JP4198497B2 - Steering damper mounting structure for motorcycles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a steering damper mounting structure in a motorcycle.
[0002]
[Prior art]
As a mounting structure of a steering damper in a conventional motorcycle, when a vane that divides an oil chamber in a housing into two swings, hydraulic oil flows between the two oil chambers to generate a damping force. A rotary type steering damper having a shaft that supports a vane so as to be swingable with respect to the housing while the base portion is fixedly connected, and a hydraulic control valve that varies a damping force of the rotary type steering damper. It is known that the housing is attached to the steering system and the shaft is attached to the vehicle body frame (see, for example, Patent Document 1).
[0003]
[Patent Document 1]
JP 2002-302085 A (left column of page 3, FIG. 2, FIG. 3)
[0004]
[Problems to be solved by the invention]
The steering damper mounting structure in the above-described conventional motorcycle has the following problems.
In other words, the rotary type steering damper is mounted above the top bridge, but in reality, the hydraulic control valve provided in the passage connecting the two oil chambers in the housing is driven and controlled for adjusting the damping force. Therefore, it is necessary to provide driving means such as a solenoid. However, while the drive means requires a relatively large arrangement space, the upper position of the top bridge where the rotary type steering damper is arranged is arranged with the fuel tank approaching rearward and an ignition switch forward. Is a very narrow space where various movable parts such as a top bridge and a front fork constituting the steering system are disposed, and such narrow and various movable parts are disposed. There is a problem that it is very difficult to dispose a driving unit that requires a large disposition space at a location.
[0005]
The present invention has been made in view of the above circumstances, and an object of the present invention is to enable automatic placement of drive means that require a relatively large space for driving and controlling a hydraulic control valve for adjusting damping force. The object is to provide a steering damper mounting structure for a two-wheeled vehicle.
[0006]
[Means for Solving the Problems]
In order to solve the above-described problem, a steering damper mounting structure in a motorcycle according to claim 1 has two oil chambers (for example, an oil chamber 74a in the embodiment) in a housing (for example, the housing 52 in the embodiment). 74b), the hydraulic oil flows between the two oil chambers when the vane (for example, the vane 75 in the embodiment) swings, generating a damping force, and connecting the base portion of the vane in a fixed state. A rotary steering damper (for example, the steering solenoid 51 in the embodiment) having a shaft (for example, the shaft 53 in the embodiment) that supports the vane so as to be swingable, and the rotary steering damper. A hydraulic control valve that varies the damping force (for example, the hydraulic control valve 68 in the embodiment); For example, the housingOn the side of the body frame (for example, the body frame 2 in the embodiment)And attach the shaftTo the steering system (for example, the steering system 50 in the embodiment) sideIn a mounting structure of a steering damper in a motorcycle in which the housing is disposed above a top bridge (for example, the top bridge 49 in the embodiment),
  The housing extends rearward from the top bridge, and the hydraulic pressure is below the extension portion (for example, the extension portion 52a in the embodiment) and above the head pipe (for example, the head pipe 3 in the embodiment). A drive means for the control valve (for example, the linear solenoid 69 in the embodiment) is arranged.The housing is provided with brackets (for example, the first and second brackets 54 and 55 in the embodiment) on a mounting portion (for example, the mounting portion 3a in the embodiment) provided to extend rearward integrally with the head pipe. The bracket (for example, the first bracket 54 in the embodiment) has a substantially box-like shape with a hollow inside, and left and right side wall portions (for example, the left and right side wall portions 54a and 54a in the embodiment). The drive means is disposed between the left and right side wall portions below the extension portion.
[0008]
In general, in motorcycles, a gap is formed between a top bridge and a fuel tank disposed behind the top bridge. In the present invention, in order to effectively use the gap, the gap extends backward from the top bridge. The housing is disposed so as to extend, and the drive means for the hydraulic control valve is disposed below the extending portion extending rearward from the top bridge. As a result, the gap between the top bridge and the fuel tank can be effectively used, and the driving means can be prevented from projecting upward from the housing and the driving means and the movable member in the vicinity of the top bridge can be prevented from interfering with each other. .
In addition, when the housing is attached to the vehicle body frame side and the shaft is attached to the steering system side, the housing and the drive means must be fixed to the vehicle body frame side. In this case, the housing is moved to the steering system side. Compared to mounting on the body frame, the clearance on the vehicle body frame side can be reduced.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
A steering damper mounting structure in a motorcycle according to the present invention will be described below with reference to the drawings. In the description, descriptions of directions such as front and rear and left and right are based on the vehicle body.
[0010]
As shown in FIG. 1, a motorcycle 1 is provided with a vehicle body frame 2 substantially in the center, and a head pipe 3 provided at the front end of the vehicle body frame 2 has a front fork 5 that supports the front wheels 4 via a steering stem 6. And can be steered. From the head pipe 3 of the vehicle body frame 2, a main frame 7 is provided so as to be divided into left and right and extend obliquely rearward and downward, and then extend downward via a bent portion. A pivot portion 8 is provided at a substantially central front end portion of the portion extending downward from the main frame 7, and the pivot portion 8 supports a rear fork 10 that supports the rear wheel 9 in a swingable manner. Further, a slightly rear portion of the portion supported by the pivot portion 8 of the rear fork 10 is connected to the main frame 7 via the rear cushion 11 and the link portion 12.
[0011]
A seat frame 13 is connected to the rear of the main frame 7. A fuel tank 14 is disposed above the main frame 7, and an engine body 15 of a water-cooled parallel four-cylinder engine is disposed below the main frame 7. An engine hanger 16 extends downward from the front part of the main frame 7, and the engine hanger 16 supports the engine body 15 together with other mounting parts for supporting the engine body provided on the main frame 7.
[0012]
A driver's seat 17 and a passenger's pillion seat 18 are respectively supported by the seat frame 13 behind the fuel tank 14. A driver step 19 is attached to the rear portion of the pivot portion 8 of the vehicle body frame 2, and a passenger step 20 is attached to the lower portion of the seat frame 13. Further, a pair of left and right handles 21, 21 are attached to the upper end portion of the front fork 5 via a top bridge 49.
The front part of the motorcycle 1 is covered with a front cowl 25 and the periphery of the seat frame 13 is covered with a rear cowl 26. A retractable side stand 27 is disposed at the lower left side of the body frame 2, and the side stand 27 supports the vehicle body of the motorcycle 1 in an upright state inclined to the left side.
[0013]
A brake caliper 28 is attached to the lower end of the front fork 5, and a brake rotor 29 corresponding to the brake caliper 28 is attached to the front wheel 4 to constitute a front brake device 30. A front fender 31 that covers the upper portion of the front wheel 4 is attached to the lower end of the front fork 5.
A rear sprocket 32 is attached to the left side of the rear wheel 9 so as to rotate integrally with the rear wheel 9, and a drive chain 34 is connected to the rear sprocket 32 and a drive sprocket 33 disposed on the left side of the rear portion of the engine body 15. The driving force of the engine body 15 is transmitted to the rear wheel 9 by being hung around. A front rear fender 35 that covers the upper front side of the rear wheel 9 is attached to the upper part of the rear fork 10, and a rear fender 36 that covers the upper rear side of the rear wheel 9 is attached to the lower part of the rear cowl 26. The rear frame 10 is provided with a rear brake device having the same configuration as the front brake device 30 of the front wheel 4.
[0014]
The cylinder body 40 of the engine body 15 is disposed on the crankcase 41 in a slightly tilted state. A throttle body 42 corresponding to each cylinder is connected to a rear portion of the cylinder body 40, and each throttle body 42 is connected to an air cleaner case 43 disposed between the main frame 7 and the fuel tank 14. An exhaust pipe 44 corresponding to each cylinder is connected to the front portion of the cylinder body 40. The exhaust pipe 44 extends forward from the front wall 45 of the cylinder body 40 and then curves downward, and extends to the rear of the engine body 15 through the front and lower sides of the crankcase 41.
[0015]
The steering stem 6, the top bridge 49 disposed parallel to the bottom bridge above the bottom bridge of the steering stem 6, the handle 21, and the like constitute a steering system 50 for steering the front wheels 4. A steering damper 51 is interposed between the steering system 50 and the vehicle body frame 2 (see FIGS. 2 and 3).
[0016]
The steering damper 51 is for reducing the deflection of the steering wheel 21 due to kickback or the like during a disturbance. Usually, there are two types, a rod type and a rotary type. Here, the rotary type is excellent in terms of compactness. The steering damper 51 is used.
[0017]
As shown in FIG. 2, the steering damper 51 includes a housing 52 and a shaft 53 that protrudes outward through the lower surface of the housing 52. The housing 52 is attached to a mounting portion 3a provided integrally with the head pipe 3 and extending rearward via first and second brackets 54 and 55. On the other hand, the shaft 53 is attached to the top bridge 49 via a link mechanism 56.
[0018]
As shown in FIG. 4, the first bracket 54 has a substantially box-like shape with a hollow inside, and the left and right side walls 54 a and 54 a, the bottom plate 54 b, and the side plate 54 a and the bottom plate 54 b. A substantially Y-shaped leg portion 54c connected to the rear end portion is provided. Further, mounting holes 54d, 54d, 54d are formed in the upper surface portions of the left and right side wall portions 54a, 54a and the upper surface portions of the leg portions 54c, respectively, and the steering damper 51 is bolted through these mounting holes 54d. The Also, the bottom plate portion 54b is provided with attached holes 54e and 54e, and the leg portion 54c is provided with attached holes 54f and 54f, and the first bracket 54 is provided via these attached holes 54e,. The head pipe 3 is bolted to the attachment portion 3a.
[0019]
As shown in FIG. 5, the second bracket 55 has a base portion 55a formed in a substantially rectangular parallelepiped shape, and left and right projecting portions 55b and 55b projecting upward from both sides of the base. In the base portion 55a, the mounting holes 55c and 55c are formed so as to be coaxial with the mounting holes 54f and 54f of the first bracket 54. Then, in a state where the second bracket 55 and the first bracket 54 are overlapped together, one bolt is inserted into the mounting hole 54f and the mounting hole 55c that are both coaxial, The second bracket 55 is attached to the attachment portion 3 a of the head pipe 3 together with the first bracket 54.
[0020]
The link mechanism 56 will be described. As shown in FIGS. 2 and 3 and FIG. 6, the shaft 53 protruding downward from the steering damper 51 is attached with one end 60a of the arm 60, and the arm 60 is divided into two branches. One end portion of the eyeglass-like link member 63 is spherically supported on the end portion 60b via a bolt 61 and a ball member 62 fitted to the outer periphery of the bolt 61. The other end portion of the link member 63 is spherically supported by a mounting portion 49 a formed on the top bridge 49 via a bolt 64 and a ball member 65 fitted to the outer periphery of the bolt 64. That is, the arm 60, the bolts 61 and 64, the ball members 62 and 65, and the link member 63 constitute a link mechanism 56 that transmits the movement of the top bridge to the shaft 53.
[0021]
A housing 52 of the steering damper 51 is attached to the top bridge 49 via the first and second brackets 54 and 55 so as to extend rearward. A linear solenoid 69, which is an example of a driving unit that drives and controls the hydraulic control valve 68, is disposed below the extending portion 52 a that extends rearward from the top bridge 49 of the housing 52.
[0022]
In order to avoid interference with the steering damper 51 and the first and second brackets 54, 55, a recess 14 a is formed in the front portion of the fuel tank 14. In FIG. 2, reference numeral 70 denotes an ignition switch arranged in front of the head pipe.
[0023]
As shown in FIGS. 7 to 9 and 11, the housing 52 of the steering damper 51 includes a body 71 and a cap 72. A fan-shaped recess 73 is formed on the upper surface of the body 71, and the recess 73 is covered with a cap 72 to form an oil chamber 74. The oil chamber 74 is divided into two oil chambers 74 a and 74 b by the vane 75. As shown in FIG. 10, the base portion 75a of the vane 75 is formed in a cylindrical shape, and the shaft 53 is fixed to the cylindrical portion so as to rotate integrally with the vane 75 via fixing means such as a spline. Connected. The vane 75 is supported by the shaft 53 so as to be swingable with respect to the housing 52.
[0024]
Grooves 75b are formed in the upper end portion, the lower end portion, and the rear end portion of the vane 75 facing the inner peripheral surface of the oil chamber 74 so as to be continuous with them, and these grooves 75b are matched to the shape of the groove 75b. A sealing member 76 formed in a U-shape is fitted. Here, the groove 75b and the seal member 76 do not reach the shaft 53 but are formed or fitted to the front thereof.
[0025]
As shown in FIG. 10, sealing washers 77a and 77b are fitted on the outer periphery of the shaft 53 so as to contact the upper and lower surfaces of the base portion 75a of the vane 75, and the upper and lower sealing washers 77a are fitted. , 77b is in contact with the seal member 76. In other words, the two oil chambers 74a and 74b defined in the housing 52 are held in a liquid-tight state by the seal member 76 and the seal washers 77a and 77b, and are also held in a liquid-tight state with respect to the shaft 53. Is done.
[0026]
A bush 78 is fitted to the upper portion of the shaft 53 where the sealing washer 77a is fitted, and a circlip 79 is fitted to the lower portion of the portion where the sealing washer 77a is fitted. Yes. In addition, a bush 80 and an oil seal 81 are fitted to the lower part of the portion where the lower seal washer 77b of the shaft 53 is fitted.
[0027]
As shown in FIGS. 10 to 12, the body 71 of the housing 52 has oil passages 83 and 84 communicating with the left and right oil chambers 74a and 74b, respectively, from the rear end of the inner peripheral surface of these oil chambers 74a and 74b. Further, they are formed so as to extend rearward and substantially parallel to each other. Check valves 85 and 85 are interposed in the oil passages 83 and 84, respectively. Further, the rear end portions of the oil passages 83 and 84 are formed such that an oil passage 86 communicating the oil passages 83 and 84 is substantially orthogonal to the oil passages 83 and 84. The oil passage 86 is connected to a lower oil passage 87 extending substantially orthogonal to the oil passage 86 via a hydraulic control valve 68 disposed in the vertical direction (see FIG. 12). The oil passage 87 extends forward from a portion where the hydraulic control valve 68 is provided so as to reach the lower side of the oil chamber 74, and the front end thereof is communicated with an oil passage 88 that is substantially orthogonal to the oil passage 87. Check valves 89 and 89 are interposed in the vicinity of the left and right ends of the oil passage 88, respectively. The left and right ends of the oil passage 87 extend further to the side edge of the body, and then rise upward to rise to the left and right oils. The chambers 74a and 74b communicate with each other. That is, the oil passages 83, 84, 86, 87, 88 are formed in the upper and lower stages in the body 71 of the housing 52.
[0028]
Here, the check valves 85 and 89 have the same configuration. The check valve 85 will be described as an example. The valve body 85a is provided with a valve seat 85b and accommodates a ball 85c. The ball 85c is urged by a spring 85d with an appropriate pressing force so as to contact the valve seat 85b. Has been. According to the check valve 85, the flow of fluid in the direction separating the ball 85c from the valve seat 85b is allowed against the urging force of the spring 85d, but the flow of fluid in the reverse direction is blocked. Here, the check valve 85 allows hydraulic oil to flow from the oil chambers 74a and 74b through the oil passages 83 and 84 to the oil passage 86 side, but prevents the flow of hydraulic oil in the reverse direction. The check valve 89 allows the hydraulic oil to return to the oil chambers 74a and 74b through the oil passage 88, but prevents the flow of hydraulic oil in the reverse direction.
[0029]
As shown in FIG. 10, the hydraulic control valve 68 changes the damping force of the steering damper 51. In the hydraulic control valve 68, a valve seat 68b is provided on a valve body 68a, and a poppet 68c is accommodated so as to face the valve seat 68b. The poppet 68c is urged with an appropriate pressing force by a spring 68d interposed between the bottom spring seat of the poppet 68c and the valve seat 68b so as to be separated from the valve seat 68b. The upper end of the push rod 68e is inserted into the lower end of the poppet 68c, and the lower end of the push rod 68e is connected to the linear solenoid 69. Then, by the excitation operation of the linear solenoid 69, the poppet 68c is pressed and adjusted so that its head abuts against the valve seat 68c against the urging force of the spring 68d.
[0030]
In other words, according to the hydraulic control valve 68, the poppet 68c has the pressure difference between the left and right oil chambers 74a and 74b in the housing 52 communicating with the space between the head and the bottom, the biasing force of the spring 68d, and the push rod 68e. The position is determined by the exciting force of the linear solenoid 69, and the resultant force of the poppet pressing force based on the differential pressure between the left and right oil chambers 74a and 74b and the biasing force of the spring 68d is weaker than the exciting force of the linear solenoid 69. The poppet 68c contacts the valve seat 68b and the hydraulic control valve 68 is closed, and the resultant force of the poppet pressing force based on the differential pressure between the left and right oil chambers 74a and 74b and the biasing force of the spring 68d is a linear solenoid. When the excitation force of 69 is exceeded, the poppet 68c is separated from the valve seat 68b, and the hydraulic control valve 68 is opened. . A predetermined damping force is obtained when the hydraulic oil passes through a gap between the valve seat 68b and the poppet 68c of the hydraulic control valve 68.
The linear solenoid 69 is controlled by a control unit (not shown) so that a greater excitation force is exerted when the vehicle speed or the vehicle body acceleration is increased.
[0031]
As shown in FIG. 12, a bypass oil passage 91 is formed between the oil passage 86 and the oil passage 87, and a relief valve 92 is interposed in the bypass oil passage 91. The relief bubble 92 has a structure in which a valve seat 92b is provided in the valve body 92a and a ball 92c is accommodated, and the ball 92c is urged toward the valve seat 92b with an appropriate pressing force by a spring 92d. Normally, the ball 92c is in contact with the valve seat 92b. However, when the differential pressure between the oil passage 86 and the oil passage 87 exceeds a predetermined value, the biasing force of the spring 92d is increased by the pressing force based on the differential pressure. As a result, the ball 92c moves away from the valve seat and opens to relieve the pressure difference between the oil passage 86 and the oil passage 87.
[0032]
A free piston 93 is communicated with the oil passage 88. The free piston 93 includes a cylinder 93a formed integrally with the body 71, a piston 93c that defines a storage portion 93b for storing hydraulic oil in a front portion of the cylinder 93a, and a piston 93c attached to the storage portion side. It has a structure including a spring 93d. In this free piston 93, when the hydraulic oil filled in the closed space composed of the oil chambers 74a, 74b and the oil passages 83, 84, etc. communicating between the oil chambers expands or contracts due to a temperature change. As the piston 93c moves, the capacity of the storage portion 93b changes, and absorbs thermal expansion and the like of the hydraulic oil.
[0033]
Next, the operation of the steering damper mounting structure in the motorcycle having the above-described configuration will be described.
When the handle 21 is turned to the left side during traveling, for example, the top bridge 49 rotates in the same direction as the handle 21, and the movement of the top bridge 49 is transmitted to the shaft 53 of the steering damper 51 via the link mechanism 56. The shaft 53 also rotates in the counterclockwise direction of the clock hand in FIG. 11, and the vane 75 rotates in the same direction ((A) in FIG. 11). Along with this, the pressure of the hydraulic oil filled in the oil chamber 74b becomes narrower and the hydraulic oil in the oil chamber 74b increases, and the hydraulic oil in the oil chamber 74b is separated from the vane 75 and the inner peripheral surface defining the oil chamber 74. It moves directly to the oil chamber 74a on the other side through a gap between them. In this way, although some hydraulic oil moves directly between the oil chambers 74a and 74b, when the pressure of the hydraulic oil in the oil chamber 74b that is still narrow becomes high, the hydraulic oil is supplied to the oil passage 84, the check. The oil passage 86 is reached through the valve 85, and from there to the pressure control valve 68.
[0034]
In the pressure control valve 68, the poppet 68c is normally in contact with the valve seat 68b by the exciting force of the linear solenoid 69, and is closed, for example, even if a slight hydraulic oil pressure is applied from the oil chamber 74b side. However, when the resultant force of the pressing force based on the differential pressure between the left and right oil chambers 74a and 74b and the urging force of the spring 68d exceeds the exciting force of the linear solenoid 69, the poppet 68c is removed from the valve seat 68b. The hydraulic control valve 68 is opened after being separated. At this time, the hydraulic oil in the oil passage 86 passes through the gap between the valve seat 68b and the poppet 68c of the hydraulic control valve 68, reaches the oil passage 87, and further passes through the oil passage 88 and the check valve 89 from there. Pass through to the left oil chamber 74a. Thus, the resistance when the hydraulic oil passes through the pressure control valve 68 or the like generates a damping force and acts on the handle 21. That is, it becomes a resistance force when the handle 21 is cut, and acts as a resistance force against an instantaneous rotational force acting on the handle.
[0035]
The above description is for turning the handle 21 to the left, but the same is true for turning the handle 21 to the right.
[0036]
The linear solenoid 69 is controlled by the vehicle speed and the vehicle body acceleration. For example, the linear solenoid 69 is controlled by a control unit (not shown) so that the excitation force increases when the vehicle speed increases or the vehicle body acceleration increases. Therefore, at this time, the valve opening timing of the hydraulic control valve 68 is delayed, and the opening degree of the hydraulic control valve 68 is reduced by an amount corresponding to the increase in the excitation force, and a larger damping force is exhibited. That is, the higher the vehicle speed and the higher the acceleration, the higher the damping force.
[0037]
Therefore, when traveling at low speed or low acceleration, the handleability can be emphasized and the handle 21 can be turned with a relatively light force. However, when traveling at high speed or high acceleration, a high damping force can be applied when turning the handle 21. Acts, and the occurrence of the kickback phenomenon can be reduced.
[0038]
In the control of the steering damper 51, the hydraulic pressure of one of the left and right hydraulic chambers 74a and 74b increases for some reason, and the difference between the upstream side and the downstream side of the hydraulic control valve 68 of the hydraulic fluid is increased. When the pressure becomes larger than a preset value, the relief valve 92 is opened, and the hydraulic oil in the oil passage 86 is caused to flow to the oil passage 87 through the bypass oil passage 91, so that the differential pressure that has been opened too much is reduced. That is, it is possible to prevent the hydraulic pressure in one oil chamber from becoming too high. Further, when the temperature of the hydraulic oil filled in the oil chamber 74 and the oil passages 83, 84, etc. changes and the hydraulic oil expands or contracts, the piston 93c of the free piston 93 moves in the cylinder 93a accordingly. By moving, the capacity change of the hydraulic oil is absorbed.
[0039]
In the above-described embodiment, the housing 52 of the steering damper 51 is extended rearward from the top bridge 49, and the linear solenoid 69 constituting the driving means of the hydraulic control valve 68 is disposed below the extended portion 51. The gap between the top bridge 49 and the fuel tank 14 disposed behind the top bridge 49 can be effectively used, and the linear solenoid 69 can be disposed while keeping the overall height of the steering damper 51 low. Further, since the linear solenoid 69 does not protrude upward from the housing 52, it is possible to avoid the linear solenoid 69 from interfering with a movable member attached to a handle or the like in the vicinity of the top bridge 49. Furthermore, compared with the case where the linear solenoid is mounted so as to protrude rearward, the degree of freedom of layout of the fuel tank 14 and the like is increased by the amount that the entire length of the steering damper 51 can be shortened.
[0040]
Further, since the shaft 53 is attached to the steering system 50 via the link mechanism 56, when the housing 52 is attached to the top bridge 49, the shaft 53 is attached with a deviation from the axis of the head pipe 3 or the steering stem 6. Even in such a case, the function of the steering damper 51 is not impaired.
That is, the steering damper 51 is preferably mounted so that the shaft 53 is coaxial with the axis of the head pipe 3 or the steering stem 6, but the shaft 53 is mounted on the steering stem due to the accuracy of parts or the assembly error of these parts. It is unavoidable to be assembled with an axis deviating from the 6th axis. In this case, when the shaft 53 is directly attached to the top bridge 49, the rotation centers thereof are shifted, so that smooth movement is not guaranteed and the function of the steering damper 51 cannot be exhibited. Here, since the shaft 53 is attached to the steering system 50 via the link mechanism 56, such a problem can be prevented from occurring.
[0041]
Further, in the steering damper 51, the oil passage is formed in the housing 52 so as to have two upper and lower stages, so that the housing 52 is made compact in a planar sense as compared with the case where the oil passage is formed in one stage. Therefore, the degree of freedom of layout of the fuel tank 14 and the like is further increased.
[0042]
The above embodiment is merely an example of the present invention, and the design can be changed as appropriate without departing from the gist of the invention as necessary.
For example, in the above-described embodiment, the housing 52 of the steering damper 51 is attached to the vehicle body frame 2 side, and the shaft 53 is attached to the steering system 50. Conversely, the housing 52 of the steering damper 51 is attached to the steering system. 50, the shaft 53 may be attached to the body frame 2 side.
[0043]
In the above-described embodiment, the housing 52 of the steering damper 51 is attached to the head pipe 3. However, the housing 52 may be attached directly to the rear extension portion of the vehicle body frame 2 extending rearward from the head pipe 3 or via a stay. Good.
In the above-described embodiment, the linear solenoid 69 is used as the drive means for the hydraulic control valve 68. However, the present invention is not limited to this, and a drive means using hydraulic pressure or the like may be used.
[0044]
【The invention's effect】
As described above in detail, according to the mounting structure of the steering damper in the motorcycle of the present invention, it is possible to effectively use the gap between the top bridge and the fuel tank or the like that is usually a component disposed behind the top bridge. Even if the drive means for driving the hydraulic control valve is relatively large, the drive means can be arranged while keeping the height low. Further, the drive means does not protrude upward from the housing, and therefore it is possible to avoid the drive means from interfering with a movable member attached to the handle near the top bridge. Further, the overall length of the steering damper can be shortened, and the degree of freedom in layout of other parts such as a fuel tank is increased.
[Brief description of the drawings]
FIG. 1 is a side view of a motorcycle showing an embodiment of the present invention.
FIG. 2 is a side view, partly in section, showing a steering damper mounting structure in the same motorcycle.
FIG. 3 is a plan view showing a steering damper mounting structure in the same motorcycle.
4A and 4B show a first bracket for attaching a steering damper, where FIG. 4A is a plan view, FIG. 4B is a side view, and FIG. 4C is a cross-sectional view taken along line AA in FIG.
5A and 5B show a second bracket for attaching a steering damper, where FIG. 5A is a plan view, and FIG. 5B is a cross-sectional view taken along line BB in FIG. 5A.
6 is a cross-sectional view taken along the line CC in FIG. 3. FIG.
FIG. 7 is a plan view of a steering damper.
FIG. 8 is a view taken in the direction of arrow D in FIG.
FIG. 9 is a bottom view of the steering damper.
FIG. 10 is a cross-sectional view of a steering damper.
FIG. 11 is a cross-sectional plan view of a part of the housing body of the steering damper.
12 is a cross-sectional view taken along the line EE of FIG.
FIG. 13 is a schematic view showing a configuration of a steering damper.
[Explanation of symbols]
1 ... motorcycle, 2 ... body frame,
3 ... head pipe, 6 ... steering stem,
14 ... Fuel tank, 21 ... Handle,
49 ... Top bridge, 51 ... Steering damper,
52 ... Housing 52a ... Extension part,
53 ... shaft 54 ... first bracket,
55 ... second bracket 56 ... link mechanism,
68 ... Hydraulic control valve, 69 ... Linear solenoid (drive means),
74 ... Oil chamber, 75 ... Vane,
91 ... Bypass oil passage, 92 ... Relief valve,
93 ... Free piston.

Claims (1)

When the vane which divides the oil chamber in the housing into two is oscillated, the hydraulic oil flows between the two oil chambers to generate a damping force, and the housing is connected to the base of the vane while being fixedly connected. A rotary steering damper having a shaft for swingably supporting the vane, and a hydraulic control valve for changing the damping force of the rotary steering damper, the housing being mounted on the vehicle body frame side In the mounting structure of a steering damper in a motorcycle in which the shaft is attached to the steering system side and the housing is disposed above the top bridge,
The housing extends rearward from the top bridge, and the hydraulic control valve driving means is disposed below the extension portion and above the head pipe ,
The housing is attached via a bracket to a mounting portion provided to extend rearward integrally with the head pipe,
The bracket has a substantially box shape with a hollow inside and has left and right side wall portions, and the driving means is disposed between the left and right side wall portions below the extension portion. A steering damper mounting structure for a motorcycle.

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