JP4467045B2 - Vehicle cushion unit mounting part layout structure - Google Patents

Description

  The present invention relates to a cushion unit mounting portion arrangement structure for a vehicle.

As a cushion unit mounting portion arrangement structure of a conventional vehicle, that with preparative lower end of the cushion unit to the lower arm mounted to the body frame is known (for example, see Patent Document 1.).
JP 2003-2028 A

FIG. 5 of Patent Document 1 will be described below. In addition, the code | symbol used what was described in the gazette.
One end of the upper arm 201 and the lower arm 202 as suspension arms is attached to the vehicle body frame 200 so as to be able to swing up and down, and the other end is attached to the knuckle 203 so as to be able to swing up and down. The knuckle 203 supports the wheel 205 through the hub 204 so as to be rotatable.
The damper 206 as a cushion unit has one end attached to the vehicle body frame 200 and the other end attached to a damper attachment portion 209 provided on the lower arm 202.

When such a vehicle suspension system is maintained, the vehicle is jacked up, so that the cushion unit is in the maximum extension state. At that time, if the above-described damper mounting portion 209 overlaps the drive shaft connected to the hub 204 when viewed from the front side or the rear side, the mounting direction of the damper 206 to the lower arm 202 is limited. Improvement of maintainability and maintainability is desired.
It is also desirable to have a security structure that prevents tampering with in-vehicle components when the vehicle is empty.

SUMMARY OF THE INVENTION An object of the present invention is to improve the assembling property and maintenance property of a cushion unit in a cushion unit mounting portion arrangement structure of a vehicle, and further to improve the crime prevention property for a cushion unit as an in-vehicle component.
There is to do.

According to the first aspect of the present invention, a lower end of a cushion unit is attached to a lower arm of a pair of upper and lower upper arms and a lower arm provided in an independent suspension that suspends left and right wheels independently, and the left and right wheels are connected to a drive shaft. In the vehicle driven by the lower arm, the lower arm includes a lower first arm and a lower second arm that extend in the vehicle width direction, and a connecting member that passes to each of the lower first arm and the lower second arm . arm is disposed in front of the lower first arm, the lower end of the cushion unit is disposed near vicinity of the upper surface side Delo a second arm of the coupling member, the drive shaft relative to the cushion unit, the lower first earth disposed in the vicinity of the beam, mounting holes for the lower arm of the cushion unit lower end, Bol from the lower second arm When the bolt is tightened with a tool at the rear end of this bolt and the cushion unit is fully extended, the mounting hole is provided at a position that does not overlap the drive shaft when viewed from the front or rear side of the vehicle. Features.
Since the mounting hole of the cushion unit is located at a position where it does not overlap the drive shaft when viewed from the front or rear side of the vehicle, maintenance such as replacement of the cushion unit is good.

  In addition, a bolt is inserted into the mounting hole of the cushion unit from the lower second arm side, and a nut is fastened to the rear end of the bolt with a tool. The amount of protrusion can be made smaller.

  The invention according to claim 2 is characterized in that when the cushion unit is fully extended, the mounting hole is positioned between the upper arm and the drive shaft when viewed from the front side or the rear side of the vehicle.

  When the cushion unit mounting hole is located between the upper arm and the drive shaft when viewed from the front side or the rear side of the vehicle, when replacing the cushion unit from between the upper arm and the drive shaft, for example, Mounting bolts and nuts can be easily inserted.

  According to a third aspect of the present invention, the mounting portion of the cushion unit on the vehicle body side is disposed closer to the vehicle body center in the vehicle width direction than the mounting portions of the upper arm and the lower arm on the vehicle body side, and the cushion unit is disposed in the reserve tank. It is characterized by its body shape.

  The cushion unit mounting part on the vehicle body side is located closer to the center of the vehicle body in the vehicle width direction than the upper arm and lower arm mounting parts on the vehicle body side, so that the overall length of the cushion unit can be increased. The stroke can be made larger.

  In this case, since the cushion unit is largely inclined, for example, in a cushion unit that does not include a reserve tank, the position of the oil level in the cushion unit is likely to change due to shaking of the vehicle body. By providing a reserve tank, the main body side of the cushion unit is filled with oil and there is no fear of the liquid level changing.

  According to a fourth aspect of the present invention, a lower end of a cushion unit is attached to a lower arm of a pair of upper and lower upper arms and a lower arm provided in an independent suspension for independently suspending left and right wheels, and the left and right wheels are connected to a drive shaft. In the vehicle driven by the above, the mounting hole of the cushion unit is located at a position overlapping the drive shaft when viewed from the front side or the rear side of the vehicle when the vehicle is not loaded and no occupant is present.

Mounting holes of the cushion unit is the bare due to the position overlapping with the drive shaft as viewed from the front side or rear side of the vehicle, as possible out to prevent mischief, such as removing the lower end of the cushion unit.

  In the invention according to claim 1, since the mounting hole of the cushion unit is in a position that does not overlap the drive shaft when viewed from the front side or the rear side of the vehicle, the mounting direction to the lower arm of the cushion unit is not easily restricted and the assembly is performed. And maintenance can be improved.

  In addition, a bolt is inserted into the mounting hole of the cushion unit from the lower second arm side, and a nut is fastened to the rear end of the bolt with a tool. The amount of protrusion can be made smaller.

  In the invention according to claim 2, since the mounting hole of the cushion unit is located between the upper arm and the drive shaft when viewed from the front side or the rear side of the vehicle, the cushion unit is exchanged between the upper arm and the drive shaft. For example, it is possible to easily insert mounting bolts and nuts at the time, and the maintenance is good.

In the invention according to claim 3, the cushion unit mounting portion is disposed closer to the vehicle body center in the vehicle width direction than the mounting portions of the upper arm and the lower arm on the vehicle body side, so that the stroke of the cushion unit can be further increased. , Can improve the running performance of the vehicle.
In addition, by providing a reserve tank in the cushion unit, there is no concern that the position of the liquid level in the cushion unit will change, and the performance of the cushion unit can be maximized.

In the invention according to claim 4, since the mounting hole of the cushion unit is in a position overlapping the drive shaft when viewed from the front side or the rear side of the vehicle when empty, it is possible to prevent tampering such as removing the lower end of the cushion unit. can, as possible out to enhance the crime prevention.

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 arms (For details, upper arms and lower It is over beam. A anti-roll bar device passed to the not shown.).

  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 includes an anti-roll bar main body 121 attached to the rear inclined frames 73 and 74 via bar support members 118 and 118 (only one reference numeral 118) so as to swing up and down, and the anti-roll bar main body. Each link mechanism 122 is connected to the left and right lower arms.
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 of a vehicle according to the present invention (an arrow (FRONT in the figure indicates the front of the vehicle; the same applies hereinafter)), and a case is attached to a lower arm support part 116 for rear wheels. The support bracket 131 is attached, the rear arm lower arm support portion 117, the rear frames 76 and 77 (only the front side symbol 76 is shown), and the rear vertical frames 86 and 87 (the front side symbol 86 only are shown). The case support bracket 132 is attached to the final gear case 133 (the outline is indicated by a bold line) at three locations, the rear subframes 91 and 92 (only the reference numeral 91 is shown) and the case support brackets 131 and 132. ) And the chain 47 is hung on the driven sprocket 134 that is 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 mounting holes 161b of the rear cushion unit 161 are arranged closer to the vehicle center than the mounting portions 163a and 166a of the upper arm 163 and the lower arm 166 as described above, because the overall length of the cushion unit 161 is increased and the stroke amount of the cushion unit 161 is increased. This is to secure a large amount.

  At this time, the cushion unit 161 is largely inclined. However, since the cushion unit 161 includes the reserve tank 171, the inside of the cushion unit 161 is filled with oil and there is no oil level, and the oil liquid is not contained in the reserve tank 171. In the present invention, for example, in the cushion unit that does not have a reserve tank, the position of the oil level present in the cushion unit is likely to change due to temperature, shaking of the vehicle body, etc. There is no fear that the liquid level changes in the cushion unit 161.

  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 A connecting member 263 that extends to each of the lower first arm 261 and the lower second arm 262 and an attachment portion 264 that extends to the respective distal ends of the lower first arm 261 and the lower second arm 262.

  The connecting member 263 is a member in which the cushion mounting brackets 211 and 211 are further mounted on the upper surface 263a in parallel with the lower second arm 262 so as to extend in the vehicle width direction.

  In the figure, reference numeral 265 denotes a ball joint attachment portion attached to the lower portion of the lower second arm 262 for connecting the ball joint 124 of the anti-roll bar device 54 (see FIG. 1), and 267 and 268 denote cushion attachment brackets 211 and 211, respectively. These are mounting bolts and nuts for mounting the mounting portion 161c of the rear cushion unit 161.

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 cross-sectional view of the power unit of the 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. 10 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.

FIG. 11 is an operation diagram showing the operation of the cushion unit mounting portion of the vehicle according to the present invention.
For example, the rough terrain vehicle 10 (see FIG. 1) is lifted up for maintenance, and the front wheels 12 and 13 (see FIG. 1, reference numeral 13 is not shown) and the rear wheels 21 and 22 (one reference sign). When only 21 is shown), the rear cushion unit 161 shows the rear wheels 21 and 22, the upper arms 163 and 164 (only one reference numeral 163 is shown), and the lower arms 166 and 167 (only one reference numeral 166 is shown). ) Etc., due to its own weight. That is, the piston in the cylinder of the rear cushion unit 161 is in contact with the end of the cylinder.

  At this time, the mounting portion 161c of the rear cushion unit 161 to the cushion mounting bracket 211, specifically, the mounting hole 161d, is in a position that does not overlap the shaft 186 of the drive shaft 177 when viewed from the front or rear side of the vehicle.

  Therefore, the cushion mounting bolt 267 (see FIG. 7) can be easily inserted into the mounting hole 161d and the mounting holes (not shown) of the cushion mounting brackets 211 and 211 from the front side of the vehicle.

  As described above with reference to FIG. 4, the present invention firstly provides a double wishbone independent suspension in which rear wheels 21 and 22 (only one reference numeral 21 is shown) as left and right wheels are independently suspended. Of the pair of upper and lower upper arms 163 and 164 (only one reference numeral 163 is shown) and the lower arms 166 and 167 (only one reference numeral 166 is shown), cushion mounting brackets 211 and 211 as brackets are provided on the lower arms 166 and 167. In the rough terrain vehicle 10 (see FIG. 1) as a vehicle to which the lower end of the rear cushion unit 161 is attached and the left and right rear wheels 21 and 22 are driven by drive shafts 177 and 178 (only one reference numeral 177 is shown) When the rear cushion unit 161 is fully extended, the rear cushion unit 16 A position where the mounting portion 161c to the lower arm 166, 167, specifically the mounting hole 161d, of the lower end of the vehicle is not overlapped with the drive shafts 177, 178, specifically the shaft 186 when viewed from the front side or the rear side of the rough terrain vehicle 10. It is characterized by being provided in.

  Since the mounting portion 161c of the rear cushion unit 161 is located so as not to overlap the drive shafts 177 and 178 when viewed from the front side or the rear side of the rough terrain vehicle 10, the mounting direction of the rear cushion unit 161 to the lower arms 166 and 167 is It is difficult to be restricted, and the assembly and maintenance of the rear cushion unit 161 can be improved.

  Secondly, according to the present invention, when the cushion unit 161 is fully extended, the attachment portion 161c to the lower arm 166, 167 at the lower end of the cushion unit 161, more specifically, the attachment hole 161d is provided on the front side or rear side of the rough terrain vehicle 10. It is characterized in that it is positioned between the upper arms 163 and 164 and the drive shafts 177 and 178, specifically the shaft 186 when viewed from the side.

  Since the mounting portion 161c of the cushion unit 161 is positioned between the upper arm 163 and the drive shaft 177 and between the upper arm 164 and the drive shaft 178 when viewed from the front side or the rear side of the rough terrain vehicle 10, the upper arm 163 When replacing the cushion unit 161 from between the drive shaft 177 and between the upper arm 164 and the drive shaft 178, for example, mounting bolts and nuts can be easily inserted, and maintenance is good.

  Thirdly, according to the present invention, the attachment portion 161a of the rear cushion unit 161 to the vehicle body frame 11 (see FIG. 1) side, more specifically, the attachment hole 161b is connected to the vehicle body frame 11 side of the upper arms 163 and 164 and the lower arms 166 and 167. The mounting portions 163a and 164a (only one reference numeral 163a is shown) and the attachment portions 166a and 167a (only one reference sign 166a is shown) are arranged closer to the vehicle body center in the vehicle width direction, that is, closer to the vertical line 208, and The rear cushion unit 161 is a reserve tank 171 integrated type.

  The mounting portion 161a of the rear cushion unit 161 on the vehicle body frame 11 side is closer to the vehicle body center in the vehicle width direction than the mounting portions 163a, 164a, 166a, and 167a of the upper arms 163 and 164 and the lower arms 166 and 167 on the vehicle body frame 11 side. Therefore, the stroke of the rear cushion unit 161 can be further increased, and the traveling performance of the rough terrain vehicle 10 can be improved.

  In the fourth aspect of the present invention, as described with reference to FIGS. 4 and 7, the mounting portions 161 c and 161 c to the lower arms 166 and 167 of the rear cushion unit 161 are inserted from the front, and the mounting bolts 267 are inserted. A nut 268 is fastened to the rear end with a tool.

  The mounting portion 161c of the rear cushion unit 161 has a mounting bolt 267 inserted from the front, and a nut 268 is fastened to the rear end of the mounting bolt 267 with a tool. Therefore, the mounting portion 161c of the rear cushion unit 161 is mounted forward. The protruding amount of the bolt 267 can be further reduced.

  According to the fifth aspect of the present invention, as described with reference to FIG. 11, the mounting portion 161c of the rear cushion unit 161, more specifically, the mounting hole 161d, does not load a load on the rough terrain vehicle 10 (see FIG. 1). When the vehicle is empty, the drive shafts 177 and 178 (only one reference numeral 178 is shown) as viewed from the front side or the rear side of the rough terrain vehicle 10, specifically, the shaft 186 overlaps.

  Since the mounting portion 161c of the rear cushion unit 161 is positioned so as to overlap with the drive shafts 177 and 178 when viewed from the front side or the rear side of the rough terrain vehicle 10 when empty, mischief such as removing the lower end of the rear cushion unit 161 is taken. Can be prevented and crime prevention can be improved.

  The cushion unit mounting portion arrangement structure of the present invention is suitable for a vehicle having left and right 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 of the vehicle 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 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 an action figure which shows the effect | action of the cushion unit attaching part of the vehicle which concerns on this invention.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle (rough-terrain vehicle), 11 ... Vehicle body side (vehicle body frame), 21, 22 ... Wheel (rear wheel), 161 ... Rear cushion unit, 161a ... Attachment part to vehicle body side of rear cushion unit, 161d ... Mounting holes to the lower arm of the rear cushion unit, 163, 164... Upper arm, 163a... Mounting portion to the vehicle body side of the upper arm, 166, 167... Lower arm, 166a. 178, drive shaft, 211, bracket (cushion mounting bracket), 261, lower first arm, 262, lower second arm, 263, connecting member, 267, bolt (mounting bolt), 268, nut.

Claims (4)

In a vehicle in which a lower end of a cushion unit is attached to a lower arm of a pair of upper and lower upper arms and a lower arm provided in an independent suspension for independently suspending left and right wheels, and the left and right wheels are driven by a drive shaft.
The lower arm is composed of a second arm the first arm and the lower lower extending in the vehicle width direction, the connecting member passed to each of these lower first arm and a lower second arm, the lower second arm, the is disposed in front of the lower first arm, the lower end of the cushion unit is disposed near vicinity of pre-Symbol lower second arm at the upper surface side of the connecting member, the drive shaft with respect to the cushion unit, the lower is disposed in the vicinity of the first arm, the mounting holes of the lower arm of the cushion unit lower end, said lower bolt from the second arm is inserted, the nut is fastened by a tool to the rear end of the bolt,
A cushion unit mounting portion arrangement structure for a vehicle, wherein the mounting hole is provided at a position that does not overlap the drive shaft when viewed from the front side or the rear side of the vehicle when the cushion unit is fully extended.   2. The vehicle cushion according to claim 1, wherein when the cushion unit is fully extended, the mounting hole is positioned between the upper arm and the drive shaft as viewed from the front side or the rear side of the vehicle. Unit mounting part arrangement structure.   The mounting portion of the cushion unit on the vehicle body side is disposed closer to the vehicle body center in the vehicle width direction than the mounting portions of the upper arm and the lower arm on the vehicle body side, and the cushion unit is a reserve tank integrated type. The cushion unit mounting portion arrangement structure for a vehicle according to claim 1. In a vehicle in which a lower end of a cushion unit is attached to a lower arm of a pair of upper and lower upper arms and a lower arm provided in an independent suspension for independently suspending left and right wheels, and the left and right wheels are driven by a drive shaft.
The mounting hole in the lower arm of the cushion unit is located at a position overlapping the drive shaft when viewed from the front side or the rear side of the vehicle when the vehicle is not loaded and no occupant is empty. of the cushion unit attachment portion arranged structures.

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