Axle bracket and front fork for saddle-type vehicles equipped therewith

Abstract

To provide a technique that can provide, in a compatible manner, strength and weight reduction of an axle bracket provided with a connection portion connecting a damper to an axle and a brake attachment portion to which a brake can be attached.SOLUTION: An axle bracket 40 includes: a connection portion 50 connecting a damper 30 to an axle 14a; and a brake attachment portion 60 which is disposed on the rear side of a vehicle 10 with respect to the connection potion 50 and to which a brake 21 can be attached. The brake attachment portion 60 includes a first attachment portion 63 made of fiver-reinforced resin and second attachment portions 61, 62 made of metal.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to an axle bracket and a front fork particularly suitable for being adopted in a saddle-type vehicle on which a rider rides straddling.

Background Art

[0002] A saddle-type vehicle such as a motorcycle has an axle bracket provided on a front fork that steers a front wheel. This axle bracket includes a connecting portion that connects a damper to an axle, and a brake mounting portion to which a brake (brake caliper) can be attached.

[0003] In recent years, in order to improve the fuel efficiency and running performance of saddle-type vehicles, the weight reduction of saddle-type vehicles has been promoted. For this reason, weight reduction of the axle brackets mounted on saddle-type vehicles has been demanded. In order to reduce the weight of the axle bracket, it is conceivable to configure the entire axle bracket with a light alloy such as an aluminum alloy, or to devise the shape of the axle bracket. However, there is a limit to achieving weight reduction while ensuring the strength required for the axle bracket only by these means.

[0004] A technique for reducing the weight of components mounted on a vehicle is known, for example, from Patent Document 1. The weight reduction technique known from Patent Document 1 is to replace a part of an automobile suspension arm from an aluminum alloy with a fiber reinforced resin. However, simply replacing some of the materials does not necessarily result in weight reduction when considering the strength of the joint portion between the aluminum alloy and the fiber reinforced resin. Therefore, the suspension arm of Patent Document 1 has a configuration in which end members made of aluminum alloy at both ends and a lightweight core material interposed between these end members are sandwiched in a sandwich shape by a molded plate made of fiber reinforced resin.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

[0006] However, the technology described in Patent Document 1 cannot be directly applied to the axle bracket of a saddle-type vehicle. This is because, although both are components mounted on a vehicle, the structure and function of an automotive suspension arm and an axle bracket for a saddle-type vehicle are completely different, and therefore the required strength and weight reduction are different.

[0007] The present invention aims to provide a technology that enables both strength and weight reduction in an axle bracket, which includes a connecting portion for connecting a damper to an axle and a brake mounting portion to which a brake can be attached. [Means for solving the problem]

[0008] As a result of diligent research, the inventors focused on the structure of the brake mounting portion, which is provided at the rear of the connecting portion that connects the damper to the axle, and found that it is possible to lighten the axle bracket by reviewing the structure and materials of the brake mounting portion. The present invention was completed based on these findings.

[0009] According to this disclosure, an axle bracket is provided, comprising a connecting portion for connecting a damper to an axle, and a brake mounting portion provided on the rear side of the vehicle relative to the connecting portion and capable of mounting a brake, wherein the brake mounting portion comprises a first mounting portion made of fiber-reinforced resin and a second mounting portion made of metal. [Effects of the Invention]

[0010] This disclosure provides a technology that enables both strength and weight reduction in an axle bracket comprising a connecting portion for connecting a damper to an axle and a brake mounting portion to which a brake can be attached. [Brief explanation of the drawing]

[0011] [Figure 1] This is a side view of a saddle-type vehicle equipped with a front fork and axle bracket according to Embodiment 1. [Figure 2] Figure 1 is a perspective view of the axle bracket with the damper and brake caliper assembled on it. [Figure 3] Figure 2 is a perspective view of the axle bracket. [Figure 4] Figure 3 is a perspective view of the axle bracket from below. [Figure 5] Figure 3 shows the connecting section as viewed from the direction of the 5 arrows. [Figure 6] This is a perspective view of the axle bracket according to Example 2. [Figure 7] This is a cross-sectional view along line 7-7 in Figure 6. [Figure 8] This is an enlarged view of part 8 of Figure 7. [Figure 9] Figure 6 is a perspective view of the axle bracket from below. [Figure 10] This is a perspective view of the axle bracket according to Example 3. [Figure 11] This is a cross-sectional view along line 11-11 in Figure 10. [Figure 12] This is an enlarged view of part 12 of Figure 11. [Modes for carrying out the invention]

[0012] Embodiments of the present invention will be described below based on the accompanying drawings. The forms shown in the accompanying drawings are examples of the present invention, and the present invention is not limited to such forms. In the description, "left and right" refer to the left and right with reference to the occupant riding on a straddle-type vehicle, and "front and rear" refer to the front and rear with reference to the traveling direction of the straddle-type vehicle. Also, in the drawings, Up indicates up, Dn indicates down, Fr indicates front (traveling direction, running direction), Rr indicates rear (opposite direction to the traveling direction), Le indicates left, and Ri indicates right. Examples of straddle-type vehicles to which the present invention can be applied include, in addition to motorcycles, three-wheeled vehicles with two front wheels and one rear wheel, and three-wheeled vehicles with one front wheel and two rear wheels.

[0013] <Example 1> Referring to FIGS. 1 to 5, the axle bracket 40 of Example 1 and the front fork 13 for a straddle-type vehicle equipped with the same will be described.

[0014] As shown in FIG. 1, the front fork 13 is adopted, for example, in a vehicle, and as an example, it is used in a motorcycle 10, which is a type of straddle-type vehicle on which an occupant straddles and rides. Hereinafter, the motorcycle 10 may be referred to as the "straddle-type vehicle 10" or the "vehicle 10".

[0015] As shown in FIG. 1, a motorcycle 10, which is a type of straddle-type vehicle, includes a vehicle body 11, an engine 12 provided at the center lower part of the vehicle body 11, a front fork 13 provided at the front part of the vehicle body 11, a front wheel 14 supported by the front fork 13, and a steering handle 15 connected to the front fork 13.

[0016] Furthermore, the motorcycle 10 includes a wheel support mechanism 16 that extends rearward from the rear part of the vehicle body 11 and is swingable in the vertical direction, a rear wheel 17 supported by the wheel support mechanism 16, a rear suspension (not shown) spanned between the vehicle body 11 and the wheel support mechanism 16, and an occupant seat 18 provided at the upper center of the vehicle body 11.

[0017] Furthermore, the motorcycle 10 is equipped with a brake 21 (wheel brake 21) capable of braking the front wheel 14. This brake 21 is, for example, a disc brake configuration, comprising a rotating brake disc 22 (brake disc rotor 22) fixed to the front wheel 14 and a fixed brake caliper 23. In response to the operation of the brake lever 24 provided on the steering handle 15, brake hydraulic pressure generated from the master cylinder 25 is applied to the brake caliper 23, thereby applying brake pressure to the brake disc 22. In other words, the brake caliper 23 clamps the brake disc 22, thereby braking the rotation of the front wheel 14.

[0018] The front fork 13 is equipped with two dampers 30 (shock absorber bodies 30) located on each side of the front wheel 14. These dampers 30 are inverted dampers composed of, for example, an upper outer tube 31 supported by the vehicle body 11 and a lower inner tube 32 that supports the front wheel 14. The lower end 33 of the damper 30 (the lower end 33 of the inner tube 32) is connected to the axle 14a of the front wheel 14 by an axle bracket 40.

[0019] The axle bracket 40 (axle holder 40) will be described in detail below. As shown in Figures 2 and 3, the axle bracket 40 includes a connecting portion 50 that connects the damper 30 to the axle 14a, and a brake mounting portion 60 provided on the rear Rr side of the vehicle 10 (see Figure 1) relative to the connecting portion 50.

[0020] The connecting portion 50 is made of a metal such as an aluminum alloy (light alloy). This connecting portion 50 includes an upper damper support portion 51 that supports the lower end portion 33 of the damper 30, an intermediate portion 52 integrally attached to the lower end of the damper support portion 51, and an axle support portion 53 integrally attached to the lower end of the intermediate portion 52. The damper support portion 51, the intermediate portion 52, and the axle support portion 53 are arranged, for example, on the centerline CL of the damper 30. The axle support portion 53 may be configured to be offset from the centerline CL of the damper 30.

[0021] The damper support portion 51 is, for example, a bottomed cylindrical portion with an open upper end, and can be fitted and fixed to the lower end portion 33 of the damper 30. Since the damper support portion 51 is located in the upper axial part of the connecting portion 50, it is sometimes referred to as the "upper axial part 51".

[0022] The intermediate portion 52 is a cylindrical part that extends along the center line CL of the damper 30. Since this intermediate portion 52 is located in the axial center of the connecting portion 50, it is sometimes referred to as the "axial center portion 52".

[0023] The axle support portion 53 has a support hole 54 that can fit and support the axle 14a of the front wheel 14 (see Figure 1). Since this axle support portion 53 is located in the lower axial part of the connecting portion 50, it is sometimes referred to as the "lower axial part 53".

[0024] Hereinafter, the axial central portion 52 (intermediate portion 52) may be referred to as the "first connecting portion 52," and the axial upper portion 51 (damper support portion 51) and the axial lower portion 53 (axle support portion 53) may be referred to as the "second connecting portions 51, 53." In other words, the connecting portion 50 comprises the first connecting portion 52 and the second connecting portions 51, 53.

[0025] As shown in Figures 2 and 3, the brake mounting section 60 has a V-shaped configuration that opens vertically from the connecting section 50 toward the rear of the vehicle 10. This brake mounting section 60 includes an upper arm 61 extending from the damper support section 51 toward the rear Rr of the vehicle 10 (see Figure 1), a lower arm 62 extending from the axle support section 53 toward the rear Rr of the vehicle 10, and a connecting frame 63 that connects the upper arm 61 and the lower arm 62.

[0026] Hereinafter, the connecting frame 63 may be referred to as the "first mounting portion 63," and the upper arm 61 and lower arm 62 may be referred to as the "second mounting portions 61, 62."

[0027] The upper arm 61 is a flat plate-shaped member integrally formed with the damper support portion 51, and is made of a metal such as an aluminum alloy. This upper arm 61 has an upper mounting portion 61a at its rear end.

[0028] The lower arm 62 is a flat plate-shaped member integrally formed with the axle support portion 53, and is made of a metal such as an aluminum alloy. This lower arm 62 has a lower mounting portion 62a at its rear end.

[0029] The upper mounting portion 61a and the lower mounting portion 62a allow the brake caliper 23 of the brake 21 to be attached by fastening members 64 such as bolts.

[0030] As shown in Figure 3, it is more preferable for the upper arm 61 to have a through hole 61b that penetrates vertically in order to reduce the weight of the axle bracket 40. Also, as shown in Figure 4, it is more preferable for the lower arm 62 to have a through hole 62b that penetrates vertically in order to reduce the weight of the axle bracket 40.

[0031] As shown in Figure 3, the connecting frame 63 is a single molded product made of fiber-reinforced resin. Examples of fiber-reinforced resins include glass fiber reinforced plastic and carbon fiber reinforced plastic.

[0032] The connecting frame 63 comprises an upper frame portion 71 extending in the front-rear direction of the vehicle 10 along the lower surface 61c of the upper arm 61, and a lower frame portion 72 extending in the front-rear direction of the vehicle 10 along the upper surface 62c of the lower arm 62. The upper frame portion 71 and the lower frame portion 72 are plate-shaped members with their plate surfaces facing vertically. The width of the upper frame portion 71 is the same as the width of the lower surface 61c of the upper arm 61. The width of the lower frame portion 72 is the same as the width of the upper surface 62c of the lower arm 62.

[0033] Furthermore, the connecting frame 63 includes at least one (for example, a pair) reinforcing member 73 interposed between the upper frame portion 71 and the lower frame portion 72. The upper frame portion 71 and the lower frame portion 72 support each other through the reinforcing member 73 (stay 73). The following describes a configuration in which the connecting frame 63 is equipped with a pair of reinforcing members 73, 73.

[0034] These reinforcing members 73, 73 are positioned apart from each other in the vehicle width direction and are configured symmetrically. For example, the left reinforcing member 73 connects the left end of the upper frame section 71 to the left end of the lower frame section 72. The right reinforcing member 73 connects the right end of the upper frame section 71 to the right end of the lower frame section 72.

[0035] The right reinforcing member 73 comprises a front reinforcing member 73a connecting the front end of the upper frame portion 71 and the front end of the lower frame portion 72, and a rear reinforcing member 73b located rearward Rr than the front reinforcing member 73a and connecting the upper frame portion 71 and the lower frame portion 72. This rear reinforcing member 73b is configured, for example, in an X shape in side view, and connects the rear end of the upper frame portion 71 and the rear end of the lower frame portion 72, as well as the rear end of the upper frame portion 71 and the lower frame portion 72. Openings 73c are provided between the front reinforcing member 73a and the rear reinforcing member 73b, between the rear reinforcing member 73b and the upper frame portion 71, and between the rear reinforcing member 73b and the lower frame portion 72. The left reinforcing member 73 has the same configuration as the right reinforcing member 73.

[0036] Thus, the connecting frame 63 is constructed solely of a framework to reduce weight. The interior of the connecting frame 63, which is a space enclosed by the upper frame section 71, the lower frame section 72, and a pair of reinforcing members 73, 73, is open to the front and rear of the vehicle 10. Furthermore, the interior of the connecting frame 63 is in communication with the outside through the openings 73c, 73c of the pair of reinforcing members 73, 73. When the vehicle 10 (see Figure 1) is in motion, fluids such as wind and rainwater can be introduced into the interior of the connecting frame 63 through the openings 73c, 73c of the reinforcing members 73, 73 in the front-rear direction of the vehicle 10. The introduced fluid flows through the interior of the connecting frame 63 from the front Fr to the rear Rr, reaching the brake caliper 23 and brake disc (see Figure 2) located at the rear of the connecting frame 63. In this way, the axle bracket 40 equipped with the connecting frame 63 can cool the brake caliper 23 and brake disc 22.

[0037] The upper arm 61 and the upper frame portion 71, and the lower arm 62 and the lower frame portion 72 are fixed to each other. Examples of the fixing structure for fixing them to each other include fixing with rivets 81, fixing by adhesive (for example, fixing with adhesive), and fixing by both rivets 81 and adhesive. For example, fixing with rivets 81 can be done using blind rivets.

[0038] As shown in Figures 3 and 5, in order to reduce the weight of the axle bracket 40, it is more preferable to have a through hole 52a (including a notched hole) in the axial central portion 52 of the connecting portion 50.

[0039] For example, this through-hole 52a penetrates the vehicle 10 in the front-to-rear direction. By having the through-hole 52a, when the vehicle 10 (see Figure 1) is in motion, fluid FL such as wind and rainwater can be guided into the through-hole 52a. The fluid FL guided into the through-hole 52a in this way passes through the inside of the connecting frame 63 and flows to the rear Rr, cooling the brake caliper 23 and brake disc 22 (see Figure 2). As a result, the brake 21 can be cooled efficiently.

[0040] In this way, by providing a through hole 52a in the axial center portion 52, it is easy to achieve both the strength and weight reduction of the axle bracket 40 and the cooling of the brake 21. From the viewpoint of ensuring the steering stability required of the axle bracket 40, while also reducing the weight of the axle bracket 40 and the resistance of fluid FL to passing through, it is preferable that the cross-sectional area of ​​this through hole 52a be as large as possible.

[0041] The description of the axle bracket 40 according to Example 1 can be summarized as follows: As shown in Figure 2, the upper arm 61 and lower arm 62 are the parts to which the brake caliper 23 is attached, and therefore require high strength within the brake mounting section 60. For this reason, the upper arm 61 and lower arm 62 are made of metal. On the other hand, the connecting frame 63 is a member that connects the upper arm 61 and the lower arm 62, and does not require the same dimensional accuracy as these arms 61 and 62. The connecting frame 63 is made of fiber-reinforced resin. The specific gravity of this fiber-reinforced resin is about 1.5 to 1.8, which is lower than, for example, the specific gravity of aluminum alloy. By appropriately setting the structure (e.g., shape and thickness) of this connecting frame 63, it is possible to ensure the overall strength of the brake mounting section 60. For example, the connecting frame 63 is made only of a frame in order to ensure strength and reduce weight. Therefore, it is possible to achieve both strength and weight reduction in the axle bracket 40 equipped with the connecting section 50 and the brake mounting section 60.

[0042] <Example 2> The axle bracket 140 of Embodiment 2 will be described with reference to Figures 6 to 9. Figure 6 corresponds to Figure 3 above. Figure 8 corresponds to Figure 4 above.

[0043] The axle bracket 140 of Embodiment 2 is characterized by changing the connecting portion 50 of Embodiment 1 shown in Figures 1 to 5 to the connecting portion 150 shown in Figures 6 to 9. The other components of the axle bracket 140 are the same as those of the axle bracket 40 of Embodiment 1. For parts common to the axle bracket 40 of Embodiment 1, the same reference numerals are used and detailed explanations are omitted.

[0044] The connecting portion 150 of the axle bracket 140 in Embodiment 2 includes an upper damper support portion 151 that supports the lower end portion 33 (see Figure 2) of the damper 30, an intermediate portion 152 integrally provided at the lower end of the damper support portion 151, and an axle support portion 153 integrally provided at the lower end of the intermediate portion 152.

[0045] As shown in Figures 7 and 8, the damper support portion 151 corresponds to the damper support portion 51 (see Figure 3) of Embodiment 1 above, and is a bottomed cylindrical member with an open upper end, made of a metal such as an aluminum alloy (light alloy). Since this damper support portion 151 is located in the upper axial part of the connecting portion 150, it is sometimes referred to as the "upper axial part 151" or the "second connecting portion 151". This damper support portion 151 is integrally formed with the upper arm 61 of the brake mounting portion 60.

[0046] The damper support portion 151 is an integrally molded product consisting of a cylindrical portion 151a that can fit and fix the lower end portion 33 (see Figure 2) of the damper 30, a flat bottom plate 151b that protrudes inward from the lower end of the cylindrical portion 151a, and an annular fitting portion 151c that protrudes downward from the edge of the lower surface of the bottom plate 151b. It is preferable that the bottom plate 151b has a through hole 151d that penetrates vertically, from the viewpoint of reducing the weight of the damper support portion 151.

[0047] As shown in Figures 7 and 8, the axle support portion 153 corresponds to the axle support portion 53 (see Figure 3) of Embodiment 1 above, and is made of a metal such as an aluminum alloy (light alloy). Since this axle support portion 153 is located in the lower axial part of the connecting portion 150, it is sometimes referred to as the "lower axial part 153" or the "second connecting portion 153". This axle support portion 153 is integrally formed with the lower arm 62 of the brake mounting portion 60.

[0048] The axle support portion 153 is a single molded product consisting of a flat upper end surface 153a located at the upper end and an annular fitting portion 153b protruding upward from the edge of the upper surface of the upper end surface 153a. It is preferable that the upper end surface 153a has a through hole 153c that penetrates vertically, from the viewpoint of reducing the weight of the axle support portion 153.

[0049] As shown in Figures 7 and 8, the intermediate portion 152 corresponds to the intermediate portion 52 of Embodiment 1 (see Figure 3). This intermediate portion 152 is characterized by being made of fiber-reinforced resin. Examples of fiber-reinforced resins include glass fiber reinforced plastics and carbon fiber reinforced plastics.

[0050] This intermediate portion 152 is located in the axial center of the connecting portion 150, and is therefore sometimes referred to as the "axial center portion 152" or the "first connecting portion 152". This intermediate portion 152 has a flat, disc-shaped first portion 155 located at the upper end and a flat, disc-shaped second portion 156 located at the lower end. The first portion 155 and the second portion 156 are perpendicular to the center line CL. From the viewpoint of reducing the weight of the intermediate portion 152, it is preferable that the first portion 155 has a through hole 155a that penetrates vertically, and it is preferable that the second portion 156 has a through hole 156a that penetrates vertically.

[0051] Furthermore, the intermediate section 152 has a through hole 152a from the viewpoint of reducing the weight of the intermediate section 152 and cooling the brake 21 (see Figure 2). This through hole 152a corresponds to the through hole 52a (see Figure 3) in the above embodiment 1. By providing the through hole 152a in the intermediate section 152, it is easy to achieve both ensuring the strength and weight reduction of the axle bracket 140 and cooling the brake 21 (see Figure 2).

[0052] The outer circumferential surface of the first part 155 of the intermediate part 152 is fixed to the inner circumferential surface of the fitting part 151c of the damper support part 151 by press-fitting. Furthermore, the upper end surface of the first part 155 is overlapped with the lower surface of the bottom plate 151b of the damper support part 151 and fixed with adhesive (adhesive layer).

[0053] The outer circumferential surface of the second part 156 of the intermediate part 152 is fixed to the inner circumferential surface of the fitting part 153b of the axle support part 153 by press-fitting. Furthermore, the lower end surface of the second part 156 is superimposed on the upper end surface 153a of the axle support part 153 and fixed with adhesive (adhesive layer).

[0054] In this way, the intermediate section 152 is sandwiched between the damper support section 151 and the axle support section 153, and they are integrated together.

[0055] The description of the axle bracket 140 according to Example 2 can be summarized as follows: As shown in Figure 7, the axial upper section 151, to which the upper arm 61 is provided, and the axial lower section 153, to which the lower arm 62 is provided, require high strength and are therefore made of metal. On the other hand, the axial central section 152 does not require the same dimensional accuracy as the axial upper section 151 and axial lower section 153, and can therefore be made of a material other than metal. The axial central section 152 is made of fiber-reinforced resin. This configuration promotes both strength assurance and weight reduction of the connecting section 150. Consequently, the axle bracket 140 can be further improved in terms of both strength and weight reduction.

[0056] The axle bracket 140 according to Example 2 can exhibit the same effects as the axle bracket 40 of Example 1, in addition to the effects of Example 2.

[0057] <Example 3> The axle bracket 240 of Embodiment 3 will be described with reference to Figures 10 to 12. Figure 10 corresponds to Figure 6 above. Figure 11 corresponds to Figure 7 above.

[0058] The axle bracket 240 of Embodiment 3 is characterized by changing the connecting portion 150 of Embodiment 2 shown in Figures 6 to 9 to the connecting portion 250 shown in Figures 10 to 12. The other components of the axle bracket 240 are the same as those of the axle bracket 140 of Embodiment 2. For parts common to the axle bracket 140 of Embodiment 2, the same reference numerals are used and detailed explanations are omitted.

[0059] The connecting portion 250 of the axle bracket 240 in Embodiment 3 includes an upper damper support portion 251 that supports the lower end portion 33 of the damper 30, an intermediate portion 252 integrally provided at the lower end of the damper support portion 251, and an axle support portion 253 integrally provided at the lower end of the intermediate portion 252.

[0060] As shown in Figures 11 and 12, the damper support portion 251 corresponds to the damper support portion 151 of Embodiment 2 (see Figure 7). Since this damper support portion 251 is located in the upper axial part of the connecting portion 250, it is sometimes referred to as the "upper axial part 251".

[0061] The damper support portion 251 (axial upper portion 251) comprises a first cylinder 270 and a second cylinder 280 arranged to surround the outer circumferential surface 271a of the first cylinder 270 (outer circumferential surface 271a of the cylindrical portion 271).

[0062] The first cylinder 270 is an integrally molded product consisting of a cylindrical portion 271 that can fit and fix the lower end portion 33 (see Figure 2) of the damper 30, and a flat bottom plate 272 that protrudes inward from the lower end of the cylindrical portion 271, and is made of fiber-reinforced resin. Examples of fiber-reinforced resin include glass fiber reinforced plastic and carbon fiber reinforced plastic. It is preferable that the bottom plate 272 has a through hole 273 that penetrates vertically from the viewpoint of reducing the weight of the damper support portion 251.

[0063] The second cylinder 280 is a cylindrical member made of a metal such as an aluminum alloy (light alloy). This second cylinder 280 is integrally formed with the upper arm 61 of the brake mounting portion 60.

[0064] The structure for fixing the first cylinder 270 and the second cylinder 280 can be any one of the following first to third fixing structures. In the first fixing structure, the outer circumferential surface 271a of the first cylinder 270 is fixed to the inner circumferential surface 281 of the second cylinder 280 by press-fitting. In the second fixing structure, the outer circumferential surface 271a of the first cylinder 270 is fixed to the inner circumferential surface 281 of the second cylinder 280 by adhesive (adhesive layer). In the third fixing structure, the outer circumferential surface 271a of the first cylinder 270 is fixed to the inner circumferential surface 281 of the second cylinder 280 by press-fitting and adhesive.

[0065] As shown in Figures 11 and 12, the axle support portion 253 corresponds to the axle support portion 153 in Embodiment 2 (see Figure 7) and is made of a metal such as an aluminum alloy (light alloy). Since this axle support portion 253 is located in the lower axial part of the connecting portion 50, it is sometimes referred to as the "lower axial part 253".

[0066] The axle support portion 253 is a single-piece molded product with an annular fitting portion 253a at its upper end. The upper end surface 253b of the fitting portion 253a is a flat surface perpendicular to the center line CL. The axle support portion 253 is integrally formed with the lower arm 62 of the brake mounting portion 60.

[0067] As shown in Figures 11 and 12, the intermediate portion 252 corresponds to the intermediate portion 152 of Embodiment 2 (see Figure 7) and is made of fiber-reinforced resin. Examples of this fiber-reinforced resin include glass fiber reinforced plastic and carbon fiber reinforced plastic. Since this intermediate portion 252 is located in the axial center of the connecting portion 250, it is sometimes referred to as the "axial center portion 252".

[0068] The upper end of this intermediate portion 252 is integrally formed with the bottom plate 272 of the first cylinder 270 of the damper support portion 251. Furthermore, the intermediate portion 252 includes a flat, disc-shaped lower plate 252a located at its lower end, and an annular fitting portion 252b protruding downward from the edge of the lower surface of the lower plate 252a.

[0069] The inner circumferential surface of the fitting portion 252b of the intermediate portion 252 is fixed to the outer circumferential surface of the fitting portion 253a of the axle support portion 253 by press-fitting. Furthermore, the lower surface of the lower plate 252a of the intermediate portion 252 is superimposed on the upper end surface 253b of the axle support portion 253 and fixed with adhesive (adhesive layer).

[0070] Hereafter, the combined structure of the axial upper part 251 and the axial central part 252 may be referred to as the "first connecting part 291". Also, the axial lower part 253 may be referred to as the "second connecting part 253".

[0071] Furthermore, the intermediate section 252 has a through hole 252c from the viewpoint of reducing the weight of the intermediate section 252 and cooling the brake 21 (see Figure 2). This through hole 252c corresponds to the through hole 52a (see Figure 3) in the above embodiment 1. By providing the through hole 252c in the intermediate section 252, it is easy to achieve both ensuring the strength and weight reduction of the axle bracket 240 and cooling the brake 21 (see Figure 2).

[0072] The description of the axle bracket 240 according to Example 3 can be summarized as follows: As shown in Figures 11 and 12, the connecting portion 250 that connects the damper 30 (see Figure 2) to the axle 14a comprises an axial upper portion 251 at the upper end, an axial central portion 252 in the middle, and an axial lower portion 253 at the lower end. The axial upper portion 251 comprises a first cylinder 270 made of fiber-reinforced resin and a second metal cylinder 280 arranged (fitted) to surround (enclose) the outer circumferential surface 271a of the first cylinder 270. The fiber-reinforced resin first cylinder 270 is reinforced by the metal second cylinder 280. An upper arm 61 is provided on the second cylinder 280. The axial central portion 252 is integrally formed with the first cylinder 270 from fiber-reinforced resin. The axial lower portion 253 is made of metal. A lower arm 62 is provided on this axial lower portion 253.

[0073] In other words, the axial upper part 251, to which the upper arm 61 is located, is a part of the connecting section 250 that requires high strength, so the first cylinder 270 made of fiber-reinforced resin is reinforced by the second cylinder 280 made of metal. The axial lower part 253, to which the lower arm 62 is located, is also a part of the connecting section 250 that requires high strength, so it is made of metal. On the other hand, the axial central part 252 does not require the same dimensional accuracy as the axial upper part 251 and the axial lower part 253, so it can be made of a material other than metal, and the axial central part 252 is integrally made of fiber-reinforced resin together with the first cylinder 270. By configuring it in this way, it is possible to achieve both strength and weight reduction of the connecting section 250. Therefore, it is possible to further promote the achievement of both strength and weight reduction of the axle bracket 240.

[0074] In addition to the effects of Example 3, the axle bracket 240 according to Example 3 can exhibit the same effects as the axle brackets 40 and 140 of Examples 1 and 2.

[0075] The axle brackets 40;140;240 described above and the front fork 13 for a saddle-type vehicle 10 equipped with these axle brackets 40;140;240 are summarized below.

[0076] Refer to Figure 2. Firstly, the axle bracket 40;140;240 (see also Figures 6 and 10) includes connecting portions 50;150;250 that connect the damper 30 to the axle 14a, and a brake mounting portion 60 provided on the rear (Rr) side of the vehicle 10 relative to the connecting portions 50;150;250, to which the brake 21 (brake caliper 23) can be attached. The brake mounting portion 60 includes a first mounting portion 63 (connecting frame 63) made of fiber-reinforced resin and second mounting portions 61, 62 (upper arm 61 and lower arm 62) made of metal.

[0077] The specific gravity of fiber-reinforced resin is lower than that of light alloys such as aluminum alloys. This lightweight fiber-reinforced resin is used to construct the first mounting portion 63 (connecting frame 63) of the brake mounting portion 60. By appropriately setting the structure (e.g., shape and thickness) of the first mounting portion 63 made of fiber-reinforced resin, it is possible to ensure the overall strength of the brake mounting portion 60. In particular, by making the main parts of the brake mounting portion 60 that require high strength into metal second mounting portions 61, 62 (upper arm 61 and lower arm 62), and making the parts that do not require the same dimensional accuracy as these second mounting portions 61, 62 into the first mounting portion 63 made of fiber-reinforced resin, it is possible to ensure strength and reduce weight. Therefore, it is possible to achieve both strength and weight reduction in the axle bracket 40;140;240, which has connecting portions 50;150;250 that connect the damper 30 (see Figure 2) to the axle 14a and a brake mounting portion 60 to which the brake 21 can be attached.

[0078] Refer to Figure 3. Secondly, the axle brackets 40;140;240 described in first (see also Figures 6 and 19), wherein the first mounting portion 63 (connecting frame 63) and the second mounting portions 61,62 (upper arm 61 and lower arm 62) are fixed to each other by rivets 81.

[0079] The first mounting part 63, made of fiber-reinforced resin, and the second mounting parts 61 and 62, made of metal, which are manufactured separately, can be fixed together by rivets 81. This allows components made of different materials to be integrated relatively easily.

[0080] Refer to Figure 3. Thirdly, there is the axle bracket 40;140;240 described second (see also Figures 6 and 10), in which the first mounting portion 63 (connecting frame 63) and the second mounting portions 61,62 (upper arm 61 and lower arm 62) are further fixed to each other by adhesive.

[0081] In addition to the rivet 81, the structure also uses adhesive for further fixing, so the first mounting part 63 and the second mounting parts 61 and 62 can be fixed even more securely.

[0082] Refer to Figure 7. Fourth, the axle bracket 140 described in the first to third, wherein the connecting portion 150 comprises a first connecting portion 152 (axial central portion 152) made of fiber-reinforced resin and second connecting portions 151, 153 (axial upper portion 151, axial lower portion 153) made of metal.

[0083] The connecting section 150 that connects the damper 30 to the axle 14a is composed of a second connecting section 151 and 153 made of metal and a first connecting section 152 made of lightweight fiber-reinforced resin. In other words, a part 152 of the connecting section 150 is made of fiber-reinforced resin. By appropriately setting the structure (e.g., shape and thickness) of the first connecting section 152 made of fiber-reinforced resin, it is possible to ensure the overall strength of the connecting section 150. In particular, by making the main parts of the connecting section 150 where high strength is required the second connecting section 151 and 153 made of metal, and the parts where dimensional accuracy is not required to be as high as that of the second connecting section 151 and 153 the first connecting section 152 made of fiber-reinforced resin, it is possible to ensure strength and reduce weight. Therefore, it is possible to further promote the achievement of both strength and weight reduction in the axle bracket 140.

[0084] Refer to Figure 7. Fifth, the axle bracket 140 described in fourth, wherein the first connecting portion 152 and the second connecting portions 151 and 153 are fixed to each other by adhesive.

[0085] The first connecting part 152, made of fiber-reinforced resin, and the second connecting parts 151 and 153, made of metal, which are manufactured separately, can be fixed together with an adhesive. This allows components made of different materials to be integrated relatively easily.

[0086] Refer to Figure 7. Sixth, the axle bracket 140 is as described in Fourth and Fifth, and the first connecting portion 152 is located in the axial center of the connecting portion 150.

[0087] In other words, the first connecting portion 152, which is made of fiber-reinforced resin, is located between the second connecting portions 151 and 153 (axial upper portion 151 and axial lower portion 153), which are made of metal. Within the connecting portion 150, by making the first connecting portion 152, which does not require the same dimensional accuracy as the second connecting portions 151 and 153, from fiber-reinforced resin, it is possible to ensure the strength of the connecting portion 150 while also reducing its weight.

[0088] Refer to Figures 11 and 12. Seventh, the axle bracket 240 described in the first to third, wherein the connecting portion 250 comprises a first connecting portion 291 and a second connecting portion 253. The first connecting portion 291 includes an axial upper portion 251 located at the upper end of the connecting portion 250 and an axial central portion 252 located in the middle of the connecting portion 250. The second connecting portion 253 includes a metallic axial lower portion 253 located at the lower end of the connecting portion 250. The axial upper portion 251 comprises a first cylinder 270 made of fiber-reinforced resin together with the axial central portion 252, and a metallic second cylinder 280 arranged to surround the outer circumferential surface 271a of the first cylinder 270.

[0089] The axial upper portion 251 of the connecting portion 250 comprises a first cylinder 270 made of fiber-reinforced resin and a second metal cylinder 280 arranged to surround the outer circumferential surface 271a of the first cylinder 270. In other words, the fiber-reinforced resin first cylinder 270 is reinforced by the metal second cylinder 280. By making the axial upper portion 251 a structure that combines the fiber-reinforced resin first cylinder 270 and the metal second cylinder 280, it is possible to ensure strength and reduce weight of the axial upper portion 251. Moreover, the axial central portion 252 provided between the axial upper portion 251 and the axial lower portion 253 is made of fiber-reinforced resin together with the axial upper portion 251. Therefore, it is possible to further promote both strength and weight reduction of the axle bracket 240.

[0090] Refer to Figure 10. The eighth is the axle bracket 240 described in seventh, in which the first cylinder 270 and the second cylinder 280 are fixed to each other by adhesive.

[0091] The first cylinder 270, made of fiber-reinforced resin, and the second cylinder 280, made of metal, which are manufactured separately, can be fixed together with an adhesive. This allows components made of different materials to be integrated relatively easily.

[0092] Refer to Figure 10. Ninth is the axle bracket 240 described in eighth, in which the first cylinder 270 is fixed to the second cylinder 280 by press-fitting.

[0093] Because adhesive and press-fitting are used in combination, the first cylinder 270 and the second cylinder 280 can be fixed together even more securely.

[0094] Refer to Figure 10. The tenth is the axle bracket 240 described in Section 7, in which the first cylinder 270 is fixed to the second cylinder 280 by press-fitting.

[0095] The first cylinder 270, made of fiber-reinforced resin, and the second cylinder 280, made of metal, which are manufactured separately, can be fixed together by press-fitting. This allows components made of different materials to be integrated relatively easily.

[0096] Refer to Figure 1. Eleventh, the front fork 13 for the saddle-type vehicle 10 is equipped with the axle brackets 40;140;240 described in Sections 1 to 10 (see also Figures 2, 6, and 10).

[0097] By constructing a portion of the axle brackets 40;140;240 provided on the front fork 13 from fiber-reinforced resin, it is possible to achieve both strength and weight reduction of the axle brackets 40;140;240, thereby promoting weight reduction of the saddle-type vehicle 10. Consequently, this can contribute to improving the fuel efficiency and driving performance of the saddle-type vehicle 10.

[0098] Furthermore, the axle brackets 40;140;240 according to the present invention and the front fork 13 for a saddle-type vehicle 10 equipped therewith are not limited to the above embodiments, as long as they perform the functions and effects of the present invention.

[0099] For example, although the vehicle 10 was described in which the brake 21 is located on only one side of the front wheel 14, it is also possible to have a configuration in which the brake 21 is located on both sides of the front wheel 14. In that case, the axle brackets 40;140;240 of the present invention would be provided on the left and right dampers 30,30 of the front fork 13.

[0100] Furthermore, the brake 21 is not limited to a disc brake configuration, but may also be a drum brake configuration, for example.

[0101] Furthermore, the axle bracket 140 of Example 2 and the axle bracket 240 of Example 3, and the front fork 13 equipped with these axle brackets 140;240, include a configuration in which the brake mounting portion 60 is made entirely of metal. Even with this configuration, it is possible to achieve both strength and weight reduction for the axle brackets 140;240. [Industrial applicability]

[0102] The axle brackets 40;140;240 of the present invention and the front fork 13 equipped with these axle brackets 40;140;240 are suitable for mounting on saddle-type vehicles. [Explanation of Symbols]

[0103] 10. Saddle-type vehicles 13 Front Fork 14 Front Wheel 14a Axle 21 Brake 22 Brake Discs 23 Brake caliper 30 dampers 40 Axle Bracket 50 Connecting part 60 Brake mounting section 61 Second mounting section (upper arm) 62 Second mounting section (lower arm) 63. First mounting section (connecting frame) 81 rivets 140 Axle Bracket 150 Connection section 151 Second connecting section (upper axial section, damper support section) 152 1st connection part (center in axial direction, middle part) 153 2nd connection part (lower axial direction, axle support part) 240 Axle Bracket 250 Connection section 251 Upper axial section (damper support section) 252 Axial center part (middle part) 253 2nd connection part (lower axial direction, axle support part) 270 1st tube 271a Outer surface of the first cylinder 280 2nd cylinder 281 Inner surface of the second cylinder 291 1st connection part

Claims

1. It comprises a connecting portion for connecting the damper to the axle, and a brake mounting portion provided on the rear side of the vehicle relative to the connecting portion, to which a brake can be attached. The axle bracket comprises a first mounting portion made of fiber-reinforced resin and a second mounting portion made of metal.

2. The axle bracket according to claim 1, wherein the first mounting portion and the second mounting portion are fixed to each other by rivets.

3. The axle bracket according to claim 2, wherein the first mounting portion and the second mounting portion are further fixed to each other by adhesive.

4. The axle bracket according to claim 1, wherein the connecting portion comprises a first connecting portion made of fiber-reinforced resin and a second connecting portion made of metal.

5. The axle bracket according to claim 4, wherein the first connecting portion and the second connecting portion are fixed to each other by adhesive.

6. The axle bracket according to claim 4, wherein the first connecting portion is located in the axial center of the connecting portion.

7. The aforementioned connecting portion comprises a first connecting portion and a second connecting portion. The first connecting portion includes an axial upper portion located at the upper end of the connecting portion and an axial central portion located in the middle of the connecting portion. The second connecting portion includes a metal axial lower portion located at the lower end of the connecting portion. The axle bracket according to claim 1, wherein the axial upper portion comprises a first cylinder made of fiber-reinforced resin together with the axial central portion, and a second metal cylinder arranged to surround the outer circumferential surface of the first cylinder.

8. The axle bracket according to claim 7, wherein the first cylinder and the second cylinder are fixed to each other by adhesive.

9. Furthermore, the axle bracket according to claim 8, wherein the first cylinder is fixed to the second cylinder by press-fitting.

10. The axle bracket according to claim 7, wherein the first cylinder is fixed to the second cylinder by press-fitting.

11. A front fork for a saddle-type vehicle, comprising the axle bracket described in claim 1.

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