JPS6349677B2 - - Google Patents

Description

[Detailed Description of the Invention] This invention has a large driving force, especially a hill-climbing ability.
The present invention relates to an inexpensive and strong all-wheel drive three-wheel vehicle with stable steering and steering, particularly an all-wheel drive three-wheel vehicle for transporting steep slopes suitable for transporting timber and the like in mountains and forests.

All-wheel-drive four-wheel vehicles, which have a large driving force, especially the ability to climb hills, were well known before this application, but it is difficult to reduce the minimum radius, and generally on forest roads and inside forests, the road moves violently from side to side. etc. are bent,
Or when there are obstacles such as adjacent trees,
For example, when loading a large piece of wood and making a sharp curve,
It was impossible to make a U-turn.

On the other hand, in a three-wheeled vehicle, although it is relatively easy to reduce the minimum radius, it is difficult to drive the front wheels in addition to the rear wheels. In other words, when going straight, the front wheels only need to rotate at the same speed as the rear wheels, but when turning, the front wheels and the left and right rear wheels need to rotate at different speeds. It was difficult to stabilize steering while applying desired rotational force to all wheels. In addition, since the front wheels move up and down due to the impact applied to them due to uneven road surfaces, strong driving force is maintained even if the distance between the front wheel drive shaft transmitted from the prime mover and the front wheels that move up and down changes. It was difficult to stabilize steering while transmitting power. especially,
It is an inexpensive and strong vehicle that provides stable steering and handling under adverse conditions such as loading large pieces of wood, etc. on uneven surfaces such as forest roads and inside forests, on rough roads with many sharp curves, and on rough roads that are prone to slips. all wheel drive tricycle,
It has been extremely difficult to put into practical use all-wheel-drive three-wheeled vehicles for transporting timber and the like, especially on steep slopes in mountains and forests.

By the way, as an all-wheel drive three-wheel vehicle, especially an all-wheel drive three-wheel tractor, a differential gear mechanism is installed in a variable-speed intermittent transmission that interlocks and connects a pair of left and right drive axles installed in the vehicle body and a prime mover mounted on the vehicle body. A gear is provided on the left and right differential shafts of the differential gear mechanism, and when the operation of the steering wheel steering mechanism is within a certain range, the gear is interlocked with the left and right differential shaft, and the gear is connected to the left and right differential shafts of the mechanism. It is also known that when the operation exceeds the above range, only the differential shaft on the high-speed turning side is interlocked, so that the gear transmits power equal to the circumferential speed of the steering wheel (Japanese Patent Publication No. 46-4974). Publication No.).

However, the fact that the variable speed intermittent transmission operates in conjunction with the differential shaft on the high-speed turning side when the operation of the steering mechanism exceeds a certain range means that the front wheels and the rear outer wheels pass through the same path. Steering becomes stable depending on the angle. Usually, this angle has the disadvantage that it is a vehicle-specific value specified by the distance between the rear wheels and the axle spacing between the front wheels and the rear wheels. and,
In the case of a normal vehicle, when the front wheels and rear outer wheels take the same path, it means taking a relatively sharp curve, but the operating range of the steering mechanism that is switched by the variable speed intermittent transmission is limited. If it becomes too large, the variable speed transmission is linked to the left and right differential shafts until that range is reached, so excessive steering force is required when turning, and beyond a certain range the differential on the high speed side of the turn is The moment the steering is linked to the shaft, the steering suddenly switches to a stable state, causing oversteering. On the other hand, if this angle is made small, there is a drawback that oversteering is more likely to occur. As a means to solve these drawbacks, it is preferable to use an intermittent variable speed transmission that continuously changes speed according to the operation of the steering mechanism, but this is mechanically complex and expensive, and is especially suitable for driving on forest roads. When used on rough roads such as in forests, there is a drawback that unexpected situations such as breakdowns cannot be avoided. Furthermore, since the left and right differential shaft of a differential mechanism is usually manufactured with many parts covered by a housing, it is necessary to fix a transmission gear to the shaft and provide a mechanism related to the steering mechanism. However, in three-wheeled vehicles for transporting steep slopes, which are especially suitable for rough roads such as mountains and forests, installing a large transmission gear near the rear axle may cause contact with the road surface. Therefore, it is difficult to increase the driving force to the front wheels. Also,
In mountains and forests, the road surface is prone to slipping, and when steering on uneven or wavy roads, one wheel spins at high speed the moment it lifts up, and then suddenly slows down when it hits the ground. There are many situations in which the rotation of only one wheel of the vehicle suddenly changes, but this problem has not been solved in any way. For example, when the intermittent variable transmission is linked to the differential shaft on the high speed side of the turn, if the rear inside wheel springs up and rotates at high speed, the steering system will receive an unexpected sudden force in either direction. This is especially dangerous in mountains and forests.

This invention solves these drawbacks and
An inexpensive and strong all-wheel drive three-wheel vehicle with high driving force, especially hill-climbing ability, stable steering and steering, and an all-wheel drive three-wheel vehicle for transporting steep slopes, especially suitable for transporting lumber, etc. in mountains and forests. They are trying to get a car.

Furthermore, this invention provides an inexpensive and strong front fork and shock absorber that absorbs the sudden impact of the front wheels even when they move up and down violently due to uneven road surfaces, and transmits strong driving force to the front wheels. The present invention aims to provide an all-wheel drive three-wheel vehicle with stable steering and steering, particularly an all-wheel drive three-wheel vehicle for transportation on steep slopes.

Preferred embodiments of the invention will be described in detail below with reference to the drawings.

A three-wheeled vehicle 1 shown in FIG. 1 transmits power from a prime mover (not shown) to a transmission 2. This transmission 2 consists of a first transmission 2a and a second transmission 2b. 2 transmission to transmission 2b and increases the driving force. The change levers 3 of the first transmission 2a and the second transmission 2b are installed near the driver's seat 4. Then, this reduced speed and increased driving force is transmitted to the propulsion shaft 5,
The left and right rear wheels 7 via the no spin differential 6,
This is an all-wheel drive three-wheel vehicle that transmits rotation to the front wheel 7' and the rotation of the propulsion shaft 5 to the front wheels 9 via a drive transmission mechanism 8. It is a wheel drive three-wheeled vehicle. Although not particularly shown in the drawings, it is clear that a separate trailer can be towed, for example, when loading long items such as wood.

In addition, in order to fully utilize this reduced speed and increased driving force, the left and right rear wheels 7, 7' are equipped with two working tires 7a, 7b,
7'a and 7'b were installed to improve the contact between the tire surface and the road surface. In particular, since both ends of mountain roads are high, the outer working tires 7a, 7'a of the two working tires 7a, 7b, 7'a, 7'b installed on the left and right rear wheels 7, 7' are If the outer diameter is made smaller than the outer diameter of the inner working tires 7b, 7'b, the contact between the tire surface and the road surface will be even better.

Next, the no-spin differential 6 that transmits the rotation of the propulsion shaft 5 to the left and right rear wheels 7, 7', which is one of the features of the present invention, will be explained.

In FIG. 2, 61 is a differential gauge, 62 is a pair of left and right driven clutches each consisting of a cylindrical body having teeth 62b formed on the end face of an outward flange 62a;
3 is an annular portion 63c having teeth 63a and 63b on both end surfaces which mesh with the teeth 62b of the driven clutch 62 with a backlash C as shown in FIG. 2d.
and a plurality of shafts 63d projecting radially from the outer circumferential surface of the annular portion 63c, and these shafts 63d are fitted and fixed to the differential gauge 61 as shown in FIG. 2a; 64 is the annular portion of this spider 63; 6
3c is an annular center cam attached via a snap spring 67, and teeth 64a and 64b are provided on both end surfaces of the center cam, which mesh with the inner peripheral side of the flange of the teeth 62b of each of the driven clutches 62, respectively, without clashing in the rotational direction. Both sides of these teeth 64a and 64b are chamfered. Therefore, the center cam 64
is restricted from moving in the axial direction with respect to the spider 63, but is allowed to rotate relative to the backlash c in the rotational direction together with the driven clutch 62.

Reference numeral 68 denotes a pair of left and right side gears each having a cylindrical body having external teeth 68a that mesh with internal teeth 62c formed on the inner peripheral surface of each of the driven clutches 62, and the differential gauge 6 is mounted on the outer peripheral surface of these side gears.
A pair of retainers 66 and each of the driven clutches 62 are formed on the edges of the left and right holes 61a and 61b provided in the left and right holes 61a and 61b, respectively. A spring 65 is stretched between the rear surface of the flange 62a and the rear surface of the flange 62a.
Each driven clutch 62 is always biased toward the spider. Further, the pair of side gears 68 have a pair of axel shafts 6 from the left and right inside these cylindrical parts.
9 is inserted, and each of these axel shafts 69,
69 and each side gear 68, 68 are integrated by a key (FIG. 2a).

Therefore, when driving force is transmitted from the propulsion shaft 5 to the differential gauge 61 via the ring gear (not shown), the spider 6 integrated with the differential gauge 61
3 rotates and when going straight, this spider 6
3, the driving force is transmitted to the left and right driven clutches 62, 62, the left and right side gears 68, 68, and the left and right axel shafts 69, 69, thereby rotating the left and right rear wheels 7, 7'. On the other hand, when turning, when the differential operation is started due to the rotation difference between the left and right rear wheels 7, 7', the tooth 62b of the driven clutch 62 on the high-speed turning side is connected to one tooth 63 of the spider 63.
It moves away from the state of engagement with a to the direction where there is a backlash c. At this time, the inner driven clutch 62 receives the driving force from the spider 63 and is firmly engaged with it, and the inner driven clutch and the center cam 64 are fixed at the engagement position with the spider 63. As the driven clutch 62 on the high-speed turning side moves in the direction of the back clutch c, the inner side of its teeth 62b slides on the chamfered slope of the teeth 64a of the center cam 64, as shown in FIG. The cam 64 pushes it up in the direction of the arrow. At the same time, the driven clutch 62 on the high-speed turning side is disengaged from the spider 63, as shown in FIG. 2d, and can rotate without interfering with the teeth 63a of the spider 63, thereby performing differential operation. The spring 65 is supported by a retainer 66 and functions to re-engage the driven clutch 62 on the high-speed turning side that has been pushed up.

Note that when the engine brake is applied, the relationship of force transfer is reversed and the driven clutch 62 drives the spider 63, so the backlash c between the teeth of the driven clutch 62 and the spider 63 is reduced.
moves to the opposite side. When the vehicle is traveling straight, the left and right driven clutches 62 mesh with the spiders 63. On the other hand, when turning due to engine braking, the inner driven clutch 62
The teeth of the spider 63 move in the direction of the back clutch c, and the teeth of the spider 63 are disengaged from each other, so that only the outer driven clutch 62 meshes with the spider 63. In this way, the no-spin differential 6 basically functions as a one-way clutch.

When traveling on flat land or when the load is light, it is possible to run with the clutch 10 released and there is no particular problem, but when the load is heavy or when climbing a steep slope, In order to solve the problem when going straight and turning when going downhill, the circumferential speed of the front wheels 9 should be within 10% of the circumferential speed of the rear wheels 7, 7' when going straight, especially 2~ It is configured to transmit rotation from the propulsion shaft 5 so as to be slightly slower within a range of 5%. Note that the no-spin differential is not limited to the one described in the embodiment; during normal turning, the rotation of the propulsion shaft 5 is transmitted to the rear inner wheels, and when turning is performed by engine braking, the braking force from the propulsion shaft is transmitted to the rear outer wheels. It is clear from the embodiments that the clutch 10 may be of any type, and that the clutch 10 may be provided anywhere between the propulsion shaft 5 and the front wheel 9.

Furthermore, the drive transmission mechanism 8 that transmits the rotation of the propulsion shaft 5 to the front wheels 9 will be explained.

The rotation of the gear 51 fitted on the propulsion shaft 5 is transmitted by a chain or the like 81 to a drive transmission shaft 82 supported on the vehicle body 11 via a bearing. In addition, the drive transmission shaft 8
2 preferably connects a plurality of drive transmission shafts 82a, 82b via universal joints 83a, 83b. On the other hand, a reducer 84 is fixed to the front fork 12, as shown in FIG.
A gear 92 is also provided on the axle 91 of the front wheel 9, and both gears 85 and 92 are connected to a chain or the like.
Connected by 6. That is, the reducer 84, which also serves as a drive source for the front wheels 9, is fixed to the front fork 12 and is configured to maintain a constant distance from the axle 91 of the front wheels 9.

In this case, due to factors such as unevenness of the road surface, the reducer 8
The distance in the vertical direction between the input shaft 84a of No. 4 and the drive transmission shaft 82 pivotally supported on the vehicle body 11 changes, and furthermore, the input shaft of the reducer 84 fixed to the front fork 12 by steering is centered around the king pins 13a and 13b. It oscillates as. For this reason, the input shaft 84a of the reducer 84 and the drive transmission shaft 82 supported on the vehicle body 11 are connected by a drive transmission shaft 88 having universal joints 87a, 87b at both ends.

Next, the drive transmission shaft 88 having universal joints 87a and 87b at both ends will be explained with reference to FIG.

It is preferable for a three-wheeled vehicle, especially a three-wheeled vehicle suitable for transporting wood, etc. in mountains and forests, to have a minimum turning radius as small as possible, and therefore, it is preferable to make the rotation of the front fork 12 as large as possible. Then, even if the operating angle of the universal joints 87a, 87b becomes large while the operating angle of the universal joints 87a, 87b increases, the operating angle of the universal joints 87a, 87b causes a constant rotation and a constant torque on the driven shaft side. Even if the input shaft 8 of the reducer 84 becomes larger, in order to transmit a constant rotational force and constant torque to the driven shaft side,
The universal joint 87b on the 4a side is a bell-shaped ball joint, while the universal joint on the drive transmission shaft 82 side supported on the vehicle body 11 is a cross-shaped universal joint. Furthermore, as described above, the distance between the two shafts 82 and 84a changes depending on the unevenness of the road surface, steering, etc. Therefore, for example, if the drive transmission shaft 82 supported on the vehicle body 11 is connected to a hexagonal shaft end, The shaft end with the inner groove is fitted to create a slidable structure. In addition, the slidable shaft has universal joints 87a at both ends.
Even in the drive transmission shaft 88 having 87b, the speed reducer 84
The input shaft 84a may be the input shaft 84a, or two or more of these input shafts may be used. Furthermore, by providing a tooth-shaped groove on the inner ring of the bell-shaped ball joint and providing teeth that fit into the tooth-shaped groove on the shaft, the universal joint 8
The configuration may be such that the distance between 7a and 87b is changed.

Next, the front fork 12 and the shock absorber 14 will be explained with reference to FIG. A fork support member 15 is fixed to the front fork 12, and a king pin 13 is attached to the fork support member 15.
Upper Hawk stay 16a via a and 13b
and a shock absorber mounting member 17 that supports the lower fork stay 16b and is attached to the upper fork stay 16a.
is swingably mounted, the shock absorber mounting member 17 is fixed to the vehicle body 11, the lower Hawk stay 16b is swingably mounted to the vehicle body 11, and the shock absorber is mounted between the shock absorber mounting member 17 and the lower Hawk stay 16b. 14 will be provided. front fork 12
A reducer 84 is fixed to the
4a also swings around the king pins 13a, 13b. In this case, two universal joints 87a, 87
Drive is transmitted through the universal joint, but the effective operating angle of the universal joint is generally limited to about 40 degrees from the central axis. However, the minimum radius of a three-wheeled vehicle, especially a three-wheeled vehicle suitable for transporting wood, etc. in mountains and forests, is as small as possible, that is, it is necessary to make the rotation angle of the front fork 12 as large as possible. Input shaft 84a and vehicle body 1
Of the universal joints 87a and 87b that connect the drive transmission shaft 82 that is pivotally supported in In other words, the drive transmission shaft 88 is connected to the front fork 1 so that it does not move when the steering wheel is operated.
The settings were made so as not to interfere with 2 (see Figure 5).

Since the present invention has the above-described configuration, it achieves the following effects.

The driving force of the propulsion shaft driven from the prime mover via the transmission is transmitted to the left and right rear wheels, and is also transmitted to the front wheels via a drive transmission mechanism that interlocks with the propulsion shaft, and from the propulsion shaft to each rear wheel. The transmission system is equipped with a north spin differential that transmits the rotation of the propulsion shaft to the rear inside wheels during normal turns, and also transmits the braking force from the propulsion shaft to the rear outside wheels when turning by engine braking. Therefore, the driving force, especially the ability to climb hills, can be increased, and the minimum turning radius can be reduced. It becomes possible to turn. Furthermore, if you slip on a rough road, or when you are driving on a bumpy or wavy road, one of the wheels may flip up and spin at high speed, then come back to rest and suddenly slow down. In addition to the function of a no-spin differential as a one-way clutch, in which only the wheels do not undergo sudden changes in rotation, the rotation from the prime mover is transmitted between the driving side of the rear wheels or the braking side that is acting as an engine brake, and the front wheels. Since the information is transmitted in a constant relationship with the wheels, steering is extremely stable and oversteering can be eliminated.

In addition, the first and second
There are two transmissions, and the rotation of the first transmission is transmitted to the second transmission, and the rotation of the second transmission is transmitted to the propulsion shaft, so the speed is reduced.
Since the increased driving force is transmitted to the propulsion shaft and only a commercially available transmission is used, the driving force, especially the hill climbing ability, can be increased at low cost.

Furthermore, since the left and right rear wheels are each equipped with two working tires, it is possible to improve the contact between the tire surfaces and the road surface, and the increased driving force can be fully exerted. In particular, when driving on a road surface with high edges at both ends, such as in a mountain forest, it is recommended to make the outer diameter of the outer working tire smaller than the outer diameter of the inner working tire to further improve the contact between the tire surface and the road surface. do.

Furthermore, when the vehicle is traveling straight, rotation is transmitted from the propulsion shaft so that the circumferential speed of the front wheels is slightly slower than the circumferential speed of the rear wheels, resulting in stable steering and running. In other words, although there is some friction on the tires when driving straight, in mountains and forests, there are pebbles, sand, mud, etc., so this difference in circumferential speed does not pose an obstacle, and the steering wheel is most stable when driving straight. As a result, a force in the straight direction is always applied to the steering wheel. On the other hand, when turning, when driving on flat ground or climbing a slope, the rear wheels are driven via the no-spin differential, so the peripheral speed of the front wheels is slower than the rear wheels on the inside of the turn, that is, on the drive side that rotates at low speed. Although force is required for steering, there is relatively little load on the front wheels, so there is little friction between the tires and the road surface, and the forces of both cancel each other out, so the force required for steering is relatively small, and the vehicle is stable in the straight direction. Due to the restoring force of the handle, there is no need to worry about over-handling. In addition, when descending a steep slope, engine braking is applied, and the circumferential speed of the front wheels is slower than the rear wheels on the outside of the turn, that is, on the braking side of high-speed rotation. Steering is stable because there is no need for Particularly in mountains and forests, the shoulders of the road are dangerous, and steering stability is an issue that requires careful consideration.

In addition, since the rotation of the propulsion shaft is configured to be transmitted to the front wheels via a detachable clutch, the drive from the prime mover is not transmitted when there is no need to drive all wheels, such as when driving on flat ground. In addition to being able to drive with only the rear wheels,
When the prime mover and front wheels are connected, the steering wheel cannot be steered while the front wheels are stationary, but by disconnecting the prime mover and front wheels, the steering wheel can be steered even when the front wheels are stationary. , so-called stationary steering is possible, making it easier to change directions at sharp angles.

In addition, the drive transmission mechanism that transmits the rotation of the propulsion shaft to the front wheels has a drive transmission shaft pivotally supported on the vehicle body that transmits the rotation from the propulsion shaft, and a reducer fixed to the front fork. In addition to transmitting rotation to the front wheels, the input shaft of the reducer and the drive transmission shaft supported on the vehicle body are connected by a drive transmission shaft with universal joints at both ends, so the front wheels can move up and down violently due to uneven road surfaces. Even when the steering wheel is turned for steering, there is a relative movement between the front wheels or front fork and the prime mover or vehicle body, the reduced driving power, especially the increased power for climbing ability. can also be transmitted to the front wheels at low cost by using commercially available parts. In particular, in this case, at least one of the input shaft of the reducer, a drive transmission shaft supported on the vehicle body, a drive transmission shaft having a universal joint at both ends connecting both shafts, or at least one of a universal joint connecting the shafts. Since it is configured to be slidable in the axial direction, the steering becomes stable and the transmission of driving force becomes even better.

Further, a fork supporting member is fixed to the front fork, a shock absorber mounting member is swingably attached to the upper fork stay and the lower fork stay via a king pin to the fork supporting member, and the shock absorber attaching member is fixed to the vehicle body. The structure is such that the lower fork stay is swingably attached to the vehicle body and a shock absorber is provided between the shock absorber mounting member and the lower fork stay, so the fork offset can be set to the desired size and oversteering is prevented. It has high rigidity and strength against collision loads and lateral loads, and the pipe can have a lightweight structure with only an inverted U shape, so even understeer requires less steering force. In addition, since the upper fork stay and lower fork stay are attached to the fork support member via the king pin, trail changes due to rocking can be extremely minimized. In addition to the unique effect of the front fork and shock absorber, which allows for a larger stroke, driving force can be transmitted to the front wheels from the reducer fixed to the front fork at low cost.

In addition, since the position of the universal joint that connects the input shaft of the reducer and the drive transmission shaft is in front of the king pin, the drive transmission shaft that depends on this universal joint as the steering wheel is steered, as shown in Fig. 5. Normally, the maximum working angle at which a universal joint can transmit constant rotation and constant torque from the drive shaft to the driven shaft is around 40 degrees. On the other hand, the steering wheel can be steered by more than 60 degrees.

Furthermore, since the input side of the speed reducer of the universal joint is a bell-shaped ball joint, even if the steering wheel is turned significantly, the rotation of the propulsion shaft can be constantly transmitted to the front wheels.

[Brief explanation of the drawing]

Fig. 1a is a side view of the all-wheel drive three-wheel vehicle of the present invention, Fig. 1b is a plan view thereof, Fig. 2a is a side sectional view of the no spin differential, Fig. 2b is a front view of the driven clutch, and Fig. 2c is Its side view, 2d,
Figure e is the action diagram of the no-spin differential, and Figure 3a is the first one.
Figure a is a side view of the main part, Figure 3b is a front view thereof, Figure 4 is a sectional view of the drive transmission shaft with a universal joint, Figure 5 is a diagram of the operation of the universal joint by operating the handle,
The solid line shows what is in accordance with the present invention. 1...Tricycle, 2...Mission, 2a...1st
Mission, 2b...Second transmission, 5...Propulsion shaft, 6...No spin differential, 7...Left rear wheel, 7'
...Right rear wheel, 7a, 7b...Left working tire, 7'
a, 7'b...Right working tire, 8...Drive transmission mechanism,
82... Drive transmission shaft, 84... Reducer, 84a... Input shaft of reducer, 84b... Output shaft of reducer, 87a,
87b...Universal joint, 88...Drive transmission shaft, 9...Front wheel, 10...Clutch, 11...Vehicle body, 12...Front fork, 13a, 13b...King pin, 1
4...Buffer device, 15...Fork support member, 16
a, 16b... Hawk stay, 17... Shock absorber mounting member.

Claims (1)

[Claims] 1. The driving force of the propulsion shaft 5 driven from the prime mover via the transmission 2 is transmitted to the left and right rear wheels 7, 7', and the driving force is transmitted via the drive transmission mechanism 8 interlocked with the propulsion shaft 5. The transmission system from the propulsion shaft 5 to each of the rear wheels 7, 7' transmits the rotation of the propulsion shaft to the rear inner wheels during normal turning, and also transmits the rotation of the propulsion shaft to the rear inner wheels when turning by engine braking. An all-wheel drive three-wheel vehicle characterized by being equipped with a north spin differential 6 that transmits braking force from the propulsion shaft to the rear outer wheels. 2. The transmission 2 is composed of a first transmission 2a and a second transmission 2b, and the rotation from the first transmission 2a is transmitted to the second transmission 2b, and the rotation of the second transmission 2b is transmitted to the propulsion shaft 5. An all-wheel drive three-wheel vehicle according to claim 1, which is used for transportation on steep slopes. 3. All wheels according to claim 2 for transportation on steep slopes, characterized in that the left and right rear wheels 7, 7' are each equipped with two working tires 7a, 7b, 7'a, 7'b. Drive type three-wheeled vehicle. 4. Two working tires 7a, 7b, 7'a, 7'b are provided on the left and right rear wheels 7, 7'. The all-wheel-drive three-wheel vehicle according to claim 3, which is used for transportation on steep slopes, and has a diameter smaller than the outer diameter of the three-wheeled vehicle 7b and 7'b. 5 A clutch 10 that can freely engage and disengage the rotation of the propulsion shaft 5
An all-wheel drive three-wheeled vehicle according to any one of claims 1 to 4, characterized in that the information is transmitted to the front wheels 9 via. 6. The drive transmission mechanism 8 that transmits the rotation of the propulsion shaft 5 to the front wheels 9 has a drive transmission shaft 82 pivotally supported on the vehicle body 11 that transmits the rotation from the propulsion shaft 5, and a reduction gear 84 fixed to the front fork 12. , transmits the rotation of the output shaft 84b of the reduction gear 84 to the front wheels 9, and also transmits the rotation of the output shaft 84b of the reduction gear 84 to the input shaft 8 of the reduction gear 84.
4a and a drive transmission shaft 82 pivotally supported on the vehicle body 11 are connected by a drive transmission shaft 88 having universal joints 87a, 87b at both ends. Any three-wheeled vehicle with all-wheel drive as listed. 7. Three shafts 84a, 82, 88 of the input shaft 84a of the reducer 84, the drive transmission shaft 82 pivotally supported on the vehicle body 11, and the drive transmission shaft 88 having universal joints 87a, 87b at both ends connecting the shafts 84a, 82. The all-wheel drive according to claim 6, characterized in that at least one of the shafts or at least one of the universal joints 87a and 87b connecting the shafts has a structure capable of sliding in the axial direction. Type tricycle. 8. The all-wheel drive type according to claim 6 or 7, wherein at least one universal joint of the drive transmission shaft 88 having universal joints 87a and 87b at both ends is a bell-shaped ball joint. tricycle. 9 Fix the fork support member 15 to the front fork 12, support the upper fork stay 16a and the lower fork stay 16b on the fork support member 15 via the king pins 13a and 13b, and attach the shock absorber to the upper fork stay 16a. The member 17 is swingably mounted, the shock absorber mounting member 17 is fixed to the vehicle body 11, the lower Hawk stay 16b is swingably mounted to the vehicle body 11, and the shock absorber mounting member 17 and the lower Hawk stay 16b are Buffer device 1 between
Claim 1 characterized in that 4 is provided.
An all-wheel drive three-wheeled vehicle according to any one of items 1 to 8. 10 A fork support member 15 is fixed to the front fork 12, and an upper fork stay 16a and a lower fork stay 16b are attached to the fork support member 15 via king pins 13a and 13b.
, a shock absorber mounting member 17 is swingably attached to the upper fork stay 16a, the shock absorber attaching member 17 is fixed to the vehicle body, and the lower fork stay 16b is swingably attached to the vehicle body 11. , a shock absorber 14 is provided between the shock absorber mounting member 17 and the lower fork stay 16b.
and a universal joint 87b connecting the input shaft 84a of the reducer 84 and the drive transmission shaft 88 is provided in front of the king pins 13a, 13b. Any three-wheeled vehicle with all-wheel drive.