JP2019077287A - Small vehicle - Google Patents

Abstract

To provide a small vehicle in which respective swing angles of a front vehicle body and a rear vehicle body can be mechanically and automatically brought to zero or approximately zero.SOLUTION: A small vehicle comprises: a rolling unit 9 by which a front vehicle body 5 and a rear vehicle body 7 are coupled so as to be capable of rolling; an input mechanism 86 provided at the front vehicle body 5 or the rear vehicle body 7 and configured to transmit vertical force; a lock arm 89 extended to both sides in a vehicle width direction such that its middle part in the vehicle width direction is connected to the input mechanism 86; and lock contact parts 91a, 91b provided at the rear vehicle body 7 or the front vehicle body 5 and disposed vertically opposite to both ends of the lock arm 89.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a small vehicle such as a three-wheeled motor vehicle.

  As a conventional small vehicle, for example, there is a swing type vehicle described in Patent Document 1.

  In this rocking-type vehicle, a front vehicle body and a rear vehicle body are connected by a rocking joint.

  Therefore, the front vehicle body and the rear vehicle body can relatively roll in the left-right direction.

  Among such rocking type vehicles, there is one that is provided with a rocking lock mechanism that regulates rocking between the body frame side and the suspension arm side. This rocking lock mechanism uses a hydraulic cylinder. The stroke of the piston shaft is set to be locked when the parking lever or the like is operated.

  Therefore, the rocking between the vehicle body frame side and the suspension arm side can be locked by locking the piston shaft.

  However, in such a structure, when the rocking lock mechanism is operated, the relative rocking angle between the front and rear car bodies can not be mechanically made zero automatically, and the structure is complicated. The

JP, 2005-88742, A

  The problem to be solved is that the rocking angle between the front and rear car bodies can not be mechanically zeroed automatically, and the structure is complicated.

  The present invention enables a rolling unit to connect the front vehicle body and the rear vehicle body in a rollable manner in order to make it possible to mechanically and automatically make the swing angle between the front vehicle body and the rear vehicle body close to zero. An input mechanism provided on the front vehicle body or the rear vehicle body for transmitting a vertical force, a lock arm coupled to the input mechanism in the vehicle width direction central portion and extended on both sides in the vehicle width direction, and the rear vehicle body Alternatively, the lock arm may be provided with lock abutment portions which are provided on the front vehicle body and are opposed to each other at both ends of the lock arm.

  According to the present invention having the above configuration, when force in the vertical direction is transmitted to the lock arm by the input mechanism, both sides in the vehicle width direction of the lock arm abut against the lock contact portion, and rollable connection between the front and rear car bodies Can be locked.

  Even in the state where there is an angle in the rocking direction between the front vehicle body and the rear vehicle body, the input operation by the input mechanism is possible. In this state, even if there is an input by the input mechanism, a rotational moment acts on the lock arm even if the lock arm abuts on one of the lock abutment portions in the inclined state. By this rotational moment, the lock arm rotates with the contact side to the lock contact portion 1b as a fulcrum, and the posture is automatically corrected so as to contact both lock contact portions.

  Therefore, the swing angle between the front vehicle body and the rear vehicle body can be mechanically and automatically made close to zero.

It is the perspective view seen from the back side of the three-wheeled motor vehicle. Example 1 It is a sectional view of a three-wheeled motor vehicle. Example 1 It is a bottom view of a three-wheeled motor vehicle. Example 1 It is an IV-IV arrow directional cross-sectional view of FIG. Example 1 It is a side view of a three-wheeled motor vehicle with a passenger seat, a left rear wheel and the like omitted. Example 1 It is a top view of the three-wheeled motor vehicle which abbreviate | omitted a passenger seat, a left rear wheel, etc. Example 1 It is the perspective view which abbreviate | omitted the passenger seat and left rear wheel etc. of the three-wheeled motor vehicle, and was seen from the back side. Example 1 It is the perspective view which abbreviate | omitted the passenger seat and left rear wheel etc. of the three-wheeled motor vehicle, and was seen from the front side. Example 1 It is a top view of an arm. Example 1 It is a side view of an arm. Example 1 It is a front view of a rolling unit. Example 1 It is sectional drawing of a rolling unit. Example 1 It is an attachment state perspective view of a rolling unit. Example 1 It is an expansion perspective view of a swing lock. Example 1 It is operation | movement explanatory drawing which looked at the swing lock from the vehicle width direction. Example 1 It is operation | movement explanatory drawing which looked at the swing lock from the vehicle body back. Example 1

  The present invention has realized the object of enabling the mechanical and mechanical swing angles of the front and rear vehicle bodies to be in the state of zero or near zero as follows.

  A rolling unit that connects a front vehicle and a rear vehicle in a rollable manner, an input mechanism provided on the front vehicle or rear vehicle and transmitting vertical force, and a central portion in the vehicle width direction are connected to the input mechanism. A lock arm extended to both sides in the direction, and a lock contact portion provided on the rear vehicle body or the front vehicle body and vertically opposed to both ends of the lock arm.

  The input mechanism includes a lock lever which is manually input, and a toggle mechanism which can increase the manual input and lock an input operation position by a fulcrum.

  The input mechanism is provided on the front vehicle body, and the lock contact portion is provided on the rear vehicle body.

  1 to 10 show a tricycle 1 according to a first embodiment. FIG. 1 is a perspective view of the three-wheeled motor vehicle 1 as viewed from the rear side. FIG. 2 is a cross-sectional view of the three-wheeled motor vehicle 1. FIG. 3 is a bottom view of the three-wheeled motor vehicle 1. 4 is a cross-sectional view taken along line IV-IV in FIG. FIG. 5 is a side view of the three-wheeled motor vehicle 1 with the passenger seat and the left rear wheel omitted. FIG. 6 is a plan view of the three-wheeled motor vehicle 1 with the passenger seat and the left rear wheel omitted. FIG. 7 is a perspective view from the rear side with the passenger seat and the left rear wheel of the three-wheeled motor vehicle 1 omitted. FIG. 8 is a perspective view from the front side with the passenger seat and the left rear wheel etc. of the three-wheeled motor vehicle 1 omitted. FIG. 9 is a plan view of the arm. FIG. 10 is a side view of the arm.

  FIGS. 1 to 10 mainly show the frame structure and the main mechanism inside the three-wheeled motor vehicle 1, and some of the wiring and the like are omitted. The actual three-wheeled motor vehicle 1 is provided with an exterior covering the frame frame.

  In the following description, the front and rear mean the front and rear of the vehicle body, the left and right mean the left and right of the vehicle width direction, and the upper and lower mean the upper and lower sides of the vehicle vertical direction.

  As shown in FIGS. 1 to 3, the three-wheeled motor vehicle 1 of the present embodiment is a small straddle-type small vehicle that travels by driving a pair of left and right rear wheels 3 a and 3 b by the rotational drive force of an electric motor. The three-wheeled motor vehicle 1 includes a front vehicle body 5 and a rear vehicle body 7.

  The front vehicle body 5 and the rear vehicle body 7 are connected to be relatively rollable by a rolling unit 9. For this reason, when the front vehicle body 5 is tilted to the left and right (bank operation), if the lateral G is small, it is possible to perform cornering while the rear wheels 3a and 3b on the rear vehicle body 7 side are in contact with the road surface.

  The left and right rear wheels 3a and 3b are suspended by the suspension portion 11 on the rear vehicle body 7, and the rear vehicle body 7 is capable of rolling on the left and right rear wheels 3a and 3b.

[Front body]
As shown in FIGS. 1 to 3, the front vehicle body 5 includes a passenger seat 13 and has a structure in which the front wheel 17 steered by the steering handle 15 is supported.

  The front vehicle body 5 includes a front vehicle body frame 19. The front body frame 19 is formed of a round pipe. However, the front body frame 19 can also be formed of a pipe or the like having a rectangular cross section.

  The front body frame 19 constitutes a frame of the front body 5 and includes an integral main frame 19a and a base frame 19b.

  The main frame 19a extends vertically and is slightly inclined forward.

  A head pipe 21 is attached to the upper front end of the main frame 19a. The lower portion 19ab of the main frame 19a is continuous with the base frame 19b via the bending portion 19ac.

  The head pipe 21 rotatably supports the steering stem 23. A steering handle 15 is attached to an upper end portion of the steering stem 23. A front fork 25 is attached to the lower part of the steering stem 23. The front fork 25 includes a first front fork 25a and a second front fork 25b.

  The first front fork 25 a is disposed in the vertical direction, and its upper end is fixed to the lower end of the steering stem 23. The second front fork 25b is disposed in the front-rear direction, and rotatably supports the front wheel 17 at its front end.

  A coupling bracket 25ba is provided on the rear side of the second front fork 25b. The lower end of the first front fork 25a is coupled to the coupling bracket 25ba so as to be relatively rotatable in the front-rear direction.

  A front suspension 29 formed of a shock absorber and a coil spring is coupled in a left-right pair between the upper front surface of the first front fork 25a and the front upper surface of the second front fork 25b.

  Floor brackets 31a and 31b are provided in front of and behind the base frame 19b. The floor brackets 31a, 31b project left and right. A floor panel 32 made of resin or the like is mounted on the floor brackets 31a and 31b.

  A seat mounting frame 33 projects upward from the rear side of the base frame 19b. The seat attachment frame 33 includes a seat support bar 33a and a reinforcing bar 33b.

  The seat support bar 33a is raised from the middle part of the base frame 19b, and the upper part extends rearward. The reinforcing bar 33 b is formed in a roll bar shape, and is disposed crossing the rear end portion of the base frame 19 b in the left-right direction. A mounting bracket 35 is integrally provided at the rear end of the base frame 19b. The mounting bracket 35 protrudes to the left and right, and the lower ends of the reinforcing bar 33 b are fixed to the left and right ends.

  Seat brackets 36a and 36b are attached to the seat support bar 33a and the reinforcing bar 33b. The passenger seat 13 is disposed on the seat mounting frame 33, and is fastened and fixed to the seat brackets 36a and 36b by bolt nuts and the like.

  A battery mounting pan 39 is fixed to the lower portion of the seat mounting frame 33 on the rear side of the base frame 19b. A pair of left and right batteries 40 a and 40 b are mounted and fixed on the battery mounting pan 39.

  The batteries 40a and 40b supply electric power to various mechanisms driven by electric power, such as an electric motor. The two batteries 40 a and 40 b of the first embodiment are substantially rectangular parallelepipeds, and are stored and placed in the lower part of the passenger seat 13. In the first embodiment, the monitoring mechanism and the like of the batteries 40a and 40b are provided in the battery pack.

  In addition, the front vehicle body 7 is provided with various configurations that are general in a three-wheeled motor vehicle such as a steering damper, a brake system for a front wheel WF, a headlight, a rearview mirror, and the like.

[Rear body]
As shown in FIGS. 1 to 8, the rear vehicle body 7 includes left and right side members 38 a and 38 b and supports the power unit 37.

  The left and right side members 38a and 38b are formed of round pipes, rise from the lower front end, and extend to the rear of the vehicle body via the curved portion. The side members 38a, 38b can also be formed by square pipes or the like. The left and right side members 38a, 38b are connected at the front by a connecting panel 41 and at the rear by a cross member 43 with a hole, and further on the rear side of the rear cross member 43 a perforated gear box mount panel 45 The members 38a and 38b are fixedly coupled to each other.

  The power unit 37 includes an electric motor 37a and a gear box 37b, and the gear box 37b is detachably attached to the gear box mount panel 45 by a bolt and nut or the like. As a result of this mounting, the heavy load power unit 37 consisting of the electric motor 37a and the gear box 37b becomes a load on the spring, and the unsprung load is that of the left and right rear wheels 3a, 3b.

  Rear drive shafts 51a and 51b, which are left and right axles, are connected to the gear box 37a. The left and right inner ends of the left and right rear drive shafts 51a and 51b are coupled to the output shaft of the gearbox 37a by the left and right universal joints 52a and 52b as shown in FIG. At left and right outer ends of the left and right rear drive shafts 51a and 51b, hub units 55a and 55b including a disk brake are coupled by universal joints 54a and 54b.

  Left and right rear wheels 3a, 3b are fastened and fixed to the hub units 55a, 55b by wheel nuts.

  Accordingly, the left and right rear wheels 3a, 3b are coupled to the power unit 37 by the left and right rear drive shafts 51a, 51b. The left and right rear wheels 3 a and 3 b are configured to be suspended by the left and right independent suspension portions 53 a and 53 b that constitute the suspension portion 11 on the rear vehicle body 7.

  The rear drive shafts 51a and 51b can be changed in axial angle with respect to the rear vehicle body 7 and the rear wheels 3a and 3b by universal joints 52a, 52b, 54a and 54b, and are adapted to the independent suspension portions 53a and 53b. .

  The left and right independent suspension parts 53a, 53b include left and right first and second arms 57a, 59a, 57b, 59b and left and right rear suspensions 61a, 61b.

  As shown in FIGS. 3, 9, and 10, the left and right first and second arms 57a, 59a, 57b, and 59b are mainly formed of square pipes and have coupling portions 57aa, 59aa, and 57ba each having a bush at the front end. , Equipped with 59ba. The cylindrical portions 63a and 63b are integrally coupled to rear end portions of the left and right first and second arms 57a, 59a, 57b and 59b. The cylindrical portions 63a, 63b include plates 64a, 64b.

  Shock brackets 69a and 69b are fixed by welding or the like between the first and second arms 57a and 59a and between the first and second arms 57b and 59b. Bump rubber stop plates 71a and 71b are fixed to the upper side of the shock brackets 69a and 69b.

  The bump rubber stop plates 71a and 71b are disposed corresponding to the bump rubbers 73a and 73b, and the bump rubbers 73a and 73b are attached to the left and right side members 38a and 38b.

  The left and right side members 38a, 38b are formed of round pipes. However, the side members 38a and 38b may be formed of a pipe or the like having a rectangular cross section. Left and right first arm coupling brackets 65a and 67a are fixed to the side members 38a and 38b on the left and right outer side surfaces of the front portion by welding or the like. The left and right second arm coupling brackets 65b and 67b are fixed to the rear surface of the coupling panel 41 by welding or the like.

  The front ends of the left and right first and second arms 57a, 59a, 57b and 59b are vertically connected to the left and right first and second arm coupling brackets 65a, 67a, 65b and 67b by coupling portions 57aa, 59aa, 57ba and 59ba It is rotatably coupled. In this connection, the connecting portions 57aa, 59aa, 57ba, 59ba have a back diagonal angle α (FIG. 3).

  The cylindrical portions 63a, 63b of the left and right first and second arms 57a, 59a, 57b, 59b are fitted and coupled to the hub units 55a, 55b.

  The left and right rear suspensions 61a, 61b are composed of shock absorbers and coil springs. The upper ends of the left and right rear suspensions 61a, 61b are attached to the support pins 75a, 75b on the side members 38a, 38b via bushes.

  The U brackets at the lower ends of the left and right rear suspensions 61a, 61b are attached to the lower ends of the shock brackets 69a, 69b via bushes. The support pins 75a, 75b are provided protruding outward in the vehicle width direction from the support brackets 76a, 76b. The support brackets 76a and 76b are fixed to the left and right side members 38a and 38b by welding or the like.

  Accordingly, the left and right rear wheels 3a, 3b are configured to be independently suspended by the rear vehicle body 7 by the left and right independent suspension portions 53a, 53b. In this independent suspension state, the left and right rear drive shafts 51a, 51b are provided with a diversion angle β (FIG. 4).

  In the case where there is no descent angle β and the rear angle α, the rear wheels 3a and 3b of the independent suspension are toe-out on the outside of the vehicle body at the time of cornering roll. The rear wheels 3a and 3b are set such that the rear wheels 3a and 3b become toe-in at the time of bumping according to the rear diagonal angle α and the diversion angle β.

  Since the rear wheels 3a and 3b are independently suspended, the power unit 37 is supported by the gear box mount panel 45 on the side members 38a and 38b as described above, and the wiring from the batteries 40a and 40b to the electric motor 37a is Instead of the rear wheels 3a and 3b, the electric motor 37a is disposed on the rear vehicle 7 side.

  Although not shown, a loading platform is attached to the side members 38a and 38b.

[Rolling unit]
11 to 13 relate to the rolling unit 9. FIG. 11 is a front view of the rolling unit 9. FIG. 12 is a cross-sectional view of the rolling unit 9. FIG. 13 is a perspective view of the rolling unit 9 in an attached state.

  As shown in FIG. 11 and FIG. 12, the rolling unit 9 is composed of a unit bearing 9a capable of supporting thrust and radial loads. As the unit bearing 9a, an Angular bearing or a tapered roller bearing is used. The rolling unit 9 is disposed between the rear end of the front body 5 and the front end of the rear body 7.

  The unit bearing 9a of the rolling unit 9 is assembled by fastening the bolt 9b and the nut 9c.

  First and second flanges 9 d and 9 e for attachment are provided on the front and rear portions of the rolling unit 9.

  The first flange 9d is composed of four tongues in the upper, lower, left, and right directions, and a through hole 9da is formed in each tongue. The second flange 9e is composed of three tongues at the top and on both the left and right sides, and a through hole 9ea is formed in each tongue. The through hole 9ea is smaller in diameter than the through hole 9da. The number of first and second flanges 9d and 9e and the size of through holes 9da and 9ea are free.

  As shown in FIG. 13, the first mounting flange 81 is fixed by welding or the like to the rear end of the base frame 19 b which is the rear end of the front vehicle body 5. The second mounting flange 83 is integrally formed. That is, the first mounting flange 81 constitutes the rear end of the front vehicle body 5, and the second mounting flange 83 constitutes the front end of the rear vehicle body 7.

  The first mounting flange 81 is formed in a rectangular shape long in the vertical direction. The second mounting flange 83 is formed to face the first mounting flange 81, and the upper portion thereof protrudes in a rectangular shape from the coupling panel 41, and the lower portion is shared by the coupling panel 41.

  Mounting holes 81a and 83a are formed in the upper and lower sides of the first and second mounting flanges 81 and 83, respectively. However, in the drawings, only the upper attachment holes 81a and 83a are illustrated.

  The mounting holes 81a and 83a fit the unit bearings 9a when the first and second flanges 9d and 9e are butted against the first and second mounting flanges 81 and 83, respectively. The mounting position of the rolling unit 9 can be changed up and down using the upper and lower mounting holes 81a and 83a. A plurality of fastening holes 81 b and 83 b are formed around the mounting holes 81 a and 83 a.

  The first flange 9d of the rolling unit 9 is abutted against the first mounting flange 81, and bolts are fixed to the through holes 9da and the fastening holes 81b, which are opposed to each other, and fastened and fixed by nuts. The second flange 9e of the rolling unit 9 abuts on the second mounting flange 83, and bolts are passed through the opposing through holes 9ea and fastening holes 83b and fastened and fixed by nuts.

  Thus, the rolling unit 9 is disposed between the rear end of the front vehicle body 5 and the front end of the rear vehicle body 7, and the front vehicle body 5 and the rear vehicle body 7 are connected in a rollable manner.

  By changing the mounting position of the rolling unit 9 up and down with respect to the first and second mounting flanges 81 and 83, it is possible to change the pivot height of rolling without changing the basic structure. Moreover, the rolling unit 9 can also be made into the specification which changed the shaft angle.

  For this reason, the pivot height and angle can be appropriately adjusted in accordance with the application and the driver, and discomfort in steering can be suppressed.

  In order to adjust the mounting angle of the rolling unit 9, an inclined spacer having a cross section like a wedge for adjustment may be interposed between the first and second mounting flanges 81 and 83 and the first and second flanges 9d and 9e.

  The rolling unit 9 is composed of the unit bearings 9a and disposed between the rear end of the front vehicle 5 and the front end of the rear vehicle 7. Therefore, the length of the vehicle in the front-rear direction can be shortened. The storage space etc. of the batteries 40a and 40b can be secured without any change without changing.

[Swing lock]
14 to 16 relate to the swing lock 85 of the vehicle body. FIG. 14 is an enlarged perspective view of the swing lock 85. As shown in FIG. FIG. 15 is an operation explanatory view of the swing lock 85 as viewed in the vehicle width direction. FIG. 16 is an operation explanatory view of the swing lock 85 as viewed from the rear of the vehicle body.

  As shown in FIGS. 14 to 16, the swing lock 85 includes an input mechanism 86, a lock arm 89, and lock pins 91 a and 91 b as lock abutment portions.

  The input mechanism 86 is provided at the rear of the front vehicle body 5 and transmits the vertical force to the lock arm 89. The input mechanism 86 includes a lock lever 87 and a toggle mechanism 95.

  The lock lever 87 is formed of a round pipe. The lock lever 87 can also be formed by a square pipe or the like. The lock lever 87 has a grip portion 87a at one end and is bent and formed in an L shape. The lock lever 87 is rotatably supported on the left side of the reinforcing bar 33b by a support bracket 87b at the base end side.

  The grip portion 87 a of the lock lever 87 is disposed on the left side of the passenger seat 13. The position of the grip portion 87a can be changed to the right side of the passenger seat 13 by changing the rotational support position of the lock lever 87 with respect to the reinforcing bar 33b.

  The base end side of the lock lever 87 is extended along the vehicle width direction, and the first link 93 a is rotatably coupled to the end by a pin 94. The second link 93b and the third link 93c are rotatably coupled to each other by the pins 95a and 96 with respect to the first link 93a, and the toggle mechanism 95 is configured by the first and second links 93a and 93b.

  The first and second links 93a and 93b are formed as flat plates, and the third link 93c is formed as a square pipe. However, the setting of the plate material of the first and second links 93a and 93b and the third link 93c, and the pipe material is free.

  The toggle mechanism 95 increases manual input by the lock lever 87 and transmits it to the lock arm 89.

  The joint portion 98 of the toggle mechanism 95 is capable of contacting the stopper 97 with the pin 95a passing over the fulcrum. Exceeding the fulcrum of the pin 95a means that the pin 95a moves to the stopper 97 side beyond the straight line connecting the pins 94 and 96 as shown in FIG.

  That is, the toggle mechanism 95 is configured to increase the manual input by the input mechanism 86 and lock the input operation position by passing the fulcrum.

  The stopper 97 is fixed to the cross member 33ba of the reinforcing bar 33b by welding or the like.

  The third link 93 c is formed in an upper and lower L shape. One end side of the third link 93c is directed downward and is rotatably supported on the cross member 33ba side of the reinforcing bar 33b. The other end of the third link 93c is directed to the rear of the vehicle body, and the left and right centers of the lock arm 89 are joined to the rear end by welding or the like.

  The lock arm 89 is connected to the input mechanism 86 at the center in the vehicle width direction, and is extended to both sides in the vehicle width direction.

  The lock pins 91a and 91b are disposed on the lower side facing the upper and lower ends of the lock arm 89, respectively. The lock pins 91 a and 91 b are provided on the rear vehicle body 7. The lock pins 91a and 91b of the embodiment are supported by support brackets 101a and 101b provided on the left and right side members 38a and 38b, and protrude upward. The lock pins 91a and 91b are formed of metal, rubber, hard resin or the like.

  The input mechanism 86 may be provided on the rear vehicle body, and the lock pins 91a and 91b may be provided on the front vehicle body. In this case, if the grip portion 87a of the lock lever 87 is set long, there is no hindrance to the operation.

  The lock lever 87 may be a straight input shaft, and an electric motor may be connected to the input shaft so that the input can be performed electrically. The input operation can be performed by a button operation or the like disposed on the steering handle 15.

  The toggle mechanism 95 of the input mechanism 86 may be configured to operate the third link 93 c instead of the worm gear mechanism etc. as long as the input can be increased and the locking by exceeding the fulcrum can be made. The third link 93c can also be rotationally driven by a hydraulic or pneumatic cylinder device.

  The input mechanism itself may be configured by a hydraulic or pneumatic cylinder device and may be rotatably coupled to the central portion of the lock arm 89.

  The positional relationship between the input mechanism 86 and the lock pins 91a and 91b can be reversed. That is, the lock pins 91a and 91b may be disposed on the upper side of the lock arm 89, and the lock arm 89 may be configured to be lifted and be in contact with the lock pins 91a and 91b.

  The lock pins 91a and 91b may be in contact with both ends of the lock arm 89, and may be replaced by pins or other contact portions such as protrusions.

[Traveling]
When the electric motor 37a is driven and controlled, the left and right rear drive shafts 51a and 51b are driven via the gear box 37b, and the driving force is transmitted to the rear wheels 3a and 3b via the left and right hub units 55a and 55b. Driving is performed by driving the left and right rear wheels 3a and 3b, and the front wheel 17 can be steered through the steering stem 23 and the front fork 25 by the operation of the steering handle 15.

  Vibrations and the like of the rear wheels 3a and 3b during traveling are absorbed by the left and right rear suspensions 61a and 61b, and a vibration and the like of the front wheel 17 are absorbed by the front suspension 29.

[Power unit support]
The power unit 37 is supported on the side members 38a and 38b by the gearbox mount panel 45 as described above, and the wiring from the batteries 40a and 40b to the electric motor 37a is together with the electric motor 37a instead of the rear wheels 3a and 3b. It is arranged on the rear body 7 side.

  Therefore, the heavy load of the electric motor 37a and the gear box 37b can be mounted on the spring, and the unsprung load can be that of the left and right rear wheels 3a and 3b, and the ride quality can be greatly improved.

  Wiring can also be arranged on the rear body 7 side, and wiring can be simplified.

  Since the wiring from the batteries 40a and 40b to the electric motor 37a is not on the rear wheels 3a and 3b but on the rear vehicle 7 side together with the electric motor 37a, the rear wheels 3a and 3b The wiring is not affected by the rocking even when rocking up and down, and damage to the wiring can also be suppressed.

[Rolling and riding on obstacles]
In cornering travel, the driver moves the weight inside the corner to steer the front vehicle 5 to incline inside the corner.

  In the rear body 7, a lateral G acts on the outside of the corner. If the lateral G is small, the roll posture of the rear vehicle 7 does not change so much, but if the lateral G becomes large, the rear vehicle 7 rolls to the outside of the corner with respect to the rear wheels 3a and 3b by the function of the left and right independent suspension portions 53a and 53b Do.

  At this time, the rolling unit 9 permits relative rolling between the front and rear vehicle bodies 5 and 7.

  Due to the rolling of the rear body 7, the loading platform is inclined to the outside of the corner with the power unit 37, and the information applies a lateral load to the rolling unit 9. The rolling unit 9 transmits the thrust load and the radial load from the first mounting flange 81 to the second mounting flange 83 via the unit bearing 9a and the bolt 9b.

  The load transmitted by the rolling unit 9 is transmitted from the first attachment flange 81 to both ends of the lower end of the reinforcing bar 33 b via the attachment racket 35 near the rear end. By this transmission, the load is transmitted to the passenger seat 13 through the reinforcing bar 33b, and the information on the rolling of the rear vehicle body 7, the cargo bed and the load is transmitted to the driver quickly.

  Moreover, since the rolling unit 9 is configured by the unit bearing 9a and disposed between the rear end of the front vehicle body 5 and the front end of the rear vehicle body 7, the length of the vehicle longitudinal direction can be shortened to make the vehicle body compact The load is directly transmitted from the second mounting flange 83 to the first mounting flange 81, so that the transmission of rolling information to the driver can be performed accurately and quickly.

  Therefore, the driver can feel the rolling of the vehicle body 7 quickly while keeping the rear wheels 3a and 3b in contact in the cornering travel, and the cornering travel can be smoothly performed with the discomfort suppressed while the excessive rolling is suppressed. Can.

  The roll center C of the rear vehicle body 7 exists at a low level by setting the diversion angle β as shown in FIG. 4, and the roll angle can be suppressed to enable stable cornering travel.

  When one of the rear wheels 3a and 3b rides on the obstacle, the side on which the rear wheels 3a and 3b ride on the rear vehicle body 7 upward with one of the left and right first and second arms 57a, 59a, 57b, 59b. It swings, and its energy is absorbed by one of the left and right rear suspensions 61a and 61b.

  For this reason, the loading part and the load of the rear vehicle body 7 can be rolled without being rolled or the rolling can be suppressed, and stable traveling can be continued as it is.

[Swing lock operation]
In the swing lock 85, when the lock lever 87 is pulled up and operated as shown by arrow A in FIG. 15, the pin 95a passes the fulcrum and the joint 98 abuts against the stopper 89, and the third link 93c centers on the pivot position 93ca. As shown by arrow B, it rotates to the rear side of the vehicle body.

  By this rotation, the left and right end portions of the lock arm 89 abut against the lock pins 91a and 91b, and the roll shaft of the rolling unit 9 between the front vehicle body 5 and the rear vehicle body 7 is fixed.

  In this case, even if the front and rear vehicle bodies 5, 7 are relatively inclined, and the left and right end portions of the lock arm 89 do not uniformly face the lock pins 91a, 91b, they are inclined as shown by broken lines in FIG. A large operation force is transmitted to the lock arm 89 by the operation through the toggle mechanism 95.

  Even when the lock arm 89 abuts against one of the lock pins 91 a and 91 b in the inclined state of the lock arm 89 as shown by a broken line in FIG. 16, a rotational moment acts on the lock arm 89. By this rotation moment, the lock arm 89 rotates with the contact side to the lock pins 91a and 91b as a fulcrum, and the posture is automatically made until it abuts on both the lock pins 91a and 91b as shown by the solid line in FIG. It is corrected.

  Therefore, even if there is an angle in the rocking direction between the front vehicle body 5 and the rear vehicle body 7, the input operation by the input mechanism 86 is possible.

  In the toggle mechanism 95, the pin 95a of the joint portion 98 passes over the fulcrum and abuts against the stopper 97, and the manual input operation position by the input mechanism 86 is locked by exceeding the fulcrum of the pin 95a.

  Since the fulcrum of the pin 95 a is over the fulcrum, the lock can maintain the locked position by making the reverse efficiency of the toggle mechanism 95 zero even if an upward force is exerted on the lock arm 89. Therefore, the lock of the relative movement between the front and rear vehicle bodies 5 and 7 in the rolling direction, that is, the swing lock can be reliably and easily performed in a state in which the two are not inclined.

  If the pull-up position of the lock lever 87 is fixed stepwise, the swing angle between the front vehicle body 5 and the rear vehicle body 7 can be adjusted between zero and non-zero.

[Others]
The rolling unit 9 may adopt a structure other than the above, for example, a conventional structure having a long axis in the longitudinal direction of the vehicle body.

  The power unit 37 is integrally assembled to the drive shafts 51a and 51b and disposed as an unsprung load so that the drive shafts 51a and 51b and the power unit 37 are supported by the swing arm on the rear vehicle body 7 so as to be vertically swingable. You can also.

  Instead of the electric motor 37a of the power unit 37, a gasoline engine may be employed.

  The invention can also be applied to small vehicles having two front wheels and one rear wheels.

  The present invention can also be applied to a man-powered bicycle without a power unit.

1 Three-wheeled motor vehicle (small vehicle)
3a, 3b Rear wheel 5 Front body 7 Rear body 9 Rolling unit 86 Input mechanism 89 Lock arm 91a, 91b Lock pin (lock contact portion)

Claims (3)

A rolling unit that connects the front and rear bodies rollably;
An input mechanism provided on the front vehicle body or the rear vehicle body for transmitting a vertical force;
A lock arm connected to the input mechanism at a central portion in the vehicle width direction and extending on both sides in the vehicle width direction;
A lock abutment portion provided on the rear or front vehicle body and vertically opposed to both ends of the lock arm;
A small vehicle characterized by including. The small vehicle according to claim 1, wherein
The input mechanism includes a lock lever that is manually input;
A toggle mechanism capable of locking an input operation position by increasing the manual input and exceeding a fulcrum point;
A small vehicle characterized by including. The small vehicle according to claim 2, wherein
The input mechanism is provided on the front vehicle body,
The lock contact portion is provided on the rear vehicle body.
A small vehicle characterized by

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