JPS59124434A - Device for driving and suspending drive wheel in vehicle - Google Patents

Abstract

PURPOSE:To restrain the swing angle of drive wheels within a small range, by swingably supporting the casing of a power unit which carries drive wheels, to a vehicle body frame through a pivot shaft, and as well by attaching auxiliary units to the power unit on one side of the shaft opposite to the drive wheels. CONSTITUTION:The casing 70 of a power unit P is rigidly formed such that the crank case 50 of an engine E is integrally incorporated with a pair of mission casings 71, 71' which extend rearward from the left and right sides of the crank case 50 to contain therein automatic transmission units M, M'. This casing 70 is swingably coupled to a vehicle body frame 4 by means of a pivot shaft 83, and as well, the drive wheels are supported to the casing 70 through a drive shaft 65. Auxiliary units such as, for example, a starter motor 24 and a water pump 45, are arranged on the front section of the engine E which is farthest from the drive wheels on one side of the above-mentioned pivot shaft 83, thereby, inertia moment around the pivot shaft 83 due to the drive wheels and the power unit may be made small.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a drive wheel drive and suspension system for a vehicle equipped with a pair of left and right drive wheels.

Conventionally, in a vehicle having a pair of left and right drive wheels, such as a four-wheel vehicle, the drive device and the suspension device for the drive wheels are independent, but these devices are not connected to each other. If it can be shared and configured in an integrated manner,
This is extremely useful in simplifying and compacting the structure of the entire device.

The present invention has been developed based on this idea, and has a simple and compact structure, and is capable of keeping the swing angle small while ensuring sufficient vertical stroke of the drive wheel without increasing the unsprung load. It is an object of the present invention to provide the above-mentioned device.

In order to achieve this object, the present invention constitutes a power unit including an engine and a pair of transmission devices that transmit the power of the engine to each of the driving wheels, and forms a casing of the power unit into a rigid body. This casing is swingably supported on the vehicle body frame via a pivot shaft to allow vertical movement of the driving wheels on both sides, and the power unit is connected to the starting morph, water pump, etc. on the opposite side of the driving wheels on both sides of the shaft. It is characterized by carrying auxiliary machinery.

Embodiments of the present invention will be described below with reference to the drawings.

First, starting with the first embodiment shown in FIGS. 1 to 7, in FIGS. 1 to 3, the illustrated vehicle has a pair of left and right drive wheels Wf, Wf' at the front of a body frame F. A power unit P for driving the vehicle is provided, and a driven wheel Wr is provided at the rear of the vehicle.

The vehicle body frame F includes a pair of left and right vertical members 1, 1' with support plates 1α, 1α' erected at each front end, and a plurality of horizontal members 2.3, 4.5 that connect these vertical members in a ladder shape. A pair of left and right reinforcing members 6, 6' connecting the two middle horizontal members 3, 4.
and three inverted U-shaped roll pars 7. connected to the front, middle and rear parts of the longitudinal members 1, 1' so as to connect them.
8.9, the front roll par 7, the frontmost cross member 2, and the left and right support plates 1a, 1α' surrounds are connected via a cross-shaped reinforcing member 10, and the central roll par 8 and the rear The top portion is connected to the roll par 9 via a reinforcing member 11. A thrusting column supporting the steering wheel 13 is attached to the center of the front roll par 7.

Said pair of reinforcing members 6 along the center line between both longitudinal members 1, 1'
, 6', and this fuel tank 12 is bolted to the cross member 3 and both sleeve reinforcement members 6, 6'.

A floor plate 16 is attached to the lower surface of the vehicle body frame F, and a front seat 14 for the driver and a passenger A are attached to the upper surface of the floor plate 16.
A rear seat 15 is installed for the purpose of the present invention, and in this case, these bankless seats 14a, 15α are arranged so as to substantially overflow the center rollper 8 and the rear rollper 9, respectively. Of course, the heights of these roll bars 8 and 9 are selected in advance so that they pass over the heads of the driver and passenger A, respectively.

In Figures 4 to 6, the power unit P consists of an engine E and a pair of left and right belt type automatic transmissions M, i'W' disposed on both sides of the rear of the engine.
, tW' is equipped with a reduction gear mechanism R on the output side.

These transmissions tW and M' constitute the transmission device of the present invention.

The engine E is arranged with its crankshaft 20 facing in the left-right direction of the vehicle, and has an output shaft 21 on one side of the crankshaft 20, and a primary inertia force balancing shaft 2 on the other side.
2. A pump drive shaft 23 and a starting motor 24 are each arranged parallel to the crankshaft 20. A generator 25 is attached to one end of the crankshaft 20, and a centrifugal automatic start clutch 26 is attached to the other end, and a forward/reverse switching device 27 is provided between the clutch 26 and the output shaft 21.

This device 21 includes a drive gear 28 fixed to the output member of the clutch 26, a relay gear 29 rotatably supported by the output shaft 21 and always meshing with the drive gear 28, and a crankshaft 2.
a small-diameter idle gear 31 rotatably supported on an idle shaft 30 parallel to 0 and always meshing with the drive gear 28;
It is composed of a large-diameter idle gear 32 that is integrally connected to the small-diameter idle gear 31, and a switching gear 33 that is slidably spline-fitted to the output shaft 21 adjacent to the relay gear 29 and the large-diameter idle gear 32. Ru. The switching gear 33 is movable along the output shaft 21 between a forward position on the right and a reverse position on the left in FIG. 5A, and is connected to the relay gear 29 in the forward position. A dog clutch consisting of a dog 34 and a dog hole 35 that can engage with each other is provided on the switching gear 33 and the relay gear 29, and in the reverse position, the dog clutch 34, 35 is released and the switching gear 33 is connected to the large-diameter idle gear 32. It is designed to mesh with the

Therefore, if the switching gear 33 is placed in the forward position, the crankshaft 200 rotation torque is transferred to the starting clutch 26, the drive gear 28,
The signal is transmitted to the output shaft 21 through the relay gear 29 and the switching gear 33 in order, and can be rotated in the normal direction. Furthermore, if the switching gear 33 is moved 7 feet to the reverse position, the rotational torque will be applied to the starting clutch 26, drive gear 28, relay gear 29, small diameter idle gear 31, large diameter idle gear 32, and switching gear 3.
3 to the output shaft 21 in sequence, and can be reversed.

An annular engagement groove 36 is provided on the outer periphery of the boss portion of the switching gear 33, and a shift fork 38 that is slidably supported on a guide shaft 3T parallel to the crankshaft 20 is provided in this groove 33.
Further, the projection 38a of the boss portion of the shift fork 38 is engaged with the cam groove 39α of the shift drum 39 disposed parallel to the guide shaft 37. When the shift drum 39 is rotated in one direction or the other by a shift lever 40 fixed to one end thereof, the cam groove 39α
It is possible to displace the shift fork 38 to the right or left by the guiding action of the shift fork 38 to shift the switching gear 33 to a forward position or a reverse position.

The -order inertia force balancing shaft 22 is connected to drive gears 41 having the same diameter.
and is synchronously rotated from the crankshaft 20 via the driven gear 42. The weight 22a of this balancing shaft 22 is connected to the crankshaft 2
It is provided at a position where it enters between a pair of opposing crank webs 20α, 20α when the weight 22α approaches 0, but the primary inertia force balancing effect of the engine E by this weight 22α is well known, so a description thereof will be omitted. do.

The pump drive shaft 23 is driven by the crankshaft 20 via a one-way transmission 43. This pump drive shaft 23
A lubricating oil pump 44 is connected to one end, and a cooling water pump 45 is connected to the other end, and the water pump 45 can be easily attached and detached as follows.

That is, a rotary shaft 47 having an impeller 46 of the water pump 450 is connected to the pump drive shaft 23 via a removable joint 48, and a pump housing 49 that supports the rotary shaft 47 and accommodates the impeller 46 is It is fixed to the crankcase 50 of the engine E with bolts 51. Therefore, by removing the bolts 51, the water pump 45 can be easily removed from the engine E, which is convenient for maintenance.

Similarly, when the engine E is of the air-cooled type, the water pump 45 is removed in this way and the opening of the crankcase 50 behind the engine housing 49 is covered with a suitable blind cover.

As shown in FIGS. 5A and 5B, a signal protrusion 5 of an ignition nozzle is provided on the outer peripheral surface of the rotor 25α of the generator 25.
The pickup coil 53 of the ignition nozzle (Lusa) is mounted on a fixed support base 54 in the crankcase 50 so that its base plate 53a faces the turning path of the signal protrusion 52 with a certain gap. A working window 56 is provided in the end wall of the crankcase 50 facing the pink amplifier coil 53 to facilitate position adjustment and attachment/detachment of the pink up coil 53.
This camp 56 is normally closed by camp 57.

The pair of belt type automatic transmissions J/ and iW' are connected to both ends of the output shaft 210 of the engine E and left and right drive wheels Wf.

F f/ is arranged so as to be connected to each other. Therefore, both driving wheels Wf and Wf' are each driven by the automatic transmission M.
, M' are connected to the output shaft 21 in parallel.

Since the belt type automatic transmissions M and M' have the same structure, only the structure of the one on the left M will be explained.

A variable diameter drive pulley 58 is provided at the end 19 of the output shaft 21.
In addition, a driven pulley 59 with a variable diameter is attached to the driven shaft 61, which serves as the input shaft of the reduction gear mechanism R. 7
An endless belt 60 is stretched between 5B and 59.

The drive pulley 58 includes a centrifugal mechanism 62 that operates to increase its effective diameter in accordance with an increase in its rotational speed.
On the other hand, the driven pulley 59 is equipped with a spring 63 that acts to constantly increase its effective diameter, and the interaction between the centrifugal mechanism 62 and the spring 63 changes the gear ratio between the output shaft 21 and the driven shaft 61 by 210 rotations of the output shaft. It is designed to automatically decrease as the speed increases.

A wheel drive shaft 65 is provided at the outer end of the output shaft 64 of the reduction gear mechanism R.
is spline-coupled, and further to this wheel drive shaft 65,
An axle 67 fixed to a hub 66 of a drive wheel Wf is connected via a constant velocity joint 68. Therefore, the power that has been shifted and transmitted to the driven shaft 61 is appropriately torque amplified by the reduction gear mechanism R, and then transmitted to the axle shaft 67 via the wheel drive shaft 65 and the constant velocity joint 68, thereby driving the drive wheel Wf. .

Since the left and right driving wheels Wf and ll'f' are connected in parallel to the output shaft 21 via such automatic transmissions M and M', both driving wheels Wf are connected to each other due to turning of the vehicle or the like.

When a rotational speed difference occurs in W f/, a difference occurs in the gear ratios of both automatic transmissions M and M' accordingly, and as a result,
The output torque of the output shaft 21 is distributed to both driving wheels WJ, Wf' according to their rotational speeds. That is, automatic transmission M
, M' each perform a normal speed change function, and can also work together to perform a differential function.

The casing 70 of the power unit P includes a crankcase 50 that accommodates and supports the crankshaft 20, output shaft 21, etc. of the engine E, and an automatic transmission M that extends rearward from both left and right ends of the crankcase 50.

A pair of mission cases 71°71 that accommodate and support M'
The transmission cases 71 and 71' are arranged substantially horizontally so as to sandwich the front end of the vehicle body frame F from the left and right sides. In this way, the space between the transmission cases 71 and 71' can be effectively used as a vehicle body space, making the vehicle more compact and contributing to lowering the center of gravity of the power unit P.゛Crank case 50 and each transmission case 71゜71'
There is a partition wall T2 between them that partitions them in an oil-tight manner, and inside each transmission case 71, 71' there are each automatic transmission M,
A partition wall T3 is provided to oil-tightly partition the transmission mechanism including the two boots IJ5B, 59 of M' and the reduction gear mechanism R, and as a lubrication method, each automatic transmission M,
The transmission mechanism M' uses a dry type, and the reduction gear mechanism R uses a wet type.

The casing 70 is divided into several blocks and cast as follows. That is, the center portion of the crankcase 5G, the intermediate portion between the center portion and each transmission case 71°71′, and the center portion of each mission case 71°71′ are aligned in a plane perpendicular to the axis of the crankshaft 20. divided into
The parts divided in this way are shown in the first row from the left in Figure 5.
~6th block 70, ~706. These blocks 70. ~706 are bolted together between adjacent comrades.

2nd to 5th blocks 102 to γ0. Support brackets 74 to 77 are integrally provided on the outer surface of the power unit. A single pivot shaft 8 is disposed parallel to the crankshaft 20 to connect the P to the vehicle body frame F.
3 is held in place. At that time, each support bracket 74 to 77
The support surfaces of the support caps 79 to 82 are each formed into a semicircular shape that is easy to process and can be brought into close contact with the circumferential surface of the pivot shaft 830, and each through hole (78) is formed in order to position the pivot shaft 83 to the casing 70 and securely fix it. is passed through by the pivot 83. Thus, the second to fifth blocks 70. ~
70. are also connected to each other by the pivot 83, increasing the connection strength.

Additionally, each set of support brackets and caps 74.79
;75,80;76.81;77.82 mating surfaces are shifted in phase from each other in the circumferential direction of the pivot shaft 83. In this way, the relatively weak parts of the support brackets 74 to 77 and the plurality of through bolts 7B are not biased in one direction, and the pivot shaft 83 can be firmly supported in all directions.

The pivot 83 is the support platen (74) in the bilateral position.

Inside the body frame 7T, it is supported by the left and right support plates 1a and 1α' of the vehicle body frame F via a pair of left and right differential spring devices Sf and Sf'. These spring devices Sf,
Since Sf' have the same structure, only the left one Sf will be explained. As shown in FIG. 90, a spring operating body 92' whose basic shape has a hexagonal cross-sectional shape and is accommodated in the spring chamber 91, and a spring operating body 92' which is filled between the /% housing 90 and the spring operating body 92 at the right corner of the spring chamber 91. The spring actuating body 92 is fixed to the pivot shaft 83 by face fitting or spline fitting. An attachment 7 flange 94 is integrally formed on the outer circumferential surface of the housing 90 and projects over the circumference N.

On the other hand, semicircular support recesses 95 that open toward the front are formed in the support plates 1a and 1α' of the vehicle body frame F, and the housing 90 is fitted into this recess 95 so that its mounting flange 94 is supported. It is fixed to the plates 1a and 1α' by a plurality of bolts 96.

Thus, the power unit S drives the left and right driving wheels Wf.

If it swings around the axis 83 with the vertical movement of r f/,
The spring actuating body 92 rotates relative to the housing 90 to apply compressive deformation to all the rubber springs 93 at the same time, and the repulsive force of the rubber spring Q generated due to the deformation causes the drive wheels Wf, M'f
' is suspended elastically.

By the way, since the casing 7o of the power unit P constitutes a rigid body as described above and connects the two driving wheels If, If', it has a stabilizer function that suppresses the vertical vibration of one driving wheel by the other driving wheel. will be prepared.

In order to damp the vertical motion of both driving wheels Wf, Wf', a hydraulic damper 97 is interposed between each of the support plates 1α, 1α' of the vehicle body frame F and the transmission case 71, 71'.

The pivot shaft 83 is arranged to pass through the center of gravity of the power unit P. In this way, the moment of inertia of the swing system around the pivot shaft 83 consisting of the drive wheels Wf, Wf' and the power unit P can be significantly reduced, and as a result, the road followability of the drive wheels Ff, Wf' is improved, and The load burden on the Knightnold spring devices Sf, Sf' is reduced.

Furthermore, in order to reduce the moment of inertia, in the illustrated example, the balancing shaft 22, the starting motor 24, and the water pump 45, which are relatively heavy, are connected to the drive wheel Wf.

It is arranged at the front part of the engine E that is farthest from the drive wheels Wf, Wf' with the pivot 83 in between so as to balance the weight of the rv t/. Note that arranging the water pump 45 at the front of the engine E means that its maintenance can be performed by the driving wheels If, If.
This is convenient because it can be carried out without being obstructed by the vehicle body frame F.

A support tube 100 surrounding the wheel drive shaft 65 is integrally formed on the outer surface of each mission case 71, 71', and an outer tube 101 rotatably supported by this support tube 100 includes:
A pair of king pins 10 whose knuckles 102, which rotatably support the hubs 66 of the corresponding drive wheels Wf, Wf', are coaxially arranged across the swing center of the constant velocity joint 68.
3, and the knuckle 102 is connected to the steering handle 13 via a steering mechanism (not shown).

Therefore, by rotating the steering handle 130 to rotate the knuckle 102 around the king pin 103, the drive wheels Wf, If' can be turned.

Furthermore, the knuckle 102 has corresponding drive wheels Wf, Wf.
'The bank plate 104 of the brake device B (drum type in the illustrated example) is fixed, and this back plate 1040
In order to suppress rotation, a restraining arm 105 protruding from the outer surface of the outer cylinder 101 is connected to the vehicle body frame F via a torque rod 106. Therefore, during braking, the braking torque that acts on the back plate 104 is transmitted to the vehicle body frame F through the knuckle 102, the outer cylinder 101, and the torque rod 106.
supported by. In addition, the power unit P pivot l4Ill
When swinging around 183, relative rotational displacement between the outer cylinder 101 and the support cylinder 100 connected to the knuckle 102 is allowed so that proper alignment of the drive wheels Wf, IFf' is maintained.

A rear fork 111 is pivotally attached to the rear end of the vehicle body frame F via a pivot shaft 110 so as to be able to swing vertically, and the driven wheel Wr is pivotally supported at the rear end of the rear fork 111 . In order to suspend the rear fork 111, a spring device Sr having the same structure as the Neidhardt type spring device Sf is installed between the pivot shaft 110 and the rear fork 111.
is interposed.

Further, a hydraulic damper 112 is interposed between the rear fork 111 and the vehicle body frame F to damp the vertical movement of the driven wheel Wr.

- Fig. 8 shows a second embodiment of the present invention, and to explain only the differences from the previous embodiment, the input shaft 120 to which the drive pulleys 58 of the left and right automatic transmissions M and M' are mounted;
, 120' are separated from the output shaft 21 of the engine E,
It is disposed adjacent to and coaxially with both ends of the crankshaft 20, and the human power shaft 120, 120' and the output shaft 21 are connected via a driving gear 121 and a driven gear 122, respectively.

The input shaft 120 of the casing 70 of the power unit P
．． The part surrounding 120' is a leopard, cylindrical pivot 183.1
83', and these pivot shafts 183 and 183' are supported by the vehicle body frame F via Neidhardt type spring devices Sf and 5f'. Thus, the center of swing of the power unit P is located at or near the center of the crankshaft 20. In this way, rotational imaging due to torque fluctuations of the engine E can be performed using the Neidhard type spring device 5f,
5 f' can be absorbed more effectively. The rest of the structure is the same as that of the previous embodiment, so in FIG. 8, the same reference numerals are given to the parts corresponding to those of the previous embodiment.

As described above, according to the present invention, a power unit is constituted by an engine and a pair of transmission devices that transmit the power of the engine to each of the driving wheels, and the casing of the power unit is formed into a rigid body, and the casing is swingably supported on the vehicle body frame via a pivot to allow vertical movement of both driving wheels, so that the casing of the power unit functions as a swing arm to suspend the driving wheels. The casing can swing with the vertical movement of the casing, so there is no need to provide a special swing arm, and the casing also functions as a stabilizer to suppress vibrations of each drive wheel, so the stabilizer is also specially designed. As a result, the structure of the entire drive and suspension system is simplified and compacted.

Further, since the power unit supports auxiliary equipment such as a starting motor and a water pump on the opposite side of the driving wheels across the pivot, the auxiliary equipment functions as a counterweight for the driving wheels. The length of the driving wheel support arm of the power unit, that is, the distance between the pivot shaft and the driving wheel, can be made sufficiently long without increasing the unsprung load, and the lifting stroke of the driving wheel can be sufficiently secured. The swing angle can be kept small, and therefore the amount of swing of the power unit can be minimized and the road followability of the drive wheels can be improved.

Furthermore, since the auxiliary machinery is arranged far away from the driving wheels, a wide working space can be formed around the auxiliary machinery that will not be interfered with by the driving wheels, and its maintenance δ can be easily performed. It's convenient.

[Brief explanation of drawings]

1 to 7 show a first embodiment of the present invention, in which FIG. 1 is a perspective view of the separated vehicle body frame and power unit, and FIGS. 2 and 3 are plan views of the same vehicle. and a side view, FIG. 4 is a side view of the power unit, and FIG. 5 is a side view of the power unit.
5A is an enlarged longitudinal sectional plan view of the engine part of the power unit, FIG. 5B is a sectional view taken along the line VE-VB of FIG. 5A, and FIG. 6 is the power transmission system of the engine. FIG. 7 is an enlarged cross-sectional view taken along the line ■--■ in FIG. 5, and FIG. 8 is a longitudinal sectional plan view of the essential parts of a power unit showing a second embodiment of the present invention. E...engine, F...body frame, M, M
'... Automatic transmission as a transmission device, P... Power unit, 11'f, u7f'... Drive wheel 24... Starting motor, 45... Water pump, 7o...
・Casing, 83,181.183'...Axis patent Applicant: Honda Motor Co., Ltd. Procedural amendment (method) April-5, 1981 1, Indication of case 1982 Patent Application No. 230292 2 , Title of invention Drive wheel drive in vehicle, suspension system 3, Person making the amendment - Relationship to the case Name of patent applicant (532) Honda Motor Co., Ltd. 4, Representative
Director 105 Telephone Tokyo 434-4151 5. Date of amendment order

Claims (1)

[Claims] In a vehicle equipped with a pair of left and right drive wheels, an engine and
A power unit is constituted by a pair of transmission devices that individually transmit the power of the engine to both of the driving wheels, and the casing of this power unit is formed into a rigid body, and the casing is configured to allow vertical movement of both of the driving wheels. The power unit is swingably supported on the vehicle body frame via a pivot, and the power unit supports auxiliary equipment such as a starting motor and a water pump on the opposite side of the two driving wheels across the pivot.
Drive wheel drive and suspension systems in vehicles.