JP2004196197A - Power transmission mechanism of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the tread of rear wheels while suppressing the bent angle of a drive shaft to a specified angle or less by improving a power transmission mechanism of a vehicle. <P>SOLUTION: In a tricycle having the power transmission mechanism 35 transmitting an engine output to the right and left rear wheels 18 and 21 through a continuously variable transmission 78, a gear box 81, and inside shafts 195 and 205 of drive shafts 73 and 74 as output shafts on both right and left sides, the inside shafts 195 and 205 for outputting power from the gear box 81 are installed apart from each other in the longitudinal direction of a vehicle body. The overall lengths of the drive shafts can be increased, and the bent angles of the drive shafts can be suppressed when the rear wheels are moved in the vertical direction. In addition, since the drive shafts are extended aslant even if the overall lengths are long, the tread of the wheels can be reduced. As a result, the width of the vehicle can be reduced, and the maneuverability of the vehicle can be increased. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a power transmission mechanism for a vehicle suitable for reducing a tread of a rear wheel while suppressing a bending angle of a drive shaft to a predetermined angle or less.
[0002]
[Prior art]
2. Description of the Related Art As a vehicle power transmission mechanism, there is known a power transmission mechanism in which left and right axles concentrically extend from a differential device to both sides of a vehicle body, and rear wheels are attached to tips of the left and right axles. (For example, see Patent Documents 1 and 2).
[0003]
[Patent Document 1]
Japanese Utility Model Publication No. 63-21445 (page 2, FIG. 3)
[Patent Document 2]
Japanese Utility Model Publication No. 59-106723 (page 4-5, FIG. 3)
[0004]
FIG. 3 of Patent Document 1 is described with reference to FIG. 23 below. The reference numerals have been re-assigned.
FIG. 23 is a plan view showing a conventional vehicle power transmission mechanism, in which the output of an engine 301 is transmitted to a differential device 304 via chains 302 and 303, and rear wheel shafts 305 and 306 extended from the differential device 304 to the left and right. A vehicle that drives the rear wheels 307, 307 by attaching the rear wheels 307, 307 to the respective front ends of the vehicles is described.
[0005]
FIG. 3 of Patent Document 2 will be described with reference to FIG. 24 below. The reference numerals have been re-assigned.
FIG. 24 is a cross-sectional view showing a power transmission mechanism of a conventional vehicle, in which a belt-type automatic transmission 312 is connected to an engine 311 and housed in a rear axle 313 via a gear and a chain. A vehicle is described that is connected to a differential 314 and has rear axles 316 and 316 mounted on the left and right sides of the differential 314, respectively, and rear wheels 317 and 317 are mounted on these rear axles 316 and 316.
[0006]
[Problems to be solved by the invention]
In the vehicle shown in FIG. 23, the rear wheel axles 305, 306 extend from both sides of the differential device 304 to the left and right and are connected to the rear wheels 307, 307. In such an arrangement, when the left and right rear wheels 307, 307 are independently suspended, the left and right rear wheels 307, 307 are mounted on the vehicle body side via suspension arms, respectively, and the rear axles 305, 306 are provided. For example, a drive shaft including a constant velocity joint is used.
[0007]
The drive shaft can transmit the driving force to the rear wheels 307, 307 even when the rear wheels 307, 307 move up and down. However, the bending angle of the constant velocity joint portion of the drive shaft needs to be smaller than a predetermined angle. Therefore, when the entire length of the drive shaft is short, it is difficult to reduce the bending angle. In order to reduce the bending angle of the drive shaft to a predetermined angle or less, the total length of the drive shaft must be increased, and as a result, the center distance between the left and right rear wheels, that is, the tread (tread) )) Means the horizontal distance between the centers of the contact surfaces of the left and right tire treads with the road surface.)), The vehicle width becomes large, and it is difficult to be established in a small vehicle. Impairs the mobility of the vehicle. The same applies to the vehicle shown in FIG.
[0008]
Therefore, an object of the present invention is to improve the power transmission mechanism of a vehicle to reduce the tread of the rear wheels while suppressing the bending angle of the drive shaft to a predetermined angle or less.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, a first aspect of the present invention provides a vehicle having a power transmission mechanism for transmitting an engine output to right and left wheels via a transmission, a reduction gear, and left and right output shafts. Are spaced apart in the longitudinal direction of the vehicle body.
[0010]
For example, compared to connecting the right and left output shafts of the reduction gear directly to the left and right of the reduction gear, extending the drive shaft straight from these output shafts to the left and right, and connecting the wheels to the tips of these drive shafts, As in the present invention, the left and right output shafts are provided apart from each other in the front-rear direction of the vehicle body, and the drive shafts are diagonally extended from the left and right output shafts toward the wheels, respectively, so that the overall length of the drive shaft can be increased. When the wheel moves up and down, the bending angle of the drive shaft can be kept small. Furthermore, since the drive shaft extends obliquely even when the overall length is large, the tread of the wheel can be reduced.
[0011]
According to a second aspect of the present invention, a differential mechanism is incorporated in the reduction gear, and the differential mechanism is disposed between the left and right output shafts.
The two output-side shafts of the differential mechanism can be easily connected to the left and right output shafts by gears or the like.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
An embodiment of the present invention will be described below with reference to the accompanying drawings. The drawings should be viewed in the direction of reference numerals.
FIG. 1 is a side view of a three-wheeled vehicle with a swinging mechanism according to the present invention. A three-wheeled vehicle 10 with a swinging mechanism (hereinafter referred to as “(three-wheeled vehicle 10)”) is not shown on a head pipe 11. A front fork 12 mounted to be steerable via a handle shaft, a front wheel 13 mounted on a lower end of the front fork 12, a handle 14 integrally mounted on the front fork 12, and a vehicle body mounted on a rear portion of the head pipe 11 A frame 16, a power unit 17 attached to a rear portion of the body frame 16, rear wheels 18 and 21 as left and right wheels driven by the power unit 17 (the rear wheel 21 on the rear side is not shown); The vehicle includes a storage box 22 mounted on an upper part and a seat 23 mounted on the upper part of the storage box 22 so as to be openable and closable.
[0013]
The body frame 16 includes a down pipe 25 extending obliquely rearward and downward from the head pipe 11, and a pair of left and right lower pipes 26 and 27 extending obliquely rearward and upward from the lower portion of the down pipe 25 (the lower pipe 27 on the back side is not ), A center upper frame 28 connected to the rear portions of the lower pipes 26 and 27, a center pipe 31 extending rearward from the down pipe 25 and connected to the center upper frame 28, and a rear portion of the lower pipes 26 and 27 and The center upper frame 28 includes a J-frame 32 in a J-shape when viewed from the side, which is connected to each of the rear portions of the center upper frame 28.
[0014]
The center upper frame 28 is a member that supports the storage box 22 and suspends the power unit 17.
The J frame 32 is a member for mounting a rear suspension that suspends the rear wheels 18 and 21 and a swing mechanism that allows the body frame 16 to swing left and right with respect to the rear suspension. The rear suspension and the swing mechanism will be described later in detail.
[0015]
The power unit 17 includes an engine 34 arranged on the front side of the vehicle body, and a power transmission mechanism 35 for transmitting the power of the engine 34 to the rear wheels 18 and 21.
Here, reference numeral 41 denotes a front fender that covers the upper part of the front wheel 13, 42 denotes a battery, 43 denotes a blinker, 44 denotes a tail lamp, 46 denotes an air cleaner, and 47 denotes a muffler.
[0016]
FIG. 2 is a side view of a main part of the three-wheeled vehicle according to the present invention. In order to connect the upper part of the J-frame 32 and the rear end of the center upper frame 28, connecting pipes are respectively connected to the J-frame 32 and the center upper frame 28 The reinforcement plates 53, 53 are attached to the connection pipes 52, 52 and the center upper frame 28, and a side view is seen inside the rear portion of the J frame 32. A substantially L-shaped L pipe 54 is attached, brackets 56, 56 (the back side bracket 56 is not shown) are attached to the center upper frame 28, and these brackets 56, 56 are connected to the front of the power unit 17 via a relay member 57. Attach the upper part and extend the support rod 58 downward and obliquely rearward from the reinforcing plates 53, 53 to support the rear part of the power unit 17, From the front of the pipe 54 indicates that attached to the rear end portion of the power unit 17 by extending the protruding portion 61 forwardly. 32A, 32B, and 32C are respectively a lower horizontal portion that is substantially horizontal in the J frame 32, a rear end inclined portion in which the upper end is moved rearward from the lower end, and a front end is moved higher than the rear end. This is the upper inclined portion.
[0017]
FIG. 3 is a plan view of the three-wheeled vehicle according to the present invention, in which the rear part of the J frame 32 is constituted by one pipe, and a rear suspension 63 (details will be described later) is attached to the J frame 32. Show. Reference numeral 65 denotes a brake lever for a rear wheel, and 66 denotes a brake lever for a front wheel.
[0018]
FIG. 4 is a plan view of a main part of the three-wheeled vehicle according to the present invention. Suspension arms 71 and 72 are mounted on the left and right sides of a J-frame 32, and holders (not shown) are mounted on tips of these suspension arms 71 and 72, respectively. It is shown that the rear wheels 18 and 21 are rotatably mounted on these holders, respectively, and the rear wheels 18 and 21 are driven by drive shafts 73 and 74 constituting the power transmission mechanism 35 of the power unit 17.
[0019]
Reference numeral 76 denotes a shock absorber as elastic means including a damper 77 and a compression coil spring (not shown), which are connected to the left and right suspension arms 71 and 72, respectively.
[0020]
The center upper frame 28 is a substantially elliptical member, and the storage box 22 (see FIG. 1) having a substantially identical bottom is mounted on the upper part thereof.
The power transmission mechanism 35 of the power unit 17 includes a belt-type continuously variable transmission 78 extending rearward from a rear left portion of the engine 34, a gear box 81 as a reduction gear connected to a rear portion of the continuously variable transmission 78, A drive shaft 74 is connected to the output shaft on the front side of the gear box 81, and a drive shaft 73 is connected to the output shaft on the rear side of the gear box 81.
[0021]
FIG. 5 is a first perspective view of the three-wheeled vehicle according to the present invention, and shows that the front part of the J frame 32 is attached to the rear part of the lower pipes 26 and 27 of the body frame 16. Reference numeral 83 denotes a holder (the holder 83 on the back side is not shown).
[0022]
FIG. 6 is a rear view of the three-wheeled vehicle according to the present invention, and the rear end inclined portion 32B of the J frame 32 is a portion which is substantially vertical when the three-wheeled vehicle 10 is not ridden. The rear portions of the suspension arms 71 and 72 are attached to the end inclined portions 32B. Reference numeral 85 denotes a rear swing axis for swingably attaching the rear portions of the suspension arms 71 and 72 to the rear end inclined portion 32B.
[0023]
FIG. 7 is a second perspective view of a three-wheeled vehicle according to the present invention. Suspension arms 71 and 72 are extended right and left from a J-frame 32, and holders 83 are attached to the tips of these suspension arms 71 and 72, respectively. Arc links 88 and 89 are swingably attached to the upper portions of the respective 71 and 72 via mounting brackets 86 and 87, and a bell crank 90 having a substantially L-shape in side view is attached to the tips of the arc links 88 and 89. , 91 are swingably mounted, a buffer 76 is passed between the upper ends of the bell cranks 90, 91, and a bar-shaped connecting member 92 is passed between the side ends of the bell cranks 90, 91. A rear suspension 63 in which a member 92 is attached to a rear end inclined portion 32B of a J frame 32 via a swing mechanism 93 is shown.
[0024]
Each of the arc-shaped links 88, 89 is a member having a side projection 95 at an intermediate portion, and brake calipers 96, 96 mounted on these side projections 95 for braking the swing of the arc-shaped links 88, 89. is there. Reference numerals 97, 97 denote brake devices provided with brake calipers 96, which sandwich the disks 98, 98 between the brake calipers 96, 96 by hydraulic pressure. The disks 98, 98 are members attached to the suspension arms 71, 72, respectively. Reference numeral 100 denotes a bolt serving as a swing axis of the circular links 88 and 89.
[0025]
Each of the bell cranks 90 and 91 includes two crank plates 102 and 102, and includes a first bolt 103, a second bolt 104, and a third bolt 106. Reference numeral 107 denotes a fourth bolt serving as a stopper pin for restricting expansion and contraction of the shock absorber 76, and reference numerals 108 (... denotes a plurality of bolts; the same applies hereinafter) denotes nuts screwed into the first bolt 103 to the fourth bolt 107.
[0026]
The swing mechanism 93 allows the suspension arms 71 and 72 to swing left and right with respect to the suspension arms 71 and 72 during cornering and the like, and as the inclination of the swing increases, the built-in elastic body increases the reaction force. And return it to its original position.
[0027]
8A to 8C are explanatory views of the swing mechanism according to the present invention, wherein FIG. 8A is a side view (partially sectional view), and FIG. 8B is a sectional view taken along line bb of FIG. , (C) are action diagrams based on (b).
7A, the swing mechanism 93 includes a case 111 attached to the rear end inclined portion 32B of the J frame 32 and a rear portion of the L pipe 54, dampers 112 stored in the case 111, and these dampers 112. 112, and a pressing member 113 attached to the connecting member 92, a penetrating penetrating member 113 and the connecting member 92, and both ends supported by a front end supporting portion 114 and a rear end inclined portion 32B provided on the L pipe 54. This is a so-called “Niedhart damper” including the penetrating pins 116. Reference numeral 117 denotes a mounting portion provided on the pressing member 113 for mounting the pressing member 113 to the connecting member 92 with bolts, and reference numeral 118 denotes a swing integrally provided on the distal end support portion 114 for regulating the swing amount of the connecting member 92. Regulatory department.
[0028]
In (b), the case 111 is a member formed by combining the left case 121 and the right case 122. The case 111 has a damper storage chamber 123 therein, and damper bars 112 are arranged at four corners of the damper storage chamber 123. The damper bars 112 are pressed by the convex pressing portions 124 of the pressing member 113.
[0029]
In (c), with respect to the connecting member 92 connected to the suspension arm side, the vehicle body frame 16 swings to the left of the vehicle body (the arrow left in the figure indicates the left side of the vehicle body), and the L pipe 54 has an angle θ. Is tilted only, the case 111 of the swing mechanism 93 rotates relatively to the pressing member 113, and the damper bars 112 housed in the case 111 are compressed by being sandwiched between the case 111 and the pressing member 113. Then, a reaction force is generated to return the case 111 and the vehicle body frame 16 to the original position (the position (a)).
[0030]
FIG. 9 is a third perspective view of the three-wheeled vehicle according to the present invention (a view of the vehicle body frame viewed obliquely from the rear). The J frame 32 allows the rear portions of the suspension arms 71 and 72 (see FIG. 7) to swing. This shows that a rear mounting portion 127 for mounting and a front mounting portion 128 for mounting the front portions of the suspension arms 71 and 72 in a swingable manner are provided.
[0031]
The rear mounting portion 127 includes a rear end inclined portion 32B and a vertical bracket 131 lowered from the L pipe 54 to a lower horizontal portion 32E (described later). Each of the rear inclined portion 32B and the vertical bracket 131 has a suspension. A rear swing shaft (see FIG. 6) for supporting the rear portions of the arms 71 and 72 is attached.
[0032]
The front mounting portion 128 includes a front rising portion 133 and a rear rising portion 134 which are respectively raised at intervals in the lower horizontal portion 32E, and the front rising portion 133 and the rear rising portion 134 are provided. A front swing shaft 136 for supporting the front portions of the suspension arms 71 and 72 is attached to each.
[0033]
Here, 138 is a fuel tank, 142 and 143 are engine mount anti-vibration links for mounting the engine 34 on the body frame 16, and 144 is a lower pipe 26 and 27 for attaching the tip of the lower horizontal portion 32 </ b> E of the J frame 32. It is a U-shaped U pipe attached to the lower rear part.
[0034]
FIG. 5 shows an embodiment in which the front end of the lower horizontal portion 32A branched into a Y-shape is directly attached to the lower pipes 26 and 27, but in FIG. 9, the J frame 32 is branched into a Y-shape. Another embodiment in which a lower horizontal portion 32E, a rear end inclined portion 32B, and an upper inclined portion 32C are formed, and the front end of the lower horizontal portion 32E is attached to the lower pipes 26 and 27 via a U pipe 144 is shown. .
[0035]
FIG. 10 is a plan view of the vehicle body frame according to the present invention. The lower horizontal portion 32E of the J frame 32 is branched in a Y-shape on the way and connected to the rear portion of the U pipe 144. This shows that the upper portion 32C of the J frame 32 extends from the upper inclined portion 32C to the center upper frame 28 in a Y-shape.
[0036]
More specifically, the lower horizontal portion 32E (and the lower horizontal portion 32A (see FIG. 5)) bends one long first pipe 151 in the middle, and places the second pipe near the bent portion 152 of the first pipe 151. This is a portion formed by connecting the pipes 153. Reference numeral 154 denotes a Y-branch portion in which the second pipe 153 is connected to the first pipe 151 to branch into a Y-shape, and 155 denotes a Y-shape by connecting the connecting pipes 52, 52 to the upper inclined portion 32C. It is a Y-shaped branch portion made.
The first pipe 151 is a member including the rear end inclined portion 32B and the upper inclined portion 32C, and is obtained by removing the second pipe 153 from the J frame 32.
[0037]
In this manner, by forming the lower horizontal portion 32E in a Y-shape, the connection between the lower front portion of the J frame 32 and the U pipe 144 is strengthened, and the connecting pipes 52, 52 are arranged in a Y-shape. , The connection between the upper rear portion of the J frame 32 and the rear portion of the center up frame 28 can be strengthened. In FIG. 5, by forming the lower horizontal portion 32A in a Y-shape, the connection between the lower front portion of the J frame 32 and the lower pipes 26 and 27 can be strengthened.
[0038]
FIG. 11 is a rear view of the rear suspension according to the present invention, and shows the rear suspension 63 in a state where one occupant (driver) gets on (this state is referred to as “1G state”). The rear end inclined portion 32B and the upper inclined portion 32C of the J frame 32 shown in FIG. 9 are omitted. The right case 122 of the swing mechanism 93 shown in FIG. 8B is shown by imaginary lines. At this time, the L pipe 54 of the body frame 16 is in a substantially vertical state, and the connecting member 92 is in a substantially horizontal state.
[0039]
The connecting member 92 is a member having fan-shaped fan-shaped portions 156 and 157 at both ends, and having arc-shaped long holes 158 and 159 provided in the fan-shaped portions 156 and 157, respectively. By passing the fourth bolts 107, 107 serving as stopper pins through 159, the inclination angles of the bell cranks 90, 91 with respect to the connecting member 92 are regulated. The tilt angles of the bell cranks 90 and 91 change depending on the tilt angles of the suspension arms 71 and 72, that is, the vertical movement amounts of the rear wheels 18 and 21. In other words, the arc-shaped long holes 158 and 159 are portions that regulate the amount of vertical movement of the rear wheels 18 and 21.
[0040]
FIG. 12 is a plan view of a main part showing a power transmission mechanism according to the present invention, in which a continuously variable transmission 78 is housed at a rear portion of a crankcase 34a of an engine 34, and is provided at a rear portion of the crankcase 34a separately from the crankcase 34a. 5 shows a power transmission mechanism 35 to which a gear box 81 as a body is attached.
[0041]
The crankcase 34a includes a case body 34b, a transmission cover 34c that covers the left side of the case body 34b, and a right cover 34d that covers the right side of the case body 34b.
The gear box 81 includes a gear case 165 that houses a plurality of gears, and the gear case 165 includes a first case 166 to a fourth case 169.
[0042]
FIG. 13 is a cross-sectional view illustrating a gear box according to the present invention. The gear box 81 includes a differential mechanism 172 and a left differential shaft 173 and a right differential shaft 174 that are outputs of the differential mechanism 172, respectively. A left first gear 176 and a right first gear 177 integrally formed, a left second gear 178 and a right second gear 181 meshed with the left first gear 176 and the right first gear 177, respectively; 165, a plurality of bearings, and bolts 182, 183,... Connecting each case of the gear case 165. In addition, 184 and 184 are caps for closing the openings of the first case 166 and the fourth case 169.
[0043]
The differential mechanism 172 meshes with the case 186, a pin 187 mounted on the case 186, a pair of first bevel gears 188, 188 rotatably mounted on the pin 187, and the first bevel gears 188, 188. And a pair of second bevel gears 191 and 191 and the above-described left differential shaft 173 and right differential shaft 174 spline-coupled to the second bevel gears 191 and 191.
[0044]
The case 186 includes a case body 186a and a case cover 186b that closes an opening of the case body 186a. A large-diameter gear 186c that obtains power from the continuously variable transmission 78 is provided in the case body 186a. The first bevel gears 188 and 188 and the second bevel gears 191 and 191 are housed therein.
[0045]
The drive shaft 73 includes an inner shaft 195 serving as an output shaft spline-coupled to the right second gear 181, a center shaft 197 connected to the inner shaft 195 via a constant velocity joint 196, and a tip of the center shaft 197. An outer shaft 201 is connected via a speed joint 198 and splined to a hub on the rear wheel 18 side.
[0046]
The drive shaft 74 includes an inner shaft 205 as an output shaft spline-coupled to the left second gear 178, a center shaft 207 connected to the inner shaft 205 via a constant velocity joint 206, and a tip of the center shaft 207. An outer shaft 211 is connected via a speed joint 208 and spline-connected to a hub on the rear wheel 21 side. Numerals 212, 212 are nuts for fixing the inner shafts 195, 205 to the left second gear 178 and right second gear 181 respectively, 213 are rubber boots covering the constant velocity joints 196, 198, 206, 208, 214, 212 Reference numeral 214 denotes a nut for fixing the outer shafts 201 and 211 to the hub.
[0047]
The inner shaft 195 of the drive shaft 73 is a left output shaft of the gear box 81, and the inner shaft 205 of the drive shaft 74 is a right output shaft of the gear box 81.
As described above, in the present invention, the inner shafts 195 and 205 as the left and right output shafts of the gear box 81 are provided apart from each other in the vehicle longitudinal direction.
[0048]
FIG. 14 is a side view showing a gear train of a gear box according to the present invention. A drive gear 221 is mounted on a shaft of a driven pulley of a belt-type continuously variable transmission 78, and a reduction gear 222 is formed on the drive gear 221. The large gear 223 meshes, the small gear 224 integrally formed with the large gear 223 meshes with the transmission gear 226, and the transmission gear 226 meshes with the large diameter gear 186c of the differential mechanism 172. The first left gear 176 of the left differential shaft 173 (see FIG. 13) having the axis overlapped therewith meshes with the second second gear 178, and the right differential shaft 174 (FIG. 13) also having the large diameter gear 186c overlapped with the axis. The first right gear 177 is engaged with the second right gear 181, and the differential mechanism 172, more specifically, the first left gear 176 and the right first gear 177 are disposed below the continuously variable transmission 78. Shows . Reference numerals 231 to 236 denote rotation centers of the respective gears.
[0049]
In FIG. 14, the rotation centers 234, 235, and 236 are arranged on a straight line 237, the front swing shaft 136 and the rear swing shaft 85 are arranged on the straight line 237, and the suspension arms 71 and 72 are attached to the front swing shaft 136. Indicate that the front mounting portions 71a and 72a are rotatably mounted, and the rear mounting portions 71b and 72b of the suspension arms 71 and 72 are rotatably mounted on the rear swing shaft 85.
That is, the front mounting portions 71a, 72a and the rear mounting portions 71b, 72b of the suspension arms 71, 72 are arranged before and after the differential mechanism 172.
[0050]
Next, the operation of the rear suspension 63 will be described.
FIG. 15 is a first operation diagram showing the operation of the rear suspension according to the present invention.
For example, when the left rear wheel 18 moves upward by a movement amount M1 from the state shown in FIG. 11, the suspension arm 71 moves around the rear swing shaft 85 and the front swing shaft 136 (see FIG. 9) as indicated by an arrow a. As a result, the arcuate link 88 rises as shown by the arrow b, and the bell crank 90 swings in the direction of the arrow c with the second bolt 104 as a fulcrum, and the shock absorber 76 is moved by the arrow. Shrink as d. In this way, transmission of an impact to the body frame 16 (see FIG. 10) due to the elevation of the left rear wheel 18 is reduced.
At this time, since the other suspension arm 72 is in the same state as in FIG. 11, the connection member 92 is in a substantially horizontal state as in FIG.
[0051]
FIG. 16 is a second operation view showing the operation of the rear suspension according to the present invention.
When the rear wheels 18, 21 both move up by the movement amount M2 from the state of FIG. 11, or when the body frame 16 moves down by the movement amount M2 with respect to the rear wheels 18, 21, the suspension arms 71, 72 move the rear swing shaft. 85 and the front swing shaft 136 (see FIG. 9) as a center, and swing upward as shown by arrows f, f, and accordingly, the arc-shaped links 88, 89 rise as shown by arrows g, g. The bell cranks 90 and 91 are swung in the directions of arrows h and h with the second bolt 104 as a fulcrum, and the shock absorber 76 is pressed and contracted as indicated by arrows j and j. As a result, a buffering action by the buffer 76 is performed.
[0052]
FIG. 17 is a third operation view showing the operation of the rear suspension according to the present invention.
When the rear wheels 18 and 21 both move down by the movement amount M3 from the state of FIG. 11, or when the body frame 16 rises by the movement amount M3 with respect to the rear wheels 18 and 21, the suspension arms 71 and 72 move the rear swing shaft. 85 and the front swing shaft 136 (see FIG. 9) as centers, and swing downward as indicated by arrows m and m, and accordingly, the arc-shaped links 88 and 89 descend as indicated by arrows n and n. The bell cranks 90 and 91 are swung in the directions of arrows p and p with the second bolt 104 as a fulcrum, and the shock absorber 76 is extended as shown by arrows q and q. As a result, a buffering action by the buffer 76 is performed.
[0053]
FIG. 18 is a fourth operational diagram showing the operation of the rear suspension according to the present invention.
From the state of FIG. 11, when the vehicle body frame 16, here the L pipe 54, swings by an angle φ1 to the left of the vehicle body, the connecting member 92 connected to the L pipe 54 by the through pin 116 moves to the left as shown by the arrow s. Translate in parallel. Accordingly, the arc-shaped links 88 and 89 are inclined as shown by arrows t and t, and the bell cranks 90 and 91 are translated as shown by arrows u and u. Since the distance between the third bolts 106, 106 of the bell cranks 90, 91 does not change, the shock absorber 76 does not expand or contract.
[0054]
At this time, since the body frame 16 swings with respect to the connecting member 92, the body mechanism 16 is moved to the original position (ie, the position shown in FIG. 11) by the swing mechanism, as shown in FIG. There is a reaction force trying to return to.
[0055]
FIG. 19 is a fifth operational view showing the operation of the rear suspension according to the present invention.
From the state of FIG. 11, when the rear wheel 18 moves up by the movement amount M4 and the body frame 16, here the L pipe 54, swings to the left by the angle φ2, the suspension arm 71 moves the rear swing shaft 85 and the front While swinging upward about the partial swing axis 136 (see FIG. 9) as shown by an arrow v, the connecting member 92 moves leftward as shown by an arrow w. Accordingly, the arcuate link 88 rises and inclines to the left, the arcuate link 89 inclines to the left as shown by the arrow x, and the bell crank 90 rotates clockwise around the second bolt 104 as a fulcrum. And the bell crank 91 moves to the left, and consequently presses and shrinks the shock absorber 76 to perform a shock absorbing action.
[0056]
20A and 20B are rear views comparing the total length of the drive shaft, FIG. 20A shows an example (this embodiment), and FIG. 20B shows a comparative example.
In the embodiment of (a), one end of the drive shaft 73 is attached to the third and fourth cases 168 and 169 provided on the right side of the gear box 81, and the first and second cases 166 and 166 provided on the left side of the gear box 81. One end of the drive shaft 74 is attached to 167. The circles in the figure indicate the constant velocity joints 196, 198, 206, and 208. Here, the distance LL1 between the constant velocity joints 196 and 198 is defined as the entire length of the drive shaft 73.
[0057]
In the comparative example of (b), one end of the left drive shaft 352 is attached to the left side of the gear box 351, and one end of the right drive shaft 353 is attached to the right side of the gear box 351. The circles in the figure indicate the constant velocity joints 355, 356, 357, 358. Here, the distance LL2 between the constant velocity joints 355 and 356 is defined as the entire length of the left drive shaft 352. In addition, 361 and 362 are rear wheels, 363 and 364 are suspension arms, and 365 is a body frame.
In the above (a) and (b), LL1> LL2.
[0058]
The operation of the drive shafts 73 and 74, the left drive shaft 352, and the right drive shaft 353 described above will now be described.
FIGS. 21A to 21C are operation diagrams for explaining the operation of the drive shaft (embodiment) according to the present invention.
In (a), when the left rear wheel 18 moves upward by the movement amount M1, the drive shaft 73 bends at the constant velocity joint 196, and the bending angle becomes α1.
In (b), when the body frame 16 swings to the left by the angle φ1, the gear box 81 also swings, and the drive shaft 73 bends at the constant velocity joint 196, and the bending angle becomes α2.
[0059]
In (c), when the rear wheel 18 rises by the moving amount M4 and the body frame 16 swings to the left by the angle φ2, the gear box 81 also swings, and the drive shaft 73 is moved by the constant velocity joint 196. It bends and its bending angle becomes α3. This bending angle α3 is within the allowable range of bending of the constant velocity joint 196.
[0060]
FIGS. 22A to 22C are operation diagrams illustrating the operation of the drive shaft of the comparative example.
In (a), when the left rear wheel 361 moves upward by the moving amount M1, the left drive shaft 352 bends at the constant velocity joint 356, and the bending angle becomes β1.
In (b), when the body frame 365 swings to the left of the body by an angle φ1, the gear box 351 also swings, and the drive shaft 352 bends at the constant velocity joint 356, and the bending angle becomes β2.
[0061]
In (c), when the rear wheel 361 rises by the movement amount M4 and the body frame 365 swings to the left by the angle φ2, the gear box 351 also swings, and the drive shaft 352 is moved by the constant velocity joint 356. It bends, and its bending angle becomes β3.
[0062]
This bending angle β3 is β3> α3 as compared with the bending angle α3 shown in FIG. 21 (c).
Here, in order for the bending angle β3 to be equal to the bending angle α3, the entire length of the drive shaft (reference numeral 352a) must be increased to LL3. That is, the vehicle width increases.
[0063]
On the other hand, in the present invention, as described with reference to FIG. 13, the connection positions of the drive shafts 73 and 74 with the gear box 81 are set to the respective axles of the rear wheel 18 and the rear wheel 21 (that is, the inner shaft 195, 205.), the drive shafts 73, 74 can be arranged obliquely to the vehicle width direction, and the total length of the drive shafts 73, 74 can be increased. Nevertheless, the treads of the rear wheels 18, 21 can be reduced.
[0064]
As described above with reference to FIGS. 12 and 13, the present invention firstly outputs the engine output from the continuously variable transmission 78, the gearbox 81, and the inner shafts 195 of the drive shafts 73 and 74 as left and right output shafts. In the three-wheeled vehicle 10 (see FIG. 3) having a power transmission mechanism 35 that transmits the power to the right and left rear wheels 18 and 21 via the rear wheel 205, the inner shafts 195 and 205 output from the gear box 81 are moved in the vehicle longitudinal direction. It is characterized by being provided separately.
[0065]
For example, as compared with providing the output shafts directly on the left and right sides of the gear box, extending the drive shafts straight from these output shafts left and right, and connecting the wheels to the ends of these drive shafts, as in the present invention, , Left and right inner shafts 195 and 205 are provided apart from each other in the front-rear direction of the vehicle body, and drive shafts 73 and 74 are diagonally extended from these inner shafts 195 and 205 toward the rear wheels 18 and 21 respectively. The entire length of the drive shaft 74 can be increased, and the bending angles of the drive shafts 73 and 74 can be reduced when the rear wheels 18 and 21 move up and down. Furthermore, since the drive shafts 73 and 74 extend obliquely even if the overall length is large, the tread of the rear wheels 18 and 21 can be reduced.
Therefore, the vehicle width can be reduced, and the mobility of the three-wheeled vehicle 10 can be improved.
[0066]
Secondly, the present invention is characterized in that a differential mechanism 172 is built in the gear box 81, and the differential mechanism 172 is arranged between the inner shafts 195 and 205.
The left differential shaft 173 and the right differential shaft 174 as the two output-side shafts of the differential mechanism 172 can be easily connected to the left and right inner shafts 195, 205 by gears or the like. Therefore, the cost of the gear box 81 can be reduced.
[0067]
【The invention's effect】
The present invention has the following effects by the above configuration.
In the power transmission mechanism for a vehicle according to the first aspect, since the left and right output shafts of the reduction gear are provided apart from each other in the front-rear direction of the vehicle body, the total length of the drive shaft can be increased, and the drive shaft can be moved up and down when the rear wheel moves up and down. Can be suppressed to a small bending angle. Furthermore, since the drive shaft extends obliquely even when the overall length is large, the tread of the wheel can be reduced. Therefore, the vehicle width can be reduced, and the mobility of the vehicle can be improved.
[0068]
In the power transmission mechanism for a vehicle according to the second aspect, the differential mechanism is incorporated in the speed reducer, and the differential mechanism is disposed between the left and right output shafts. It can be easily connected to the shaft by gears or the like. Therefore, the cost of the reduction gear can be reduced.
[Brief description of the drawings]
FIG. 1 is a side view of a three-wheeled vehicle with a swing mechanism according to the present invention.
FIG. 2 is a side view of a main part of the three-wheeled vehicle according to the present invention.
FIG. 3 is a plan view of a three-wheeled vehicle according to the present invention.
FIG. 4 is a plan view of a main part of the three-wheeled vehicle according to the present invention.
FIG. 5 is a first perspective view of a three-wheeled vehicle according to the present invention.
FIG. 6 is a rear view of the three-wheeled vehicle according to the present invention.
FIG. 7 is a second perspective view of the three-wheeled vehicle according to the present invention.
FIG. 8 is an explanatory view of a swing mechanism according to the present invention.
FIG. 9 is a third perspective view of the three-wheeled vehicle according to the present invention.
FIG. 10 is a plan view of a vehicle body frame according to the present invention.
FIG. 11 is a rear view of the rear suspension according to the present invention.
FIG. 12 is a main part plan view showing a power transmission mechanism according to the present invention.
FIG. 13 is a sectional view illustrating a gear box according to the present invention.
FIG. 14 is a side view showing a gear train of the gear box according to the present invention.
FIG. 15 is a first operation view showing the operation of the rear suspension according to the present invention.
FIG. 16 is a second operation view showing the operation of the rear suspension according to the present invention.
FIG. 17 is a third operation view showing the operation of the rear suspension according to the present invention.
FIG. 18 is a fourth operational diagram showing the operation of the rear suspension according to the present invention.
FIG. 19 is a fifth operational view showing the operation of the rear suspension according to the present invention.
FIG. 20 is a rear view comparing the total length of the drive shaft.
FIG. 21 is an operation diagram illustrating the operation of the drive shaft (embodiment) according to the present invention.
FIG. 22 is an operation diagram illustrating the operation of the drive shaft of the comparative example.
FIG. 23 is a plan view showing a power transmission mechanism of a conventional vehicle.
FIG. 24 is a sectional view showing a power transmission mechanism of a conventional vehicle.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... vehicle (three-wheeled vehicle with a rocking mechanism), 18, 21 ... wheels (rear wheels), 35 ... power transmission mechanism, 78 ... continuously variable transmission, 81 ... reduction gear (gear box), 172 ... differential mechanism , 195, 205 ... output shaft (inner shaft).

Claims (2)

In a vehicle equipped with a power transmission mechanism that transmits an engine output to left and right wheels via a transmission, a reduction gear, and left and right output shafts,
A power transmission mechanism for a vehicle, wherein left and right output shafts of the reduction gear are provided apart from each other in a vehicle longitudinal direction. The power transmission mechanism for a vehicle according to claim 1, wherein a differential mechanism is incorporated in the reduction gear, and the differential mechanism is disposed between the left and right output shafts.

Images