A marine propulsion system includes a controller configured or programmed to perform a rudder angle change control to change a rudder angle of an auxiliary propulsion device by a predetermined angle to one side in a right-left direction of a hull with respect to a forward-rearward direction of the hull so as to move the hull along the forward-rearward direction without rotating the hull when motorized forward-rearward movement is performed to move the hull along the forward-rearward direction by driving the auxiliary propulsion device that is provided to one side of the hull in the right-left direction without generating a thrust from a main propulsion device.
B63H 25/00 - Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
B63H 20/00 - Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
B63H 21/12 - Use of propulsion power plant or units on vessels the vessels being motor-driven
B63H 21/21 - Control means for engine or transmission, specially adapted for use on marine vessels
A marine propulsion system includes a controller configured or programmed to perform a control to move a hull in a lateral direction by driving both a main propulsion device and an auxiliary propulsion device having a maximum output smaller than a maximum output of the main propulsion device. appin
B63H 25/42 - Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
An electric snowmobile that performs heat exchange with a simple structure is provided. The electric snowmobile includes a body frame, a driver's seat, an electric motor, a ski, a track mechanism, a battery, a cooling unit that cools fluid at least in accordance with outside air, a first heat exchange unit that performs heat exchange between the battery and the fluid, a second heat exchange unit that performs heat exchange between the electric motor and the fluid, a first flow path for delivering the fluid cooled in the cooling unit to the first heat exchange unit, a second flow path for delivering the fluid cooled in the cooling unit to the second heat exchange unit, and a third flow path for delivering the fluid heat-exchanged in the first heat exchange unit and the fluid heat-exchanged in the second heat exchange unit to the cooling unit.
B60K 11/02 - Arrangement in connection with cooling of propulsion units with liquid cooling
B60L 58/26 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
An electric snowmobile that prevents temperature rise of a control unit is provided. An electric snowmobile includes a body frame extending in a front-rear direction, a driver's seat supported by the body frame, an electric motor supported by the body frame, a ski supported by the body frame, a track mechanism including a track belt, supported by the body frame below the driver's seat, a battery that supplies electric power to the electric motor, and an inverter including an electronic component controlling a rotation of the electric motor and a housing for housing the electronic component. An opening is formed in the body frame so that a portion of the inverter is exposed from the opening to face the track belt.
An electric snowmobile that reduces a decrease in charging efficiency is provided. The electric snowmobile includes a body frame, a driver's seat supported by the body frame, an electric motor supported by the body frame, a right ski and a left ski supported by the body frame, a track mechanism including a track belt and supported by the body frame below the driver's seat, a battery that is charged with electric power supplied from an external power source and capable of supplying the electric power to the electric motor, and a battery heater H that can be driven by electric power supplied from an external power source and heats the battery.
B60L 58/27 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
B60K 1/04 - Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
An electric snowmobile that can reduce a load locally applied to a body frame is provided. The electric snowmobile includes a body frame, a right ski and a left ski, a track mechanism, a steering shaft, an electric motor, and a battery. The body frame includes a shaft support frame that rotatably supports the steering shaft, a front frame that extends forwardly and downwardly from the shaft support frame, and a rear frame that extends rearwardly and downwardly from the shaft support frame. The battery is supported by the front frame and the rear frame such that at least a portion of the battery is disposed in a region formed by a line connecting the front frame, the rear frame, a lower end of the front frame, and a lower end of the rear frame in a side view.
ABSTRACT A snow ski assembly for a snow vehicle includes a ski body, a ski spindle, a ski stopper and a ski keel pressure adjuster. The ski body has an upper surface with a ski spindle attachment and a bottom surface with a keel. The ski spindle has a lower end pivotally connected to the ski spindle attachment of the ski body about a pivot axis. The ski stopper is disposed between the upper surface of the ski body and the lower end of the ski spindle. Thc ski keel pressure adjuster includes at least one adjustment member and at least one user input. The at least one adjustment member is movably disposed with respect to the ski body between a first position in which the ski stopper has a first cornpression characteristic and a second position in which the ski stopper has a second cornpression characteristic. The at least one user input is operatively coupled to the at least one adjustment rnember to rnove the at least one adjustment member in response to operation of the at least one user input. Date Recue/Date Received 2020-12-17
A plurality of main frame mernbers commonly usable in different types of straddled vehicles are fabricated. Pivot shaft supporting potons are provided in each main frame member. Each of the pivot shaft supporting portion includes a hole formable portion in which a pivot hole is formable having an area larger than a head portion of a pivot shaft. One of the pivot shaft supporting portions includes a rotation restricting portion that restricts rotation of the head portion of the pivot shaft inserted into the pivot hole. The pivot hole is formed at a predetermined position according to vehicle type, and wherein different pivot holes positions of the main frame member pivot holes are predetermined in accordance with the type of the vehicle.
B62D 65/00 - Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
A main frame includes left and right main rails (1ML, 1MR). One end portion of the left main rail (1ML) and one end portion of the right main rail (1MR) are connected to each other, whereby a head pipe HP is formed. A first coupling member (20) constituted as a single member is attached to left and right front portions (11L, 11R) of the main frame with bolts, so that the front portions (11L, 11R) are coupled to each other. A second coupling member (30) is attached to left and right middle portions (12L, 12R) of the main frame with bolts, so that the middle portions (12L, 12R) are coupled to each other. A third coupling member 40 is attached to left and right rear portions (13L, 13R) of the main frame with bolts, so that the rear portions (13L, 13R) are coupled to each other.
A motorcycle (100) has left and right side cases (10L, 10R) that are configured to be attachable to and detachable from the left and right of a body frame (1). A left side case (10L) is supported at the body frame (1) by a rotation support mechanism (20L) to be rotatable about a first axis (AX1). The motorcycle (100) further has a left rotation attenuation mechanism (30L).that attenuates the rotation of the left side case (10L) about the first axis (AX1). The rotation attenuation mechanism (30L) has a bolt (BT3) that extends in a direction of a second axis (AX3) different from the first axis (AX1), a rotation member (420) supported by the bolt (BT3) to be connected to a lower portion of the left side case (10L) and rotatable about the second axis (AX3) and an inner outer cylindrical damper (401) provided between the bolt (BT3) and the rotation member (420). The motorcycle (100) further has a right rotation support mechanism (20R) and a right rotation attenuation mechanism (30R) corresponding to a right side case (10R).
A resin battery case for a saddled vehicle is provided having a bottom portion which protrudes toward the position between a rear suspension and a rear wheel in a front-and-rear direction FB in a side view of a vehicle. An inertial sensor is fixed to the bottorn portion of the battery case. Further, a battery is fixed in the battery case at a position above the inertial sensor so as to overlap with the inertial sensor in a plan view of the vehicle, and with the battery and a seat present above the inertial sensor.
B60R 16/033 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for supply of electrical power to vehicle subsystems characterised by the use of electrical cells or batteries
An outboard motor includes a swivel bracket, an outboard motor body, a steering arm, an electric steering actuator, and a harness. The outboard motor body and the steering arm are turnable around a steering shaft supported by the swivel bracket. The electric steering actuator includes a movable body connected to the steering arm and that moves rightwardly and leftwardly. The harness includes a first drawn portion connected to the movable body and extending around and toward the outboard motor body and in a right-left direction that crosses a center of the swivel bracket in the right-left direction at least in a state in which the movable body is in a neutral position in the right-left direction.
F16L 3/01 - Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets for supporting or guiding the pipes, cables or protective tubing, between relatively movable points, e.g. movable channels
An inner circumferential surface of a clamp bracket is open at an inner side surface of the clamp bracket. At least a portion of a movable body is surrounded by the inner circumferential surface in a side view. The movable body is movable to a plurality of positions including a position above a swivel bracket and a position inside a space surrounded by the inner circumferential surface of the clamp bracket. A steering shaft rotates around a steering axis along with movement of the movable body.
An outboard motor includes a steering arm that turns around a centerline of a steering shaft together with the steering shaft, a steering actuator including a movable body that moves in a right-left direction, and a motion converter that converts a movement of the movable body in the right-left direction into a turning motion of the steering arm around the centerline of the steering shaft. The motion converter includes a bushing holder into which the steering arm is inserted in a front-rear direction and a bushing interposed between the steering arm and the bushing holder and including an outer surface provided with a pair of first sliding portions each including a convex arc-shaped vertical section that is perpendicular or substantially perpendicular to the right-left direction.
The present invention aims to electrify a 2F1R three-wheeler comprising a side-by-side seat. The front end of the side-by-side seat is positioned further to the rear, in the front-rear direction, than the 2F1R three-wheeler center of gravity provided further forward than an intermediate point of the wheelbase. At least part of the side-by-side seat is positioned within a triangular area when the 2F1R three-wheeler is viewed from above. At least part of an electric energy storage device is positioned so as to be within the triangular area and overlap the legs of an operator seated on the side-by-side seat, when the 2F1R three-wheeler is viewed from above. The front end of the electric energy storage device is positioned further to the front than the center of gravity of the 2F1R three-wheeler and within the triangular area. The left and right ends of the electric energy storage device are positioned between the right end of the left front drive steering wheel and the left end of the right front drive steering wheel, in the left-right direction.
B62K 5/05 - Tricycles characterised by a single rear wheel
B62D 61/06 - Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with only three wheels
B62K 5/08 - Cycles with handlebars, equipped with three or more main road wheels with steering devices acting on two or more wheels
In a suspension system in which the oil chambers of two dampers are connected, the responsiveness of the dampers can be adjusted. A suspension system has a left damper , a right damper, and an intermediate unit. A case of the intermediate unit has an intermediate oil chamber connected to an oil chamber of the left damper and the oil chamber of the right damper and an intermediate gas chamber. The intermediate oil chamber and the intermediate gas chamber are partitioned by a diaphragm. The intermediate unit has a capacity adjustment mechanism including a movable portion of which the position can be changed. The capacity adjustment mechanism adjusts the capacity of the intermediate gas chamber by changing the position of the movable portion.
F16F 9/48 - Arrangements for providing different damping effects at different parts of the stroke
B60G 13/06 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
Provided is a suspension system capable of expanding one of an oil chamber and a gas chamber of an intermediate unit and contracting the other when a damper compresses or expands without generating friction in the intermediate unit. An intermediate unit includes an intermediate case having an intermediate oil chamber connected to an oil chamber of a right damper and the oil chamber of a left damper and an intermediate gas chamber, and a diaphragm made of a flexible material, which partitions the intermediate oil chamber and the intermediate gas chamber.
F16F 9/48 - Arrangements for providing different damping effects at different parts of the stroke
B60G 13/06 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
A straddled vehicle includes a radiator arranged forward relative to an internal combustion engine and an ECU arranged sideward of the internal combustion engine. At least a portion of a tubular air passage through which air for cooling the ECU passes is formed between a support cover supporting the ECU and an outer cover. A front cover, an upper cover and an under cover form a groove portion, which extends rearward from a front end portion located upward and forward relative to the radiator and is recessed inward in the vehicle width direction. An inlet opening that communicates with the air passage is formed in the groove portion.
An electric actuator for imparting steering movement to a propulsion unit of a marine vessel includes a housing and an output shaft reciprocatingly received by the housing. There is a motor assembly disposed within the housing. The motor has a rotor assembly and a stator. Rotation of the rotor assembly causes the output shaft to translate axially relative to the rotor assembly and causes the output shaft to reciprocate relative to the housing. There is a coupling assembly mounted to the housing. The coupling assembly coupling the electric actuator to the propulsion unit of the marine vessel. There is a steering control unit mounted to the housing. The steering control unit drives the motor to cause the rotor assembly to rotate and the output shaft to reciprocate relative to the housing.
A right shock absorbing device 34 and a left shock absorbing device 33 are provided on sides of a left front wheel 31 and a right front wheel 32 that lie opposite to sides of the right front wheel 32 and the left front wheel 31 that face a steering allowable space SS. In a right fender 90R provided at a lower portion of the right shock absorbing device 34, an outer edge 91R is positioned further radially outwards than an outer edge 325 of the right front wheel 32 and a right guide wall portion 92R that extends from the outer edge 325 inwards towards a right axle axis WR is provided in an upper rear area UR of the right front wheel 32 on the left of the right front wheel 32. In a left fender 90L provided at a lower portion of the left shock absorbing device 33, an outer edge 91L is positioned further radially outwards than an outer edge 315 of the left front wheel 31 and a left guide wall portion 92L that extends from the outer edge 315 inwards towards a left axle axis WL is provided in an upper rear area UR of the left front wheel 31 on the left of the left front wheel 31.
A waterproof cover 90 is attached to a portion of a body frame 21 that is positioned behind a rear end of a left side member 53 and ahead of left and right engine supporting portions 44L, 44R of the body frame 21 when looking at a vehicle 1 standing in an upright state from the left of the vehicle 1 in a position where at least a portion of the waterproof cover 90 overlaps at least one of a right side member 54 and the left side member 53 when looking at the vehicle 1 from the front of the vehicle 1.
An upper arm projected line L5 is defined as a straight line formed by projecting an upper arm line L3 onto the projection line P1. a lower arm projected line L6 is defined as a straight line formed by projecting the lower arm line L4 onto the projection line P1. An intersection point Px1 between the upper arm projected line L5 and the lower arm projected line L6 is located in a region A1 defined higher than the horizontal plane P2 and defined farther outward in the right-left direction than the ski 4. The suspension enables turning performance of the straddle-type vehicle to be improved.
The purpose of the present invention is to reduce the size of the front section of a leaning vehicle. In the leaning vehicle related to the present invention: the position where a caliper is supported on a vehicle frame is the same as the position where an electric motor is supported on the vehicle frame; a left-leaning end position is defined as the position at which pads are opposed in the context of a plate when the left front wheel is at the highest point thereof in the context of the vehicle frame and within the range of motion of the left front wheel and the right front wheel is at the lowest point thereof in the context of the vehicle frame and within the range of motion of the right front wheel; a right-leaning end position is defined as the position at which the pads are opposed in the context of the plate when the left front wheel is at the lowest point thereof in the context of the vehicle frame and within the range of motion of the left front wheel and the right front wheel is at the highest point thereof in the context of the vehicle frame and within the range of motion of the right front wheel; and the electric motor is installed in a motor installation area which is disposed apart from the range of motion of multiple linking members by a distance no greater than the distance between the left-leaning end position and the right-leaning end position.
A link mechanism includes a lower cross member supported by a link support portion and provided with a rear element. The rear element is turnable about a turning axis at a position behind the link support portion. The body frame includes an upper frame, a lower frame and a coupling frame. The upper frame and the lower frame extend rearward from the link support portion so as to intersect areas respectively lying directly above and below a turning range of the rear element. A longitudinal direction of the coupling frame follows an up-down direction of the body frame. The coupling frame couples the upper frame and the lower frame together at a position behind the rear element. A majority of a front edge of the coupling frame extends along the longitudinal direction as viewed from a left-right direction of the body frame when the leaning vehicle is in an upright condition.
A body frame 21 has a main frame 4, a link supporting portion 212 and a connecting bracket 70 that connects a front portion of the main frame 40 and the link supporting portion 212. The connecting bracket 70 has a turning supporting portion 212d that supports the lower cross member 52, a connecting portion 71 that connects a front portion of the main frame 40 and the link supporting portion 212 together and a right reinforcement wall portion 72 and a left reinforcement wall portion 73 that extends in an up-and-down direction to connect the turning supporting portion 212d and the connecting portion 71 together. The connecting bracket 70 including the turning supporting portion 212d, the connecting portion 71, the right reinforcement wall portion 72 and the left reinforcement wall portion 73 is a monolithic part.
The body frame 21 has a connecting bracket 70 having monolithically a connecting portion 71 that connects a front end 40RF of a right frame 40R and a front end 40LF of a left frame 40L together and an extending portion 72 that extends to the front of the vehicle 1 from the connecting portion 71 to be welded to a link supporting portion 212 at a front end thereof. When the vehicle 1 is seen from the front thereof, a welding portion WE between the extending portion 72 and the link supporting portion 212 is positioned on an imaginary central straight line Cl that passes a middle upper axis Mu and a middle lower axis Md above or below a turning supporting portion 212d in an up-and-down direction of the body frame 21.
A constant mesh type transmission for a straddled vehicle includes an input shaft; a plurality of drive gears; an output shaft; a plurality of driven gears; and a gear stage setting mechanism, including a ratchet mechanism. The ratchet mechanism includes a n-th speed accelerating pawl, a n-th speed decelerating pawl, a (n+1)-th speed accelerating pawl, a (n+1)-th speed decelerating pawl, a rotary cam, and a plurality of sliders.The rotary cam has a plurality of cam portions on an outer peripheral surface thereof which position the respective guide object parts such that the plurality of sliders raise an accelerating pawl and a decelerating pawl corresponding to a selected gear stage and lower an accelerating pawl and a decelerating pawl corresponding to a non-selected gear stage.
F16H 3/12 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
B62M 11/00 - Transmissions characterised by use of interengaging toothed wheels or frictionally-engaging wheels
F16H 3/08 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts
F16H 61/00 - Control functions within change-speed- or reversing-gearings for conveying rotary motion
F16H 63/14 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by repeated movement of the final actuating mechanism
28.
CONSTANT-MESH TYPE TRANSMISSION FOR STRADDLED VEHICLE WITH RATCHET MECHANISM
A constant-mesh type transmission for straddled vehicle with a ratchet mechanism is configured to be mounted on a straddled vehicle and has five or more gear stages in addition to a neutral position. The transmission includes an input shaft; five or more drive gears; an output shaft; an odd-numbered stage hub and an even-numbered stage hub; a plurality of odd-numbered stage driven gears; a plurality of even-numbered stage driven gears; a dog engagement mechanism; and a ratchet mechanism. The ratchet mechanism has an odd-numbered stage accelerating pawl, an odd-numbered stage decelerating pawl, an even-numbered stage accelerating pawl, an even-numbered stage decelerating pawl, and a ratchet control mechanism.
F16H 3/12 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
B62M 11/00 - Transmissions characterised by use of interengaging toothed wheels or frictionally-engaging wheels
F16H 3/08 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts
F16H 61/00 - Control functions within change-speed- or reversing-gearings for conveying rotary motion
F16H 63/14 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by repeated movement of the final actuating mechanism
A clutch drive device that supplies, to a clutch, an assist force for clutch disconnection and connection, wherein a desired assist characteristic is obtained, while a structure is obtained such that the device can be made more compact than devices of previous structures. A clutch drive device 14 comprises: a spring 71 that generates an elastic restoring force in a circumferential direction, when viewed from an axial direction, by deforming in the circumferential direction; a first protruding section 71b that is provided to one end section of the spring 71; an output gear 65 that rotates in a disconnection direction or a connection direction of a clutch 13; and a pin 72 that is provided so as to be able to rotate integrally with the output gear 65, and transfers the elastic restoring force to the output gear 65 by contacting the first protruding section 71b. When the output gear 65 rotates in a direction in which the elastic restoring force of the spring 71 decreases, a contact point T of the first protruding section 71b and the pin 72 shifts so as to approach an axis Q at least once, when viewed from the axial direction of the spring 71.
A clutch unit that can respond to wear of a torque transmission member is obtained by means of a different configuration from those of wear compensation devices proposed in the past. A clutch unit 17 comprises a clutch 13 having a clutch spring 28, an electric motor 50 that generates actuating driving force for actuating the clutch 13, an output shaft 63 which transmits the actuating driving force to the clutch 13 and to which elastic return force of the clutch spring 28 is inputted as clutch reaction force, and a spring 71 that inputs to the output shaft 63 assist force to assist the actuating driving force. When the clutch 13 is switched from a connected state to a switched state, the assist force is inputted to the output shaft 63 before the clutch reaction force is inputted, and when the clutch 13 is switched from the switched state to the connected state, the assist force reaches zero after the clutch reaction force has reached zero.
A clutch drive device that has a self-locking function, wherein a structure is obtained in which the responsiveness of a transfer mechanism can be improved while maintaining the self-locking function. A clutch drive device (14) comprises a friction mechanism (80) that produces a friction force in the opposite direction as a rotation direction of a rotation, said rotation being transferred by a transfer mechanism (60) that transfers the output of a motor to a clutch (13). The friction mechanism (80) has a rotating body (81) that rotates due to a rotation direction force transferred by the transfer (60) mechanism, a friction plate (82) that generates a friction force by coming into contact with the rotating body (81), and a spring (84) that biases the friction plate (82) toward the rotating body (81) so as to bring the friction plate (82) and the rotating body (81) into contact. A rotation transfer part (83) that is positioned so as to be movable in an axial direction with regard to the rotating body (81) and rotates integrally with the rotating body (81) is provided to an intermediate shaft (62) of the transfer mechanism (60).
F16D 23/12 - Mechanical clutch-actuating mechanisms arranged outside the clutch as such
F16D 1/06 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
F16D 65/18 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
A first steering inter-axis distance between a left steering bearing and a right bearing of a linkage differs from a second steering inter-axis distance between a left joint steering bearing and a right joint steering bearing of a steering force transmission. A difference between a first left leaning inter-axis distance between a lower intermediate leaning bearing and a lower left leaning bearing and a second left leaning inter-axis distance between an intermediate joint leaning bearing and a left joint leaning bearing is smaller than a difference between a first left steering inter-axis distance between a front intermediate steering bearing and the left steering bearing and a second left steering inter-axis distance between an intermediate joint steering bearing and the left joint steering bearing.
A shock absorber includes a cylinder and a piston. The piston is configured to partition an internal space of the cylinder into two oil chambers and is capable of sliding in an axial direction of the cylinder. The piston having formed therethrough a communication path configured to bring the two oil chambers into communication with each other. The shock absorber also includes a first rod and a second rod. The first rod extends in a first direction of the axial direction with respect to the piston. The second rod has a diameter larger than a diameter of the first rod, and extends in a second direction of the axial direction, which is opposite to the first direction, with respect to the piston. The shock absorber further includes a rod mounting member, which is provided on the first rod, and a cylinder mounting member, which is provided on the cylinder and arranged as offset from an axis of the cylinder.
F16F 9/16 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
B60G 13/08 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium - Details
An oil channel that connects a right damper and a left damper includes a switching valve arranged between a right oil channel ER and a left oil channel EL. The switching valve includes a valve main body in which a first switching channel is formed for connecting the right oil channel ER and the left oil channel EL. The valve main body is rotatable to a first position where the first switching channel connects the right oil channel ER and the left oil channel EL to each other and to a second position different from the first position. According to this damping system, it is possible to adjust oil flow in the oil channel by performing a simple operation for the switching valve.
B60G 13/08 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
B60G 21/06 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
F16F 9/34 - Special valve constructions; Shape or construction of throttling passages
F16F 9/46 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium - Details such means combined with temperature correction allowing control from a distance
This specification relates to a snowmobile. Each of the right suspension and the left suspension includes a damper capable of expanding and contracting according to the vertical movement of the lower arm and a spring that exerts spring force in the expansion/contraction direction of the damper. The cylinder of the right damper and the cylinder of the left damper are connected to each other through a hydraulic fluid channel so that the hydraulic fluid flows between the cylinder of the right damper and the cylinder of the left damper. This snowmobile can reduce the difference in contact pressure on snow surface between the left ski and the right ski, when the vehicle turns.
The present specification relates to a snowmobile. The upper arm includes two proximal portions connected to the vehicle frame and the upper arm extends outwardly from the two proximal portions in the vehicle width direction and the upper arm is connected to the knuckle. The two proximal portions are rotatable so that the knuckle and the skis can move up and down relative to the vehicle frame. The axis Ax2, passing through the rotation center C2 of the two proximal portions of the upper arm, goes through a position of the rotation center of the secondary shaft or through a position above the rotation center of the secondary shaft. This structure can reduce the force acting on the vehicle body frame via the upper arm and prevent an increase in the force.
Various embodiments of a snowmobile are disclosed. The lower arm is arranged below the upper arm. The lower arm includes proximal portions and connected to the ski support frame. The lower arm extends outwardly from the proximal portions and in the vehicle width direction and connects the ski support frame and the ski. The proximal portions and of the lower arm are positioned higher than the lower end of the engine. At least a portion of the lower arm is positioned higher than the rotational center of the crank shaft. This structure can prevent the center of gravity of the vehicle body from becoming high and reduce running resistance when the vehicle traveling in deep snow.
The purpose of the present invention is to provide a drive unit in which an engine body section and a transmission section are lubricated by common oil, the drive unit being configured so that an increase in the size of the drive unit is prevented while the function of a pressurizing pump is enhanced. A drive unit (11) for saddled vehicles has an engine body section (20), a transmission section (21), and a common lubricating oil supply mechanism (22). The common lubricating oil supply mechanism (22) has: a first pressurizing pump (80A) for pressurizing common lubricating oil for lubricating both the engine body section (20) and the transmission section (21); and a second pressurizing pump (80B) for further pressurizing at least a part of the common lubricating oil which has been pressurized by the first pressurizing pump (80A) and which has positive pressure.
A vehicle is set forth that is equipped with a leanable body frame and two front wheels for addressing the technical problem of providing relatively large banking angle without unnecessary enlargement in size of the vehicle. The gist of the solution is a design where part of an upper cross member and a part of a lower cross member overlap each other without coming into contact with each other at least temporarily when the body frame is caused to .lean from an upright state to the left or the right of a vehicle with a maximum angle, as viewed from front in a direction following a lower intermediate connecting axis.
A left shock absorbing device is provided with a left front outer tube, a left rear outer tube, a left front inner tube, a left rear inner tube and a left connecting member. The left front outer tube and the left rear outer tube are supported on a left bracket. The left front inner tube is connected to the left front outer tube so as to be slidable in an interior of the left front outer tube along a left telescopic axis. The left rear inner tube is connected to the left rear outer tube so as to be slidable in an interior of the left rear outer tube along the left telescopic axis. The left connecting member connects the left front outer tube and the left rear outer tube.
B60G 21/05 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
A vehicle 1 has a steering force transmission mechanism 6. The steering force transmission mechanism 6 has a steering force input portion 23, a steering shaft 60 that is connected to the steering force input portion 23 and which is supported by a first shaft supporting portion 211 so as to turn about a rear steering axis a, a connecting member 80 that is connected to the steering shaft 60 to thereby be displaced as the steering shaft 60 turns, and a relay shaft portion 68 that is connected to the connecting member 80 to thereby turn about a front steering axis b as the connecting member 80 is displaced, which is supported by a second shaft supporting portion 212 that is provided ahead of the first shaft supporting portion 211 to thereby turn a right front wheel 32 and a left front wheel 31 as the second shaft supporting portion 212 turns. The first shaft supporting portion 211 is fixed to part of a body frame 21 that extends to the rear from the link supporting portion 212 so that the rear steering axis a of the steering shaft 60 is situated behind a movable range V of a rear cross element 522b of a link mechanism 5 in relation to a front-and-rear direction of a middle upper axis M.
B62D 9/02 - Steering deflectable wheels not otherwise provided for combined with means for inwardly-inclining vehicle body on bends
B60G 15/00 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type
B60G 21/05 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
B62K 11/00 - Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
A vehicle includes an inverted suspension and a wheel speed sensor and a sensor wire. At least a portion of a left wheel speed sensor is disposed inwards of an outer edge of a left front inner tube, and at least a portion thereof is provided between a left front imaginary line and a left rear imaginary line when seen from the direction of the left wheel axis and disposed above a lower end of a left shock absorber. A left sensor wire crosses one of the left front or rear imaginary line below either of a lower end of a left front or rear outer tube At least a portion of a left lower restrictor is provided on a left inner connector in a position located ahead of the left front imaginary line or behind the left rear irnaginary
A left cover attached to a left side member covers at least one of: a left upper edge portion of an upper cross member; a left lower edge portion of the upper cross member; a left upper edge portion of a lower cross member; and a left lower edge portion of the lower cross member, from left in a left- right direction of a body frame together with at least a part of the left side member. A right cover attached to a right side member covers at least one of: a right upper edge portion of the upper cross member; a right lower edge portion of the upper cross member; a right upper edge portion of an upper edge of the lower cross member; and a right lower edge portion of the lower cross member, from right in the left-right direction of the body frame together with at least a part of the right side member.
A vehicle includes an up-side-down suspension and a wheel speed sensor and a sensor wire. A left lower restrictor is fixed to a left inner connector or a member that is displaced relatively together with the left inner connector in association with the operation of a left shock absorber above a left wheel speed sensor as seen from the direction of a left wheel axis. At least a portion of the left wheel speed sensor is situated farther inwards than an outer edge of a left front inner tube in relation to a left-and-right direction, is situated below a left lower imaginary line when the left shock absorber extends to its maximum extent, and is provided on the left inner connector between a left front imaginary line and a left rear imaginary line when seen from the direction of the left wheel axis. The left sensor wire extends so as to intersect the left lower imaginary line when seen from the direction of the left wheel axis.
B60G 5/00 - Resilient suspensions for a set of tandem wheels or axles having interrelated movements
B60G 17/00 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s
B60G 21/05 - Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
A left shock absorber is disposed such that a left telescopic axis is positioned on the left of a left steering axis in a left-right direction of a body frame when a vehicle in which the body frame is standing upright is viewed from front in a front-rear direction of the body frame. A right shock absorber is disposed such that a right telescopic axis is positioned on the right of a right steering axis in the left-right direction of the body frame when the vehicle in which the body frame is standing upright is viewed from the front in the front-rear direction of the body frame.
B62K 25/08 - Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel
A vehicle includes a linkage, a steering force transmission, a steering lock and a steering stopper. The steering force transmission includes a rear shaft that is able to turn about a rear axis, a front shaft that is able to turn about a front axis, and a connector that transmits the turning of the rear shaft to the front shaft. The steering lock includes a first portion and a second portion which are able to be displaced relative to each other and makes it impossible for a right front wheel and a left front wheel to turn by making it impossible for the first portion to be displaced relative to the second portion. The steering stopper includes a third portion and fourth portions which are able to be displaced relative to each other and restricts a maximum steering angle of the right front wheel and the left front wheel by stopping the relative displacement of the third portion to the fourth portions so that the right front wheel and the left front wheel are prevented from being steered to more than the maximum steering angle. The first portion and the third portion are provided on the rear shaft, and the second portion and the fourth portions are provided on a member that is displaced relative to the rear shaft.
B62K 25/08 - Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel
A vehicle includes a linkage, a steering force transmission, and a steering lock. The steering force transmission includes a rear shaft that is able to turn about a rear axis, a front shaft that is able to turn about a front axis, and a connector. When seen from a side of the vehicle, a distance between the front shaft and a right steering axis is smaller than a distance between the rear shaft and the right steering axis, and in which at least one portion of the steering lock that is mounted on the front shaft or a member that turns together with the front shaft and a member that is displaced relative thereto is provided in a position that overlaps a movable range of the linkage when seen from the side of the vehicle.
B62K 25/08 - Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel
A first left cover is configured to at least partially cover a lower edge of a left lower projecting portion from left in a left-right direction of a body frame at least temporarily when the body frame is caused to lean from an upright state to the right with a maximum angle, as viewed from the left in the left-right direction of the body frame. A first right cover is configured to at least partially cover a lower edge of a right lower projecting portion from right in the left- right direction of the body frame at least temporarily when the body frame is caused to lean from the upright state to the left with a maximum angle, as viewed from the right in the left-right direction of the body frame.
B62D 21/00 - Understructures, i.e. chassis frame on which a vehicle body may be mounted
B60G 99/00 - Subject matter not provided for in other groups of this subclass
B60R 19/00 - Wheel guards; Radiator guards; Obstruction removers; Fittings damping bouncing force in collisions
B62D 21/18 - Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups
B62K 11/00 - Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
A snowmobile includes an engine including an engine head including a cylinder head, a supercharger, an intake manifold, throttle bodies, first joints that connect the intake manifold to the throttle bodies, second joints that connect the throttle bodies to the cylinder head, and a restrictor that connects the engine head to the first joints. The restrictor includes an engaging member that fits into grooves of the first joints, and connectors that connect the engaging member and the engine head to each other. A steering shaft is inserted between two mutually adjacent first joints which have a distance from each other greater than a distance between the other two mutually adjacent first joints.
F02M 35/16 - Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
F02D 9/10 - Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
A snowmobile includes a frame, an engine mounted on the frame, a pair of skis connected to the frame, and a front body including a nose cone, a pair of side panels, and a hood covering a front portion of the frame. The nose cone, the pair of side panels, and the hood are preferably made of plastic.
A vehicle includes a transmission including an input shaft linked to a crankshaft of an engine so that power is transmitted therebetween, and an output shaft which is able to rotate at a rotational speed lower than a rotational speed of the input shaft . The snowmobile includes a driving device linked to the output shaft so that power is transmitted therebetween to generate a driving power, a supercharger including a rotation shaft linked to the output shaft so that power is transmitted therebetween, and a centrifugal clutch located between the crankshaft and the input shaft or between the output shaft and the rotation shaft .
A vehicle includes a frame supporting an engine, a transmission including an input shaft and an output shaft, a driving device linked to the output shaft so that power is transmitted therebetween, and a supercharger including a rotation shaft linked to the output shaft so that power is transmitted therebetween. The supercharger is fixed to the frame.
A snowmobile includes a vehicle body frame including a left engine support portion that supports an engine. The left engine support portion includes a first layer made of a carbon fiber-reinforced plastic material, a second layer made of a carbon fiber-reinforced plastic material , and an intermediate layer located between the first layer and the second layer. The first layer, the intermediate layer and the second layer are provided with a through-hole into which a securing member that secures the engine and the vehicle body frame to each other is inserted.
A snowmobile includes a vehicle body frame including a tunnel portion extending in a vehicle front-rear direction. The tunnel portion includes a top wall made of a carbon fiber-reinforced plastic material, a left side wall made of a carbon fiber-reinforced plastic material, a right side wall made of a carbon fiber-reinforced plastic material, a left reinforcing member reinforcing the left side wall and made of a carbon fiber-reinforced plastic material, and a right reinforcing member reinforcing the right side wall and made of a carbon fiber-reinforced plastic material. A first closed cross-section is defined by the top wall, the left side wall and the left reinforcing member, and a second closed cross-section is defined by the top wall, the right side wall and the right reinforcing member.
A snowmobile includes an engine including a crankshaft, a driving shaft rotatable together with the crankshaft, an endless track belt drivable by the driving shaft, and a vehicle body frame including a wall portion defining an engine room accommodating the engine and engine support portions and supporting the engine. At least a portion of the wall portion is made of a carbon fiber-reinforced plastic material and overlaps the engine as seen in a side view.
A saddle riding type vehicle is set forth that address the technical problem of unlocking a linkage before the vehicle speed reaches an unlocking condition even if the vehicle starts without increasing the throttle opening degree or the engine speed. The gist of the solution is to provide the vehicle with a lock controller that determines whether the vehicle speed satisfies a first unlocking condition and determines whether the vehicle speed change rate satisfies a second unlocking condition, and wherein the lock controller unlocks the linkage via a lock if the linkage is locked by the lock and the lock controller determines that at least one of the first unlocking condition and the second unlocking condition is satisfied.
The present invention relates to saddle riding type vehicles and more particularly to a three-wheeled vehicle including a pair of front wheels and a link mechanism that connects the pair of front wheels to a vehicle body frame. The operability of such a vehicle greatly differs depending on whether the operation of the link mechanism is restricted or not. The gist of the solution to this problem according to the invention is to provide a saddle riding type vehicle that includes a vehicle body frame, a pair of front wheels, a link mechanism, a locking mechanism, a controller, and a notifying unit for notifying the rider when the locking mechanism locks the link mechanism so that it is less likely to cause difference between an actual state of the link mechanism and its state recognized by the rider.
A saddle riding type vehicle is set forth with two front wheels and lockable linkage, for solving the problem that the actual and understood state of the vehicle by the rider may differ depending on the state of the road surface when the operation of the linkage is prevented. The solution includes a vehicle body frame, a pair of front wheels, a linkage, a lock, a controller, and a notifier. The linkage connects the pair of front wheels to the vehicle body frame. The lock locks the linkage by preventing operation of the linkage and unlocks the linkage by allowing the linkage to operate. The controller controls locking and unlocking of the linkage by the lock. The notifier notifies that the linkage is locked when relative displacement between the pair of front wheels in the vertical direction exceeds a prescribed range.
A saddle riding type vehicle is set forth that includes a linkage, a lock, a controller, and an operator, and which solves the technical problem of accurately reflecting a rider's intention during travel as to whether automatic lock control is to be performed. To achieve this objective the linkage connects a pair of front wheels to a vehicle body frame; the lock locks the linkage by preventing operation of the linkage and unlocks the linkage by allowing the linkage to operate; and the operator continues to output an operation signal to the controller while an operation is input by the rider and does not output the operation signal when the rider stops operating. The controller controls the lock to lock the linkage if the operation signal is input upon fulfillment of a locking condition that allows the linkage to be locked.
A subject moving device includes: a base; a head section provided with vertically movable rods and moving along a prescribed movement path above the base; a first container section which stores a subject of movement; a second container section which receives the subject of movement; a tip stocking section which holds a plurality of tips in a state where the plurality of tips are attachable to the rods, the tips being attachable to and detachable from the rods and being configured to suction the subject of movement and discharge the suctioned subject of movement in accordance with vertical movements of the rods; a tip discarding section which collects the tips having finished the suction and the discharge of the subject of movement and having been detached from the rods; and a control section which controls the vertical movements of the rods and the movement operations of the head section.
C12M 1/00 - Apparatus for enzymology or microbiology
G01N 35/02 - Automatic analysis not limited to methods or materials provided for in any single one of groups ; Handling materials therefor using a plurality of sample containers moved by a conveyor system past one or more treatment or analysis stations
G01N 35/10 - Devices for transferring samples to, in, or from, the analysis apparatus, e.g. suction devices, injection devices
61.
A MOVING APPARATUS FOR MOVING A SUBJECT USING TIPS
A subject moving device includes: a base; a head section provided with vertically movable rods and moving along a prescribed movement path above the base; a first container section which stores a subject of movement; a second container section which receives the subject of movement; a tip stocking section which holds a plurality of tips in a state where the plurality of tips are attachable to the rods, the tips being attachable to and detachable from the rods and being configured to suction the subject of movement and discharge the suctioned subject of movement in accordance with vertical movements of the rods; a tip discarding section which collects the tips having finished the suction and the discharge of the subject of movement and having been detached from the rods; and a control section which controls the vertical movements of the rods and the movement operations of the head section.
C12M 1/00 - Apparatus for enzymology or microbiology
G01N 35/02 - Automatic analysis not limited to methods or materials provided for in any single one of groups ; Handling materials therefor using a plurality of sample containers moved by a conveyor system past one or more treatment or analysis stations
G01N 35/10 - Devices for transferring samples to, in, or from, the analysis apparatus, e.g. suction devices, injection devices
A hydraulic shock absorber improves operability of a piston rod by providing an initial set load to the shock-absorbing rubber of a vehicle, and improves ride quality of the vehicle. The hydraulic shock absorber includes a cylinder, a first support member, a cover member, a main piston rod extending through the first support member, a sub piston rod, and a piston between the two piston rods. The hydraulic shock absorber further includes a free piston slidably fitted in the cylinder so that a pipe extends through the free piston. A first oil chamber and a second oil chamber on the two sides of the piston communicate with each other via a valve. A second support member partitions a second oil chamber and a third oil chamber, and the free piston partitions the third oil chamber and a gas chamber.
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium - Details
F16F 9/20 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with the piston-rod extending through both ends of the cylinder
A snowmobile includes a transmission unit that transmits a driving force generated by an engine to the ground surface, in which ground touching portions of the transmission unit that are spaced apart from each other in the vehicle width direction receive reaction forces mutually different in magnitude from the ground surface; a suspension that supports the transmission unit so as to swing in the up-down direction; and a vehicle body vibration control damper extending between a first portion and a second portion that are spaced apart from each other of the vehicle body frame and a member fixed to the vehicle body frame, the vehicle body vibration control damper generating a damping force against variations that change the distance between the first portion and the second portion.
A snow vehicle includes a vehicle body, an arm member supported with respect to the vehicle body, a knuckle supported with respect to the arm member at a predetermined support point, a coupling unit arranged to couple the knuckle to the arm member, a ski member, and a ski coupling unit. The ski coupling unit couples the ski member to the knuckle such that the ski member pivots about a pitching axis with respect to the knuckle, the pitching axis extends in a width direction of the ski member. The pitching axis is disposed such that, when the vehicle is in a reference attitude of being placed on a horizontal surface, a horizontal distance from the pitching axis to a reference normal directed to the horizontal surface from the support point is shorter than a horizontal distance from the pitching axis to a steering axis.
A track belt for a snow vehicle includes a belt body, a first lug, outer end circumferential regions, and contacting portions. The first lug is disposed at a central portion in a right/left direction of the belt body. The outer end circumferential regions are provided at both end portions in the right and left directions of the belt body, and include second lugs each having a height from the outer circumferential surface being no more than a half of a height of the first lug, or do not include lugs protruded from the outer circumferential surface of the belt body. The contacting portions are provided at the inner circumferential surface such that positions of the contacting portions in the right/left direction overlap with the outer end circumferential regions and are arranged to contact a rotating wheel member that opposes a snow surface across the belt body.
A snowmobile includes a body, a steering mechanism provided in the body, a steering shaft connected with the steering mechanism for associated operation with the steering mechanism, a power steering device provided in the steering shaft, a pair of skis, and a connecting section arranged to connect the skis with the body and supporting the skis for pivotal movement in a horizontal direction about a first pivot axis in association with the steering shaft as well as for pivotal movement in the vertical direction about a second pivot axis which extends in a widthwise direction of the body. The first pivot axis is located at a more forward position than the second pivot axis in a horizontal plane which includes the second pivot axis. Each of the skis includes, in its lower surface, a straight portion extending straightly; an approach portion ahead of the straight portion and curving upward; and a keel portion protruding downward to a lower position than the straight portion and the approach portion. A horizontal distance between the second pivot axis and a rear end of the straight portion is longer than a horizontal distance between the second pivot axis and a fore end of the straight portion, and the keel portion has its fore end at a lower position than the second pivot axis, when the straight portion is horizontal.
B62D 5/02 - Power-assisted or power-driven steering mechanical, e.g. using a power-take-off mechanism for taking power from a rotating shaft of the vehicle and applying it to the steering gear
A snowmobile includes a throttle motor that is protected from brake dust. The snowmobile includes a snowmobile body including an engine room therein, an engine disposed inside the engine room, brake equipment disposed inside the engine room, a throttle valve arranged to adjust intake air supplied to the engine, and a throttle motor which is disposed at a more forward position than the brake equipment inside the engine room and arranged to drive the throttle valve.
F02M 9/08 - Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having throttling valves rotatably mounted in the passage
A snowmobile includes a throttle motor that is protected from brake dust. The snowmobile includes a snowmobile body including an engine room therein, an engine disposed inside the engine room, brake equipment disposed inside the engine room, a throttle valve arranged to adjust intake air supplied to the engine, and a throttle motor which is disposed inside the engine room and arranged to drive the throttle valve, wherein at least a portion of the throttle motor is disposed at a higher position than the brake equipment such that gravity reduces and minimizes brake dust which reaches the throttle motor.
F02M 9/08 - Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having throttling valves rotatably mounted in the passage
A snowmobile has a structure that reduces and minimizes adverse affects of snow on a throttle motor. The snowmobile includes a snowmobile body including an engine room therein, an engine which is disposed inside the engine room, a throttle valve arranged to adjust intake air supplied to the engine, a throttle motor arranged to drive the throttle valve and disposed ahead of the engine, and an air box arranged to pass the intake air through toward the engine, disposed ahead of the engine and including a portion located ahead of the throttle motor.
A snowmobile includes a vehicle body, a track belt, an engine, a left-and-right pair of skis, a suspension mechanism, and a steering mechanism. The track belt is located on a lower portion of the vehicle body. The engine drives the track belt. The suspension mechanism is a mechanism arranged to support the pair of skis so as to move in a vertical direction with respect to the vehicle body, and to support the pair of skis in an associated manner so that one of the skis moves downwards relative to the vehicle body when the other ski moves upwards relative to the vehicle body. The steering mechanism is a mechanism arranged to steer the pair of skis.
A power steering device for a vehicle includes an input shaft (1) linked to a steering wheel, an output shaft (2) linked to a vehicle wheel, a torsion bar (3) that connects the input shaft (1) to the output shaft (2), and a cylindrical member (13) supported by a housing (12) that is fastened to a vehicle body. The input shaft (1) includes a first input shaft (4) that is inserted into the cylindrical member (13), supported rotatably by the cylindrical member (13 ), and linked to the steering wheel, and a second input shaft (5) that connects the first input shaft (4) to the torsion bar (3). A connection portion between the first input shaft (4) and the second input shaft (5) is constituted such that a rotation of the first input shaft (4) is transmitted to the second input shaft (5) and the first input shaft (4) is free to move in an axial direction relative to the second input shaft (5).
B62D 5/02 - Power-assisted or power-driven steering mechanical, e.g. using a power-take-off mechanism for taking power from a rotating shaft of the vehicle and applying it to the steering gear
An air intake device of an engine includes a throttle body provided in an intake passage of an engine, a bypass passage arranged to connect an upstream side and a downstream side of a throttle valve disposed in the throttle body, an idle number-of-revolutions control device that is disposed in the bypass passage and that controls the quantity of air passing through the bypass passage and flowing into the downstream side of the throttle valve according to the state of the engine, and a water collection portion that is disposed on the upstream side of the idle number-of-revolutions control device in the bypass passage and that is constructed so as to include a space portion connecting with the bypass passage. This structure enables smooth operation of the idle number-of-revolutions control device and prevents damage thereto caused by water in a bypass passage.
F02D 9/08 - Throttle valves specially adapted therefor; Arrangements of such valves in conduits
F02M 3/07 - Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatical means, according to engine speed
In an engine intake system, an air cleaner and downstream sides of throttle valves in throttle bodies provided in intake passages are connected by bypass passages. An idle speed control apparatus provided at a midpoint of the passage controls amounts of air supplied during an idling operation. End portions of the bypass passages connected to the throttle bodies are located in higher positions than end portions of the bypass passages connected to the air cleaner so that the bypass passages are inclined downward toward the air cleaner. As a result, water is prevented from blocking the bypass passages via a simple structure.
A rear suspension of a snow vehicle is provided with a slide rail which guides a track belt. The slide rail is made of metal and formed by extrusion. A bent portion is provided on an end of the slide rail to extend to a tip end thereof with a position toward the end being a starting point of bending. A projection, to which one end side of a torque arm supporting a vehicle body is connected, is arranged toward the end of the slide rail so as to project upwards. The projection includes a bracket provided separately from the slide rail and the starting point of bending is positioned in a length range of the projection.
A snowmobile includes steering handlebars, a ski and a power transmission mechanism arranged to couple the steering handlebars and the ski. The power transmission mechanism includes: a first rotary shaft extending directly downward or obliquely downward from the steering handlebars and arranged to rotate along with the steering handlebars about a first rotary axis extending along a length of the first rotary shaft; a first link mechanism coupled to the first rotary shaft; a second rotary shaft coupled to the first link mechanism and arranged to rotate along with rotation of the first rotary shaft about a second rotary axis extending along a length of the second rotary shaft via the first link mechanism, the second rotary axis being different from the first rotary axis; and a second link mechanism disposed between the second rotary shaft and the ski; wherein the second link mechanism includes a power steering device mounted to the second rotary shaft and including an actuator arranged to receive a rotating force of the second rotary shaft and output a resultant force to the ski via the second link mechanism.
A snowmobile includes steering handlebars; a steering column attached to the steering handlebars and extending directly downward or obliquely downward; a power steering device having a motor and attached to the steering column; a power transmission mechanism arranged to transmit at least the driving force of the motor; and a ski coupled to the power transmission mechanism to be turned by the power transmission mechanism. The power steering device includes a sensor arranged to detect the rotation of the steering column. The motor has a motor shaft tilted from both the fore and aft direction and the left and right direction of the vehicle.
To simply prevent an internal combustion engine including PFI and DI injectors from generating of knocking phenomenon, the internal combustion engine includes an engine control unit (ECU) for setting a ratio of fuel injection quantity of both the injectors (Step S2). The ECU includes a memory storing four sheets of ignition timing maps, with reference to which the maximum torque generation timing and knocking limit torque generation timing, at the direct injection injector (100%) and port fuel injection injector (100%), are calculated (Step S3). The ECU further operates to calculate a correction amount from correction amount map (Step S4). The ECU calculates first interpolation value of the maximum torque generation timing at the above 100% operation time of both the injectors and second interpolation value of the knocking limit torque generation timing at the above 100% operation time of both the injectors, and a value in which the correction amount is added to either one of the above first and second interpolation value on a delay angle side is calculated as ignition timing (Step S5).
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02M 63/00 - SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
F02P 5/152 - Digital data processing dependent on pinking
F02P 5/153 - Digital data processing dependent on combustion pressure
A dual-system fuel injection engine has inlet ports (11) each extending at cylinder head (6) obliquely upward from a combustion chamber (16); an inlet manifold (21) connected at its downstream side end section to the inlet ports (11); an in-cylinder injector (15) for each of the cylinders, injecting fuel directly into the combustion chamber (16); and a inlet pipe injector (56) for each cylinder, injecting fuel into the inlet port (11). The in-cylinder injector (15) is attached to the cylinder head (6) and is positioned on the lower side of the inlet port (11) when viewed from the direction of the axis of a crankshaft (27). The inlet pipe injector (56) and a low-pressure delivery pipe (57) for supplying fuel to all the inlet pipe injectors (56) are supported at the inlet manifold (21) and are positioned, when viewed from the direction of the axis of the crankshaft (27), on the upper side of the inlet port (11) so as to be close to the inlet port (11).
F02M 55/00 - Fuel-injection apparatus characterised by their fuel conduits or their venting means
F02M 55/02 - Conduits between injection pumps and injectors
F02M 61/14 - Arrangements of injectors with respect to engines; Mounting of injectors
F02M 63/00 - SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
A power management system for a snowmobile is provided to efficiently manage power supplied to a cooling fan and to a heater on the snowmobile. The power management system can be incorporated into a control unit of the snowmobile and can be comprise of a fan motor control section for activating the fan motor by supplying electric power from a generator (or a battery). The fan motor control section operates the fan motor in various operating conditions in accordance with the value detected by a temperature sensor associated with a fluid cooling system of the snowmobile's engine. The power management system can also include a heat control section for controlling the electric power supplied by the generator (or a battery) to the heater by adjusting it in accordance with such parameters as maximum power levels associated with preset temperature settings or variable temperature settings, an engine speed sensor signal, and the operating condition of the fan motor.
This invention provides a marine engine allowing early and reliable judgment that sea water has been mixed in the fuel. A marine engine 9 is arranged such that it comprises ion current detection means 35 for detecting as an ion current value the number of ions produced by a mixture burning in a combustion chamber 38 of the marine engine 9, and sea water-ingress judgment means 37b for comparing the ion current value detected by the ion current detection means 35 with a predetermined sea water-ingress current value at the time of ingress of sea water in the combustion chamber 38 to judge the ingress of sea water.
A snowmobile comprises a frame assembly. An internal combustion engine is mounted to the frame assembly. A steering assembly is mounted to the frame assembly. The steering assembly comprises a steering shaft having a first portion and a second portion. The first portion of the steering shaft is coupled to a steering input mechanism. The second portion of the steering shaft is coupled to a power steering device. The power steering device is coupled to a steering linkage. The steering linkage is coupled to a steering ski.
B62D 5/04 - Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
B62D 5/02 - Power-assisted or power-driven steering mechanical, e.g. using a power-take-off mechanism for taking power from a rotating shaft of the vehicle and applying it to the steering gear
B62D 7/00 - Steering linkage; Stub axles or their mountings
A snowmobile comprises a frame assembly. An internal combustion engine is mounted to the frame assembly. A steering assembly is mounted to the frame assembly. The steering assembly comprises a steering shaft having a first portion and a second portion. The first portion of the steering shaft is coupled to a steering input mechanism. The second portion of the steering shaft is coupled to a power steering device. The power steering device is coupled to a steering linkage. The steering linkage is coupled to a steering ski.