JP4418379B2 - Rough terrain vehicle - Google Patents

Description

  The present invention relates to an improvement in rough terrain vehicles.

As a conventional rough terrain vehicle, a vehicle in which an electric power steering device is provided between an input shaft connected to an operation handle and an output shaft connected to a wheel side is known (for example, see Patent Document 1).
Japanese Utility Model Publication No. 3-1877

1 and 6 of Patent Document 1, an input shaft 5 is attached to the lower part of the operation handle 3, an output shaft 11 is connected to the input shaft 5 through an electric power steering device, and the input shaft 5 A torsion bar 19 constituting an electric power steering device is provided between the control shaft 3 and the output shaft 11, and a locking member 103 protruding from the input shaft 5 and a chassis 37 are provided to restrict the maximum turning angle of the operation handle 3. It is described that a stopper mechanism 101 on the side of the input shaft 5 constituted by a pair of protruding stopper members 105 is provided.
The electric power steering apparatus includes a steering torque sensor 7 including a torsion bar 19, a speed reducer 9, a drive motor 17, a control unit 15 shown in FIG.

  When the input shaft 5 rotates together with the operation handle 3 and the torsion bar 19 is twisted, and a relative rotation angle is generated between the input shaft 5 and the output shaft 11, this relative rotation angle is detected by a potentiometer, and the signal is transmitted to the control unit. Is output. The control unit 15 controls the drive motor 17 on the basis of the above signal, and applies a driving force based on the steering torque detected by the steering torque sensor 7 to the output shaft 11 side.

  FIGS. 5 and 8 of Patent Document 1 show a locking member 35 protruding from the output shaft 11 and a pair of stoppers attached to the chassis 37 in order to regulate the rotation angle range of the output shaft 11. A stopper mechanism 33 on the output shaft 11 side composed of the member 39 is described.

  As shown in FIG. 1, when only the stopper mechanism 101 on the input shaft 5 side is provided, for example, the operation handle 3 is turned off until the locking member 103 of the input shaft 5 hits the stopper member 105 of the chassis 37. Even in such a case, the steering wheel of the vehicle is forcibly steered left and right by the unevenness of the road surface, and the output shaft 11 may rotate more than the rotation angle of the input shaft 5 as the steering wheel moves left and right. 5 and the output shaft 11 produce a relative rotation angle, the drive motor 17 operates, and the power consumption of the drive motor 17 increases.

  Further, as shown in FIGS. 5 and 8, when only the stopper mechanism 33 on the output shaft 11 side is provided, the steering wheel of the vehicle is forcibly steered left and right by the unevenness of the road surface, and the stopper member of the stopper mechanism 33 Even in a state in which 39 is in contact with the locking member 35, for example, the input shaft 5 may rotate larger than the rotation angle of the output shaft 11 in accordance with the operation of the operation handle 3, and the input shaft 5 and the output shaft 11 and the drive motor 17 operates, and in this case, the power consumption of the drive motor 17 increases.

  The objective of this invention is reducing the load of the power assist motor provided in the electric power steering apparatus by improving the rough terrain vehicle.

According to the first aspect of the present invention, an input shaft provided on the handle side and an output shaft provided on the left and right wheels are connected via an electric power steering device, and according to a relative rotation angle between the input shaft and the output shaft. In the rough terrain vehicle that drives the power assist motor provided in the electric power steering device, the input shaft and the output shaft are connected via a torsion bar, and the input shaft and the output shaft are respectively connected to the vehicle body frame via a bearing portion. And a first locking member fixed to the input shaft side above the bearing portion, and a first locking member of the vehicle body for restricting the swing range of the first locking member. The first stopper fixed in the corresponding position and the output A second engaging member fixed to the lower side of the bearing portion of the shift-side, in order to restrict the swinging range of the second locking member, first fixed to a position corresponding to the second engaging member of the vehicle body And 2 stoppers.

  A first locking member fixed to the input shaft and a first stopper fixed to a position corresponding to the first locking member of the vehicle body restrict the rotational angle range of the input shaft and are fixed to the output shaft. The second locking member and the second stopper fixed at a position corresponding to the second locking member of the vehicle body regulate the rotation angle range of the output shaft.

  If the rotation angle range of the input shaft is restricted, the input shaft will not rotate beyond a certain rotation angle range by operating the steering wheel, and if the rotation angle range of the output shaft is restricted, the uneven shaft will pass through the wheels. Since the output shaft does not rotate beyond the predetermined rotation angle range, the relative rotation angle between the input shaft and the output shaft is kept below the predetermined angle, so that the rotation of either the input shaft or the output shaft is restricted. Even if it is, for example, it is possible to prevent an excessive torque from being applied to the torque sensor unit and to reduce the load applied to the power assist motor.

The rotation of the input shaft is transmitted to the output shaft via the torsion bar. If the rotation range of the input shaft is regulated by the first stopper and the rotation range of the output shaft is regulated by the first stopper, there is no fear that the torsion bar is excessively twisted.

The first locking member is disposed above the bearing portion on the input shaft side and separated from the torsion bar, and the second locking member is disposed below the bearing portion on the output shaft side and separated from the torsion bar, For example, a manufacturing shift occurs in the locking position of the first locking member by the first stopper or the locking position of the second locking member by the second stopper, so that the input shaft or the output shaft is in a predetermined rotation range. Even if it rotates more, the torque transmitted from the input shaft side or the output shaft side to the torsion bar becomes smaller due to twisting of the torque transmission path in the middle.

The invention according to claim 2 is characterized in that the rotation range of the input shaft and the output shaft is made the same by the first stopper and the second stopper.
Since the rotation range of the input shaft and the output shaft is the same between the first stopper and the second stopper, when the input shaft is restricted by the first stopper, the output shaft is also the second stopper. When the input shaft and the output shaft are each at the maximum rotation angle, the relative rotation angle between the input shaft and the output shaft becomes zero, and the power assist motor stops .

In the invention according to claim 3 , the second locking member is attached to the output shaft so as to be positioned below the bearing portion on the output shaft side, and is connected to the left and right tie rods for steering the left and right wheels. It is characterized in that it is a lateral projecting portion integrally formed on the left and right sides of the arm.
By providing the second locking member on the center arm, the center arm also serves as a support portion for the second locking member.

According to a fourth aspect of the present invention, there is provided a shaft support member having a bearing portion on the output shaft side attached to the vehicle body frame side, a bearing attached to the shaft support member for rotatably supporting the output shaft, and the bearing the consists of a sealing member for protection against dust, the second stopper is formed as downward projecting portions projecting to the lower side substantially along the output shaft to the vehicle front side of the shaft support member and said Rukoto .

The invention according to claim 5 is a pair of left and right upper main frames in which the vehicle body frame extends in the front-rear direction, and a pair of left and right upper frames disposed below the upper main frames and connected to the front end and the rear end of the upper main frame. The lower main frame has a pair of left and right L-shaped frames attached to the front of the upper main frame to support the intermediate portion of the input shaft, and the pair of left and right L-shaped frames are connected by a cross pipe. The first stopper is an upward protruding piece provided on the cross pipe along the input shaft.

  In the invention according to claim 1, since the first locking member on the input shaft side, the first stopper on the vehicle body side, the second locking member on the output shaft side, and the second stopper on the vehicle body side, The first stopper and the second stopper are provided on the upstream side and the downstream side of the steering force transmission of the electric power steering device, and the rotation range of the input shaft by the handle operation can be restricted, and the road surface with unevenness can be controlled. Even when traveling, it is possible to regulate the rotation range of the output shaft by the steering wheel that is forcibly cut to the left and right by the road surface, and to ensure that the relative rotation angle between the input shaft and the output shaft is below a predetermined angle. For example, it is possible to prevent an excessive torque from being applied to the torque sensor unit and reduce the load of the power assist motor. Can.

In addition, since the input shaft and the output shaft are connected via the torsion bar, excessive torsion of the torsion bar can be prevented by restricting the rotation range of the input shaft and the output shaft by the first stopper and the second stopper, respectively. Can be prevented.

Furthermore, since the first locking member is disposed above the bearing portion on the input shaft side and the second locking member is disposed below the bearing portion on the output shaft side, the first locking member and the second locking member Becomes far from the torsion bar, and it becomes difficult to transmit a large torque from the input shaft side or the output shaft side to the torsion bar, and excessive torsion of the torsion bar can be further prevented.

In the invention according to claim 2, since the rotation range of the input shaft and the output shaft is made the same by the first stopper and the second stopper, the output shaft must be output when the input shaft is locked to the first stopper. Since the shaft is also locked by the second stopper, the power assist motor does not start. Therefore, it is possible to reduce the power consumption of the power assist motor, as possible out to suppress the discharge amount from the battery.

In the invention which concerns on Claim 3 , since the 2nd latching member was provided in the center arm, the center arm can serve also as the support member of the 2nd latching member, the number of parts can be reduced, and cost can be reduced. Can be reduced.

In the invention according to claim 4 , the bearing portion on the output shaft side includes a shaft support member attached to the vehicle body frame side, a bearing attached to the shaft support member for rotatably supporting the output shaft, and the bearing The second stopper is formed as a downward projecting portion projecting downward substantially along the output shaft on the vehicle front side of the shaft support member.

In the invention according to claim 5, the vehicle body frame includes a pair of left and right upper main frames extending in the front-rear direction, and a pair of left and right upper frames disposed below the upper main frames and connected to the front end and the rear end of the upper main frame. The lower main frame has a pair of left and right L-shaped frames attached to the front of the upper main frame to support the intermediate portion of the input shaft, and the pair of left and right L-shaped frames are connected by a cross pipe. The first stopper is an upward projecting piece provided on the cross pipe along the input shaft.

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 includes front wheels 12 and 13 (only reference numeral 12 on the front side) via a suspension arm (not shown) at the front of a body frame 11. The rear wheels 14 and 15 (only the reference numeral 14 on the front side are shown) are attached to the rear part of the vehicle body frame 11 via suspension arms (not shown), and the engine 17 and the transmission are installed in the central part of the vehicle body frame 11. An electric power steering apparatus including a power assist unit (not shown) for attaching a power unit 21 comprising 18 and driving the front wheels 12 and 13 and the rear wheels 14 and 15 with the power unit 21 to reduce the steering force of the front wheels 12 and 13, respectively. And a manual switch 166 capable of stopping power supply to the electric power steering device 22. A.
The input shaft 24 that constitutes the electric power steering device 22 is a member that is rotated by an operation of a bar handle 25 attached to the upper portion of the input shaft 24.

Here, 26 is an exhaust pipe extending rearward from the front of the engine 17, 27 is a silencer connected to the rear end of the exhaust pipe 26, 31 is a carburetor connected to the rear of the engine 17 via an intake pipe 32, 33 Is an air cleaner connected to the carburetor 31 through a connecting tube 34, 36 is a front carrier, 37 is a headlamp, 38 is a radiator, 41 is a front fender, 43 is a fuel tank, 44 is a simple operation, for example, exposed from the vehicle body A seat that can be opened and closed by operating a lever (details will be described later), 46 is a rear carrier, 47 is a rear fender, and 48 is a step floor.
The electric power steering device 22 is supplied with electric power from a battery 49 disposed below the rear portion of the seat 44.

  The vehicle body frame 11 includes a pair of left and right upper main frames 55 and 56 (only the reference numeral 55 on the near side is shown) that extends in the front-rear direction, and is disposed below these upper main frames 55 and 56 and the upper main frames 55 and 56. A pair of left and right lower main frames 57 and 58 (only the reference numeral 57 on the near side is shown) connected to the front end and the rear end of the front and the upper main frames 55 and 56 to support the intermediate portion of the input shaft 24. A pair of left and right L-shaped frames 62 and 62 (only the reference numeral 62 on the front side) and a pair of left and right standing frames 63 and 63 (only the reference numeral 63 on the front side are shown) and a front carrier. And a pair of left and right front frames 64 and 64 (only the front side 64 is shown).

  The vehicle body frame 11 is attached to the front inclined portions 66 and 66 (only the reference numeral 66 on the front side) provided at the front portions of the upper main frames 55 and 56 and the lower main frames 57 and 58, respectively. A pair of left and right inclined frames 67, 67 (only the reference numeral 67 on the front side is shown), and these inclined frames 67, 67 and the front inclined portions 66, 66 are respectively attached to the lower portion of the electric power steering device 22. A pair of left and right sub-inclined frames 68 and 68 (only the front side reference numeral 68 is shown), a pair of left and right attached to the rear ends of the upper main frames 55 and 56 and the rear portions of the lower main frames 57 and 58, respectively. In order to support the curved frames 71, 71 (only the reference numeral 71 on the front side is shown) and the front portion of the rear carrier 46, the upper main frame 55 is supported. 56, a pair of left and right rear first frames 72, 72 (only front side 72 is shown) and left and right attached to the curved frames 71, 71 to support the rear part of the rear carrier 46. A pair of rear second frames 73 and 73 (only the front side reference numeral 73 is shown) are provided.

  FIG. 2 is a plan view of the rough terrain vehicle according to the present invention. The rough terrain vehicle 10 includes an output shaft 81 disposed below the input shaft 24 at the front, and the rotation of the bar handle 25 to the front wheels 12. 13, a center arm 82 attached to the lower end of an output shaft 81 (details will be described later), one end connected to the center arm 82 via ball joints 83 and 83, and the other end Telescopic tie rods 88 and 89 connected to the knuckles 85 and 86 on the front wheels 12 and 13 side via ball joints 87 and 87, and these output shaft 81, center arm 82, ball joints 83 and 83, tie rod 88. , 89 and ball joints 87, 87 are connected to the electric power steering device 22. It is intended to be included.

  Here, 93 is a steering holder base that is passed between the L-shaped frames 62 and 62 to rotatably support the input shaft 24, 94 is a clutch lever, 95 is a brake lever for front wheels, 96 and 96 are footrests, and 97 is A gear change pedal 98 is a rear wheel brake pedal.

  FIG. 3 is a side view of the main part showing the front part of the rough terrain vehicle according to the present invention (the arrow (FRONT in the figure indicates the front of the vehicle; the same applies hereinafter)), and the electric power steering device 22 A steering device 105 for steering, a torque sensor unit 106 for detecting steering torque, a power assist unit 107 for generating power for assisting steering force, and a power assist based on the steering torque detected by the torque sensor unit 106 The control unit 110 controls the unit 107.

  The steering device 105 includes a bar handle 25 (see FIG. 1), an input shaft 24, an output shaft 81 connected to the input shaft 24 via a torque sensor unit 106, and a center attached to the lower end of the output shaft 81. It consists of an arm 82, ball joints 83 and 83 (only the reference numeral 83 on the near side is shown), tie rods 88 and 89 (see FIG. 2), and ball joints 87 and 87 (see FIG. 2).

The input shaft 24 below the bar handle 25 is rotatably supported by the input shaft bearing portion 91.
The input shaft bearing portion 91 includes a steering holder base portion 93 passed to the left and right L-shaped frames 62 and 62 (only the reference numeral 62 on the near side is shown) and a holder piece 108 attached to the steering holder base portion 93 is a bush (not shown). It is a portion configured by being fastened via Reference numerals 111 and 112 denote bolts and nuts for attaching the holder piece 108 to the steering holder base 93, and a pair of left and right parts are provided.

The L-shaped frames 62 and 62 are members connected by a cross pipe 114, and the cross pipe 114 is a locking member provided with an upper protruding piece 115 substantially parallel to the input shaft 24.
The upward projecting piece 115 is a member that functions as a stopper that restricts the swing range of the arm piece 116 attached to the input shaft 24, that is, a stopper that restricts the rotation angle range of the input shaft 24.

The input shaft 24 and the output shaft 81 are members constituting the steering shaft 118.
The output shaft 81 is rotatably supported by an output shaft bearing portion 120 provided below a sensor housing 119 provided in the torque sensor portion 106.
The output shaft bearing portion 120 is supported by the bottom plate 121 attached to the left and right sub-inclined frames 68 and 68 (only the front side reference numeral 68 is shown), and the speed reducer 126 provided in the power assist portion 107 is also the bottom plate 121. Supported by Reference numeral 127 denotes a bolt (one of which is provided) for attaching the speed reducer 126 to the bottom plate 121.

  The torque sensor unit 106 is provided with a torsion bar 123 between the input shaft 24 side and the output shaft 81 side. When the input shaft 24 is rotated by operating the bar handle 25 (see FIG. 2), a relative rotation angle is generated between the input shaft 24 and the output shaft 81, and the torsion bar 123 is twisted. The steering torque is obtained by converting the amount of twist into torque.

  The power assist unit 107 includes an electric motor 125 and a clutch (not shown) and a reduction gear 126 interposed between the output shaft of the electric motor 125 and an intermediate portion of the output shaft 81. It consists of a worm gear and a worm wheel.

  The control unit 110 determines the steering torque detected by the torque sensor unit 106, the steering angle of the bar handle 25 (see FIG. 1), the vehicle speed of the rough terrain vehicle 10 (see FIG. 1), and the like based on process data during vehicle travel. The power assist unit 107 is controlled. Reference numeral 128 denotes a bracket attached to the L-shaped frame 62 in order to support the control unit 110.

  FIG. 4 is a cross-sectional view of the output shaft lower end support portion according to the present invention. The output shaft bearing portion 120 is configured to rotatably support the shaft support member 132 attached to the center portion of the bottom plate 121 and the output shaft 81. And a bearing 133 attached to the shaft support member 132 and seal members 134 and 135 for protecting the bearing 133 from dust and the like. Reference numeral 137 denotes a retaining ring for preventing the bearing 133 from coming off from the shaft support member 132, and 138 is a collar.

The shaft support member 132 is formed with a downward projecting portion 132a projecting downward substantially along the output shaft 81 on the front side of the vehicle.
The center arm 82 is a member in which a female spline 82 a is formed, and this female spline 82 a is spline-coupled with a male spline 81 a formed at the lower end portion of the output shaft 81.
The ball joint 83 is a member in which a bolt portion 83 a provided at an end portion is attached to the rear portion of the center arm 82 with a nut 141.

  5 is a cross-sectional view taken along line 5-5 of FIG. 4. The center arm 82 has ball joints respectively connected to side protrusions 82b and 82c provided on the left and right sides of the female spline 82a and tie rods 88 and 89, respectively. The tie rod coupling parts 82d and 82e coupled via 83 and 83 are integrally molded members.

When the center arm 82 rotates with the rotation of the output shaft 81, the lateral protrusions 82b and 82c abut on the downward protrusion 132a of the shaft support member 132 (see FIG. 4) and the rotation range is restricted. The position of the center arm 82 shown in the figure is that when the bar handle 25 (see FIG. 2) is at the straight traveling position of the vehicle, and θ1 is clockwise and counterclockwise of the center arm 82 from the straight traveling position of the vehicle. This is a rotation angle range of the rotation, and a rotation angle range of the output shaft 81.
The side protrusions 82b and 82c and the downward protrusion 132a described above are parts constituting the output shaft stopper mechanism 143.

  6 is a cross-sectional view taken along line 6-6 of FIG. 3, and the side protrusions 116a and 116b of the arm piece 116 are arranged on the cross pipe 114 side when the arm piece 116 swings as the input shaft 24 rotates. The swinging range is regulated by hitting the upper projecting piece 115 of the upper part. The position of the arm piece 116 shown in the figure is the position when the bar handle 25 (see FIG. 2) is at the straight traveling position of the vehicle. This is a rotation angle range around and a rotation angle range of the input shaft 24. The side protrusions 116 a and 116 b and the upper protrusion 115 described above are parts constituting the input shaft stopper mechanism 145.

  As shown in FIGS. 3, 5, and 6, the present invention includes an input shaft 24 provided on the bar handle 25 (see FIG. 1) side and front wheels 12, 13 as left and right wheels (see FIG. 1). ) Side output shaft 81 is connected to the electric power steering device 22, specifically, the torque sensor unit 106, and the electric power steering device 22 is connected to the output shaft 81 according to the relative rotation angle between the input shaft 24 and the output shaft 81. In the rough terrain vehicle 10 (see FIG. 1) for driving the electric motor 125 as a power assist motor provided, the side protrusions 116a and 116b as first locking members fixed to the input shaft 24, and these sides In order to restrict the swing range of the side protrusions 116a, 116b, the side protrusions 116a, 116b of the vehicle body An upper projecting piece 115 as a first stopper fixed at a position to be fixed, side projecting parts 82b and 82c as second locking members fixed to the output shaft 81, and side projecting parts 82b and 82c. In order to regulate the swing range, a downward projecting portion 132a as a second stopper fixed at a position corresponding to the lateral projecting portions 82b and 82c of the vehicle body is provided.

  Since the side projections 116a and 116b on the input shaft 24 side, the upper projection piece 115 on the vehicle body side, the side projections 82b and 82c on the output shaft 81 side, and the lower projection 132a on the vehicle body side are provided. The upper projecting piece 115 and the lower projecting portion 132a are provided on the upstream side and the downstream side of the steering force transmission of the electric power steering device 22, and the rotation range of the input shaft 24 by the operation of the bar handle 25 can be restricted. Even when traveling on an uneven road surface, the rotation range of the output shaft 81 by the front wheels 12 and 13 that are forcibly cut to the left and right by the road surface can be restricted, and the relative relationship between the input shaft 24 and the output shaft 81 The rotation angle can be reliably kept below a predetermined angle. Prevents a torque is applied, it is possible to reduce the load of the electric motor 125.

Further, the present invention is characterized in that the rotation range of the input shaft 24 and the output shaft 81 is made the same by the upper protruding piece 115 and the lower protruding portion 132a, that is, θ1 = θ2.
Since the upper projecting piece 115 and the lower projecting part 132a make the rotation range of the input shaft 24 and the output shaft 81 the same, when the input shaft 24 side is locked to the upper projecting piece 115, the output shaft is always provided. Since the 81 side is also locked to the downward projecting portion 132a, there is no difference in the relative rotation angle between the input shaft 24 and the output shaft 81, and the electric motor 125 does not start. Therefore, the power consumption of the electric motor 125 can be reduced, and the amount of discharge from the battery 49 can be suppressed.

  Furthermore, the present invention is characterized in that the input shaft 24 and the output shaft 81 are connected via a torsion bar 123.

  Since the input shaft 24 and the output shaft 81 are connected via the torsion bar 123, the rotation range of the input shaft 24 and the output shaft 81 is restricted by the upper projecting piece 115 and the lower projecting part 132a. The excessive twist of 123 can be prevented.

  2 and 5, according to the present invention, the left and right tie rods 88 and 89 for steering the left and right front wheels 12 and 13 while the side protrusions 82b and 82c are attached to the output shaft 81 are provided. It is provided in the center arm 82 connected to the head.

  Since the side protrusions 82b and 82c are provided on the center arm 82, the center arm 82 can also serve as a support member for the side protrusions 82b and 82c, so that the number of parts can be reduced and the cost can be reduced. be able to.

  Furthermore, as shown in FIGS. 3 and 5, in the present invention, the side protrusions 116 a and 116 b are disposed above the input shaft bearing 91, and the side protrusion 82 b is disposed below the output shaft bearing 120. , 82c are arranged.

  The side protrusions 116a and 116b on the input shaft 24 side and the side protrusions 82b and 82c on the output shaft 81 side are distant from the torsion bar 123, and a large torque is applied to the torsion bar 123 from the input shaft 24 side or the output shaft 81 side. It becomes difficult to transmit, and excessive torsion of the torsion bar 123 can be further prevented.

7 (a) and 7 (b) are side views showing the main part of another embodiment of the input shaft stopper mechanism according to the present invention. The same components as those in the embodiment shown in FIG. 3 and FIG. Detailed description is omitted.
(A) The lower protruding piece 151 is provided on the cross pipe 114, and the arm piece 116 is attached below the holder piece 108 of the input shaft 24, whereby the swinging range of the arm piece 116 is regulated by the lower protruding piece 151. The structure is shown.

  The side protrusions 116 a and 116 b of the arm piece 116 (only the front side reference numeral 116 a is shown) and the downward protrusion piece 151 are parts constituting the input shaft stopper mechanism 153.

FIG. 7B shows a structure in which an upper protruding piece 155 is provided on the upper portion of the steering holder base 93 and the swing range of the arm piece 116 is regulated by the upper protruding piece 155.
The side protrusions 116a and 116b (only the reference numeral 116a on the front side) of the arm piece 116 and the upper protrusion piece 155 are parts constituting the input shaft stopper mechanism 156. In addition, a bracket (not shown) may be provided in front of the input shaft 24 of the L-shaped frame 62, a protruding piece may be provided on the bracket, and the protruding piece and the arm piece 116 may constitute an input shaft stopper mechanism. .

  The input shaft stopper mechanism 145 (see FIG. 6), 153 (see FIG. 7 (a)), 156 (see FIG. 7 (b)) and the output shaft stopper mechanism 143 (see FIG. 5) described above are assembled. If the priority is given, the input shaft stopper mechanism 145, 153, 156 and the output shaft stopper mechanism 143 may not function simultaneously.

  In this case, by causing the input shaft stopper mechanisms 145, 153, and 156 to function before the output shaft stopper mechanism 143, an excessive torque based on the occupant's bar handle operation acts on the torsion bar 123 (see FIG. 3). Can be prevented. On the other hand, by causing the output shaft stopper mechanism 143 to function before the input shaft stopper mechanisms 145, 153, and 156, an excessive torque based on the reaction force of the tire caused by road surface unevenness acts on the torsion bar 123. Can be prevented.

  FIG. 8 is a perspective view showing the right side surface of the rough terrain vehicle according to the present invention. Between the front fender 41 and the rear fender 47 and below the side portion of the seat 44, an opening 161 is provided for maintenance. This shows that a detachable vehicle body side cover 162 that forms the rear end of the opening 161 is provided.

  FIG. 9 is a perspective view of a main part showing the arrangement of a manual switch for stopping power supply to the electric motor of the electric power steering apparatus according to the present invention, and shows a state where the seat 44 of the rough terrain vehicle 10 is removed. In FIG. 9, the electric power steering device 22 (see FIG. 3) is attached to a cross pipe 165 attached to the left and right upper main frames 55 and 56 of the vehicle body frame 11 below the seat 44 when the seat 44 is mounted. The manual switch 166 (here, the manual switch 166 is indicated by a black circle) capable of stopping the power supply from the battery 49 (see FIG. 1) to the electric motor 125 (see FIG. 3) is provided.

  The seat 44 is attached to the vehicle body side by engaging a hook (not shown) provided at the rear of the bottom portion with the hook (not shown) provided at the rear portion of the seat after inserting and locking a protruding portion (not shown) provided at the front portion of the bottom portion to the vehicle body side. Is.

  When opening the seat 44, the hook hooked on the vehicle body side is swung by the operation of a lever 167 provided at the rear portion of the seat 44 to release the hook and the vehicle body side, and the rear portion of the seat 44 is opened. In this state, the protruding portion locked on the vehicle body side is pulled out, and the locking of the front portion of the seat 44 is released. Reference numerals 171 and 172 denote cushion rubbers provided on the vehicle body frame 11 side in order to support the bottom of the rear portion of the seat 44.

  In this way, by arranging the manual switch 166 that can stop the power supply to the electric motor 125 below the seat 44, the occupant (driver or passenger) can arbitrarily turn off the manual switch 166 and The power supply to the motor 125 can be stopped. Further, the manual switch 166 is protected by the seat 44, the manual switch 166 is not exposed to rainwater, mud, and the like, and malfunction due to interference from the outside of the manual switch 166 can be prevented.

  Further, by placing the battery 49 (see FIG. 1) at a position where the seat 44 is opened to perform maintenance work (see also FIG. 2), for example, when the battery 49 is maintained by charging or the like, it is manually operated in a series of operations The switch 166 can be operated, and the operability by the passenger can be improved.

  FIG. 10 is a perspective view showing a main part of another embodiment of the arrangement of the manual switch for stopping the power supply to the electric motor of the electric power steering apparatus according to the present invention, and the vehicle body side cover 162 of the rough terrain vehicle 10 is removed. Shows the state. In FIG. 10, a recoil starter 175 provided at the rear of the engine 17 is provided inside the vehicle body side cover 162 when the vehicle body side cover 162 is attached, in order to start the engine 17 manually, and the recoil starter 175 is wound around the recoil starter 175. An electric motor 125 (see FIG. 3) of the electric power steering device 22 (see FIG. 3) is provided in the vicinity of the knob 176, specifically, a bracket 177 attached to the body frame 11 side. 3) is provided with a manual switch 178 (here, the manual switch 178 is indicated by a black circle) capable of stopping power supply from the battery 49 (see FIG. 1). Reference numerals 181 to 183 denote cover attachment portions provided on the vehicle body frame 11 side in order to detachably attach the vehicle body side cover 162.

When it becomes difficult to start the engine 17 (see FIG. 1) by the cell motor and the occupant (driver or passenger) determines that the terminal voltage of the battery 49 (see FIG. 1) has decreased, the vehicle body side cover 162 First, the manual switch 178 is turned off, and then the knob 176 is grasped and pulled, and the recoil starter 175 is operated to start the engine 17.
As described above, the operation of operating the manual switch 178 and the operation of operating the knob 176 can be performed continuously and with almost no space between them, so that the operability is good and the usability is good.

  FIG. 11 is a perspective view showing a main part of another embodiment of the manual switch for stopping the power supply to the electric motor of the electric power steering apparatus according to the present invention. A switch mounting portion 47a is formed in the upper portion of the rear fender 47, and power supply to the electric motor 125 (see FIG. 3) of the power steering device 22 (see FIG. 3) can be stopped via the rubber 185 in the switch mounting portion 47a. The manual switch 186 (here, the manual switch 186 is indicated by a black circle) is provided.

Since the manual switch 186 is provided in the vicinity of the lever 167 for opening and closing the seat 44, the manual switch 186 can be easily operated when the seat 44 is opened, and the manual switch 186 is provided below the seat 44. Since it is arranged, the manual switch 186 can be protected by the seat 44.
Further, the rubber 185 makes it difficult for the manual switch 186 to transmit vibrations of the vehicle body, and the life of the manual switch 186 can be extended.

12A to 12C are perspective views showing examples of the manual switch according to the present invention.
The manual switch 166 (or manual switch 178 (see FIG. 10) and manual switch 186 (see FIG. 11)) in (a) is turned on (OFF) by operating the operation unit 187 with a seesaw. A switchable seesaw switch.

  The manual switch 166 (or the manual switch 178 (see FIG. 10) and the manual switch 186 (see FIG. 11)) of (b) is switched between ON (ON) and OFF (OFF) by sliding the operation unit 188. This is a possible slide switch, or a snap switch that can be switched on (OFF) by turning the operation unit 188 down.

  The manual switch 166 (or manual switch 178 (see FIG. 10) and manual switch 186 (see FIG. 11)) of (c) is turned on (ON) and off (OFF) by rotating the operation unit 189 at a certain angle. ) Can be switched.

  In this embodiment, as shown in FIGS. 4 and 5, the side protrusions 82 b and 82 c are provided on the center arm 82 and the downward protrusion 132 a is provided on the shaft support member 132. A pair of protrusions may be provided on the output shaft 81 side shown in FIG. 3, and a protrusion serving as a stopper for regulating the swing range of the pair of protrusions may be provided in the case of the speed reducer 126.

  The present invention is suitable for rough terrain vehicles including an electric power steering device.

It is a side view of the rough terrain vehicle according to the present invention. It is a top view of the rough terrain vehicle according to the present invention. It is a principal part side view which shows the front part of the rough terrain vehicle which concerns on this invention. It is sectional drawing of the output shaft lower end support part which concerns on this invention. FIG. 5 is a sectional view taken along line 5-5 of FIG. FIG. 6 is a sectional view taken along line 6-6 of FIG. It is a principal part side view which shows another embodiment of the input shaft stopper mechanism in this invention. It is a perspective view which shows the right side surface of the rough terrain vehicle which concerns on this invention. It is a principal part perspective view which shows arrangement | positioning of the manual switch which stops the electric power supply to the electric motor of the electric power steering apparatus which concerns on this invention. It is a principal part perspective view which shows another embodiment of arrangement | positioning of the manual switch which stops the electric power supply to the electric motor of the electric power steering apparatus which concerns on this invention. It is a principal part perspective view which shows further another embodiment of arrangement | positioning of the manual switch which stops the electric power supply to the electric motor of the electric power steering apparatus which concerns on this invention. It is a perspective view which shows the example of the manual switch which concerns on this invention.

DESCRIPTION OF SYMBOLS 10 ... Rough traveling vehicle, 11 ... Body frame, 12 , 13 ... Wheel (front wheel), 22 ... Electric power steering device, 24 ... Input shaft, 25 ... Handle (bar handle), 55 , 56 ... Upper main frame, 57 58 ... Lower main frame, 62 ... L-shaped frame, 81 ... Output shaft, 82 ... Center arm, 82b, 82c ... Second locking member (side projection), 88, 89 ... Tie rod, 91 ... Bearing ( Input shaft bearing part ) , 114 ... Cross pipe, 115 , 151 , 155 ... First stopper, 116a, 116b ... First locking member (side projection part), 120 ... Bearing part ( output shaft bearing part ) , 123 ... Torsion bar, 125 ... power assist motor (electric motor), 132 ... shaft support member, 13 2a: second stopper (downward projecting portion), 133: bearing, 134, 135: seal member, θ1: output shaft rotation range, θ2: input shaft rotation range.

Claims (5)

An input shaft provided on the steering wheel side and an output shaft provided on the left and right wheels are connected via an electric power steering device, and the electric power steering device according to a relative rotation angle between the input shaft and the output shaft. In a rough terrain vehicle that drives a power assist motor for
The input shaft and the output shaft are connected via a torsion bar,
The input shaft and the output shaft are rotatably attached to the vehicle body frame via bearing portions,
A first locking member fixed above the bearing portion on the input shaft side ;
A first stopper fixed at a position corresponding to the first locking member of the vehicle body to regulate the swing range of the first locking member;
A second locking member fixed below the bearing portion on the output shaft side ;
A second stopper fixed at a position corresponding to the second locking member of the vehicle body to regulate the swing range of the second locking member;
A rough terrain vehicle characterized by comprising: Wherein the first stopper and the second stopper, the all-terrain vehicle of claim 1, wherein in that the turning range of the input shaft and the output shaft and the same two. Said second locking member, said output shaft, with mounted such that the lower position of the bearing portion of the output shaft side, the left and right center arm connecting the left and right tie rods for steering the wheels of the right and left each terrain vehicle of claim 1 or claim 2, wherein the a side projecting portion integrally molded. The bearing portion on the output shaft side includes a shaft support member attached to the vehicle body frame side, a bearing attached to the shaft support member to rotatably support the output shaft, and the bearing from dust or the like. consists of a sealing member for protecting the second stopper claims, characterized in Rukoto formed as downward projecting portions projecting to the lower side along substantially the output shaft on the vehicle front side of the shaft support member The rough terrain vehicle according to any one of claims 1 to 3 . The body frame includes a pair of left and right upper main frames extending in the front-rear direction, a pair of left and right lower main frames disposed below the upper main frames and connected to the front and rear ends of the upper main frames, and the input A pair of left and right L-shaped frames attached to a front portion of the upper main frame for supporting an intermediate portion of the shaft, the pair of left and right L-shaped frames being connected by a cross pipe, and the first stopper 5. The rough terrain vehicle according to claim 1, wherein the cross-pipe is an upward projecting piece provided along the input shaft. 6.

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