1305759 (1) 九、發明說明 【發明所屬之技術領域】 本發明是關於速克達型車輛的動力單元懸架裝置 良。 【先前技術】 過去速克達型型車輛的動力單元懸架裝置，已知 過連桿機構來將動力單元連結在車體上（例如，參考 專利文獻1 ) [專利文獻1]日本專利特開昭62 -】20288號公幸丨 以下，說明曰本專利文獻1中的第6圖。 第1連桿21的一端利用支撐軸14來自由擺動地 在主骨架8上’第1連桿21的另一端則利用支撐軸 自由擺動地連接第2連桿31的一端，後部車體部分 力單元）3利用螺栓42自由擺動地連結在第2連桿: 另一端。 第1連桿21的該長邊方向向後方且斜上方延伸 第1連桿21設置雙叉狀支撐片28、28;及被安裝在 叉支撐片28、28’介於與橫樑12之間安裝之橡膠片 46 ;與該兩橡膠片40、46經壓縮變形相對應來規範 單元3向上下的移動’約達最大壓縮變形，則規範向 的移動。一方面’第2連桿31的該長邊方向向後方 下方延伸’在第1連桿21設置突片44，在第2連桿： 置槓桿45;及穿過該突片44並利用螺栓55來連結在 之改 有透 曰本 安裝 來 (動 丨1的 ，在 該雙 4 6、 動力 上下 且斜 "設 槓桿 1305759 < « (2) 45之軸49;及夾入突片44來滑動嵌合在軸49上 橡膠片47、48，與該兩壓縮橡膠47、48經壓縮變 應來容許動力單元3向前後的移動’約達到最大壓 ，則限制向前後的移動。 【發明內容】 <發明所欲解決之課題> | 上述的車輛係橫跨第1連桿21來配置規範動文 向上下移動的機構，橫跨第1連桿21和第2連桿 置規範動力單元3向前後移動的機構’並且分別利 的機構來構成，因而零件件數增加’又構造變複雜 成本提高。 本發明的目的是要使規範動力單元和後輪向上 前後移動之止動構造達到簡單化。 用以解決課題之手段> 本發明的申請專利範圍第1項之速克達型車輛 單元懸架裝置，其特徵爲：在動力單元內一體地裝 及驅動輪，將動力單元自由擺動地懸架在車體上， 車體上自由擺動地安裝第1連桿的一端並且大致向 第1連桿，在該第1連桿的另一端自由擺動地安裝 桿的一端並且大致向前後延伸第2連桿，將動力單 擺動地連結在該第2連桿的另一端，在車體上自由 安裝連結桿的一端，在該連結桿的另一端自由擺動 之壓縮 形相對 縮變形 ]單元3 3 1來配 用不同 ，導致 下和向 的動力 備引擎 在前述 上下延 第2連 元自由 擺動地 地安裝 -6- (3) 1305759 動力單元，在車體及連結桿，設置規範前述動力單元向前 後移動之止動機構，向上下延伸將設置在連結桿之車體側 連結軸與動力單元側連結軸相連結的直線，並且利用連結 桿透過彈性構件來支撐動力單元側連結軸。 1 連結桿的作用：將連結桿的一端自由擺動地安裝在車 1 體上，向上下延伸將設置在該連結桿的車體側連結軸與動 力單元側連結軸相連結的直線，利用該連結桿及將一端自 I 由擺動地安裝在車體上並且大致向上下延伸的第1連桿， 來容許動力單元向前後的移動，利用止動機構，來規範動 力單元向前後的移動；另外，連結桿受到來自動力單元向 上下的力作用時，利用動力單元側連結軸的彈性構件所形 成的彈性變形及第2連桿來容許動力單元向上下的移動， 利用彈性構件的變形所產生的彈力變大時，利用該彈力來 規範動力單元向上下的移動。 本發明的申請專利範圍第2項之速克達型車輛的動力 φ 單元懸架裝置，其中，前述連結桿上，在車體側連結軸與 動力單元側連結軸之間裝備第2車體側連結軸，透過彈性 構件來將動力單元側連結軸連結在動力單元，且透過彈性 構件來將第2車體側連結軸連結在前述車體上。 彈性構件的作用：發揮動力單元側連結軸及第2車體 側連結軸各別的彈性構件吸收動力單元的震動之緩衝功能 本發明的申請專利範圍第3項之速克達型車輛的動力 單元懸架裝置，其中，由設置在連結桿之突起、及爲了要 (4) 1305759 插入該突起而設置在車體上之凹口來構成止動機構。 止動機構的作用：動力單元向前後移動時，連結桿的 突起抵觸到凹口來規範動力單元的移動。例如，突起磨損 時則要更換連結桿。 本發明的申請專利範圍第4項之速克達型車輛的動力 單元懸架裝置，其中，由固定在從連結桿的車體側連結軸 向不同於動力單元側連結軸的方向延伸出去之伸出部的端 部之彈性體、及爲了要抵觸到該彈性體而設置在車體上之 規範部來構成止動機構。 止動機構的作用：動力單元向前後移動時，到固定在 連結桿之伸出部的端部之彈性體抵觸到設置在車體上之規 範部，發揮緩衝·防震功能並規範動力單元的移動。 本發明的申請專利範圍第5項之速克達型車輛的動力 單元懸架裝置，其中’在動力單元的下部設置主支架。 在動力單元側設置主支架時的作用：在過去的連桿機 構設置單一或是複數個彈性構件時，在直立動力單元下部 之主支架的狀態下，作用到上述的彈性構件之力的方向不 同於主支架收納時的驅動輪接地狀態，故會有動力單元的 震動比驅動輪接地狀態還要容易傳達到車體的情況。但是 本發明即使直立已設置在動力單元的下部之主支架的狀態 ，仍藉由連結桿之複數個彈性構件的緩衝功能來吸收動力 單元的震動。 本發明的申請專利範圍第6項之速克達型車輛的動力 單元懸架裝置，其中，彈性構件由橡膠墊圈所構成，動力· -8- (5) 1305759 單元側連結軸的橡膠墊圈則因在動力單元側連結軸的上下 備有孔部，而具有向上下比向車體前後還要更柔軟的性質 〇 動力單元側連結軸的橡膠墊圈的作用：在動力單元側 連結軸的上下備有孔部，動力單元上下震動時容易壓垮孔 部，易於吸收上下震動。 本發明的申請專利範圍第7項之速克達型車輛的動力 單元懸架裝置，其中，彈性構件由橡膠墊圏所構成，前述 第2車體側連結軸的橡膠墊圈則因在第2車體側連結軸的 前後備有孔部，而具有向車體前後比向上下還要更柔軟的 性質。 第2車體側連結軸之橡膠墊圈的作用：在第2車體側 連結軸的前後備有孔部，動力單元前後震動時容易壓垮孔 部，易於吸收上下震動。 本發明的申請專利範圍第8項之速克達型車輛的動力 單元懸架裝置，其中，車體側連結軸與第2車體側連結軸 相連結的直線、及第2車體側連結軸與動力單元側連結軸 相連結的直線’形成〈字形。 將連結桿的各連結軸相連結之直線的作用：能夠相對 於將車體側連結軸與第2車體側連結軸相連結的直線之延 長線，將動力單元側連結軸配置在車體後方。藉由此方式 ，動力單元側連結軸能夠從車體分離。 本發明的申請專利範圍第9項之速克達型車輛的動力 單元懸架裝置，其中，前述連結桿爲單一’只設置在前述 -9- (6) 1305759 車體的一側方。 配置連結桿的作用··單一的連結桿設置在車體的一方 ’例如’與左右一對的連結桿設置在車體的兩側方作比較 零件件數變少’連桿機構變簡單。 .本發明的申請專利範圍10項之速克達型車輛的動力 單元懸架裝置’其中，前述連結桿係經由鍛造來形成。 連結桿的作用：經由锻造來形成連結桿，達到提高連 φ 結桿的強度，確保特定的強度的情況，例如，達到用相同 材料鑄造製的連結桿還要更輕量化。 本發明的申請專利範圍11項之速克達型車輛的動力 單元懸架裝置’其中’用裝備在第2連桿之複數個連結支 撐部來支撐動力單元側連結軸，連結桿則是用前述連結支 撐部當中的第1連結支撐部 '及比該第1連結部還要位於 車體外方之第2連結支撐部來夾持，連結在前述動力單元 側連結軸。 φ 連結桿之支撐構造的作用：用位於連結桿的兩側之第 1連結支撐部及第2連結支撐部，支撐設置在連結桿的動 _ 力單元側連結軸，提高透過動力單元側連結軸來支撐連結 桿的部分之剛性。 本發明的申請專利範圍12項之速克達型車輛的動力 單元懸架裝置，其中，以複數個來構成介於該動力單元側 連結軸與連結桿之間之彈性構件’在軸方向上並排配置這 些彈性構件，並且具備有爲了要將前述彈性構件的可撓量 設定在特定値以下而被設置在前述複數個彈性構件之間之 -10- (7) 1305759 規範手段。 作用：藉由規範手段，將介於動力單元側連結軸與連 結桿之間且在軸方向上並排配置之複數個彈性構件的可撓 量設定在特定値以下。 【實施方式】 以下，根據附圖來說明用來實施本發明的最佳形態。 此外，圖面爲向圖號的方向來觀看。 第1圖爲具備有本發明的動力單元懸架裝置之速克達 型車輛的側面圖（第1實施形態），速克達型車輛10係 由成爲骨格之車體骨架11、及爲了要懸架和操縱前輪12 而設置在車體骨架11的前部之前輪懸架操縱機構13、及 爲了要懸架和驅動後輪14而連結在車體骨架11的大致中 央部之後輪懸架驅動機構1 6、及安裝在車體骨架1 1的後 部上部之收納箱1 7和燃料箱1 8所組成。 車體骨架11係由設置在前端之頭管25、及從該頭管 2 5呈側面看大致U形狀往後方延伸並再向後方斜上方延 伸之左右的一對主骨架26和27 (只以前面的圖號26來表 示）、及支撐第1樞支軸28之左右的一對樞支板31和32 (只以前面的圖號31來表示）、及爲了要與主骨架26和 27 —起來安裝該兩樞支板31和32而安裝在主骨架26和 27的大致中央的後部之左右的一對樞支骨架33和34 (只 以前面的圖號33來表示）、及連結左右的主框架26和27 之複數個橫向構件（未圖示）所組成。此外，圖號36~38 -11 - (8) 1305759 爲補強板。圖號41爲補強骨架。左右的一對圖號42、43 (只以前面的圖號42來表示）爲補強骨架。 前輪懸架操縱機構1 3係由自由操縱地安裝在頭管2 5 之前叉51、及安裝在裝備於該前叉51之轉向軸52的上端 之方向把手5 3所組成。 後輪懸架驅動機構16係由第1樞支軸28、及自由擺 動地安裝在該第1樞支軸28之連桿機構55、及自由擺動 > 地安裝在該連桿機構55之動力單元56、及安裝在該動力 單元56的上部之吸氣裝置57、及安裝在動力單元56的下 部之排氣裝置（未圖示）、及兩端分別安裝在動力單元56 的後端和主骨架26的後端之後避震器單元58所組成。 上述過第1樞支軸28、連桿機構55以及後避震器單 元58’構成懸架動力單元56之動力單元懸架裝置16A。 動力單元56係由具備大致水平的汽缸部59a之引擎 59、及一體設置在該引擎59的後部之無段變速機60所組 > 成，在無段變速機60的後端設置成爲後輪的車軸之輸出 軸60a»此外’圖號61安裝在構成動力單元56之曲柄軸 箱62的下面之主支架》 圖中，圖號65爲把手罩’圖號66爲頭燈、圖號67 爲前罩’圖號68爲前擋泥板’圖號71爲置腳板，圖號72 爲座椅，圖號73爲尾燈，圖號74爲後擋泥板。 第2圖爲表示本發明的速克達型車輛的車體骨架中央 部和連桿機構之第1立體圖（第1實施形態），圖中的箭 頭（FRONT)表示車輛前方（以下相同）。 -12- (9) 1305759 連桿機構55係由自由擺動地安裝在第1樞支軸28 第1連桿81、81 (只以前面的圖號8 1來表示）；及安 在該第1連桿81的前端之第2樞支軸92;及自由擺動 安裝在該第2樞支軸92之第2連桿82;及安裝在設於 方的樞支骨架33側之內樞支板31b的上部之第3樞支 93;及安裝在第2連桿82的前端之第4樞支軸94;及 由擺動地安裝在第3樞支軸93並且連結在第4樞支軸 之連結桿8 4所組成。 樞支板31係由安裝在主骨架26和樞支骨架33各 的外周側之外樞支板3 1 a、及安裝在主骨架2 6的內面側 樞支骨架33之內樞支板31b所組成。 樞支板32係由安裝在主骨架27和樞支骨架34各 的外側面之外樞支板3 2 a、及安裝在主骨架2 7和樞支骨 34各別的內側面之內樞支板32b (未圖示）所組成。 連結桿84也是透過中間軸95來安裝在主樞支板3 之構件。 第4樞支軸94爲自由擺動地支撐在動力單元56( 考第1圖）之軸。 第3圖爲表示本發明的速克達型車輛之車體骨架中 部和連桿機構之第2立體圖（第1實施形態），也就是 示：在左側的主骨架26和樞支骨架33安裝樞支板31， 右側的主骨架27和樞支骨架34安裝樞支板32，在這兩 支板31、32安裝第1樞支軸28，在該第2樞支軸28自 擺動地安裝第1連桿81、81，透過第2樞支軸92來將 之 裝 地 軸 白 94 別 和 別 架 lb 參 央 表 在 樞 由 第 -13- 1305759 ‘ (10) 2連桿82自由擺動地安裝在該兩第1連桿81、81’在 第2連桿82的後端安裝第4樞支軸94，透過第3樞支 93來將連結桿84自由擺動地安裝在內樞支板31b’將 連結桿84的下端連結在第4樞支軸94 ’利用中間軸95 將內樞支板3 1 b與連結軸8 4的中間部相連結。 第4圖爲表示本發明的連桿機構之立體圖（第1實 形態），連桿機構5 5主要是由第1連桿8 1、8 1 ;及第 > 樞支軸92;第2連桿82;及第3樞支軸93;及連結桿 :及第4樞支軸94 ;及中間軸95所組成，更詳細上則 具備有將第1樞支軸28與第1連桿81相連結之前部上 連結機構101、及將第1連桿81與第2樞支軸92相連 之前部下部連結機構102。有關該前部上部連結機構1 及前部下部連結機構1 〇2於後詳述。 第5圖爲表示本發明之連桿構件的止動機構之立體 (第1實施形態），也就是表示··在樞支板31，具體上 > 內樞支板3 1b的後部下部且是在中間軸95的前方斜下 ，形成下方張開之凹口 31c，在連結桿84的內部形成向 方突出並且插入凹口 31c內之突起80，用該凹口 31c 突起84a來構成止動機構105。 凹口 31c具備有前緣部31j、後緣部31k以及上緣 31m，突起84a抵觸到前緣部31j或是後緣部3 1k，來規 連結桿84相對於內樞支板31之向前後的擺動。 第6圖爲表示本發明的連桿機構之重要部位側面圖 第1實施形態），第1連桿81大致向上下延仲，第2 該 軸 該 來 施 2 84 是 部 結 01 圖 在 方 上 及 部 範 連 -14- (11) 1305759 桿8 2大致向前後延伸，具體上’些許後上升地往 伸，連結桿8 4大致向上下延伸，連桿機構5 5以第 軸28和第3樞支軸93爲中心使第2連桿82向前 ，故第1連桿8 1及連結桿8 4構成大致平行的平行 即是藉由第1連桿81和連結桿84來容許動力單另 前後的移動。 另外，第2連桿82大致向前後延伸並且以第 軸92爲中心來進行擺動，第4樞支軸94以彈性支 結桿84側，故容許動力單元56向上下的移動。 第7圖爲表示本發明的連桿機構之側面圖（第 形態），連桿機構55的連結桿84係爲了要與第3 93、第4樞支軸94以及中間軸95各別相連結，而 部、下端部以及中間部，分別將貫穿孔84b、84c、 通，並且分別使橡膠墊圈111、112、113嵌合在該 84b、84c、84d 之構件。 橡膠墊圈Π1係由嵌合在第3樞支軸93之內倩 及設置在該內筒115的外側並且嵌合在貫穿孔84b 116、及分別黏接在該內筒115和外筒116之橡膠 組成。 橡膠墊圈112係由嵌合在第4樞支軸94之內筒 設置在該內筒121的外側並且嵌合在貫穿孔84c 122、及分別黏接在該內筒121和外筒122之橡膠 組成。 圖中，圖號123a、123b係爲了要使橡膠123 後方延 1樞支 後移動 連桿。 ;56向 2樞支 撐在連 1實施 樞支軸 在上端 8 4 d開 貫穿孔 115、 之外筒 1 I 7所 121、 之外筒 1 23所 容易向 -15- (12) 1305759 上下變形，而在內筒12】的上方和下方的橡膠123開通之 圓弧形狀的孔部。 橡膠墊圏113係由嵌合在中間軸95之內筒126、及設 置在該內筒126的外側並且嵌合在貫穿孔84d之外筒127 、及分別黏接在該內筒126和外筒127之橡膠128所組成 〇 圖中，圖號128a、128b係爲了要使橡膠128容易向 上下變形，而在內筒126的前方和後方的橡膠128開通之 孔部。 圖號131爲將第3樞支軸93的軸線93a (黑圓點表示 軸線93a)與中間軸95的軸線95a (黑圓點表示軸線95a )相連結的直線，圖號_ 132爲將中間軸95的軸線95a與 第4樞支軸94的軸線94a (黑圓點表示軸線94a)相連結 的直線，圖號133爲將第3樞支軸93的軸線93a與第4 樞支軸94的軸線94a相連結的直線，則直線132相對於 直線131來僅以角度（9斜向車輛後方側，直線131與直線 132形成〈形狀。即是相對於第3樞支軸93和中間軸95 來使第4樞支軸94向車輛後方移動，因而第4樞支軸93 周圍不會與車體側，具體上不會與樞支板31、32(參考第 3圖）和樞支骨架33、34 (參考第3圖）相干涉，能夠加 大向前後和向上下的移動。 第8圖爲第6圖中8 - 8線之剖面圖（第1實施形態 )，也就是將第1樞支軸28與第1連桿81相連接之前部 上部連結機構101係由使樞支板31穿過來進行安裝並且 -16- (13) 1305759 具備有插入第1樞支軸28的中空部141a之左筒部141、 及使樞支板32穿過來進行安裝之右外筒部142、及旋扭結 合在該右外筒部142並且具備有插入第1樞支軸28的中 空部l43a之右內筒部143、及具備有插入第3樞支軸93 的中空部144a之內筒144、及嵌合在該內筒144之外周面 的兩端部之滾針軸承1 46和1 47、及爲了要使該兩滾針軸 承146和147嵌合而在中空部l48a的兩端部形成內徑大 於中空部148a的內周面148b和148c之外筒148、及抵接 到內筒144的一端面並且裝設有用來防止塵埃等侵入滾針 軸承146內之防塵封罩151且開通有第1樞支軸28的插 入孔152a之端部部板152、及抵觸到內筒144的另一端面 並且裝設用來防止塵埃等侵入滾針軸承147內之防塵封罩 153且開通有第1樞支軸28的插入孔154a之端部板154 所組成，經由熔接來將第1連桿81、8 1安裝在外筒148 的兩端部外周面；透過滾針軸承146、147，使外筒148相 對於內筒144來進行旋轉，而使第1連桿81、81相對於 第1樞支軸28來進行擺動。此外，圖號156爲旋扭結合 在螺栓狀的第1樞支軸28之端部的螺紋中之螺帽。 將第1連桿81、81與第2樞支軸92相連結之前部下 部連結機構102係由具備有插入第2樞支軸92的中空部 161a之內筒161、及嵌合在該內筒161之外周面的兩端部 之滾針軸承162和163、及爲了要使該兩滾針軸承162和 163嵌合而在中空部164a的兩端部形成內徑大於中空部 164a之內周面164b和164c之外筒164、及抵接在內筒 -17- (14) (14)1305759 (1) Description of the Invention [Technical Field] The present invention relates to a power unit suspension device for a Scooter type vehicle. [Prior Art] In the power unit suspension device of the conventional Scooter type vehicle, a link mechanism is known to connect the power unit to the vehicle body (for example, refer to Patent Document 1) [Patent Document 1] Japanese Patent Special Opening 62 -] No. 20,288, the following is a description of the sixth drawing of Patent Document 1. One end of the first link 21 is connected to the other end of the first link 21 by the support shaft 14 from the other end of the first link 21, and the other end of the first link 21 is swingably supported by the support shaft, and the rear body portion is partially biased. The unit 3 is connected to the second link by the bolt 42 so as to be freely swingable. The longitudinal direction of the first link 21 extends rearward and obliquely upward, and the first link 21 is provided with the bifurcated support pieces 28 and 28; and the fork support pieces 28 and 28' are interposed between the cross member 12 and the cross member 12; The rubber sheet 46; corresponding to the compression deformation of the two rubber sheets 40, 46 to regulate the upward and downward movement of the unit 3 'about the maximum compression deformation, the normal direction of movement. On the other hand, 'the longitudinal direction of the second link 31 extends rearward and downward', the tab 44 is provided on the first link 21, the lever 45 is placed on the second link, and the bolt 45 is passed through the tab 44. The link is changed to the installation of this one (in the case of the double 4, the power up and down and the oblique " set the lever 1305759 < « (2) 45 axis 49; and sandwich the tab 44 The rubber sheets 47, 48 are slidably fitted to the shaft 49, and the two compression rubbers 47, 48 are compressed to permit the movement of the power unit 3 forward and backward 'about the maximum pressure, and the movement to the front and the rear is restricted. <Problems to be Solved by the Invention> | The above-described vehicle is configured to straddle the first link 21 to move the gauge movement up and down, and to straddle the first link 21 and the second link to set the power unit 3 The mechanism that moves forward and backward is 'constructed separately, and the number of parts is increased, and the number of parts is increased'. The complexity of the construction is increased. The purpose of the present invention is to make the stop structure of the standard power unit and the rear wheel moving forward and backward. Means for solving the problem> The speed of the first item of the Kedda type vehicle unit suspension device is characterized in that: the driving wheel is integrally mounted in the power unit, the power unit is suspended by swinging on the vehicle body, and the vehicle body is swingably mounted for the first time. One end of the link is substantially parallel to the first link, and one end of the rod is swingably attached to the other end of the first link, and the second link is extended substantially forward and backward, and the power is swingably coupled to the second link. At the other end, the end of the connecting rod is freely mounted on the vehicle body, and the compression-type relative contraction unit 3 3 1 is freely oscillated at the other end of the connecting rod, so that the lower and the forward power reserve engines are in the foregoing Install the -6- (3) 1305759 power unit freely and swinging up and down. In the vehicle body and the connecting rod, set a stop mechanism that regulates the forward and backward movement of the power unit, and the upper and lower extensions will be placed on the connecting rod. A line connecting the vehicle body side connecting shaft and the power unit side connecting shaft, and supporting the power unit side connecting shaft through the connecting rod through the connecting rod. 1 The function of the connecting rod: one end of the connecting rod The vehicle body 1 is swingably attached to the vehicle body 1 and extends upward and downward to connect a vehicle body side connecting shaft of the connecting rod to a power unit side connecting shaft, and the connecting rod and the one end are swingably mounted from the I. a first link extending on the vehicle body and extending substantially upwards and downwards to allow the power unit to move forward and backward, and using a stop mechanism to regulate the forward and backward movement of the power unit; in addition, the connecting rod is subjected to a force from the power unit up and down When the elastic deformation of the elastic member of the power unit side connecting shaft and the second link allow the power unit to move up and down, and the elastic force generated by the deformation of the elastic member becomes large, the elastic unit is used to regulate the power unit. Move up and down. In the power φ unit suspension device of the speed skating type vehicle according to the second aspect of the invention, the second connecting body side connection between the vehicle body side connecting shaft and the power unit side connecting shaft is provided on the connecting rod. The shaft connects the power unit side connecting shaft to the power unit via the elastic member, and connects the second vehicle body side connecting shaft to the vehicle body through the elastic member. The function of the elastic member is to provide a buffering function for absorbing the vibration of the power unit by the elastic member of the power unit side connecting shaft and the second vehicle body side connecting shaft. The power unit of the speed sked type vehicle of claim 3 of the present invention A suspension device in which a stopper is provided by a projection provided on a connecting rod and a recess provided in the vehicle body in order to insert the projection into (4) 1305759. The function of the stop mechanism: When the power unit moves forward and backward, the protrusion of the connecting rod abuts against the notch to regulate the movement of the power unit. For example, when the protrusion is worn, the connecting rod is replaced. The power unit suspension device of the speed skating type vehicle of the fourth aspect of the invention, wherein the power unit suspension device is extended from a direction in which the coupling body of the connecting rod is different from the power unit side connecting shaft. The elastic body at the end of the portion and the gauge portion provided on the vehicle body to be in contact with the elastic body constitute a stopper mechanism. The function of the stopping mechanism: when the power unit moves forward and backward, the elastic body fixed to the end of the protruding portion of the connecting rod interferes with the specification portion provided on the vehicle body, and functions as a buffering and anti-vibration function and regulates the movement of the power unit. . A power unit suspension device for a speed-size vehicle of the fifth aspect of the invention, wherein the main bracket is disposed at a lower portion of the power unit. The function when the main bracket is disposed on the power unit side: when a single or a plurality of elastic members are disposed in the past link mechanism, the force acting on the elastic member is different in the state of the main bracket at the lower portion of the upright power unit When the driving wheel is grounded during the main bracket storage, the vibration of the power unit is more easily transmitted to the vehicle body than the grounding state of the driving wheel. However, the present invention absorbs the vibration of the power unit by the cushioning function of the plurality of elastic members that connect the rods even if the erect state of the main bracket of the lower portion of the power unit is erected. A power unit suspension device for a speed-type vehicle of the sixth aspect of the invention, wherein the elastic member is composed of a rubber washer, and the rubber washer of the power--8-(5) 1305759 unit-side connecting shaft is The power unit side connecting shaft has a hole portion on the upper and lower sides, and has a rubber washer that is more flexible upward and downward than the front and rear of the vehicle body. The power unit side connecting shaft has a function of a rubber washer on the power unit side connecting shaft. In the Ministry, the power unit is easy to press the hole when it is vibrating up and down, and it is easy to absorb the up and down vibration. A power unit suspension device for a speed-size vehicle of the seventh aspect of the present invention, wherein the elastic member is made of a rubber pad, and the rubber washer of the second body-side connecting shaft is formed by the second body. The side connecting shaft has a hole portion at the front and the rear, and has a property of being softer to the front and rear of the vehicle body than to go up and down. The rubber washer of the second vehicle body side connecting shaft has a hole portion at the front and rear of the second vehicle body side connecting shaft. When the power unit vibrates back and forth, it is easy to crush the hole portion, and it is easy to absorb the up and down vibration. A power unit suspension device for a speed-size vehicle of the eighth aspect of the invention, wherein the vehicle body side connecting shaft and the second vehicle body side connecting shaft are coupled to each other, and the second vehicle body side connecting shaft and A straight line 'connected to the power unit side connecting shafts is formed into a shape of a letter. The action of the straight line connecting the connecting shafts of the connecting rods is such that the power unit side connecting shaft can be disposed behind the vehicle body with respect to an extension line of a straight line connecting the vehicle body side connecting shaft and the second vehicle body side connecting shaft . In this way, the power unit side connecting shaft can be separated from the vehicle body. The power unit suspension device of the vehicular type vehicle of the ninth aspect of the invention, wherein the connecting rod is singularly disposed only on one side of the -9-(6) 1305759 body. The action of the connecting rod is provided. The single connecting rod is provided on one side of the vehicle body. For example, the pair of right and left connecting rods are provided on both sides of the vehicle body for comparison. The number of parts is reduced. The link mechanism is simplified. A power unit suspension device of a speed-dependent vehicle of the invention of claim 10, wherein the connecting rod is formed by forging. The function of the connecting rod: the connecting rod is formed by forging, and the strength of the connecting rod is increased to ensure a specific strength. For example, it is more lightweight to achieve the connecting rod cast from the same material. The power unit suspension device of the speed-of-vehicle type vehicle of claim 11 of the present invention is configured to support the power unit side connecting shaft by a plurality of connecting support portions provided in the second link, and the connecting rod is connected by the foregoing The first connection support portion ′ in the support portion and the second connection support portion outside the vehicle body are sandwiched by the first connection portion, and are coupled to the power unit side connection shaft. The function of the support structure of the φ connecting rod: the first connecting support portion and the second connecting support portion located on both sides of the connecting rod support the connecting shaft of the connecting rod on the dynamic force unit side to improve the transmission unit side connecting shaft To support the rigidity of the portion of the connecting rod. The power unit suspension device of the speed-key type vehicle of claim 12, wherein the plurality of elastic members constituting the power unit-side connecting shaft and the connecting rod are arranged side by side in the axial direction. These elastic members are provided with a specification of -10-(7) 1305759 which is provided between the plurality of elastic members in order to set the amount of the elastic member to be less than or equal to a specific thickness. Function: By a standard means, the flexibility of a plurality of elastic members interposed between the power unit side connecting shaft and the connecting rod and arranged side by side in the axial direction is set to be less than or equal to a specific value. [Embodiment] Hereinafter, the best mode for carrying out the invention will be described with reference to the accompanying drawings. In addition, the drawing is viewed in the direction of the figure number. Fig. 1 is a side view of a scooter type vehicle equipped with a power unit suspension device according to the present invention (first embodiment), and the scooter type vehicle 10 is composed of a body frame 11 which is a skeleton, and for suspension and The front suspension 12 is disposed on the front portion of the body frame 11 and the front suspension operating mechanism 13 is attached to the substantially central portion of the body frame 11 for suspension and driving of the rear wheel 14, and the suspension drive mechanism 16 and the mounting The storage box 17 and the fuel tank 18 are formed in the upper portion of the rear portion of the body frame 11. The body frame 11 is composed of a head pipe 25 provided at the front end, and a pair of main frames 26 and 27 extending from the side of the head pipe 25 to the rear in a substantially U-shape and extending obliquely upward rearward. The figure number 26 is shown in the figure), and a pair of pivot plates 31 and 32 supporting the left and right pivot shafts 28 (only indicated by the front figure 31), and in order to be associated with the main frames 26 and 27 The pair of pivotal frames 33 and 34 (shown only by the front figure 33) attached to the left and right rear portions of the main frames 26 and 27 are attached to the left and right sides of the main frames 26 and 27, and the left and right sides are connected. The plurality of cross members (not shown) of the main frames 26 and 27 are composed. In addition, Figure Nos. 36~38 -11 - (8) 1305759 are reinforcing plates. Figure 41 is a reinforcing skeleton. A pair of left and right drawing numbers 42, 43 (only indicated by the previous drawing number 42) are reinforcing skeletons. The front wheel suspension operating mechanism 13 is composed of a front fork 51 that is detachably mounted to the head pipe 25, and a direction handle 53 that is attached to the upper end of the steering shaft 52 of the front fork 51. The rear wheel suspension drive mechanism 16 is a power unit that is attached to the link mechanism 55 by a first pivot shaft 28, a link mechanism 55 that is swingably attached to the first pivot shaft 28, and a freely swinging state. 56. An air suction device 57 attached to an upper portion of the power unit 56, and an exhaust device (not shown) attached to a lower portion of the power unit 56, and both ends of the power unit 56 are respectively mounted at a rear end of the power unit 56 and a main frame. The rear end of 26 is composed of a shock absorber unit 58. The first pivot shaft 28, the link mechanism 55, and the rear suspension unit 58' constitute the power unit suspension device 16A of the suspension power unit 56. The power unit 56 is composed of an engine 59 having a substantially horizontal cylinder portion 59a and a stepless transmission 60 integrally provided at the rear of the engine 59. The rear end of the stepless transmission 60 is provided as a rear wheel. The output shaft 60a of the axle is further mounted on the main bracket below the crankcase 62 constituting the power unit 56. In the figure, the figure 65 is the handle cover, the figure 66 is the headlight, and the figure 67 is The front cover 'picture number 68 is the front fender', the number 71 is the foot board, the figure 72 is the seat, the figure 73 is the tail light, and the figure 74 is the rear fender. Fig. 2 is a first perspective view showing a center portion of a vehicle body frame and a link mechanism of the scooter type vehicle according to the present invention (first embodiment), and the arrow (FRONT) in the figure indicates the front of the vehicle (the same applies hereinafter). -12- (9) 1305759 The link mechanism 55 is rotatably attached to the first pivot shaft 28, the first link 81, 81 (only shown in the front figure 8.1); and the first 1 a second pivot shaft 92 at the front end of the link 81; and a second link 82 that is swingably attached to the second pivot shaft 92; and an inner pivot plate 31b attached to the side of the pivot frame 33 provided on the side a third pivot branch 93 of the upper portion; a fourth pivot shaft 94 attached to the front end of the second link 82; and a connecting rod pivotally attached to the third pivot shaft 93 and coupled to the fourth pivot shaft 8 4 components. The pivotal support plate 31 is a pivotal support plate 31a that is attached to the outer peripheral side of each of the main frame 26 and the pivotal support frame 33, and an inner pivotal support plate 31b that is attached to the inner face-side pivotal support frame 33 of the main frame 206. Composed of. The pivotal support plate 32 is pivotally mounted on the outer side of each of the main frame 27 and the pivotal frame 34, and is pivotally mounted on the inner side of each of the main frame 27 and the pivotal bone 34. A plate 32b (not shown) is formed. The connecting rod 84 is also a member that is attached to the main pivotal plate 3 through the intermediate shaft 95. The fourth pivot shaft 94 is rotatably supported by the shaft of the power unit 56 (Fig. 1). Fig. 3 is a second perspective view showing the middle portion of the body frame and the link mechanism of the scooter type vehicle according to the present invention (first embodiment), that is, the main frame 26 and the pivot frame 33 on the left side are pivotally mounted. The support plate 31, the main frame 27 and the pivot frame 34 on the right side are mounted with a pivot plate 32, and the first pivot shaft 28 is attached to the support plates 31 and 32, and the first pivot shaft 28 is self-oscillated to be mounted on the second pivot shaft 28 The connecting rods 81 and 81 are mounted on the ground shaft 94 through the second pivot shaft 92 and the other frame lb. The center table is pivotally mounted on the pivot shaft 13- 1305759 '(10) 2 link 82. The two first links 81 and 81' are attached to the rear end of the second link 82 by the fourth pivot shaft 94, and the third pivot branch 93 is rotatably attached to the inner pivot plate 31b'. The lower end of the rod 84 is coupled to the fourth pivot shaft 94' to connect the inner pivot plate 3 1 b to the intermediate portion of the coupling shaft 84 by the intermediate shaft 95. Fig. 4 is a perspective view showing a link mechanism according to the present invention (first solid form), the link mechanism 55 is mainly composed of a first link 8 1 , 8 1 ; and a > pivot axis 92; a second connection a rod 82; and a third pivot shaft 93; and a connecting rod: and a fourth pivot shaft 94; and an intermediate shaft 95, and more specifically, the first pivot shaft 28 and the first link 81 The front upper connecting mechanism 101 is connected, and the first link 81 and the second pivot shaft 92 are connected to the front lower connecting mechanism 102. The front upper connecting mechanism 1 and the front lower connecting mechanism 1 〇 2 will be described in detail later. Fig. 5 is a perspective view showing a three-dimensional (first embodiment) of the stopper mechanism of the link member according to the present invention, that is, on the pivotal plate 31, specifically, the lower portion of the rear portion of the inner pivot plate 31b. The recessed opening 31c is formed obliquely downward in front of the intermediate shaft 95, and a projection 80 projecting inwardly and inserted into the recess 31c is formed inside the connecting rod 84, and the stopper mechanism 105 is constituted by the recess 31c. The recess 31c is provided with a front edge portion 31j, a rear edge portion 31k, and an upper edge 31m. The protrusion 84a abuts against the front edge portion 31j or the rear edge portion 31k to regulate the forward and backward movement of the rod 84 with respect to the inner pivot plate 31. The swing. Fig. 6 is a side view showing an important part of the link mechanism of the present invention. The first link 81 is extended substantially upward and downward, and the second axis is applied to the second link.部范连-14- (11) 1305759 The rod 8 2 extends generally forward and backward, specifically, 'thickly extending upwards, the connecting rod 84 extends substantially upwards and downwards, and the link mechanism 5 5 is the first shaft 28 and the third Since the pivotal shaft 93 is centered to move the second link 82 forward, the first link 8 1 and the connecting rod 84 are substantially parallel to each other, that is, the first link 81 and the connecting rod 84 are used to allow the power to be single. Before and after movement. Further, the second link 82 extends substantially forward and backward and swings around the first shaft 92, and the fourth pivot shaft 94 elastically supports the rod 84 side, thereby allowing the power unit 56 to move up and down. Fig. 7 is a side view (first form) showing the link mechanism of the present invention, and the connecting rod 84 of the link mechanism 55 is connected to the third 93, the fourth pivot shaft 94, and the intermediate shaft 95, respectively. The portion, the lower end portion, and the intermediate portion respectively pass through holes 84b, 84c, and the rubber washers 111, 112, and 113 are fitted to the members of the portions 84b, 84c, and 84d, respectively. The rubber washer 1 is fitted into the third pivot shaft 93 and disposed on the outer side of the inner cylinder 115 and fitted in the through hole 84b 116, and rubber bonded to the inner cylinder 115 and the outer cylinder 116, respectively. composition. The rubber gasket 112 is disposed on the outer side of the inner cylinder 121 by the inner cylinder fitted to the fourth pivot shaft 94, and is fitted to the through hole 84c 122, and is respectively bonded to the rubber of the inner cylinder 121 and the outer cylinder 122. . In the figure, reference numerals 123a and 123b are for moving the link in order to extend the rubber 123 by one pivot. ; 56 to 2 pivot support in the joint 1 implementation of the pivot shaft at the upper end 8 4 d open through hole 115, the outer cylinder 1 I 7 121, the outer cylinder 1 23 is easy to up and down -15- (12) 1305759, On the other hand, the rubber 123 above and below the inner cylinder 12 is opened by an arc-shaped hole portion. The rubber pad 113 is fitted to the inner cylinder 126 of the intermediate shaft 95, and is disposed outside the inner cylinder 126 and fitted to the outer tube 127, and is respectively adhered to the inner cylinder 126 and the outer cylinder. In the drawing of the 127 rubber 128, the drawing numbers 128a and 128b are holes for opening the rubber 128 in front of and behind the inner cylinder 126 in order to easily deform the rubber 128 upward and downward. Reference numeral 131 is a straight line connecting the axis 93a of the third pivot shaft 93 (the black dot indicates the axis 93a) and the axis 95a of the intermediate shaft 95 (the black dot indicates the axis 95a), and the reference numeral _132 is the intermediate shaft. A straight line 95a of 95 and a straight line 94a of the fourth pivot shaft 94 (the black dot indicates the axis 94a), and the reference numeral 133 is the axis of the axis 93a of the third pivot shaft 93 and the fourth pivot shaft 94. In the straight line connecting the 94a, the straight line 132 is formed at an angle only with respect to the straight line 131 (9 obliquely toward the vehicle rear side, and the straight line 131 and the straight line 132 form a shape. That is, with respect to the third pivot shaft 93 and the intermediate shaft 95, The fourth pivot shaft 94 moves toward the rear of the vehicle, so that the circumference of the fourth pivot shaft 93 does not overlap with the vehicle body side, specifically, the pivot plates 31, 32 (refer to FIG. 3) and the pivot frames 33, 34. (Refer to Fig. 3) Interference can increase the movement of the front, back, and up and down. Fig. 8 is a sectional view of the 8th to 8th lines in Fig. 6 (the first embodiment), that is, the first pivot axis 28 is connected to the first link 81. The front upper link mechanism 101 is mounted by passing the pivot plate 31 and the -16-(13) 1305759 is provided with the first pivotal branch. The left cylindrical portion 141 of the hollow portion 141a of the shaft 28, the right outer tubular portion 142 through which the pivot plate 32 is passed, and the right outer tubular portion 142 are coupled to the right outer tubular portion 142 and are provided with the first pivot shaft 28 inserted therein. The right inner tubular portion 143 of the hollow portion 144a, and the inner cylinder 144 including the hollow portion 144a inserted into the third pivot shaft 93, and the needle bearing 1 fitted to both end portions of the outer circumferential surface of the inner cylinder 144 46 and 1 47, and in order to fit the two needle bearings 146 and 147, the inner peripheral surface 148b and 148c having an inner diameter larger than the hollow portion 148a are formed at both end portions of the hollow portion l48a, and the cylinder 148 is abutted. An end surface plate 152 for inserting the insertion hole 152a of the first pivot shaft 28 and preventing the dust from entering the dustproof cover 151 in the needle bearing 146 and the inner end of the inner cylinder 144 The other end surface of the cylinder 144 is provided with an end plate 154 for preventing dust or the like from entering the dustproof cover 153 in the needle bearing 147 and opening the insertion hole 154a of the first pivot shaft 28, and is formed by welding. The first links 81 and 81 are attached to the outer peripheral surfaces of both end portions of the outer cylinder 148, and the needle rollers 146 and 147 are passed through to the outer cylinder 148 with respect to the inner portion. 144 is rotated, and the first links 81 and 81 are swung with respect to the first pivot shaft 28. Further, reference numeral 156 is a thread that is coupled to the end of the bolt-shaped first pivot shaft 28 by a twist. The first link 81 and 81 are connected to the second pivot shaft 92. The lower lower coupling mechanism 102 is provided with an inner cylinder 161 having a hollow portion 161a inserted into the second pivot shaft 92, and embedded therein. Needle bearings 162 and 163 which are formed at both end portions of the outer circumferential surface of the inner cylinder 161, and inner diameters larger than the hollow portion at both end portions of the hollow portion 164a in order to fit the two needle bearings 162 and 163 164a inner circumferential surface 164b and 164c outer cylinder 164, and abutting inner cylinder -17- (14) (14)
1305759. 161的一端面並且裝設用來防止塵埃等侵入滾針軸 內之防塵封罩1 66且開通有第2樞支軸92的插入 之端部板167、及抵觸到內筒161的另一端面並且 來防止塵埃等侵入滾針軸承163內之防塵封罩168 有第2樞支軸92的插入孔169a之端部板169所組 過滾針軸承162、163，使外筒164相對於內筒161 旋轉，而使第2連桿82(參考第6圖）相對於第2 92來進行擺動。此外，圖號81a爲用來穿過第2 92而在第1連桿81開通之螺栓插入孔。圖號171 結合在螺栓狀的第2樞支軸92之端部的螺紋內之蹈 第9圖爲第6圖中9— 9線之剖面圖（第1實 )，第2連桿82係由以隨著去向後方來相互擴張 ，經由熔接來安裝在外筒164之左臂175和右臂： 以向車寬延伸的方式，安裝在該左臂175和右臂1 的中間部之中間連結管1 7 7、及安裝在向比該中間 177的左臂175還要更車體左側方突出之側的端部 臂178所組成，利用作爲這3個連結支撐部的左臂 右臂176以及端部臂178，支撐第4樞支軸94。 連結桿84係位於左臂175 (第1連結支撐部） 臂178 (第2連結支撐部）之間，利用該左臂175 臂178，透過第4樞支軸94來進行支撐，故可以提 桿175的支撐部之剛性。此外，圖號62a、62b爲 方突出的方式，設置在動力單元56的曲抦軸箱62 連結部。 1 承]62 孔 1 6 7 a .裝設用 且開通 L成，透 來進行 樞支軸 樞支軸 爲旋扭 !帽。 :施形態 :的方式 1 76、及 7 6各別 連結管 :之端部 f 175 ' 與端部 和牺部 高連結 以向前 之連桿 -18- (15) 1305759 第10圖爲表示第6圖中10— 10線之剖面圖（第1實 施形態），也就是表示：透過橡膠墊圈181、181’將動力 單元56的連桿連結部62a、62b連結到第4樞支軸94。 橡膠墊圈181係由開通有插入第4樞支軸94的中空 部184a之內筒184、及嵌合於在連桿連結部62a開通之貫 穿孔62c或是在連桿連結部62b開通之貫穿孔62d之外筒 185、及分別黏接在該內筒184和外筒185之橡膠186所 組成。此外，圖號31e、31f係爲了要穿過第3樞支軸93 而在內樞支板31b開通之螺栓插入孔。圖號31 g、31h係 爲了要穿過中間軸95而在內樞支板31b開通之螺栓插入 孔。圖號191爲旋扭結合在第3樞支軸93之端部的螺紋 內之螺帽。圖號192爲旋扭結合在第4樞支軸94之端部 的螺紋內之螺帽。圖號193爲旋扭結合在中間軸95之端 部的螺紋內之螺帽。圖號194爲穿過第4樞支軸94並且 配置在左右的橡膠墊圏181、181間之軸環。 連結桿94是配置在支撐第4樞支軸94的貫穿孔84c 比支撐第3樞支軸93和中間軸95的貫穿孔84b、84d還 要更向車體寬靠近中心，即是連結桿84的下端部位於向 車體寬靠近中心，所以可以加大傾斜角。 以下，說明上述過之止動機構105的作用。 第11(a) 、11(b)圖爲表示本發明之止動機構的作 用之作用圖（第1實施形態）。此外，圖中的假想線爲表 動前或是擺動前的狀態。 第11(a)圖中，例如，動力單元56，如中間反白的 -19- (16) 1305759 箭頭所示，向車體前方移動的情況，連結桿84以第3樞 支軸93爲中心，向箭頭的方向進行擺動，橡膠墊圈1 1 2、 113撓曲來利用橡膠的反作用力於是停止。但是，往連結 桿84的前方之擺動角度更加變大，則橡膠墊圈112、113 加大撓曲，設置在連結桿84的突起84a抵觸到樞支板31 側之凹口 3 1 c的前緣部3 lj，連結桿84相對於樞支板3 1 的擺動則停止。 第11(b)圖中，例如動力單元56，如中間反白的箭 頭所示，向車體後方移動的情況，連結桿84以第3樞支 軸93爲中心，向箭頭的方向進行擺動，橡膠墊圈112、 113撓曲來利用橡膠的反作用力於是停止。但是，往連結 桿84的後方之擺動角度更加變大，則橡膠墊圈112、113 加大撓曲’連結桿84的突起84a抵觸到樞支板31側之凹 口 31c的後緣部31k’連結桿84相對於樞支板31的擺動 則停止。 第12(a) 、12(b)圖爲表示本發明之止動機構及連 結桿所形成之止動構造的作用之作用圖（第1實施形態） 。此外’圖中的假想線爲表示移動前或是擺動前的狀態。 第12(a)圖中’動力單元56，如中間反白的箭頭所 示，向上方移動的情況’第4樞支軸94往上方移動，第2 連桿82以第2樞支軸92爲中心，向箭頭方向進行擺動， 連結桿84的橡膠墊圈112加大撓曲，往第4樞支軸94上 方的移動變大’則橡膠墊圈112的內筒121接近外筒122 ’加大壓縮內筒121與外筒122之間的橡膠123，產生很 -20- 1305759. (17) 大的彈力，藉由該彈力來停止第4樞支軸94相對於連結 桿84的上升。此外，此時往連結桿84之橡膠墊圈1 1 1、 113上方的撓曲，與橡膠墊圈112作比較則只是極些微， 所以連結桿84相對於樞支板3 1的位置關係幾乎沒有改變 ，所以往動力單元上方的移動距離，幾乎能當作第4樞支 軸94相對於連結桿84的移動距離。 第12(b)圖中，動力單元56，如中間反白的箭頭所 > 示，向下方移動的情況，第4樞支軸94往下方移動，第2 連桿82以第2樞支軸92爲中心，向箭頭方向進行擺動， 連結桿84的橡膠墊圈112加大撓曲，第4樞支軸94的移 動變大，則橡膠墊圈112的內筒121接近外筒122，加大 壓縮內筒121與外筒122之間的橡膠123，產生很大的彈 力，藉由該彈力來停止第4樞支軸94相對於連結桿84的 下降。此外，此時往連結桿84的橡膠墊圈111、113下方 的撓曲，與橡膠墊圈112作比較則只是極些微，所以連結 _ 桿84相對於樞支板31的位置關係幾乎沒有改變，所以往 動力單元上方的移動距離，幾乎能當作第4樞支軸94相 對於連結桿84的移動距離。 第13圖爲表示本發明之車體骨架中央部和擺動機構 之第3立體圖（第2實施形態），也就是表示：在左側的 主骨架26和軸支骨架33，安裝由外樞支板231a和內樞支 板2 3 1 b所組成的樞支板2 3 1 ’在右側的主骨架2 7和樞支 骨架34安裝樞支板232，在該外樞支板231a及樞支板 232安裝第1樞支軸28，將第1連桿81、81自由擺動地 -21 - (18) 1305759 安裝在該第1樞支軸28 ’透過第2樞支軸92(未圖示） 來將第2連桿234自由擺動地安裝在該第1連桿81、81 ’ 在該第2連桿23 4的後端安裝第4樞支軸94 ’透過第3樞 支軸233來將連結桿236自由擺動地安裝在外樞支板231a 及內樞支板2 3 1 b，將連結桿2 3 6的下端部自由擺動地連結 在第4樞支軸94，在主骨架26與內樞支板231b的後壁 2 3 1 c之間，配置設置在連結桿2 3 6的上端部之止動橡膠 23 7 « 相對於上述的主骨架26、27和樞支骨架33、34，經 由連桿機構24 0來自由擺動地支撐動力單元56(參考第1 圖）。 第1樞支軸28、連桿機構240以及後避震器單元58 (參考第1圖），構成懸架動力單元56 (參考第1圖）之 動力單元懸架裝置16B(參考第15圖）。 第14圖爲表示本發明的連桿機構之立體圖（第2實 施形態）’連桿機構240主要係由第1連桿8 1、81 ;及第 2樞支軸92及第2連桿234;及第3樞支軸233及；連結 桿236 ;及第4樞支軸94所組成，具體上則是具備有將第 1樞支軸2 8與第1連桿8 1相連結之前部上部連結機構 1〇1、及將第1連桿81與第2樞支軸92相連結之前部下 部連結機構1〇2。 第2連桿234係由安裝在外筒164之左臂241和右臂 所組成’利用該左臂241和右臂242來支撐第4樞支 -22- 242 (19) 1305759 軸94。 第15圖爲表示本發明的連桿機構之重要部位側面圖 (第2實施形態）’第1連桿81大致向上下延伸，第2 連桿234大致向前後延伸，具體上’些許後上升地往後方 延伸，連結桿2 3 6大致向上下延伸’連桿機構2 4 0以第1 樞支軸28和第3樞支軸233爲中心，使第2連桿234向 前後移動，故第1連桿81及連結桿236構成大致平行的 平行連桿。即是藉由第1連桿81和連結桿23 6來容許動 力單元56向前後的移動。 另外，第2連桿234大致向前後延伸並且以第2樞支 軸92爲中心來進行擺動，第4樞支軸94彈性支撐在連結 桿236側，故容許動力單元56向上下的移動。 第16圖爲表示本發明的連桿機構之側面圖（第2實 施形態），連桿機構240的連結桿236係由主板構件243 、及貫穿該主板構件243的中間部來安裝之上部筒構件 244、及貫穿主板構件2U的下部來安安裝之下部筒構件 246、及安裝在主板構件243的側面和上部筒構件244的 外周面之剖面L形狀的上部副板構件2 4 7、及兩端安裝在 主板構件243的側面和上部副板構件247的內面之側面看 起來呈〈形狀的內側板構件2W、及安裝在主板構件243 的側面並且兩端安裝在上部筒構件244和下部筒構件246 各別的外周面之剖面C形狀的下部副板構件2 5丨、及爲了 要與第3樞支軸233相連結而嵌合在上部筒構件244的中 空部之橡膠墊圈253、及爲了要與第4樞支軸94相連結而 -23- (20) 1305759 嵌合在下部筒構件24 6的中空部之橡膠墊圈254、及安裝 在內側板構件248的上部之止動橡膠23 7所組成。此外’ 圖號23 6A爲從連結桿236的第3樞支軸233向上方延伸 . 出去之伸出部。圖號237a爲止動橡膠23 7的前面。圖號 _ 237b爲止動橡膠237的背面。 橡膠墊圈253係由嵌合在第3樞支軸233之內筒256 、及設置在該內筒25 6的外側並且嵌合在上部筒構件244 φ 之外筒257、及分別黏接在該內筒256和外筒257之橡膠 25 8所組成。 橡膠墊圈254係由嵌合在第4樞支軸94之內筒261、 及設置在該內筒261的外側並且嵌合在上部筒構件246之 外筒2 62、及分別黏接在該內筒261和外筒262之橡膠 263所組成，爲了要使橡膠263容易往直線265所延伸的 方向變形，故在橡膠開通有相對於直線265來成線對稱之 圓弧狀的孔部263 a、263b。 # 止動橡膠237爲將前面237a抵觸到主骨架26並且將 背面23 7b抵觸到內樞支板231b的後壁231c之構件，功 -能上作爲當連結桿236向前後如同蹺蹺板狀進行擺動時使 . 連結桿23 6的擺動緩衝•防震並規範之止動機構266之彈 性體。 即是上述的止動橡膠23 7、及內樞支板23 1b的後壁 231c、及主骨架26，構成止動機構266，後壁231c和主 骨架26則爲設置在車體上的規範部。 圖號2 6 7爲將第3樞支軸2 3 3的軸線2 3 3 a (黑圓點表 -24- (21) 1305759 . 示軸線2 3 3 a )與第4樞支軸94的軸線Ma (黑圓點 軸線9 4 a )相連結的直線’圖號2 6 5爲穿過軸線9 4 a 線，圖號2 6 8爲穿過軸線94a並與直線265成垂直的 ’則直線2 6 7與直線2 6 5形成特定的角度α。 直線268所延伸的方向’具體上’箭頭Α的方向 機車加速時第4樞支軸9 4承受的反作用力的方向’ B的方向爲當機車上搭載人員（1人）時（此時的狀 爲搭載1G狀態）第4樞支軸94承受力量的方向’ 265延伸的方向爲引擎59(參考第1圖）的震動方向 外，圖中，無端狀的曲線271和該曲線271的內側爲 樞支軸94的可動範圍。 在彈性支撐第4樞支軸94之橡膠墊圈254的橡膠 上，沿著直線2 65的方向設置孔部263a、263b，藉此 機車加速時的反作用力可以藉由很大的彈簧常數和很 滯後作用來支援：另外，對於引擎的震動則藉由很小 簧常數來支援，可以有效抑制震動。 第17圖爲第15圖中17— 17線之剖面圖，也是 透過橡膠墊圈281、281來將動力單元56的連桿連, 62a、62b連結在第4樞支軸94。 橡膠墊圈281係由開通有插入第4樞支軸94的 部2 84a之內筒2 84、及嵌合於在連桿連結部開通的貫 62c或是在連桿連結部62b開通的貫穿孔62d之外筒 、及分別黏接在該內筒284和外筒285之橡膠286所 表示 的直 直線 爲當 箭頭 態稱 直線 。另 第4 263 對於 大的 的彈 表示 結部 中空 穿孔 285 組成 -25- (22) 1305759. 圖中，圖號231e，231f爲用來穿過第3樞支軸233 而在外樞支板23〗a、內樞支板231b開通之螺栓插入孔》 圖號291爲旋扭結合在第3樞支軸2 3 3的端部的螺紋之螺 帽。圖號294爲穿過第4樞支軸94並且配置在左右的橡 膠墊圈281、281間之軸環。圖號296、297爲安裝在第2 連桿234的前端之軸環。圖號298爲設置在一方的橡膠墊 圈281的內筒284與軸環297之間之軸環。圖號301係爲 了要插入止動橡膠237(參考第16圖）來加以固定而設置 在內側板構件2 4 8之細縫。 第18圖爲本發明的連桿機構之立體圖（第3實施形 態），有關與上述所示的第1實施形態和第2實施形態相 同的構成則附註相同圖號，其詳細說明則省略。 連桿機構310係相對於車體骨架n(參考第n圖） 來自由擺動地支撐動力單元56(參考第1圖），主要使是 由自由擺動地安裝在第1樞支軸28之第1連桿311、311 ;及安裝在該第1連桿3 11、311之第2樞支軸92;及自 由擺動地安裝在該第2樞支軸93之第2連桿312;及第3 樞支軸233;及連結桿236;第2連桿312的前端之第4 樞支軸94所組成，更具體上，具備有：將第1樞支軸28 與第1連桿3 1 1、3 1 1相連結之前部上部連結機構3〗4、及 兩端安裝在左右的第1連桿3 1 1 ' 3 1 1間之連結構件3 1 5 ; 及將第1連桿311、311與第2樞支軸92相連結之前部下 部連結機構316。 該連桿機構310、及第丨樞支軸28、後避震器單元58 -26- (23) 1305759 (參照第1圖），構成旋架動力單元56之動力單元懸架 裝置1 6 C。 第2連桿312係由安裝在筒構件343之左臂317和右 臂318、及向車寬延伸來安裝在該左臂317和右臂318各 別的中間部之中間連結管3 1 9所組成，用左臂3 1 7和右臂 318來支撐第4樞支軸94。 連結構件315的直徑，分別小於構成前部上部連結機 構314之外筒327和構成前部下部連結機構316之外筒 347 (參考第19圖）。 第19圖爲第18圖中19 一 19線之剖面圖。將第1樞 支軸28與第1連桿311、311相連結之前部上部連結機構 3 14係由左上部連結機構321和右上部連結機構322、及 介於該左上部連結機構321和右上部連結機構322的各別 之間之筒構件323所組成，左上部連結機構321和右上部 連結機構322爲左右對稱且基本構造相同，故只針對左上 部連結機構321進行說明。 左上部連結機構321係由具備有插入第1樞支軸28 的中空部325a之內筒325、及嵌合在該內筒325的外周面 之滾針軸承326、及形成有用來使該滾針軸承3 26嵌合之 內周面327a之外筒327、及裝設有防止塵埃等侵入滾針軸 承3 26內之防塵封罩且開通有第1樞支軸28的插入孔 321a來夾入外樞支板23 la (右上部連結機構322則爲樞 支板23 2 )與325內筒之間之端部板33 1所組成，經由熔 接來將第1連桿311安裝在外筒327的外周面；透過滾針 -27- (24) 1305759 軸承3 2 6，使外筒3 2 7相對於內筒3 2 5來進行旋轉，而使 第1連桿3 1 1相對於第1樞支軸2 8來進行擺動。此外， 圖號3 3 3係爲了要防止麈埃等侵入滾針軸承326內而設置 在內筒325與外筒327之間之防層封罩。 將第1連桿3 1 1、3 1 1與第2樞支軸92相連結之前部 下部連結機構316係由左下部連結機構341、及右下部連 結機構342、及介於該左下部連結機構341和右下部連結 機構342的各別之間之筒構件343所組成，左下部連結機 構341和右下部連結機構342爲左右對稱且基本構造相同 ，故只針對左下部連結機構341進行說明。 左下部連結機構341係由具備有插入第2樞支軸92 的中空部345a之內筒345、及嵌合在該內筒345的外周面 之滾針軸承346、及形成有用來使該滾針軸承346嵌合之 內周面347a之外筒347、及裝設有防止塵埃等侵入滾針軸 承346內之防塵封罩且開通有第2樞支軸92的插入孔 351a來夾入第2樞支軸92的頭部92a (右下部連結機構 342則爲螺帽171 )與內筒345之間之端部板351所組成 ，經由熔接來將第1連桿311安裝在外筒347的外周面； 透過滾針軸承346，使內筒3 4 5和第2樞支軸92相對於外 筒347來進行旋轉，而使熔接在內筒345的第2連桿312 相對於第1連桿311來進行擺動。此外，圖號3 53係爲了 要防止塵埃等侵入滾針軸承3 46內而設置在內筒345與外 筒3 4 7之間之防層封罩。 第20圖爲表示本發明的連桿機構之側面圖.（第4實 -28- (25) 1305759 施形態），有關與第1 ~ 1 2圖所示的第1實施形態相同的 構成，附註相同的圖號，其詳細說明則省略。 連桿機構360係由第1連桿81、81 (只以前面的圖號 81來表示）：及第2樞支軸92;及自由擺動地安裝在該 第2樞支軸92之第2連桿358;及第3樞支軸93:及自 由擺動地安裝在該第3樞支軸93並且連結在第4樞支軸 94之連結桿361所組成。 連結桿361係爲了要與第3樞支軸93'第4樞支軸 94以及中間軸各別相連結而在上端部、下端部以及中間部 分別開通有貫穿孔84b、墊圈安裝孔361a、貫穿孔84d並 且分別使橡膠墊圈111、3 62、3 63嵌合在該貫穿孔84b、 墊圈安裝孔361a、貫穿孔84d之構件。 橡膠構件362係由嵌合在第4樞支軸94之內筒364、 及設置在該內筒3 64的外側並且嵌合在墊圈安裝孔361a 之外筒3 6 5、及分別黏接在該內筒364和外筒3 65之橡膠 3 66所組成。 橡膠構件3 63係由嵌合在中間軸95之內筒126、及設 置在該內筒126的外側並且嵌合在貫穿孔84d之外筒127 、及分別黏接在該內筒126和外筒127之橡膠3 67所組成 〇 圖中，圖號3 67a、3 67b係爲了要使橡膠3 6 7容易向 上下變形而在內筒126的前方和後方的橡膠3 6 7開通之孔 部，也就是對於直線131成對稱的形狀之部分。 第21圖爲第20圖中21— 21線之剖面圖（第4實施 -29- (26) 1305759 形態）。將第1樞支軸2 8與第1連桿8 1相連結之前部上 部連結機構371係由使樞支板31貫穿來加以安裝並且具 備有插入第1樞支軸28的中空部141a之左筒部141、及 使樞支板32貫穿來加以安裝並且具備有插入第1樞支軸 28的中空部372a之右筒部372、及具備有插入第1樞支 軸28的中空部144a之內筒144、及插入第1樞支軸28並 且配置在左筒部141和內筒144各別之間之左橡膠墊圈 3 73、及插入第1樞支軸28並且配置在右筒部3 72和內筒 144各別之間之右橡膠墊圈3 74、及爲了要使該左橡膠墊 圏373和右橡膠墊圈374嵌合而在中空部148a的兩端面 ，形成內徑大於中空部148a之內周面148b和148c之外 筒1 4 8所組成，經由熔接來將內周面1 4 8 b、1 4 8 c安裝在 外筒148的兩端部外周面；透過左橡膠墊圈3：73和右橡膠 墊圏374，使外筒148相對於內筒144來進行旋轉’而使 第1連桿81、81相對於第1樞支軸28來進行擺動。 左橡膠墊圈373係由具備有插入第1樞支軸28的中 空部376a之內筒376、及圍繞該內筒376來配置並且嵌合 在外筒148的內周面148b之外筒377、及分別黏接在內筒 346和外筒377之橡膠378所組成。 右橡膠墊圏374係由具備有插入第1樞支軸28的中 空部381a之內筒381、及圍繞該內筒381來配置並且嵌合 在外筒148的內周面148c之外筒382、及分別黏接在內筒 381和外筒382之橡膠383所組成。 第22圖爲第20圖中22— 22線之剖面圖（第4實施 -30- (27) 1305759 形態）。第2連桿3 5 8係由以隨著去向後方來相 方式，經由熔接來加以安裝之大致U形狀的主臂 安裝在該主骨架3 86的左側部之副臂3 87所組成 主臂3 86和副臂3 8 7來支撐第4樞支軸94。 連結桿3 6 1係位於主臂3 8 6與副臂3 8 7之間 主臂386和副臂387’透過第4樞支軸94來支撐 提高連結桿3 6 1的支撐部之剛性。 圖中，圖號3 9 1爲分別被壓入到分別設置在 62的連桿連結部62a、6 2b之貫穿孔內62e、62f 。圖號392爲嵌合在第4樞支軸94並且自由滑 墊圈391相嵌合之內墊圈。 第23圖爲第20圖中23— 23線之剖面圖 形態），也就是表示：透過由外墊圈391和內墊 組成之金屬墊圈393、393，將動力單元56的連 62a、62b連結到第4樞支軸94，還透過橡膠墊圈 連結桿361連結到第4樞支軸94。 連結桿3 6 1的下端部係開通有與墊圈安裝孔 同內徑的安裝孔361b，使止動構件396嵌合在 361b內，在墊圏安裝孔361a與安裝孔361b之間 成向內側突出的止動突起361c之部分。 止動構件396係由嵌合在安裝孔36 1b之筒構 及黏接在該筒構件397的內側之止動用橡膠398 止動用橡膠398的內徑大於橡膠墊圈362之內筒 徑，在不對橡膠墊圈3 62作用太大的負荷的通常 互擴張的 3 86、及 ，利用該 ，利用該 ，故可以 曲柄軸箱 之外墊圈 動地與外 第4實施 圈3 92所 桿連結部 3 62，將 361a 相 該安裝孔 ，一體形 件 3 97 ' 所組成， 364的外 狀態下’ -31 - (28) 1305759 在止動用橡膠398與內筒364之間有間隙。上述的橡膠墊 圏362、止動構件396以及止動突起361c，構成墊圈•止 動機構。 第24(a) 、24(b)圖爲表示不對第4樞支軸94與 連結桿361之間作用負荷的狀態。橡膠墊圈3 62的橡膠 366不撓曲，在止動構件366的止動用橡膠398橡膠墊圈 3 62的內筒364之間存在有C1的間隙。另外，在止動突 起3 6 1 C的內周側與內筒3 6 4之間存在有C 2的間隙，具有 C2 > C1的關係。 第24 ( a) 、24 ( b )圖爲表示第4樞支軸94相對於 連結桿3 61移位了移位量（5的狀態。此時，橡膠墊圈3 62 的橡膠366撓曲，止動構件396的止動用橡膠396些許撓 曲而抵觸到內筒3 64 (即是C2=0)，表示內筒3 64抵觸 到止動突起361c而規範再更大的移位的狀態。 如此，將止動構件3 96組合在橡膠墊圈3 62，就可以 在移位的中途使彈性特性加大變化，例如變更止動用3 9 8 的內徑，很容易就能進行彈性特性的變更，可以增加彈性 特性在設計上的自由度。 另外，止動突起3 6 1 c經由將孔開通很容易就能夠形 成，可以壓制成本。 此外，止動突起361c也可以與連結桿不同體來構成 ，夾持在橡膠墊圈3 62與止動構件3 96。 以上，如第1圖、第6圖以及第7圖所示’本發明的 第1特徵：將引擎59及作爲驅動輪的後輪14 一體裝備在 -32- (29) 1305759 動力單元，再將動力單元5 6自由擺動地懸架在作爲車體 的樞支板31' 32，在樞支板31、32自由擺動地安裝第1 連桿8 1、8 1的一端並且大致向上下延伸第1連桿8 1、8 1 ，在該第1連桿81、81的另一端自由擺動地安裝第2連 桿82的一端並且大致向前後延伸第2連桿82，在該第2 _ 連桿的另一端自由擺動地連結動力單元56,在該第2連桿 8的另一端自由擺動地連結動力單元56，在樞支板31，具 φ 體上，在內樞支板31b自由擺動地安裝連結桿84的一端 ，在該連結桿84的另一端自由擺動地動力單元56，在樞 支板31b及連結桿84設置規範動力單元56向前後的移動 之止動機構105，將設置在連結桿84的作爲車體側連結軸 之第3樞支軸93與作爲動力單元側連結軸之第4樞支軸 94相連結的直線133向上下延伸，並且利用連結桿84透 過作爲彈性構件之橡膠墊圈112來支撐第4樞支軸94。 藉由此方式，利用止動機構105來規範動力單元56 φ 向前後的移動，還可以規範設置在連結桿84之第4樞支 軸94的橡膠墊圈112變形時所產生的彈力造成動力單元 56向上下的移動，可以一面使動力單元向前後和向上下之 2個方向的移動自由度變可能，一面用連結桿來規範動力 單元的前後移動和上下移動，故可以使止動構造變簡單來 削減零件件數，又可以降低成本。 本發的第2特徵：連結桿84上，在第3樞支軸93與 第4樞支軸94之間具備有作爲第2車體側連結軸之中間 軸95，透過作爲彈性構件的橡膠墊圈112，將第4樞支軸 -33- (30) 1305759 94連結在動力單元56，透過作爲彈性構件之橡膠室 ，將中間軸9 5連結在內樞支板3 1 b。 藉由此方式，利用橡膠墊圏1 1 1 ~ 1 1 3，比彈性 單一的情況還要更提高緩衝功能，可以吸收更大的 本發明的第3特徵：如第5圖和第6圖所示， 動機構105設置在連結桿84之突起84a、及爲了要 突起8 4a而設置在內樞支板31b之凹口 31c所構成 藉由此方式，例如突起84a磨損等而要更換時 比如同過去被設置在動力單元時還要容易更換，還 簡單的構造來設置止動機構105» 本發明的第4特徵：如第16圖所示，由將止 266固定在從作爲連結桿236的車體側連結軸之第 軸233，向與動力單元側連結軸之第4樞支軸92不 方向延伸出去之延伸部23 6A的端部之作爲彈性體 橡膠237、及爲了要抵觸到該止動橡膠237而設置 上之作爲規範部之主骨架26、內樞支板231b的後 所構成。 例如，變更止動橡膠237的形狀或者止動橡膠 硬度，藉此利用止動橡膠2 3 7發揮緩衝•防震效果 容易就能夠調整動力單元56的前後擺動量，又即 大確保擺動量的情況，可很容易就可以對應。 本發明的第5特徵：如第6圖和第7圖所示， 單元56的下部設置主支架61。 藉由此方式，即使在直立主支架6 1的狀態下 :圈 1 1 3 構件爲 震動。 由將止 插入該 〇 ，不僅 可以用 動機構 3樞支 相同的 之止動 在車體 壁 231c 23 7的 ，並很 使欲加 在動力 ，利用 -34- (31) 1305759 連結桿8 4側的3個橡膠墊圈1 Π〜1 1 3來提高緩衝機能 仍可以輕易地吸收動力單元56的振動’又可以減少傳 到車體骨架1 1的振動。 本發明的第6特徵：利用橡膠墊圈來構成彈性構件 第4樞支軸94的橡膠墊圈112中，在第4樞支軸94的 下具備有孔部123a、123b，而具有向上下比向車體前後 要柔軟的性質。 藉由此方式，第4樞支軸94的橡膠墊圈112，可以 簡單的構造來積極地吸收動力單元5 6的上下移動所造 的震動，而不易將動力單元56的上下震動傳達到車體 架I 1。 本發明的第7特徵：利用橡膠墊圈來構成彈性構件 中間軸95的橡膠墊圈113中，在中間軸95的前後具備 孔部128a、128b’而具有向車體前後比向上下還要柔軟 性質。 藉由此方式，中間軸95的橡膠墊圈113，可以用簡 的構造來積極地吸收動力單元56的前後移動所造成的 動，而不易將動力單元56的前後震動傳達到車體骨架 〇 本發明的第8特徵：將第3樞支軸93與中間軸95 連結的直線131、及將中間軸95與第4樞支軸94相連 的直線132，形成〈形狀。 藉由此方式’可以離開車體骨架U來配置第4樞 軸94’故可以一面防止連結桿84與車體骨架π的干涉 達 上 還 用 成 骨 有 的 單 震 11 相 結 支 -35- (32) 1305759 —面加大設定第4樞支軸94的擺動量。 本發明的第9特徵：如第3圖所示，連結桿84爲單 一，只設置在車體骨架1 1的一側方。 藉由此方式，可以使連桿機構1 0 5變簡單來削減零件 件數，又可以降低成本。 本發明的第1 0特徵：經由鍛造來形成連結桿84。 藉由此方式，不但可高強度地形成止動機構105的突 起84a，還可以使連結桿84變輕。 本發明的第11特徵：如第9圖所示，利用裝備在第2 連桿92的複數個作爲連結支撐部之左臂175、右臂176以 及端部臂178來支撐第4樞支軸94，利用複數個連結支撐 部175、176' 178當中的作爲第1連結支撐部之左臂ι75 、及比該左臂175還要位於車體外方的作爲第2連結支撐 部之端部臂178來夾持連結桿84，連結到第4樞支軸94 〇 藉由此方式，連結桿84利用左臂175及端部臂176 來夾持，故可以提高支撐連結桿84的部分之剛性，又可 以更確實地發揮連結桿84的效果。 本發明的第12特徵：如第23圖和第24圖所示，以 複數個，即是橡膠366和止動用橡膠398來構成介於第4 樞支軸94與連結桿361之間之彈性構件，在軸方向上並 排配置該橡膠366和止動用橡膠398’並且爲了要將橡膠 3 66和止動用橡膠398的可撓量設定在特定値以下而設置 在橡膠3 66與止動用橡膠3 9 8之間的作爲規範手段之止動 -36- (33) (33)1305759. One end surface of the 161 is provided with a dustproof cover 166 for preventing dust or the like from entering the needle shaft, and an end plate 167 for opening the second pivot shaft 92 and the other end of the inner cylinder 161 A dust seal 168 that penetrates the needle bearing 163 on one end surface and prevents dust or the like from entering the needle bearing 163. The end plate 169 of the insertion hole 169a of the second pivot shaft 92 is formed with the needle bearings 162 and 163 so that the outer cylinder 164 is opposed to the outer cylinder 164. The inner cylinder 161 is rotated, and the second link 82 (refer to Fig. 6) is swung with respect to the second 92. Further, reference numeral 81a is a bolt insertion hole for passing through the second 92 and opening the first link 81. Figure 9 is a cross-sectional view taken along line 9-9 of the sixth pivotal shaft 92 of the bolt-shaped second pivot shaft 92 (first solid), and the second link 82 is composed of The left arm 175 and the right arm which are attached to the outer cylinder 164 via welding in accordance with the rearward expansion, are attached to the intermediate connecting pipe 1 of the intermediate portion of the left arm 175 and the right arm 1 so as to extend toward the vehicle width. 7 7 and the end arm 178 which is mounted on the side which protrudes to the left side of the vehicle body more than the left arm 175 of the middle 177, and the left arm right arm 176 and the end portion which are the three joint supporting portions are used. The arm 178 supports the fourth pivot shaft 94. The connecting rod 84 is located between the left arm 175 (first connecting support portion) arm 178 (second connecting support portion), and is supported by the fourth arm supporting shaft 94 by the left arm 175 arm 178, so that the connecting rod 84 can be lifted The rigidity of the support of 175. Further, in the manner in which the reference numerals 62a and 62b are protruded, they are provided in the connecting portion of the crankcase 62 of the power unit 56. 1 bearing] 62 hole 1 6 7 a. Installation and opening L into, through the pivot axis pivot shaft is a twist! Cap. : Application form: Method 1 76, and 7 6 separate connecting pipes: the end f 175 ' is connected with the end and the sacrificial portion to the forward link -18- (15) 1305759 Figure 10 shows the first 6 is a cross-sectional view taken along line 10-10 (the first embodiment), that is, the link connecting portions 62a and 62b of the power unit 56 are coupled to the fourth pivot shaft 94 via the rubber washers 181 and 181'. The rubber washer 181 is an inner cylinder 184 that is opened with a hollow portion 184a inserted into the fourth pivot shaft 94, and a through hole 62c that is opened to the link connecting portion 62a or a through hole that is opened at the link connecting portion 62b. The outer cylinder 185 of 62d and the rubber 186 respectively adhered to the inner cylinder 184 and the outer cylinder 185. Further, reference numerals 31e and 31f are bolt insertion holes through which the inner pivot plate 31b is opened to pass through the third pivot shaft 93. Fig. 31 g, 31h are bolt insertion holes through which the inner pivot plate 31b is opened to pass through the intermediate shaft 95. Numeral No. 191 is a nut that is screwed into the thread at the end of the third pivot shaft 93. Numeral No. 192 is a nut that is screwed into the thread at the end of the fourth pivot shaft 94. Figure 193 is a nut that is screwed into the thread at the end of the intermediate shaft 95. Figure 194 is a collar that passes through the fourth pivot shaft 94 and is disposed between the left and right rubber pads 181, 181. The connecting rod 94 is disposed so that the through hole 84c supporting the fourth pivot shaft 94 is closer to the center than the through holes 84b and 84d supporting the third pivot shaft 93 and the intermediate shaft 95, that is, the connecting rod 84 The lower end portion is located near the center of the vehicle body width, so that the inclination angle can be increased. Hereinafter, the action of the above-described stopper mechanism 105 will be described. Figs. 11(a) and 11(b) are views showing the action of the stopper mechanism of the present invention (first embodiment). In addition, the imaginary line in the figure is the state before the movement or before the swing. In Fig. 11(a), for example, the power unit 56 is moved toward the front of the vehicle body as indicated by an arrow -19-(16) 1305759 in the middle, and the connecting rod 84 is centered on the third pivot shaft 93. Swinging in the direction of the arrow, the rubber washers 1 2 2, 113 are flexed to stop using the reaction force of the rubber. However, when the swing angle toward the front of the connecting rod 84 is further increased, the rubber washers 112, 113 are more flexed, and the projection 84a of the connecting rod 84 is in contact with the leading edge of the recess 3 1 c on the side of the pivotal plate 31. In the portion 3 lj, the swing of the connecting rod 84 with respect to the pivotal plate 3 1 is stopped. In the eleventh (b), for example, when the power unit 56 moves toward the rear of the vehicle body as indicated by an arrow that is reversed in the middle, the connecting rod 84 swings in the direction of the arrow around the third pivot shaft 93. The rubber washers 112, 113 are flexed to stop using the reaction force of the rubber. However, when the swing angle to the rear of the connecting rod 84 is further increased, the rubber washers 112 and 113 increase the deflection. The projection 84a of the connecting rod 84 abuts against the trailing edge portion 31k' of the recess 31c on the side of the pivotal plate 31. The swing of the rod 84 relative to the pivotal plate 31 is stopped. Figs. 12(a) and 12(b) are views showing the action of the stopper mechanism and the stopper structure formed by the connecting rod of the present invention (first embodiment). In addition, the imaginary line in the figure indicates the state before the movement or before the swing. In the Fig. 12(a), the 'power unit 56, as indicated by the arrow in the middle, moves upward.' The fourth pivot shaft 94 moves upward, and the second link 82 has the second pivot shaft 92. The center swings in the direction of the arrow, the rubber washer 112 of the connecting rod 84 is greatly flexed, and the movement to the upper side of the fourth pivot shaft 94 becomes larger. Then the inner cylinder 121 of the rubber gasket 112 approaches the outer cylinder 122' to increase the compression. The rubber 123 between the cylinder 121 and the outer cylinder 122 generates a large elastic force of -20 - 1305759. (17), by which the rise of the fourth pivot shaft 94 with respect to the connecting rod 84 is stopped. In addition, the deflection above the rubber washers 1 1 1 and 113 of the connecting rod 84 at this time is only slightly compared with the rubber washer 112, so that the positional relationship of the connecting rod 84 with respect to the pivotal supporting plate 3 is hardly changed. Therefore, the moving distance above the power unit can be regarded as the moving distance of the fourth pivot shaft 94 with respect to the connecting rod 84. In Fig. 12(b), the power unit 56, as indicated by the arrow in the middle, is shown as moving downward, the fourth pivot shaft 94 is moved downward, and the second link 82 is pivoted. 92 is the center, swinging in the direction of the arrow, the rubber washer 112 of the connecting rod 84 is greatly flexed, and the movement of the fourth pivot shaft 94 is increased, and the inner cylinder 121 of the rubber gasket 112 is close to the outer cylinder 122, and the compression is increased. The rubber 123 between the cylinder 121 and the outer cylinder 122 generates a large elastic force by which the lowering of the fourth pivot shaft 94 with respect to the coupling rod 84 is stopped. Further, at this time, the deflection under the rubber washers 111 and 113 of the connecting rod 84 is extremely small compared with the rubber washer 112. Therefore, the positional relationship of the connecting rod 84 with respect to the pivotal plate 31 is hardly changed. The moving distance above the power unit can be regarded as the moving distance of the fourth pivot shaft 94 with respect to the connecting rod 84. Fig. 13 is a third perspective view showing the center portion of the vehicle body frame and the swinging mechanism of the present invention (second embodiment), that is, the main frame 26 and the shaft frame 33 on the left side are attached by the outer pivot plate 231a. And the pivotal plate 2 3 1 ' formed by the inner pivot plate 2 3 1 b is mounted on the main frame 27 and the pivot frame 34 on the right side, and the pivot plate 232 is mounted on the outer pivot plate 231a and the pivot plate 232 The first pivot shaft 28 is mounted on the first pivot shaft 28' through the second pivot shaft 92 (not shown) by attaching the first link 81, 81 to the swing of the first pivot shaft - 21 - (18) 1305759 The second link 234 is swingably attached to the first link 81, 81'. The fourth pivot shaft 94' is attached to the rear end of the second link 23 4. The third pivot shaft 233 is passed through to connect the connecting rod 236. The outer pivot plate 231a and the inner pivot plate 2 3 1 b are swingably attached, and the lower end portion of the connecting rod 236 is swingably coupled to the fourth pivot shaft 94 at the main frame 26 and the inner pivot plate 231b. Between the rear wall 2 3 1 c, the stopper rubber 23 7 « disposed at the upper end portion of the connecting rod 236 is disposed relative to the main skeleton 26, 27 and the pivot frames 33, 34 described above via the link mechanism 24 0 The power unit 56 is supported from the swing (refer to Fig. 1). The first pivot shaft 28, the link mechanism 240, and the rear suspension unit 58 (refer to Fig. 1) constitute a power unit suspension device 16B (refer to Fig. 15) of the suspension power unit 56 (refer to Fig. 1). Figure 14 is a perspective view showing a link mechanism according to the present invention (second embodiment). The link mechanism 240 is mainly composed of first links 8 1 and 81; and a second pivot shaft 92 and a second link 234; And the third pivot shaft 233 and the connecting rod 236 and the fourth pivot shaft 94 are specifically configured to connect the first pivot shaft 28 and the first link 81 to the upper portion of the front portion. The mechanism 1〇1 and the first link 81 and the second pivot shaft 92 are coupled to the front lower connection mechanism 1〇2. The second link 234 is composed of a left arm 241 and a right arm attached to the outer cylinder 164. The left arm 241 and the right arm 242 are used to support the fourth pivot -22-242 (19) 1305759 shaft 94. Fig. 15 is a side view showing an important part of the link mechanism according to the present invention (second embodiment). The first link 81 extends substantially upward and downward, and the second link 234 extends substantially forward and backward, specifically, a little afterwards. Extending to the rear, the connecting rod 2 36 extends substantially upward and downward. The link mechanism 240 is centered on the first pivot shaft 28 and the third pivot shaft 233, and moves the second link 234 forward and backward. The link 81 and the connecting rod 236 constitute substantially parallel parallel links. That is, the first link 81 and the connecting rod 23 6 allow the movement of the power unit 56 forward and backward. Further, the second link 234 extends substantially forward and backward and swings around the second pivot shaft 92, and the fourth pivot shaft 94 is elastically supported on the side of the connecting rod 236, thereby allowing the power unit 56 to move up and down. Fig. 16 is a side view showing the link mechanism of the present invention (second embodiment). The connecting rod 236 of the link mechanism 240 is attached to the upper tubular member by the main plate member 243 and the intermediate portion penetrating the main plate member 243. 244. The lower tubular member 246 is attached to the lower portion of the main plate member 2U, and the upper sub-plate member 247 and the both ends of the cross-sectional L shape of the outer peripheral surface of the side surface of the main plate member 243 and the upper cylindrical member 244 are attached. The side surface of the main plate member 243 and the side surface of the inner surface of the upper sub-plate member 247 appear to have a shape of the inner side plate member 2W, and are mounted on the side surface of the main plate member 243 and both ends are mounted on the upper tube member 244 and the lower tube member. 246, the outer sub-plate member of the outer peripheral surface C-shaped lower sub-plate member 2, and the rubber washer 253 fitted to the hollow portion of the upper tubular member 244 in order to be coupled to the third pivot shaft 233, and The rubber washer 254 which is coupled to the fourth pivot shaft 94 and which is fitted to the hollow portion of the lower tubular member 24 6 and the retaining rubber 23 7 which is mounted on the upper portion of the inner panel member 248 is composed of a -23- (20) 1305759. . Further, the figure 23 6A is a projecting portion which extends upward from the third pivot shaft 233 of the connecting rod 236. The front face of the rubber 23 7 is moved to the figure 237a. Figure _ 237b moves the back of the rubber 237. The rubber washer 253 is fitted to the inner cylinder 256 of the third pivot shaft 233, and is disposed outside the inner cylinder 25 6 and fitted to the outer cylinder member 244 φ outside the cylinder 257, and is respectively adhered thereto. The barrel 256 and the rubber 25 8 of the outer cylinder 257 are composed. The rubber washer 254 is fitted to the inner cylinder 261 of the fourth pivot shaft 94, and is disposed outside the inner cylinder 261 and fitted to the outer cylinder member 246, and is respectively adhered to the inner cylinder. 261 and the rubber 263 of the outer cylinder 262 are formed. In order to easily deform the rubber 263 in the direction in which the straight line 265 extends, the rubber is opened with arc-shaped holes 263a, 263b which are line-symmetric with respect to the straight line 265. . #止橡胶橡胶237 is a member that abuts the front face 237a against the main frame 26 and the back face 23 7b against the rear wall 231c of the inner pivot plate 231b, and functions as a function when the link bar 236 swings forward and backward like a seesaw shape. The sway of the connecting rod 23 6 cushions the elastic body of the anti-vibration and standard stop mechanism 266. That is, the above-described stopper rubber 23 7 and the rear wall 231c of the inner pivot plate 23 1b and the main frame 26 constitute a stopper mechanism 266, and the rear wall 231c and the main frame 26 are specifications provided on the vehicle body. . Drawing No. 2 6 7 is the axis of the third pivot shaft 2 3 3 2 3 3 a (black dot table-24-(21) 1305759. showing axis 2 3 3 a ) and the axis of the fourth pivot shaft 94 Ma (black dot axis 9 4 a ) is connected by a straight line 'Fig. 2 6 5 is a line passing through the axis 9 4 a, and figure 2 6 8 is a line passing through the axis 94a and perpendicular to the straight line 265. 6 7 forms a specific angle α with the straight line 2 6 5 . The direction in which the straight line 268 extends 'specifically' in the direction of the arrow Α when the locomotive accelerates, the direction of the reaction force of the fourth pivot shaft 9 4 is 'B' when the locomotive carries a person (1 person) (at this time) The direction in which the direction 4 265 of the 4th pivot shaft 94 is subjected to the force in the 1G state is the vibration direction of the engine 59 (refer to FIG. 1), and the endless curve 271 and the inner side of the curve 271 are pivoted. The movable range of the fulcrum 94. On the rubber of the rubber washer 254 which elastically supports the fourth pivot shaft 94, the hole portions 263a, 263b are provided along the direction of the straight line 2 65, whereby the reaction force when the locomotive accelerates can be made by a large spring constant and a large lag The role is to support: In addition, the vibration of the engine is supported by a small spring constant, which can effectively suppress the vibration. Fig. 17 is a sectional view taken along line 17-17 of Fig. 15, and the connecting rods of the power unit 56 are connected via rubber washers 281 and 281, and 62a and 62b are coupled to the fourth pivot shaft 94. The rubber washer 281 is formed by an inner cylinder 2 84 that opens the portion 2 84a into which the fourth pivot shaft 94 is inserted, and a through hole 62d that is opened to the link connecting portion or that is opened at the link connecting portion 62b. The straight line indicated by the outer cylinder and the rubber 286 respectively adhered to the inner cylinder 284 and the outer cylinder 285 is a straight line when the arrow is in a state of an arrow. Another 4 263 for the large bullet represents the knot hollow hollow 285 composed of -25- (22) 1305759. In the figure, Figure No. 231e, 231f is used to pass through the third pivot shaft 233 while on the outer pivot plate 23 a. Bolt insertion hole through which the inner pivot plate 231b is opened. Fig. 291 is a threaded nut that is coupled to the end of the third pivot shaft 233. Numeral No. 294 is a collar that passes through the fourth pivot shaft 94 and is disposed between the left and right rubber gaskets 281, 281. Reference numerals 296 and 297 are collars attached to the front end of the second link 234. Figure 298 is a collar disposed between the inner cylinder 284 of one of the rubber gaskets 281 and the collar 297. Fig. 301 is a slit formed in the inner side plate member 248 to be fixed by inserting a stopper rubber 237 (refer to Fig. 16). Fig. 18 is a perspective view of the link mechanism of the present invention (third embodiment), and the same configurations as those of the first embodiment and the second embodiment described above are denoted by the same reference numerals, and detailed description thereof will be omitted. The link mechanism 310 is rotatively supported by the power unit 56 (refer to FIG. 1) with respect to the vehicle body frame n (refer to FIG. 1), and is mainly mounted on the first pivot shaft 28 by freely swinging. Connecting rods 311, 311; and a second pivot shaft 92 attached to the first links 3 11 and 311; and a second link 312 rotatably attached to the second pivot shaft 93; and a third pivot a support shaft 233; and a connecting rod 236; a fourth pivot shaft 94 of the front end of the second link 312; more specifically, the first pivot shaft 28 and the first link 3 1 1 and 3 1 1 phase connection front upper connecting mechanism 3 4, and connecting members 3 1 5 at both ends of the left and right first links 3 1 1 ' 3 1 1 ; and first links 311, 311 and The pivot joint shaft 92 is coupled to the front lower joint mechanism 316. The link mechanism 310, the second pivot shaft 28, and the rear shock absorber unit 58 -26-(23) 1305759 (refer to Fig. 1) constitute a power unit suspension device 1 6 C of the turret power unit 56. The second link 312 is attached to the left arm 317 and the right arm 318 of the tubular member 343, and to the intermediate connecting tube 3 1 9 which is extended to the vehicle width and attached to the intermediate portion of the left arm 317 and the right arm 318. The fourth arm shaft 94 is supported by the left arm 317 and the right arm 318. The diameter of the joint member 315 is smaller than the outer cylinder 327 constituting the front upper joint mechanism 314 and the outer cylinder 347 constituting the front lower joint mechanism 316 (refer to Fig. 19). Figure 19 is a cross-sectional view taken along line 19-19 of Figure 18. The first pivot shaft 28 is coupled to the first links 311 and 311. The front upper connecting mechanism 314 is composed of a left upper connecting mechanism 321 and a right upper connecting mechanism 322, and the left upper connecting mechanism 321 and the upper right portion. The tubular member 323 between the respective connecting mechanisms 322 is composed of the left upper connecting mechanism 321 and the upper right connecting mechanism 322 which are bilaterally symmetrical and have the same basic structure. Therefore, only the left upper connecting mechanism 321 will be described. The left upper connecting mechanism 321 is provided with an inner cylinder 325 having a hollow portion 325a inserted into the first pivot shaft 28, a needle bearing 326 fitted to the outer circumferential surface of the inner cylinder 325, and a needle roller 326 formed thereon. The outer tube 327 of the inner surface 327a of the bearing 3 26 is fitted, and the dustproof cover that prevents the dust from entering the needle bearing 3 26 and the insertion hole 321a of the first pivot shaft 28 is inserted. The pivot plate 23 la (the right upper connecting mechanism 322 is a pivot plate 23 2 ) and the end plate 33 1 between the 325 inner cylinders are assembled, and the first link 311 is attached to the outer circumferential surface of the outer cylinder 327 via welding. Through the needle -27- (24) 1305759 bearing 3 2 6, the outer cylinder 3 27 is rotated relative to the inner cylinder 3 25 , and the first link 3 1 1 is opposite to the first pivot shaft 2 8 to swing. Further, Fig. 3 3 3 is a layer seal which is provided between the inner cylinder 325 and the outer cylinder 327 in order to prevent the imperfection or the like from entering the needle bearing 326. The first link 3 1 1 and 3 1 1 are connected to the second pivot shaft 92. The lower lower connecting mechanism 316 is a left lower connecting mechanism 341, a right lower connecting mechanism 342, and a lower left connecting mechanism. The cylindrical member 343 between the 341 and the right lower connecting mechanism 342 is composed of the left lower connecting mechanism 341 and the right lower connecting mechanism 342 which are bilaterally symmetrical and have the same basic structure. Therefore, only the left lower connecting mechanism 341 will be described. The lower left coupling mechanism 341 is provided with an inner cylinder 345 having a hollow portion 345a inserted into the second pivot shaft 92, a needle bearing 346 fitted to the outer circumferential surface of the inner cylinder 345, and a needle roller 346 formed thereon. The outer circumferential surface 347a of the bearing 346 is fitted to the outer cylinder 347, and the dustproof cover that prevents the dust from entering the needle bearing 346 and the insertion hole 351a of the second pivot shaft 92 is inserted to sandwich the second pivot. The head portion 92a of the support shaft 92 (the right lower joint mechanism 342 is a nut 171) and the end plate 351 between the inner cylinder 345, and the first link 311 is attached to the outer peripheral surface of the outer cylinder 347 by welding; The inner cylinder 345 and the second pivot shaft 92 are rotated by the needle bearing 346 with respect to the outer cylinder 347, and the second link 312 welded to the inner cylinder 345 is moved relative to the first link 311. swing. Further, reference numeral 3 53 is a layer seal which is provided between the inner cylinder 345 and the outer cylinder 347 in order to prevent dust or the like from entering the needle bearing 3 46. Fig. 20 is a side view showing the link mechanism of the present invention. (Fourth Embodiment - (25) 1305759), the same configuration as that of the first embodiment shown in Figs. 1 to 2, The same figure number, the detailed description is omitted. The link mechanism 360 is composed of a first link 81, 81 (only indicated by the front reference numeral 81) and a second pivot shaft 92; and a second link that is swingably attached to the second pivot shaft 92. The rod 358; and the third pivot shaft 93 are formed by a coupling rod 361 that is attached to the third pivot shaft 93 and is coupled to the fourth pivot shaft 94. The connecting rod 361 is provided with a through hole 84b, a washer mounting hole 361a, and a through hole 84b in the upper end portion, the lower end portion, and the intermediate portion in order to be connected to the fourth pivot shaft 94 and the intermediate shaft. The hole 84d is a member in which the rubber washers 111, 3 62, and 3 63 are fitted to the through hole 84b, the washer mounting hole 361a, and the through hole 84d, respectively. The rubber member 362 is fitted to the inner cylinder 364 of the fourth pivot shaft 94, and is disposed outside the inner cylinder 3 64 and fitted to the outer cylinder of the gasket mounting hole 361a, and is respectively adhered thereto. The inner cylinder 364 and the rubber 3 66 of the outer cylinder 3 65 are composed. The rubber member 3 63 is fitted to the inner cylinder 126 of the intermediate shaft 95, and is disposed outside the inner cylinder 126 and fitted to the outer tube 127, and is respectively adhered to the inner cylinder 126 and the outer cylinder. 127 rubber 3 67 is composed of the drawings, and the drawings 3 67a and 3 67b are holes for opening the rubber 3 6 7 in front of and behind the inner cylinder 126 in order to make the rubber 367 easily deform upward and downward. It is the part of the shape that is symmetrical with respect to the straight line 131. Fig. 21 is a cross-sectional view taken along line 21-21 of Fig. 20 (4th embodiment -29-(26) 1305759). The first pivot shaft 28 is coupled to the first link 81. The front upper connecting mechanism 371 is attached by the pivoting plate 31 and is provided with the hollow portion 141a inserted into the first pivot shaft 28. The tubular portion 141 and the right tubular portion 372 having the hollow portion 372a inserted into the first pivot shaft 28 and the hollow portion 144a inserted into the first pivot shaft 28 are provided to be inserted and inserted into the pivotal plate 32. a cylinder 144, and a left rubber washer 3 73 inserted into the first pivot shaft 28 and disposed between the left tubular portion 141 and the inner cylinder 144, and inserted into the first pivot shaft 28 and disposed in the right tubular portion 3 72 and The right rubber gasket 3 74 between the inner cylinders 144 and the inner circumference of the hollow portion 148a are formed on both end faces of the hollow portion 148a in order to fit the left rubber pad 373 and the right rubber gasket 374. The outer surfaces 148b and 148c are composed of outer cylinders 148, and the inner peripheral surfaces 14 8 b and 1 4 8 c are attached to the outer peripheral surfaces of the outer cylinders 148 via welding; the left rubber washers 3: 73 and the right rubber are passed through. The pad 374 rotates the outer cylinder 148 with respect to the inner cylinder 144 to swing the first links 81 and 81 with respect to the first pivot shaft 28. The left rubber gasket 373 is provided with an inner cylinder 376 having a hollow portion 376a inserted into the first pivot shaft 28, and an inner cylinder 376 disposed around the inner cylinder 376 and fitted to the inner circumferential surface 148b of the outer cylinder 148, and a cylinder 377, respectively The rubber 378 is bonded to the inner cylinder 346 and the outer cylinder 377. The right rubber pad 374 is provided with an inner cylinder 381 having a hollow portion 381a inserted into the first pivot shaft 28, and an outer cylinder 382 disposed around the inner cylinder 381 and fitted to the inner circumferential surface 148c of the outer cylinder 148, and The rubber 383 is bonded to the inner cylinder 381 and the outer cylinder 382, respectively. Fig. 22 is a cross-sectional view taken along line 22-22 of Fig. 20 (4th embodiment -30-(27) 1305759). The second link 3 5 8 is composed of a main arm 3 which is attached to the left side portion of the main frame 386 by a substantially U-shaped main arm that is attached by welding in a backward direction. 86 and the jib 3 8 7 support the fourth pivot shaft 94. The connecting rod 361 is located between the main arm 386 and the jib 38. The main arm 386 and the jib 387' are supported by the fourth pivot shaft 94 to support the rigidity of the support portion of the connecting rod 361. In the figure, Fig. 3 9 1 is inserted into the through holes 62e, 62f of the link connecting portions 62a, 62b respectively provided at 62, respectively. Figure 392 is a gasket fitted to the fourth pivot shaft 94 and fitted with the free washer 391. Figure 23 is a cross-sectional view of the line 23-23 in Fig. 20, that is, the connection 62a, 62b of the power unit 56 is connected to the first through the metal washers 393, 393 composed of the outer washer 391 and the inner pad. The pivot shaft 94 is also coupled to the fourth pivot shaft 94 via a rubber washer coupling rod 361. The lower end portion of the connecting rod 361 is opened with a mounting hole 361b having the same inner diameter as the washer mounting hole, and the stopper member 396 is fitted in the 361b, and protrudes inward between the pad mounting hole 361a and the mounting hole 361b. Part of the stop projection 361c. The stopper member 396 is formed by the cylindrical structure of the mounting hole 36 1b and the rubber 398 for the stopper rubber 398 which is adhered to the inner side of the tubular member 397. The inner diameter of the rubber 398 is larger than the inner diameter of the rubber gasket 362, and the rubber is not in the rubber. The washers 3 62 are generally mutually expanded by the load that acts too much, and the use of the washers 3 62 can be used to move the washers outside the crankcase and the rod joints 3 62 of the outer fourth actuators 3 92 The mounting hole of the 361a phase is formed by the integral member 3 97 ′, and the outer state of the 364 is '-31 - (28) 1305759. There is a gap between the rubber 398 for stopping and the inner cylinder 364. The rubber pad 362, the stopper member 396, and the stopper projection 361c described above constitute a washer/stop mechanism. Figs. 24(a) and 24(b) show a state in which no load is applied between the fourth pivot shaft 94 and the connecting rod 361. The rubber 366 of the rubber gasket 3 62 does not flex, and there is a gap of C1 between the stopper rubber 398 of the stopper member 366 and the inner cylinder 364 of the rubber gasket 3 62. Further, there is a gap of C 2 between the inner peripheral side of the stopper projection 3 6 1 C and the inner cylinder 364, and has a relationship of C2 > C1. Figs. 24(a) and 24(b) show the state in which the fourth pivot shaft 94 is displaced by a displacement amount (5) with respect to the connecting rod 3 61. At this time, the rubber 366 of the rubber washer 3 62 is deflected. The stopper rubber 396 of the movable member 396 slightly deflects against the inner cylinder 3 64 (i.e., C2 = 0), indicating that the inner cylinder 3 64 is in contact with the stopper projection 361c to regulate a state of further displacement. When the stopper member 3 96 is combined with the rubber gasket 3 62, the elastic property can be changed in the middle of the displacement. For example, the inner diameter of the stopper 398 can be changed, and the elastic property can be easily changed, which can be increased. The degree of freedom in the design of the elastic characteristic. In addition, the stopper protrusion 3 6 1 c can be easily formed by opening the hole, and the cost can be suppressed. Further, the stopper protrusion 361c can also be formed differently from the connecting rod, and can be clamped. The rubber washer 3 62 and the stopper member 3 96. As described above, as shown in Figs. 1, 6 and 7, the first feature of the present invention is that the engine 59 and the rear wheel 14 as a drive wheel are integrally provided. -32- (29) 1305759 Power unit, and then the power unit 56 is swinging freely For the pivotal plate 31' 32 of the vehicle body, one end of the first link 8 1 , 8 1 is slidably mounted on the pivot plates 31 , 32 and the first link 8 1 , 8 1 extends substantially upward and downward. The other ends of the first links 81 and 81 are rotatably attached to one end of the second link 82, and extend the second link 82 substantially forward and backward, and the power unit 56 is coupled to the other end of the second link. The power unit 56 is coupled to the other end of the second link 8 so as to be swingable, and the pivoting plate 31 has a φ body, and one end of the connecting rod 84 is rotatably attached to the inner pivot plate 31b. The other end of the power unit 56 is swinging, and the pivoting plate 31b and the connecting rod 84 are provided with a stopper mechanism 105 for moving forward and backward of the standard power unit 56, and the third connecting body of the connecting rod 84 as the vehicle body side connecting shaft is provided. The pivot shaft 93 extends upward and downward with a straight line 133 that is coupled to the fourth pivot shaft 94 as the power unit side coupling shaft, and the fourth pivot shaft 94 is supported by the rubber washer 112 as an elastic member by the coupling rod 84. In this way, the stop mechanism 105 is used to regulate the movement of the power unit 56 φ forward and backward. The elastic force generated when the rubber washer 112 of the fourth pivot shaft 94 of the connecting rod 84 is deformed can be regulated to cause the power unit 56 to move up and down, and the power unit can be moved in two directions of forward and backward and up and down. The degree of change is possible, and the connecting rod is used to regulate the forward and backward movement and the vertical movement of the power unit, so that the stop structure can be simplified, the number of parts can be reduced, and the cost can be reduced. The second feature of the present invention: the connecting rod 84 Between the third pivot shaft 93 and the fourth pivot shaft 94, an intermediate shaft 95 as a second vehicle body side connecting shaft is provided, and a rubber washer 112 as an elastic member is passed through the fourth pivot shaft -33- ( 30) 1305759 94 is coupled to the power unit 56, and passes through the rubber chamber as an elastic member to connect the intermediate shaft 95 to the inner pivot plate 3 1 b. In this way, by using the rubber mats 1 1 1 to 1 1 3, the cushioning function is more enhanced than in the case of single elasticity, and the third feature of the present invention can be absorbed more: as shown in Figs. 5 and 6 The movable mechanism 105 is disposed on the protrusion 84a of the connecting rod 84 and the recess 31c provided in the inner pivotal plate 31b for the protrusion 8 4a. In this way, for example, when the protrusion 84a is worn or the like, it is replaced, for example, the same In the past, when it was installed in the power unit, it was easy to replace, and the stopper mechanism 105 was also simply constructed.» The fourth feature of the present invention: as shown in Fig. 16, the stopper 266 is fixed to the vehicle as the connecting rod 236. The first shaft 233 of the body-side connecting shaft extends to the end portion of the extending portion 23 6A that does not extend in the direction of the fourth pivot shaft 92 of the power unit-side connecting shaft as the elastic rubber 237, and in order to interfere with the stop The rubber 237 is provided as a rear main frame 26 and an inner pivot plate 231b of the specification portion. For example, by changing the shape of the stopper rubber 237 or the rubber hardness of the stopper rubber, the damping rubber 237 can be used to adjust the shock amount of the power unit 56, and the amount of swinging can be adjusted to ensure the amount of swing. It can be easily matched. According to a fifth feature of the present invention, as shown in Figs. 6 and 7, a main bracket 61 is provided at a lower portion of the unit 56. In this way, even in the state of the upright main bracket 61, the ring 1 1 3 member is vibrated. By inserting the cymbal into the cymbal, not only can the same mechanism be pivoted on the body wall 231c 23 7 by the kinetic mechanism 3, but it is also required to be applied to the power, using the -34- (31) 1305759 connecting rod 8 4 side The three rubber washers 1 Π 〜1 1 3 to improve the cushioning function can still easily absorb the vibration of the power unit 56', and the vibration transmitted to the body frame 11 can be reduced. According to a sixth aspect of the present invention, in the rubber gasket 112 that constitutes the fourth pivot shaft 94 of the elastic member by the rubber gasket, the fourth pivot shaft 94 is provided with the hole portions 123a and 123b, and has the up-down ratio toward the vehicle. The body should be soft before and after. In this way, the rubber washer 112 of the fourth pivot shaft 94 can be configured to actively absorb the vibration caused by the up and down movement of the power unit 56, and the upper and lower vibrations of the power unit 56 are not easily transmitted to the body frame. I 1. According to a seventh aspect of the present invention, in the rubber washer 113 which constitutes the elastic member intermediate shaft 95 by the rubber gasket, the hole portions 128a and 128b' are provided in front and rear of the intermediate shaft 95, and have a softer property toward the front and rear of the vehicle body. In this way, the rubber washer 113 of the intermediate shaft 95 can positively absorb the movement caused by the forward and backward movement of the power unit 56 with a simple configuration, and it is not easy to transmit the front and rear vibration of the power unit 56 to the vehicle body frame. The eighth feature is that a straight line 131 connecting the third pivot shaft 93 and the intermediate shaft 95 and a straight line 132 connecting the intermediate shaft 95 and the fourth pivot shaft 94 form a shape. In this way, the fourth pivot 94' can be disposed away from the body frame U, so that the interference between the connecting rod 84 and the body frame π can be prevented, and the single-seismic 11-phase branch of the osteogenesis is also used. (32) 1305759 - The amount of swing of the fourth pivot shaft 94 is set to be larger. According to a ninth feature of the present invention, as shown in Fig. 3, the connecting rod 84 is provided in a single one, and is provided only on one side of the vehicle body frame 11. In this way, the link mechanism 105 can be simplified to reduce the number of parts and reduce the cost. According to a tenth feature of the present invention, the connecting rod 84 is formed by forging. In this way, not only the projection 84a of the stopper mechanism 105 can be formed with high strength, but also the coupling rod 84 can be made light. According to an eleventh feature of the present invention, as shown in Fig. 9, the fourth pivot shaft 94 is supported by a plurality of left arm 175, right arm 176, and end arm 178 which are provided as connection support portions of the second link 92. The left arm ι75 as the first connection support portion among the plurality of connection support portions 175 and 176' 178 and the end arm 178 as the second connection support portion outside the vehicle body than the left arm 175 are used. The connecting rod 84 is clamped and coupled to the fourth pivot shaft 94. In this manner, the connecting rod 84 is clamped by the left arm 175 and the end arm 176, so that the rigidity of the portion supporting the connecting rod 84 can be improved. The effect of the connecting rod 84 can be more reliably exerted. According to a twelfth aspect of the present invention, as shown in Figs. 23 and 24, an elastic member interposed between the fourth pivot shaft 94 and the coupling rod 361 is formed by a plurality of rubbers 366 and a stopper rubber 398. The rubber 366 and the stopper rubber 398' are arranged side by side in the axial direction, and are disposed in the rubber 3 66 and the stopper rubber 3 9 8 in order to set the flexibility of the rubber 3 66 and the stopper rubber 398 to a specific value or less. The stop between the norm means -36- (33) (33)
1305759 突起36 1 c。 藉由此方式，可以用簡單的構造來設定橡膠366 動用橡膠3 98的可撓量，並且可以經由改變止動突起 的形狀來使可撓量自由改變，故可以增加設計上的自 此外，本實施形態係如第3圖所示，將連結桿 置在車體骨架11的左側，不過並侷限於此，也可 在車體骨架11的右側。又更改橡膠墊圈112、113 123、128的彈性率來作最適當的設定，則能夠省 123a、123b、128a、128b;另外，也有依車輛的性 需孔部的情形。 另外，如第19圖所示，將外筒327、3 45分別 左右，不過也可以將外筒32 7、345的其中一方分 右。至於第8圖所示的第1實施形態和第14圖所示 實施形態，也可以將外筒148、164的至少其中一 成左右，再將分割過的外筒148、164用連結構件 【發明效果】 本發明的申請專利範圍1項之速克達型車輛的動 元懸架裝置，在車體上自由擺動地安裝在連結桿的一 將動力單元自由擺動地安裝在該連結桿’在車體及連 設置規範動力單元向前後移動之止動機構，向上下延 設置在連結桿的車體側連結軸與動力單元側連結軸相 和止 36 1c 丨由度 84設 :設置 :橡膠 r孔部 ‘而不 '割成 丨成左 勺第2 分割 :連結 力單 端， 結桿 伸將 連結 -37- (34) 1305759 的直線，並且用連結桿透過彈性構件來支撐動力單元側連 結軸，所以不但用止動機構來規範動力單元向前後的移動 ,還可以利用設置在連結桿之動力單元側連結軸的彈性構 件變形時所產生的彈力’規範動力單元向上下的移動，可 以—面使動力單元向前後和向上下之2個方向的移動自由 度變可能’一面用連結桿來規範動力單元的前後移動和上 下移動，故可以使止動構造變簡單來削減零件件數，又可 以降低成本。 本發明的申請專利範圍2項之速克達型車輛的動力單 元懸架裝置，連結桿上，在車體側連結軸與動力單元側連 結軸具備有第2車體側連結軸’透過彈性構件來將動力單 元側連結軸連結到動力單元’透過彈性構件來將第2車體 側連結軸連結到車體上，所以比彈性構件爲單一的情況還 要更提高緩衝功能，可以吸收更大的震動。 本發明的申請專利範圍3項之速克達型車輛的動力單 元懸架裝置，由設置在連結桿的突起、及爲了要插入該突 起而設置在車體的凹口來構成止動機構，所以例如突起磨 損而有必要更換時，不僅比過去被設置在動力單元的情況 還要更容易更換，用簡單的構造就可以設置止動° 本發明的申請專利範圍4項之速克達型車輛的動力單 元懸架裝置，由固定在從連結桿的車體側連結軸向不同於 動力單元側連結軸的方向上延伸出去之伸出部的端部之彈 性體、及爲了要抵觸到該彈性體而設置在車體上之規範部 來構成止動構件，所以例如可以變更彈性體的形狀或彈性 -38- (35) 1305759 體的硬度’以發揮緩衝•防震並容易調整動力單元的前後 t擺動量’又欲想要更大確保擺動量時也很容易就可以對 應。 本發明的申請專利範圍第5項之速克達型車輛的動力 單元懸架裝置，其中，在動力單元的下部設置主支架，所 以即使在直立主支架的狀態下，仍可以藉由提高連結桿側 之複數個彈性構件所形成的緩衝機構，來易於吸收動力單 元的震動，又可以減少傳達到車體的震動。 本發明的申請專利範圍6項之速克達型車輛的動力單 元懸架裝置，用橡膠墊圈來構成彈性構件，動力單元側連 結軸的橡膠墊圈上，在第2車體側連結軸的前後具備有孔 部’而具有向上下比向車體前後還要柔軟的性質，所以第 2動力單元側連結軸的橡膠墊圏，可以以簡單的構造來積 極地吸收動力單元上下移動所造成的震動，使動力單元的 上下震動不易傳達到車體骨架。 本發明的申請專利範圍7項之速克達型車輛的動力單 元懸架裝置，用橡膠墊圈來構成彈性構件，第2車體側連 結軸上，在第2車體側連結軸的前後具備有孔部，而具有 向車體前後比向上下還要柔軟的性質，所以第2車體側連 結軸的橡膠墊圈，可以以簡單的構造來積極地吸收動力單 元的前後移動所造成的震動，使動力單元的前後震動不易 傳達到車體骨架。 本發明的申請專利範圍8項之速克達型車輛的動.力單 元懸架裝置，車體側連結軸與第2車體側連結軸相連結的 -39- (36) 1305759 直線’及第2車體側連結軸與動力單元側連結軸相連結的 直線’形成〈形狀，所以可以離開車體來配置動力單元側 連結軸，故可以一面防止連結桿與車體的干涉，一面加大 設定動力單元側連結軸的擺動量。 本發明的申請專利範圍9項之速克達型車輛的動力單 兀懸架裝置’連結桿爲單一’只設置在車體的一側方，所 以可以使連桿機構變簡單來削減零件件數，又可以降低成 本。 本發明的申請專利範圍10項之速克達型車輛的動力 單元懸架裝置，經由鍛造來形成連結桿，所以不但可以高 強度地形成止動機構的突起，還可以使連結桿變輕。 本發明的申請專利範圍11項之速克達型車輛的動力 單元懸架裝置，利用裝備在第2連桿之複數個連結支撐部 來支撐動力單元側連結軸，用複數個連結支撐部當中的第 1連結支撐部、及比該第1連結部還要位於車體外方之第 2連結支撐部來夾持連結桿，連結在動力單元側連結軸， 所以連結桿利用第1連結支持部及第2連結支撐部來夾持 而被支撐，故可以提高支撐連結桿的部分之剛性，又可以 更確實地發揮連結桿的效果。 本發明的申請專利範圍12項之速克達型車輛的動力 單元懸架裝置，以複數個來構成介於動力單元側連結軸與 連結桿之間之前述彈性構件，在軸方向上並排配置這些彈 性構件，並且具備有爲了要將前述彈性構件的可撓量設定 在特定値以下而被設置在複數個彈性構件之間之規範手段 -40- (37) 1305759 ，所以可以以簡單的構造來設定彈性構件的可撓量，並且 可以改變規範手段的形狀來自由地使可撓量變化，故可以 增加設計的自由度。 [產業上利用的可能性] 本發明的動力單元懸架裝置，適合用於速克達型車輛 【圖式簡單說明】 第1圖爲具備有本發明的動力單元懸架裝置的速克達 型車輛之側面圖（第1實施形態）。 第2圖爲表示本發明的速克達型車輛的車體骨架中央 部和連桿機構之第1立體圖（第1實施形態）° 第3圖爲表示本發明的速克達型車輛的車體骨架中央 部和連桿機構之第2立體圖（第1實施形態）。 φ 第4圖爲表示本發明的連桿機構之立體圖（第1實施 形態）。 第5圖爲表示本發明的連桿機構的止動機構之立體圖 (第1實施形態）° 第6圖爲表示本發明的部位個]面® ( 第1實施形態）° 第7圖爲表示本發明的連桿機構之側面圖（第1實施 形態）》 第8圖爲第6圖中8 一 8線之剖面圖。 -41 - (38) 1305759 第9圖爲第6圖中9 ~ 9線之剖面圖。 第10圖爲第6圖中10-10線之剖面圖。 第Μ圖爲表示本發明的止動機構的作用之作用圖（ 第I實施形態）。 第12圖爲表示本發明的止動機構和連結的止動構造 的作用之作用圖（第1實施形態）。 第13圖爲表示本發明的車體骨架中央部和連桿機構 之立體圖（第2實施形態）。 第14圖爲表示本發明的連桿機構之立體圖（第2實 施形態）。 第15圖爲表示本發明的連桿機構之重要部位側面圖 (第2實施形態）。 第16圖爲表示本發明的連桿機構之側面圖（第2實 施形態）。 第17圖爲第15圖中17— 17線之剖面圖。 第18圖爲表示本發明的連桿機構之側面圖（第3實 施形態）。 第1 9圖爲第1 8圖1 9 一 1 9線之剖面圖。 第20圖爲表示本發明的連桿機構之側面僵（第4實 施形態）。 第21圖爲第20圖中21—21線之剖面圖（第4實施 形態）。 第22圖爲第20圖中22 — 22線之剖面圖（第4實施 形態） -42- (39) 1305759 第2 3圖爲第2 0圖中2 3 — 2 3線之剖面圖（第4實施 形態）。 第24圖爲表示本發明的墊圈·止動機構的作用之作 用圖。 【主要元件符號說明】 1 〇 :速克達型車輛 • 11:車體（車體骨架） 1 4 :驅動輪（後輪） 16A、16B、16C:動力單元懸架裝置 26、231c :規範部（主骨架、後壁） 3 1 c :凹口 5 5 :連桿機構 56 :動力單元 59 ：弓丨擎 # 61 :主支架 8 1、3 1 1 :第1連桿 . 82 、 312 :第2連桿 _ 84、23 6 :連結桿 8 4 a :突起 93、233:車體側連結軸（第3樞支軸） 94 :動力單元側連結軸（第4樞支軸） 9 5 :第2車體側連結軸（中間軸） 105、266:止動機構 -43- (40)1305759 1 1 1、1 1 2、1 1 3 :彈 123a、 123b、 128a、 131、 132、 133:直 1 7 5 :第1連結支撐 1 7 8 :第2連結支撐 2 3 6 A :伸出部 23 7 :彈性體（止動 3 1 5 :連結構件 3 27 :第1圓筒管（ 3 47 :第2圓筒管（ 3 6 1 c :規範手段（ii 3 6 6、3 9 8 :彈性構炉 性構件（橡膠墊圈） 128b :孔部 線 部（左臂） 部（端部臂） 橡膠） 外筒） 外筒） :動突起） 二（橡膠、止動用橡膠）1305759 Protrusion 36 1 c. In this way, the flexibility of the rubber 366 using the rubber 3 98 can be set with a simple configuration, and the flexibility can be freely changed by changing the shape of the stopper projection, so that the design can be increased from the outside. In the embodiment, as shown in FIG. 3, the connecting rod is placed on the left side of the vehicle body frame 11, but the present invention is limited thereto, and may be on the right side of the vehicle body frame 11. Further, if the elastic ratios of the rubber washers 112, 113 123, and 128 are changed to the most appropriate setting, 123a, 123b, 128a, and 128b can be saved. Further, there is a case where the hole portion is required depending on the characteristics of the vehicle. Further, as shown in Fig. 19, the outer cylinders 327 and 345 are respectively left and right, but one of the outer cylinders 32 7 and 345 may be divided. In the first embodiment and the four-figure embodiment shown in Fig. 8, at least one of the outer cylinders 148 and 164 may be formed, and the divided outer cylinders 148 and 164 may be joined by a connecting member. [Effects] The kinetic suspension device of the vehicular type vehicle of claim 1 of the present invention is mounted on the vehicle body so as to be swingably mounted on the vehicle body, and the power unit is slidably mounted on the connecting rod 'in the vehicle body And a stop mechanism for setting the standard power unit to move forward and backward, and the up-down extension is provided on the body side connecting shaft of the connecting rod and the power unit side connecting shaft phase and stopping 36 1c 丨 by degree 84: setting: rubber r hole portion 'When it's not cut into the left, the second split: the single end of the joint force, the knot will be connected to the straight line of -37- (34) 1305759, and the connecting rod will support the power unit side connecting shaft through the elastic member, so Not only the stop mechanism is used to regulate the forward and backward movement of the power unit, but also the elastic force generated when the elastic member of the connecting rod of the power unit side of the connecting rod is deformed can be used to regulate the movement of the power unit up and down. - The surface moves the power unit in two directions of forward and backward and up and down. It is possible to use the connecting rod to regulate the forward and backward movement and the up and down movement of the power unit. Therefore, the stop structure can be simplified to reduce the number of parts. It can also reduce costs. In the power unit suspension device of the vehicular type vehicle of the second aspect of the invention, the vehicle body side connecting shaft and the power unit side connecting shaft are provided with the second vehicle body side connecting shaft 'permeating elastic member The power unit side connecting shaft is coupled to the power unit 'the second vehicle body side connecting shaft is coupled to the vehicle body through the elastic member. Therefore, the cushioning function is enhanced even when the elastic member is single, and the vibration can be absorbed. . The power unit suspension device of the quick-acting type vehicle of the third aspect of the present invention has a projection provided on the connecting rod and a recess provided in the vehicle body for inserting the projection, thereby constituting a stopper mechanism, for example, When the protrusion is worn and it is necessary to replace it, it is not only easier to replace than in the case of being installed in the power unit in the past, but the stop can be set with a simple configuration. The power of the speed-dependent vehicle of the fourth application of the present invention The unit suspension device is provided with an elastic body fixed to an end portion of the projecting portion extending in a direction different from the power unit side connecting shaft from the vehicle body side of the connecting rod, and is provided to be in contact with the elastic body Since the stopper member is formed in the gauge portion on the vehicle body, for example, the shape or elasticity of the elastic body can be changed - 38-(35) 1305759 The hardness of the body is used to cushion, shockproof, and easily adjust the amount of front and rear t-wobble of the power unit. Also want to be larger to ensure the amount of swing is also easy to correspond. In the power unit suspension device of the speed-key type vehicle of the fifth aspect of the invention, wherein the main bracket is provided at the lower portion of the power unit, even in the state of the upright main bracket, the connecting rod side can be improved The buffer mechanism formed by the plurality of elastic members can easily absorb the vibration of the power unit and reduce the vibration transmitted to the vehicle body. In the power unit suspension device of the speed-dependent vehicle of the sixth aspect of the present invention, the rubber member is used to constitute the elastic member, and the rubber washer of the power unit side connecting shaft is provided on the front and rear sides of the second vehicle body side connecting shaft. The hole portion ' has a property of being softer upward and downward than before and after the vehicle body. Therefore, the rubber pad of the second power unit side connecting shaft can positively absorb the vibration caused by the up and down movement of the power unit with a simple structure. The up and down vibration of the power unit is not easily transmitted to the body frame. In the power unit suspension device of the speed-dependent vehicle of the seventh aspect of the present invention, the elastic member is formed of a rubber gasket, and the second vehicle body side connecting shaft has a hole at the front and rear of the second vehicle body side connecting shaft. The rubber washer of the second vehicle body side connecting shaft can positively absorb the vibration caused by the forward and backward movement of the power unit with a simple structure, and the power is made to be softer than the front and rear of the vehicle body. The front and rear vibrations of the unit are not easily transmitted to the body frame. In the dynamic force unit suspension device of the speed-dependent vehicle of the present invention, the vehicle-side connecting shaft and the second vehicle body-side connecting shaft are connected to the -39- (36) 1305759 line 'and the second Since the straight line 'connected to the power unit side connecting shaft of the vehicle body side connecting shaft forms a shape, the power unit side connecting shaft can be disposed away from the vehicle body, so that the setting power can be increased while preventing the interference between the connecting rod and the vehicle body. The amount of swing of the unit side connecting shaft. In the present invention, the power single-seat suspension device of the speed-receiving type vehicle of the present invention has a single connecting rod which is provided only on one side of the vehicle body, so that the link mechanism can be simplified to reduce the number of parts. It can also reduce costs. According to the power unit suspension device of the speed-receiving type vehicle of claim 10 of the present invention, since the connecting rod is formed by forging, not only the protrusion of the stopper mechanism but also the connecting rod can be made light. The power unit suspension device of the speed-key type vehicle of claim 11 of the present invention supports the power unit side connecting shaft by a plurality of connecting support portions provided in the second link, and the plurality of connecting support portions In the first connection support portion and the second connection support portion located outside the vehicle body than the first connection portion, the connection rod is clamped and connected to the power unit side connection shaft. Therefore, the connection rod uses the first connection support portion and the first connection portion. Since the connecting support portion is supported by the support portion, the rigidity of the portion supporting the connecting rod can be increased, and the effect of the connecting rod can be more surely exhibited. The power unit suspension device of the speed-key type vehicle of claim 12 of the present invention comprises the plurality of elastic members interposed between the power unit side connecting shaft and the connecting rod, and the elastic members are arranged side by side in the axial direction. The member is provided with a specification means-40-(37) 1305759 which is provided between a plurality of elastic members in order to set the flexibility of the elastic member below a specific enthalpy, so that the elasticity can be set with a simple configuration. The amount of flexibility of the member, and the shape of the gauge means can be changed to freely change the amount of flexibility, so that the degree of freedom of design can be increased. [Industrial Applicability] The power unit suspension device of the present invention is suitable for use in a scooter type vehicle [Simplified description of the drawings] Fig. 1 is a scooter type vehicle equipped with the power unit suspension device of the present invention. Side view (first embodiment). Fig. 2 is a first perspective view showing a center portion of a vehicle body frame and a link mechanism of the scooter type vehicle according to the present invention (first embodiment). Fig. 3 is a view showing a vehicle body of the scooter type vehicle of the present invention. A second perspective view of the center portion of the skeleton and the link mechanism (first embodiment). φ Fig. 4 is a perspective view showing the link mechanism of the present invention (first embodiment). Fig. 5 is a perspective view showing a stopper mechanism of the link mechanism according to the present invention (first embodiment). Fig. 6 is a view showing a part of the present invention (a first embodiment). Side view of the link mechanism of the invention (first embodiment) Fig. 8 is a cross-sectional view taken along line 8-8 of Fig. 6. -41 - (38) 1305759 Figure 9 is a cross-sectional view of line 9-9 in Figure 6. Figure 10 is a cross-sectional view taken along line 10-10 of Figure 6. Fig. 1 is a view showing the action of the action of the stopper mechanism of the present invention (the first embodiment). Fig. 12 is a view showing the action of the action of the stopper mechanism and the connected stopper structure of the present invention (first embodiment). Fig. 13 is a perspective view showing a center portion of a vehicle body frame and a link mechanism according to the present invention (second embodiment). Fig. 14 is a perspective view showing a link mechanism of the present invention (second embodiment). Fig. 15 is a side view showing an important part of the link mechanism of the present invention (second embodiment). Fig. 16 is a side view showing the link mechanism of the present invention (second embodiment). Figure 17 is a cross-sectional view taken along line 17-17 of Figure 15. Fig. 18 is a side view showing the link mechanism of the present invention (third embodiment). Figure 19 is a cross-sectional view of Figure 18 and Figure 19-9. Fig. 20 is a view showing the side deadness of the link mechanism of the present invention (fourth embodiment). Fig. 21 is a cross-sectional view taken along line 21-21 of Fig. 20 (fourth embodiment). Figure 22 is a cross-sectional view taken along line 22-22 of Figure 20 (fourth embodiment) -42- (39) 1305759 Figure 2 3 is a cross-sectional view of line 2 3 - 2 3 in Figure 2 (4th) Implementation form). Fig. 24 is a view showing the action of the washer and the stopper mechanism of the present invention. [Description of main component symbols] 1 〇: Scooter type vehicle • 11: Car body (body frame) 1 4 : Drive wheel (rear wheel) 16A, 16B, 16C: Power unit suspension device 26, 231c: Specification section ( Main frame, rear wall) 3 1 c : Notch 5 5 : Link mechanism 56 : Power unit 59 : Bow 丨 # # 61 : Main bracket 8 1 , 3 1 1 : 1st link. 82 , 312 : 2nd Connecting rods _ 84 and 23 6 : connecting rod 8 4 a : projections 93 and 233 : vehicle body side connecting shaft (third pivot shaft) 94 : power unit side connecting shaft (fourth pivot shaft) 9 5 : 2nd Body side connecting shaft (intermediate shaft) 105, 266: Stop mechanism -43- (40) 1305759 1 1 1 , 1 1 2, 1 1 3 : Projectiles 123a, 123b, 128a, 131, 132, 133: Straight 1 7 5 : 1st connection support 1 7 8 : 2nd connection support 2 3 6 A : Extension part 23 7 : Elastomer (stop 3 1 5 : connection member 3 27 : 1st cylindrical tube ( 3 47 : 2 cylindrical tube ( 3 6 1 c : standard means (ii 3 6 6 , 3 9 8 : elastic furnace member (rubber washer) 128b: hole portion (left arm) (end arm) rubber) Tube) outer tube): moving protrusion) 2 (rubber, rubber for stopping)
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