JPS62178409A - Rear wheel suspension device for vehicle - Google Patents

Abstract

PURPOSE:To secure a large space at the center part of a rear axle by deflecting an end reduction gear case to one side from the center part between rear wheels and branching the edge of an upper arm into bifurcated form and deflecting the bifurcated parts to one among the right and left parts, in a double trailing type rear wheel suspension device. CONSTITUTION:An end reducing gear case 48 is deflected largely rightward and the front part of an upper arm 56 is branched into a bifurcated form, and the front parts are axially installed in free movement in the vertical direction onto a cross tube and a right lower tube 12b, and the upper arm 56 is deflected rightward and installed. Further, the rear edge of the upper arm 56 is axially installed onto the upper part of the end reducing gear case 48. With such constitution, a large space can be secured over the vicinity of the center part of a rear axle 46, and a large load clearance can be secured under the vicinity of the center of the rear axle 46.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention applies to a so-called double trailing type vehicle in which a rear axle to which a pair of left and right driving rear wheels is attached is held movable up and down by an upper arm and a lower arm. This relates to a rear wheel suspension system.

(Background of the Invention) There is a vehicle in which a rear axle that holds a pair of left and right driving rear wheels is connected to a vehicle body frame by an upper arm and a lower arm whose front end is pivoted to the vehicle body frame and whose rear end is pivoted to the rear axle. . In such a vehicle, when a PTO drive mechanism or the like is disposed above the center of the rear axle, it is necessary to secure a large space for disposing the PTO drive mechanism.

Furthermore, when driving on rough roads, it is desirable to increase the road clearance, especially near the center of the rear axle.

(Objective of the Invention) The present invention was made in view of the above circumstances, and it is an object of the present invention to secure a large space above the center of the rear axle and to arrange a PTO drive mechanism etc. in a desirable position in this space. It is an object of the present invention to provide a rear wheel suspension system for a vehicle that can increase road clearance near the center of the rear axle and improve running performance on rough roads.

(Structure of the Invention) According to the present invention, this object includes: a rear axle to which a final reduction gear case is integrally formed and a pair of left and right driving rear wheels are attached;
In a vehicle that includes one upper arm and a pair of left and right lower arms whose front end is pivoted to the vehicle body frame and whose rear end is pivoted to the rear axle, and a shock absorber that supports the rear axle, the final reduction gear case is connected between the rear wheels. The upper arm is positioned offset to one side from the center, and the upper arm is formed into a bifurcated shape with a branched front part, and the upper arm is positioned offset to either the left or right. This is accomplished by the vehicle's rear wheel suspension.

(Embodiment) FIG. 1 is a side view of a four-wheel vehicle for traveling on rough terrain which is an embodiment of the present invention, FIG. 2 is a top view showing a rear suspension system, and FIG. 3 is a rear view.

In these figures, numeral 10 is a vehicle body frame;
It includes a pair of left and right large diameter lower tubes 12 (12a, 12b) and a left and right pair of upper tubes 14 (14a, 14b). The front part of the lower IF-, -F 12 is bent upward in the shape of a fishhook, and the front end of the tube 14 is fixed to the bent end. Two bases of a pair of approximately A-shaped left and right lower arms 16 (only one shown) are pivotally attached to the front lower part of the lower tube 12, and the swinging end of each lower arm 16 and each lower tube 12 are pivotably attached to each other. A cylindrical shock absorber 18 (only one is shown) is interposed between the front upper part of the cylinder and the front upper part of the cylinder. A knuckle bracket (not shown) is fixed to the lower part of the cylindrical shock absorber 18, and the front wheel 20 is attached to this knuckle bracket.
A knuckle (not shown) that holds the is attached by a kingpin so as to be rotatable left and right. As a result, a known strut type independent suspension system is formed, and a pair of left and right front wheels 2
0 (only one is shown) is held so as to be freely movable downward. In Fig. 1, 22 is the steering axis, and its lower end is the rain tube 1.
2, and its -L portion is supported by an arc-shaped cross tube 26 that connects the rain tube 14. A steering bar handle 28 is fixed to the upper end of the steering shaft 22.

Near the center of the rain tube 12 is a cross tube 30.
32, these cross tubes 30.3
An engine 34 is mounted above 2. The engine 34 has a crankshaft arranged in the width direction of the vehicle body.

The rear part of the left lower tube 12a extends substantially horizontally to the rear of the cross tube 32, and is bent upward in a crank shape. The right lower tube 12b stands upward from near the cross tube 32 and then extends obliquely upward and rearward. The right end of a cross tube 36 located above the cross tube 32 is fixed to this right f tube 12b, and this cross tube 36 is fixed to the old tube 14 by a pair of left and right vertical tubes 38 (38a, 38b). ing. The left end of the cross tube 36 is connected to the left lower tube 12a by a detachable vertical bracket 40.

The crank-shaped bent vertical portion at the rear of the left lower tube 12a is fixed to the right lower tube 12b by a cross tube 42, and this cross tube 42 and the cross tube 36 are connected to each other by a tube 44 in the front-rear direction. has been done.

46 is a rear axle, and a final reduction gear case 48 that accommodates a final reduction gear including a differential device is integrally formed at the right end of the rear axle 46. A pair of left and right rear wheels 50 (50a) are provided at both ends of the rear axle 46.

50b) is held, and rotation is transmitted to each rear wheel 50 from the final reduction gear by a rear wheel shaft 52 inserted into the rear axle 46.

54 (54a, 54b) is a pair of left and right (7)l:r77-
Its front end is pivoted to the cross tube 32 so as to be vertically swingable, and its rear end is pivoted to the lower surface of the rear axle 46. Note that the final reduction gear case 48 is located on the outside of the right lower arm 54b. Also lower arm 5
4 is curved into a substantially arched shape so that its central portion is convex downward, and the lower edge of 7 is located below the lower edge of the final reduction gear case 48 .

Reference numeral 56 denotes an upper arm whose front part is bifurcated, and its two forked front ends are pivoted to the cross tube 86 and the right lower tube 12b so as to be vertically movable, and its rear end is attached to the terminal gear case 48. It is pivoted at the top. Further, 58 (58a, 58b) is a pair of left and right cylindrical shock absorbers that are interposed approximately vertically between the rear axle 46 and the rear part of the lower tube 12.

As a result, the rear axle 46 is held movably up and down by the lower arm 54 and the upper arm 56, forming a double trailing type rear wheel suspension system.

Reference numeral 60 denotes a transmission case that is long in the front-rear direction and houses a transmission device such as a transmission gear train. This transmission case 60 is located inside the left lower tube 12a and the left lower arm 5.
It is fixed to the vehicle body frame 1O so as to be located above 4a. The front part of this transmission case 60 is connected to the engine 34.
is connected to the rear side surface of the vehicle, and its rear portion extends between the two rear wheels 50. Between the rear end of the transmission case 60 and the final reduction gear case 48, an extendable drive shaft 62 having cross joints at both ends is interposed in the width direction of the vehicle body, and the rotation of the transmission device is controlled by this drive shaft 62. It is transmitted to the final reduction gear.

64 is a PTO car case. The upper arm 56
Since the final reduction gear case 48 is deviated greatly to the right from the center between the rear wheels 50 as described above, a large space is formed above the center of the rear axle 46, and this space is filled with the PTO gear. A case 64 is provided. Note that this case 64 is fixed to the cross tube 42 and the tubes 44 in the front-rear direction with brackets (not shown).

A bevel gear is housed within this case 64.

The rotation of the driven pulley 66 provided on the left side is transmitted to the PTO shaft 68 that protrudes rearward. The engine 3
A driving pulley 70 is provided near the center of the rear surface of the vehicle 4, and two V-belts 72 are wound around both pulleys 70 and 66. By changing the tension of the V-belt 72 using the tension roller 74, both pulleys 70.66
Intermittent rotation transmission between That is, the rotation of the PTO shaft 68 is interrupted and interrupted by the V-belt type clutch.

In FIG. 1, 80 is a fuel tank, 82 is a straddle-type driver's seat, 84 is an intake air purifier, 86 is a carburetor, and 88 is an exhaust muffler. Reference numeral 90 denotes a pair of left and right front fenders, and a luggage box 92 is disposed below the front fenders 90.

Reference numeral 94 denotes left and right rear fenders, and a battery 96 is disposed below the rear fenders. Further, 98 is a front loading platform, 100 is a rear loading platform, and 102 is a front bumper.

According to this embodiment, the rotation of the engine 34 is transmitted to the transmission device in the transmission case 60 and further transmitted to the final reduction gear in the final reduction gear case 48 via the drive shaft 62. This rotation is further controlled by the left and right rear wheels 50 by the rear wheel shaft 52.
can be conveyed to.

Also, the tension roller 74 is pressed against the V belt 72 to
If the tension of the belt 72 is increased, the rotation of the engine 34 will be P
The signal is transmitted to the TO shaft 68, and if an external device is connected to the PTO shaft 68, this external device will be driven. If the pressing force of the tension roller 74 is reduced, the rotation of the engine 34 will be P.
It is no longer transmitted to the TO axis 68.

On the other hand, the final reduction gear case 48 is largely deviated to the right side, and the upper arm is also deviated to the same side, so that a large space can be secured above the center of the rear axle 46, and Large load clearance can be ensured downward.

Therefore, the PTO drive mechanism etc. can be placed in a desired position,
Further, even when the vehicle runs over an obstacle by straddling the rear wheels 50, the final reduction gear case 48 is less likely to come out of the obstacle, improving the ability to run on rough roads.

In this embodiment, the upper arm 56 is connected to the final reduction gear case 48.
Since the rear end of the rear palm 56 is pivoted to the final reduction gear case 48, the brackets that connect the upper arm 56 to the rear axle 46 are small and lightweight by utilizing the rigidity of the final reduction gear case 48. can be converted into However, the present invention also encompasses an arrangement in which the upper arm is disposed on the opposite side of the final reduction gear case.

Furthermore, in this embodiment, the PTO gear case 64 and the belt-type clutch are arranged in a large space secured on one side near the center of the rear axle 46, but the present invention does not allow other equipment to be placed in this space.
For example, it includes those equipped with an oil pump, battery, air purifier, storage box, etc.

Further, it goes without saying that the final reduction gear housed in the final reduction gear case 48 may not have a differential device.

(Effects of the Invention) As shown in E below, the present invention deviates the final reduction gear case to one side of the rear axle, and forms one upper arm into a bifurcated shape with its front part branched. Since it is offset to either the left or right side, a large space can be secured above the center of the rear axle, and equipment such as the PTO drive mechanism can be placed in this space in a desired position, giving greater flexibility in the design of equipment placement. increase.

Additionally, a large amount of road clearance can be secured below the center of the rear axle, improving performance on rough roads.

[Brief explanation of drawings]

FIG. 1 is a side view of one embodiment of the present invention, FIG. 2 is a plan view showing a rear wheel suspension system, and FIG. 3 is a rear view. DESCRIPTION OF SYMBOLS 10... Vehicle body frame, 46... Rear axle, 48... Final reduction gear case, 50... Rear wheel, 54... Lower arm. 56...Upper arm, 58...Buffer.

Claims (1)

[Scope of Claims] A rear axle to which a final reduction gear case is integrally formed and a pair of left and right driving rear wheels are attached, and one upper arm whose front end is pivoted to the vehicle body frame and whose rear end is pivoted to the rear axle. and a vehicle comprising a pair of left and right lower arms and a shock absorber supporting the rear axle, wherein the final reduction gear case is positioned offset to one side from the center between the rear wheels, while the upper arm is positioned in front of the final reduction gear case. What is claimed is: 1. A rear wheel suspension system for a vehicle, characterized in that the upper arm is formed into a bifurcated shape with branched sections, and the upper arm is positioned offset to either the left or right.