WO2019082566A1 - Small vehicle - Google Patents

Abstract

Provided is a small vehicle with which it is possible to curb the sense of sense of incongruity when steering. This small vehicle comprises: a front chassis 5 which is equipped with a passenger seat 13 and which supports a front wheel 17 which is steered by handlebars 15; a rear chassis which supports a power unit 37; a rolling unit 9 which connects the rear end of the front chassis 5 and the front end of the rear chassis 7 so as to enable rolling with respect to one another; and a suspension unit 11 which suspends, from the rear chassis, left and right rear wheels 7 which are coupled to the power unit 37 by means of an axle with a variable axle angle, enabling the rear chassis 7 to roll with respect to the left and right rear wheels.

Description

Small vehicle

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

As a conventional small-sized vehicle, for example, there is a rocking-type three-wheeled vehicle described in Patent Document 1.

The rocking-type three-wheeled vehicle has a structure in which a front vehicle body and a rear vehicle body are connected by a rocking joint. A rear wheel unit is attached to a rear body frame of the rear body via a swing arm. A loading platform is supported by the rear body frame. The swing arm has a left-right integrated configuration, and the rear wheel unit is a unitized unit of a power unit and left and right rear wheels.

In this structure, the rear body frame is configured to move up and down simultaneously with the left and right rear wheels in accordance with the swing of the swing arm. That is, the left and right rear wheels and the carrier are integrated in the roll direction, and there is no freedom of relative movement in the roll direction between them, and the following problems occur.

In cornering travel, the front vehicle can be rolled to the rear vehicle by the swing joint, but the rear vehicle maintains the traveling posture as it is until the centrifugal force (hereinafter referred to as “lateral G”) exceeds the limit. It was difficult for the driver to receive information on the size of the horizontal G that was applied to the driver.

As a result, when the lateral G exceeds the limit, the rear inner ring is lifted, and the entire vehicle body rolls after the loading platform is included according to the lifting. This is the first time that the information is transmitted to the driver through the swing joint, which makes the driver feel uncomfortable.

Further, even when one of the left and right rear wheels rides on an obstacle, the rear vehicle body tilts in the lateral direction according to the riding height on the front vehicle body including the loading platform, which makes the driver feel uncomfortable.

Japanese Patent Laid-Open No. 11-334670

The problem to be solved is that the driver feels unnatural due to the fact that the information on the lateral G of the rear vehicle is not easily transmitted to the driver.

According to the present invention, a front vehicle body having a passenger seat and supporting a front wheel steered by a steering wheel, a rear vehicle body supporting a power unit, and a front vehicle body and a rear vehicle body can be controlled to suppress steering discomfort. A suspension unit that supports rolling between a rear unit and a rear unit, and a left and right rear wheels connected to the power unit by an axle and suspended on the rear unit, enabling a rolling operation of the rear unit and the rear unit. And are provided.

According to the present invention, the rear vehicle can roll to the front vehicle and left and right rear wheels, and the information on the lateral G of the rear vehicle can be easily transmitted to the driver at an early stage via the rolling unit. it can.

When one of the left and right rear wheels rides on the obstacle, the rear wheel mounted on the rear vehicle body can operate relative to the rear vehicle body, and the inclination of the rear vehicle body in the lateral direction can be suppressed.

Therefore, in any of cornering driving and obstacle riding-up, discomfort in steering can be suppressed.

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 FIG. 4 is a cross-sectional view taken along line IV-IV in 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 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 2) It is the side view which abbreviate | omitted the passenger seat and left rear wheel etc. of a motorized tricycle. (Example 2) It is the top view which abbreviate | omitted the passenger seat and left rear wheel etc. of a motor vehicle. (Example 2) It is the rear elevation which abbreviate | omits the passenger | crew's seat and left rear wheel etc. of a three-wheeled motor vehicle. (Example 2) It is a schematic rear view of a three-wheeled motor vehicle. (Example 2) It is the perspective view which abbreviate | omitted the passenger seat etc. of the three-wheeled motor vehicle and was seen from the back side. (Example 3) It is the side view which abbreviate | omitted the passenger seat etc. of the three-wheeled motor vehicle. (Example 3) It is the top view which abbreviate | omitted the passenger seat etc. of the three-wheeled motor vehicle. (Example 3) It is the rear elevation which abbreviate | omitted the passenger seat etc. of the three-wheeled motor vehicle. (Example 3)

The present invention has realized the object of making it possible to suppress the sense of incongruity in steering as follows.

A front vehicle body supporting a front wheel having a passenger seat and steered by a steering wheel, a rear vehicle body supporting a power unit, a rolling unit rotatably connecting the rear vehicle body to the front vehicle body, and an axle coupled to the power unit And a suspension portion for suspending the rear vehicle body relative to the left and right rear wheels.

The rolling unit was composed of a unit bearing capable of supporting thrust and radial loads.

The rolling unit is disposed between the rear end of the front body and the front end of the rear body.

The said suspension part is an independent suspension part on either side. The suspension may be an axle suspension using a rigid axle or a dodeon axle or the like. In any case, it is sufficient if there is a combination of a roll axis between the front and rear bodies and a roll axis by the suspension portion.

The power unit is constituted by an electric motor and supported by the rear vehicle body.

The rocking fulcrum of the axle is disposed at the rear of the axle.

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.

1 to 10 mainly show the frame framework 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 FIG. 1 to FIG. 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 3a and 3b 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 has a passenger seat 13 and has a structure in which a front wheel 17 steered by a 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 38a and 38b, 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 a lock lever 87, a lock arm 89, and lock pins 91a and 91b.

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 93a is rotatably coupled to the end. The second link 93b and the third link 93c are rotatably coupled 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 joint 95 a of the toggle mechanism 95 can abut against the stopper 97. 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 formed long in the vehicle width direction, and the lock pins 91 a and 91 b are disposed on the lower side corresponding to both ends of the lock arm 89. The lock pins 91a and 91b are supported by support brackets 101a and 101b provided on the left and right side members 38a and 38b, and project upward. The lock pins 91a and 91b are formed of metal, rubber, hard resin or the like.

[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 toward the outside of the corners with respect to the rear wheels 3a and 3b by the functions 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 joint portion 95a passes over the fulcrum and abuts against the stopper 89, and the third link 93c moves around the pivot position 93ca. As it turns 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, the swing lock between the front and rear vehicle bodies 5 and 7 can be reliably and easily performed without any inclination between the two.

17 to 20 relate to the second embodiment. FIG. 17 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. 18 is a side view in which the passenger seat and the left rear wheel etc. of the three-wheeled motor vehicle 1 are omitted. FIG. 19 is a plan view in which the passenger seat and the left rear wheel etc. of the three-wheeled motor vehicle 1 are omitted. FIG. 20 is a rear view of the three-wheeled motor vehicle 1 with the passenger seat and the left rear wheel omitted.

The basic structure is the same as that of the first embodiment, and the same or corresponding components are denoted by the same reference numerals, and redundant description will be omitted.

Since the present invention is characterized by the combination of the roll shaft between the front and rear vehicle bodies 5 and 7 and the roll shaft by the suspension portion 11, the suspension portion 11 may be a dodeon type as the axle suspension portion 53 instead of the independent suspension portion. .

As shown in FIGS. 17 to 20, the three-wheeled motor vehicle 1 of the second embodiment adopts left and right leaf springs 103a and 103b instead of the first and second arms 57a, 59a, 57b and 59b of the first embodiment.

That is, the suspension portion 11 of the second embodiment is different from the left and right independent suspension portions 53a and 53b of the first embodiment.

Although only one leaf spring 103a, 103b is provided, the number can be increased.

The leaf springs 103a and 103b are disposed below the left and right side members 38a and 38b, and extend in the front-rear direction.

The front ends of the leaf springs 103a and 103b are connected to the fronts of the side members 38a and 38b by brackets 105a and 105b. The rear ends of the leaf springs 103a and 103b are coupled to the rears of the side members 38a and 38b by the shanks 106a and 106b.

An intermediate portion of the leaf springs 103a and 103b is coupled to an axle case of the rear drive shafts 51a and 51b via a bracket. U-brackets of lower ends of the rear suspensions 61a and 61b are fitted and coupled to the leaf springs 103a and 103b at positions immediately before the axle case of the rear drive shafts 51a and 51b.

The case on the hub unit 55 a, 55 b side is connected by a dodeon pipe 107.

The gear box 37 b of the power unit 37 is replaced by the gear box mount plate 45 of the first embodiment with the cross member 108. The cross member 108 is formed of a round pipe similar to the side members 38a and 38b, and is bent and formed so that the central portion in the vehicle width direction is low. The bending of the central portion of the cross member 108 is also directed to the rear of the vehicle body. The gear box 37 b of the power unit 37 is coupled and fixed on the central portion side of the cross member 108.

In the first embodiment, the first and second arms 57a, 59a, 57b, and 59b swing up and down in the first embodiment, while in the second embodiment, the leaf springs 103a and 103b move up and down. Deflection is substituted.

However, the left and right rear wheels 3a and 3b do not move up and down independently with respect to the rear vehicle body 7 by the dodeon pipe 107, and both move up and down simultaneously or operate with the left and right inclination of the dodeon pipe 107.

In this case, the rear drive shafts 51a and 51b can change in angle between the left and right hub units 55a and 55b and the gear box 37b, and substantially the same function and effect as those of the first embodiment can be obtained.

Further, in the second embodiment, in addition to the rear suspensions 61a and 61b, leaf springs 103a and 103b are attached, and the vibration absorbing characteristics on the rear vehicle body 7 side are improved to make the leaf springs 103a and 103b to drive power and control. Power can also be supported with certainty.

Since the left and right leaf springs 103a and 103b are employed instead of the first and second arms 57a, 59a, 57b and 59b of the first embodiment, the structure can be simplified.

Besides, it is also possible to use a banjo type schematically shown in FIG. 21 as the axle suspension 53 for the suspension 11. FIG. 21 is a schematic rear view of the three-wheeled motor vehicle 1.

As shown in FIG. 21, the rear drive shaft 51 of the rigid axle is coupled to a power unit 37 including a banjo type gearbox. Left and right rear wheels 3a and 3b are attached to the rear drive shaft 51 via left and right hub units.

The axle case of the rear drive shaft 51 is suspended on the rear vehicle body by leaf springs 103a and 103b. The attachment structure of the leaf springs 103a and 103b is the same as described above.

Therefore, even in the case of the rear drive shaft 51 of the rigid axle, the rear vehicle body 7 can be rolled relative to the left and right rear wheels 3a, 3b by the left and right leaf springs 103a, 103b.

Therefore, even in the case of the rigid axle, the combination of the roll axis between the front and rear bodies and the roll axis by the suspension portion 11 can be provided, and the same function and effect as those of the first embodiment can be obtained.

22 to 25 relate to the third embodiment. FIG. 22 is a perspective view from the rear side with the passenger seat and the like of the three-wheeled motor vehicle 1 omitted. FIG. 23 is a side view of the three-wheeled motor vehicle 1 with the passenger seat and the like omitted. FIG. 24 is a plan view in which the passenger seat and the like of the three-wheeled motor vehicle 1 are omitted. FIG. 25 is a rear view of the three-wheeled motor vehicle 1 with the passenger seat and the like omitted.

The basic structure is the same as that of the first embodiment, and the same or corresponding components are denoted by the same reference numerals, and redundant description will be omitted.

As shown in FIGS. 22 to 25, the three-wheeled motor vehicle 1 according to the third embodiment has left and right independent suspension portions 53a having the suspension portions 11 and the first and second arms 57a, 59a, 57b and 59b in the same manner as the first embodiment. It is configured as 53b.

On the other hand, in the third embodiment, the rocking fulcrums of the rear drive shafts 51a, 51b, which are axles, are disposed at the rear positions of the rear drive shafts 51a, 51b.

The left and right side members 38a and 38b of the third embodiment rise from the lower front end, extend rearward through the curved portion and the inclined portion, and lower to the lower rear end through the curved portion.

The rear end portions of the left and right side members 38a and 38b protrude slightly behind the rear wheels 3a and 3b. However, the positions of the rear end portions of the side members 38a and 38b can be freely set.

The rear ends of the side members 38 a and 38 b are joined by a low loss member 109. The low work loss member 109 is bent at the center in the vehicle width direction, and both ends thereof are coupled and fixed to the lower end of the rear end of the side members 38a and 38b.

The left and right first arm joint brackets 65a and 67a are fixed to the rear surfaces of the left and right side members 38a and 38b by welding or the like on the outer surface in the vehicle width direction. The left and right second arm coupling brackets 65b, 67b are fixed to the lower loss member 109 by welding or the like.

The left and right first and second arms 57a, 59a, 57b, 59b are formed of square pipes in the same manner as in FIGS. 9 and 10 of the first embodiment, and are arranged in the direction opposite to the first embodiment. There is. Although not shown, bump rubbers corresponding to the bump rubber stop plate are attached to the left and right side members 38a and 38b.

The rear 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 to the The rocking fulcrums of the drive shafts 51a and 51b are rotation fulcrums of the coupling portions 57aa, 59aa, 57ba and 59ba with respect to the first and second arm coupling brackets 65a, 67a, 65b and 67b. In this connection, the connecting portions 57aa, 59aa, 57ba, 59ba have a rear diagonal (similar to FIG. 3).

The cylindrical portions of the left and right first and second arms 57a, 59a, 57b, 59b (similar to the cylindrical portions 63a, 63b of the first embodiment) are engaged with the axle cases of the rear drive shafts 51a, 51b as in the first embodiment. It is combined.

The left and right rear suspensions 61a and 61b are coupled to the shock brackets 69a and 69b and the support pins 75a and 75b on the side members 38a and 38b as in the first embodiment.

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 downward diversion angles (similar to FIG. 4).

The actions of the dihedral angle and the back diagonal angle are the same as in the first embodiment.

The power unit 37 of the third embodiment employs a gasoline engine 37c in place of the electric motor 37a of the first embodiment.

The gasoline engine 37c is mounted on the first cross member 111 side. The first cross member 111 is joined between the front sides of the side members 38a and 38b by welding or the like. In the third embodiment, the lock pins 91a and 91b of the swing lock 85 are fixed to the first cross member 111.

The gear box 37 b of the power unit 37 is fixed to a second cross member 113 replaced with the gear box mount panel 45 of the first embodiment. The second cross member 113 is joined between the front and rear middle portions of the side members 38a and 38b by welding or the like.

The inclined portion at the front of the side members 38a and 38b is formed to be inclined backward, and the reinforcing bar 33b of the seat mounting frame 33 is arranged to be inclined backward in accordance with the inclination of the id members 38a and 38b. The sheet support bar 33a is formed such that the longitudinal portion between the lower inclined portion and the upper horizontal portion is slightly inclined forward.

The seat attachment frame 33 is generally inclined rearward to the rear vehicle body 7 side, and the entire length of the front vehicle body frame 19 of the front frame 5 can be shortened.

Therefore, in the present embodiment in which the first and second arms 57a, 59a, 57b, and 59b are disposed behind the rear drive shafts 51a and 51b, the entire length can be made substantially the same as that of the first embodiment.

The battery of the third embodiment is small in size because it uses the gasoline engine 37c for the power unit 37, and can be disposed reasonably under the seat mounting frame 33.

The gasoline tank can be disposed between the rear sides of the side members 38a and 38b, though not shown.

The arrangement of the battery and the gasoline tank can also be changed between each other.

In this embodiment, in addition to the same operation and effect as the first embodiment can be achieved, a gasoline engine can be installed without difficulty.

In addition, the longitudinal length of the loading platform can be slightly expanded.

1 Three-wheeled motor vehicle (small vehicle)
3a, 3b Rear wheel 5 Front body 7 Rear body 9 Rolling unit 11 Suspension portion 37 Power unit 51, 51a, 51b Rear drive shaft (axle)
53 Axle Suspensions 53a, 53b Independent Suspensions 65a, 67a, 65b, 67b First and Second Arm Coupling Brackets (Swinging Point)
57aa, 59aa, 57ba, 59ba connection part (rocking fulcrum)

Claims (5)

A front body equipped with a passenger seat and supporting a front wheel steered by a steering wheel,
After supporting the power unit, the car body,
A rolling unit rotatably connecting a rear end of the front body and a front end of the rear body;
A suspension section that suspends left and right rear wheels coupled to the power unit by an axle on the rear body and enables the rear body to roll relative to the left and right rear wheels;
The small vehicle characterized by having. The small vehicle according to claim 1, wherein
The rolling unit is a unit bearing capable of supporting thrust load and radial load.
A small vehicle characterized by The small vehicle according to claim 2, wherein
The rolling unit is disposed between the rear end of the front body and the front end of the rear body.
A small vehicle characterized by The small vehicle according to any one of claims 1 to 3, wherein
The suspension is a left and right independent suspension or an axle suspension.
A small vehicle characterized by The small vehicle according to claim 4, wherein
The pivot point of the axle is located at the rear of the axle,
A small vehicle characterized by

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