JP4349575B2 - Connecting member - Google Patents

Description

  The present invention relates to a connecting member that connects left and right suspension arms.

As a conventional connecting member, a stabilizer provided to left and right lower arms that support left and right wheels is known (see, for example, Patent Document 1).
JP 2001-328410 A

This will be described with reference to FIGS. In addition, the code | symbol used what was described in the gazette.
The stabilizer 29 is attached to the rear pipe 33 of the vehicle body frame 22 through a bracket 54 so as to be able to swing up and down. Both ends of the stabilizer 29 are respectively connected to a pair of left and right lower arms 27 attached to the rear part of the vehicle body frame 22 so as to freely swing up and down. Connected.

A final speed reducer 47 is provided at the rear of the vehicle body frame 22.
The final speed reducer 47 is connected to the front engine 21 side by a propeller shaft 49 and is connected to the left and right wheels 23 and 23 by drive shafts 46 respectively.

  The stabilizer 29 described above extends in the vehicle width direction, and a propeller shaft 49 extending substantially in the vehicle front-rear direction is disposed above the stabilizer 29. The engine 21 side and the final speed reducer 47 are provided on the vehicle body frame 22. Therefore, there is no particular problem even if the stabilizer 29 is arranged close to the propeller shaft 49. However, for example, when driving force is transmitted from the engine 21 side to the final speed reducer 49 via the chain. Since the chain bends and swings up and down, it is necessary to consider the arrangement of the stabilizer 29 so that the stabilizer 29 does not interfere with the chain. If the stabilizer 29 is moved away from the chain, interference can be avoided, but the stabilizer 29 becomes longer and may increase in weight.

  An object of the present invention is to reduce the weight of the connecting member while preventing interference with the chain.

According to the first aspect of the present invention, in the vehicle in which the left and right wheels are independently suspended via the left and right suspension arms, and the connecting members are passed to the left and right suspension arms, the left and right wheels are connected to the chain from the engine side. through driven, the connecting member comprises a U-shaped anti-roll bar body mounted vertically swingably through the bar supporting member to the frame extends in the vehicle width direction through the chain, the anti-roll bar body It is composed of two arm members that are connected to the lower surface of the lower arm that constitutes the suspension arm via the link mechanism, and the lower arm is arranged side by side in the longitudinal direction of the vehicle body. The link mechanism extends downward from above between the two arm members, the tip of which is connected to the lower surface of one arm member, Nchiroruba body, characterized in that it is spaced apart above the lower arm.

  By arranging the connecting member so as to cross the inside of the chain ring, for example, when the connecting member is arranged so as to cross the outside of the chain ring, the connecting member is chained in consideration of bending of the chain and vertical runout. If it is far from the connecting member, the connecting member may move away from the left and right suspension arms, and the connecting member may become longer. However, in the present invention, the connecting member is disposed so as to cross the inside of the chain ring and close to the chain. As a result, interference with the chain can be prevented, and the connecting member can be made shorter because it does not move away from the suspension arm.

Also , by attaching the connecting member to the lower surface of the lower arm, when driving the left and right wheels with the drive shaft, the connecting member can be easily attached to and detached from the lower arm without being affected by the drive shaft located above the lower arm. can do.

Furthermore, if the length of the link mechanism is changed by connecting the connection member to the lower arm via the link mechanism, the degree of freedom in arranging the connection members can be increased.

Furthermore, the unused space between the two arm members can be used effectively by extending the link mechanism from above to below between the two arm members.

The invention according to claim 2 is characterized in that the lower arm of the cushion unit is attached to the lower arm so as to reduce the impact applied to the left and right wheels so as not to be transmitted to the vehicle body side.
By attaching the lower end of the cushion unit to the lower arm, the impact applied to the left and right wheels can be mitigated by the cushion unit via the lower arm.

The invention according to claim 3 is characterized in that the cushion unit is mounted on the upper surface of the cross plate that connects the arm members of the lower arm and in the vicinity of the joint portion between the cross plate and one arm member.
By attaching the cushion unit on the upper surface of the cross plate that connects the arm members of the lower arm and in the vicinity of the joint between the cross plate and one arm member, the cushion unit can be attached at a position with high strength and rigidity.

In the invention according to claim 1, connecting member that extends in the vehicle width direction through the chain, it is possible to close the connecting member to the chain, it is possible to prevent interference with the chain, and more connecting members It can be shortened, and the weight of the connecting member can be reduced.

Also , by attaching the connecting member to the lower surface of the lower arm, when driving the left and right wheels with the drive shaft, the connecting member can be easily attached to and detached from the lower arm without being affected by the drive shaft located above the lower arm. It is possible to improve workability.

Furthermore , by connecting the connecting member to the lower arm via the link mechanism, if the length of the link mechanism is changed, the degree of freedom of arrangement of the connecting member can be increased, and the connecting member can be arranged at a more suitable position. it can.

Furthermore , by extending the link mechanism from the upper side to the lower side between the two arm members, the unused space between the two arm members can be used effectively, and the vehicle can be made smaller and more compact. Can be planned.

In the invention which concerns on Claim 2 , the impact added to a wheel on either side can be relieve | moderated with a cushion unit via a lower arm by attaching the lower end part of a cushion unit to a lower arm.

In the invention according to claim 3 , the cushion unit is mounted on the upper surface of the cross plate that connects the arm members of the lower arm and in the vicinity of the joint portion between the cross plate and one arm member, so that the strength and rigidity of the cushion unit can be increased. A cushion unit can be attached and a cushion unit can be supported firmly.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.
FIG. 1 is a side view of a rough terrain vehicle according to the present invention. The rough terrain vehicle 10 steers left and right front wheels 12 and 13 (only a reference numeral 12 on the front side is shown) at the front of a body frame 11. For this purpose, a steering shaft 14 is mounted, a power unit 18 including an engine 16 and a transmission 17 is mounted at the center of the vehicle body frame 11, and left and right rear wheels 21, 22 (only the reference numeral 21 on the front side is shown). ) Is provided with a driving force transmission unit 23 for transmitting the driving force to the vehicle.

  Here, 31 is a battery, 32 is a radiator, 33 and 34 are radiator hoses connected to the radiator 32 and the engine 16, 36 is a crankcase, 37 is a cylinder block, 38 is a cylinder head, 41 is a head cover, and 42 is a crankshaft. , 43 is a reduction gear unit provided in the transmission 17, 44 is an output shaft of the reduction gear unit 43, 46 is a drive sprocket attached to the output shaft 44, 47 is a chain hung on the drive sprocket 46, and 48 is a cylinder head 38. An air cleaner connected via a connecting tube 51, 52 an exhaust pipe extending rearward from the cylinder head 38, 53 a muffler connected to the rear end of the exhaust pipe 52, and 54 independently suspending the left and right rear wheels 21, 22. Left and right suspension of double wishbone independent suspension Emissions Deployment arm (details are upper arm and lower arm. Unillustrated.) Is anti-roll bar device passed to.

  The body frame 11 includes a pair of left and right front upper frames 61 and 62 (only the reference numeral 61 on the near side is shown) bent in a mountain shape, and a pair of left and right front middle frames connected to the front ends of these front upper frames 61 and 62. 63, 64 (only the reference numeral 63 on the front side is shown) and a pair of left and right front first inclined frames which are inclined and passed to the middle part of these front middle frames 63, 64 and the front parts of the front upper frames 61, 62 66 and 67 (only the front side reference numeral 66 is shown), a pair of left and right rear upper frames 71 and 72 (only the front side reference numeral 71 is shown) extending rearward from the middle part of the front upper frames 61 and 62, and Connected to the rear ends of the front upper frames 61 and 62 and connected to the rear ends of the rear upper frames 71 and 72. The pair of left and right rear inclined frames 73 and 74 (only the reference numeral 73 on the front side is shown) and the pair of left and right sides extended to the front and rear by connecting to the rear ends of the front middle frames 63 and 64 and the lower ends of the rear inclined frames 73 and 74 described above. Lower frames 76 and 77 (only the reference numeral 76 on the front side is shown), and front middle frames 63 and 64 and a pair of left and right front lower first frames 81 and 82 (front side) passed to the front portions of the lower frames 76 and 77. And a pair of left and right front lower second frames 83 and 84 (only the front side reference 83 is shown), the rear end portions of the lower frames 76 and 77, and the rear inclined frames 73 and 74, respectively. A pair of left and right rear vertical frames 86 and 87 (only the reference numeral 86 on the front side is shown) passed almost vertically, and these rear vertical frames 86 and 87 and the rear frame. It consists a pair of left and right rear sub frames 91 and 92 passed to each of the inclined frame 73, 74 (only the reference numeral 91 on the near side.). Reference numeral 93 denotes a front guard member attached to the front ends of the front middle frames 63 and 64 and the front ends of the lower frames 76 and 77, respectively.

  The front upper frames 61 and 62 are members to which the first bracket 101 and the second bracket 102 that support the power unit 18 are attached, respectively, and a steering shaft upper support member 103 that supports the upper portion of the steering shaft 14 is attached.

  Each of the front middle frames 63 and 64 is provided with upper arm support portions 104 and 105 for mounting an upper arm (not shown) for supporting the left front wheel 12 so as to be swingable up and down, and a member provided with a third bracket 106 for supporting the power unit 18. It is.

  The lower frames 76 and 77 are provided with lower arm support portions 107 and 108 for mounting a lower arm (not shown) for supporting the left front wheel 12 on the front portion so as to be swingable up and down, and a lower portion of the steering shaft for supporting the lower portion of the steering shaft 14. A support member 109 is attached, and a fourth bracket 111 and a fifth bracket 112 that support the power unit 18 are provided at an intermediate portion.

The rear sub-frames 91 and 92 are members provided with upper arm support portions 113 and 114 for attaching an upper arm (not shown) for supporting the left rear wheel 21 so as to freely swing up and down.
Further, the lower frames 76 and 77 are members provided with lower arm support portions 116 and 117 for attaching a lower arm (not shown) for supporting the left rear wheel 21 so as to freely swing up and down.

The anti-roll bar device 54 increases the torsional rigidity by twisting the torsion bar due to the stroke difference between the left and right wheels (here, the rear wheels 21 and 22) generated when the vehicle body rolls, and reduces the stroke difference. The anti-roll bar main body 121 is a torsion bar that is attached to the rear inclined frames 73 and 74 via bar support members 118 and 118 (only one reference numeral 118) so as to be swingable up and down. And a link mechanism 122 connected to each end of the anti-roll bar main body 121, and the tip of each link mechanism 122 is connected to the left and right lower arms, respectively.
The link mechanism 122 includes a bar-shaped link body 123 and ball joints 124 and 124 (only one sign 124 is shown) provided at both ends of the link body 123.

  FIG. 2 is a side view of an essential part showing a driving force transmission part according to the present invention (an arrow (FRONT) in the figure indicates the front of the vehicle; the same applies hereinafter), and a lower arm support part 116 for rear wheels is provided with a case support bracket. 131 is attached to the rear wheel lower arm support 117, the rear frames 76 and 77 (only the front side symbol 76 is shown), and the rear vertical frames 86 and 87 (only the front side symbol 86 is shown). A case support bracket 132 is attached, and final gear case 133 (the outline is indicated by a bold line) is provided at three locations, rear subframes 91 and 92 (only the reference numeral 91 is shown on the front side) and case support brackets 131 and 132. It shows that the chain 47 is hung on the driven sprocket 134 that is supported and rotatably supported by the final gear case 133.

  The final gear case 133 is a member having three arm portions 136 to 138 and having bolt insertion holes 141 to 143 formed in the respective arm portions 136 to 138, and the bolt insertion holes 141 being opened to the rear subframes 91 and 92. The mounting bolt 146 is passed through the bolt insertion hole 141 and the mounting hole 145 in accordance with the hole 145, and a nut (not shown) is tightened to the tip of the mounting bolt 146, and the bolt insertion hole 142 is opened in the case support bracket 131. A circle in which the mounting bolt 148 is passed through the bolt insertion hole 142 and the arc-shaped elongated hole 147 in accordance with the hole 147 and a nut (not shown) is tightened at the tip of the mounting bolt 148, and the bolt insertion hole 143 is opened in the case support bracket 132. The mounting bolt 152 is passed through the bolt insertion hole 143 and the arc-shaped elongated hole 151 in accordance with the arc-shaped elongated hole 151. By tightening the nut (not shown) to the distal end of the mounting bolts 152, attaching the final gear case 133 to the body frame 11.

  Reference numeral 155 denotes a snail cam, which changes the distance from the center of the hole 156 rotatably fitted to the mounting bolt 152 to the outer peripheral surface 157 in a spiral shape, and supports a part of the outer peripheral surface 157 as a case. Since it is a member applied to the pin 158 attached to the bracket 132, the screw connection between the mounting bolts 146, 148, 152 and each nut is loosened, and the snail cam 155 is rotated, whereby the final gear case 133 is centered on the mounting bolt 146. Thus, the driven sprocket 134 can be moved back and forth and the tension of the chain 47 can be adjusted.

FIG. 3 is a plan view of the main part showing the rear part of the vehicle according to the present invention. The front part of the final gear case 133 is attached to the left and right case support brackets 131 and 131 and the final gear case 133 is attached to the left and right case support brackets 132 and 132. The rear part is attached, and a snail cam 155 is disposed outside each of the case support brackets 132 and 132, and a driven sprocket 134 is disposed in the final gear case 133. Reference numerals 161 and 161 denote rear cushion units each having an upper end attached to the body frame 11 (see FIG. 1) and a lower end attached to the lower arm, 163 and 164 are upper arms for the rear wheels, and 166 and 167 are lower arms for the rear wheels. It is.
The rear cushion unit 161 is integrally provided with a reserve tank 171 for storing oil entering and exiting the cylinder.

FIG. 4 is a rear view (partially sectional view) showing a driving force transmitting portion of a vehicle according to the present invention.
The driving force transmitting portion 175 includes the drive sprocket 46 (see FIG. 1), the chain 47, the final gear case 133, the bearing portion 176 supported by the final gear case 133, and the left and right drives supported at one end by the bearing portion 176. It comprises shafts 177 and 178 (only one symbol 178 is shown) and hubs 181 and 182 (only one symbol 181 is shown) connected to the front ends of these drive shafts 177 and 178. Attach the rings 21 and 22 (only one reference numeral 21 is shown).

  The drive shaft 177 includes a swingable constant velocity joint 184 that is connected to the bearing portion 176 side and can be expanded and contracted in the axial direction, and a swingable fixed velocity constant joint 185 that is connected to the hub 181 side. And a shaft 186 provided between the constant velocity joints 184 and 185. The drive shaft 178 has the same structure as the drive shaft 177, and a description thereof will be omitted. The constant velocity joint 184 will be described in detail later.

  The constant velocity joint 185 includes an outer ring 192 integrally formed with the axle 191 of the rear wheel 21, an inner ring 193 splined to one end of the shaft 186, a plurality of ball grooves provided on the inner circumferential surface of the outer ring 192, and an outer circumference of the inner ring 193. It comprises a plurality of balls 194 movably arranged in a plurality of ball grooves provided on the surface, and a cage 195 for holding these balls 194.

  In the figure, 201 is a knuckle arm connected to the tip of each of the upper arms 163 and 164 (only one symbol 163 is shown) and the lower arms 166 and 167 (only one symbol 166 is shown), and the constant velocity joint 185 is a bearing. It is rotatably supported via 202. Reference numeral 203 denotes a retaining ring for fixing the bearing 202, and 204 and 206 are seal members.

  The rear cushion unit 161 has one attachment portion 161a attached to the vehicle body frame 11 (see FIG. 1), more specifically, an attachment hole 161b from the attachment portions 163a and 166a of the upper arm 163 and the lower arm 166 on the vehicle body frame 11 side. Is a component arranged near the vehicle center (the vertical line 208 indicates the center of the vehicle in the vehicle width direction).

  The lower arms 166 and 167 are respectively mounted with cushion mounting brackets 211 and 211 (only one reference numeral 211 is shown) for attaching the other mounting portion 161c of the rear cushion unit 161 to the upper part.

The positions of the upper arm 163 and the lower arm 166 in the figure are those in a state where the driver does not get on the vehicle with the rear wheels 21 and 22 in contact with the ground. This state is defined as an empty vehicle state.
In such an empty state, the mounting portion 161c of the rear cushion unit 161, specifically, the mounting hole 161d, overlaps the shaft 186 of the drive shaft 177.

  FIG. 5 is a cross-sectional view of the main part of the driving force transmission portion of the vehicle according to the present invention. The bearing portion 176 of the driving force transmission portion 175 includes a left bearing portion 221 and a right bearing portion 222. Since the left and right bearings 222 are symmetrical and have the same basic structure, only the left bearing 221 will be described below.

  The left bearing portion 221 is detachably inserted into the fitting hole 133a of the final gear case 133 divided into the left and right parts, and is fitted to the inner peripheral surface of the tubular member 223, and the retaining ring 224 prevents the left bearing portion 221 from coming off. And the seal members 227 and 228 interposed between the cylindrical member 223 and the constant velocity joint 184, respectively.

  The cylindrical member 223 includes a flange 229 at an end, and the flange 229 is applied to the side surface 133b of the final gear case 133, and the flange 229 is attached to the side surface 133b of the final gear case 133 with a bolt (not shown).

  The constant velocity joint 184 includes a housing 231 serving as an outer ring, an inner ring 232 splined to the other end of the shaft 186, a plurality of ball grooves provided on the inner peripheral surface of the housing 231, and a plurality of outer grooves provided on the outer peripheral surface of the inner ring 232. It consists of a plurality of balls 233 movably arranged in the ball groove and a cage 234 that holds these balls 233. Reference numeral 236 denotes a retaining ring for preventing the inner ring 232 from coming off from the shaft 186.

  The housing 231 is a bottomed cylindrical member having an outer peripheral surface fitted into the bearing 226 of the left bearing portion 221 and a retaining ring 237 that prevents the bearing 226 from coming off, and a male spline 238 is formed at the end of the outer peripheral surface. It is. Reference numeral 231 a denotes a bottom surface of the housing 231.

  When the left and right tubular members 223 and 223 are attached to the final gear case 133, the left and right housings 231 and 231 are close to each other, and the female spline 243 of the driven sprocket 134 is splined to the male spline 238 of each of the housings 231 and 231. Can be combined.

  FIG. 6 is a plan view of the upper arm of the vehicle according to the present invention. The upper arm 163 includes an attachment portion 163a on the vehicle body frame 11 (see FIG. 1) side and an upper first portion extending from the attachment portion 163a in a direction substantially perpendicular to the axis. 1 arm 251, a mounting portion 163 b attached to the tip of the upper first arm 251 for connection to the knuckle arm 201 (see FIG. 4), and attached from the mounting portion 163 a to the vicinity of the tip of the upper first arm 251. The upper second arm 252 includes a reinforcement member 253 attached to the attachment portion 163 a and the upper first arm 251, and a reinforcement member 254 attached to the upper first arm 251, the attachment portion 163 b and the upper second arm 252. The upper arm 164 is symmetrical with the upper arm 163 and has the same basic shape, and detailed description thereof is omitted.

  FIG. 7 is a plan view of the lower arm of the vehicle according to the present invention. The lower arm 166 extends from the mounting portion 166a, 166a to the vehicle body frame 11 (see FIG. 1) side and the one mounting portion 166a in a direction substantially perpendicular to the axis. The lower first arm 261, the lower second arm 262 extended from the mounting portion 166a so as to be close to the lower first arm 261 side with respect to the direction perpendicular to the axis of the other mounting portion 166a, and these The cross plate 263 extends to the lower first arm 261 and the lower second arm 262, and the attachment portion 264 extends to the tip of each of the lower first arm 261 and the lower second arm 262.

The cross plate 263 is a member that is further attached to a position near the lower second arm 262 so that the cushion mounting brackets 211 and 211 are parallel to the upper surface 263a and extend in the vehicle width direction.
Reference numeral 265 in the figure denotes a ball joint attachment portion attached to the lower portion of the lower second arm 262 in order to connect the ball joint 124 of the anti-roll bar device 54 (see FIG. 1).

8A and 8B are cross-sectional views showing the main parts of the upper arm and the lower arm of the vehicle according to the present invention.
(A) shows the attachment part 166a to the vehicle body frame 11 (refer FIG. 1) side of the lower arm 166. FIG.
The attachment portion 166a includes a cylindrical member 271 attached to the end of the lower second arm 262, an outer ring 273 fixed to the inner peripheral surface 271a of the cylindrical member 271 with retaining rings 272 and 272, and a concave shape provided on the outer ring 273. An inner ring 274 in which a convex spherical surface is slidably fitted to the spherical surface, collars 276, 276 applied to both end faces of the inner ring 274, and interposed between each of the collars 276, 276 and the cylindrical member 271. The mounting bolt 281 is inserted into the lower arm support portion 116, the collar 276, the inner ring 274, the collar 276, and the lower arm support portion 116 in this order from the front of the vehicle, and a nut is attached to the tip of the mounting bolt 281. The lower arm 166 is attached to the lower arm support 116 by screwing 282.

(B) shows the attachment part 264 to the knuckle arm 201 (see also FIG. 4) side of the lower arm 166.
The attachment portion 264 includes an outer cylinder member 286 attached to the knuckle arm 201, an inner cylinder member 287 disposed inside the outer cylinder member 286, and an end portion between the outer cylinder member 286 and the inner cylinder member 287. The interposed bushes 288, 288, substantially cup-shaped end receiving members 291, 291 applied to the respective end surfaces of the inner cylindrical member 287 and the bush 288, the small diameter portion 286a of the outer cylindrical member 286, and the flange portion of the bush 288 288a and a seal member 292 that seals the end portion of the mounting portion 264 by contacting each of the inner peripheral surfaces of the end portion receiving member 291 and mounting bolts 293 are provided on the lower second arm 262 from the front of the vehicle. A through hole 262a, an end receiving member 291, an inner cylindrical member 287, an end receiving member 291, a through provided in the lower first arm 261 Insert sequentially hole 261a, a nut 282 to the distal end of the mounting bolt 293 that is screwed to attach the knuckle arm 201 to the first arm 261 and a lower second arm 262 lower.

  FIG. 9 is a plan view showing a connecting member according to the present invention. An anti-roll bar main body 121 of the anti-roll bar device 54 having a substantially U-shape is extended in the vehicle width direction through the chain 47, and the anti-roll bar main body 121. It is shown that the link mechanisms 122 and 122 are connected to both end portions of the, and the tips of these link mechanisms 122 and 122 are connected to the left and right lower arms 166 and 167.

  FIG. 10 is a perspective view showing the anti-roll bar device according to the present invention. The anti-roll bar main body 121 constituting the anti-roll bar device 54 is arranged so as to cross the inside of the chain 47, and the anti-roll bar main body 121 is arranged. Link mechanisms 122, 122 (only one symbol 122 is shown) coupled to the end of the lower first arm 261, lower second arm 262 and cross plate of the lower arms 166, 167 (only one symbol 166 is shown) This shows that the space surrounded by H.263 is extended substantially vertically and connected to the lower surfaces of the lower arms 166 and 167.

  FIG. 11 is a cross-sectional view of a power unit for a vehicle according to the present invention. The engine 16 provided at the front portion of the power unit 17 includes a crankcase 36, a cylinder block 37, a cylinder head 38, and a head cover 41. The case 36 rotatably accommodates the crankshaft 42 and the main shaft 301, the countershaft 302, the intermediate shaft 303, and the output shaft 44 disposed on the transmission 17 side behind the crankshaft 42. The right crankcase 306 is combined and separated into a sealed crank chamber 311 and a transmission chamber 312 by partition walls 307 and 308.

  The left crankcase 305 includes a first main bearing portion 314 for attaching the crankshaft 42, and the right crankcase 306 includes a second main bearing portion 315 for attaching the crankshaft 42, and this second main bearing portion. An oil jet nozzle 316 for cooling a piston, which will be described later, is attached to the cylinder block 37 side of 315.

  The cylinder block 37 is a water-cooled type in which a piston 317 is movably inserted into a cylinder portion 37a, and cooling water is supplied to a water jacket 37b. Reference numeral 37c denotes a cylinder shaft of the cylinder portion 37a.

  The crankshaft 42 includes first and second shaft portions 321, 322, a crank portion 323 that connects the first and second shaft portions 321, 322, a crank pin 324 attached to the crank portion 323, The counter weights 326 and 327 provided on the first and second shaft portions 321 and 322 on the side opposite to the crank portion 323 with respect to the axis of the second shaft portions 321 and 322.

  The crankshaft 42 is rotatably attached to the left crankcase 305 via a radial ball bearing 331 and to the right crankcase 306 via a radial roller bearing 332, and has an AC generator 333 for generating power at one end and the other end. A first oil pump 334 and a second oil pump 336 for dry sump lubrication are attached, a large end 338a of a connecting rod 338 is rotatably attached to a crank pin 324 via a bearing 337, and a balancer shaft is attached to a first shaft portion 321. A balancer shaft drive gear 341 for driving (not shown) is fitted, and the camshaft drive gear 344 for driving the camshaft 342 via the chain 343 and the transmission 17 side on the second shaft portion 322. A gear member 347 having a main shaft drive gear 346 for driving the main shaft 301 is attached. That. Reference numerals 351 and 352 denote oil seals for preventing oil leakage from the crank chamber 311.

  The main shaft 301 is rotatably attached to the left crankcase 305 via a bearing 355 and to the right crankcase 306 via bearings 356 and 357, and is internally movable in the axial direction with a first rod 361, a second rod 362, The third rod 363 and the fourth rod 364 are accommodated, a clutch 366 is spline-coupled to the outer periphery of the end portion, and a plurality of drive gears are spline-coupled to the outer periphery and attached to be movable in the axial direction.

  The first rod 361, the second rod 362, the third rod 363, and the fourth rod 364 move in the axial direction, thereby causing the clutch 366 to be intermittently engaged and the driving force from the crankshaft 42 to the main shaft 301 to be generated. It controls transmission.

  The countershaft 302 is rotatably attached to the left crankcase 305 via a bearing 367, to the right crankcase 306 via a bearing 368, and to the left case cover 371 via a bearing 372, and engages with the drive gear of the main shaft 301 on the outer periphery. A plurality of driven gears are spline-coupled and attached to be movable in the axial direction, and a first gear 373 is attached to the end.

  The intermediate shaft 303 is attached to the left crankcase 305 via a bearing 374 and rotatably attached to the left case cover 371 via a bearing 376, and a second gear 377 engaged with the first gear 373 is attached.

  The output shaft 44 is rotatably attached to the left crankcase 305 via a bearing 378 and is attached to the left case cover 371 via a bearing 381. A third gear 382 that meshes with the second gear 377 is attached to the output shaft 44 via a chain 47. A drive sprocket 46 for driving the rear wheels 21 and 22 (see FIG. 1) is attached.

The piston 317 is rotatably attached to the small end portion 338b of the connecting rod 338 via a piston pin 385.
Here, 391 is a case side cover attached to the side of the right crankcase 306, 392 is a connecting pipe that connects the case side cover 391 and the second main bearing portion 315 of the right crankcase 306, and 393 is an oil filter. 394 is an oil filter cover, 396 is a cover that covers the outside of the clutch 366, and 397 is an attachment portion for attaching the engine 16 to a vehicle body frame (not shown).

  FIG. 12 is a cross-sectional view showing a disc brake device for a vehicle according to the present invention. The disc brake device 401 includes a brake caliper 402 attached to a knuckle arm 201 and a piston (not fixed) movably accommodated in the brake caliper 402. The brake disc 404 is sandwiched between two brake pads 403 and 403 by hydraulically operating (shown).

  The brake caliper 402 is attached to a bolt 406 screwed into the knuckle arm 201 so that the brake caliper 402 can move in a direction orthogonal to the sliding surface of the brake disc 404. The brake disc 404 is attached to the hub 181. Reference numeral 407 denotes a mounting bolt fixed to the hub 181 in order to attach the rear wheel 21 to the hub 181, and reference numeral 408 denotes a tapered wheel nut that is screwed to the mounting bolt 407.

The operation of attaching and detaching the driven sprocket 134 described above will be described with reference to FIGS.
FIG. 13 is a first action diagram showing the action of attaching / detaching the driven sprocket of the driving force transmitting portion according to the present invention, and FIG. 14 is a second action diagram showing the action of attaching / detaching the driven sprocket of the driving force transmitting portion according to the present invention, FIG. 15 is a third action diagram showing the action of attaching and detaching the driven sprocket of the driving force transmission unit according to the present invention.
In FIG. 13, first, the left and right housings 231 together with the left and right tubular members 223 are moved with respect to the final gear case 133 in the direction of the white arrow. The distance between the side surface 133b of the final gear case 133 and the flange 229 of the cylindrical member 223 when the movement amount of the housing 231 when the bottom surface 231a of the housing 231 hits a part of the constant velocity joint 184, specifically the cage 234, is L1. Is also L1.

  In FIG. 14, a driven sprocket 134 is disposed in the space between the left and right housings 231. Then, the sprocket holding tool 411 is passed through one tool insertion hole 133c opened in the final gear case 133, further passed through the tool insertion long hole 134a opened in the driven sprocket 134, and further, as indicated by an arrow, the final gear case 133 The other tool insertion hole 133d opened in is passed through. As a result, the driven sprocket 134 is held in the final gear case 133. Here, when the width of the base portion 134b of the driven sprocket 134 is L2, L1> (0.5 × L2) is set.

In FIG. 15, the left and right housings 231 and the cylindrical member 223 are moved to the center of the final gear case 133 as indicated by white arrows, the left and right cylindrical members 223 are attached to the final gear case 133 with mounting bolts, and the sprocket holding tool 411. Are removed from the tool insertion holes 133c and 133d of the final gear case 133 and the tool insertion long hole 134a of the driven sprocket 134. This completes the assembly of the driven sprocket 134.
Here, if the engagement margin at the time of spline coupling between the housing 231 and the driven sprocket 134 is L3, the relationship between the engagement margin L3 and the above-described movement amount L1 is L1> L3.

  The driven sprocket 134 is removed by loosening the mounting bolts of the tubular member 223 from the final gear case 133 and moving the left and right housings 231 and 231 to the side.

  For example, as shown in FIG. 10, when the driven sprocket 134 is removed from the state where the chain 47 is hung on the driven sprocket 134, the chain 47 is hung on the anti-roll bar main body 121 of the anti-roll bar device 54 and does not fall. When the driven sprocket 134 is assembled again, the assembly can be easily performed. Thus, the anti-roll bar device 54 of the present invention has a function of hanging the chain 134 when the driven sprocket 134 is removed.

  As described above with reference to FIGS. 1, 3, 4 and 7, the present invention firstly uses the rear wheels 21, 22 as left and right wheels via lower arms 166, 167 as left and right suspension arms, respectively. In the rough terrain vehicle 10 as a vehicle in which the anti-roll bar device 54 serving as a connecting member is passed to the left and right lower arms 166 and 167, the left and right rear wheels 21 and 22 are connected from the engine 16 side. The anti-roll bar device 54 is driven through the chain 47, and the anti-roll bar device 54 is disposed so as to cross the inside of the chain 47.

  By disposing the anti-roll bar device 54 so as to cross the inside of the ring of the chain 47, the anti-roll bar device 54 can be brought close to the chain 47, and interference with the chain 47 can be prevented. The bar device 54 can be further shortened, and the weight reduction of the anti-roll bar device 54 can be achieved.

Second, the present invention is characterized in that the anti-roll bar device 54 is attached to the lower surfaces of the lower arms 166 and 167.
When the anti-roll bar device 54 is attached to the lower surface of the lower arms 166 and 167, when the left and right rear wheels 21 and 22 are driven by the drive shafts 177 and 178 (only one reference numeral 177 is shown), the lower arms 166 and 167 are used. The anti-roll bar device 54 can be easily attached to and detached from the lower arms 166 and 167 without being affected by the drive shafts 177 and 178 positioned above the upper shaft, thereby improving workability.

Thirdly, the present invention is characterized in that the anti-roll bar device 54 is connected to the lower arms 166 and 167 via the link mechanism 122.
By connecting the anti-roll bar device 54 to the lower arms 166 and 167 via the link mechanism 122, if the length of the link mechanism 122 is changed, the degree of freedom of arrangement of the anti-roll bar device 54 can be increased, which is more suitable. The anti-roll bar device 54 can be disposed at the position.

  Fourthly, in the present invention, the lower arms 166 and 167 are composed of a lower first arm 261 and a lower second arm 262 as two arm members arranged side by side in the longitudinal direction of the vehicle body, and the link mechanism 122 is composed of two lower second arms. The first arm 261 and the lower second arm 262 extend from the upper side to the lower side, and the tip thereof is connected to the lower surface of one lower second arm 262.

  By extending the link mechanism 122 from above to between the two lower first arms 261 and the lower second arms 262, unused space between the two lower first arms 261 and the lower second arms 262 is saved. This can be used effectively, and the rough terrain vehicle 10 can be reduced in size and size.

  In the fifth aspect of the present invention, the lower arms of the rear cushion units 161 and 161 are attached to the lower arms 166 and 167 so as to reduce the impact applied to the left and right rear wheels 21 and 22 and prevent them from being transmitted to the vehicle body side. It is characterized by.

  By attaching the lower end portions of the rear cushion units 161 and 161 to the lower arms 166 and 167, the impact applied to the left and right rear wheels 21 and 22 can be reduced by the rear cushion units 161 and 161 via the lower arms 166 and 167. it can.

  Sixth, in the present invention, the rear cushion unit 161 is an upper surface 263a of the cross plate 263 that connects the lower first arm 261 and the lower second arm 262 of the lower arms 166, 167, and the cross plate 263 and one lower second It is attached in the vicinity of the joint with the arm 262.

  The rear cushion unit 161 is disposed on the upper surface 263a of the cross plate 263 that connects the lower first arm 261 and the lower second arm 262 of the lower arms 166 and 167, and in the vicinity of the joint between the cross plate 263 and one lower second arm 262. By attaching to the rear cushion unit 161, the rear cushion unit 161 can be attached to a position with high strength and rigidity, and the rear cushion unit 161 can be firmly supported.

  The anti-roll bar device of the present invention is suitable for a vehicle having left and right drive wheels as independent suspensions.

It is a side view of the rough terrain vehicle according to the present invention. It is a principal part side view which shows the driving force transmission part which concerns on this invention. It is a principal part top view which shows the rear part of the vehicle which concerns on this invention. It is a rear view which shows the driving force transmission part of the vehicle which concerns on this invention. It is sectional drawing of the driving force transmission part principal part of the vehicle which concerns on this invention. It is a top view of the upper arm of the vehicle concerning the present invention. It is a top view of the lower arm of the vehicle concerning the present invention. It is sectional drawing which shows the principal part of the upper arm and lower arm of the vehicle which concern on this invention. It is a top view which shows the connection member which concerns on this invention. It is a perspective view which shows the connection member which concerns on this invention. It is sectional drawing of the power unit of the vehicle which concerns on this invention. It is sectional drawing which shows the disc brake device of the vehicle which concerns on this invention. It is a 1st operation | movement figure which shows the effect | action of attachment / detachment of the driven sprocket of the driving force transmission part which concerns on this invention. It is a 2nd operation | movement figure which shows the effect | action of attachment / detachment of the driven sprocket of the driving force transmission part which concerns on this invention. It is a 3rd operation | movement figure which shows the effect | action of attachment / detachment of the driven sprocket of the driving force transmission part which concerns on this invention.

DESCRIPTION OF SYMBOLS 10 ... Vehicle (rough-terrain vehicle), 16 ... Engine, 21, 22 ... Wheel (rear wheel), 47 ... Chain, 54 ... Connecting member (anti-roll bar device), 73 , 74 ... Frame (rear inclined frame), 118 ... Bar support member, 121 ... Anti-roll bar body, 122 ... Link mechanism, 161 ... Cushion unit (rear cushion unit), 166, 167 ... Lower arm, 261, 262 ... Arm member (Lower first arm, Lower second arm) ) 263 ... Cross plate.

Claims (3)

In a vehicle in which the left and right wheels are independently suspended via the left and right suspension arms, and the connecting members are passed to the left and right suspension arms,
The left and right wheels are driven through a chain from the engine side ,
Before SL connecting member includes a U-shaped anti-roll bar body mounted vertically swingably through the bar supporting member to the frame extends in the vehicle width direction through the inside of the chain, both ends of the anti-roll bar body A link mechanism that is connected to the section and extends vertically, and is attached to the lower surface of the lower arm constituting the suspension arm via the link mechanism,
The lower arm is composed of two arm members arranged side by side in the longitudinal direction of the vehicle body,
The link mechanism extends downward from above between the two arm members, the tip is connected to the lower surface of one arm member,
The left and right suspension arm connecting member of a vehicle, wherein the anti-roll bar main body is spaced apart above the lower arm . Wherein the lower arm, the left and right suspension arms connecting member according to claim 1 Symbol placement of the vehicle, characterized in that attached to the lower end of the cushion unit to not transmitted to the vehicle body by alleviating the impact applied to the left and right wheels. The left and right sides of the vehicle according to claim 2 , wherein the cushion unit is attached to an upper surface of a cross plate connecting the arm members of the lower arm and in the vicinity of a joint portion between the cross plate and one arm member. Suspension arm connecting member.

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