JPS59199322A - Driving and suspension device of driving wheel in vehicle - Google Patents

Abstract

PURPOSE:To contrive simplification of structure of the whole of a suspension device, by a method wherein a power unit is formed of an engine and a pair of a right and left speed change gears to be arranged on both sides of the rear of the engine and a casing, which is made into rigid structure, is connected with a car body frame oscillatably. CONSTITUTION:When the titled device is executed on a vehicle wherein a pair of right and left driving wheels Wf, Wf' to be driven by a power unit P and a driven wheel Wr are provided in front of a car body frame F and in the rear of the car body frame F respectively, the powr unit P is formed of an engine E and a pair of right and left belt type automatic speed change gears M, M' to be arranged on both sides of the rear of the engine E. The casing 70 of the power unit P is formed in a rigid body by connecting unitarily a crankcase 50 with transmission cases 71, 71' extended rearward from both the right and left ends of the crankcase 50. Then the casing 70 is connected oscillatably with the car body frame F through the hinge shaft 83 provided on the front end of the car body frame F.

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 that has a pair of left and right drive wheels, such as a four-wheeled vehicle, the drive device and suspension device for the drive wheels are each independent, but these devices can be integrated by sharing components with each other. If it can be configured, it will be extremely beneficial in simplifying and compacting the structure of the entire device.

The present invention was created based on this idea, and has a simple and compact structure, and is capable of keeping the swing angle of the drive wheel small while ensuring sufficient vertical stroke of the drive wheel without increasing the unsprung load. The object of the present invention is to provide the above-mentioned device, which has the following features: an engine;
A power unit is constituted by a pair of transmissions that are connected in parallel to the crankshaft of this engine via a common reduction gear and drive both of the driving wheels, and the casing of this power unit is formed into a rigid body and the The casing is swingably connected to the vehicle body frame via a pivot shaft to support both drive wheels and allow vertical movement of the drive wheels, and the pivot shaft is disposed near the reduction 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 Wf at the front of a vehicle body frame F.

Ffl and a power unit P for driving these are disposed, and one driven wheel 111r is disposed at the rear thereof.

The vehicle body frame F includes a pair of left and right vertical members 1, 1' with supporting plates 1a, 1α' erected on each front wheel, and a plurality of horizontal members 2, 3, 4, 5 that connect these vertical members in a ladder shape. a pair of reinforcing members 6, 6' connecting the two middle horizontal members 3, 4;
three inverted U-shaped roll pars 7.8, connected to the front, middle and rear parts of the longitudinal members 1, 1' so as to connect them;
9, the front roll par 7, the frontmost cross member 2
The surrounds of the left and right support plates ia and la' are connected via a cross-shaped reinforcing member 10, and the center rollper 8
and the rear rollper 9 are connected at their tops via a reinforcing member 11. A steering handle 13 is located in the center of the front roll par 7.
A steering column supporting the is installed.

The pair of reinforcing members 6 are attached along the center line between both longitudinal members 1 and 1'.
, 6', and this fuel tank 12 is bolted to the cross member 3 and both sleeve reinforcement members 6, 61.

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 vehicle, and the backrests 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 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, the power unit P includes an engine E and a pair of left and right belt type automatic transmissions M, M/ disposed on both sides of the rear thereof.

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 and a pump drive shaft 23 are each disposed parallel to the crankshaft 20, and a starter motor 24 is disposed adjacent to the left end of the crankshaft 20. A generator 25 is attached to the left end of the crankshaft 20, and a centrifugal automatic start clutch 26 is attached to the right end.

A deceleration device 27 having a forward/reverse switching function is provided between the output shaft 21 and the output shaft 21 .

This device 27 includes a small-diameter drive gear 28 fixed to the output member of the clutch 26, and a large-diameter relay gear 29 rotatably supported by the output shaft 21 and constantly engaged with the interlocking gear 28 via an idle gear 28'. , the first idle gear 3 with a diameter of
1. A large-diameter second idle gear 32 that is integrally connected to the first idle gear 31 and is slidably spline-fitted to the output shaft 21 adjacent to the relay gear 29 and the second idle gear 32. It is composed of a switching gear 33. The switching gear 33 can be coupled along the output shaft 21 between a forward position on the right side and a reverse position on the left side in FIG. 5A via a central neutral position. 29
This switching gear 33 and relay gear 29
A dog clutch consisting of a dog 34 and a dog hole 35 that can engage with each other is provided, and in the backward position, the dog clutch 34, 35 is released and the switching gear 33 meshes with the second idle gear 32. There is.

When the switching gear 33 is placed in the forward position, the 200 rotations of the crankshaft are transmitted to the output shaft 21 through the starting clutch 26, drive gear 28, idle gear 28, relay gear 29, and switching gear 33 in order. , which can be rotated in the normal direction to move the vehicle forward. Moreover, if the switching gear 33 is shifted to the reverse position, the above-mentioned rotation will be applied to the starting gear 26, the drive gear 28, the idle gear 28', and the first idle gear 3.
The deceleration is transmitted to the output shaft 21 through the first and second idle gears 32 and the switching gear 33 in order, and the deceleration is reversed to drive the vehicle backward.

In order to provide the switching gear 33 with the above switching, a gear switching device is provided as follows.

A shift fork support shaft 3γ parallel to the output shaft 2 is rotatably supported by a pair of left and right bearings 70 (L, 70b) installed in the casing 70 of the power unit P. This shift fork support shaft 3γ protrudes outside the casing. An operating lever 40 is fixed to the left end of the shift lever 40, and an operation input from a gear shift lever (not shown) is applied to the shift fork support shaft 37 via the operating lever 40.The shift fork support shaft 37 has a boss of the shift fork 38. The portion 38a is slidably fitted into the fork portion 38b of the shift fork 38.
is engaged with an annular groove 36 provided on the outer periphery of the boss portion 33a of the switching gear 33 so as to sandwich the boss portion 33fZ.

In addition, a shift drum 39 is attached to the shift fork support shaft 3γ.
are integrally combined. The shift drum 39 is made of a press, and has a pair of left and right end walls 3 that are penetrated and supported by the shift fork support shaft 31 at positions adjacent to the bearings 70a and 70A.
9cL, 395, and a body portion 39C that connects both end walls 39 (1, 39b) and surrounds approximately half the circumference of the boss portion 38b of the shift fork 38 concentrically with the shift fork support shaft 31. Right end wall portion 39 of shift drum 39
The fitting part between b and the shift fork support shaft 37 has an occluded cross section, and both parts 37 and 39 can rotate together, but the shaft is Directional movement is prevented.

A cam-groove 88 is provided in the body portion 39C of the shift drum 39, and an engagement protrusion 87 that engages with the cam groove 88 is integrally formed on the outer surface of the boss portion 38α of the shift fork 38.

Thus, when the switching gear 33 is placed in the neutral position, the shift fork 38 occupies the center position of the shift fork support shaft 31. Therefore, when the operating lever 40 is operated to rotate the shift drum 39 in one direction or the other, the shift fork 38 is displaced to the right or left via the engagement protrusion 87 due to the guiding action of the cam groove 88. , the switching gear 33 can be shifted to the forward or reverse position.

The output shaft 21 is constituted by a hollow shaft, and the inner ends of the input shafts 52.520 of the left and right belt type automatic transmissions M, M/ are arranged in the hollow part so as to protrude from the left and right sides, and these input shafts 52.
52 is connected to the output shaft 21 via a differential device Df.

A differential case 53 of the differential device Df is integrally formed at the intermediate portion of the output shaft 21, and a pinion shaft 55 that supports pinions 54 and 54 is attached to this differential case Df as in a general differential device. A pair of left and right side gears 56, 56 meshing with the left and right input shafts 52.
52, respectively.

In this way, the left and right automatic transmissions M, Ml are connected to the crankshaft 20 of the engine E via the common reduction gear 2T.
are connected in parallel to each other, and left and right drive wheels Wf, TV, and fl are connected to the output shafts 61 and 61 of these automatic transmissions M and Ml, respectively. The connection structure will be described later.

Since the left and right automatic transmissions M and Ml have the same structure, only the structure of the left one M will be described.

A variable diameter drive pulley 58 is attached to the end of the input shaft 52, and a variable diameter driven pulley 59 is attached to the output shaft 61, and an endless belt 60 is stretched between the pulleys 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. Due to the interaction between the centrifugal mechanism 62 and the spring 63, the gear ratio between the input shaft 52 and the output shaft 61 is automatically decreased as the rotational speed of the input shaft 520 increases.

A wheel drive shaft 65 is spline-coupled to the outer end of the output shaft 61, and an axle 67 fixed to a hub 66 of a drive wheel Wf is connected to this wheel drive shaft 65 via a constant velocity joint 68.

When the power of the engine E is output from the output shaft 21, the output torque is transmitted to the differential case 53, pinion shaft 55, pinion 54, 54, left and right side gears 56,
56, the rotational torque of each input shaft 520 is distributed to the left and right input shafts 52.
0, the signal is transmitted to the corresponding drive wheel Wf or Ffl via the driven pulley 59, output shaft 61, and wheel drive shaft 65 to drive it.

If the rotation speed of each input shaft 520 increases with the increase in the engine/engine rotation speed, the gear ratio between the driver and output shafts 52 and 61 decreases due to the interaction of the centrifugal mechanism 62 and the spring 63.
Output shaft 61 and drive wheel Wf.

Wl is now driven at high speed.

Then, when the vehicle is traveling straight, both driving wheels Wf.

If F fl is rotating at the same speed and there is a difference in gear ratio between both automatic transmissions M and MI, the left and right input shafts 52, 52 are adjusted accordingly by the differential function of the differential device Df.
In other words, the difference in the gear ratio is absorbed, and both driving wheels If and IFfl can continue to rotate at the same speed.

Also, when the vehicle turns, the differential device Df exerts a differential function and gives a difference in rotational speed to the left and right input shafts 52,52.
At the same time, both automatic transmissions M and M' cooperate to exhibit differential function. That is, if the rotational speed of the input shaft 520 on the inner wheel side of the turning path, for example, the left side, decreases, the left automatic transmission M
In this case, the gear ratio between the input shaft 52 and the output shaft 52.61 increases, and the rotation speed of the input shaft 520 on the outer wheel side, for example, on the right side increases.
．． 61 is reduced, thereby giving the left and right drive wheels Wf, Wa a rotational speed difference according to the length of their respective turning paths, and therefore the differential load on the differential device Df is reduced. Ru.

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 22a enters between the pair of opposing crank webs 201Z and 20cL when the weight 22a approaches 0, but the primary inertial force balancing effect of the engine E by this weight 22a is well known, so a description thereof will be omitted. do.

The pump drive shaft 23 is driven by the crankshaft 20 via a gear 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, 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 houses the impeller 46 is connected to the engine. It is fixed to the crankcase 50 of E with 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.

The starting motor 24 is disposed in a space 64 between the engine E and one automatic transmission M, and is supported by a casing 70 via a support member 69. The output gear 24α of the starting motor 24 is connected to a reduction gear 89 on the crankshaft 20 via a large-diameter gear 84, a connecting shaft 85, and a small-diameter gear 86, which are arranged so as to straddle the engine 25 from the left and right sides. The gear 89 and the crankshaft 20 are connected via an automatic thinning clutch 98 that can transmit driving force from the gear 89 to the crankshaft 20 in only one direction. By doing so, the crankshaft 20 can be cranked by the starting motor 24 from outside the generator 25 at the time of starting.

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 and 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 used as a vehicle body space, making the vehicle more compact and contributing to lowering the center of gravity of the power unit P.

, Cage/Guar 0 is divided into several blocks and cast as follows. That is, the central part of the crankcase 50 and the intermediate part between the central part and each transmission case 71° 71' are divided along a plane perpendicular to the axis of the crankshaft 20, and thus divided. are called first to fourth blocks 101 to I04 from the left in FIG. These blocks 70°-704 are bolted together between adjacent ones.

Support brackets 74 to 77 are integrally provided on the outer surfaces of the first to fourth blocks 70□ to 704, respectively, and are connected to these support brackets 14 to 77 through through bolts 78, respectively. A single pivot 83 disposed parallel to the crankshaft 20 is sandwiched between the caps 79 to 82 to connect the knocker unit P to the vehicle body frame F. At that time, each support bracket)74~T
The support surfaces of I 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 83. A through bolt γ8 is passed through the pivot 83. (Then, the first to fourth blocks 101
~704 are also interconnected by the pivot 83, 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 83. In this way, the relatively weak portions of the support brackets 74y77 and the plurality of through ports t4B are not biased in one direction, and the pivot shaft 83 can be firmly supported in all directions.

The pivot 83 is connected to a pair of left and right Neidhardt spring devices Sf inside the support brackets 74°17 at both outer positions.
, Sf/, the left and right support plates 1a of the vehicle body frame F,
1α'. Since these spring devices Sf and Sf/ have the same structure, only the left one Sf will be explained. As shown in FIG. 7, this spring device Sf has a spring chamber whose basic shape is a hexagonal cross section. 91, and a spring actuating body 92 which has a basic hexagonal cross-sectional shape and is accommodated in the spring chamber 91 so as to be relatively rotatable.
and six cylindrical □ rubber springs 93 filled between the housing 9° and the barb actuating body 920 at the six corners of the spring chamber 91, and the spring actuating body 92 is multifaceted or spline fitted to the pivot shaft 83. and is fixed. A mounting flank 94 is integrally formed on the outer peripheral surface of the housing 90 and projects over half the circumference 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. 1a and 1a' with a plurality of bolts 96.

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

If it swings around the axis 83 with the vertical movement of F 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 springs 93 caused by the deformation causes the driving wheels Wf, W to be compressed.
f/ is elastically suspended. By the way, since the casing γ0 of the power unit P constitutes a rigid body as described above and connects both first drive wheels If and IFf1, it has a stabilizer function that suppresses the vertical vibration of one drive wheel by the other drive wheel. will be prepared.

In order to damp the vertical motion of both driving wheels Wf, W'f/,
The support plates 1a, 1α' of the vehicle body frame F and the transmission case 11. A hydraulic damper 91 is interposed between each of γ1/.

The pivot shaft 83 is arranged near the speed reduction device 2T.

In this way, the weight on the engine E side of the power unit P and the weight on the driving wheels Wf, Wfl are approximately balanced with the axis 83 as a boundary, and the inertia of the swing system around the axis 83 consisting of the driving wheels Wf, Wf/ and the power unit P is The moment can be significantly reduced, and as a result, the road followability of the drive wheels Wf, Wf/ is improved, and the Neidhardt type spring device Sf
, Sf/ is reduced. .

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 and Wfl, 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 driving wheels Flf and IFfl can be turned.

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

A hack plate 104 of a brake device B (drum type in the illustrated example) of F f/ 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
Relative rotational displacement between the outer tube 101 and the support tube 100 connected to the knuckle 102 is allowed so that the proper alignment of the drive wheels Wf, Wf/ is maintained during rotation.

A rear fork 111 is pivotally attached to the rear end of the vehicle body frame F via a pivot 110 so as to be able to swing vertically, and the driven wheel fr is pivotally supported at the rear end of the rear fork 111. In order to suspend the rear fork 111, a spring device 5r having the same structure as the Neidhardt 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 Wγ.

As described above, according to the present invention, a power unit is configured by an engine and a pair of transmissions that are connected in parallel to the crankshaft of this engine via a common reduction gear and drive left and right drive wheels, respectively, A casing of the power unit is formed into a rigid body, and both of the drive wheels are supported on the casing of the power unit,
The casing is swingably connected to the vehicle body frame via a pivot shaft to allow vertical movement of both drive wheels, and a suspension spring device is interposed between the casing and the vehicle body frame, so that the casing of the power unit is driven. The casing functions as a swing arm to suspend the wheels, allowing the drive wheels to move up and down, and the casing also functions as a stabilizer to suppress vibrations of each drive wheel. Therefore, both the swing arm and the stabilizer are specially designed. As a result, the overall structure of the drive and suspension system can be simplified and compact.

Furthermore, since the pivot shaft is disposed near the reduction gear which occupies an intermediate position between the engine and both transmissions, the rotation of the shaft including both drive wheels and the power unit is possible regardless of the size of the reduction gear. The moment of inertia of the dynamic system can be kept small, and as a result, the unsprung load is reduced, the road surface followability of the drive wheels is improved, and a good ride comfort can be obtained. Furthermore, only one set of reduction gears is required to be shared by both transmissions, so there is no need to provide a final reduction gear on the output side of each transmission, and the structure can be further simplified.

Note that the suspension spring device is not limited to the Neidhard type as in the above embodiment, but may be a coil spring interposed between the swinging arm fixed to the pivot shaft and the vehicle body frame, for example. It can also be configured to be telescopic.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and FIG. 1 is a perspective view of the separated body frame and power unit of the vehicle, FIGS. 2 and 3 are plan and side views of the same vehicle, and FIG. FIG. 5 is a side view of the power unit; FIG. 5 is a longitudinal sectional plan view of the main part of the power unit; FIG. The figure is an enlarged sectional view taken along the line ■-■ in FIG. E...engine, F...body frame, M, Ml.
・Transmission, P...Power unit, Sf, Sf'・
... Suspension spring device, Wf, Wf/... Drive wheel, 20... Crankshaft, 27... Reduction device, 83...
・Axis patent applicant Honda Motor Co., Ltd.

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 transmissions that are connected in parallel to the crankshaft of this engine via a common speed reduction device and drive both of the driving wheels, respectively.The casing of this power unit is formed into a rigid body, and The casing is swingably connected to the vehicle body frame via a pivot shaft so as to support a partial driving wheel and allow vertical movement of both partial driving wheels, and the pivot shaft is disposed near the speed reduction device. drive wheels and suspension systems in vehicles.