JPS6221674B2 - - Google Patents
Info
- Publication number
- JPS6221674B2 JPS6221674B2 JP17386881A JP17386881A JPS6221674B2 JP S6221674 B2 JPS6221674 B2 JP S6221674B2 JP 17386881 A JP17386881 A JP 17386881A JP 17386881 A JP17386881 A JP 17386881A JP S6221674 B2 JPS6221674 B2 JP S6221674B2
- Authority
- JP
- Japan
- Prior art keywords
- reduction gear
- transmission device
- power transmission
- vehicle
- vehicle body
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 13
- 238000005192 partition Methods 0.000 description 10
- 239000003921 oil Substances 0.000 description 8
- 238000005096 rolling process Methods 0.000 description 3
- 239000000843 powder Substances 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 239000002783 friction material Substances 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000008961 swelling Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- General Details Of Gearings (AREA)
Description
【発明の詳細な説明】
本発明は、車両、特に後二輪車両の動力伝達装
置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power transmission device for a vehicle, particularly a rear two-wheeled vehicle.
ユニツトスイング構造を有する後二輪車両にあ
つては、車体全体が車体中心線上に位置する揺動
軸回りに揺動する如く構成されている。従つて、
操縦性、走行性等を良好に保つには揺動軸回りに
高重量部品を集中させ、揺動軸回りの慣性モーメ
ントを小さく抑え、車体に作用する復元偶力を増
して車体を安定に保つ必要がある。 In a rear two-wheeled vehicle having a unit swing structure, the entire vehicle body is configured to swing around a swing axis located on the center line of the vehicle body. Therefore,
To maintain good maneuverability and running performance, heavy parts are concentrated around the swing axis, the moment of inertia around the swing axis is kept small, and the restoring couple acting on the car body is increased to keep the car body stable. There is a need.
以上の見地から斯る車体の動力伝達装置にあつ
ては、他の部品に比し比較的高重量部品である処
の差動クラツチ及び減速ギアの配置が問題とな
る。 From the above point of view, in the case of a power transmission device for a vehicle body, the arrangement of the differential clutch and the reduction gear, which are relatively heavy parts compared to other parts, becomes a problem.
ところで、上記差動クラツチは駆動力をより有
効に伝達するためには、摩擦損失の少ない乾式ク
ラツチを採用した方が有利であり、オイルにて潤
滑する式の湿式クラツチを採用すれば、オイルの
影響によりクラツチ表面に張設した摩擦材の膨
潤、摩擦粉によるオイルの劣化、外気温度の影響
に伴うオイル粘性変化によるクラツチ特性変化等
の不都合を誘発する。 By the way, in order to transmit the driving force more effectively, it is advantageous to use a dry type differential clutch that has less friction loss, and if a wet type clutch that is lubricated with oil is used, it will reduce the amount of oil. This causes problems such as swelling of the friction material stretched over the clutch surface, deterioration of the oil due to friction powder, and changes in clutch characteristics due to changes in oil viscosity due to the influence of outside temperature.
一方、前記減速ギアは円滑な作動を促進すると
ともに、これの摩擦損失動力の極小化を図るべく
オイルにて湿滑されるべきである。 On the other hand, the reduction gear should be lubricated with oil in order to promote smooth operation and minimize power loss due to friction.
従つて、上記差動クラツチ、減速ギアは夫々別
個の室に収納されるべきであり、これらを区画す
る隔壁の配置も問題となる。 Therefore, the differential clutch and the reduction gear should be housed in separate chambers, and the arrangement of the partition wall that partitions them also poses a problem.
本発明者は斯る車両の動力伝達装置における上
記問題に鑑み、これを有効に解決すべく本発明を
成したもので、その目的とする処は、車体中心線
上に位置する揺動軸に略一致させてケース壁を形
成するとともに、該ケース壁の左右にこれと近接
して差動クラツチ、減速ギアを夫々配設すること
により、車体の前記揺動軸回りの慣性モーメント
を小さく抑え、車体の揺動に対する安定度を高
め、乗心地性、操縦性、走行性等の向上を図るこ
とができるようにした車両用動力伝達装置を提供
するにある。 The present inventor has devised the present invention in order to effectively solve the above problem in the power transmission device of such a vehicle. By forming a case wall that coincides with the case wall, and disposing a differential clutch and a reduction gear in close proximity to the left and right sides of the case wall, the moment of inertia of the vehicle body around the rocking axis can be kept small, and the vehicle body It is an object of the present invention to provide a power transmission device for a vehicle, which is capable of increasing stability against rocking of the vehicle and improving riding comfort, maneuverability, running performance, etc.
以下に本発明の好適一実施例を添付図面に基づ
いて詳述する。 A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.
第１図は本発明に係る動力伝達装置を装備して
成る原動機付三輪車の側面図、第２図は同動力伝
達装置の横断平面図である。 FIG. 1 is a side view of a motorized tricycle equipped with a power transmission device according to the present invention, and FIG. 2 is a cross-sectional plan view of the same power transmission device.
第１図に示す如く三輪車１は前車体２と後車体
３とに車体が分割され、前車体２の前部にはフロ
ントフオーク４、フロントクツシヨン５を介して
一輪の操向輪である前車輪６が回転自在に支持さ
れている。 As shown in FIG. 1, the tricycle 1 has a body divided into a front body 2 and a rear body 3, and a front fork 4 and a front cushion 5 are connected to the front part of the front body 2. Wheels 6 are rotatably supported.
一方、前車体２を構成するメインフレーム７の
後部にはシートポスト８が一体に起設され、これ
８の上端には座席シート９が設けられている。そ
して上記メインフレーム７にはブラケツト１０を
介してジヨイントケース１１の前端が上下摺動自
在に枢着され、該ケース１１の中間部はリヤクツ
シヨン１２にて支持されている。このジヨイント
ケース１１には図示の如く揺動軸１３の前部が相
対回転自在に嵌入され、これ１３の後部にはパワ
ーユニツト１４が取付支持されている。そしてこ
のパワーユニツト１４の後端部左右には駆動輪で
ある後車輪１５，１５が軸承されている。 On the other hand, a seat post 8 is integrally installed at the rear of the main frame 7 constituting the front vehicle body 2, and a seat 9 is provided at the upper end of this 8. The front end of a joint case 11 is pivotally attached to the main frame 7 via a bracket 10 so as to be vertically slidable, and the middle portion of the case 11 is supported by a rear action 12. As shown in the figure, the front part of a swing shaft 13 is fitted into the joint case 11 so as to be relatively rotatable, and a power unit 14 is mounted and supported at the rear part of this joint case 11. Rear wheels 15, 15, which are drive wheels, are supported on the left and right sides of the rear end of the power unit 14.
前記パワーユニツト１４は、第２図に示す如く
エンジンＡ及び諸種部品から構成される動力伝達
装置から構成され、動力伝達装置全体はケースカ
バー１６にて被われている。 As shown in FIG. 2, the power unit 14 is composed of an engine A and a power transmission device made up of various parts, and the entire power transmission device is covered with a case cover 16.
第２図において、１７はエンジンＡの出力軸た
るクランク軸であり、クランク軸１７の一方の延
出端には駆動側プーリ１８が設けられている。 In FIG. 2, reference numeral 17 is a crankshaft that is the output shaft of the engine A, and a drive pulley 18 is provided at one extending end of the crankshaft 17.
一方、上記クランク軸１７の水平後方には、こ
れ１７と平行に被動軸１９が軸受２０，２０にて
回転自在に支持され、被動軸１９には被動側プー
リ２２及び発進クラツチ２３が設けられ、被動側
プーリ２２と前記駆動側プーリ１８間にはＶベル
ト２４が張架されている。 On the other hand, horizontally rearward of the crankshaft 17, a driven shaft 19 is rotatably supported in parallel with the crankshaft 17 by bearings 20, 20, and the driven shaft 19 is provided with a driven pulley 22 and a starting clutch 23. A V-belt 24 is stretched between the driven pulley 22 and the drive pulley 18.
ケースカバー１６内部は隔壁１６ａによつて二
分されており、この隔壁１６ａは車体中心線上に
位置する、前記揺動軸１３に略一致して形成され
る。この隔壁１６ａにてケースカバー１６後方に
形成される小区画室S1は潤滑室を構成しており、
該室S1は他の室S2とシール部材２５，２５にて完
全にシールされている。そしてこの潤滑室S1内部
には図示の如く減速ギアＢが、前記隔壁１６ａに
近接して収納されており、該減速ギアＢはオイル
にて潤滑されている。 The inside of the case cover 16 is divided into two parts by a partition wall 16a, and the partition wall 16a is formed to substantially coincide with the swing shaft 13 located on the center line of the vehicle body. A small compartment S1 formed behind the case cover 16 by the partition wall 16a constitutes a lubrication chamber.
The chamber S 1 is completely sealed from the other chamber S 2 by seal members 25, 25. As shown in the drawing, a reduction gear B is housed in the lubricating chamber S1 in close proximity to the partition wall 16a, and the reduction gear B is lubricated with oil.
前記被動軸１９の後方にはこれ１９と平行に、
且つ前記減速ギアＢを介して車軸２６が回転自在
に支持され、この車軸２６には差動クラツチＣを
介してもう一方の車軸２７が連結されている。上
記差動クラツチＣは乾式で、これは第２図中隔壁
１６ａの左側に、且つこれに近接して設けられて
いる。そして上記両車軸２６，２７の外端には前
記後車輪１５，１５が各々取り付けられている。 Behind the driven shaft 19, parallel to this 19,
An axle 26 is rotatably supported via the reduction gear B, and the other axle 27 is connected to this axle 26 via a differential clutch C. The differential clutch C is of a dry type and is provided on the left side of the partition wall 16a in FIG. 2 and in close proximity thereto. The rear wheels 15, 15 are attached to the outer ends of the axles 26, 27, respectively.
而してエンジンＡが発生する動力はクランク軸
１７、駆動側プーリ１８、Ｖベルト２４、被動側
プーリ２２、発進クラツチ２３を経て被動軸１９
に伝達され、該被動軸１９が回転駆動せしめられ
る。この被動軸１９の回転は減速ギアＢを介して
一方の車軸２６に、そしてこの車軸２６の回転は
差動クラツチＣを介して他方の車軸２７に伝達さ
れ、左右両車軸２６，２７の回転で後車輪１５，
１５が回転駆動せしめられる。 The power generated by the engine A passes through the crankshaft 17, the driving pulley 18, the V-belt 24, the driven pulley 22, and the starting clutch 23, and is then transferred to the driven shaft 19.
The driven shaft 19 is driven to rotate. The rotation of this driven shaft 19 is transmitted to one axle 26 via the reduction gear B, and the rotation of this axle 26 is transmitted to the other axle 27 via the differential clutch C, so that the rotation of both the left and right axles 26 and 27 is rear wheel 15,
15 is driven to rotate.
ところで、前記パワーユニツト１４は後車輪１
５，１５とともに揺動軸１３に対して左右に揺動
自在である。然るに前述の動力伝達装置におい
て、隔壁１６ａを揺動軸１３に略一致させて形成
するとともに、他の部品に比し比較的高重量を占
める差動クラツチＣと減速ギアＢとを隔壁１６ａ
の左右に近接して配設したため、後車体３の揺動
軸１３回りの慣性モーメントを極小に抑えること
ができ、該後車体３の横揺れ（ローリング）に対
する復元力を増し、横揺れ周期を短かくすること
ができ、結果として乗心地性、操縦性、走行性等
を向上せしめることができる。 By the way, the power unit 14 is connected to the rear wheel 1.
5 and 15, it can freely swing left and right with respect to the swing shaft 13. However, in the above-mentioned power transmission device, the partition wall 16a is formed to substantially coincide with the swing shaft 13, and the differential clutch C and the reduction gear B, which are relatively heavy compared to other parts, are separated from the partition wall 16a.
Because they are arranged close to each other on the left and right sides, the moment of inertia around the swing axis 13 of the rear vehicle body 3 can be suppressed to a minimum, increasing the restoring force against rolling of the rear vehicle body 3, and reducing the rolling period. It can be made shorter, and as a result, ride comfort, maneuverability, running performance, etc. can be improved.
又差動クラツチＣを隔壁１６ａによつて減速ギ
アＢと完全に区画遮断したため、減速ギアＢ側の
潤滑用オイルが差動クラツチＣ側に侵入すること
がなく、差動クラツチＣの摩耗によつて生ずる摩
耗粉がオイルに混入することがなく、オイルの劣
化を防いでこれの耐久性を高めることができる。 In addition, since the differential clutch C is completely separated from the reduction gear B by the partition wall 16a, the lubricating oil on the reduction gear B side does not enter the differential clutch C side, and the wear of the differential clutch C does not occur. The resulting abrasion powder does not mix into the oil, preventing the oil from deteriorating and increasing its durability.
尚以上の実施例は本発明を特に原動機付三輪車
に適用した場合について説明したが、本発明はこ
の種車両に限定されず、後二輪で、且つユニツト
スイング構造を有する他の任意の車両に適用し得
るものである。 Although the above embodiments have been described with reference to the case in which the present invention is applied to a motorized tricycle, the present invention is not limited to this type of vehicle, but can be applied to any other vehicle with two rear wheels and a unit swing structure. It is possible.
以上の説明で明らかな如く本発明によれば、車
体中心線上に位置する揺動軸に略一致させてケー
ス壁を形成するとともに、該ケース壁の左右にこ
れと近接して差動クラツチ、減速ギアを夫々配設
したため、車体の前記揺動軸回りの慣性モーメン
トを小さく抑え、車体の横揺れに対する安定度を
高めて乗心地性、操縦性、走行性等の向上を図る
ことができる。 As is clear from the above description, according to the present invention, the case wall is formed to substantially coincide with the swing axis located on the center line of the vehicle body, and the differential clutch and deceleration clutch are arranged adjacent to the swing axis on the left and right sides of the case wall. Since the gears are arranged individually, the moment of inertia of the vehicle body around the rocking axis can be suppressed to a small value, and the stability against rolling of the vehicle body can be increased, thereby improving riding comfort, maneuverability, running performance, etc.
図面は本発明の一実施例を示し、第１図は本発
明に係る動力伝達装置を装備して成る原動機付三
輪車の側面図、第２図は同動力伝達装置の横断平
面図である。
尚図面中２は前車体、３は後車体、１３は揺動
軸、１５は後車輪、１６はケースカバー、１６ａ
はケース隔壁、Ａはエンジン、Ｂは減速ギア、Ｃ
は差動クラツチである。
The drawings show one embodiment of the present invention, and FIG. 1 is a side view of a motorized tricycle equipped with a power transmission device according to the present invention, and FIG. 2 is a cross-sectional plan view of the same power transmission device. In the drawing, 2 is the front body, 3 is the rear body, 13 is the swing shaft, 15 is the rear wheel, 16 is the case cover, 16a
is the case bulkhead, A is the engine, B is the reduction gear, C
is a differential clutch.
Claims (1)
イング構造を有する後二輪車両の動力伝達装置に
おいて、車体中心線上に位置する揺動軸に略一致
させてケース隔壁を形成するとともに、該隔壁の
左右にこれと近接して差動クラツチ、減速ギアを
夫夫配設したことを特徴とする車両用動力伝達装
置。1. In a power transmission device for a rear two-wheeled vehicle having a unit swing structure in which the center of the vehicle body is centered approximately at the center of the left and right wheels, a case bulkhead is formed approximately in line with a swing axis located on the centerline of the vehicle body, and the left and right sides of the bulkhead A power transmission device for a vehicle, characterized in that a differential clutch and a reduction gear are disposed adjacent to the differential clutch and the reduction gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17386881A JPS5876327A (en) | 1981-10-30 | 1981-10-30 | Power transmission gear for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17386881A JPS5876327A (en) | 1981-10-30 | 1981-10-30 | Power transmission gear for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5876327A JPS5876327A (en) | 1983-05-09 |
| JPS6221674B2 true JPS6221674B2 (en) | 1987-05-13 |
Family
ID=15968617
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17386881A Granted JPS5876327A (en) | 1981-10-30 | 1981-10-30 | Power transmission gear for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5876327A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6110152A (en) * | 1984-06-25 | 1986-01-17 | Honda Motor Co Ltd | Power transmission mechanism associated with frictional stepless speed changer |
| JPH0784138B2 (en) * | 1985-05-17 | 1995-09-13 | スズキ株式会社 | Power transmission device for saddle type vehicle |
-
1981
- 1981-10-30 JP JP17386881A patent/JPS5876327A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5876327A (en) | 1983-05-09 |
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