 緩衝單元安裝部之位置之剖面圖。圖5E係補強托架i7〇R2 138000.doc 緩衝單元安裝部之位置之剖面圖。 補強托架170L具有前端部170f與後端部i7〇r。補強托架 170L被安裝於座執14〇L與副架15〇L接合之接合部分j。前 端部170f接合於副架150L，後端部丨70r接合於座軌14〇L。 外側接合部172L從垂直於座軌140L及副架150L之長度 方向之剖面視之，係被接合於沿著短側之側（即相當於直 徑）之座軌140L與副架150L之一側之外側端部14〇a、 150a ° 内側接合部173L從垂直於座軌140L及副架150L之長度 方向之剖面視之，係被接合於沿著短側之側之座軌1 與 副架150L之另一端之内側端部140b，150b。 具體上，如圖5(D)所示，補強托架170L之外侧接合部 172L與座軌140L之外側端部140a接合，且内側接合部173L 與座軌140L之内側端部140b接合。 又’如圖5(B)所示，外側接合部1 72L與副架150L之外側 端部150a接合，且内側接合部173L與副架150L之内側端部 1 5 0 b接合。 外側接合部172L及内側接合部173L之座軌140L至中間 部174之間隔C係在補強托架170L之長側之側，隨著趨向前 端部170f而變短。 補強托架170L係被接合於座執140L與副架150L之下部 140c 〇 又，在補強托架170L之前端部170f，沿著副架150L之長 側之側之内側接合部1 73L之長度L2短於沿著長側之側之外 138000.doc 1363722 側接合部172L之長度L1。 中間部1 74L係形成於外側接合部1 72L與内側接合部 173L之間。 中間部174L係由座軌140L及副架150L分離。 如圖5(D)所示，在沿著座軌140L之短側之側之補強托架 170L之剖面t，至少中間部174L與外側接合部172L形成 之角度為角度Θ1。又，中間部174L與内側接合部173L形成 之角度為角度Θ2。 (5)作用•效果 依據機車1 〇，補強托架1 70L之中間部1 74L係由座軌 140L與副架150L之接合部分J分離。因此，可利用位於比 作用點之接合部分更遠位置之中間部1741^支持施加至座軌 140L與副架150L之接合部分之應力，故可有效地補強車架 100 ° 又，接合於沿著副架150L之短侧之側之副架丨5〇L之一端 部（例如外側端部150a)之外側接合部172L之長度係長於接 合於沿著副架150L之另一端部（例如内側端部15〇b)之内側 接合部173L之長度。為此，補強托架17〇L可抑制應力集中 於具有彎曲部分之車架100之特定部分。因此，可藉由使 用此補強托架170L而有效地補強車架1〇〇。 補強托架1 70L係安裝於接合部分j。因此，補強托架 170L可確實補強難以確保剛性之座轨m〇l與副架i5〇L之 接合部分。 在沿著座軌140L之短側之側之補強托架丨7〇L之剖面中， 138000.doc •12- 1363722 至少中間部174與外側接合部172L形成角度Θ1。又，中間 部174與内側接合部173L形成角度Θ2。 即’補強托架170L係藉由連結於中間部174而與中間部 1 74形成角度0 1之外側接合部1 72L、和連結於中間部1 74而 與中間部1 74形成角度Θ2之内側接合部173L，夾持車架 100 ° 藉此’可提高對車寬方向之扭轉之補強托架17〇[之強 度。 機車10具備有吸收後輪90由路面r所受之衝擊之緩衝單 元80，補強構件i7〇l，170R具有安裝緩衝單元8〇之緩衝單 元安裝部171L，171R。 即，機車10係在補強車架1 〇〇之補強構件丨7〇L中支持緩 衝單元80。因此，機車1〇係可在具有高剛性之補強構件 170L中，支持緩衝單元8〇。又，可削減與機車⑺之製造有 關之零件數。 在機車1〇中，車架1〇〇向車寬方向内側彎曲。因此，機 車1〇之車寬在車輛中央部會減少。即，機車1〇具有車寬在 車輛中央部變窄之外觀形狀。 在機車1〇_，補強托架17礼係被接合於座轨14儿及副架 胤之下部14〇c、15〇c。即，可由下側支持施加於車架 1〇〇之應力。 外側接合部172L之一部分係位於副架丨5〇L彎曲之彎曲部 刀1 50d。因此，可抑制應力集中於與弯曲部分】谢之彎曲 方向相反侧之車架之部分。藉此’可有效地補強車架 138000.doc 13 100 ° 100 °1363722 由座軌140L至中間部174L之間隔c係隨著向補強托架 1 70L之長側之側之前端部17〇f之移動而變短。也就是說， 在接合部分J之附近’間隔C最長。因此，補強托架1701^可 在離開座轨140L與副架1 50L之接合部分J之位置，支持施 加至接合部分J之應力，故可有效補強座軌14〇L與副架 150L之接合部分。 又’在此雖記載有關補強托架丨7〇L之作用•效果，但具 有補強托架170L之鏡像型之補強托架i7〇r也具有與補強托 架170L同樣之作用·效果。 (6)其他之實施型態 如上所述，在此雖透過本發明之一實施型態揭示本發明 之内谷，但不應理解為構成此揭示之一部分之論述及圖式 係用於限定本發明。顯然對同業業者而言，將可由此揭示 中，想到各種代替實施之型態。 在上述實施型態中，雖列舉機車1〇作為跨坐型車輛之一 例，但只要是跨坐型車輛即可，車輪之數並不限定於2 個〇例如，車輪之數也可以為3個。又，車輪之數也可以 為4個。 在上述實施型態中，說明補強托架170L，17〇R係被安裝 於接合座軌140L，140R與副架15〇L，15〇R之接合部分j。 i_也可被文裝於相當於實施型態之接合部分j之位置撓 曲之連續之車架之途中。 又，補強托架170L，170R也可被接合於直線狀之管材。 138000.doc 1363722.. 車架也可非為管狀。又，在上述實施型態中，車架之剖面 形狀雖以略圓形表示，但安裝於補強托架17〇l，i7〇R之車 架之剖面形狀並不限定於略圓形。例如，也可為角型車 架。 在上述實施型態中，雖說明中間部174L，174R與外側接 合部172L，172R或内側接合部17几，173R形成特定角度 … Θ1、Θ2,但例如，中間部17礼，mR也可非為面狀，而呈 ^ 現棒狀、線狀。此情形，外側接合部1 72L，1 72R與内側接 合部173L，173R形成之角度實質上為角度Θ1或Θ2(或異於角 度Θ1、Θ2之角度Θ3)之1種角度。 在上述實施型態中，說明具備有吸收後輪90由路面尺所 嗳之衝擊之緩衝單元80。但，未必需要具備有緩衝單元 80。且緩衝單元80之數也可在左右任一方設置“固。又， 也可在機車10之車輛中心部分設置1個。 在上述實施型態中，車架1〇〇之形狀並不限定於圖式所 % 示之形狀。例如，車架也可具有向車寬方向外側彎曲之彎 曲部分。 在上述實施型態中，說明補強托架丨7〇L被接合於座軌As shown in Fig. 2 and Fig. 3, the left side frame portion 〇OL and the right side frame portion 〇〇R are connected by the bridge bar 180 and the rear bracket 1 90. A taillight unit (not shown) is attached to the rear bracket 1 90. (3) Structure of joint portion of the seat rails 140L, 140R and the sub-frames 150L, 150R Next, the structure of the joint portion between the seat rails 140L, 140R and the sub-frames 150L, 150R will be described with reference to Fig. 4 . Fig. 4 is a perspective view showing the left side of the frame of the frame shown by the joint of the seat rails 140L, 140R and the sub-frames 150L and 150R. As shown in Fig. 4, the seat rails 140L, 140R have curved portions 150d which are bent in a specific direction. The sub-frames 150L, 150R are bent toward the inner side in the vehicle width direction by the bent portion 150d toward the end portion of the main frame 13A. That is, the sub-frames 150L, 150R are bent toward the end portion of the main frame 130 by the curved portion 150d, and are gradually narrowed from each other. The reinforcing bracket 170L has an outer joint portion 172L, an inner joint portion 173L, and an intermediate portion 174L. In the reinforcing bracket 170L, the seat rail 140L is sandwiched by the outer joint portion 172L and the inner joint portion 173L. Further, the reinforcing bracket 138000.doc 1363722 170L loses the sub-frame 150L by the outer joint portion 172L and the inner joint portion 173L. One of the outer joint portions 172L is located at the curved portion 150d where the sub-frame 150L is bent. The reinforcing bracket 170L has a buffer unit mounting portion 171L to which the buffer unit 80 is mounted. The reinforcing bracket 170R has an outer joint portion 172R, an inner joint portion 173R, and an intermediate portion 174R. In the reinforcing bracket 170R, the seat rail 140R is sandwiched by the outer joint portion 172R and the inner joint portion 173R. Further, the reinforcing bracket 70R is used to sandwich the sub-frame 150R by the outer joint portion 1 72R and the inner joint portion 1 73R. One of the outer joint portions 172L is located at the curved portion 150d of the sub-frame 丨5〇1. The reinforcing bracket 170R has a buffer unit mounting portion 171R to which the buffer unit 8 is mounted. In the present embodiment, the 'outer joint portions 1721' and 172R constitute the first joint portion. Further, the inner joint portions 173L and 173R constitute a second joint portion. (4) Structure of reinforcing member (reinforcing bracket 17〇L) Next, the structure of the reinforcing bracket will be described. The reinforcing brackets 17〇L and l7〇R are in mirror relationship with each other, so the reinforcing bracket 17〇L will be described here. Fig. 5A is a left side view showing a state in which the frame 100 is mounted with the reinforcing bracket 170L. Figure 5B is a cross-sectional view of the end portion of the reinforcing bracket 17A. Fig. 5C is a plan view showing the front end portion of the reinforcing bracket 170L. Fig. 5D is a cross-sectional view showing the position of the buffer unit mounting portion of the reinforcing bracket 17. Figure 5E is a cross-sectional view showing the position of the reinforcing bracket i7〇R2 138000.doc buffer unit mounting portion. The reinforcing bracket 170L has a front end portion 170f and a rear end portion i7〇r. The reinforcing bracket 170L is attached to the joint portion j where the seat holder 14〇L and the sub-frame 15〇L are engaged. The front end portion 170f is joined to the sub-frame 150L, and the rear end portion r 70r is coupled to the seat rail 14A. The outer joint portion 172L is joined to one side of the side rail 140L and the sub-frame 150L along the side of the short side (that is, corresponding to the diameter) from a cross section perpendicular to the longitudinal direction of the seat rail 140L and the sub-frame 150L. The outer end portions 14A, 150a are formed by a cross section perpendicular to the longitudinal direction of the seat rail 140L and the sub-frame 150L, and are joined to the land rail 1 and the sub-frame 150L along the side of the short side. The inner ends 140b, 150b at the other end. Specifically, as shown in Fig. 5(D), the outer side engaging portion 172L of the reinforcing bracket 170L is engaged with the outer side end portion 140a of the seat rail 140L, and the inner side engaging portion 173L is engaged with the inner end portion 140b of the seat rail 140L. Further, as shown in Fig. 5(B), the outer joint portion 172L is joined to the outer end portion 150a of the sub-frame 150L, and the inner joint portion 173L is engaged with the inner end portion 150b of the sub-frame 150L. The interval C between the land portion 140L and the intermediate portion 174 of the outer joint portion 172L and the inner joint portion 173L is on the side of the long side of the reinforcing bracket 170L, and becomes shorter as it goes toward the front end portion 170f. The reinforcing bracket 170L is joined to the lower portion 140c of the holder 140L and the sub-frame 150L, and the end portion 170f before the reinforcing bracket 170L, and the length L2 of the inner joint portion 173L along the side of the long side of the sub-frame 150L. It is shorter than the length L1 of the side joint portion 172L of the 138000.doc 1363722 along the side along the long side. The intermediate portion 1 74L is formed between the outer joint portion 1 72L and the inner joint portion 173L. The intermediate portion 174L is separated by the seat rail 140L and the sub-frame 150L. As shown in Fig. 5(D), at least the intermediate portion 174L and the outer joint portion 172L are formed at an angle Θ1 in the cross section t of the reinforcing bracket 170L along the short side of the seat rail 140L. Further, the angle formed by the intermediate portion 174L and the inner joint portion 173L is an angle Θ2. (5) Action and effect According to the locomotive 1 〇, the intermediate portion 1 74L of the reinforcing bracket 1 70L is separated from the joint portion J of the sub-frame 140L and the sub-frame 150L. Therefore, the intermediate portion 1741 located at a position farther than the joint portion of the action point can support the stress applied to the joint portion of the seat rail 140L and the sub-frame 150L, so that the frame can be effectively reinforced and joined along the path. One end of the sub-frame 丨5〇L of the side of the short side of the sub-frame 150L (for example, the outer end portion 150a) has a length that is longer than the other end portion (for example, the inner end portion) along the sub-frame 150L. The length of the inner joint portion 173L of 15〇b). For this reason, the reinforcing bracket 17A can suppress stress from being concentrated on a specific portion of the frame 100 having the curved portion. Therefore, the frame 1 can be effectively reinforced by using the reinforcing bracket 170L. The reinforcing bracket 1 70L is attached to the joint portion j. Therefore, the reinforcing bracket 170L can surely reinforce the joint portion of the rigid seat rail m〇l and the sub-frame i5〇L. In the section of the reinforcing bracket 丨7〇L along the side of the short side of the seat rail 140L, at least the intermediate portion 174 forms an angle Θ1 with the outer joint portion 172L. Further, the intermediate portion 174 forms an angle Θ2 with the inner joint portion 173L. In other words, the reinforcing bracket 170L is connected to the intermediate portion 174 to form an angle 0 1 with the intermediate portion 1 74, and the outer joint portion 1 72L and the intermediate portion 1 74 are joined to the inner portion 1 74 at an angle Θ2. Part 173L, clamping the frame 100 °, thereby increasing the strength of the reinforcing bracket 17〇 [the twist of the vehicle width direction. The locomotive 10 is provided with a buffer unit 80 that absorbs the impact of the rear wheel 90 on the road surface r. The reinforcing members i7〇, 170R have buffer unit mounting portions 171L and 171R to which the buffer unit 8 is attached. That is, the locomotive 10 supports the buffer unit 80 in the reinforcing member 丨7〇L of the reinforcing frame 1 。. Therefore, the locomotive 1 can support the buffer unit 8 in the reinforcing member 170L having high rigidity. Further, the number of parts related to the manufacture of the locomotive (7) can be reduced. In the locomotive 1 ,, the frame 1 弯曲 is bent toward the inner side in the vehicle width direction. Therefore, the width of the locomotive 1 会 will be reduced in the center of the vehicle. That is, the locomotive 1 has an outer shape in which the vehicle width is narrowed at the center of the vehicle. At the locomotive 1〇, the reinforcement bracket 17 is attached to the seat rail 14 and the sub-frames 14〇c, 15〇c. That is, the stress applied to the frame 1 支持 can be supported by the lower side. One of the outer joint portions 172L is located at the curved portion of the sub-frame 〇5〇L. Therefore, it is possible to suppress the stress from being concentrated on the portion of the frame opposite to the curved portion of the curved portion. Thereby, the frame 138000.doc 13 100 ° 100 °1363722 can be effectively reinforced. The interval c from the seat rail 140L to the intermediate portion 174L follows the side of the front side 17〇f of the long side of the reinforcing bracket 1 70L. Move and become shorter. That is, the interval C is the longest in the vicinity of the joint portion J. Therefore, the reinforcing bracket 1701 can support the stress applied to the joint portion J at a position away from the joint portion J of the seat rail 140L and the sub-frame 150L, so that the joint portion of the seat rail 14〇L and the sub-frame 150L can be effectively reinforced. . Further, although the effect and effect of the reinforcing bracket 丨7〇L are described here, the mirror-type reinforcing bracket i7〇r having the reinforcing bracket 170L also has the same function and effect as the reinforcing bracket 170L. (6) Other Embodiments As described above, although the inner valley of the present invention is disclosed through an embodiment of the present invention, it should not be understood that the discussion and drawings constituting a part of the disclosure are used to limit the present invention. invention. Obviously, for the industry, it will be revealed that various alternative implementations will be considered. In the above-described embodiment, the locomotive 1 is an example of a straddle type vehicle, but the number of the wheels is not limited to two, as long as it is a straddle type vehicle, for example, the number of wheels may be three. . Also, the number of wheels can be four. In the above embodiment, the reinforcing brackets 170L, 17〇R are attached to the joint portions j of the joint rails 140L, 140R and the sub-frames 15A, 15R. I_ can also be mounted on the way to a continuous frame that is flexed by the position of the joint portion j of the embodiment. Further, the reinforcing brackets 170L, 170R may be joined to the linear pipe. 138000.doc 1363722.. The frame can also be non-tubular. Further, in the above embodiment, the cross-sectional shape of the frame is slightly circular, but the cross-sectional shape of the frame attached to the reinforcing brackets 17〇1, i7〇R is not limited to a substantially circular shape. For example, it can also be an angle frame. In the above embodiment, although the intermediate portion 174L, 174R and the outer joint portion 172L, 172R or the inner joint portion 17 are described, the 173R forms a specific angle ... Θ1, Θ2, but for example, the middle portion 17 is not a It has a flat shape and is rod-shaped and linear. In this case, the angle formed by the outer joint portions 1 72L, 1 72R and the inner joint portions 173L, 173R is substantially an angle of an angle Θ1 or Θ2 (or an angle Θ3 different from the angle Θ1, Θ2). In the above embodiment, a buffer unit 80 having an impact that absorbs the rear wheel 90 by the road surface is provided. However, it is not necessary to have a buffer unit 80. Further, the number of the buffer units 80 may be set to "solid" on either of the right and left sides. Alternatively, one of the center portions of the locomotive 10 may be provided. In the above embodiment, the shape of the frame 1 is not limited to the figure. The shape shown by the formula %. For example, the frame may have a curved portion bent outward in the vehicle width direction. In the above embodiment, the reinforcing bracket 丨7〇L is engaged to the seat rail.
140L及副架150L之下部140C，150c。此外，補強托架170L 也可沿著座轨140L及副架150L之外周形狀彎曲，覆蓋著座 軌140L及副架150L。 在上述實施型態中，說明外側接合部172L，1 72R之一部 分位於副架15〇L，150R彎曲之彎曲部分15〇d。但，外側接 合部172L，172R之一部分未必需要位於副架150L，i5〇r彎 138000.doc •15- 1363722 曲之彎曲部分150d。 在上述貫施型態中’說明在補強托架170L之前端部i7〇f 之沿著副架150L之長側之側之内側接合部173L, 173R之長 度短於在前端部1 70f之沿著副架1 50L之長側之側之外側接 合部172L，172R之長度。 但，補強托架170L，170R只要可獲得抑制應力集中於具 有彎曲部分之車架之特定部分之效果即可，例如，外側接 合部172L，172R之長度也可短於内側接合部i73L，17311之 長度。 又’說明由座軌140L，140R至中間部174L，174R之間隔 C係隨著向補強托架170L，170R之長側之側之前端部n〇f 之移動而變短。但，補強托架170L，170R只要呈現可有效 分散施加至接合部分J之應力之形狀即可。 如此，本發明當然包含在此未記載之各種實施型態等。 因此，本發明之技術的範圍僅依據上述之說明由妥當之申 請專利範圍之發明特定事項加以界定。 【圖式簡單說明】 圖1係有關本發明之實施型態之跨坐型車輛之機車之左 側面圖； 圖2係有關本發明之實施型態之跨坐型車輛之機車之車 架之左前方所視之立體圖； 圖3係有關本發明之實施型態之跨坐型車輛之機車之車 架之左下方所視之立體圖； 圖4係有關本·發明之實施型態之跨坐型車輛之機車之座 138000.doc -16 · 1363722 軌與副架之接合部分之構造放大所示之左下方所視之立體 圖；及 圖5A係在車架100安裝補強托架170L之狀態之左側面 圖。圖5B係補強托架170L之前端部之剖面圖。圖5C係補 強托架170L之前端部之平面圖。圖5D係補強托架n〇L之 緩衝單元安裝部之位置之剖面圖。圖5E係補強托架1 7〇r之 緩衝單元安裝部之位置之剖面圖。140L and the lower portion 140C, 150c of the sub-frame 150L. Further, the reinforcing bracket 170L may be curved along the outer peripheral shape of the seat rail 140L and the sub-frame 150L to cover the seat rail 140L and the sub-frame 150L. In the above embodiment, it is explained that one of the outer joint portions 172L, 1 72R is located at the curved portion 15〇d where the sub-frames 15A, 150R are bent. However, a portion of the outer joint portions 172L, 172R does not necessarily need to be located in the sub-frame 150L, i5〇r bend 138000.doc • 15-1363722 curved portion 150d. In the above-described embodiment, the length of the inner joint portions 173L, 173R along the side of the long side i7〇f of the reinforcing bracket 170L along the long side of the sub-frame 150L is shorter than the length of the front end portion 70f. The length of the outer side joint portions 172L, 172R on the long side of the sub-frame 1 50L. However, the reinforcing brackets 170L, 170R may have an effect of suppressing stress concentration on a specific portion of the frame having the curved portion. For example, the length of the outer joint portions 172L, 172R may be shorter than the inner joint portions i73L, 17311. length. Further, the interval C between the land rails 140L and 140R to the intermediate portions 174L and 174R is shortened as the movement of the front end portion n〇f toward the long side of the reinforcing brackets 170L and 170R is shortened. However, the reinforcing brackets 170L, 170R may have a shape that can effectively disperse the stress applied to the joint portion J. As such, the present invention naturally includes various embodiments and the like not described herein. Therefore, the scope of the technology of the present invention is defined only by the specifics of the invention as set forth in the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a left side view of a locomotive of a straddle type vehicle according to an embodiment of the present invention; Fig. 2 is a left side view of a locomotive frame of a straddle type vehicle according to an embodiment of the present invention; 3 is a perspective view of the frame of the locomotive of the straddle type vehicle according to the embodiment of the present invention; FIG. 4 is a straddle type vehicle relating to the embodiment of the present invention. Locomotive seat 138000.doc -16 · 1363722 The structure of the joint portion of the rail and the sub-frame is enlarged as shown in the left lower side; and FIG. 5A is the left side view of the state in which the frame 100 is mounted with the reinforcing bracket 170L. . Fig. 5B is a cross-sectional view of the front end portion of the reinforcing bracket 170L. Fig. 5C is a plan view showing the front end portion of the reinforcing bracket 170L. Fig. 5D is a cross-sectional view showing the position of the buffer unit mounting portion of the reinforcing bracket n〇L. Fig. 5E is a cross-sectional view showing the position of the buffer unit mounting portion of the reinforcing bracket 1 7〇r.
【主要元件符號說明】 10 機車 20 前輪 40 引擎 50 燃料箱 60 座墊 80 緩衝單元 90 後輪 100 車架 100L 左側架部 100R 右側架部 110 操向頭管 120 下管 130 主架 140L, 140R 座執 140a 外側端部 140b 内側端部 138000.doc -17- 1363722 140c 下部 150L, 150R 副架 150a 外側端部 150b 内側端部 150c 下部 160L， 160R 角撐板 170L, 170R 補強托架 170f 前端部 170r 後端部 171L, 171R 緩衝單元安裝部 172L, 172R 外側接合部 173L, 173R 内側接合部 174L, 174R 中間部 180 橋接條 190 後托架 J 接合部分 Θ1, Θ2 角度 138000.doc[Main component symbol description] 10 Locomotive 20 Front wheel 40 Engine 50 Fuel tank 60 Seat cushion 80 Buffer unit 90 Rear wheel 100 Frame 100L Left side frame part 100R Right side frame part 110 Operation head tube 120 Lower tube 130 Main frame 140L, 140R Block 140a outer end 140b inner end 138000.doc -17- 1363722 140c lower 150L, 150R sub-frame 150a outer end 150b inner end 150c lower 160L, 160R gusset 170L, 170R reinforcing bracket 170f front end 170r End 171L, 171R Buffer unit mounting portion 172L, 172R Outer joint portion 173L, 173R Inner joint portion 174L, 174R Intermediate portion 180 Bridge strip 190 Rear bracket J Joint portion Θ1, Θ2 Angle 138000.doc