JPS59130730A - Vehicle - Google Patents

Abstract

PURPOSE:To prevent the clearance of a body from being reduced due to a transmission gear by constructing the casing of a power unit in a rigid body and making it support both driving wheels. CONSTITUTION:The casing 70 of a power unit P is constructed in a rigid body, with a crankcase 50, which houses and supports the crankshaft, output shaft, etc. of an engine E, being bonded in an integrated form with a pair of transmission cases 71, 71', which are extended out backward from both right and left ends of said crankckase 50, and which house and support automatic transmissions M, M' respectively. And, the both transmission cases 71, 71' are placed nearly horizontally in such a way that the front end part of a body frame F is interposed from right and left sides. In such a construction, the clearance between the both transmission cases 71, 71' can be effectively utilized for the space of the car body, enabling a vehicle to be designed compact while also contributing to the lowering of the center of gravity of the power unit P.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle in which a pair of drive wheels are provided on both left and right sides of a vehicle body frame.

In conventional vehicles of this type, a wheel drive shaft is mounted horizontally between a pair of drive wheels, and a transmission device that transmits engine power is connected to the center of this drive shaft. Space is reduced, and therefore there are limits to what can be done to downsize the vehicle while securing a predetermined body space.

An object of the present invention is to provide a compact vehicle that does not reduce the vehicle body space due to a transmission device. A power unit is constituted by a pair of transmission devices that individually transmit power to the dual-layer driving wheels,
The casing of the power unit is formed into a rigid body and supports the two-layer driving wheels, and the casing is supported by the vehicle body frame inserted between the two transmission devices.

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/77.7"' in the front part of the vehicle body frame F. ,
(I'ft and the power unit P that drives them are
Further, one driven wheel Wγ is provided at the rear of each vehicle.

The vehicle body frame F includes a pair of left and right vertical members 1, 1' with supporting plates 1a, 1a' 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 connecting the two middle horizontal members 3 and 4,
6' and the front parts of these so as to connect the longitudinal members 1, 1',
It is composed of three inverted U-shaped roll pars 7, 8, and 9 connected to the center and rear parts, and the front roll par 7, the frontmost cross member 2, and the left and right support plates 1a and 1a' are surrounded by: They are connected via a cross-shaped reinforcing member 10, and the center rollper 8 and rear rollper 9 are connected at their tops via a reinforcing member 11. A sliding column supporting the steering handle 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 stretched on the lower surface of the vehicle body frame F, and a front seat 14 for the driver and a rear seat 15 for the passenger A are installed on the upper surface of the floor plate 16. , 15a are arranged substantially along the center roll par 8 and the rear roll par 9, respectively. Of course, the heights of these rollpers 8 and 9 are selected in advance so that they pass over the heads of the driver and passenger A, respectively.

In FIGS. 4 to 6, a power unit P includes an engine E and a pair of left and right belt-type automatic transmissions M, Ai, which are arranged to extend substantially horizontally rearward from both ends of the engine E.
', and each transmission M, Ai' is equipped with a reduction gear mechanism R on the output side. The above automatic transmission @, /i, Ml
constitutes 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 one of the crankshafts 20 has an output shaft 21, and the other one has a primary inertia force balancing shaft 22. , a pump drive shaft 23 and a starting motor 24 are arranged parallel to the crankshaft 20, respectively. crankshaft 20
A generator 25 is attached to one end, and a centrifugal automatic start clutch 26 is attached to the other end.
A forward/reverse switching device 27 is provided between the output shaft 21 and the output shaft 21 .

This device 27 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 in mesh with the drive gear 28, and a crankshaft 20.
a small-diameter idle gear 31 rotatably supported on an idle shaft 30 parallel to the same and always in mesh with the first rotary gear 28;
A large-diameter idle gear 32 integrally connected to the small-diameter idle gear 31, and a switching gear 33 slidably spline-fitted to the output shaft 21 adjacent to the relay gear 29 and the large-diameter idle gear 32. be done. Switching gear 3
3 is movable along the output shaft 21 between a forward position on the right and a reverse position on the left in FIG. 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 so as to connect 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 meshes with the large diameter idle gear 32.

Therefore, if the push gear 33 is placed in the forward position, the crankshaft 200 rotation torque is applied 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 shifted to the reverse position, the rotational torque is transferred to the starting clutch 26, the drive gear 28, and the small diameter idle gear 31.
, the large-diameter idle gear 32 and the switching gear 33 in sequence to the output shaft 21, and this 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 37 parallel to the crankshaft 20 is installed in this groove 33.
is engaged, and furthermore, the projection 31112 of the boss portion of the third shift fork is engaged with the cam a39a 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 bar 40 fixed to one end thereof, the shift fork 38 is displaced to the right or left by the guiding action of the cam groove 39α. The switching gear 33 can be shifted 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 22α of this balancing shaft 22 is connected to the crankshaft 2
It is provided at a position where the weight 22'4 enters between the pair of opposing crank webs 20C, 206 when the weight approaches zero, but the primary inertial force balancing effect of the engine L by this weight 22'4 is well known, so The explanation will be omitted.

The pump drive shaft 23 is driven by the crankshaft 20 via a chain transmission 43. A lubricating oil pump 44 is connected to one end of this pump drive shaft 23, 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 rotating shaft 47 having an impeller 46 of the water pump 45 is connected to the pump and drive shaft 23 via a removable joint 48, supporting the rotating shaft 47 and supporting the impeller 46.
A pump housing 49 accommodating the engine L is fixed to the crankcase 50 of the engine L by bolts 51. Therefore, by removing the bolt 51, the water pot 45 can be easily taken out from the engine E, which is convenient for maintenance.

In addition, if the engine E is an air-cooled type, remove the water pump 45 as shown above and remove the water pump 45 after the pump housing 49.
The opening of the crankcase 50 is provided with a suitable blind cover.

As shown in FIGS. 5A and 5B, the power generation (25
The signal protrusion 5 of the ignition pulser is provided on the outer peripheral surface of the rotor 25a.
The pick-up coil 53 of the ignition balsa is bolted to a fixed support base 54 in the crank turf 50 so that its base plate 53a faces the turning path of the signal protrusion 52 with a certain gap. 55. In order to facilitate position adjustment and attachment/detachment of the pink-up coil 53, a working window 56 is provided in the end wall of the crankcase 50 facing the pickup coil 53VC.
This window 56 is normally closed by a cap 57.

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

fly and fl are connected to each other.

Therefore, both driving wheels W f and F fl are connected in parallel to the output shaft 21 via automatic transmissions %r'14 and #', respectively.

Since the belt type automatic transmissions 11f and #' have the same structure, only the structures of A and J on the left side will be explained.

A variable-diameter drive pulley 58 is attached to the end of the output shaft 21, and a variable-diameter driven pulley 959 is attached to the driven shaft 61, which is the input shaft of the reduction gear mechanism H. J
An endless belt 60 is stretched between 58 and 59. The driving pulley 58 includes a centrifugal mechanism 62 that operates to increase its effective diameter as its rotational speed increases, while the driven pulley 59 includes a spring 63 that constantly operates to increase its effective diameter. Through the interaction of the centrifugal mechanism 62 and the spring 63, the gear ratio between the output shaft 21 and the driven ψ field 61 is automatically decreased as the rotational speed of the output shaft 21 increases.

The outer end of the output shaft 64 of the reduction gear mechanism 1a has a wheel drive mechanism 6.
5 is spline-coupled, and further this wheel drive 1i11
65, an axle 67 fixed to the drive wheel 1 (/f) 66 is connected via a constant velocity joint 68. Therefore, the power changed in speed and transmitted to the driven shaft 61 is transferred to the reduction gear mechanism R. After the torque is appropriately amplified by
The motion is transmitted to the axle 6γ via the constant velocity joint 65 and the constant velocity joint 68. Drive wheel Wf is driven once.

Since the left and right driving wheels f and u/f' are connected in parallel to the output @21 through such an automatic transmission ms p s'w, both driving wheels and 11y
f.

When a rotational speed difference occurs in rJ/ff, a difference occurs in the gear ratios of both automatic transmissions AI, )l' accordingly, and as a result, the output torque of the output shaft 21 is reduced to
, IF f' according to their rotational speed. That is, the automatic transmissions M and M' not only each perform a normal speed change function, but also work together to perform a differential function.

The casing γ0 of the power unit P includes a crankcase 50 that accommodates and supports the crankshaft 20, output shaft 21, etc. of the engine L, and extends rearward from both left and right ends of the crankcase 50 to form an automatic transmission M.

A pair of mission cases γ1゜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 two transmission cases 71 and 71' can be effectively utilized as a vehicle body space, thereby making it possible to make the vehicle more compact and contributing to lowering the center of gravity of the knocker unit P.

Crank case 50 and each transmission case 71°71'
There is a bulkhead 72 that partitions these in an oil-tight manner between them, and each transmission case 71. '71' indicates each automatic transmission dA.
A transmission mechanism and a reduction gear mechanism including both boots 958 and 59 of i and AI'/? A partition wall 73 is provided for oil-tight partitioning between the two, and the transmission mechanism of each automatic transmission uses a dry type, and the reduction gear mechanism R uses a wet type of lubrication.

The casing γ0 is divided into several blocks and cast as follows. That is, the central part of the crankcase 50, the intermediate part between the central part and each transmission case 71° 71', and the central part of each mission case 71° 71' are divided along a plane perpendicular to the axis of the crankshaft 20. The blocks thus divided are called blocks 70□ to 706 from the left in FIG. These blocks 70
．． ~70G are bolted between adjacent comrades.

2nd to 5th blocks 70□ to 70. Support brackets 74 to 77 are integrally provided on the outer surface of the support brackets 74 to 77, and support caps 79 to 82 are connected to the support brackets 74 to 77 through bolts 78, respectively. , a single pivot shaft 83 disposed parallel to the crankshaft 20 is held in order to connect the power unit P to the vehicle body frame p'. At that time, each support bracket 74~
The support surfaces of the support caps 77 and 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 bolt is used for positioning and securely fixing the pivot shaft 83 to the casing 7°. 78 is axis 83
be penetrated by. Smell it, 2nd to 5th block 7o
2 to γo5 are also connected to each other by the pivot 83, increasing the bonding strength.

Furthermore, each set of support bracket and cap γ4゜79
;75,80;76.81;The mating surfaces of 7γ and 82 are pivoted to each other! The phase is shifted in the circumferential direction of I+s3. In this way, the relatively weak portions of the support brackets 74 to 77 and the plurality of through bolts 78 are not biased in one direction, and the pivot shaft 83 can be firmly supported in all directions.

A support plate ICL+1α', which is a part of the vehicle body frame F, is inserted between the left and right automatic transmissions gu and w, and the pivot 83 is connected to a pair of left and right Knight Nord type springs inside the support brackets 74°770 located on both sides. Device S f ,
The left and right support plates 1α, 1 of the vehicle body frame F via S fj
It is supported by a'. Since these spring devices Sf and Sf' have the same structure, only the left one Sf will be explained. As shown in FIG. a housing 90 having a basic shape of a hexagonal cross-sectional shape and housed in the spring chamber 91; The spring actuating body 92 is fixed to the pivot 83 by face fitting or spline fitting. A mounting flange 94 is integrally formed on the outer peripheral surface of the housing 90 and projects along a half peripheral surface thereof.

On the other hand, semicircular support recesses 95 that open toward the front are formed in the support plates 1α and 1α′ of the vehicle body frame p.
The housing 90 is fitted into the four parts 95, and its mounting flange 94 is fixed to the support plates ia and 1a' with a plurality of bolts 96.

Thus, the power unit P serves as the left and right driving wheels 11/f.

When J swings around the pivot 83 with the vertical movement of fj, the spring actuating body 92 rotates with respect to the housing 9o and applies compressive deformation to all the rubber springs 93 at the same time. Due to the repulsive force of the rubber spring 93, the drive wheel f
Pf, 1fZf' are elastically suspended. By the way, since the casing 7o of the power unit P constitutes a rigid body as described above and connects the driving wheels u/1'+r11 on both sides, the vertical vibration of one driving wheel is suppressed by the other driving wheel. It will have a stabilizer function.

In order to damp the vertical movement of both drive wheels II'f and W fr, support plates 1a and ia' of the vehicle body frame F are used.
A hydraulic damper 9γ is interposed between the transmission case 71 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 driving wheel Wf.

It is possible to significantly reduce the moment of inertia of the swing system around the pivot shaft 83 consisting of 1. Device Sf.

5 The load burden on fj 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 placed at the front of engine E to balance the weight of W' fl. Note that arranging the water pot 45 at the front of the engine E allows its maintenance to be carried out by the driving wheels Wf.

This is convenient because it can be done without being obstructed by t17f/ and 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 γ1, 71', and a torque receiver 101 rotatably supported by the support tube 100 has a corresponding one. Knuckles 102 that rotatably support the hubs 66 of the driving wheels Wf and Wfl are connected via a pair of kissing pins 103 that are coaxially arranged to sandwich the swing center of the constant velocity joint 68, and the knuckles 102 are not shown. It is connected to the steering handle 13 via a steering mechanism. Therefore, by rotating the steering handle 13 to rotate the knuckle 102 around the king pin 103, the driving wheels Wf and Wf'f can be turned.

Further, the knuckle 102 has a corresponding drive wheel Wf.

A supporting substrate, that is, a bank plate 104, of the brake device B (drum type in the illustrated example) of the Wfl is fixed, and in order to suppress the rotation of the brake V-torque 1040, a restraining arm protrudes from the outer surface of the torque receiver 101. It is connected to the vehicle body frame F via the ios'v torque rod 106. Therefore, during braking, the braking torque acting on the bank plate 104 is supported by the vehicle body arm F via the knuckle 102, the torque receiver 101, and the torque rod 106. In addition, the torque receiver 10 is connected to the knuckle 102 so that proper alignment of the drive wheels W f , u7 f' is maintained when the power unit P swings around the pivot shaft 83.
1 and the support tube 100 are allowed.

A rear fork 111 is pivotally attached to the rear end of the vehicle body frame F via a pivot 118]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. rear fork 11
In order to suspend 1, the pivot @ 110 and the rear fork 111
A spring device Sγ having the same structure as the Neidhardt type spring device Sf is interposed between them.

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. To explain only the differences from the previous embodiment, the left and right automatic transmission i
W , the input @1 where the drive pulley 58 of iυ′ is attached
The output shaft 21 of the engine L is also separated from the output shaft 20 and 120', and is disposed adjacent to both ends of the crank s20 so as to be coaxial therewith, and between the input shafts 120 and 120' is a drive gear 121. and a driven gear 122. A portion of the casing 70 of the power unit P that surrounds the input shafts 120, 120' is a cylindrical pivot @183.
, 183', and these pivot shafts 183, 183' are supported by the vehicle body frame F via Neidhardt type spring devices, 5f, Sf'. As a result, the center of swing of the power unit P is located at or near the center of the crankshaft 20. In this way, rotational vibrations due to torque fluctuations of the engine E can be effectively absorbed by the Ny1-rut type spring devices Sf, Sf'. The rest of the configuration is the same as the previous embodiment, so the summary is 8.
In the figure, parts corresponding to those in the previous embodiment are given the same reference numerals.

As described above, according to the present invention, a power unit is constituted by an engine and a pair of transmission devices extending from both ends of the engine and transmitting the power of the engine to each of the two driving wheels, and the cage solenoid of the power unit is is formed into a rigid body, on which both the driving wheels are supported, and the casing is supported on the vehicle body frame inserted between the two transmission devices, so that the space between the left and right transmission devices is effectively used as a vehicle body space. This makes it possible to secure a predetermined vehicle body space without being obstructed by the transmission, thereby achieving downsizing of the vehicle. Further, since the power unit and both driving wheels constitute one assembly, assembly and maintenance thereof, and assembly to the vehicle body frame can be easily performed.

By arranging both the power transmission devices substantially horizontally, the center of gravity and height of the power unit can be sufficiently lowered while securing a vehicle body space between the two power transmission devices, making it possible to obtain a vehicle with a low center of gravity.

[Brief explanation of the drawing]

1 to 7 show a first embodiment of the present invention, FIG. 1 is a front view of the separated vehicle body frame and power unit, and FIGS. 2 and 3 are views of the same vehicle. A plan view and a side view, FIG. 4 is a side view of the power unit, FIG. 5 is a longitudinal sectional plan view of the main part of the power unit, and FIG. 5A is an enlarged longitudinal sectional plan view of the engine part of the power unit, built 5B.
The figure is a sectional view taken along the VJ3-VB line in Figure 5A, Figure 6 is a side view of the power transmission system of the engine, and Figure 7 is a cross-sectional view taken along the line ■I- in Figure 5.
(2) Enlarged line large sectional view The figure is a vertical sectional plan view of the main part of a power unit showing a second embodiment of the present invention. L...Engine, F...Vehicle frame L/- frame, lW
, JW'... Automatic transmission as a transmission device, P...
・Power unit, tryf, 1Flt... Drive wheel, 70... Casing Patent applicant: Honda Keiken Kogyo Co., Ltd. Patent attorney: Ken Ochiai: l:, 'i,
-, is positive 1, ,', si 1

Claims (1)

[Claims] (1) In a vehicle in which a pair of driving wheels are arranged on both left and right sides of a vehicle body frame, an engine and a pair of transmission devices extending from both ends of the engine and transmitting power of the engine to each of the two driving wheels. A vehicle comprising: a power unit, a power unit casing formed into a rigid body, supporting the two-layer driving wheels thereon, and supporting the casing on the vehicle body frame inserted between the two transmission devices. (2. In the item described in claim (1),
Both transmission devices are arranged substantially horizontally in the vehicle.