JPS6346924A - Power transmission device for off-road running vehicle - Google Patents
Power transmission device for off-road running vehicleInfo
- Publication number
- JPS6346924A JPS6346924A JP18980286A JP18980286A JPS6346924A JP S6346924 A JPS6346924 A JP S6346924A JP 18980286 A JP18980286 A JP 18980286A JP 18980286 A JP18980286 A JP 18980286A JP S6346924 A JPS6346924 A JP S6346924A
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- vehicle
- bevel gear
- power
- transmission device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims description 33
- 230000007246 mechanism Effects 0.000 abstract description 13
- 230000008878 coupling Effects 0.000 abstract description 4
- 238000010168 coupling process Methods 0.000 abstract description 4
- 238000005859 coupling reaction Methods 0.000 abstract description 4
- 230000008859 change Effects 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 210000005069 ears Anatomy 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 229920002545 silicone oil Polymers 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分身〕
この発明は不整地走行車両、特に鞍乗型車両と称される
不整地走行車両の動力伝達装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application] The present invention relates to a power transmission device for an all-terrain vehicle, particularly for an all-terrain vehicle called a straddle-type vehicle.
第6図は鞍乗型四輪車1の斜視図である。 FIG. 6 is a perspective view of the straddle-type four-wheel vehicle 1. FIG.
この鞍乗型四輪車1の前輪2と後輪3には、空気圧の低
い不整地走行用のバルーンタイヤがそれぞれ装着されて
いる。また、この鞍乗型四輪車1の方向変換はパーハン
ドル4によって行なわれ、このパーハンドル4を操作す
ると、車体5の内部に配置された図示せぬ操輪機構(例
えばアッカーマン機構)によって前輪2が操輪され方向
が変換する。また車体5の車体フレーム6には進行方向
(矢印A)K対しクランク軸を直角に配置した横置型エ
ンジン7が塔載されている。The front wheels 2 and rear wheels 3 of this saddle type four-wheeled vehicle 1 are each equipped with balloon tires with low air pressure for traveling on rough terrain. Further, direction change of the saddle type four-wheeled vehicle 1 is performed by a par handle 4, and when the par handle 4 is operated, a wheel steering mechanism (for example, an Ackermann mechanism) (not shown) disposed inside the vehicle body 5 causes the front wheels to change direction. 2 is steered and the direction changes. Further, a transverse engine 7 is mounted on the body frame 6 of the vehicle body 5, and the crankshaft thereof is arranged at right angles to the traveling direction (arrow A) K.
第7図は上述した鞍乗型四輪車1の従来の動力伝達装置
を示す概念破断面図で、特に四輪駆動機能を有する伝達
装置を示し、第6図と同一部分を同一符号で示す。FIG. 7 is a conceptual cutaway sectional view showing a conventional power transmission device for the above-mentioned straddle-type four-wheel vehicle 1, and particularly shows a transmission device having a four-wheel drive function, and the same parts as in FIG. 6 are designated by the same reference numerals. .
との鞍乗型四輪車1に塔載されたエンジン7は、車両の
中央に配置されておシ、このエンジン7のクランクケー
ス8は車両の進行方向に沿って左右に2分割きれ、その
内部には動力伝達装置の一部を構成する変速装置9が配
置されている。このエンジン7の動力は車両の進行方向
に対し直角方向た配置された図示せぬクランク軸を介し
て変速装置ff19のカウンター軸10に伝達される。The engine 7 mounted on the straddle-type four-wheel vehicle 1 is located in the center of the vehicle. A transmission device 9 that constitutes a part of the power transmission device is arranged inside. The power of the engine 7 is transmitted to the counter shaft 10 of the transmission ff19 via a crankshaft (not shown) disposed perpendicular to the direction of travel of the vehicle.
このカウンター軸10に伝達された動力は、常時クラン
クケース8の左側方に配設された、一対のベベルギヤ伝
達機構11.12および、その間に配置された47トド
ライブ機構13を介しリヤアクスル軸14に伝達される
。一方、前記カウンター軸10内には、軸15が回動自
在に支承されておシ、この軸15には、該軸15と前記
カウンター軸10との間の動力接断を行なうドッグクラ
ッチ16が配設されている。The power transmitted to the counter shaft 10 is transmitted to the rear axle shaft 14 through a pair of bevel gear transmission mechanisms 11 and 12, which are always arranged on the left side of the crankcase 8, and a 47-drive mechanism 13 arranged between them. communicated. On the other hand, a shaft 15 is rotatably supported in the counter shaft 10, and a dog clutch 16 for connecting and disconnecting power between the shaft 15 and the counter shaft 10 is mounted on the shaft 15. It is arranged.
また前記軸15の先端にはベベルギヤ伝達機構17を構
成する一方のベベルギヤ18が固着されておシ、このベ
ベルギヤ18は、クランクケース8の先端に一端が突出
した軸19の後端に固着されたベベルギヤ20と歯合し
ている。したがって、前記ドッグクラッチ16を左方に
移動させ、カウンター軸10と軸15とを固着させると
前記カウンター軸10に伝達された動力は、ベベルイヤ
18.20からなるベベルギヤ伝達機構17を介して軸
19に伝達される。この軸19の先端tては自在継手2
1を介してプロペラシャフト22の一端が連結しており
、その他端は車両の前方に配置されたギヤケース23内
の図示せぬ差動装置に連結している。よって軸19に伝
達された動力は、前記プロペラシャフト22を介しギヤ
ケース23内の差動装置にも伝達される。Further, one bevel gear 18 constituting the bevel gear transmission mechanism 17 is fixed to the tip of the shaft 15, and this bevel gear 18 is fixed to the rear end of a shaft 19 whose one end protrudes from the tip of the crankcase 8. It meshes with the bevel gear 20. Therefore, when the dog clutch 16 is moved to the left and the counter shaft 10 and the shaft 15 are fixed together, the power transmitted to the counter shaft 10 is transferred to the shaft 19 through the bevel gear transmission mechanism 17 consisting of bevel ears 18 and 20. transmitted to. The tip t of this shaft 19 is the universal joint 2
One end of the propeller shaft 22 is connected to the propeller shaft 22 via the propeller shaft 1, and the other end is connected to a differential device (not shown) in a gear case 23 disposed at the front of the vehicle. Therefore, the power transmitted to the shaft 19 is also transmitted to the differential device in the gear case 23 via the propeller shaft 22.
なお、第7図で符号24は、一対のベベルギヤ伝達機構
11.12とシャフトドライブ機構13とを連結する自
在継手、25は後輪3のブレーキ装置である。In FIG. 7, reference numeral 24 is a universal joint that connects the pair of bevel gear transmission mechanisms 11, 12 and the shaft drive mechanism 13, and 25 is a brake device for the rear wheel 3.
このような鞍乗型四輪車の従来の動力伝達装置によると
、上述したドッグクラッチ16を、図示せぬ操作手段に
よって左方に移動させ、カウンター軸10と軸15とを
固着するとエンジン7の動力は、常時第7図に示すリヤ
アクスル軸14と、ギヤケース23内に収容された差動
装置に伝達され前輪2と後輪3とを同時に駆動する4輪
駆動方式が選択される。また、操作手段によってドッグ
クラッチ16を操作し、カウンター軸10と軸15との
固着を解除すると後輪3のみを駆動する2輪駆動方式が
選択されることとなる。According to such a conventional power transmission device for a straddle-type four-wheel vehicle, when the dog clutch 16 described above is moved to the left by an operation means (not shown) and the counter shaft 10 and the shaft 15 are fixed, the engine 7 is stopped. A four-wheel drive system is selected in which power is always transmitted to a rear axle shaft 14 shown in FIG. 7 and a differential device housed in a gear case 23 to simultaneously drive the front wheels 2 and rear wheels 3. Further, when the dog clutch 16 is operated by the operating means to release the fixation between the counter shaft 10 and the shaft 15, the two-wheel drive system that drives only the rear wheels 3 is selected.
ところで、上述した従来の動力伝達装置によると、4輪
駆動方式と2輪駆動方式の切り換えを手動によシドッグ
クラッチ16を左右に移動させて行なわねばならぬので
、その作業がめんどうであシ、特に、不整地走行を主目
的とする不整地走行車両では、急激に変化する路面状況
にすばやく対応して、最適な駆動方式を手動選択するこ
とはほとんど不可能である。また、上述した従来の動力
伝達装置によると、4輪駆動時における前輪と後輪の周
速は同一であシ、このため、鞍乗型四輪車がカーブ等で
旋回すると、前輪回転半径と後輪回転半径との差によシ
、ブレーキング現象が発生し、タイヤの偏摩耗、・ぐワ
ーのロス、および操縦性の低下を招来していた。By the way, according to the conventional power transmission device described above, switching between the four-wheel drive system and the two-wheel drive system must be performed manually by moving the side dog clutch 16 from side to side, which is troublesome and difficult to do. In particular, in an off-road vehicle whose main purpose is to drive on rough terrain, it is almost impossible to quickly respond to rapidly changing road conditions and manually select an optimal drive system. Furthermore, according to the conventional power transmission device described above, the circumferential speeds of the front and rear wheels are the same during four-wheel drive, and therefore, when a straddle-type four-wheel vehicle turns around a curve, the front wheels' turning radius A braking phenomenon occurred due to the difference in the turning radius of the rear wheels, leading to uneven tire wear, loss of airflow, and reduced maneuverability.
この発明は上述した問題点[iみ、路面状況に応じて、
迅速に2輪駆動方式と4輪駆動方式とが切り換わシ、し
かも、4輪駆動時の旋回中に発生するブレーキング現象
を可及的に減少させるようにした鞍乗型四輪車の動力伝
達装置を提供する。This invention solves the above-mentioned problems [i.
A straddle-type four-wheel vehicle that can quickly switch between a two-wheel drive system and a four-wheel drive system, and further reduces as much as possible the braking phenomenon that occurs during turning during four-wheel drive. Provides a power transmission device.
上述した目的を達成するため、この発明では車両に搭載
されたエンジンによって後輪を駆動させるとともに、こ
の後輪を駆動させる動力の一部をカウンター軸を介して
車両の前方へ伝達し前輪を駆動させるようにした不整地
走行車両の動力伝達装置において、前記カウンター軸を
2分割するとともに、この2分割されたカウンター軸間
に粘性継手を介在させ、この2分割されたカウンター軸
間の回転差の増大に応じて前輪を駆動させる動力を増大
させるよう建している。In order to achieve the above-mentioned object, this invention uses an engine mounted on a vehicle to drive the rear wheels, and a portion of the power that drives the rear wheels is transmitted to the front of the vehicle via a countershaft to drive the front wheels. In the power transmission device for an all-terrain vehicle, the counter shaft is divided into two, and a viscous joint is interposed between the two divided counter shafts to reduce the difference in rotation between the two divided counter shafts. It is designed to increase the power that drives the front wheels as the vehicle increases.
〔実施例〕
以下、本発明に係る動力伝達装置の一実施例を詳述する
。[Example] Hereinafter, an example of the power transmission device according to the present invention will be described in detail.
第1図および第2図は本発明に係る不整地走行車両、特
に鞍乗型四輪車と称される不整地走行車両の動力伝達装
置を示す要部破断面図およびその側面図で、第6図およ
び第7図と同一部を同一符号で示す。1 and 2 are a cutaway cross-sectional view and a side view of main parts showing a power transmission device for an all-terrain vehicle according to the present invention, particularly an all-terrain vehicle called a straddle-type four-wheel vehicle, and FIG. The same parts as in FIGS. 6 and 7 are designated by the same reference numerals.
この動力伝達装置では、エンジン7の動力を伝達する変
速装置9のカウンター軸30(第1図)が、後輪3へ動
力を伝達するベベルギヤ伝達機構11の一方のベベルギ
ヤ31を固着した軸部32と、前輪2へ動力を伝達する
ベベルギヤ伝達機構17の他方のベベルギヤ18を固着
した軸部33とに2分割されておシ、この軸部32,3
3間には粘性継手34が介在されている。この粘性継手
(ビスカスカップリング)34は、第1図の要部拡大断
面図で示す第3図のように、ハウジング35とハブ36
、ハウジング35に支承されたアウタープレート37と
ハブ36に支承されたインナープレート38、およびこ
れらのプレート37゜38間に充填された高粘度のシリ
コンオイルによって構成されておシ、前記ハウジング3
5にはカウンター軸30の一方の軸部32がスプライン
によシ固着されておシ、ハブ36には他方の軸部33が
固着されている。この粘性継手34は、ハウジング35
とハブ36との回転差、言い換えればカウンター軸30
の一方の軸部32と他方の軸部33との回転差の増大に
応じて、一方の軸部から他方の細部への伝達トルク(結
合力)を増大させる継手で、第4図に示すグラフの曲線
Bのように、回転差Mが増大すると伝達トルクTが増大
し、また回転差Mがなくなると伝達トルクTはほぼOと
なシ、動力の伝達を遮断する。In this power transmission device, a counter shaft 30 (FIG. 1) of a transmission 9 that transmits power from an engine 7 is connected to a shaft portion 32 to which one bevel gear 31 of a bevel gear transmission mechanism 11 that transmits power to a rear wheel 3 is fixed. and a shaft portion 33 to which the other bevel gear 18 of the bevel gear transmission mechanism 17 that transmits power to the front wheel 2 is fixed.
A viscous joint 34 is interposed between the three. This viscous coupling 34 has a housing 35 and a hub 36, as shown in FIG.
, an outer plate 37 supported by the housing 35, an inner plate 38 supported by the hub 36, and a high viscosity silicone oil filled between these plates 37 and 38.
5, one shaft portion 32 of a counter shaft 30 is fixed by a spline, and the other shaft portion 33 is fixed to a hub 36. This viscous joint 34 is connected to the housing 35
and the rotation difference between the hub 36, in other words, the counter shaft 30
This is a joint that increases the transmission torque (coupling force) from one shaft part to the other shaft part in response to an increase in the rotational difference between one shaft part 32 and the other shaft part 33, and the graph shown in FIG. 4 As shown by curve B, as the rotational difference M increases, the transmission torque T increases, and when the rotational difference M disappears, the transmission torque T becomes approximately O, cutting off the transmission of power.
なお、第3図で符号39は、ダンパー装置で、このダン
パー装置39は後輪へ動力を伝達するベベルギヤ伝達機
構11の一方のベベルギヤ31から他方のベベルギヤ4
0への急激なトルク変動を吸収させるものである。また
第3図で符号41は、カウンター軸30の一方の軸部3
2に対し、摺動自在に設置されたドッグクラッチで、こ
のドッグクラッチ41を操作することによって、ドリプ
ギャ42.34のうちいずれか一方を選択して変速比を
切替えるものでおる。なお、第1図で符号44は、以下
に詳述する差動装置を収容したギヤケースで、このギヤ
ケース44内には第5図で示すように動力の遮断、差動
、および差動ロックの3つの機能を果す差動装置45が
収容されている。In FIG. 3, reference numeral 39 is a damper device, and this damper device 39 connects one bevel gear 31 to the other bevel gear 4 of the bevel gear transmission mechanism 11 that transmits power to the rear wheels.
This is to absorb sudden torque fluctuations to 0. Further, in FIG. 3, reference numeral 41 indicates one shaft portion 3 of the counter shaft 30.
2, a dog clutch is slidably installed, and by operating this dog clutch 41, one of the drip gears 42 and 34 is selected to switch the gear ratio. In FIG. 1, the reference numeral 44 is a gear case housing a differential device, which will be described in detail below. Inside this gear case 44, there are three types of power cutoff, differential, and differential lock as shown in FIG. A differential device 45 is housed therein which performs two functions.
この差動装置45では、前輪を駆動する右車輪駆動軸4
6に固着されたサイドギヤ47、左車輪駆動軸48に固
着されたサイドギヤ49、およびこれらのサイドギヤ4
7,49IC歯合するピニオン50.51を支持する差
動機ケース52のデス部52&に対しリングギヤ53が
逆転自在に支承されている。そしてこのリングギヤ53
の側方には、差動装置45の前記3つの機能を選択する
操作手段54が配置されている。この操作手段54は、
ドッグクラッチメンバ55と、このメンバ55を操作す
るシフターフォーク56、およびシフターカム57とか
ら構成され、図示せぬケーブル等を介し手動によりシフ
ターカム57を回転させ、前記シフターフォーク56に
よってドッグクラッチメンバ55を図面の右側へ所定ス
トロークづつ移動させると、差動装置45の差動および
差動ロックの機能が選択され、まだドッグクラッチメン
バ55を図面の左側へ移動させると、前記差動機ケース
52に対してリングギヤ53が遊転し、第1図に示す前
記プロ被うシャフト22に連結されたドライブピニオン
58の動力が遮断される。In this differential device 45, the right wheel drive shaft 4 that drives the front wheels
6, a side gear 49 fixed to the left wheel drive shaft 48, and these side gears 4
A ring gear 53 is rotatably supported by a toothed portion 52 & of a differential case 52 that supports a pinion 50.51 that meshes with 7,49 IC. And this ring gear 53
An operating means 54 for selecting the three functions of the differential gear 45 is arranged on the side of the differential gear 45. This operating means 54 is
Consisting of a dog clutch member 55, a shifter fork 56 for operating this member 55, and a shifter cam 57, the shifter cam 57 is manually rotated via a cable (not shown), and the dog clutch member 55 is moved by the shifter fork 56 as shown in the drawing. When the dog clutch member 55 is moved to the right side by a predetermined stroke, the differential and differential lock functions of the differential gear 45 are selected, and when the dog clutch member 55 is still moved to the left side in the drawing, the ring gear is moved relative to the differential case 52. 53 rotates freely, and the power of the drive pinion 58 connected to the shaft 22 shown in FIG. 1 is cut off.
次に、上述した動力伝達装置の作用を説明し、併せて構
成をよシ詳細に説明する。Next, the operation of the power transmission device described above will be explained, and the configuration will also be explained in detail.
鞍乗型四輪車が通常の走行をする際、即ち平坦な路面を
直進走行する際は第5図に示す操作手段54を操作して
、作動装置45を通常の作動機能を行なうようにセット
する。このような通常走行の際は第1図に示す前輪2お
よび後輪3の周速は同一であシ、したがって第1図に示
すカウンター軸30の軸部32と軸部33とには回転差
が生じず、このため粘性継手34の伝達トルクは0とな
シ、エンジン7の動力はカウンター軸30の一方の軸部
33を介して前輪へ伝達されず後輪3のみに伝達される
こととなる。即ち通常走行の際は後輪のみの2輪駆動方
式が選択されることとなる。When the straddle-type four-wheel vehicle travels normally, that is, when traveling straight on a flat road surface, the operating means 54 shown in FIG. 5 is operated to set the actuating device 45 to carry out its normal operating function. do. During such normal running, the circumferential speeds of the front wheels 2 and rear wheels 3 shown in FIG. Therefore, the transmission torque of the viscous joint 34 becomes 0, and the power of the engine 7 is not transmitted to the front wheels via one shaft portion 33 of the counter shaft 30, but is transmitted only to the rear wheels 3. Become. That is, during normal driving, the two-wheel drive system with only the rear wheels is selected.
一方、不整地走行等の際に、後輪3に加わる負荷が急激
に減少し空転等を行なった場合(このような場合の例と
しては、ぬかるみ、あるいは凍結した路面上で後輪がス
リップした場合等があげられる)は、第1図に示すカウ
ンター軸30の軸部32と軸部33との回転差が増大し
、このため粘性継手34によって軸部32から軸部33
へ伝達されるトルクが大きくなシ、後輪を駆動するエン
ノン7の動力の一部はカウンター軸30を介し前輪2へ
伝達されることとなる。即ち不整地走行等の際K、必要
な場合に応じて4輪駆動方式が選択されることとなる。On the other hand, if the load applied to the rear wheels 3 suddenly decreases when driving on rough terrain, etc., causing the wheels to spin (an example of such a case is when the rear wheels slip on a muddy or frozen road surface). In this case, the difference in rotation between the shaft portions 32 and 33 of the counter shaft 30 shown in FIG.
Since the torque transmitted to the rear wheels is large, part of the power of the ennon 7 that drives the rear wheels is transmitted to the front wheels 2 via the counter shaft 30. That is, when driving on rough terrain, etc., the four-wheel drive system is selected depending on the necessity.
さらに、カーブ等で車両が旋回する際は、前輪回通半径
と後輪回転半径が異なシ、このため前輪の周速と後輪の
周速とが異なって第1図に示すカウンター軸30の軸部
32と軸部33とに回転差を与え、このため粘性継手3
4によりてエンジン7の動力が前輪へ伝達されて前輪と
後輪の周速を同一なものとしようとするが、この場合の
回転差はわずかで、その伝達トルクも小さく、したがり
て前輪の周速は後輪に同調せず、それぞれ回転半径に応
じた周速が維持される。このため旋回中にブレーキング
現象は発生しない、。Furthermore, when the vehicle turns around a curve or the like, the front wheel turning radius and the rear wheel turning radius are different, so the circumferential speed of the front wheels and the circumferential speed of the rear wheels are different, and the counter shaft 30 shown in FIG. A rotation difference is given between the shaft portion 32 and the shaft portion 33, and therefore the viscous joint 3
4, the power of the engine 7 is transmitted to the front wheels to make the peripheral speeds of the front and rear wheels the same, but in this case, the difference in rotation is small and the transmitted torque is also small, so the front wheels' The circumferential speed is not synchronized with the rear wheels, and each circumferential speed is maintained according to the turning radius. Therefore, no braking phenomenon occurs during turns.
なお、前記作動装置45(第6図)の動力遮断機能は、
特に通常の2輪走行の際のパワーロスを防止するために
使用すれば良く、また差動ロック機能は、不整地走行の
際に、特に前2輪へ等分に動力を伝達させ車体の安定を
確保させたい場合に使用すれば良い。Note that the power cutoff function of the actuating device 45 (FIG. 6) is as follows:
In particular, it can be used to prevent power loss during normal two-wheel driving, and the differential lock function transmits power evenly to the front two wheels to stabilize the vehicle when driving on rough terrain. You can use it if you want to secure it.
なお、上記実施例では作動装置として、上述した動力遮
断、差動、および差動ロックの機能を有する作動装置を
使用するようにしたが、勿論この発明は上記実施例に限
定されることなく、通常の作動機能のみを有する作動装
置を使用するようにしても良い。Incidentally, in the above-mentioned embodiment, an actuation device having the above-mentioned power cutoff, differential, and differential lock functions is used as the actuation device, but the present invention is of course not limited to the above-mentioned embodiment. An actuation device having only normal actuation functions may also be used.
この発明は、前輪を駆動するカウンター軸に粘性継手を
介在させる簡単な構成によシ、路面状況および走行状況
に応じた最適な2輪あるいは4輪駆動方式が迅速かつ自
動的に選択され、かつ旋回中におけるブレーキング現象
が可及的に防止されるため、不整地走行車両の操縦性お
よび動特性を著しく向上させることが出来る。また、従
来の如く手動によって駆動方式を選択する操作手段が不
要となるため部品点数および組立工程を削減し、鞍乗型
四輪車を安価に提供することが出来る。This invention uses a simple configuration in which a viscous joint is interposed on the countershaft that drives the front wheels, so that the optimal two-wheel or four-wheel drive system can be quickly and automatically selected depending on the road surface and driving conditions. Since braking phenomena during turns are prevented as much as possible, the maneuverability and dynamic characteristics of the vehicle traveling on rough terrain can be significantly improved. Further, since there is no need for an operating means for manually selecting a drive system as in the past, the number of parts and assembly steps can be reduced, and a straddle-type four-wheel vehicle can be provided at a low cost.
第1図および第2図は本発明に係る動力伝達装置の概念
図、および側面図、第3図は第1図の要部拡大断面図、
第4図は粘性継手の特性を示すグラフ、第5図は差動装
置の拡大断面図、第6図は鞍乗型四輪車を示す斜視図、
第7図は従来の動力伝達装置を示す概念図である。
1・・・鞍乗型四輪車、2・・・前輪、3・・・後輪、
7・・・エン・シン、30・・・カウンター軸、34・
・・粘性継手。
第6図1 and 2 are conceptual diagrams and side views of the power transmission device according to the present invention, and FIG. 3 is an enlarged sectional view of the main parts of FIG.
FIG. 4 is a graph showing the characteristics of a viscous joint, FIG. 5 is an enlarged sectional view of a differential, and FIG. 6 is a perspective view of a straddle-type four-wheel vehicle.
FIG. 7 is a conceptual diagram showing a conventional power transmission device. 1...Saddle type four-wheel vehicle, 2...Front wheel, 3...Rear wheel,
7... En Shin, 30... Counter axis, 34.
...Viscous joint. Figure 6
Claims (2)
せるとともに、該エンジンの動力の一部をカウンター軸
を介して車両の前方に伝達し、前輪を駆動させるように
した不整地走行車両の動力伝達装置において、前記カウ
ンター軸を2分割するとともに、この2分割されたカウ
ンター軸間に粘性継手を介在させたことを特徴とする不
整地走行車両の動力伝達装置。(1) Power for an all-terrain vehicle in which the rear wheels are driven by an engine mounted on the vehicle, and part of the power from the engine is transmitted to the front of the vehicle via a countershaft to drive the front wheels. A power transmission device for an all-terrain vehicle, characterized in that the counter shaft is divided into two, and a viscous joint is interposed between the two divided counter shafts.
特徴とする特許請求の範囲第(1)項記載の不整地走行
車両の動力伝達装置。(2) The power transmission device for an all-terrain vehicle according to claim (1), wherein the all-terrain vehicle is a straddle-type four-wheel vehicle.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP18980286A JPS6346924A (en) | 1986-08-13 | 1986-08-13 | Power transmission device for off-road running vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP18980286A JPS6346924A (en) | 1986-08-13 | 1986-08-13 | Power transmission device for off-road running vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6346924A true JPS6346924A (en) | 1988-02-27 |
Family
ID=16247452
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP18980286A Pending JPS6346924A (en) | 1986-08-13 | 1986-08-13 | Power transmission device for off-road running vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6346924A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015146225A1 (en) * | 2014-03-27 | 2015-10-01 | マツダ株式会社 | Motive force transmission device and production method therefor |
-
1986
- 1986-08-13 JP JP18980286A patent/JPS6346924A/en active Pending
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015146225A1 (en) * | 2014-03-27 | 2015-10-01 | マツダ株式会社 | Motive force transmission device and production method therefor |
JPWO2015146225A1 (en) * | 2014-03-27 | 2017-04-13 | マツダ株式会社 | Power transmission device and manufacturing method thereof |
US10220702B2 (en) | 2014-03-27 | 2019-03-05 | Mazda Motor Corporation | Motive force transmission device and production method therefor |
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