JPH0764304B2 - Vehicle power transmission device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Use) The present invention integrally forms a final reduction gear case on a rear axle to which a pair of left and right driving rear wheels are attached, and holds the rear axle so as to be vertically movable. The present invention relates to a power transmission device applied to a vehicle.

(Background of the Invention) There is a vehicle in which a final reduction gear case that houses a final reduction gear is integrally formed with a rear axle, and the rear axle is held vertically movable together with a pair of left and right driving rear wheels. In such a vehicle, in the case of a shaft drive type that transmits the rotation of the engine fixed to the body frame side to the final reduction gear by the drive shaft,
Conventionally, this drive shaft has been arranged in the front-rear direction of the vehicle body. Here, this drive shaft swings as the rear wheel moves up and down, but in order to keep the bending angle of the universal joints at both ends within a predetermined range, the drive shaft must be made considerably long. Therefore, it is necessary to secure a large distance in the front-rear direction between the engine or transmission and the final reduction gear. As a result, the distance between the front and rear wheels is increased, that is, the wheel base is increased, which makes it difficult to reduce the size of the vehicle.

When the drive shaft is arranged in the front-rear direction in this way,
The driving reaction force of the driving rear wheels causes the engine or the transmission to vibrate in the lateral direction, that is, the vehicle body width direction via the driving shaft. For this reason, particularly in a small vehicle, there is a problem that lateral vibration of the vehicle body is likely to occur due to the driving reaction force during rapid acceleration / deceleration.

(Object of the Invention) The present invention has been made in view of the above circumstances, and makes it possible to reduce the size of the vehicle by reducing the wheel base, and to reduce the lateral direction of the vehicle body due to the driving reaction force during sudden acceleration / deceleration. An object of the present invention is to provide a vehicle power transmission device capable of preventing vibration.

(Constitution of the Invention) According to the present invention, an object of the present invention is to integrally hold a final reduction gear case for housing a final reduction gear and to hold a rear axle to which a pair of left and right driving rear wheels is attached so as to be vertically movable. In the vehicle, while the final reduction gear case is eccentrically provided on one side of the vehicle body, a transmission case for accommodating the transmission device is arranged on the other side of the vehicle body between both drive rear wheels, and rotation of the transmission device is performed in the vehicle width direction. This is achieved by a power transmission device for a vehicle, characterized in that transmission is made to the final reduction gear via a drive shaft arranged at.

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

In these drawings, reference numeral 10 is a vehicle body frame, which includes a pair of left and right large-diameter lower tubes 12 (12a, 12b) and a pair of left and right upper tubes 14 (14a, 14b). Lower tube 12
The front part of the upper tube is bent upward in a hook shape, and the front end of the upper tube is fixed to the bent end. Two bases of a pair of left and right lower arms 16 of substantially A type (only one is shown) are swingably attached to the lower front part of the lower tube 12 so as to swing freely.
Cylindrical shock absorbers 18 (only one of which is shown) are interposed between the swinging end of 16 and the upper front portion of each lower tube 12. A knuckle bracket (not shown) is fixed to the lower portion of the tubular shock absorber 18, and the front wheel is attached to the knuckle bracket.
A knuckle (not shown) holding 20 is attached to the left and right by a king pin so as to be rotatable. As a result, a known strut-type independent suspension system is formed, and a pair of left and right front wheels is formed.
20 (only one shown) is held so that it can move up and down. In FIG. 1, reference numeral 22 is a steering shaft, the lower end of which is supported by a bracket 24 which connects the front lower parts of both lower shoes 12, and the upper part of which is supported by an arc-shaped cross tube 26 which connects both upper tubes 14. ing. A steering bar handle 28 is fixed to the upper end of the steering shaft 22.

The vicinity of the center of both lower tubes 12 are connected to each other by cross tubes 30 and 32, and an engine 34 is mounted above these cross tubes 30 and 32. The crankshaft of the engine 34 is arranged in the vehicle width direction.

The rear part of the left lower tube 12a extends substantially horizontally to the rear of the cross tube 32, and the rear part is bent upward in a crank shape. Right lower tube 12b is cross tube 3
After standing up from around 2, it extends diagonally upward and rearward. The right end of a cross tube 36 located above the cross tube 32 is fixed to the right lower tube 12b, and the cross tube 36 is a pair of left and right standing tubes 38 (38a, 38a).
They are fixed to the upper tube 14 by b). The left end of the cross tube 36 is joined to the left lower tube 12a by a removable vertical bracket 40.

The crank-shaped vertical part at the rear of the left lower tube 12a is formed by the cross tube 42 and the right lower tube 12b.
The cross tube 42 and the cross tube 36 are fixed to each other by a tube 44 in the front-rear direction.

Reference numeral 46 denotes a rear axle, and a right end portion of the rear axle 46 is integrally formed with a final reduction gear case 48 that accommodates a final reduction gear including a differential gear. A pair of left and right rear wheels 50 (50a, 50b) are held at both ends of the rear axle 46, and rotation is transmitted from the final reduction gear to each of the rear wheels 50 by a rear wheel shaft 52 inserted in the rear axle 46. 54 (54a, 54b) is a pair of left and right lower arms,
The front end is pivotally attached to the cross tube 32 so as to be vertically swingable, and the rear end is pivotally attached to the lower surface of the rear axle 46. The final reduction gear case 48 is located outside the right lower arm 54b. Further, the lower arm 54 is curved in a substantially arcuate shape so that the vicinity of the center thereof is convex downward, and the lower edge thereof is located below the lower edge of the final reduction gear case 48.

Reference numeral 56 is an upper arm whose front portion is bifurcated. The two front ends of the bifurcation are axially movably attached to the cross tube 36 and the right lower tube 12b, and the rear ends of the final reduction gear case 48. It is pivoted on the top. Also 58 (58a,
Reference numeral 58b) is a pair of left and right tubular shock absorbers which are interposed substantially vertically between the rear axle 46 and the rear portion of the lower tube 12.

As a result, the rear axle 46 is vertically movably held by the lower arm 54 and the upper arm 56, and a double trailing type rear wheel suspension device is formed.

Reference numeral 60 is a transmission case that is long in the front-rear direction and accommodates a transmission device including a transmission gear train. The transmission case 60 is fixed to the vehicle body frame 10 so as to be located inside the vicinity of the lower left tube 12a and above the lower lower arm 54a. The front portion of the transmission case 60 is connected to the rear side surface of the engine 34, and the rear portion thereof extends between the rear wheels 50. Between the rear wheel of the transmission case 60 and the final reduction gear case 48, an extendable drive shaft 62 having cross joints at both ends is interposed in the vehicle body width direction, and rotation of the transmission is performed by the drive shaft 62. It is transmitted to the final reducer.

64 is a PTO gear case. Since the upper arm 56 and the final reduction gear case 48 are displaced to the right from the center between the rear wheels 50 as described above, a large space is formed above the center of the rear axle 46, and this space is formed. The PTO gear case 64 is disposed in the. The case 64 is fixed to the cross tube 42 and the tube 44 in the front-rear direction by a bracket (not shown). A bevel gear is housed in the case 64, and the rotation of the driven pulley 66 provided on the left side surface is transmitted to the PTO shaft 68 protruding rearward. A drive pulley 70 is provided near the center of the rear surface of the engine 34, and two V belts 72 are wound around these pulleys 70 and 66. The tension roller 74 changes the tension of the V-belt to interrupt the rotation transmission between the pulleys 70 and 66. That is, the PTO shaft 68 by the V belt type clutch
Rotation is intermittent.

In FIG. 1, 80 is a fuel tank, 82 is a straddle type operation seat,
84 is an intake purifier, 86 is a carburetor, and 88 is an exhaust muffler.
Reference numeral 90 denotes a pair of left and right front fenders, and a luggage box 92 is arranged below the front fenders 90. Reference numeral 94 is a rear fender that is integrated left and right, and a battery 96 is disposed below the rear fender. Further, 98 is a front cargo bed, 100 is a rear cargo bed, and 102 is a front bumper.

According to this embodiment, the rotation of the engine 34 depends on the transmission case 60.
To the final transmission in the final reduction gear case 48 via the drive shaft 62. Then, this rotation is further transmitted to the left and right rear wheels 50 by the rear wheel shaft 52.

Although the transmission case 60 is formed separately from the engine 34 in this embodiment, the present invention incorporates a transmission into the engine, and the transmission case is integrated with the engine so that a part of the engine is provided on the opposite side of the final reduction gear case. It also includes a structure in which the drive shafts in the vehicle width direction are used so that the rotation of both of them is transmitted by deviation.

Further, since the final reduction gear case 48 is largely deviated to the right side, and the upper arm 56 is also deviated to the same side, a large space can be secured above the center of the rear axle 46 and at the same time, the rear axle can be secured.
A large road clearance can be secured below the center of 46. Therefore, the PTO drive mechanism etc. can be arranged at a desired position, and the final reduction gear case 48 is hard to hit the obstacle even when running over the obstacle between the two rear wheels 50,
Driving on rough roads is improved.

Further, in this embodiment, the asperm 56 is installed in the final reduction gear case 48.
Since the rear end of the upper arm 56 is axially attached to the final reducer case 48, the rigidity of the final reducer case 48 is used to make the brackets that connect the asperm 56 to the rear axle 46 small and lightweight. Can be converted.

As described above, according to the present invention, since the drive shaft is arranged in the vehicle width direction, it is not necessary to separate the transmission case and the final reduction gear case in the front-rear direction, and the transmission case is sufficiently close to the rear axle. The wheel base can be made sufficiently small. Therefore, the size of the vehicle body can be reduced.

Further, since the driving reaction force at the time of sudden acceleration / deceleration is applied in the direction in which the transmission case is vibrated in the front-rear direction, the vehicle body is not laterally vibrated, and the riding comfort is improved.

[Brief description of drawings]

FIG. 1 is a side view of an embodiment of the present invention, FIG. 2 is a plan view showing a rear wheel suspension device, and FIG. 3 is a rear view. 10 …… Body frame 46 …… Rear axle 48 …… Final reduction gear case 50 …… Drive rear wheel 60 …… Transmission case 62 …… Drive shaft

Claims (1)

[Claims] 1. A vehicle in which a final reduction gear case for accommodating a final reduction gear is integrally formed and a rear axle to which a pair of left and right driving rear wheels are attached is vertically movably held. While eccentrically provided on one side of the vehicle body,
A transmission case accommodating the transmission device is disposed on the other side of the vehicle body between both drive rear wheels, and rotation of the transmission device is transmitted to the final reduction gear via a drive shaft arranged in a vehicle body width direction, Vehicle power transmission device.