JPS6136023A - Power transmission device of car steering single-front wheel - Google Patents

Abstract

PURPOSE:To make a power transmission device compact and lightweight by driving a front axle via a V-pulley or a toothed belt in the device rotatably supporting a drive shaft on a stabilizer connecting a pair of the left and right bottom cases. CONSTITUTION:A three-wheeled vehicle with a single front wheel has a pair of telescopic-type front forks Ff in the front, and a front axle 8 is axially supported between lower end sections of bottom cases 6, 7 used as their outer cylinder members. Upper end sections of the bottom cases 6, 7 are connected to each other with a stabilizer 15, a uniform-speed ball joint 12 is supported at the middle section of this stabilizer 15 and connects the front section of a drive shaft 10 for driving the front wheel Wf. In this case, a drive pulley 17 is provided in one body with the outer ring section of the ball joint 12. The rotation driving force of the said pulley 17 is transmitted to a driven pulley 9 on the front axle 8 via a V-belt 30 guided by idle pulleys 22, 23 at the middle section.

Description

【発明の詳細な説明】 イ）技術分野 本発明は自動二輪車、自動三輪車等の車輌における操向
装置側の前一輪に車体側に搭載したパワーユニットの出
力を自在に伝達し得る動力伝達装置に関する。B) Technical Field The present invention relates to a power transmission device capable of freely transmitting the output of a power unit mounted on the vehicle body to a front wheel on the steering device side of a vehicle such as a motorcycle or a tricycle.

口）従来技術 従来一般に自動二輪車、自動三輪車等の車輌は後−輪、
後二輪を駆動輪として構成しこれの前一輪は緩衝作用と
共に操向操作が主たる機能であったが、近年後輪と同時
に操向前一輪を駆動するように図った車輌も種々提案さ
れてきた。口）Prior art Conventionally, vehicles such as motorcycles and tricycles generally have rear wheels,
The two rear wheels were configured as drive wheels, and the main function of the front wheel was to provide a shock absorbing effect and steering operation, but in recent years various vehicles have been proposed in which the front wheel is driven at the same time as the rear wheels. .

（特、開、昭５８年１６７２８２号）、（特、開、昭５
８年２０６４７７号）、（実、開、昭５８年−１７，０
２９７号）、（実、開、昭５９年７５３８９号）、（実
、開。(Special, Kai, No. 167282, 1982), (Special, Kai, 1972, No. 167282)
8, No. 206477), (actual, Kai, 1982-17,0
No. 297), (Jitsu Kai, No. 75389, 1982), (Jitsu Kai.

昭５９年−７５３９０号）。(1981-No. 75390).

ところで操向前一輪は周知の通り、走行中に左右所望の
方向に転舵するためこれの操向操作は軽（作動し且つ左
右慣性モーメントを低く抑えることが要求される。By the way, as is well known, the single wheel at the front of the steering wheel is required to steer in a desired direction to the left or right while the vehicle is running, so the steering operation thereof must be light and the left and right moment of inertia must be kept low.

従って、操向前一輪を駆動するため操向支持部材たるフ
ロントフォークにはでき得る限り軽量、且つコンパクト
な動力伝達部材を用いることが操向操作上からもフロン
トフォークの負担を少くするためにも必要となってくる
が上記各提案例における動力伝達部材は構成部材が多く
、これが左右転舵と緩衝上下動に追従するために伸縮し
屈曲等の機能を備えるので結果的に重量が嵩むと共にこ
の周辺を煩雑なものとし組付上、メンテナンス上、更に
は長期に亘る耐久性等で問題が生じ易かった。Therefore, in order to reduce the burden on the front fork in terms of steering operation, it is recommended to use a power transmission member that is as light and compact as possible for the front fork, which is a steering support member that drives the single wheel in front of the steering wheel. However, the power transmission member in each of the proposed examples above has many constituent members, and these have functions such as expansion and contraction and bending in order to follow left-right steering and buffer vertical movement, resulting in increased weight and The surrounding area was complicated and problems were likely to occur in terms of assembly, maintenance, and long-term durability.

７９　　目　　　　　的 本発明は上記、操向前一輪を駆動するための動力伝達上
の種々の問題点、不具合等に鑑みこれを有効、且つ効果
的に解決するために提案されるもので、その目的とする
処は、車体フレームの長手方向に配設された操向前一輪
（以下前輪と詳する）の駆動用ドライブシャフトの前方
部をフロントフォークのボトムケース間に横断架設した
スタビライザー上に回動自在に支承したものにおいて、
上記ドライブシャフトと前輪に夫々駆動プーリーとこれ
に従動する被動プーリーを軸止し且つこの間を伝動Ｖベ
ルト、伝動歯付ベルト等の軽量、高効率の無端伝動部材
を張架懸回させ、以ってフロントフォークのバネ下荷重
を軽減して緩衝上下動時の慣性負荷を少くして乗心地の
向上を図り、又左右操舵時の慣性モーメントの低減によ
りステアリングモーメント小さくすることができ、操向
軸回りの慣性モーメントを低く抑えて軽快なステアリン
グフィーリングが得られるように図った車輌用操向前一
輪動力伝達装置を提供するにある。79 Purpose The present invention is proposed in order to effectively and effectively solve the above-mentioned various problems and malfunctions in power transmission for driving one wheel in front of the steering wheel. The front part of the drive shaft for driving the single front steering wheel (hereinafter referred to as the front wheel), which is arranged in the longitudinal direction of the vehicle body frame, rotates on the stabilizer that is installed across the bottom case of the front fork. In things that are freely supported,
A driving pulley and a driven pulley driven by the driving pulley are respectively fixed to the drive shaft and the front wheel, and a lightweight, highly efficient endless transmission member such as a transmission V belt or a transmission toothed belt is suspended between them. This reduces the unsprung load of the front fork and reduces the inertia load during buffer vertical movement, improving ride comfort.In addition, the steering moment can be reduced by reducing the moment of inertia during left-right steering, and the steering axis To provide a front single wheel power transmission device for a vehicle designed to suppress the moment of inertia of the surroundings to a low level and provide a light steering feeling.

二）実施例 以下に本発明の好適一実施例を添付図面に従って説明す
る。2) Example A preferred example of the present invention will be described below with reference to the accompanying drawings.

第１図は本発明に係る動力伝達装置を備えた自動三輪車
フロントフォーク部の側断面図、第２図は同三輪車の要
部平面図である。FIG. 1 is a side sectional view of a front fork portion of a tricycle equipped with a power transmission device according to the present invention, and FIG. 2 is a plan view of a main part of the tricycle.

第１図に示すように自動三輪車１の前部はヘッドパイプ
２を中心として左右揺動自在のハンドルパー３を備えた
トップブリッジ４とボトムブリッジ５に連結された一対
のテレスコピック式のフロントフォークＦｆ　とこれフ
ロントフォーりＦｆの外筒部材たるボトムケース６と７
及びこれの下辺部に車軸８により軸承され側部に被動Ｖ
プーリー９を取付けた前輪Ｗｆ　より構成される。１０
は上記前輪Ｗｆ　の駆動用ドライブシャフトを示し後方
にて後二輪及びパワーユニット（共に図示せず）と回動
自在に連結されており中間部には軸方向に伸縮自在のス
プライン軸１１が介設されこれ等は車体フレームＦの前
後方向略中心線上に沿って縦置に配設される。As shown in FIG. 1, the front part of the tricycle 1 has a pair of telescopic front forks Ff connected to a top bridge 4 and a bottom bridge 5, which are equipped with a handlebar 3 that can swing left and right around a head pipe 2. And these are the bottom cases 6 and 7, which are the outer cylinder members of the front fork Ff.
The lower side of this is supported by an axle 8, and the driven V is on the side.
It consists of a front wheel Wf to which a pulley 9 is attached. 10
indicates a drive shaft for driving the front wheel Wf, which is rotatably connected to the rear two wheels and a power unit (both not shown) at the rear, and a spline shaft 11 that is axially expandable and retractable is interposed in the middle part. These are arranged vertically along substantially the center line of the vehicle body frame F in the longitudinal direction.

上記ドライブシャツ）１０の前部は図示の通り操向軸中
心線上に屈曲自在の自在継手、例えば等速ボールジヨイ
ント１２がスプライン嵌合等して連結され、これの軸部
１３は更に前方に延出されて、ボトムブリッジ５下方に
臨みベアリング１４によりスタビライザー１５上の軸受
部１６に回動可能に支承する。そして上記等速ボールジ
ヨイント１２の外輪部１２′であって且つ操向軸中心線
ＣＬの交点ｐｏ若しくは略交点に近い位置に駆動■プー
リー１７を一体的、又は嵌着等して配設する。As shown in the figure, the front part of the drive shirt 10 is connected to the center line of the steering shaft by a flexible universal joint, such as a constant velocity ball joint 12, by spline fitting, etc., and the shaft part 13 of this is connected further forward. It extends and faces below the bottom bridge 5, and is rotatably supported by a bearing 14 on a bearing portion 16 on a stabilizer 15. Then, a drive pulley 17 is disposed integrally or fitted in the outer ring portion 12' of the constant velocity ball joint 12 and at a position close to the intersection point po of the steering axis center line CL or approximately at the intersection point. .

スタビライザー１５は堆２図に示す通り左右一対のボト
ムケース６と７の上辺部突設する支持部６′と７′上面
に前輪Ｗｆを跨いで横断架設され夫々ボルト１８にて固
着結合される。As shown in FIG. 2, the stabilizer 15 is installed across the front wheel Wf on the upper surfaces of support portions 6' and 7' projecting from the upper sides of the left and right bottom cases 6 and 7, and is fixedly connected with bolts 18, respectively.

一方ボトムケース６上辺部の後方取付面１９にはブラケ
ット２０がボルト２１にて取つけら１図の２−２線を結
ぶ交点内側にアイドルプーリー２２が横置に配置され支
軸２３を介して回動自在に支承される。On the other hand, a bracket 20 is attached to the rear mounting surface 19 on the upper side of the bottom case 6 with bolts 21, and an idle pulley 22 is placed horizontally on the inside of the intersection connecting lines 2-2 in Figure 1. Rotatably supported.

一方、上記アイドルプーリー２２の下側に位置し被動Ｖ
プーリー９の上側外周より延出するＺ】〜２．線上（第
２図ではＸ−Ｘ線上となる）であって且つ第２図のＹ−
Ｙ線上内側にも同様に第２のアイドルプーリー２３がブ
ラケット２０に軸承される。尚図中２４はこれの支軸を
示している。On the other hand, the driven V is located below the idle pulley 22.
Z extending from the upper outer periphery of the pulley 9]~2. on the line (on the X-X line in Figure 2) and Y- in Figure 2
Similarly, a second idle pulley 23 is rotatably supported on the bracket 20 on the inside on the Y line. In addition, 24 in the figure indicates the supporting shaft of this.

以上において、駆動Ｖプーリー１７と被動Ｖプーリー９
間にはアイドルプーリー２２と２３を屈曲ポイントとし
て最終伝達部材たる無端状Ｖベルト３０がフロントフォ
ークＦイの後側に沿って張架懸回されるのである。In the above, the driving V pulley 17 and the driven V pulley 9
In between, an endless V-belt 30, which is the final transmission member, is stretched and suspended along the rear side of the front fork F, using the idler pulleys 22 and 23 as bending points.

而してドライブシャフト１０が矢印イ方向に回動される
と等速ボールジヨイント１２は駆動■プーリー１７と共
に作動され、アイドルプーリー２２を介してＶベルト３
０を矢印口、及びハ方向に引張することになり、従って
駆動Ｖプーリー１７と一体の前輪Ｗｆは矢印二方向に回
動され車体フレームＦを前方に引張り前進される。When the drive shaft 10 is rotated in the direction of arrow A, the constant velocity ball joint 12 is operated together with the drive pulley 17, and the V belt 3 is rotated through the idle pulley 22.
Therefore, the front wheel Wf, which is integrated with the drive V pulley 17, is rotated in the two directions of the arrow, and the vehicle body frame F is pulled forward.

そしてＶベルト３０は急激な加、減速のショックをそれ
自体の若干の有スリップ性及び可撓性能を有効に発揮し
て吸収緩和することもできるのである。The V-belt 30 can also absorb and alleviate shocks caused by rapid acceleration and deceleration by effectively exhibiting its own slight slip property and flexibility.

勿論上記Ｖベルト３０以外に同等性能を具備する無端状
Ｖベルト、所謂Ｖ断面のブロックを複数連結した構造の
ものを用いることも自由であり、その他のチェノ、ケー
ブル、０リング・・・等でも良い。Of course, in addition to the above-mentioned V-belt 30, it is also possible to use an endless V-belt with equivalent performance, a structure in which a plurality of so-called V-section blocks are connected, and other chains, cables, O-rings, etc. good.

次に第３図の実施例は上記Ｖベルト３０に代り、歯付ベ
ルト３１を等速ボールジヨイント１２外周に一体的、若
しくは嵌着等して固着された駆動歯付プーリー３２に噛
合せ、アイドルプーリー３３と３４を介して被動歯付プ
ーリー３５に懸回し、該被動歯付プーリー３５により同
軸上のファイナルドライブビニオン３６をして前輪Ｗｆ
　側のファイナルリングギアー３７を回動させ以って前
輪Ｗｆ　に動力伝達がなされるように図ったもので、特
に高出力、大型車輌に有効である。Next, in the embodiment shown in FIG. 3, instead of the V-belt 30, a toothed belt 31 is meshed with a driving toothed pulley 32 which is fixed to the outer circumference of the constant velocity ball joint 12, either integrally or by fitting. It is suspended from a driven toothed pulley 35 via the idler pulleys 33 and 34, and the driven toothed pulley 35 connects the coaxial final drive binion 36 to drive the front wheel Wf.
It is designed to transmit power to the front wheels Wf by rotating the side final ring gear 37, and is particularly effective for high-output, large-sized vehicles.

而して本実施例においても、第一実施例と同様の効果を
′得ることができる。又歯付ベルト３１に代り他の乎ベ
ルト、又は複数のＶ溝を設けた平ベルト・・・・・・等
トルク伝達が可能などのようなベルトを用いても良い。Also in this embodiment, the same effects as in the first embodiment can be obtained. Further, instead of the toothed belt 31, other belts, flat belts provided with a plurality of V grooves, etc., any belt capable of transmitting equal torque may be used.

以上の各実施例の通り、Ｖベルト３０並びに歯付ベルト
３１に附随する動力伝達部材は全てＭ輪ｗｆ側であって
ボトムケース６と７上に架設され、従ってハンドルパー
３の操作で左右転舵の際は等速ポールジヨイント１２を
中心としてフロントフォークＦｆ　と共に左右揺動して
追従作動され、又前輪Ｗｆの路面変動に伴うボトムケー
ス６と７のフロントフォークＦｆ軸方向伸縮緩衝動には
上記等速ボールジヨイント１２の屈曲とスプライン軸１
１の伸縮動により支障なく動力伝達がなされ前輪Ｗｆは
駆動される。As in each of the above embodiments, all the power transmission members attached to the V-belt 30 and the toothed belt 31 are on the M-wheel wf side and are installed on the bottom cases 6 and 7, so that they can be rotated from side to side by operating the handlebar 3. When steering, the front fork Ff swings left and right around the constant velocity pole joint 12 to follow the movement, and the front fork Ff of the bottom cases 6 and 7 responds to the axial expansion and contraction of the front fork Ff due to road surface fluctuations of the front wheel Wf. Bending of the above constant velocity ball joint 12 and spline shaft 1
Power is transmitted without any problem by the telescoping movement of 1, and the front wheels Wf are driven.

尚上記フロントフォークＦｆ　に代りリジット式を採用
した場合は左右一対の脚部間に実施例のスタビライザー
１５を横断架設し同様の最終伝達部材構成とすれば良い
。If a rigid type is used instead of the front fork Ff, the stabilizer 15 of the embodiment may be installed across the pair of left and right legs to provide a similar final transmission member configuration.

ホ）効　果 以上の説明で明らかなように本発明によれば、車体側よ
り延出する縦置ドライブシャフトの前方部をボトムケー
スを横断架設するスタビライザーに回動自在としたもの
におい、て、これと前輪との間に屈曲しつつボトムケー
ス後側部に沿ってＶベルト、若しくは歯付ベルトを張架
懸回したため、他部材と干渉されず長期に亘る耐久性に
優れ他の方式にくらべ構造が簡単でコンパクト化が図れ
る。又重量も極めて軽量化されるのでフロントフォーク
のバネ下荷重を軽減し乗心地が向上し騒音の発生を低く
抑えることができ、更に駆動Ｖプーリーを操向軸中心に
配置したのでステアリングモーメントが少くてすみ、従
って応答性に優れる等の多大の利点を有する。E) Effects As is clear from the above explanation, according to the present invention, the front part of the vertical drive shaft extending from the vehicle body is rotatably attached to the stabilizer installed across the bottom case. A V-belt or a toothed belt is bent and stretched between this and the front wheel along the rear side of the bottom case, so it does not interfere with other parts and has excellent long-term durability compared to other methods. The structure is simple and compact. In addition, the weight is extremely light, which reduces the unsprung load on the front fork, improving riding comfort and reducing noise.Furthermore, the drive V-pulley is located at the center of the steering axis, which reduces steering moment. It has many advantages such as being easy to use and therefore has excellent responsiveness.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本発明の一実施例を示し、第１図は本発明に係る
動力伝達装置を備えた自動三輪車フロントフォーク部の
側断面図、第２図は同三輪車の要部平面図、第３図は他
の実施例における斜視図である。 尚、図面中６と７はボトムケース、１０はドライブシャ
フト、１５はスタビライザー、１７は駆動■プーリー、
２２と２３はアイドルプーリー、３０は無端状Ｖベルト
である。The drawings show one embodiment of the present invention; FIG. 1 is a side sectional view of a front fork portion of a tricycle equipped with a power transmission device according to the present invention, FIG. 2 is a plan view of essential parts of the tricycle, and FIG. is a perspective view of another embodiment. In addition, in the drawing, 6 and 7 are the bottom case, 10 is the drive shaft, 15 is the stabilizer, 17 is the drive pulley,
22 and 23 are idle pulleys, and 30 is an endless V-belt.

Claims (1)

【特許請求の範囲】 １）左右一対のボトムケースを連結するスタビライザー
上に縦置のシャフトドライブ機構に連なる等速ボールジ
ョイントを回動自在に軸承してなる動力伝達装置におい
て、上記等速ボールジョイントに駆動プーリーを配設す
ると共に操向前一輪側の被動プーリーとの間にアイドル
プーリーを介設してＶベルト若しくは歯付ベルト等の無
端伝動部材を張架懸回したことを特徴とする車輌用操向
前一輪動力伝達装置。 ２）駆動プーリーは等速ボールジョイント上であって且
つ操向軸中心線上に配設してなる特許請求の範囲第１）
項記載の車輌用操向前一輪動力伝達装置。[Scope of Claims] 1) In a power transmission device in which a constant velocity ball joint connected to a vertical shaft drive mechanism is rotatably supported on a stabilizer that connects a pair of left and right bottom cases, the above-mentioned constant velocity ball joint A vehicle characterized in that an endless transmission member such as a V-belt or a toothed belt is suspended under tension by interposing an idler pulley between the driven pulley and the driven pulley on the side of one wheel in front of the steering wheel. One-wheel power transmission device before steering. 2) Claim 1) in which the drive pulley is on a constant velocity ball joint and is disposed on the center line of the steering axis.
The single-wheel power transmission device before steering for a vehicle as described in .