JP4482361B2 - Chain play adjustment device - Google Patents

Description

  The present invention relates to a chain play adjusting device.

Since the chain for transmitting power causes play between the chain and the sprocket due to slack due to wear or temperature, a chain play adjusting device for adjusting this play is required.
As a conventional chain play adjusting device, there is known a device that adjusts chain play by moving a rear wheel hub supporting a rear axle of a vehicle in a vehicle front-rear direction by a cam mechanism (see, for example, Patent Document 1). .
Japanese Examined Patent Publication No. 3-31626

This will be described with reference to FIGS. 3 and 5 of Patent Document 1. In addition, the code | symbol used what was described in the gazette.
The rear wheel hub 12 is a cylindrical member that rotatably supports the rear axle 13 via a pair of left and right bearings 14 and 14, and left and right rear wheels 2 a and 2 b are attached to both ends of the rear axle 13.

  The pair of left and right support plates 7a and 7b provided at the rear portion of the vehicle body frame are provided with cutout portions 8a and 8b having a rectangular shape in side view, and the rear wheel hub 12 is disposed in the cutout portions 8a and 8b. At the same time, the rear wheel hub 12 is attached by bolts 23 and 23 to a pair of upper and lower elongated holes 10a and 10b opened in the support plates 7a and 7b, respectively.

  Further, support bolts 29 are attached to the left and right support plates 7a and 7b, and chain plastics 25 and 25 are attached to the support bolts 29 via collars 27, and the chain plastics 25 and 25 are rotated. Thus, the rear wheel hub 12 can be pressed by the chain plastics 25, 25 to move the rear wheel hub 12 to the rear of the vehicle.

  Since the rear wheel hub 12 is structured to be attached to the long holes 10a and 10b that are long in the front and rear directions provided in the support plates 7a and 7b with bolts 23 and 23, the rear wheel hub 12 can withstand the load in the vehicle front-rear direction acting on the rear wheel hub 12. The support rigidity for supporting the rear wheel hub 12 is reduced, and it takes much time to adjust the play of the chain.

  If the weight of the rear wheel hub 12 and the rear axle 13 is large, a large operating force is required to move the rear wheel hub 12 and the rear axle 13. If possible, it is desirable that the operating force during chain play adjustment is small.

  An object of the present invention is to improve the support rigidity of the case and reduce the operating force during chain adjustment in the chain play adjusting device.

Invention, mounted movably final gear case to a body frame of a vehicle having an independent suspension, it supports the rear drive means for driving the left and right rear wheels in the final gear case, the rear-drive according to claim 1 In the chain play adjusting device for attaching a driven sprocket to the means and adjusting the play of the chain passed between the engine side and the driven sprocket, the vehicle body frame extends in the front-rear direction below the vehicle body, and the front and rear above the under frame. and a rear sub-frame extending in a direction, the final gear case mounted to be swingable about a swing shaft on the vehicle body frame, the other mounting portion of the vehicle body frame of the final gear case, the vehicle body frame side It is attached to the provided swing allowable structure and the swing shaft is Characterized in that it is arranged between the supporting portion of the provided front and rear two positions on the body frame in order to swingably support the suspension arm to the vehicle body frame.

The final gear case swingably held to the vehicle body frame, in a Turkey to adjust the swing amount of the final gear case, the pivot shaft of the final gear case do not move in the longitudinal direction, with the swing shaft It is possible to reliably support the load in the longitudinal direction of the vehicle. Further, if the distance from the swing shaft to the swing amount adjusting unit is changed, it is possible to change the operating force for adjusting the chain play.

The invention according to claim 2, the rear drive unit, constituted by a portion of the left and right constant velocity joints provided at the ends of a pair of drive shafts for transmitting the driving force to the left and right wheels, the final gear case driven sprocket And a part of the left and right constant velocity joints driven by the driven sprocket are detachably accommodated.

Since the final gear case detachably accommodating a portion of the driven sprocket and the constant velocity joint, respectively, for example, is attached to the driven sprocket to a rear drive unit, to the concatenation of the respective constant velocity joints to both ends of the rear drive unit In comparison, the structure of the driving force transmission unit can be simplified.

Invention, a vehicle body provided with a swing shaft in the upper position of the final gear case, the other mounting portion of the final gear case and two locations before and after the final gear case, corresponding to the mounting portions of the two positions according to claim 3 A swing-allowing structure is provided on the frame side.

Holding the casing at three locations on the body frame side, further, that the most upper side is provided the pivot shaft, a final gear case more stably it can be held, and if you pass over the chain back and forth , it is possible to effectively adjust the play of the chain by the swinging of the final gear case.

The invention according to claim 4 is characterized in that a rotating cam mechanism for adjusting a swing amount of the final gear case is provided at the other mounting portion of the final gear case.
If the distance from the swing shaft to the rotating cam mechanism is changed, it is possible to change the operating force for adjusting chain play.

The invention according to claim 5, together with the final gear case downwardly provided under frame for supporting the lower side of the final gear case is provided with a rear frame extending oriented vertically to the rear of the final gear case, these under- bonding the frame and rear frame at the rear of the final gear case, mounting the bracket across the under frame and the rear frame on the joint portion, characterized in that a rotating cam mechanism to the bracket.

  A bracket is attached to the joint between the underframe and the rear frame, and a rotating cam mechanism is provided on this bracket, so that the case where the driving force acts on the rotating cam mechanism can be supported by a portion with high strength and rigidity. it can.

According to a sixth aspect of the present invention, the swing permitting structure is an arc-shaped elongated hole provided in a case support bracket attached to a support portion of a lower suspension arm that is paired with the suspension arm in the vertical direction. The mounting bolt is tightened through a long hole and a bolt insertion hole provided in another mounting portion of the final gear case.

In the invention according to claim 7, the vehicle body frame is connected to the underframe extending in the vehicle front-rear direction supporting the lower side of the final gear case below the final gear case, and to the rear end of the underframe behind the final gear case and in the vertical direction A rear frame extending in the direction of the vehicle, and a rear sub-frame having a rear end connected to the rear frame and extending above the final gear case and supporting the upper side of the final gear case. Support portions at two front and rear sides surrounding the swing shaft are provided on the rear subframe, and support portions for the lower suspension arm paired with the suspension arm vertically are provided on the underframe.

In the invention according to claim 1, moving the final gear case swingably held to the vehicle body frame, in a Turkey to adjust the swing amount of the final gear case, the pivot shaft of the final gear case in the longitudinal direction since no, can support the load of the vehicle longitudinal direction reliably by the swing shaft, it is possible to further improve the support rigidity of the final gear case. Further, if the distance from the swing shaft to the swing amount adjusting unit is changed, the operation force for adjusting the chain play can be reduced, and a chain play adjusting device suitable for the model can be set.

In the invention according to claim 2, since the final gear case for accommodating a portion of the driven sprocket and a constant velocity joint detachably respectively, it can be simplified the structure of the driving force transmitting unit, compact the final gear case The weight can be reduced. Therefore, it is possible to move the final gear case and driven sprocket with a small operation force by the time slack adjustment of the chain, the chain slack adjustment can be easily performed.

In the invention according to claim 3, held on the vehicle body frame side the final gear case at three points, further, the most in the upper to the provision of the pivot shaft, a can hold the final gear case more stably, also When the chain is stretched back and forth, the play of the chain can be adjusted effectively.

In the invention according to claim 4, since the rotary cam mechanism for adjusting the swing amount of the final gear case is provided at the other mounting portion of the final gear case, the chain play adjustment can be performed by changing the distance from the swing shaft to the rotary cam mechanism. Therefore, the chain play adjusting device suitable for the model can be set.

In the invention according to claim 5 , the bracket is attached to the joint portion between the under frame and the rear frame, and the rotary cam mechanism is provided on the bracket, so that the driving force can be transmitted through the rotary cam mechanism at a portion having high strength and rigidity. it is possible to support the final gear case for action, it is possible to firmly support the final gear case.

In the invention according to claim 6, the rocking permissible structure is an arc-shaped elongated hole provided in a case support bracket attached to a support portion of a lower suspension arm that is paired with the suspension arm in the vertical direction. The mounting bolt is tightened through the elongated hole and the bolt insertion hole provided in the other mounting portion of the final gear case.

In the invention according to claim 7, the vehicle body frame is connected to the underframe extending in the vehicle longitudinal direction supporting the lower side of the final gear case below the final gear case, and to the rear end of the underframe behind the final gear case and in the vertical direction A rear frame extending in the direction of the vehicle, and a rear sub-frame having a rear end connected to the rear frame and extending above the final gear case and supporting the upper side of the final gear case. Two support portions surrounding the swing shaft are provided in the rear subframe, and a support portion of the lower suspension arm that is paired with the suspension arm in the vertical direction is provided in the underframe.

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 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 play of the chain 47 can be adjusted.

The final gear case 133 that supports the driven sprocket 134 shown above, the mounting bolt 146 that becomes the swinging shaft of the final gear case 133, the snail cam 155, the mounting bolt 152 that becomes the rotating shaft of the snail cam 155, and the outer peripheral surface 157 of the snail cam 155 are applied. The pin 158 constitutes the chain play adjusting device 159.
Further, the snail cam 155 and the pin 158 constitute a rotating cam mechanism 160.

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 in which an upper end is attached to the vehicle body frame 11 (see FIG. 1) and a lower end is attached to the lower arm, 163 and 164 are upper arms for rear wheels, and 166 and 167 are lower arms for 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 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 part according to the present invention. The bearing part 176 of the driving force transmission part 175 includes a left bearing part 221 and a right bearing part 222, and the left bearing part 221 and the right bearing part. Since 222 is symmetrical with the basic structure, only the left bearing portion 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.
The left and right housings 231 and 231 constitute a rear drive shaft 244.

  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.
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 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 and 288, substantially cup-shaped end receiving members 291 and 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.

Next, the play adjustment of the chain 47 described above will be described.
11 (a) and 11 (b) are operation diagrams showing the operation of adjusting chain play of the vehicle according to the present invention.
(A) is a state before adjusting the play of the chain 47, and shows the same state as FIG. The chain 47 and the driven sprocket 134 are indicated by bold lines, and the snail cam 155 is cross-hatched to facilitate understanding of the shape. In the figure, 421 is a center point of the driven sprocket 134, 422 is a straight line passing through the center point 421 and the axis of the mounting bolt 146 serving as the swing shaft of the final gear case 133.

  From this state, first, the three mounting bolts 146, 148, 152 are loosened, and then the snail cam 155 is rotated around the mounting bolt 152 in the direction of the arrow. As a result, the distance from the mounting bolt 152 to the outer peripheral surface 157 of the snail cam 155 gradually increases, and the snail cam 155 moves backward while pressing the pin 158 fixed to the case support bracket 132.

(B) shows a state after the snail cam 155 is rotated.
Since the snare cam 155 moves rearward from the position (a), the final gear case 133 swings in the direction of the arrow about the mounting bolt 146 via the mounting bolt 152 accordingly.

As a result, together with the final gear case 133, the center point 421 of the driven sprocket 134 (here, the center point before movement is 421A and the center point after movement is 421B) is moved by a distance D to the rear of the vehicle. Thereby, the play of the chain 47 can be adjusted, that is, the play can be reduced.
When the adjustment of the play of the chain 47 is completed, the final gear case 133 is fixed by tightening the three mounting bolts 146, 148, 152.

  For example, in the type of adjusting the chain play by sliding the case side in the longitudinal direction of the vehicle, it is difficult to reduce the difference in the amount of movement of the left and right ends of the case when the case side is slid. It is necessary to adopt a structure in which the right end is moved alternately little by little, or a cam mechanism that moves left and right is synchronized and rotated, but in the present invention, the final gear case 133 is swung around the mounting bolt 146. Since the movement of the chain 47 is adjusted by moving it, the difference in the amount of movement of the left and right ends of the final gear case 133 can be made smaller (that is, the final gear case 133 is less likely to tilt left and right). Therefore, the chain play adjustment can be easily performed, and the structure for the chain play adjustment can be simplified.

  In addition, the chain play adjusting device of the present invention can be combined with the left and right independent suspensions to move only a part of the final gear case 133, the driven sprocket 134, the bearing portion 176, and the constant velocity joint 184 when adjusting the chain play. It is not necessary to move the left and right rear wheels as in the prior art, and the operation force can be reduced, which is a preferable structure for adjusting chain play.

  As described above with reference to FIGS. 1, 2, and 5, according to the present invention, first, a final gear case 133 is movably attached to the vehicle body side, and a rear drive shaft 244 as a rear drive means is attached to the final gear case 133. A driven sprocket 134 is attached to the rear drive shaft 244, and a final gear case 133 is provided in a chain play adjusting device 159 that adjusts the play of the chain 47 passed to the engine 16 side, specifically, the drive sprocket 46 and the driven sprocket 134. Rotating cam that holds the shaft about a mounting bolt 146 as a swinging shaft with respect to the vehicle body and adjusts the swinging amount toward the mounting portion of the final gear case 133 to the other vehicle body, that is, the mounting bolt 152 side. Mechanism 160, ie, snail cam 155 and pin 158 Characterized by comprising.

  Since the final gear case 133 is held swingably with respect to the vehicle body and the rotating cam mechanism 160 that adjusts the swing amount of the final gear case 133 is provided, the mounting bolt 146 that is the swing shaft of the final gear case 133 is moved in the front-rear direction. Since it does not move, the mounting bolt 146 can reliably support the load in the vehicle longitudinal direction, and the support rigidity of the final gear case 133 can be further improved. Further, if the distance from the mounting bolt 146 to the rotating cam mechanism 160, more specifically, the distance from the mounting bolt 146 to the contact point between the snail cam 155 and the pin 158, the operating force for adjusting the chain play can be reduced. A chain play adjusting device 159 suitable for the above can be set.

  Secondly, according to the present invention, the rear drive shaft 244 is part of the left and right constant velocity joints 184 provided at the ends of the pair of drive shafts 177 and 178 that transmit the driving force to the rear wheels 21 and 22 as left and right wheels. More specifically, it is composed of left and right housings 231 and 231, and a driven sprocket 134 and housings 231 and 231 driven by the driven sprocket 134 are detachably housed in a final gear case 133.

  Since the final gear case 133 detachably houses the driven sprocket 134 and the housings 231 and 231, the structure of the driving force transmission unit can be simplified, and the final gear case 133 can be reduced in size and weight reduced. Can be achieved. Therefore, the final gear case 133 and the driven sprocket 134 can be moved with a smaller operating force when adjusting the play of the chain 47, and the chain play can be adjusted easily.

  Thirdly, according to the present invention, a mounting bolt 146 as a swinging shaft is provided at an upper position of the final gear case 133, and the other mounting portions of the final gear case 133, that is, the mounting bolts 148 and 152 are arranged on the front and rear sides of the final gear case 133. It is characterized in that arc-shaped elongated holes 147 and 151 as swing-allowing structures are provided on the vehicle body side corresponding to these two mounting portions.

  The final gear case 133 is held at three positions on the vehicle body side, and the mounting bolt 146 as a swing shaft is provided on the uppermost side, so that the final gear case 133 can be held more stably, and the chain 47 can be The play of the chain 47 can be adjusted effectively when it is stretched back and forth.

  Fourthly, in the present invention, lower frames 76 and 77 as underframes for supporting the lower side of the final gear case 133 are provided below the final gear case 133, and a rear frame extending in the vertical direction behind the final gear case 133 is provided. The rear vertical frames 86 and 87 are provided, and the lower frames 76 and 77 and the rear vertical frames 86 and 87 are joined at the rear part of the final gear case 133, and the lower frames 76 and 77 and the rear vertical frames 86, A case support bracket 132 is attached as a bracket across 87, and a rotating cam mechanism 160 is provided on the case support bracket 132.

  A case support bracket 132 is attached to the joint between the lower frames 76 and 77 and the rear vertical frames 86 and 87, and a rotating cam mechanism 160 is provided on the case support bracket 132. Specifically, an attachment bolt 152 is provided on the case support bracket 132. Since the snail cam 155 is rotatably attached to the case support bracket 132 and the pin 158 is attached to the case support bracket 132, the final gear case 133 on which the driving force acts can be supported via the rotary cam mechanism 160 at a portion having high strength and rigidity. The final gear case 133 can be firmly supported.

  The chain play adjusting device of the present invention is suitable for a vehicle, in particular, one in which left and right wheels are independently suspended.

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 which concerns on this invention. It is sectional drawing of the driving force transmission part principal part 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 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 operation view showing an operation of chain play adjustment of a vehicle according to the present invention.

11 ... vehicle body frame, 21 ... wheel (rear wheel), 47 ... chain, 76, 77 ... under frame (lower frame), 86, 87 ... rear frame (rear vertical frame), 91, 92 ... Riyasabu frame, 113, 114 ... support of the two places before and provided to the body frame (upper arm supporting portion), 116, 117 ... support part of the lower suspension arm (lower arm support portion), 131, 132 ... to case support brackets, 133 ... off Ainarugiyake scan, 134 ... driven sprocket, 142, 143 ... bolt insertion hole 146 ... pivot shaft (mounting bolts), 147,151 ... swing allowable structure (elongated arcuate hole), 148, 152 ... mounting bolts 159 ... chain slack adjustment device, 160 ... rotating cam mechanism, 177, 178 ... drive shaft, 184 185 ... the constant velocity joint, 244 ... rear drive means (rear drive shaft).

Claims (7)

Mounted movably final gear case to a body frame of a vehicle having an independent suspension, in the final gear case to support the rear drive means for driving the left and right rear wheels of mounting the driven sprocket to the rear drive unit, In the chain play adjusting device for adjusting the play of the chain passed to the engine side and the driven sprocket,
The vehicle body frame includes an under frame that extends in the front-rear direction below the vehicle body, and a rear subframe that extends in the front-rear direction above the under frame,
The final gear case, the center swingably mounted to the pivot shaft on the body frame, the other mounting portion of the vehicle body frame of the final gear case, the swing allowable structure provided on the vehicle body frame side The swinging shaft is mounted between two front and rear support portions provided on the vehicle body frame so as to swingably support the suspension arm on the vehicle body frame in a side view. Chain play adjustment device. Wherein the rear drive unit, constituted by a portion of the left and right constant velocity joints provided at the ends of a pair of drive shafts for transmitting the driving force to the left and right wheels, the final gear case, and the driven sprocket, the driven sprocket 2. The chain play adjusting device according to claim 1, wherein a part of the left and right constant velocity joints driven by the detachable unit is detachably accommodated. The pivot shaft is provided at an upper position of the final gear case, the other mounting portion of the final gear case is a two locations before and after the final gear case, corresponding to the mounting portion of these two places the The chain play adjusting device according to claim 1, wherein the swing allowance structure is provided on a vehicle body frame side. The chain play adjusting device according to any one of claims 1 to 3, further comprising a rotating cam mechanism that adjusts a swing amount of the final gear case at the other mounting portion of the final gear case. Wherein the under frame below the final gear case for supporting the lower side of the final gear case provided, provided with a rear frame extending oriented vertically to the rear of the final gear case, these under frame and the rear frame final gear 5. The chain play adjusting device according to claim 4 , wherein the chain play adjusting device is joined at a rear portion of the case, a bracket is attached to the joined portion over the underframe and the rear frame, and the rotating cam mechanism is provided on the bracket. The rocking permissible structure is an arc-shaped slot provided in a case support bracket attached to a support portion of a lower suspension arm that is paired with the suspension arm in the vertical direction. The chain play adjusting device according to any one of claims 1 to 5, wherein a bolt is tightened through a bolt insertion hole provided in the other mounting portion of the gear case. The vehicle body frame is connected to the underframe extending in the vehicle front-rear direction to support the lower side of the final gear case below the final gear case, and connected to the rear end of the underframe at the rear of the final gear case and directed vertically. A rear frame extending in the vehicle front-rear direction and having a rear end coupled to the rear frame and supporting the upper side of the final gear case above the final gear case,
  The swing shaft and the support portions at the two front and rear positions surrounding the swing shaft are provided on the rear sub-frame,
  The chain play adjusting device according to any one of claims 1 to 6, wherein a support portion of a lower suspension arm that is vertically paired with the suspension arm is provided on the underframe.

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