Yamaha Hatsudoki Kabushiki Kaisha

Yutaka Kubo

Toshio Iizuka

Kaoru Sasaki

Takahiro Watanabe

Noboru Miyamoto

Hirokatsu Ogawa

Takeshi Ikeda

Takehiro Inoue

Kazuhisa Takano

Yosuke Hirayama

Shinsuke Okada

Masaaki Kuwata

Shuuichi Mori

Shigeto Yamasaki

An increase in the size of a body section of a straddled vehicle forward of a steering shaft in a left-right direction and a front-rear direction of a body frame is limited while a space is secured forward of the steering shaft. In left optical lens bodyL, top end TE is disposed below bottom edge Bof handlebar, bottom end BE is disposed above a bottom end (virtual line Lc) of lower bracket, left end LE is disposed on the right of a right end (virtual line L) of left gripL, and right end RE is disposed on the left of right edge Bof left front-wheel support unitL. In right optical lens bodyR, top end TE is disposed below bottom edge Bof handlebar, bottom end BE is disposed above the bottom end of lower bracket, right end RE is disposed on the left of a left end of right gripR, and left end LE is disposed on the right of left edge Bof right front-wheel support unitR.

Straddled vehicle

An increase in the size of a body portion of a straddled vehicle forward of a steering shaft in a left-right direction and a front-rear direction of a body frame is suppressed to secure a space forward of the steering shaft. Each top end of left optical lens bodyL and right optical lens bodyR is located below top edge Bof an upper bracket in an up-down direction of the body frame. Each bottom end of left optical lens bodyL and right optical lens bodyR is located above bottom edge Bof a lower bracket in the up-down direction of the body frame. The left end of left optical lens bodyL is located on the right of left edge Bof a left front-wheel support unit in the left-right direction of the body frame. The right end of left optical lens bodyL is located on the right of right edge Bof the left front-wheel support unit in the left-right direction of the body frame. The left end of right optical lens bodyR is located on the left of left edge Bof a right front-wheel support unit in the left-right direction of the body frame. The right end of right optical lens bodyR is located on the left of right edge Bof the right front-wheel support unit in the left-right direction of the body frame.

A predefined length between first and second optical lens sections and of the first and second highly-directional light units is smaller than a length, which is half of a length between a left end of a lower portion of a left front-wheel support unit and a right end of a lower portion of a right front-wheel support unit in the left-right direction of a vehicle, and the predefined length is greater than half a smaller one of minimum widths of the optical lens sections of the first and the second highly-directional light units. A configuration is adopted in which light radiated through the optical lens section of the first highly-directional light unit partially overlaps light radiated through the optical lens section of the second highly-directional light unit and the remaining part does not overlap.

A vehicle includes a center transmission plate, a first center turnable portion configured to turn about a first center turning axis extending in an up-down direction, a second center turnable portion configured to turn about a second center turning axis extending in a front-rear direction, a left transmission plate, a first left turnable portion configured to turn about a first left turning axis extending in the up-down direction, a second left turnable portion configured to turn about a second left turning axis extending in the front-rear direction, a right transmission plate, a first right turnable portion configured to turn about a first right turning axis extending in the up-down direction, and a second right turnable portion configured to turn about a second right turning axis extending in the front-rear direction. A tie rod is supported on the second center turnable portion, the second left turnable portion, and the second right turnable portion.

Vehicle

At least a portion of a tie rod of a steering force transmitting mechanism overlaps with a portion of a first support member or a second support member when viewed from a front of a vehicle in a fully-tilted condition in which the vehicle body frame is fully tilted in the left-right direction. At least a portion of the tie rod is disposed below a second cross member, above a first front wheel and a second front wheel, behind a front end of the first front wheel and a front end of the second front wheel, and ahead of a first axis of a first side member and a second axis of a second side member when viewed from the left or right of the vehicle when the vehicle body frame is in an upright state.

A transformation restricting mechanism is configured to change a resisting force between a first connecting member, a second connecting member, and a caliper that are configured to be displaced relative to each other. The first connecting member includes a turn supporting portion supported by a first shock absorbing device. The second connecting member includes a turn supporting portion supported by a second shock absorbing device. The turn supporting portion is supported by the first shock absorbing device closer to a first center axis than an intermediate axis which is coincident with a turning axis of a steering shaft when the vehicle body frame is in an upright state. The turn supporting portion is supported by the second shock absorbing device closer to a second center axis than the intermediate axis when the vehicle body frame is in an upright state.

A vehicle includes a stop element supported on a first support portion which is provided on any one of a link mechanism, a body frame, a right shock absorbing device, and a left shock absorbing device at a first end portion thereof so as to turn about a support axis of the first support portion, a lock caliper supported on a second support portion which is displaced relative to the first support portion and which is provided on any one of the link mechanism, the body frame, the right shock absorbing device, and the left shock absorbing device and which is configured to change a frictional force with the stop element, and a guide member which guides a middle portion or a second end portion of the extended member to the lock caliper. A turning angle of the stop element relative to the first support portion based on a turning operation of a first cross member and a second cross member relative to the body frame is smaller than a turning angle of the first cross member or a turning angle of the second cross member relative to the body frame based on the turning operation.

A motorcycle includes an integrated locking system. The locking system actuates a seat lock from the main switch as well as a handlebar or steering lock. The steering lock is structured such that an overlap of components results in a locking pin passage that extends into a locking pin chamber. The locking pin passage is substantially shielded by a labyrinth defined by overlapping components. The main switch is positioned forward of at least one gauge and a meter cover surrounds at least the gauge and the main switch as well as covers at least a portion of the fuel tank.

Growing community of inventors

Iwata, Japan

Yutaka Kubo