JP2007269206A - Vehicle power transmission device - Google Patents

Abstract

A drive bevel gear that is linked and coupled to a counter shaft of a gear transmission mechanism built in an engine body, and a front and rear wheel drive shaft that is disposed in the vicinity of the center of the engine body along the vehicle width direction and extends in the longitudinal direction of the vehicle. In a vehicle power transmission device in which a driven bevel gear fixed to the engine is meshed within the engine body, the size of the engine body is avoided and the degree of freedom in arrangement of the components of the gear transmission mechanism is increased while the driven umbrella is Avoid interference of gears with gear transmission.
A transmission shaft 81 linked to and coupled to a counter shaft 54 and having an axis parallel to the counter shaft 54 is disposed below and behind the counter shaft 54, and a drive bevel gear 85 provided on the transmission shaft 81 and The driven bevel gears 86 are meshed with each other behind the axis of the transmission shaft 81.
[Selection] Figure 3

Description

  According to the present invention, an engine main body mounted on a vehicle has a gear speed change mechanism in which a gear train having a plurality of speed stages that can be alternatively established between a main shaft and a counter shaft extending in parallel to the vehicle width direction. A built-in drive bevel gear linked to and coupled to the counter shaft, and a driven bevel gear fixed to a front and rear wheel drive shaft that is disposed near the center of the engine body along the vehicle width direction and extends in the vehicle front-rear direction. The present invention relates to a power transmission device for a vehicle that is meshed in the engine body.

A countershaft of a gear transmission mechanism is disposed behind a crankshaft of an engine mounted on a saddle-ride type vehicle, and a drive bevel gear fixed to the countershaft and a driven bevel gear fixed to front and rear wheel drive shafts are provided. A power transmission device for a vehicle is known from Japanese Patent Application Laid-Open No. 2004-133260 that meshes with each other ahead of the axis of the drive bevel gear.
JP-A-60-179337

  However, since the driven bevel gear has a large diameter, like the one disclosed in Patent Document 1, the structure in which the drive bevel gear and the driven bevel gear mesh with each other in front of the axis of the drive bevel gear has a gear transmission mechanism. In order to prevent the driven bevel gear from interfering with the transmission gear, a sufficient space is ensured, the arrangement of the transmission gear in the portion corresponding to the driven bevel gear is avoided, or the portion corresponding to the driven bevel gear Therefore, it is necessary to devise arrangement of a transmission gear having a sufficiently small diameter. For this reason, the degree of freedom in arrangement of the transmission gears is reduced, and the size of the engine body is increased.

  The present invention has been made in view of such circumstances, and avoids an increase in the size of the engine body and increases the degree of freedom in arrangement of the components of the gear transmission mechanism, while interfering with the gear transmission mechanism of the driven bevel gear. It is an object of the present invention to provide a power transmission device for a vehicle that can avoid the above.

  In order to achieve the above object, the invention according to claim 1 is provided with a gear train having a plurality of shift stages which can be alternatively established between a main shaft and a counter shaft extending in parallel to the vehicle width direction. A gear transmission mechanism is built in an engine main body mounted on a vehicle, and is linked to and coupled to the counter shaft. A drive bevel gear is disposed in the vicinity of the center of the engine main body along the vehicle width direction and extends in the front-rear direction of the vehicle. In a vehicle power transmission device in which a driven bevel gear fixed to front and rear wheel drive shafts is meshed in the engine body, a transmission shaft having an axis parallel to and coupled to the counter shaft is provided. The drive bevel gear and the driven bevel gear which are arranged below the counter shaft and are provided on the transmission shaft are meshed with each other at the rear of the axis of the transmission shaft.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, the engine main body is inserted into the engine main body from the rear end of the engine main body along the front-rear direction of the vehicle and passes through the engine main body. The front part of the front and rear wheel drive shaft is pivotally supported via a first bearing at the front end of the engine body along the front and rear direction, and a bearing holding member that penetrates the rear part of the front and rear wheel drive shaft is detachably attached to the engine body. The driven bevel gear fitted to the front and rear wheel drive shaft from the rear end of the front and rear wheel drive shaft so as not to rotate relative to the front and rear wheel drive shaft and the bearing holding member. It is sandwiched between a second bearing held by a bearing holding member and an annular receiving step provided on the outer periphery of the front and rear wheel drive shafts.

  Further, in the invention according to claim 3, in addition to the configuration of the invention according to claim 1 or 2, the gear transmission mechanism has a reverse idle gear interposed in the middle of a transmission path between the main shaft and the counter shaft. A reverse gear train, and the rotational axis of the reverse idle gear is arranged in front of the transmission shaft.

  The ball bearing 89 of the embodiment corresponds to the first bearing of the present invention, and the ball bearing 92 of the embodiment corresponds to the second bearing of the present invention.

  According to the first aspect of the present invention, the driven bevel gear is linked and connected to the counter shaft of the gear transmission mechanism, and has a shaft line parallel to the counter shaft and disposed below the counter shaft. The driven bevel gear fixed to the front and rear wheel drive shafts meshes with the drive bevel gear behind the axis of the transmission shaft, so that the interference of the driven bevel gear with the gear transmission mechanism can Can be avoided while increasing the degree of freedom in arrangement of the components of the gear transmission mechanism.

  According to the invention described in claim 2, the front and rear wheel drive shafts are inserted into the engine main body from the rear so as to penetrate the engine main body, and are fitted to the front and rear wheel drive shafts from the rear end thereof so as not to be relatively rotatable. A driving bevel gear is provided between the front and rear wheel drive shafts and a bearing holding member that is detachably attached to the engine body and is held by the bearing holding member, and is provided on the outer periphery of the front and rear wheel drive shafts. Since it is sandwiched between the annular receiving steps, the driven bevel gear can be easily assembled to the front and rear wheel drive shafts after the front and rear wheel drive shafts are inserted into the engine body.

  According to a third aspect of the present invention, the reverse idle gear of the reverse gear train included in the gear speed change mechanism is disposed in front of the transmission shaft to which the drive bevel gear is fixed. Interference with the idle gear can be easily avoided without any special measures.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 8 show an embodiment of the present invention. FIG. 1 is a side view of a saddle-ride type vehicle, FIG. 2 is a side view of an engine body, and FIG. 3 is a cross-sectional view taken along line 3-3 of FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 2, FIG. 5 is a view taken along arrow 5 in FIG. 2, FIG. 6 is a circuit diagram showing the configuration of the hydraulic control unit, and FIG. 8 is a cross-sectional view taken along line 8-8 in FIG.

  First, in FIG. 1, a pair of left and right front wheels WF are suspended at a front portion of a body frame F included in a saddle-ride type vehicle for running on a wasteland, and a pair of left and right rear wheels WR are suspended at a rear portion of the body frame F. Is suspended. Between the front wheels WF... And the rear wheels WR..., An engine body 11 of, for example, a two-cylinder engine E is mounted on the body frame F, and the power from the engine E is used as the front wheels WF. Front and rear wheel drive shafts 12 for transmission to WR... Pass through the lower part of the engine body 11 with an axis along the front and rear direction of the vehicle body frame F, and the power output from the front ends of the front and rear wheel drive shafts 12 is transmitted. The power transmitted to the front wheels WF through the front drive shaft 13, the universal joint 14 and the front differential 15 and output from the rear end of the front and rear wheel drive shaft 12 is universal joint 16, the rear drive shaft 17 and It is transmitted to both rear wheels WR through the front differential 18.

  A vehicle body cover 19 that covers most of the vehicle body frame F and the engine E is attached to the vehicle body frame F, and a riding seat 20 is provided on the vehicle body cover 19. Further, a throttle body 21 for each cylinder is connected to the rear side wall of the cylinder head 31 in the engine body 11, and the upstream ends of both the throttle bodies 21 are disposed above the engine body 11 and in front of the riding seat 20. It is commonly connected to an air cleaner 22 covered with the vehicle body cover 19. Moreover, fuel injection valves 23 are attached to the throttle bodies 21. On the other hand, upstream ends of exhaust pipes 24 and 25 for each cylinder are connected to the front side wall of the cylinder head, and these exhaust pipes 24 and 25 face forward in the traveling direction of the saddle-ride type vehicle. The exhaust body 24 is curved so as to pass to the right side of the engine body 11, and the downstream ends of both exhaust pipes 24, 25 are connected to an exhaust muffler via a common exhaust pipe 26 common to the exhaust pipes 24, 25. 27, the exhaust muffler 27 is disposed behind the engine body 11.

  2 and 3, the engine body 11 includes a crankcase 29 that rotatably supports a crankshaft 28 whose axis is along the vehicle width direction (a direction perpendicular to the paper surface of FIG. 2), and the crankcase 29. A cylinder block 30 coupled to the upper portion, a cylinder head 31 coupled to the upper portion of the cylinder block 30, and a head cover 32 coupled to the upper portion of the cylinder head 31, and a pair of cylinder bores provided in the cylinder block 30 Pistons 34, 34 slidably fitted to 33, 33 are connected to the crankshaft 28 via connecting rods 42, 42 and crank pins 43, 43. Moreover, the axis of the cylinder bores 34, that is, the cylinder axis CL is inclined so as to rise forward when the engine body 11 is mounted on a saddle-ride type vehicle.

  The crankcase 29 is formed by joining upper and lower case halves 29a and 29b joined in a plane perpendicular to the rotation axis of the crankshaft 28, and the cylinder block 30 and the upper case 29a are formed integrally. Is done. Further, on the left side of the crankcase 29 with the saddle riding type vehicle facing forward, a plurality of first and second crankcase covers 35, 36 constituting a part of the engine body 11 are provided with a plurality of bolts 38. , 39... (See FIG. 2), and a third crankcase cover constituting a part of the engine body 11 is located on the right side of the crankcase 29 with the saddle riding type vehicle facing forward in the traveling direction. 37 is fastened by a plurality of bolts 40 (see FIG. 3). An oil pan 41 is fastened to the lower part of the crankcase 29.

  A generator 44 is accommodated between the first crankcase cover 35 and the crankcase 29, and the outer rotor of the generator 44 is attached to one end of the crankshaft 28 that rotatably penetrates the left side wall of the crankcase 29. 45 is fixed, and the inner stator 46 of the generator 44 is fixed to the first crankcase cover 35.

  A starter motor 47 is attached to the upper portion of the crankcase 29 as shown in FIG. 2, and a gear 48 to which power is transmitted from the starter motor 47 is connected to the outer rotor 45 via a one-way clutch 49. Connected to

  The other end of the crankshaft 28 that rotatably passes through the right side wall of the crankcase 29 is rotatably supported by a third crankcase cover 37, and a torque converter 51 is attached to the other end of the crankshaft 28. The

  A first main shaft 52 having an axis parallel to the crankshaft 28 is rotatably supported on the crankcase 29 behind the crankshaft 28 and penetrates the first main shaft 52 coaxially so as to be relatively rotatable. Both ends of the second main shaft 53 are rotatably supported by the crankcase 29 and the third crankcase cover 37. In addition, the axes of the first and second main shafts 53 and 54 are arranged on the split surface of the crankcase 29, that is, on the coupling surfaces of the upper and lower case halves 29a and 29b. Further, a counter shaft 54 having an axis parallel to the first and second main shafts 52 and 53 is disposed obliquely below the first and second main shafts 52 and 53. Two crankcase covers 36 and a crankcase 29 are rotatably supported.

  Between the crankcase 29 and the third crankcase cover 37, a transmission cylinder shaft 55 is mounted on the first main shaft 52 so as to be relatively rotatable. The transmission cylinder shaft 55 receives rotational power from the crankshaft 28. Power is transmitted through the torque converter 51, the drive gear 56 connected to the crankshaft 28 via the torque converter 51, the driven gear 57 and the damper spring 58 that mesh with the drive gear 56. A first hydraulic clutch 59 is provided between the transmission cylinder shaft 55 and the first main shaft 52, and is connected to the driven cylinder shaft 55 and the second main shaft 53 between the transmission cylinder shaft 55 and the second main shaft 53. A second hydraulic clutch 60 disposed at a position sandwiching 57 between the first hydraulic clutch 59 and the first hydraulic clutch 59 is provided so as to be connected according to the action of hydraulic pressure.

  The gear transmission mechanism 64 that constitutes the hydraulic automatic transmission 63 together with the first and second hydraulic clutches 59 and 60 is an alternative between the first and second main shafts 52 and 53 and the counter shaft 54. In this embodiment, the first speed gear train G1 and the third speed gear train are provided between the first main shaft 52 and the counter shaft 54. A gear train G3 and a reverse gear train GR are provided, and a second speed gear train G2 and a fourth speed gear train G4 are provided between the second main shaft 53 and the counter shaft 54.

  Referring also to FIG. 4, the first speed gear train G1 is rotatable relative to the first speed drive gear 65 provided integrally with the first main shaft 52 and the counter shaft 54 at a constant axial position. The third-speed gear train G3 includes a first-speed driven gear 66 that is supported by the first-speed drive gear 65 and meshes with the first-speed drive gear 65. The third-speed gear train G3 is provided integrally with the first main shaft 52. 67, and a third speed driven gear 68 that is rotatably supported by the counter shaft 54 at a constant axial position and meshes with the third speed drive gear 67. The reverse gear train GR includes a first reverse drive gear 65, a first reverse idle gear 69 that meshes with the first speed drive gear 65, and a second reverse idle gear that is formed integrally with the first reverse idle gear 69. The first and second reverse idle gears are composed of a gear 70 and a reverse driven gear 71 that is rotatably supported on the counter shaft 54 with a constant axial position and meshes with the second reverse idle gear 70. 69 and 70 are rotatably supported by a reverse idle shaft 72 having an axis parallel to the first main shaft 52, the second main shaft 53, and the counter shaft 54 and having both ends supported by the crankcase 29. . Moreover, the axis of the first and second reverse idle gears 69 and 70, that is, the axis of the reverse idle shaft 72, is disposed in front of the counter shaft 54 as shown in FIG.

  The second speed gear train G2 is capable of axially sliding operation within a limited range with a second speed drive gear 73 supported relative to the second main shaft 53 so that the axial position is constant. And a second speed driven gear 74 that is supported on the counter shaft 54 and is engaged with the second speed drive gear 73 so as not to rotate relative to the countershaft 54. The fourth speed gear train G4 has a constant axial position. And a fourth-speed drive gear 75 that is rotatably supported on the second main shaft 53 and meshed with the fourth-speed drive gear 75 that is rotatably supported on the counter shaft 54 with the axial position being constant. And a fourth speed driven gear 76.

  A first shifter 77 is splined to the counter shaft 54 between the first and third speed driven gears 66 and 68, and the first shifter 77 is engaged with the first speed driven gear 66. A position for establishing the first speed gear train G1, a position for engaging the third speed driven gear 68 to establish the third speed gear train G3, and the first and third speed driven gears 66, 68. It is possible to move in the axial direction of the counter shaft 54 by switching between intermediate positions that do not engage any of them. A second shifter 78 is splined to the second main shaft 53 between the second-speed drive gear 73 and the fourth-speed drive gear 75, and the second shifter 78 is connected to the second-speed drive gear 75. 73 is engaged with the second speed gear train G2 to establish the second speed gear train G2, is engaged with the fourth speed drive gear 75 is established with the fourth speed gear train G4, and the second and fourth speeds. It is possible to move in the axial direction of the second main shaft 53 by switching between an intermediate position that is not engaged with any of the drive gears 73 and 75. Further, the second speed driven gear 74 of the second speed gear train G2 maintains the meshed state with the second speed drive gear 73, and engages with the reverse driven gear 71 and the reverse driven gear wheel. The second shifter 78 is movable in the axial direction between the positions where the engagement with 97 is released, and the second shifter 78 is in an intermediate position where it does not engage with any of the second and fourth speed drive gears 73 and 75. The reverse gear train GR is established by moving the second-speed driven gear 74 to a position where it is engaged with the reverse driven gear 71.

  Thus, when the first hydraulic clutch 89 is in the power transmission state and power is transmitted from the crankshaft 28 to the first main shaft 52, the first speed gear train G1, the third speed gear train G3, and Power is transmitted from the first main shaft 52 to the counter shaft 54 via a gear train that is alternatively established in the reverse gear train GR, and the second hydraulic clutch 60 is in a power transmission state and the second main shaft. 53, when power is transmitted from the crankshaft 28 to the counter shaft from the second main shaft 53 via a gear train alternatively established from the second gear train G2 and the fourth gear train G4. Power is transmitted to 54.

  Incidentally, power for driving the first shifter 77, the second shifter 78, and the second speed driven gear 74 in the axial direction is obtained by a shift motor 80 (see FIG. 2) attached to the upper part of the crankcase 29.

  As clearly shown in FIG. 2, a transmission shaft 81 having an axis parallel to the counter shaft 54 is disposed below and behind the counter shaft 54. The transmission shaft 81 includes the second crankcase cover 36, the crankshaft A support cylinder 82 attached to the case 29 is rotatably supported. In addition, the drive gear 83 fixed to the counter shaft 54 between the crankcase 29 and the second crankcase cover 36 is meshed with the driven gear 84 fixed to the transmission shaft 81, and interlocked with the transmission shaft 81 counter shaft 54. Connected.

  Referring also to FIG. 5, the front and rear wheel drive shafts 12 that pass through the lower part of the crankcase 29 in the engine body 11 in the front-rear direction are disposed in the vicinity of the center C of the engine body 11 along the vehicle width direction. A drive bevel gear 85 provided integrally with the transmission shaft 81 meshes with a driven bevel gear 86 fixed to the front and rear wheel drive shaft 12 behind the axis of the transmission shaft 81.

  By the way, the precursor wheel drive shaft 12 is inserted into the engine body 11 from the rear end of the engine body 11 to the front and penetrates the engine body 11, and the front part of the front and rear wheel drive shaft 12 is As shown in FIG. 2, an annular seal member 90 is interposed between the front and rear wheel drive shafts 12 and the crankcase 29 outside the ball bearing 89 and supported by the crankcase 29 via a ball bearing 89. .

  On the other hand, an opening 91 having a larger diameter than the driven bevel gear 86 is provided at the rear end of the crankcase 29 so that the front and rear wheel drive shafts 12 can be inserted. On the other hand, a bearing holding member 93 having a cylindrical portion 93 a that penetrates the rear portion of the front and rear wheel drive shaft 12 is fastened to the crankcase 29 by a plurality of bolts 95.

  Moreover, the driven bevel gear 86 is fitted to the front and rear wheel drive shaft 12 so as not to be relatively rotatable from the rear end of the front and rear wheel drive shaft 12, and the inner ring 92a of the ball bearing 92 held by the holding member 93; A driven bevel gear 86 is sandwiched between an annular receiving step portion 12a provided on the outer periphery of the front and rear wheel drive shaft 12 and facing rearward. Further, an annular seal member 94 is interposed between the cylindrical portion 93 a of the bearing holding member 93 and the front and rear wheel drive shafts 12 outside the ball bearing 92.

  In FIG. 6, the hydraulic pressures of the first and second hydraulic clutches 59 and 60 in the hydraulic automatic transmission 63 are controlled by a hydraulic control unit 98 including a plurality of control valves including control valves that are electrically controlled. In this embodiment, the hydraulic control unit 98 includes first to fifth control valves 101, 102, 103, 104, and 105.

  A first control valve 101 interposed in the middle of the common oil passage 106 communicating with the hydraulic power source 100 is a linear solenoid valve that moderates an increase in hydraulic pressure at the start of hydraulic oil supply by changing the output hydraulic pressure in accordance with the energization current. It is. The second control valve 102 is a normally open solenoid valve connected to the common oil passage 106 between the hydraulic pressure source 100 and the first control valve 101.

  The third control valve 103 selectively switches the individual oil passage 107 communicating with the first hydraulic clutch 59 and the individual oil passage 108 communicating with the second hydraulic clutch 60 to the downstream end of the common oil passage 106. When the second control valve 102 is opened, the individual oil passage 108 communicating with the second hydraulic clutch 60 is communicated with the common oil passage 106 when the hydraulic pressure of the hydraulic source 100 is applied to the pilot chamber 109 when the second control valve 102 is opened. At the same time, the individual oil passage 107 communicating with the first hydraulic clutch 59 is connected to the release oil passage 110, and the first hydraulic clutch 59 is released in response to the release of the hydraulic pressure in the pilot chamber 109 when the second control valve 102 is closed. The individual oil passage 107 communicating with the second oil pressure clutch 60 is communicated with the common oil passage 106 and the individual oil passage 108 communicating with the second hydraulic clutch 60 is communicated with the release oil passage 111.

  The fourth control valve 104 is a switching valve that releases the hydraulic pressure of the release oil passage 110 when the hydraulic pressure of the individual oil passage 108 is high, and the fifth control valve 105 is when the hydraulic pressure of the individual oil passage 107 is high. It is a switching valve for releasing the hydraulic pressure of the release oil passage 111. Discharge ports 112 and 113 for gradually releasing the hydraulic pressures of the release oil passages 110 and 111 when the fourth and fifth control valves 104 and 105 are closed are provided in the intermediate portions of the release oil passages 110 and 111, respectively. Yes.

  Referring to FIGS. 7 and 8 together, the hydraulic control unit 98 includes first to fifth control valves 101 to 105 that are stacked in a plurality of layers on the top and bottom of the crankcase 29, that is, the upper case half 29. Mounted on top.

  Thus, the hydraulic control unit 98 includes the valve housing 114 of the first control valve 101, the valve housing 115 of the second control valve 102, the valve housing 116 of the third control valve 103, and the fourth and fifth control valves 104 and 105. A common valve housing 117 is stacked from above and attached to the upper part of the crankcase 29 in a state of being coupled to each other, and an oil passage 118 for guiding the hydraulic pressure from the hydraulic source 100 in the engine body 11. Is connected to the valve housing 115.

  In addition, although the cylinder axis CL of the engine body 11 is inclined forwardly upward, the hydraulic control unit 98 is arranged on the opposite side of the inclination direction of the cylinder axis CL, that is, on the rear side of the cylinder block 30 and above the crankcase 29. Installed on.

  In addition, as clearly shown in FIG. 5, the hydraulic control unit 98, the starter motor 47, and the shift motor 80 are arranged on one side of the crankcase 29 (in this embodiment, the left side) ) Whereas the exhaust pipes 24 and 25 are arranged outside the engine body 11, the exhaust pipes 24 and 25 are arranged on the upper part.

  Next, the operation of this embodiment will be described. A transmission shaft 81 that is linked and connected to the counter shaft 54 of the gear transmission mechanism 64 and has an axis parallel to the counter shaft 54 is disposed below and behind the counter shaft 54. A driven bevel gear 86 disposed near the center C of the engine body 11 along the vehicle width direction and fixed to the front and rear wheel drive shafts 12 extending in the front-rear direction of the vehicle is located behind the axis of the transmission shaft 81 in the engine body 11. Since it meshes with the driving bevel gear 85 provided on the transmission shaft 81, the interference of the driven bevel gear 86 with the gear transmission mechanism 64 prevents the engine body 11 from being enlarged and the arrangement of the components of the gear transmission mechanism 64 This can be avoided while increasing the degree of freedom.

  Further, the front portion of the front and rear wheel drive shaft 12 that is inserted into the engine body 11 from the rear end of the engine body 11 forward and passes through the engine body 11 is pivotally supported on the front end of the engine body 11 via a ball bearing 89. A bearing holding member 93 penetrating the rear part of the front and rear wheel drive shaft 12 is detachably attached to the engine body 11 and is fitted to the front and rear wheel drive shaft 12 from the rear end of the front and rear wheel drive shaft 12 so as not to be relatively rotatable. A driven bevel gear 86 is provided between the front and rear wheel drive shaft 12 and the bearing holding member 93 so as to be interposed between the ball bearing 92 held by the bearing holding member 93 and the outer periphery of the front and rear wheel drive shaft 12. Since the front and rear wheel drive shafts 12 are inserted into the engine body 11, the driven bevel gear 86 can be easily assembled to the front and rear wheel drive shafts 12 because they are sandwiched between the annular receiving step portion 12a. Can.

  Further, the gear transmission mechanism 64 includes a reverse gear train GR in which first and second reverse idle gears 69 and 70 are interposed in the middle of the transmission path between the first main shaft 51 and the counter shaft 54. Since the rotation axes of the first and second reverse idle gears 69 and 70 are arranged in front of the transmission shaft 81, the interference of the driven bevel gear 86 with the first and second reverse idle gears 69 and 70 is specially devised. It can be easily avoided without applying.

  Also, a hydraulic automatic transmission 63 that switches the gear ratio by controlling the hydraulic pressure is built in the engine body 11, and from the first to fifth control valves 101 to 105 that control the hydraulic pressure of the hydraulic automatic transmission 63. The hydraulic control unit 98 is attached to the upper part of the crankcase 29 that constitutes a part of the engine main body 11, so that the scattered matter scattered from the ground as the saddle riding type vehicle travels hits the hydraulic control unit 98. This is prevented by the case 29, and no special measures for protecting the hydraulic control unit 98 are required.

  In addition, the hydraulic control unit 98 is configured such that the first to fifth control valves 101 to 105 are stacked in a plurality of layers on the upper and lower sides, and the hydraulic control unit 98 is mounted on the upper portion of the crankcase 29 so that the layers are assembled in order from the bottom. By being able to attach 98, the assembly | attachment property to the crankcase 29 of the hydraulic control unit 98 can be improved.

  Further, the cylinder axis CL of the engine body 11 is inclined, and the hydraulic control unit 98 is attached to the upper part of the crankcase 29 on the side opposite to the direction of inclination of the cylinder axis CL. Can be prevented from reaching the hydraulic control unit 98.

  Of the first to fifth control valves 101 to 105, the first and second control valves 101 and 102 are electrically controlled valves. The hydraulic control unit 98, the starter motor 47, the shift motor 80, Is concentrated on one side upper part of the crankcase 29, so that the concentration of wiring can be simplified and the weight can be reduced, and the exhaust pipes 24, 25 are disposed outside the engine body 11 on the other side. Therefore, it is possible to prevent the influence of heat radiation from the exhaust pipes 24 and 25 from reaching the hydraulic control unit 98, the starter motor 47, and the shift motor 80.

  Further, the crankcase 29 is formed by connecting the upper case half 29a and the lower case half 29b so as to be vertically splittable, and the hydraulic control unit 98 is attached to the upper part of the upper case half 29a. The hydraulic control unit 98 can be stably attached to the upper case half 29a without being restricted by 29 split surfaces.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

It is a side view of a saddle-ride type vehicle. It is a side view of an engine body. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a view taken in the direction of arrow 5 in FIG. 2. It is a circuit diagram which shows the structure of a hydraulic control unit. FIG. 7 is a view taken in the direction of arrow 7 in FIG. 1. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 7.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Engine main body 12 ... Front-and-rear wheel drive shaft 12a ... Step part 52, 53 ... Main shaft 54 ... Counter shaft 64 ... Gear transmission mechanism 69, 70 ... Reverse idle Gear 81 ... Transmission shaft 85 ... Drive bevel gear 86 ... Driven bevel gear 89 ... Ball bearing 92 as a first bearing ... Ball bearing 93 ... a bearing as a second bearing Holding member C ... center G1 to G4 of engine body ... gear train GR ... reverse gear train

Claims (3)

  A gear having a plurality of gear trains (G1 to G5, Gr) which can be alternatively established between a main shaft (52, 53) and a counter shaft (54) extending parallel to the vehicle width direction. A transmission mechanism (64) is built in an engine body (11) mounted on the vehicle, and is linked to and coupled to the counter shaft (54). A drive bevel gear (85) and the engine body (11 along the vehicle width direction) ) And a driven bevel gear (86) fixed to a front and rear wheel drive shaft (12) extending in the front-rear direction of the vehicle and disposed in the vicinity of the center (C) of the vehicle. In the transmission device, a transmission shaft (81) coupled to and coupled to the counter shaft (54) and having an axis parallel to the counter shaft (54) is disposed below and behind the counter shaft (54). Before being provided on the shaft (81) Drive bevel gear (85) and said driven bevel gear (86), a power transmission device for a vehicle, characterized in that it is mutually engaged behind the axis of the transmission shaft (81).   A front portion of the front and rear wheel drive shaft (12) inserted into the engine body (11) from the rear end of the engine body (11) along the front-rear direction of the vehicle and passing through the engine body (11), A bearing holding member (93) that is pivotally supported via a first bearing (89) at the front end of the engine body (11) along the front-rear direction and penetrates the rear part of the front-rear wheel drive shaft (12) is removable. The driven bevel gear (86), which is attached to the main body (11) and is fitted to the front and rear wheel drive shaft (12) from the rear end of the front and rear wheel drive shaft (12) so as not to rotate relative to the front and rear wheel drive shaft (12), (12) and the second bearing (92) held by the bearing holding member (93) so as to be interposed between the bearing holding member (93) and the outer periphery of the front and rear wheel drive shaft (12). Clamped with the annular receiving step (12a) provided Power transmission apparatus for a vehicle according to claim 1, characterized in that it is.   The gear transmission mechanism (64) includes a reverse gear train (GR) in which a reverse idle gear (69, 70) is interposed in the middle of a transmission path between the main shaft (51) and the counter shaft (54). The power transmission device for a vehicle according to claim 1 or 2, characterized in that the rotational axis of the reverse idle gear (69, 70) is arranged in front of the transmission shaft (81).

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