JP6774903B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle including wheels connected to the vehicle body via a swing arm and a suspension device.

Conventionally, in order to reduce the impact on the transmission even if the ground contact surface of the wheel changes and the friction changes, the input shaft is transmitted with the driving force from the prime mover mounted on the vehicle on which the front and rear wheels are driven. The front wheel side output shaft, which is arranged parallel to the input shaft and outputs the driving force to the front wheels, and the rear wheel side output shaft, which is arranged parallel to the input shaft and the front wheel side output shaft and outputs the driving force to the rear wheels. A wheel-side output shaft, a front wheel-side transmission mechanism that can freely transmit the rotation of the input shaft to the front wheel-side output shaft, and a rear-wheel side transmission mechanism that can freely transmit the rotation of the input shaft to the rear wheel-side output shaft. A front wheel side clutch provided in the power transmission path between the front wheel side transmission mechanism and the front wheels, and a rear wheel side clutch provided in the power transmission path between the rear wheel side transmission mechanism and the rear wheels. Is known (see, for example, Patent Document 1).

Patent Document 2 is known as a drive device for moving the front wheels of a two-wheel drive motorcycle.

In Patent Document 2, a support column arranged between the front wheel suspension and the prime mover, provided with a first transmission member and a second transmission member arranged between the support column main body and the steering front wheel. It has a support. In a drive device in which the front wheels of a two-wheel drive motorcycle are driven by a swivel handlebar in a steering column, the front wheel suspension is made telescopic, and is rotatably attached to the suspension with respect to the steering column and is front. At least one fork tube slidably attached is provided in a sleeve fixed to the axle of the wheel, and a shock absorber means is inserted between the fork tube and the sleeve.

Japanese Unexamined Patent Publication No. 2016-215886 Special Table No. 4-505597

Patent Document 1 is a front-rear wheel transmission in a four-wheel drive vehicle having a normal monocoque body, for example, and a front-rear wheel transmission in a lightweight body or suspension type in a saddle-type vehicle such as a four-wheel buggy or a two-wheel drive vehicle. Absent.

Further, a drive device for moving the front wheels of a two-wheel drive motorcycle as in Patent Document 2 is advantageous when used roughly in a rough road environment such as sand or mud for sports or military use. However, since one end of the support of Patent Document 2 is attached coaxially with the gear box output shaft and the other end is attached to the relay box, the relay box is fixed to the sleeve of the telescopic front fork constituting the front suspension. When the front suspension reciprocates, the strut equipped with the drive shaft makes a circular motion around the gearbox output shaft, so the operation of the front suspension is restricted by the circular motion around the gearbox output shaft of the strut. There is a problem that it cannot operate.

Furthermore, in the case of a two-wheel drive motorcycle, if the circumferences of the front and rear tires are not the same, for example, if the rear wheels are larger, there will be a difference in peripheral speed between the front and rear tires, which will load the tires and drive system. Is hung. Even if there is no problem when going straight, the tread (contact patch) moves to the side of the tire when cornering, so the peripheral speed differs between front and rear, and as a result, the handling weight on the paved road and the driving force at the front If the rear wheels are large when the accelerator is opened, the peripheral speed of the rear wheels will be faster and oversteer will occur, and due to problems such as power circulation due to the transmission of the load from the road surface, the ride will be different from the normal rear wheel drive vehicle. There are problems such as taste. In order to avoid this, for example, there is a means for transmitting power via a one-way clutch or the like, but the power cannot be transmitted temporarily, but it is not a fundamental solution.

Therefore, there is no effect on the operation of suspension devices such as the front suspension, there is no difference in peripheral speed between the front and rear tires, and problems such as power circulation due to the transmission of load from the road surface do not occur. There is a demand for a lightweight body and suspension type vehicle for saddle-mounted vehicles such as the above.

In view of the above points, it is an object of the present invention to provide a vehicle capable of smoothly operating the suspension device.

[1] In order to achieve the above object, the present invention
With the vehicle body (for example, the vehicle body 8 of the embodiment; the same applies hereinafter)
A prime mover provided on the vehicle body (for example, the prime mover 2 of the embodiment; the same applies hereinafter).
Wheels that rotate by the output of the prime mover (for example, front wheels WF1 and WF2 of the embodiment; the same applies hereinafter).
A support that rotatably supports the wheel (for example, the front wheel arm 148 of the embodiment; the same applies hereinafter).
With a steering device that changes the direction of the wheels (for example, the steering wheel 512 of the embodiment; the same applies hereinafter).
A suspension device (for example, the telescopic front suspension 312 of the embodiment; the same applies hereinafter) that suppresses the transmission of impact and vibration between the vehicle body and the wheels.
A swing arm that connects the vehicle body and the wheel (for example, the front swing arm 134 of the embodiment; the same applies hereinafter).
(For example, the automobile 1 and the bicycle 1'of the embodiment; the same shall apply hereinafter).
The swing arm includes a swingable swing portion (for example, the front end portion 134a of the embodiment; the same applies hereinafter).
Power can be freely transmitted to the wheel via a connecting link (for example, the connecting link 152 of the embodiment; the same applies hereinafter) that is swingably connected to the swinging portion. A constant velocity joint (for example, the constant velocity joint 140 of the embodiment; the same applies hereinafter) is provided.
The connecting link and the support are connected via a spherical joint (for example, the ball joint 150 of the embodiment; the same applies hereinafter).

According to the present invention, since the swing portion of the swing arm and the axle are connected via a connecting link and a spherical joint, even if the motion locus of the suspension device and the motion locus of the swing arm are different, Changes in both trajectories can be absorbed by the connecting link and the spherical joint, and the suspension device and the swing arm can be operated smoothly.

[2] Further, in the present invention,
A continuously variable transmission (for example, continuously variable transmission 3 of the embodiment; the same applies hereinafter) is provided.
The wheels are either front wheels or rear wheels.
The transmission is
An input shaft (for example, the input shaft 14 of the embodiment; the same applies hereinafter) to which the driving force from the prime mover is transmitted.
A front wheel side output shaft (for example, the front wheel side output shaft 16 of the embodiment; the same applies hereinafter) which is arranged parallel to the input shaft and outputs a driving force to the front wheels.
With the rear wheel side output shaft (for example, the rear wheel side output shaft 18 of the embodiment; the same applies hereinafter) which is arranged parallel to the input shaft and the front wheel side output shaft and outputs a driving force to the rear wheel. ,
A front wheel side transmission mechanism capable of freely transmitting the rotation of the input shaft to the front wheel side output shaft (for example, the front wheel side transmission mechanism 24 of the embodiment; the same applies hereinafter).
A rear wheel side transmission mechanism capable of freely transmitting the rotation of the input shaft to the rear wheel side output shaft (for example, the rear wheel side transmission mechanism 26 of the embodiment; the same applies hereinafter).
A front wheel side clutch (for example, the front wheel side clutch 28 of the embodiment; the same shall apply hereinafter) provided in the power transmission path between the front wheel side transmission mechanism and the front wheel.
It is preferable to provide a rear wheel side clutch (for example, the rear wheel side clutch 30 of the embodiment; the same applies hereinafter) provided in the power transmission path from the rear wheel side transmission mechanism to the rear wheel.

According to such a configuration, a front wheel side clutch is provided in the power transmission path from the front wheel side transmission mechanism to the front wheels, and a rear wheel side clutch is provided in the power transmission path from the rear wheel side transmission mechanism to the rear wheels. ing. Therefore, even if the ground contact surface of the wheel changes and the friction changes, the impact transmitted to the transmission can be absorbed by the front wheel side clutch and the rear wheel side clutch.

Further, by controlling the gear ratio between the front wheel side transmission mechanism and the rear wheel side transmission mechanism in consideration of the difference in diameter between the front wheels and the rear wheels, it is possible to control the difference in peripheral speed between the front wheels and the rear wheels. .. As a result, it is possible to prevent an extra load from the road surface being input based on the difference in peripheral speed between the front wheels and the rear wheels.

[3] Further, in the present invention, the front wheel side clutch is on the same axis as the front wheel side output shaft and is provided on the front wheel side transmission mechanism, and the rear wheel side clutch is the rear wheel side output. It is preferably provided on the same axis as the shaft and in the rear wheel side transmission mechanism.

According to such a configuration, since the front wheel side clutch and the rear wheel side clutch are provided in the speed change mechanism, the control by the control unit becomes easy.

[4] Further, in the present invention,
The transmission according to claim 2 or 3.
The front wheel side transmission mechanism
A pulley shaft provided on the same axis as the input shaft (for example, the pulley shaft 20 of the embodiment; the same applies hereinafter).
A front wheel side drive pulley provided on the pulley shaft (for example, the front wheel side drive pulley 50 of the embodiment; the same applies hereinafter).
A front wheel side driven pulley (for example, the front wheel side driven pulley 52 of the embodiment; the same applies hereinafter) provided on the front wheel side output shaft is provided.
The rear wheel side transmission mechanism
A rear wheel side drive pulley provided on the pulley shaft (for example, the rear wheel side drive pulley 60 of the embodiment; the same applies hereinafter).
A rear wheel side driven pulley (for example, a rear wheel side driven pulley 62 of the embodiment; the same shall apply hereinafter) provided on the rear wheel side output shaft is provided.
The front wheel side drive pulley rotates integrally with the front wheel drive side fixed half body fixed to the pulley shaft (for example, the front wheel drive side fixed half body 50a of the embodiment; the same applies hereinafter) and the pulley shaft. The front wheel drive side movable half body (for example, the front wheel drive side movable half body 50b of the embodiment; the same applies hereinafter) that can move in the axial direction of the pulley shaft is provided.
The front wheel side driven pulley is integrated with the front wheel driven side fixed half body fixed to the front wheel side output shaft (for example, the front wheel driven side fixed half body 52a of the embodiment; the same applies hereinafter) and the front wheel side output shaft. It is provided with a front wheel driven side movable half body (for example, the front wheel driven side movable half body 52b of the embodiment; the same applies hereinafter) that can rotate and move in the axial direction of the front wheel side output shaft.
The rear wheel side drive pulley rotates integrally with the rear wheel drive side fixed half body fixed to the pulley shaft (for example, the rear wheel drive side fixed half body 60a of the embodiment; the same applies hereinafter) and the pulley shaft. The rear wheel drive side movable half body (for example, the rear wheel drive side movable half body 60b of the embodiment; the same applies hereinafter) that is movable in the axial direction of the pulley shaft is provided.
The rear wheel side driven pulley includes a rear wheel driven side fixed half body fixed to the rear wheel side output shaft (for example, the rear wheel driven side fixed half body 62a of the embodiment; the same applies hereinafter) and the rear wheel side. The rear wheel driven side movable half body (for example, the rear wheel driven side movable half body 62b of the embodiment; the same applies hereinafter) that rotates integrally with the output shaft and is movable in the axial direction of the rear wheel side output shaft is provided. ,
The front wheel side drive pulley and the rear wheel side drive pulley are arranged on the pulley shaft so that the front wheel drive side fixed half body and the rear wheel drive side fixed half body are adjacent to each other on the pulley shaft.
The front wheel driven side movable half body is arranged on the rear wheel side drive pulley side of the front wheel driven side fixed half body.
It is preferable that the rear wheel driven side movable half body is arranged on the front wheel side drive pulley side of the rear wheel driven side fixed half body.

According to such a configuration, the front wheel drive side fixed half body and the rear wheel drive side fixed half body can be arranged adjacent to each other, and the distance between the front wheel side drive pulley and the rear wheel side drive pulley can be minimized. It can be set, and the axial dimension of the transmission can be set short.

Further, the front wheel driven side movable half body is arranged on the rear wheel side drive pulley side of the front wheel driven side fixed half body, and the rear wheel driven side movable half body is arranged on the front wheel side drive pulley side of the rear wheel driven side fixed half body. Placed on the side. Therefore, the empty space on the rear wheel side transmission mechanism of the front wheel driven pulley can be effectively used as a moving space for the front wheel driven side movable half body. Further, the empty space on the front wheel side transmission mechanism side of the rear wheel driven pulley can be effectively utilized as a moving space for the rear wheel driven side movable half body. Therefore, the axial dimension of the transmission can be shortened.

[5] Further, in the present invention, the front wheel side clutch is provided with a control unit (for example, the control unit ECU of the embodiment; the same applies hereinafter) that controls the front wheel side clutch and the rear wheel side clutch. The target drive torque of the front wheels, which is set based on the vehicle information, is controlled to be transmitted from the input shaft to the front wheel side output shaft, and the rear wheel side clutch is set based on the predetermined vehicle information. It is preferable that the target drive torque of the rear wheels is controlled so as to be transmitted from the input shaft to the rear wheel side output shaft.

According to such a configuration, the driving force can be controlled by the front wheel side clutch and the rear wheel side clutch, and the responsiveness and controllability to the driving force request of the driver, the traction control system, or the like can be improved.

FIG. 1 is a schematic view showing a four-wheeled vehicle according to a first embodiment of the embodiment of the present invention. FIG. 2 is a schematic view showing the four-wheeled vehicle of FIG. 1 from the side. FIG. 3A is a plan view showing a driving device and a steering wheel for driving the front wheels of the four-wheeled vehicle according to the first embodiment. FIG. 3B is a front view showing a driving device and a steering wheel for driving the front wheels of the four-wheeled vehicle of the first embodiment. FIG. 4 is an explanatory view of a drive device for driving the front wheels of the four-wheeled vehicle of the first embodiment. FIG. 5 is an explanatory view of a drive device for driving the front wheels of the four-wheeled vehicle according to the second embodiment of the present embodiment. FIG. 6A is a plan view showing a drive device for driving the front wheels of the four-wheeled vehicle of the second embodiment. FIG. 6B is a front view showing a drive device for driving the front wheels of the four-wheeled vehicle of the second embodiment. FIG. 7 is an explanatory diagram of a two-wheeled vehicle according to a third embodiment of the present embodiment. FIG. 8 is a schematic view showing the two-wheeled vehicle of the third embodiment from the side. FIG. 9A is an explanatory diagram showing power transmission to the front wheels of the third embodiment. FIG. 9B is a front view showing the two-wheeled vehicle of the third embodiment. FIG. 9C is an explanatory view showing a drive device for driving the front wheels of the two-wheeled vehicle of the third embodiment from the side. FIG. 10A is an explanatory diagram showing power transmission to the front wheels of the fourth embodiment. FIG. 10B is a front view showing the two-wheeled vehicle of the fourth embodiment. FIG. 10C is an explanatory view showing a drive device for driving the front wheels of the two-wheeled vehicle of the third embodiment from the side. FIG. 11 is an explanatory diagram showing a linear motion locus of the front suspension of the two-wheeled vehicle of the fourth embodiment and a motion locus drawing an arc of the front wheel swing arm. FIG. 12 is a conceptual diagram of the vehicle control unit of the present embodiment. FIG. 13A is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13B is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13C is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13D is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13E is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13F is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13G is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 14A is an explanatory diagram showing an example of attitude control on an uphill according to the present embodiment. FIG. 14B is an explanatory diagram showing an example of attitude control on an uphill according to the present embodiment. FIG. 14C is an explanatory diagram showing an example of attitude control on an uphill according to the present embodiment. FIG. 15A is an explanatory diagram showing an example of attitude control from jump to landing in this embodiment. FIG. 15B is a conventional explanatory view showing a posture change from a jump to a landing of a conventional product. FIG. 16A is an explanatory diagram showing an example of attitude control from jump to landing in this embodiment. FIG. 16B is a conventional explanatory view showing a posture change from a jump to a landing of a conventional product. FIG. 17A is an explanatory view of a drive device for driving the front wheels of the two-wheeled bicycle according to the fifth embodiment of the present embodiment. FIG. 17B is a front view of a drive device for driving the front wheels of the two-wheeled bicycle according to the fifth embodiment of the present embodiment. FIG. 17C is an explanatory view showing a drive device for driving the front wheels of the two-wheeled bicycle according to the fifth embodiment of the present embodiment from the side. FIG. 18 is a schematic view showing an internal continuously variable transmission according to a fifth embodiment of the present embodiment.

The vehicle according to the embodiment of the present invention will be described with reference to the drawings.

[Example 1]
FIG. 1 shows an off-road saddle-mounted four-wheeled vehicle 1 according to a first embodiment of the present embodiment. As shown in FIG. 1, the automobile 1 includes two front wheels WF1 and WF2 and two rear wheels WR1 and WR2. The automobile 1 is a midship layout vehicle in which a prime mover 2 composed of an internal combustion engine or an electric motor is arranged horizontally between the front wheels WF1 and WF2 and the rear wheels WR1 and WR2. The vehicle of the present invention is not limited to the horizontal vehicle (vehicle 1) having a midship layout, and may be used for a vehicle in which a prime mover is arranged at the front or rear of the vehicle, or the prime mover is vertically placed. However, the effect of the present invention can be obtained in any vehicle.

The automobile 1 of the first embodiment includes a belt (including a chain) type continuously variable transmission 3 (also referred to as a continuously variable transmission).

The automobile 1 (vehicle) includes a front wheel side differential limiting device 4 (Limited Slip Differential) and a rear wheel side differential limiting device 5.

The prime mover 2 includes a throttle valve arranged in the intake passage. The throttle valve is not mechanically connected to the accelerator pedal, but is connected to the accelerator pedal by an electric signal via a drive-by-wire mechanism including an actuator such as an electric motor, and is opened and closed according to the operation of the accelerator pedal.

The inflow amount of the air sucked into the prime mover 2 is adjusted by the throttle valve and mixed with the fuel injected from the injector through the intake manifold to become an air-fuel mixture. When the intake valve of the cylinder is opened, the air-fuel mixture flows into the cylinder. The air-fuel mixture in the cylinder is ignited by the spark plug and burned, pressing the piston. The pressed piston rotates the crank shaft, and the burned air-fuel mixture becomes exhaust gas and is discharged from the prime mover 2. The driving force output from the crankshaft of the prime mover 2 is transmitted to the continuously variable transmission 3.

As shown from the side of the automobile 1 in FIG. 2, the continuously variable transmission 3 is arranged below the prime mover 2, and the power of the prime mover 2 is input via the chain 6 (or belt).

With reference to FIG. 1, the stepless transmission 3 is attached to the vehicle body 8, and is arranged in parallel with the input shaft 14 rotatably supported in the transmission case 12 and the input shaft 14. The front wheel side output shaft 16 and the rear wheel side output shaft 18 arranged parallel to the input shaft 14 and the front wheel side output shaft 16, the tubular pulley shaft 20 arranged concentrically with the input shaft 14, and the front and rear. It includes a forward switching mechanism 22, a front wheel side transmission mechanism 24, a rear wheel side transmission mechanism 26, a front wheel side clutch 28, and a rear wheel side clutch 30. An input shaft 14 is inserted into the pulley shaft 20, and the pulley shaft 20 is pivotally supported by the input shaft 14 so as to be relatively rotatable.

The forward / backward switching mechanism 22 is composed of a single pinion type planetary gear mechanism, and includes a sun gear 32, a ring gear 34, a carrier 36, a pinion 38, a forward switching clutch 40, and a reverse reverse switching brake 42.

The sun gear 32 is fixed to the input shaft 14 and rotates integrally with the input shaft 14. The ring gear 34 is arranged concentrically with the sun gear 32 and is fixed so as to rotate integrally with the pulley shaft 20.

A plurality (for example, three) pinions 38 are arranged around the sun gear 32 at equal intervals, and mesh with the sun gear 32 and the ring gear 34, respectively. The carrier 36 pivotally supports the pinion 38 in a self-rotating manner, and the carrier 36 itself rotates to revolve around the pinion 38 with respect to the sun gear 32.

The forward switching clutch 40 is configured to be freely switchable between a connected state in which the sun gear 32 and the ring gear 34 are connected and a released state in which the connection is disconnected. The reverse switching brake 42 is configured to be freely switchable between a fixed state in which the carrier 36 and the transmission case 12 are connected to prevent the carrier 36 from rotating and a released state in which the fixing is released.

The front wheel side transmission mechanism 24 includes a front wheel side drive pulley 50 fixed so as to rotate integrally with the pulley shaft 20, and a front wheel side driven pulley 52 fixed so as to rotate integrally with the front wheel side output shaft 16. A front wheel side endless member 54 composed of a metal belt or a chain is wound around the front wheel side drive pulley 50 and the front wheel side driven pulley 52.

Further, the rear wheel side transmission mechanism 26 rotates integrally with the rear wheel side drive pulley 60 fixed to the pulley shaft 20 so as to rotate integrally with the rear wheel side output shaft 18 adjacent to the front wheel side drive pulley 50. The rear wheel side driven pulley 62 is provided so as to be fixed. A rear wheel side endless member 64 composed of a metal belt or a chain is wound around the rear wheel side drive pulley 60 and the rear wheel side driven pulley 62.

The front wheel side drive pulley 50 includes a front wheel drive side fixed half body 50a fixed to the pulley shaft 20 and a front wheel drive side movable half body 50b that rotates integrally with the pulley shaft 20 and is movable in the axial direction of the pulley shaft 20. To be equipped.

The front wheel driven pulley 52 is a front wheel driven pulley 52 that rotates integrally with the front wheel driven side fixed half body 52a fixed to the front wheel side output shaft 16 and the front wheel side output shaft 16 and is movable in the axial direction of the front wheel side output shaft 16. It is provided with a side movable half body 52b.

The rear wheel side drive pulley 60 is a rear wheel drive side fixed half body 60a fixed to the pulley shaft 20 and a rear wheel drive side movable half that rotates integrally with the pulley shaft 20 and is movable in the axial direction of the pulley shaft 20. It has a body 60b.

The rear wheel side driven pulley 62 rotates integrally with the rear wheel driven side fixed half body 62a fixed to the rear wheel side output shaft 18 and the rear wheel side output shaft 18, and is oriented in the axial direction of the rear wheel side output shaft 18. It is equipped with a movable rear wheel driven side movable half body 62b.

The front wheel driven side movable half body 52b is arranged on the rear wheel side drive pulley 60 side of the front wheel driven side fixed half body 52a. The rear wheel driven side movable half body 62b is arranged on the front wheel side drive pulley 50 side of the rear wheel driven side fixed half body 62a.

The automobile 1 has a front chain 72 (or belt) that transmits the driving force output from the continuously variable transmission 3 to the differential limiting device 4 on the front wheel side, and a driving force output from the transmission 3 on the rear wheel side. It includes a rear chain 82 that transmits to the differential limiting device 5.

In the continuously variable transmission 3, the front wheel transmission side intermediate shaft 56 is arranged so as to be located on the same axis as the front wheel side output shaft 16. The front wheel shifting side intermediate shaft 56 is provided with a front wheel shifting side sprocket 58.

The front wheel side differential limiting device 4 includes a front wheel differential side sprocket 112.

The front chain 72 is wound around the front wheel shifting side sprocket 58 and the front wheel differential side sprocket 112, and power can be transmitted from the front wheel shifting side sprocket 58 to the front wheel differential side sprocket 112.

In the stepless transmission 3, a rear wheel transmission side intermediate shaft 66 is arranged so as to be located on the same axis as the rear wheel side output shaft 18. A rear wheel shifting side sprocket 68 is provided on the rear wheel shifting side intermediate shaft 66.

The rear wheel side differential limiting device 5 includes a rear wheel differential side sprocket 162.

The rear chain 82 is wound around the rear wheel shifting side sprocket 68 and the rear wheel differential side sprocket 162, and power can be transmitted from the rear wheel shifting side sprocket 68 to the rear wheel differential side sprocket 162.

The front wheel side clutch 28 disengages the front wheel side output shaft 16 and the front wheel shifting side intermediate shaft 56 freely. The rear wheel side clutch 30 freely disengages the rear wheel side output shaft 18 and the rear wheel shifting side intermediate shaft 66.

The front wheel side differential limiting device 4 is a front wheel differential limiting device that freely connects the left front wheel differential shaft 114, the right front wheel differential shaft 116, the left front wheel differential shaft 114, and the right front wheel differential shaft 116. The clutch 118 and the differential mechanism 120 are provided.

The differential mechanism 120 is arranged to face the orthogonal axis 122 arranged so as to be orthogonal to the rotation center axis of the left front wheel differential shaft 114 and the right front wheel differential shaft 116, and is rotatable on the orthogonal axis 122. A pair of bevel gears 124 that are pivotally supported by the shaft, and a pair that are fixedly provided to the left front wheel differential shaft 114 and the right front wheel differential shaft 116 so as to rotate integrally with each other and mesh with the pair of bevel gears 124, respectively. It is provided with a side gear 126. The front wheel differential side sprocket 112 is concentrically connected to the orthogonal axis 122.

The rear wheel side differential limiting device 5 freely connects the left rear wheel differential shaft 164, the right rear wheel differential shaft 166, the left rear wheel differential shaft 164, and the right rear wheel differential shaft 166. The rear wheel differential limiting clutch 168 and the differential mechanism 170 are provided.

The differential mechanism 170 is arranged opposite to each other and on the orthogonal axis 172 with the orthogonal axis 172 arranged so as to be orthogonal to the rotation center axis of the left rear wheel differential shaft 164 and the right rear wheel differential shaft 166. A pair of bevel gears 174 that are rotatably supported by the shaft, and a pair of bevel gears 174 that are fixedly provided to the left rear wheel differential shaft 164 and the right rear wheel differential shaft 166 so as to rotate integrally with each other. It includes a pair of side gears 176 that mesh with each other. Rear wheel differential side sprockets 162 are concentrically connected to the orthogonal axis 172.

The left front wheel differential shaft 114 and the right front wheel differential shaft 116 are provided with intermediate front wheel drive side sprockets 132 and 132, respectively. The vehicle body 8 is provided with a pair of left and right front swing arms 134, 134 extending forward. The front end portions 134a and 134a (swing portions) of the front swing arms 134 and 134 are provided with intermediate front wheel driven side sprockets 136, respectively. Intermediate chains 138 and 138 are wound around the intermediate front wheel drive side sprockets 132 and 132 and the intermediate front wheel driven side sprockets 136 and 136, respectively, and the intermediate front wheel drive side sprockets 132 are wound via the intermediate chains 138 and 138. Power is transmitted from the 132 to the intermediate front wheel driven sprockets 136 and 136.

One ends of constant velocity joints 140 and 140 are connected to the intermediate front wheel driven side sprockets 136 and 136. Front wheel drive side sprockets 142 and 142 are connected to the other end of the constant velocity joint 140 so as to be rotatable at a constant velocity. The constant velocity joints 140 and 140 allow the front wheels WF1 and WF2 to change their orientations due to steering operation.

The front wheels WF1 and WF2 are each provided with a pair of telescopic front suspensions 312, for a total of four. The telescopic front suspension 312 is composed of an inner tube 312a and an outer tube 312b into which the inner tube 312a is inserted. The upper portions of the pair of telescopic front suspensions 312 and 312 are connected by a bridge 314. The pair of left and right bridges 314 and 314 are connected to a steering wheel 512 arranged between them by a steering link 514. The operation of the steering wheel 512 is transmitted to the bridge 314 via the steering link 514, and the inclination of the steering wheel 512 and the bridge 314 change in the same manner. As a result, the directions of the front wheels WF1 and WF2 of the automobile 1 are controlled.

Further, the front wheels WF1 and WF2 are provided with front wheel driven side sprockets 144 that rotate integrally with the corresponding front wheels WF1 and WF2, respectively. A front wheel chain 146 is wound around the front wheel drive side sprocket 142 and the front wheel driven side sprocket 144, and power is transmitted from the front wheel drive side sprocket 142 to the front wheel driven side sprocket 144 via the front wheel chain 146. To.

The front wheel drive side sprocket 142 and the front wheel driven sprocket 44 are rotatably attached to the front wheel arm 148. Further, one end of the connecting link 152 is attached to the front wheel arm 148 via a ball joint 150 so as to be located at the upper end of the front wheel drive side sprocket 142 from the attachment position. The other end of the connecting link 152 is rotatably connected to the swinging end of the front swing arm 134.

The left rear wheel differential shaft 164 and the right rear wheel differential shaft 166 are provided with rear wheel drive side sprockets 182 and 182, respectively. Further, behind the vehicle body 8, rectangular rear wheel frames 184 and 184 that are swingably attached to the vehicle body 8 are provided. The rear wheels WR1 and WR2 are rotatably attached to the rear wheel frame 184.

Further, the rear wheel driven side sprocket 186 is attached to the rear wheel frames 184 and 184 so as to rotate integrally with the rear wheels WR1 and WR2.

Rear wheel chains 188 and 188 are wound around the rear wheel drive side sprocket 182 and the rear wheel driven side sprocket 186, and the rear wheel chain 188 changes the rear wheel drive side sprocket 182 to the rear wheel driven side sprocket 186. Power is transmitted.

Further, a telescopic rear suspension 412 is attached to the vehicle body 8 and the rear wheel frame 184. The telescopic rear suspension 412 suppresses the transmission of shocks and vibrations through the rear wheel frame 184 to the vehicle body 8. The telescopic rear suspension 412 is set to have a smaller telescopic stroke than the telescopic front suspension.

In four-wheel buggies and two-wheel off-road vehicles, it is necessary to reduce the unsprung weight to follow the road surface and to reduce the moment of inertia by mass concentration in order to exhibit excellent kinetic performance on rough roads.

Therefore, in addition to the lightweight two-wheel type telescopic suspension device (telescopic suspension), it is possible to exhibit excellent kinetic performance by concentrating the mass of heavy objects such as a differential limiting device (LSD). In addition, two driven pulleys are provided for one drive pulley via a forward / backward switching mechanism (starting clutch) from the prime mover, and each is provided with a clutch capable of starting and controlling torque capacity, and each of the front and rear wheels is provided with a clutch. Due to the mechanism that transmits power, even when slip occurs due to road surface conditions, problems such as power circulation due to the transmission of load from the road surface will occur, and depending on the road surface conditions, it is possible to start when slip occurs and the torque capacity Since a controllable clutch is provided, problems such as power circulation do not occur.

In addition, the mechanism that transmits power to the front and rear wheels makes it possible to drive only the front and rear wheels, so it is possible to appropriately respond to different road surface conditions for the front and rear wheels.

Note that FIG. 1 shows a vehicle in which the differential limiting device (LSD) is displaced in the front-rear direction of the driven pulley for convenience of explanation. However, in the four-wheeled vehicle of this embodiment, as shown from the side in FIG. 2, the differential limiting device (LSD) may be arranged in the vertical direction of the driven pulley in order to shorten the front-rear direction dimension. FIG. 2 shows a differential limiting device (LSD) arranged above the driven pulley. However, the limited slip differential (LSD) may be located below the driven pulley. Similarly, the power source may be located below the drive pulley.

FIG. 3A is a plan view showing a driving device and a steering wheel for driving the front wheels of the four-wheeled vehicle according to the first embodiment. FIG. 3B is a front view showing a driving device and a steering wheel for driving the front wheels of the four-wheeled vehicle of the first embodiment.

3A and 3B show front-wheel drive and steering devices in suspension form in four-wheel drive vehicles and two-wheel drive vehicles.

FIG. 4 is an explanatory view of a drive device for driving the front wheels of the four-wheeled vehicle of the first embodiment.

Here, the front suspension makes a linear reciprocating motion, and the front wheel swing arm makes a circular motion around the pivot. For this reason, if the swing end of the front wheel swing arm is directly connected to the front suspension, the relative distance between the linear motion trajectory of the front suspension and the motion trajectory that draws the arc of the swing end of the front wheel swing arm changes. , The front suspension may not operate smoothly. Therefore, in the first embodiment, the spherical joint that operates in conjunction with the front suspension and the front wheel swing arm equipped with the drive shaft that drives the front wheels are connected via a connecting link. This connecting link can absorb the mismatch between the two orbits.

As a result, even if the front suspension strokes sufficiently, the mismatch between the front wheel swing arm equipped with the drive shaft and the trajectory of the drive shaft that drives the front wheel connected to the spherical joint can be reduced.

[Second Example]
FIG. 5 is an explanatory view of a drive device for driving the front wheels of the four-wheeled vehicle according to the second embodiment of the present embodiment.

Compared to the first embodiment shown in FIG. 1, the front suspension has a cantilever structure. By making the front suspension a cantilever structure, the inner front suspension is eliminated and the inner front suspension does not come into contact with the vehicle body or the like. As a result, the steering angle can be increased. The rear wheel swing arm 184'also has a cantilever structure.

FIG. 6A is a plan view showing a drive device for driving the front wheels of the four-wheeled vehicle according to the second embodiment of the present embodiment. FIG. 6B is a front view showing a drive device for driving the front wheels of the four-wheeled vehicle of the second embodiment.

[Third Example]
FIG. 7 is an explanatory diagram of a two-wheeled vehicle according to a third embodiment of the present embodiment.

In the case of a two-wheeled vehicle, a forward / backward switching mechanism is not particularly required, but a forward / backward switching mechanism may be provided in the two-wheeled vehicle of the third embodiment as in the first and second embodiments.

FIG. 8 is a schematic view showing the two-wheeled vehicle of the third embodiment from the side. As shown in FIG. 8, it can be arranged compactly.

FIG. 9A is a front view showing the two-wheeled vehicle of the third embodiment. FIG. 9B is an explanatory diagram showing power transmission to the front wheels of the third embodiment.

[Fourth Example]
FIG. 10 is a front view showing a two-wheeled vehicle according to a fourth embodiment of the present embodiment. In the two-wheeled vehicle of the fourth embodiment, the front suspension has a cantilever structure as compared with the two-wheeled vehicle of the third embodiment. As a result, the space on the omitted side can be widened and the steering angle can be increased because the front suspension is one as compared with the one provided with two front suspensions.

FIG. 11 is an explanatory diagram showing a linear motion locus of the front suspension of the two-wheeled vehicle of the fourth embodiment and a motion locus drawing an arc of the front wheel swing arm.

A spherical joint that operates in conjunction with the front suspension and a front wheel swing arm equipped with a drive shaft that drives the front wheels are connected by a connecting link, and the drive shaft that drives the front wheels of the front wheel swing arm is connected to the front suspension via a drive shaft joint. Since it has a drive device that drives a drive shaft that drives the front wheels connected to a spherical joint that operates in conjunction with it, the front wheels can be driven even if the front suspension strokes sufficiently on rough roads or the like.

[Control unit]
As schematically shown in FIG. 12, the automobile 1 includes a control unit ECU including an electronic control unit composed of a CPU, a memory, and the like. The control unit ECU executes a control program stored in a storage unit such as a memory by the CPU, and based on predetermined vehicle information, the forward / reverse switching mechanism 22, the front wheel side transmission mechanism 24, the rear wheel side transmission mechanism 26, and the front wheel side. The clutch 28 and the rear wheel side clutch 30 are controlled.

Further, the automobile 1 includes a handle angle sensor, an accelerator opening sensor, a brake pressure sensor, a wheel speed sensor, an acceleration sensor, a yaw pitch lean rate gyro sensor, a pulley rotation speed sensor, a pulley pressure sensor, and a clutch pressure sensor. It is provided.

Further, the control unit ECU includes a handle angle sensor, an accelerator opening sensor, a brake pressure sensor, a wheel speed sensor, an acceleration sensor, a yaw rate sensor, a pulley rotation speed sensor, a pulley pressure sensor, and a front wheel side clutch 28 provided in the automobile 1. Information (signals) from various sensors such as the rear wheel side clutch 30 and the clutch pressure sensor such as the forward switching clutch 40 are transmitted.

The control unit ECU determines the driver's intention, the current state and behavior of the vehicle, the state of the transmission, etc. based on the information (predetermined vehicle information) received from various sensors, and determines the front wheels WF1, WF2 and the rear wheels. The target drive torques of WR1 and WR2 are set individually (may be configured to be set to be the same under predetermined conditions), and are provided in the oil pump or hydraulic control device based on the set target drive torques. The continuously variable transmission 3 is controlled by controlling the electromagnetic control valve and the like.

FIG. 12 is a conceptual diagram of the vehicle control unit of the present embodiment.

Depending on the road surface condition, the state of the vehicle is detected by the wheel speed, acceleration (front / rear G, lateral G, vertical G), rate gyro, etc. so that the front wheels and the rear wheels can be driven even when slip occurs. The state of the continuously variable transmission 3 (CVT) is detected by the pulley rotation speed, the pulley pressure, the clutch pressure, and the like.

The rider's intention is detected by the steering wheel angle, accelerator opening, brake pressure, clutch pressure, etc.

Based on this information, the control unit ECU determines, operates the hydraulic unit, and controls the CVT unit.

The clutch pressure can be set in a manual mode, for example, the rear wheels can be manually operated, and the front wheels can be automatically controlled according to the driving force of the rear wheels and the state of the vehicle. Further, depending on the road surface condition, for example, the front wheels may be manually operated, and the rear wheels may be set to automatic control according to the driving force of the front wheels and the state of the vehicle.

[Action]
Next, the driving force control of the control unit ECU when the automobile 1 goes uphill will be described with reference to FIGS. 13A to 13G. First, in FIG. 13A, before approaching the uphill, the control unit ECU controls the driving forces of the front wheels WF1 and WF2 and the rear wheels WR1 and WR2 as usual. Then, as shown in FIG. 13B, the control unit ECU confirms that the automobile 1 approaches the uphill and the frictional force and the load increase only on the front wheels WF1 and WF2 based on the signals from the wheel speed sensors of the front wheels WF1 and WF2. Controls the gear ratio of the front wheel side transmission mechanism 24 and the engagement pressure of the front wheel side clutch 28 so as to increase the driving force of the front wheels WF1 and WF2.

Then, as shown in FIG. 13C, the fact that the rear wheels WR1 and WR2 also reached the uphill and the frictional force and the load applied to the rear wheels WR1 and WR2 increased was reported from the wheel speed sensors of the rear wheels WR1 and WR2. The control unit ECU confirmed based on this controls the driving force of the front wheels WF1 and WF2 and the rear wheels WR1 and WR2 as usual.

Then, as shown in FIG. 13D, the front wheels WF1 and WF2 have climbed uphill and are in a state of idling or near idling, and the frictional force between the front wheels WF1 and WF2 and the road surface has decreased. The control unit ECU confirmed based on the signal from the wheel speed sensor of the above controls the gear ratio of the rear wheel side transmission mechanism 26 and the rear wheel side clutch 30 so as to increase the driving force of the rear wheels WR1 and WR2. As a result, the driving force that cannot be obtained by the front wheels WF1 and WF2 can be supplemented by the driving force of the rear wheels WR1 and WR2. At this time, the driving force may be transmitted only to the rear wheels WR1 and WR2 without transmitting the driving force to the front wheels WF1 and WF2.

Then, as shown in FIG. 13E, the control unit ECU confirms that the front wheels WF1 and WF2 come into contact with the road surface and the frictional force gradually increases based on the signals from the wheel speed sensors of the front wheels WF1 and WF2. The driving force is gradually increased based on the gradually increasing frictional force.

Then, as shown in FIG. 13F, the rear wheels WR1 and WR2 also climbed uphill and became idling or almost idling, and the frictional force between the rear wheels WR1 and WR2 and the road surface decreased. The control unit ECU confirmed based on the signal from the wheel speed sensor of the WR2 controls the gear ratio of the front wheel side transmission mechanism 24 and the front wheel side clutch 28 so as to increase the driving force of the front wheels WF1 and WF2. As a result, the driving force that cannot be obtained by the rear wheels WR1 and WR2 can be supplemented by the driving force of the front wheels WF1 and WF2. At this time, the driving force may be transmitted only to the front wheels WF1 and WF2 without transmitting the driving force to the rear wheels WR1 and WR2.

Then, as shown in FIG. 13G, the control unit ECU confirms that the rear wheels WR1 and WR2 come into contact with the road surface and the frictional force gradually increases based on the signals from the wheel speed sensors of the rear wheels WR1 and WR2. Gradually increases the driving force based on the gradually increasing frictional force, and returns to the normal driving force control.

Next, the attitude control of the automobile 1 when climbing an uphill according to the present embodiment will be described with reference to FIGS. 14A to 14C. A gyro sensor is mounted on the automobile 1, and information on the inclination of the automobile 1 is transmitted from the gyro sensor to the control unit ECU.

When the control unit ECU determines that the front wheels WF1 and WF2 of the automobile 1 are floating from the ground based on the signals from the wheel speed sensors of the front wheels WF1 and WF2 and the rear wheels WR1 and WR2, the control unit ECU determines that the front wheels WF1 and WF2 of the automobile 1 are floating from the ground. , The inclination of the automobile 1 is confirmed based on the inclination information of the automobile 1 received from the gyro sensor.

Then, the control unit ECU that has confirmed the inclination of the automobile 1 controls the front wheel side transmission mechanism 24 and the front wheel side clutch 28 so as to increase the rotation speeds of the front wheels WF1 and WF2. By controlling in this way, the power for rotating the front wheels WF1 and WF2 becomes a reaction force with respect to the automobile 1 so as to lift the rear wheels around the front wheels WF1 and WF2, and the automobile 1 shortens the front wheels WF1 and WF2. You can land in time.

Next, the attitude control during the jump of this embodiment will be described with reference to FIGS. 15A, 15B, 16A and 16B. A gyro sensor is mounted on the automobile 1, and information on the inclination of the automobile 1 is transmitted from the gyro sensor to the control unit ECU.

When the control unit ECU determines that the vehicle 1 is jumping based on the signals from the wheel speed sensors of the front wheels WF1 and WF2 and the rear wheels WR1 and WR2, the control unit ECU receives the vehicle 1 from the gyro sensor. The tilt of the automobile 1 is confirmed based on the tilt information of.

The control unit ECU that has confirmed the inclination of the automobile 1 confirms whether the front side of the automobile 1 is lowered downward or the front side of the automobile 1 is raised upward.

As shown in FIG. 15A, the control unit ECU, which has confirmed that the front side of the vehicle 1 is raised upward during the jump, has the rotation speeds of the front wheels WF1 and WF2 according to the degree of inclination of the vehicle 1 with respect to the horizontal posture of the vehicle 1. The front wheel side transmission mechanism 24 and the front wheel side clutch 28 are controlled so as to increase.

By controlling in this way, the power for rotating the front wheels WF1 and WF2 becomes a reaction force to the automobile 1 so as to lift the rear wheels around the front wheels WF1 and WF2, and the automobile 1 takes a horizontal posture at the time of landing. be able to. At this time, the control unit ECU transmits an instruction signal to apply the brakes of the rear wheels WR1 and WR2 of the automobile 1 so as to take a horizontal posture by using the reaction force of the braking force of the rear wheels WR1 and WR2. You may control it.

FIG. 15B shows a comparative example in the case where control is not performed as in FIG. 15A. As is clear from FIG. 15B, the landing occurs on the rear wheels WR1 and WR2, and the impact on the rear wheels WR1 and WR2 becomes large.

As shown in FIG. 16A, when the front side of the vehicle 1 is lowered downward, the rear wheels WR1 and WR2 are rotated so as to increase the rotation speed of the rear wheels WR1 and WR2 according to the degree of inclination of the vehicle 1 with respect to the horizontal posture of the vehicle 1. It controls the wheel-side transmission mechanism 26 and the rear wheel-side clutch 30.

By controlling in this way, the power to rotate the rear wheels WR1 and WR2 becomes a reaction force to the automobile 1 so as to lift the front around the rear wheels WR1 and WR2, and the automobile 1 is in a horizontal posture at the time of landing. Can be taken. At this time, the control unit ECU transmits an instruction signal to apply the brakes of the front wheels WF1 and WF2 of the automobile 1 and controls the vehicle 1 to take a horizontal posture by using the reaction force of the braking force of the front wheels WF1 and WF2. You may.

FIG. 16B shows a comparative example in the case where control is not performed as in FIG. 16A. As is clear from FIG. 16B, the landing occurs on the front wheels WF1 and WF2, and the impact on the front wheels WF1 and WF2 becomes large.

In the present embodiment, the front wheel side drive pulley 50 (including between the pulley shaft 20 and the front wheel side drive pulley 50), the front wheel side driven pulley 52, the front wheel side output shaft 16, the front wheel shift side intermediate shaft 56, and the front wheel shift side Sprocket 58, front chain 72, front wheel differential side sprocket 112, front wheel side differential limiting device 4, intermediate front wheel drive side sprocket 132, intermediate chain 138, intermediate front wheel driven side sprocket 136, constant velocity joint 140, front wheel drive side sprocket 142, the front wheel chain 146, the front wheel driven side sprocket 144, and the front wheels WF1 and WF2 correspond to the power transmission path between the front wheel side transmission mechanism and the front wheels of the present invention.

Further, in the present embodiment, the rear wheel side drive pulley 60 (including between the pulley shaft 20 and the rear wheel side drive pulley 60), the rear wheel side driven pulley 62, the rear wheel side output shaft 18, and the rear wheel shifting side. Intermediate shaft 66, rear wheel shifting side sprocket 68, rear chain 82, rear wheel differential side sprocket 162, rear wheel side differential limiting device 5, rear wheel drive side sprocket 182, rear wheel chain 188, rear wheel driven side sprocket 186, rear wheels WR1 and WR2 correspond to the power transmission path from the rear wheel side transmission mechanism of the present invention to the rear wheels.

According to the automobile 1 of the present embodiment, the front wheel side clutch 28 is provided in the power transmission path between the front wheel side transmission mechanism 24 and the front wheels WF1 and WF2, and the rear wheel side transmission mechanism 26 to the rear wheels WR1 and WR2. A rear wheel side clutch 30 is provided in the power transmission path between the two. Therefore, even if the ground contact surface of the wheel changes and the friction changes, the impact transmitted to the continuously variable transmission 3 can be absorbed by the front wheel side clutch 28 and the rear wheel side clutch 30.

Further, according to the transmission 3 of the present embodiment, the front wheel side clutch 28 and the rear wheel side clutch 30 are provided on the front wheel side transmission mechanism 24 and the rear wheel side transmission mechanism 26, respectively, so that the hydraulic control device included in the transmission 3 is provided. Can be used to control the front wheel side clutch 28 and the rear wheel side clutch 30. Therefore, it is not necessary to provide a hydraulic circuit or an electric motor dedicated to the front wheel side clutch 28 and the rear wheel side clutch 30, and the control unit ECU can easily control the front wheel side clutch 28 and the rear wheel side clutch 30.

Further, according to the automobile 1 of the present embodiment, the front wheel drive side fixed half body 50a and the rear wheel drive side fixed half body 60a can be arranged adjacent to each other, and the front wheel side drive pulley 50 and the rear wheel side drive pulley 50 can be arranged adjacent to each other. The distance from 60 can be set to the minimum, and the axial dimension of the continuously variable transmission 3 can be set short.

Further, according to the automobile 1 of the present embodiment, the front wheel driven side movable half body 52b is arranged on the rear wheel side drive pulley 60 side of the front wheel driven side fixed half body 52a, and the rear wheel driven side movable half body 62b is arranged. , It is arranged on the front wheel side drive pulley 50 side of the rear wheel driven side fixed half body 62a. Therefore, the empty space on the rear wheel side transmission mechanism 26 of the front wheel driven pulley 52 can be effectively used as the moving space of the front wheel driven side movable half body 52b.

Further, the empty space on the front wheel side speed change mechanism 24 side of the rear wheel side driven pulley 62 can be effectively utilized as a moving space for the rear wheel driven side movable half body 62b. Therefore, the axial dimension of the continuously variable transmission 3 can be shortened.

Further, according to the automobile 1 of the present embodiment, the driving force transmitted to the front wheels WF1, WF2 and the rear wheels WR1 and WR2 is controlled by controlling the fastening pressures of the front wheel side clutch 28 and the rear wheel side clutch 30. It is possible to improve the responsiveness and controllability to the driving force demands of the driver and the traction control system.

In the present embodiment, the front wheel side clutch 28 is arranged at a position where the front wheel side output shaft 16 and the front wheel shifting side intermediate shaft 56 can be connected, and the rear wheel side clutch 30 is arranged between the rear wheel side output shaft 18 and the rear wheel side output shaft 18. The one arranged at a position where the intermediate shaft 66 on the wheel speed change side can be connected has been described.

However, the intermediate portion of the front wheel side clutch of the present invention may be another portion as long as it is on the power transmission path on the front wheel side, and the intermediate portion of the rear wheel side clutch is the power transmission portion on the rear wheel side. It may be another part as long as it is on the route. However, if it is installed in a place away from the front wheel side transmission mechanism or the rear wheel side transmission mechanism, it becomes difficult to control using the same hydraulic control device as the front wheel side transmission mechanism or the rear wheel side transmission mechanism. In that case, a control device dedicated to the clutch may be provided separately.

FIG. 13A is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13B is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13C is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13D is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13E is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13F is an explanatory diagram showing uphill driving force control according to the present embodiment. FIG. 13G is an explanatory diagram showing uphill driving force control according to the present embodiment.

The driving force of the uphill is controlled to obtain an efficient driving force.

When the friction coefficient and load of the front wheels increase, the driving force of the front wheels is increased. The maximum is front-wheel drive.

When the friction coefficient of the front wheels decreases due to the decrease in the contact area between the front wheels and the road surface, such as when the front wheels approach the top of an uphill, the driving force of the rear wheels is increased. The maximum is rear-wheel drive.

When the front wheel load decreases, such as when the front wheels pass through the top of the uphill, the driving force of the rear wheels is increased. The maximum is rear-wheel drive.

When the friction coefficient of the rear wheels decreases due to the decrease in the contact area between the rear wheels and the road surface, such as when the rear wheels approach the top of the uphill, the driving force of the front wheels is increased. The maximum is front-wheel drive.

FIG. 14A is an explanatory diagram showing an example of attitude control on an uphill according to the present embodiment. FIG. 14B is an explanatory diagram showing an example of attitude control on an uphill according to the present embodiment. FIG. 14C is an explanatory diagram showing an example of attitude control on an uphill according to the present embodiment.

When climbing uphill vigorously like in motor sports and being thrown into the air with the front wheels facing up, it is necessary to control the attitude of the vehicle body so that the front wheels float and the front wheels touch the ground quickly.

In the present embodiment, by increasing the number of rotations of the front wheels, the inertia of the front wheels increases to rotate the vehicle body, and the contact time can be shortened.

FIG. 15A is an explanatory diagram showing an example of attitude control from jump to landing in this embodiment. FIG. 15B is a conventional explanatory view showing a posture change from a jump to a landing of a conventional product.

FIG. 16A is an explanatory diagram showing an example of attitude control from jump to landing in this embodiment. FIG. 16B is a conventional explanatory view showing a posture change from a jump to a landing of a conventional product.

When jumping at high speed like in motor sports, it is necessary to control the attitude of the vehicle body for landing. In the present embodiment, since the front and rear wheels can be steplessly speed-controlled, by increasing the number of rotations of the wheels, the inertia of the wheels increases to rotate the vehicle body, and the attitude control of the vehicle body floating in the air by jumping becomes possible. ..

When the front of the vehicle is high, the number of rotations of the front wheels is increased, so that the inertia of the front wheels is increased and the vehicle body is rotated to take a horizontal posture.

When the front of the vehicle is low, the number of rotations of the rear wheels is increased, so that the inertia of the rear wheels is increased and the vehicle body is rotated to take a horizontal posture.

[Fifth Example]
FIG. 17A is an explanatory diagram of a drive device for driving the front wheels of the two-wheeled bicycle according to the fifth embodiment of the present embodiment. FIG. 17B is a front view of a drive device for driving the front wheels of the two-wheeled bicycle according to the fifth embodiment of the present embodiment. FIG. 17C is an explanatory view showing a drive device for driving the front wheels of the two-wheeled bicycle according to the fifth embodiment of the present embodiment from the side.

As in the fifth embodiment shown in FIG. 17, the present embodiment applies not only to a vehicle having a power source but also to a vehicle having no power source (for example, a bicycle traveling by human power (including a bicycle with electric assist)). Can also be applied. The bicycle of the fifth embodiment includes the internal continuously variable transmission 3'shown in FIG. The continuously variable transmission 3'of the fifth embodiment abuts on the annular input ring 212, the annular output ring 214 arranged concentrically with the input ring 212, and the inner end edges of the input ring 212 and the output ring 214. It includes a ball 216, a ball shaft 218 that rotatably supports the ball 216, and a contact member 220 that abuts the ball 216 from the radial inside of the continuously variable transmission 3'. A plurality of balls 216 and ball shafts 218 are arranged at intervals in the circumferential direction. Then, by changing the inclination of the ball shaft 218, the distance Ri from the inner end edge of the input ring 212 in contact with the ball 216 to the ball shaft 218 and the ball shaft from the inner end edge of the output ring 214 in contact with the ball 216 The distance Ro up to 218 changes, and the speed can be changed.

Similar to the first to fourth embodiments, the bicycle of the fifth embodiment can also be provided with the connecting link 152 and the ball joint 150 in the power transmission path to the front wheel WF1, and the telescopic front suspension 312. It is possible to absorb the difference in the movement trajectory from the front swing arm 134.

Further, a handle 512 is attached to the telescopic front suspension 312, and even if the direction of the front wheel WF1 is changed by operating the handle, the constant velocity joint 140 and the ball joint 150 can smoothly turn the handle 512.

[Other Examples]
The telescopic front suspension 312 may be an upright fork in which the inner tube 312a is located above and the outer tube 312b is located below, or an inverted fork in which the outer tube is located above and the inner tube is located below. It may be a suspension device other than the telescopic fork. With an inverted fork, the unsprung load can be reduced, and with an upright fork, maintenance is easy and product costs can be reduced.

The suspension device of the present invention is not limited to the telescopic front suspension 312, and may be a rear suspension.

Further, in the embodiment, the one in which the directions of the front wheels WF1 and WF2 can be changed by the steering device as the steering wheel 512 has been described, but the vehicle of the present invention is not limited to this. For example, the direction of the rear wheels may be changed by the steering device, or the directions of both the front wheels and the rear wheels may be changed.

Further, the control unit may control the clutch and the gear ratio based on the difference in diameter between the front wheels and the rear wheels. By controlling the gear ratio between the front wheel side transmission mechanism and the rear wheel side transmission mechanism in consideration of the difference in diameter between the front wheels and the rear wheels, it is possible to control the difference in peripheral speed between the front wheels and the rear wheels. As a result, it is possible to prevent an extra load from the road surface being input based on the difference in peripheral speed between the front wheels and the rear wheels.

1 Automobile 1'Bicycle 2 Motor (internal combustion engine, electric motor)
3 Continuously variable transmission 4 Front wheel side differential limiting device 5 Rear wheel side differential limiting device 6 Chain (or belt)
8 Body 12 Transmission case 14 Input shaft 16 Front wheel side output shaft 18 Rear wheel side output shaft 20 Pulley shaft 22 Forward / backward switching mechanism 24 Front wheel side transmission mechanism 26 Rear wheel side transmission mechanism 28 Front wheel side clutch 30 Rear wheel side clutch 32 Sun gear 34 Ring gear 36 Carrier 38 Pinion 40 Forward switching clutch 42 Reverse switching brake 50 Front wheel side drive pulley 50a Front wheel drive side fixed half body 50b Front wheel drive side movable half body 52 Front wheel side driven pulley 52a Front wheel driven side fixed half body 52b Front wheel driven side movable Half body 54 Front wheel side endless member 56 Front wheel shifting side intermediate shaft 58 Front wheel shifting side sprocket 60 Rear wheel side driving pulley 60a Rear wheel driving side fixed half body 60b Rear wheel driving side movable half body 62 Rear wheel side driven pulley 62a Rear wheel driven Side fixed half body 62b Rear wheel driven side movable half body 64 Rear wheel side endless member 66 Rear wheel shifting side intermediate shaft 68 Rear wheel shifting side sprocket 72 Front chain (or belt)
82 Rear chain (or belt)
112 Front wheel differential side sprocket 114 Left front wheel differential shaft 116 Right front wheel differential shaft 118 Front wheel differential limiting clutch 120 Differential mechanism 122 Orthogonal axis 124 Bevel gear 126 Side gear 132 Intermediate front wheel drive side sprocket 134 Front swing arm 134a Front end (swing) Moving part)
136 Intermediate front wheel driven side sprocket 138 Intermediate chain 140 Constant velocity joint 142 Front wheel drive side sprocket 144 Front wheel driven side sprocket 146 Front wheel chain 148 Front wheel arm 150 Ball joint 152 Connecting link 162 Rear wheel differential side sprocket 164 Left rear wheel differential shaft 166 Right rear wheel differential shaft 168 Rear wheel differential limiting clutch 170 Differential mechanism 172 Orthogonal shaft 174 Bevel gear 176 Side gear 182 Rear wheel drive side sprocket 184 Rear wheel frame 184'Rear wheel swing arm 186 Rear wheel driven side sprocket 188 Rear wheel chain 212 Input ring 214 Output ring 216 Ball 218 Ball shaft 220 Contact member 312 Telescopic front suspension 312a Inner tube 312b Outer tube 314 Bridge 412 Telescopic rear suspension 512 Handle 514 Steering link 612 Pedal ECU Control unit WF1, WF2 Front wheel WR1, WR2 Rear wheel

Claims (5)

With the car body
The prime mover provided on the vehicle body and
The wheels that rotate by the output of the prime mover,
A support that rotatably supports the wheels and
A steering device that changes the direction of the wheels,
A suspension device that suppresses the transmission of shocks and vibrations between the vehicle body and the wheels.
A swing arm that connects the vehicle body and the wheels,
It is a vehicle equipped with
The swing arm is provided with a swingable swing portion.
The swinging portion is provided with a connecting link swingably connected to the swinging portion and a constant velocity joint capable of transmitting power to the wheel via the swing arm.
A vehicle characterized in that the connecting link and the support are connected via a spherical joint. The vehicle according to claim 1.
Equipped with a transmission
The wheels are either front wheels or rear wheels.
The transmission is
The input shaft to which the driving force from the prime mover is transmitted and
A front wheel side output shaft that is arranged parallel to the input shaft and outputs a driving force to the front wheels,
A rear wheel side output shaft that is arranged parallel to the input shaft and the front wheel side output shaft and outputs a driving force to the rear wheels.
A front wheel side transmission mechanism capable of freely transmitting the rotation of the input shaft to the front wheel side output shaft,
A rear wheel side transmission mechanism capable of freely transmitting the rotation of the input shaft to the rear wheel side output shaft,
A front wheel side clutch provided in a power transmission path between the front wheel side transmission mechanism and the front wheel,
A vehicle including a rear wheel side clutch provided in a power transmission path between the rear wheel side transmission mechanism and the rear wheel. The vehicle according to claim 2.
The front wheel side clutch is provided on the front wheel side transmission mechanism on the same axis as the front wheel side output shaft.
A vehicle characterized in that the rear wheel side clutch is on the same axis as the rear wheel side output shaft and is provided in the rear wheel side transmission mechanism. The vehicle according to claim 2 or 3.
The front wheel side transmission mechanism
A pulley shaft provided on the same axis as the input shaft,
The front wheel side drive pulley provided on the pulley shaft and
The front wheel side driven pulley provided on the front wheel side output shaft is provided.
The rear wheel side transmission mechanism
The rear wheel side drive pulley provided on the pulley shaft and
It is provided with a rear wheel side driven pulley provided on the rear wheel side output shaft.
The front wheel side drive pulley includes a front wheel drive side fixed half body fixed to the pulley shaft and a front wheel drive side movable half body that rotates integrally with the pulley shaft and is movable in the axial direction of the pulley shaft. ,
The front wheel side driven pulley is a front wheel driven side fixed to the front wheel side output shaft and a front wheel driven side that rotates integrally with the front wheel side output shaft and is movable in the axial direction of the front wheel side output shaft. Equipped with a movable half body,
The rear wheel drive pulley is a rear wheel drive side fixed half body fixed to the pulley shaft and a rear wheel drive side movable half body that rotates integrally with the pulley shaft and is movable in the axial direction of the pulley shaft. With and
The rear wheel side driven pulley rotates integrally with the rear wheel driven side fixed half body fixed to the rear wheel side output shaft and the rear wheel side output shaft and moves in the axial direction of the rear wheel side output shaft. Equipped with a free rear wheel driven side movable half body,
The front wheel side drive pulley and the rear wheel side drive pulley are arranged on the pulley shaft so that the front wheel drive side fixed half body and the rear wheel drive side fixed half body are adjacent to each other on the pulley shaft.
The front wheel driven side movable half body is arranged on the rear wheel side drive pulley side of the front wheel driven side fixed half body.
The vehicle characterized in that the rear wheel driven side movable half body is arranged on the front wheel side drive pulley side of the rear wheel driven side fixed half body. The vehicle according to any one of claims 2 to 4.
A control unit for controlling the front wheel side clutch and the rear wheel side clutch is provided.
The front wheel side clutch is controlled so that the target drive torque of the front wheels, which is set based on predetermined vehicle information, is transmitted from the input shaft to the front wheel side output shaft.
The vehicle characterized in that the rear wheel side clutch is controlled so that a target drive torque of the rear wheels, which is set based on predetermined vehicle information, is transmitted from the input shaft to the rear wheel side output shaft. ..