JPS60176881A - Front and rear wheel power transmission gear for motor tricycle bogie car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a power unit equipped with two rear wheels on one steering wheel at the front and one driven shaft at the rear, and each wheel is equipped with ultra-low pressure tires (hereinafter referred to as balloon tires). The present invention relates to a power transmission system for an automatic three-wheeled buggy suitable for a so-called full-time three-wheel drive system in which all wheels are driven at all times.

A telescopic front fork serving as a steering support member is pivotally attached to the front end of the vehicle body frame, and the front fork is provided with one front wheel equipped with a balloon tire and a drive device for the front wheel, and a power unit mounted on the vehicle body frame. An automatic three-wheel buggy vehicle of a constant three-wheel drive type has already been proposed in which the two rear wheels and one front wheel are driven through a shaft drive mechanism between the drive device and the drive device.

However, the power transmission system of the automatic three-wheeled buggy vehicle mechanically connects the power unit and the front and rear wheels in a rotatable manner, and therefore, due to the difference in turning radius during steering, the front and rear wheels A difference in rotation occurs, which has caused problems such as excessive force acting on the drive system and the need for excessive steering force.

In particular, when a large steering operation is performed while driving at low speeds, the understeer phenomenon is minute and the maneuverability is significantly reduced.

Furthermore, the shaft drive mechanism that drives the front wheel is located at a high position midway between the top of the power unit and the fuel tank, which increases the center of gravity of the vehicle, which makes it unstable when turning, and needs to be improved.

In view of the above circumstances, the present invention has been made in order to effectively solve the problems mentioned above, and its purpose is to install a vertically installed differential device that rotates around the front and back direction at the bottom of the power unit. 111 on the front output shaft of the differential device and the steering device side.
-By connecting the wheel drive system and connecting the rear output shaft on the other side and the single driven shaft for the rear two wheels, the main part of a so-called full-time three-wheel drive system is configured, thereby distributing driving power. By moving the center of gravity of the vehicle downwards and correcting and adjusting the difference in rotation between the front and rear wheels using a two-part differential, we have improved driving safety by eliminating the long-standing condition during steering. To provide a front and rear wheel power transmission device for an automatic three-wheeled buggy vehicle which can obtain the following three-wheeled buggy.

A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is a side view of the front half of a three-wheeled automatic buggy equipped with a power transmission device for front and rear wheels according to the present invention, and FIG.
Figure 3 is a front view taken from the arrow in the figure, Figure 3 is a cross-sectional plan view of the entire front wheel drive system, and Figure 4 is a schematic plan view showing the relationship between the power unit and the power transmission system to the front and rear wheels. be.

In FIGS. 1 and 4, the vehicle body frame F includes a main frame 2 fixed to a head pipe 1 at the front end, extending rearward and straddling a fuel tank 9 on the outside, a down tube 3 extending diagonally downward to the rear, and A bottom frame 4 connected to the down tube 3 forms a loop-shaped frame integrally joined to the main frame 2 via a center frame 5, while a sub-frame 7 constitutes a seat rail 6 and its reinforcing member. is integrally connected to the rear part, and a passenger seat 8 is attached to the second part of this.

The power unit P is installed inside a roof-like frame, and the engine E is installed in the front and the transmission M is integrated in the rear. 71, a subshaft 72, and an output shaft 73 are each rotatably arranged parallel to the left-right direction of the vehicle body frame F.

The crankshaft 70 and the main shaft 71 are interlocked via interlocking gears 14 and 75, and the main shaft 71 and the counter shaft 72 are provided with a known transmission gear group 76. In addition, the subshaft 72 and the output shaft 7
3 are interlocked via interlocking gears 77 and 78, and the output shaft 7
An intermediate shaft 79 is provided below 3, and an intermediate interlocking gear group 80 is meshed with this, and this intermediate interlocking gear group 80
A bevel gear 81 is adopted as the final gear and is interposed facing the bottom of the lower crankcase 10. Note that a belt mechanism, a chino and sprocket, or a shaft mechanism may be used between the output shaft 73 and the bevel gear 81.

The meshing of the respective gears constitutes a rotating force transmitting means for the crankshaft 70, and the emblem gear 81 is driven.

A differential case 11 is protruded downward from the bottom of the lower crankcase 10, and a vehicle body frame F is provided inside the differential case 11.
A so-called vertical differential device 14, which is conventionally well-known and whose rotation center is in the longitudinal direction of the housing 16, is provided at the front and rear portions of the differential device 14.
8 is rotatably supported, and inside thereof side gears 20 and 21 which are engaged with a pinion gear 19 are opposed to each other.
5 and the bevel gear 81 are meshed and interlocked at the side portions,
In the above, the axial center of the differential device 14 and each axis of the crankshaft 70 and the transmission M form orthogonal coordinates.

A front output shaft 22 is connected to the side gear 20 by fitting into an inner spline groove, and a front output shaft 22 is connected to the side gear 20.
Similarly, a rear output shaft 23 is connected rearward.

The power transmission device to the front single wheel Wf side will be described in detail below.

"-, the outer periphery of the front output shaft 22 is the lower crankcase 1.
-4-
The front portion of the front output shaft 22 is rotatably supported. 26
1 shows an axially expandable shirt drive mechanism consisting of a spline shaft 27 and a cylindrical body 28 that meshes with the spline shaft 27. As shown in the figure, the front fork Ff side is placed higher, and constant velocity ball joints 29 are installed at both ends. 30 are connected to each other, and the constant velocity ball joint 29 is connected to the tip of the front output shaft 22 by a spline.

It is advantageous if this spline shaft 27 adopts a ball spline mechanism, since the load resistance during expansion and contraction operations is small.

On the other hand, a steering shaft 31 is pivotally supported in the head pipe J so as to be able to swing left and right, and an I-tube bridge 32 and a bottom bridge 33 are fixed to the ends and lower ends of the steering shaft 31, respectively, and the top bridge 32 A handlebar 34 is attached to I:, and as shown in FIG. 2, a pair of left and right fork pipes 35 and 36 forming a telescopic front fork Ff serving as a steering device are supported.

Bottom cases 37 and 38, which are outer cylindrical members, are fitted into the lower sides of the fork pipes 35 and 36 so as to be extendable and slidable, and supports projecting from the side cylinders of the bottom cases 37 and 38. A stabilizer 42 equipped with a front single-wheel drive device 41 is disposed in parts 39 and 40 so as to straddle the front single wheel Wf, and are integrally connected with bolts 43, respectively.

FIG. 3 is a plan sectional view of the entire front wheel drive device 41 shown at line C1 to C2 in FIG. A drive shaft 44 is supported via bearings 45 and 46, and a bevel gear 47 is provided on one side of the lateral drive shaft 44.

On the other hand, a bevel gear 48 that meshes with the bevel gear 47 in the front-rear direction
The drive shaft 49 integrated with this is connected to the bearings 50 and 5.
1 in the housing 52, inserted through the rear opening of the gear box 66, and secured with bolts 53.

Thus, the rear end of the second drive shaft 49 is protruded to the outside and is spline-coupled with the front part of the long distance ball joint 30.

By the way, the other side of the lateral drive shaft 44 protrudes into a slit 54 formed on the side of the bottom case 38, and a toothed pulley 55 for driving is fixed on the shaft, and this and the bottoms of the bottom cases 37 and 38 are respectively installed across the slit 54. A driven toothed pulley 5 is attached to the support shaft 56.
7 is attached to the front wheel, which is rotatably supported, and a transmission toothed belt 58 (so-called cogged belt) is suspended between the driven toothed pulley 57 and the driven toothed pulley 57. Of course -1-era transmission teeth.''
A chino may be used instead of the belt 58.

Next, the power transmission device to the rear two wheels W r + and W r 2 will be explained.

As shown in FIGS. 1 to 4, a rear fork (swing arm) 59, which is a support member for the rear two wheels, is pivotally connected to the frame F side of the pivot shaft 6 at the front end via a buffer member (not shown).
- The rear end of the drive shaft rotatably supports one driven shaft 61 as is well known, and two rear wheels W r + and Wr2 are attached to both ends.

A power transmission device using a shaft drive mechanism 62 is employed between the driven shaft 61 and the differential device 14, and the front portion of this device is connected via a constant velocity pole joint 63 (another universal joint may be used). It is connected to the rear output shaft 23 of the first differential device 14, and a pair of bevel gears 64 and 65 are meshed and connected on the other side, and power is transmitted together with the bevel gear 65 to the driven shaft 61.

In "2" below, the differential device J4 at the bottom of the power unit P
Two power transmission systems are taken out in the front and rear directions, respectively, and the power is distributed to one front wheel Wf and two rear wheels Wf.
Torque is constantly transmitted to r + and W r 2, and three-wheel drive is realized at all times.

As shown in FIG. 4, the differential device 14 is arranged at the center of the front and rear wheels, and the shaft drive mechanisms 26 and 62 distributed in front and rear of the differential device 14 are arranged in the longitudinal direction of the vehicle body frame F together with the differential device 14. By arranging it on the center line Y-Y or along this center line Y-Y, the horizontal balance is good and the external design layout is convenient. It is advantageous.

Next, the operation will be explained in detail.

” When the engine E of the power unit P is operated in the configuration described above, the rotational force of the crankshaft 70 is transferred to the main shaft 71 of the transmission M.
, is transmitted to the transmission gear group 76 that connects the subshaft 72, and then the intermediate shaft 79 and the intermediate transmission gear group 80 are driven, and the bevel gear 81, which is the final transmission gear, is rotated. The bevel gear 15 rotates and the differential gear 14 rotates.

Thus, the front output shaft 22 and the rear output shaft 23 are rotated simultaneously,
The front output shaft 22 has a constant velocity hall joint 2 connected to the front.
9. It is transmitted to the lateral drive shaft via the shaft 1 drive mechanism 26, the constant velocity hall joint 30, the drive shaft 49, and the bevel gears 48 and 49, and the front single wheel Wf is driven.

On the other hand, the rear two wheels W r + and Wrz are driven by rotational force being transmitted to the driven shaft 61 from the constant velocity ball joint 63 , shaft drive mechanism 62 , and bevel gears 64 and 65 facing rearward of the rear output shaft 23 . It will be done.

Full-time three-wheel drive is achieved in the following manner. By the way, the shaft drive mechanism 26 is operated by the axial expansion and contraction of the spline shaft 27 and the cylindrical body 28 that meshes with it, and the bending action of each constant velocity ball joint I-29 and 30 as the front leaf A-Ff is damped downward. Torque is transmitted without any problem, and the steering wheel can be turned left and right by the handlebar 34.
The constant velocity ball joint 30, which operates in accordance with this, allows smooth and uniform torque transmission. Of course, the following operation is performed in the same manner in the above-mentioned composite operation.

Next, the rotation difference with the rear wheels that occurs during the above-mentioned steering operation, that is, the correction due to the increase in the rotation speed of the front wheel Wf, is due to the increase in the load on the rear output shaft 23 of the differential device 14, which causes the side gear 21 to rotate. By slowing down, the pinion gear 19 rolls the side gear 21-L and speeds up the other side gear 20,
As a result of this action, the front output shaft 22 rotates faster than the rear output shaft 23, smooth cornering is achieved, and stability during turning is improved.

Especially for large steering operations at low speeds, the above-mentioned differential effect is large, and as a result, when each wheel has low frictional resistance, such as on a snowy or sandy road, either the front or rear wheels is When slipping occurs, torque is not transmitted to the other drive wheels, and there is a high possibility that this will result in a stuck condition.As a mechanism to prevent this problem, the differential gear 1
A conventionally well-known so-called limited slip differential (LSD) function for limiting the differential function may be provided within the differential drive.

In addition, in the example, the support method for the rear two wheels is rear fork 59.
Although it is a swinging type, it is of course a fixed type (rigid type).
Furthermore, the power transmission mechanism may be a chino, a toothed belt, or a hydraulic transmission system instead of the shaft drive mechanism 26, 62.

In addition, although a three-wheeled buggy vehicle is shown in the example, a three-wheeled motorized vehicle without balloon tires may also be used, and it can also be applied to a three-wheeled vehicle with two front wheels and a rear wheel. It is also possible to summarize.

As is clear from the explanation below, according to the present invention, the rotation difference caused by the steering action between the front wheel and the rear two wheels is corrected and adjusted via the differential device, so that left and right steering is possible. Even in the middle of the day, the power can always be distributed appropriately to the front and rear wheels.
No unreasonable force is applied to the drive system to the rear wheels, steering operations become heavy while driving, and there is no unpleasant feeling like braking, allowing for light and stable steering operations, resulting in safe driving. This is a large category that contributes to this.

Furthermore, the differential gear is vertically mounted, and is arranged in orthogonal coordinates to the transversely mounted transmission shafts connected to one of the crankshafts. The differential, which is the main power transmission member to the front and rear wheels, is located at the bottom of the power unit, which allows the vehicle's center of gravity to be set as low as possible, improving cornering performance. can be achieved. -1-1 The front part of the differential gear and the front single-wheel drive unit of the front flap are connected via a telescoping shaft drive mechanism with constant velocity ball joints at both ends. Therefore, it is possible to smoothly and reliably transmit power and follow the left and right steering action, telescopic shock absorbing, and downward movement without difficulty, and it is also possible to efficiently perform stable functions over a long period of time.

Since the differential device and shaft drive mechanism described below, along with the shaft drive mechanism for the rear wheels, are arranged approximately at the center of the vehicle body frame in the longitudinal direction, a device with good balance distribution can be obtained, and the shaft drive mechanism protrudes outward. Therefore, it is possible to prevent harmful effects such as interference with external obstacles, and furthermore, due to the lower center of gravity as in the case of a double series, it is possible to dramatically improve turning performance. be.

Of course, by permanently driving all three wheels at the same time, the driving force acts on the front wheel as if pulling it in the steering direction, and at the same time, the driving force on the two rear wheels acts as if pushing it, which is a cooperative action, so the balloon tire In addition to its good grip, it exhibits excellent running performance especially when climbing suddenly on muddy ground, deep snowfall, sandy ground, and even in mountainous areas, making it particularly suitable for automatic three-wheeled buggy vehicles for running on rough terrain.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a side view of the front half of a three-wheeled automatic buggy equipped with a front and rear wheel power transmission device according to the present invention, and FIG. 3 is a plan sectional view of the entire front single-wheel drive device of the front fork, and FIG. 4 is an explanatory schematic plan view showing the relationship between the power unit and the power transmission system to the front and rear wheels. It is. 1... Hat pipe 33... Bottom bridge 14... Differential device 41... Front single wheel drive device 22... Front output shaft 42...・Stabilizer 23... Rear output shaft 57...
Driven toothed boot IJ-26... Shaft drive mechanism 59... Rear fork 29...
・Constant velocity ball joint 73... Output shaft patent applicant Yoshi 1) Akira Teru

Claims (5)

[Claims] (1) The front of an automatic three-wheeled buggy equipped with one steerable front wheel and two rear wheels on one driven shaft, each equipped with balloon tires, and driven simultaneously by a power unit mounted on the front wheel and the two rear wheels. , in the rear wheel power transmission device, a vertically disposed differential device is disposed at the bottom of the power unit along approximately the center line in the longitudinal direction of the vehicle body frame, and is rotatably connected to the output shaft, and the differential device is rotatably connected to the output shaft. A front and rear wheel power transmission device for an automatic three-wheeled buggy vehicle, characterized by a power transmission means comprising two systems of shaft drive mechanisms distributed and connected to one front wheel and two rear wheels, respectively. (2) The three-wheeled automatic buggy according to claim 1, wherein the rotation axis of the differential gear, the crankshaft of the power unit, and the main shaft and subshaft of the transmission are arranged to form orthogonal coordinates. Front and rear wheel power transmission device of the car. (3) The front and rear wheel power transmission device for an automatic three-wheel buggy vehicle according to claim (1), wherein the front-wheel drive shaft drive mechanism is arranged higher on the front fork side and lower on the power unit side. (4) The front and rear wheel power transmission device for an automatic three-wheeled buggy vehicle according to claim (1), wherein the differential device comprises a limited slip differential mechanism. (5) The three-wheeled automatic buggy according to claim (1), in which the output shaft and the differential device or the final gear are connected via a belt mechanism, a chino and a sprocket, and a transmission member of a shaft mechanism. Front and rear wheel power transmission device of the car.