JPS59133851A - Forward-reverse change-over gear of vehicle - Google Patents

Abstract

PURPOSE:To obtain a forward-reverse change-over gear which can be compactly constituted decreasing a number of required gears, by constituting the change- over gear so that a driving gear connected to the output member of a starting clutch is used as the common driving gear for both forward and reverse gear trains. CONSTITUTION:A switching gear 33 slidably fitted by a spline to an output shaft 21 is constituted such that the gear 33 can be moved along the output shaft 21 between right-hand forward and left-hand reverse positions via the central neutral position. Then if the switching gear 33 is placed in the forward position, turning torque of a crankshaft 20, being transmitted to the output shaft 21 successively through a starting clutch 26, driving gear 28, idle gear 29 and the switching gear 33 and forwardly rotating the output shaft 21, enables a vehicle to be advanced. While if the switching gear 33 is shifted to the reverse position, the rotary torque, being transmitted to the output shaft 21 successively through the starting clutch 26, driving gear 28, the first idle gear 31, the second idle gear 32 and the switching gear 33 and reversely rotating the output shaft 21, enables the vehicle to be reversed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a forward/reverse switching device for a vehicle, in which a drive gear connected to an output member of a starting clutch is a common drive gear for a forward gear train and a reverse gear train. It is an object of the present invention to provide the above-mentioned device which can be constructed in a small number and compactly.

To this end, the features of the invention are as follows.

A reverse switching device is rotatably supported on an input shaft of a starting clutch, a drive gear connected to an output member of the clutch, and a drive gear that is rotatably supported on an output shaft connected to a drive wheel and always meshes with the drive gear. a relay gear, a first idle gear that is rotatably supported by an idle shaft parallel to the output shaft and always meshes with the drive gear, a second idle gear that is integrally coupled with the first idle gear, and the drive gear. The switching gear is slidably spline-fitted to the output shaft so as to be movable between a forward position in which the clutch is engaged with the output shaft and a reverse position in which the clutch is engaged with the second idle gear.

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

First, in FIGS. 1 to 3, the illustrated vehicle has a pair of left and right drive wheels J(/f,
IF f/ and the power unit P that drives these,
Further, one driven wheel IVr 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 supporting plates 1σ, 1a' erected at each front end, and several horizontal members 2, 3, 4, 5 connecting these vertical members in a ladder shape. , a pair of reinforcing members G and 6' connecting the two middle horizontal members 3 and 4,
Three inverted U-shaped rollpers 7.8.
9, the front roll par 7, the frontmost cross member 2
and the left and right support plates 1 (L l 111') are connected via a cross-shaped reinforcing member 10, and the center roll par 8 and rear roll par 9 are connected at their tops via a reinforcing member 11. A steering column supporting a steering wheel 13 is attached to the center of the 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 reinforcements 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 the backrests 14a, 15a are arranged substantially along the center rollper 8 and the rear rollper 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 Figures 4 to 6, the power unit P consists of an engine E and a pair of left and right belt-type automatic transmissions 15J# and AI' disposed on both sides of the rear thereof, and each transmission 41 and ANO' has an output. A reduction gear mechanism R is provided on the side. These automatic transmissions BIuW, #/ constitute the transmission device of the present invention.

The engine L is arranged with its crankshaft 20 facing in the left-right direction of the vehicle, and one of the crankshafts 20 is
Output as a rule! Ne 21, and one other law is primary inertial force balance! 1@122, a pop 1 drive member 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 starting clutch 26 is attached to the other end, so that the crankshaft 20 corresponds to the input shaft of the starting clutch 26. Before the present invention, between this clutch 26 and the output shaft 21,
A reverse switching device 27 is provided.

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 first idle gear 3 is rotatably supported on an idle shaft 30 parallel to the same, and is also in constant mesh with the drive gear 28.
1. A large-diameter second idle gear 32 integrally connected to the first idle gear 31, and a relay gear 29 and a second idle gear 32.
It is comprised of a switching gear 33 that is slidably spline-fitted to the output shaft 21 adjacent to the idle gear 32. 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 via a central neutral position. 29, a dog clutch consisting of a dog 34 and a dog hole 35 that can be engaged with each other is provided on the switching gear 33 and the relay gear 29, and in the backward position, the drag clutches 34 and 35 are released to perform switching. Gear 33 is the second
It is designed to mesh with the idle gear 32.

Therefore, when the switching gear 33 is placed in the forward position, the rotational torque of the crankshaft 20 is transferred to the starting clutch 26, the driving gear 28,
The signal is transmitted to the output shaft 21 sequentially through the relay gear 29 and the switching gear 33, and is rotated in the normal direction, thereby making it possible to move the vehicle forward. Furthermore, if the switching gear 33 is shifted to the reverse position, the rotational torque is transferred to the starting clutch 26, the driving gear 28, and the first
Idle gear 3Li2 Idle gear 32 and switching gear 3
3 in sequence to the output shaft 21, which can be reversed to drive the vehicle backwards.

An annular engagement groove 36 is provided on the outer periphery of the boss portion of the switching gear 33, and this groove 33 has a guide parallel to the crankshaft 20! A shift fork 38 that is slidably supported by the 1IIiI 37 is engaged with the shift fork 38.
The projection 38a of the boss portion is engaged with the cam groove 39ff of the shift drum 39, which is arranged 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 shift fork 38 is rotated by the guiding action of the cam groove 39a.
can be shifted to the right or left to shift the switching gear 33 to a forward position or a backward position.

The -order inertia force balancing shaft 22 is connected to drive gears 41 having the same diameter.
and synchronously rotated from the crankshaft 20 via the driven gear 42. The weight 22 of this balance s22 (L is the crank! 41) is provided at a position where it enters between the pair of opposing crank webs 20a and 20α when approaching the 20, but due to this weight 22.Z Since the primary inertia force balancing effect of the engines 1i,' is well known, its explanation will be omitted.

The pop 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 the pump drive shaft 23, and a cooling water pump is connected to the other end, and the water pump 45 can be easily attached and detached as follows.

That is, the water pump 1450 has an impeller 46 and a rotary shaft 47 is connected to the pump drive ll1I123 via a removable joint 48, and a pump crank 49 that supports the rotary shaft 47 and accommodates the impeller 46 is Engine E
is fixed to the crankcase 50 by bolts 51.

Therefore, by removing the bolts 51, the water pump 45 can be easily taken out from the engine E, which is convenient for maintenance.

Incidentally, when the engine E is an air-cooled type, the water pump 45 is removed in this way, and an appropriate blind cover is provided on the opening of the crankcase 50 behind the pump housing 49.

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 pick-up coil 53 of the ignition nozzle is fixed in the rank case 50 over its base plate 53a so as to face the turning path of the signal protrusion 52 with a certain gap. It is fixed to the support stand 54 with bolts 55. In order to facilitate position adjustment and attachment/detachment of the pickup coil 53, a working window 56 is provided in the end wall of the crankcase 50 facing the pickup coil 53, and this window 56 is normally closed by a cap 57.

The pair of belt-type automatic transmissions M and #' include both ends of the output shaft 210 of the engine E and left and right claw drive wheels rl'f.

(4,'fr).Therefore, both driving wheels W,, f, IV, and 1r are connected to the output shaft 21 through automatic transmissions JQAi and AP, respectively.
are connected 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 attached to the end of the output shaft 21, and a variable diameter driven pulley 59 is attached to the driven shaft 61, which is the input shaft of the reduction gear mechanism H.
, 59, an endless V-bell) 60 is suspended. 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. , these centrifugal mechanisms 62 and springs 6
3, the gear ratio between the output shaft 21 and the driven shaft 61 is automatically decreased by °C as the rotational speed of the output shaft 21 increases.

A wheel drive shaft 65 is provided at the outer end of the output shaft 64 of the reduction gear mechanism H.
is spline-coupled, and further to this wheel drive shaft 65,
An axle 67 fixed to a hub 66 of the drive wheel IF'f 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 H, and then transmitted to the axle shaft 67 via the wheel drive shaft 65 and the constant velocity joint 68, and is then transmitted to the drive wheel Wf.
to drive.

Since the left and right drive wheels IVf and Ff are connected in parallel to the output shaft 21 via such automatic transmissions M and M', when the vehicle turns, etc., both drive wheels Ff1
When a rotational speed difference occurs between the two automatic transmissions M and A('), the output torque of the output shaft 21 is increased by the difference between the two driving wheels Wf and Wf'. The automatic transmissions AI and M! are distributed among them according to their rotational speeds.In other words, the automatic transmissions AI and M! each perform a normal speed change function, and can also work together to perform a differential function.

The casing 7o 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 that accommodate and support AI'f 71゜1
1' are integrally connected to form a rigid body, and both transmission cases 71 and 71' are arranged approximately horizontally so as to be sandwiched from the left and right sides of the front end of the vehicle body frame F. In this way, the space between the two transmission cases 71.degree. 11' 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 72 between them that partitions them oil-tightly, and inside each transmission case 71, 71' each automatic transmission #
, #' transmission mechanism and reduction gear mechanism including both pulleys 58 and 59 I? A partition wall 73 is provided for oil-tight partitioning between each automatic transmission Ai and Ai as a lubrication system.
A dry type is used for the transmission mechanism ', and a wet type is used for the reduction gear mechanism R.

The casing 70 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 J-th to sixth blocks 70 to 706 from the left in FIG. These blocks γO
I~706 are bolted together between adjacent ones.

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, respectively, and support caps 79 to 82, which are connected to the support brackets 74 to 77 through bolts 19, are provided with holes. In order to connect the power unit P to the vehicle body frame F, a single pivot shaft 83 disposed parallel to the crankshaft 20 is clamped. At that time, each support bracket 74 to 7
7 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 78 is formed in order to position and securely fix the pivot shaft 83 to the casing 70. is passed through by the pivot 83. Thus, the second to fifth blocks 102
~705 are also interconnected by the pivot q=s3, increasing the bonding strength.

Furthermore, 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 830. In this way, the relatively weak portions of the support brackets 74 to IT 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.

The pivot 83 is attached to the support bracket 74°170 at the outboard position.
On the inside, a pair of left and right Knight Nord type spring devices S
It is supported by the left and right support plates 1α and 1a' of the vehicle body frame F via f and Sf'f. These spring devices Sf, S
f have the same structure, so only the one on the left Sf will be explained. As shown in FIG. , a spring operating body 92 having a basic hexagonal cross-sectional shape and accommodated in the spring chamber 91 so as to be relatively rotatable; and a spring operating body 92 that is filled between the housing 90 and the spring operating body 92 at a large corner of the spring chamber 910. Consisting of six cylindrical rubber springs 93, the spring operating body 92 is fixed to the pivot shaft 83 by multiple-sided fitting or spline fitting. Housing 9G
A mounting flange 9 is provided on the outer peripheral surface of the
4 are integrally formed.

On the other hand, a semicircular support recess 95 that opens toward the front is formed in the support plates 1 a , 1 a / of the vehicle body frame F, and the mounting flange 94 is fitted into the recess 95 and attached to the mounting flange 94 . are fixed to the support plates 1a and 1a' with a plurality of bolts 96.

Thus, the power unit P drives the left and right drive wheels 11/f
.

When IJ/f' swings around the pivot shaft 83 as the IJ/f' moves up and down, the spring actuating body 92 rotates relative to the housing 90, compressing and deforming all the rubber springs 93 at the same time. Due to the repulsive force of the rubber spring 93 that occurs, the drive wheel W
Let f and Wf be elastically suspended. However, since the casing 70 of the power unit P constitutes a rigid body as described above and connects the two driving wheels 117 f and V'f', the vertical vibration of one driving wheel is absorbed by the other driving wheel. It will have a stabilizer function to suppress it.

In order to damp the vertical motion of both driving wheels Wf and Wfl, hydraulic dampers <97 are interposed between the support plate IL:t+1'' 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 driving wheels IF f,
The moment of inertia of the swing system around the pivot shaft 83 consisting of F f' and the power unit P can be significantly reduced, and as a result, the road surface followability of the drive wheels Wf and Wf' is improved, and the Knight-Nord type spring device S f , the load burden on Sf is reduced.

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

rt> placed at the front of engine E to balance the weight of lr. It is convenient to arrange the water pump 45 at the front of the engine E because its maintenance can be carried out without being obstructed by the vehicle hood F.

On the outer surface of each mission case 11, 11' are wheels,
A support tube 100 surrounding the drive shaft 65 is integrally formed,
The outer cylinder 101 rotatably supported by the support cylinder 100 has a knuckle 102 which rotatably supports the hub 66 of the corresponding drive wheel 11; They are connected via a pair of king pins 103 that are coaxially arranged with the center in between, 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 kingpin 103, the driving wheels II' f and F f can be turned.

Furthermore, the knuckle 102 has corresponding drive wheels Wf, Wf.
A back plate 104 of a brake device B (drum type in the illustrated example) is fixed, and in order to suppress the rotation of this back plate 1040, a restraining arm 105 protruding from the outer surface of the outer cylinder 101 is connected via a torque rod 106. It is connected to the vehicle body frame F. Therefore, when braking, back plate 1
The braking torque acting on the knuckle 102 and the outer cylinder 10
1 and a torque rod 106, it is supported by the vehicle body frame F. Further, when the power unit P swings around the pivot shaft 83, the relative relationship between the knuckle 102 and the outer cylinder 101 and the support cylinder 100 in a connected relationship is adjusted so that the proper alignment of the drive wheels W-f, IP' f/ is maintained. Rotational displacement is allowed.

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 71/γ 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 Nyre-Rut type spring device Sf is interposed between the pivot shaft 110 and the rear fork 111.

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.

As described above, according to the present invention, the forward/reverse switching device is rotatably supported by the input shaft of the forward clutch, the drive gear connected to the output member of the clutch, and the output shaft connected to the drive wheel. a relay gear that is freely supported and always meshes with the drive gear; a first idle gear that is rotatably supported on an idle shaft parallel to the output shaft and always meshes with the drive gear; and integral with the first idle gear. a second idle gear coupled to the drive gear; and a second idle gear slidably splined to the output shaft so as to be movable between a forward drive position where the clutch is coupled to the drive gear and a reverse drive position where the second idle gear is engaged. Since the switch gears are combined, when the switching gear is in the forward position, the drive gear, the relay gear, and the switching gear form a forward gear train, and when the switching gear is in the reverse position, the drive gear, the 11th and 2nd idle gears, and the switching gear form a forward gear train. The gears form a reverse gear train, so the drive gear is the front.

Since it is commonly used for both reverse gear trains, the number of gears is smaller compared to a system in which a drive gear is provided for each gear train, and the entire device can be configured compactly, and the drive gear is only provided on the input shaft of the clutch. Therefore, especially when the input shaft is used as a cranking agent for an engine, it is possible to install it on the crankshaft without being interfered with by the front or reverse switching device of the transmission device such as the valve train or oil pump. This is effective in making the engine more compact.

[Brief explanation of the drawing]

Figures 1 to 7 show an example of the present invention.
FIG. 1 is a perspective view of the separated body frame and power unit of the vehicle, FIGS. 2 and 3 are a plan view and side view of the same vehicle, FIG. 4 is a top view of the power unit, and FIG.
5A is an enlarged longitudinal sectional plan view of the engine part of the same power unit, FIG. 5B is a sectional view taken along the line VB-VB of FIG. 5A, and FIG. 6 is the power transmission system of the engine. Side view, Figure 7 is VJl-■ of Figure 5.
It is a line enlarged cross-sectional view. E...engine, P...power uniso), Wf
, Wf'... Drive wheel 20... Crankshaft as a starting clutch input shaft, 2
6... Starting clutch, 28... Drive gear, 29...
Relay gear, 30...Idle shaft, 31...First idle gear, 32...Second idle gear, 33...Switching gear, 34.35...Dog clutch Fig. 7-316-

Claims (1)

[Claims] A drive gear rotatably supported on the input shaft of the starting clutch and connected to an output member of the clutch, a relay gear rotatably supported on an output shaft connected to a drive wheel and always meshing with the drive gear, and the output. A first shaft rotatably supported on an idle shaft parallel to the shaft and constantly meshing with the drive gear.
an idle gear; a second idle gear integrally connected to the first idle gear; and a second idle gear capable of moving between a forward position in which the drive gear is clutch-coupled and a reverse position in which the second idle gear meshes with the second idle gear. A forward/reverse switching device for a vehicle, comprising a switching gear slidably spline-fitted to the output shaft.