Saddle Vehicle Lean Steering Linkage
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Solution Overview
Problem
Saddle type vehicles with two front wheels face challenges in simplifying their structure and reducing weight while enabling lean and turning capabilities.
Innovation Solution
The vehicle incorporates a steering link mechanism and lean arms, with the steering link mechanism pushing and pulling knuckle members to interlock the steering of both front wheels, allowing for lean and turning with a simple mechanism by utilizing a combination of a steering spindle, knuckle members, and lean arms that rotate around perpendicular axes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a conventional swing type vehicle structure with multiple shock absorber units and tie rods is used, then the vehicle can support front wheels in a steerable manner, but the structure becomes complex and weight increases
Solution Approach 1:
The patent combines the functions of steering support and shock absorption into a single integrated arm member. The arm member simultaneously supports the front wheel, enables steering motion, and absorbs shocks, eliminating the need for separate shock absorber units and tie rods. This merging of functions directly reduces structural complexity while maintaining steering support capability.
Solution Approach 2:
The arm member is designed as a multi-functional component that performs multiple roles: it acts as a steering arm, a shock absorber, and a structural support element. This universal design allows a single component to replace multiple specialized parts, thereby simplifying the overall vehicle structure without compromising reliability.
2Reliability
If a conventional swing type vehicle structure with multiple components is used, then the vehicle can achieve steering functionality, but the vehicle weight increases
Solution Approach 1:
By merging the functions of multiple components (steering arm, shock absorber, support structure) into a single integrated arm member, the total vehicle weight is reduced. The patent eliminates redundant components and their associated fasteners, mounting structures, and connecting elements, directly decreasing the moving weight while preserving steering functionality.
Solution Approach 2:
The patent extracts and removes unnecessary components from the conventional swing type vehicle structure. By taking out redundant shock absorber units, tie rods, and other auxiliary parts that are not essential for core steering functionality, the vehicle weight is reduced while maintaining the necessary steering capability.
3Device complexity
If a simple mechanism is used for lean and turning, then the moment of inertia and weight are reduced, but the ability to interlock steering of both front wheels may be compromised
Solution Approach 1:
The patent merges the steering interlocking mechanism with the lean and turning mechanism into a unified system. The same arm members and connecting structures that enable lean and turning also provide steering interlocking, eliminating the need for separate complex mechanisms. This integration maintains steering reliability while keeping the overall mechanism simple.
Solution Approach 2:
The arm members and connecting structures are designed to perform multiple functions simultaneously: they enable lean motion, turning motion, and steering interlocking. This multi-functionality ensures that the simple mechanism does not compromise steering reliability, as the same components that reduce complexity also maintain the necessary steering control and interlocking capability.
Data Source
AI summary
A saddle type vehicle includes two front wheels, a left front wheel supporting member and a right front wheel supporting member which are turned around a left front wheel turning axis and a right front wheel turning axis respectively, and an upper lean arm and a lower lean arm which are rotated around an axis perpendicular to a vehicle width direction. The upper arm is connected to the left and right members via first and second connecting parts. The lower arm is connected to the left and right members via third and fourth connecting parts. The first and third parts are provided in the left front wheel turning axis. The second and fourth parts are provided in the right front wheel turning axis. A distance between the first and second parts is equal to the distance between the third and fourth parts.