JPS59195418A - Device for supporting power unit, driving drive wheel and suspension in vehicle - Google Patents

Abstract

PURPOSE:To make the device compact with a simple structure, by rockably supporting a power unit casing through a pivot shaft to a vehicular body, and interposing a Neidhart cushion between the pivot shaft and the vehicular body. CONSTITUTION:A crank case 50 is integrally formed with transmission cases 71 and 71' to form a power unit casing 70 of a rigid structure. A pivot shaft 83 parallel to a crank shaft is interposedly supported to support brackets 74-77 and support caps 79-82, and a power unit 9 is rockably connected to a vehicular body frame F. Furthermore, a pair of Neidhart cushions Sf and Sf' are interposed between the pivot shaft 83 and the vehicular body frame F at a position inside of the support brackets 74 and 77. Both the transmission cases 71 and 71' are arranged in such a manner as to interpose the vehicular body frame therebetween, and the pivot shaft is arranged in a space defined between both the transmission cases 71 and 71' to effectively utilize the space, thereby making the device compact.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power unit support, drive wheel drive, and suspension system in 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 support device for the power unit, the drive device for the drive wheels, and the suspension device 8 are each independent.
If these devices could be constructed integrally by sharing the same constituent elements, it would be extremely beneficial to simplify and downsize the structure of the entire device.

The present invention was made based on such an idea, and an object of the present invention is to provide the above-mentioned device having a simple and compact structure. In order to achieve this object, the present invention comprises an engine and a pair of transmission devices for individually transmitting the power of the engine to the two driving wheels as a power unit, and the power unit recasing is formed into a rigid body. At the same time, this casing is swingably supported on the vehicle body frame via a pivot shaft to allow vertical movement of the two driving wheels, and a power unit is suspended together with the two driving wheels between the pivot shaft and the vehicle body frame. ) v) The fact that a type spring device is inserted is a % mark.

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

First, more clearly than the first embodiment shown in FIGS. 1 to 7, the vehicle shown in FIGS. f and these Z-driven (war unit P), and one driven wheel Wr is provided at the rear of the same.

The vehicle body frame p' includes a pair of left and right vertical members 1, 1' with support plates 1a, 1α' erected on each front wheel, and a plurality of horizontal members 2, 3, 4, 5 that connect these in a ladder shape. - A pair of reinforcing members 6, 6' connecting the two middle horizontal members 3, 4, and a pair of reinforcing members 6, 6' connected to the front, center and rear parts of the vertical members 1, 1' to connect them. Three inverted U-shaped roll pars 7.8
．． The front roll par 7, the frontmost cross member 2, and the left and right support plates 1α, 1σ' are connected via a cross-shaped reinforcing member 10, and the center roll par 8 and the rear roll par 9 The top portions are connected to each other via a reinforcing member 11. A steering wheel J for supporting the steering wheels 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 the front seat 14 for the driver's seat and the passenger A are attached to the upper surface of the floor plate 16.
A rear seat 15 is installed for the vehicle, and the backrests 14α, 15α are arranged approximately opposite to 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 M, M' disposed on both sides of the rear of the engine.
, M' is equipped with a reduction gear mechanism R on the output side.

These automatic transmissions M, 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 2T 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 constantly engaged with the drive gear 2, 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;
The large-diameter idle gear 32 is integrally connected to the small-diameter idle gear 31, and the switching gear 33 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 mounted on the output shaft 21 and can move between a forward position on the right and a reverse position on the left in FIG. 5A. 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 backward 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 output shaft 21 passes through the relay gear 29 and the switching gear 33 in the 11th order.
This can be transmitted to the engine and rotated in the normal direction. In addition, when shifting the switching gear 33 to the reverse position, the rotational torque is transferred to the output shaft 21 through the starting clutch 26, the drive gear 28, the relay gear 29, the small diameter idle gear 31, the large diameter idle gear 32, and the switching gear 33. can be transmitted and 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 38α of the boss portion of the shift fork 3B is engaged with the cam groove 39α of the shift drum 39 arranged parallel to the guide shaft 37. The shift drum 39 has a shift lever 40 fixed to one end thereof.
When the cam groove 39 is rotated in one direction or the other direction by
The switching gear 33 can be shifted to the forward position or the backward position by displacing the shift fork 38 to the right or left by the guiding action of α.

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. This balance shaft 220 weight 22α is connected to the crankshaft 2
It is provided at a position where the weight 22α enters between the pair of opposing crank wanibs 20α and 20a when the weight 22α approaches zero, but the primary inertial force balancing effect of the engine E by this weight 22α is well known, so a description thereof will be omitted. do.

Front 81: The pump drive shaft 23 is driven by the crankshaft 20 via the chain transmission 43. This pump drive shaft 2
A lubricating oil pump 44 is connected to one end of the pump 3, and a cooling water pump is connected to the other end.The water pump 45 can be easily attached and detached as follows.

That is, the rotary shaft 47 having the impeller 46 of the water pump 1450 is connected to the pump drive shaft 23 via a joint 4B of the extractor 52 type, and a pump housing that supports the rotary shaft 4T and accommodates the impeller 46. 49 is fixed to the crankcase 50 of the engine E with bolts 51. Therefore, if the bolt 51 is removed, the water pump 45 will be connected to the engine E.
It is easier to take out, 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 52 of an ignition pulser is protruded from the outer peripheral surface of the +:+-ta 25α of the generator 25, and a pickup coil 53 of the ignition pulser is attached to the signal protrusion. The base plate 53α is fixed to a fixed support base 54 in the crankcase 5o by bolts 55 so as to face the rotation path of the crankcase 52 with a certain gap therebetween. 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 5o facing the pickup coil 53.
This window 56 is normally closed by a cap 51.

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

Ffl is arranged so as to be connected to each other. Therefore, both driving wheels If and IF'fl 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 H will be explained.

A variable diameter drive pulley 58 is attached to the end of the output shaft 21, and a variable diameter driven boob 959 is attached to the driven shaft 61, which is the input shaft of the reduction gear mechanism R. 758
, 59, an endless belt 60 is stretched between them. 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. Due to the interaction between the centrifugal mechanism 62 and the spring 63, the gear ratio between the output shaft 21 and the driven shaft 61 is automatically decreased 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 R.
is spline-coupled, and further to this wheel drive shaft 65,
An axle 67 fixed to a hub 66 of a drive wheel If 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 67 via the wheel drive shaft 65 and the constant velocity joint 68 to drive the drive wheel If. do.

Since the left and right driving wheels If, Wf/ are connected in parallel to the output shaft 21 via such automatic transmissions M, M/, both driving wheels Wf are connected in parallel when the vehicle turns.

When a rotational speed difference occurs in Ffl, a difference occurs in the gear ratios of both automatic transmissions M and M/, and as a result, the output torque of the output shaft 21 changes to the rotational speed of both driving wheels If and FP'f. distributed among them accordingly. 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 L, and an automatic transmission M that extends rearward from both left and right ends of the crankcase 50.

Htt, a pair of transmission cases 71 and 71' that house and support are integrally connected to form a rigid body, and both mission cases 71 and 71' are arranged approximately horizontally so as to sandwich the front end of the vehicle body frame F from the left and right sides. will be placed in 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 mission case 71゜71/
There is a partition wall 72 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 73 is provided to oil-tightly partition the transmission mechanism including both pulleys 5B and 59 of M/ from the reduction gear mechanism R, and the lubrication method for each automatic transmission if, M' transmission mechanism is a dry type, The reduction gear mechanism R employs a wet type.

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 first to sixth blocks 70, .about.T06 from the left in FIG. These blocks 70
．． ~70a are bolted together between adjacent ones.

2nd to 5th blocks 70. Support brackets 74 to 77 are integrally provided on the outer surfaces of ~7G, respectively, and between these support brackets 74 to 77 and support caps 79 to 82 each connected to these via through bolts 78. , there is a single pivot shaft 8 disposed parallel to the crankshaft 20 to connect the power unit P to the vehicle body frame F.
3 is held in place. At that time, each support bracket 74-7T
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 bolt is used for positioning and securely fixing the pivot shaft 83 to the casing 7°K. 78 is passed through 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.

Furthermore, each set of support brackets and caps 74°79
;75, 8θ; 76.81; 77.82 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 holes 7B are not biased in one direction, and can firmly support the pivot shaft 83 in all directions.

The pivot 83 is connected to the support bracket 74°770 at the lateral side of the wound.
Inside, a pair of left and right Neidhardt spring devices Sf
, Sf/ to the left and right support plates 1α of the vehicle body frame F,
1a'. Since these Q spring devices Sf and Sfl have the same structure, only the left one Sf will be explained. As shown in FIG. a housing 98 having a basic shape of a hexagonal cross-sectional shape and housed in the spring chamber 91;
Consisting of six cylindrical rubber springs 93 filled between the housing 90 and the spring operating body 9921 at the inner corner of the
The spring actuating body 92 is fixed to the pivot shaft 83 by a faceted fit or a spline fit. A mounting flange 94 is integrally formed on the outer circumferential surface of the housing 90 and protrudes over one and a half circumferences thereof.

On the other hand, a semicircular support recess 95 opening toward the front is formed in the support plates 1α, 1α′ of the vehicle body frame F, and the housing 90 is fitted into the recess 95 so that the mounting flange 94 is attached to the support plate. It is fixed to 'la, la' by a plurality of bolts 96.

Thus, the power unit P serves as the left and right driving wheels Wf.

14/ When it swings around the pivot shaft 83 in accordance with the vertical movement of Due to the repulsive force of the rubber spring 930 generated, the drive wheel I
f, V/fl are elastically suspended. By the way, since the casing TO of the power unit P constitutes a rigid body as described above and connects the two driving wheels If, If"f,
A stabilizer function is provided to suppress the vertical vibration of one drive wheel by the other drive wheel.

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

The pivot shaft 83 is arranged to pass through the center of gravity of the power unit P. With K in this way, the driving wheels TI'f, li'
It is possible to significantly reduce the moment of inertia of the swing system around the pivot shaft 83 consisting of f/ and the power unit P, and as a result, the road followability of the drive wheels If and Il'fl is improved. The load burden on Sf and Sfl 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 M7f.

It is placed at the front of engine E to balance the weight of Wl. It is convenient to arrange the water pump 45 at the front of the engine E because its maintenance can be performed 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 1 whose knuckles 102, which rotatably support the hubs 66 of the corresponding drive wheels If and IVf/, are arranged coaxially across the swing center of the constant velocity joint 68.
03, and the knuckle 102 is connected to the steering handle 13 via a steering mechanism (not shown).

Therefore, by rotating the steering handle 13 to rotate the knuckle 102 around the king pin 103, the drive wheels Wf, Wf/ can be turned.

Further, the knuckle 102 has a corresponding drive shaft If.

F f! A back plate 104 (in the illustrated example of a brake equipped MBC (drum type)) is fixed, and this back plate 1
In order to suppress the 040 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 acting on the back plate 104 is
It is supported by the vehicle body frame F via the outer cylinder 101 and the torque rod 106. In addition, the axis 83 of the power unit P
When one side swings, relative rotational displacement between the knuckle 102, the outer cylinder 101 and the support cylinder 100 connected to each other is allowed so that the proper alignment of the drive wheels 11'f and IP'f 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. To explain only the differences from the previous embodiment, the left and right automatic transmissions M
, the input shaft 12 to which the drive pulley 58 of M/ is attached.
0 and 120' are separated from the output shaft 21 of the engine E, and are disposed adjacent to and coaxially with both ends of the crankshaft 200, and a driving shaft is provided between each of the input shafts 120 and 120' and the output shaft 21. They are connected via a gear 121 and a driven gear 122.

The input shaft 120 of the casing 70 of the power unit P
．． The part surrounding 120' is an angular cylindrical pivot 183,
183', and these pivot shafts 183 and 183' are supported by the vehicle body frame F via Neidhardt type spring devices sf and sp. Thus, the center of swing of the power unit P is located at or near the center of the crankshaft 20. By doing so, rotational vibrations caused by torque fluctuations of the engine E can be effectively absorbed by the Neidhardt spring devices Sf and Sa. 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 a vehicle body frame via a pivot shaft to allow vertical movement of both driving wheels, and a Neidhardt spring device suspends a power unit together with both driving wheels between the pivot shaft and the vehicle body frame. Since the casing of the power unit is equipped with a swing arm that suspends the 4 IF/I wheels, it can swing as the drive wheels move up and down, so there is no need to provide a special swing arm. In addition, the casing also functions as a stabilizer and suppresses the vibration of each drive wheel, so there is no need to provide a special stabilizer.Furthermore, the Neidhard type spring device as a suspension spring prevents the drive wheels from moving elastically. Not only can it be suspended to absorb the vibrations of the drive wheels, but it can also elastically support the entire power unit and effectively absorb the vibrations of the power unit, so there is no need for a special elastic support structure for the power unit. As a result, the structure of the entire device is simplified and compacted.

[Brief explanation of the drawing]

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 same power unit, FIG. 5B is a sectional view taken along the line VB-VB of FIG. 5A, and FIG. 6 is a power transmission system of the engine. FIG. 7 is an enlarged cross-sectional view taken along the line ■--■ in FIG. 5; FIG. 8 is a longitudinal cross-sectional plan view of a main part of a power unit showing a second embodiment of the present invention. E...engine, F...body frame, M, Ml.
... Automatic transmission that constitutes the transmission device, P... Power unit, Sf, SP... Neidhardt spring device, IVf. F f... Drive wheel, 70... Casing, 83・i・183, 183'
···pivot

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 transmit the power of the engine to each of the two driving wheels, and the power unit recasing is formed into a rigid body and this casing is configured to allow vertical movement of the two driving wheels. Supporting a power unit in a vehicle, which is swingably supported on seven frames of a vehicle body through a pivot, and a Neidhard type spring device is interposed between the pivot shaft and the vehicle body frame to suspend the power unit together with the driving wheels. Drive wheel drive, suspension system.