Speed reduction device

Abstract

The invention provides a speed reduction device. The speed reduction device is provided with a housing (CA). A housing (CA) that houses an input shaft member (X11) and an output shaft member (X20), the input shaft member (X11) rotating about an input axis (AX1); and an output shaft member (X20) which is disposed parallel to the input shaft member (X11), rotates in the same direction as the input shaft member (X11), and rotates about an output axis (AX2), and a housing (CA) which is provided with a connection part (M) which can be connected to a vehicle body and is positioned between the input axis (AX1) and the output shaft (AX2), whereby the connection part (M) can be connected to the vehicle body. According to the present invention, it is possible to provide a reduction gear having a housing (CA) which has improved strength and durability while being lightweight.

Description

Technical Field

[0001] This invention relates to a deceleration device for a straddle-type vehicle. Background Technology

[0002] As a straddle-type vehicle, a well-known example is the vehicle described in Patent Document 1. In the vehicle described in Patent Document 1, power output from a prime mover and a transmission mounted in the center of the vehicle body is transmitted via a final reduction gear mounted on the rear of the vehicle body via a drive shaft.

[0003] Furthermore, as a straddle-type vehicle, a well-known example is the vehicle described in Patent Document 2. In the vehicle described in Patent Document 2, power output from a prime mover and a transmission mounted in the center of the vehicle body is transmitted to the rear wheel via a drive belt.

[0004] The housing housing the drive belt is connected to the vehicle body via a mount that protrudes forward of the input shaft and to the vehicle body via a mount that protrudes rearward of the output shaft.

[0005] On the other hand, for example, as described in Patent Document 3, if we assume that a speed reduction device having an intermediate shaft connected to separate input and output shafts and whose respective connecting parts mesh with bevel gears is applied to a straddle-type vehicle, its configuration is as follows.

[0006] In a reduction gear using a gear mechanism, the power output from the transmission is transmitted via a chain or the like to a first shaft (input shaft) extending in the vehicle width direction, and to a bevel gear that meshes with a bevel gear formed on the first shaft and is formed at one end of a second shaft (intermediate shaft), wherein the second shaft is orthogonal to the first shaft.

[0007] Next, the power transmitted to the second shaft meshes with a bevel gear formed on the other end of the second shaft and on a bevel gear formed on the third shaft (output shaft) pointing in the vehicle width direction, and is transmitted to the left and right rear wheels of the vehicle through a differential device formed on the third shaft.

[0008] Existing technical documents Patent documents

[0009] Patent Document 1: Japanese Patent Publication No. 2001-328410 Patent Document 2: Japanese Patent Publication No. 2016-145609 Patent Document 3: Japanese Patent Publication No. 8-42670 Summary of the Invention

[0010] The technical problem that the invention aims to solve

[0011] When a reduction gear as described above is used, the meshing reaction force of the bevel gears acts on the bearings that rotatably support the separate first and third shafts. Additionally, the tension of the chain meshing with the sprockets at the ends acts on the first shaft, and a bending load is applied to the first shaft components. Furthermore, this bending load causes a load that bends the housing vertically (in the pitch direction).

[0012] Furthermore, when the deceleration device configured in this way is installed on the vehicle body with the structure described in Patent Document 2, it is subjected to meshing reaction force and bending load. The central part of the cylindrical housing, including the second shaft, is subjected to vertical bending load. If the rigidity of the housing is low and it deforms elastically, in addition to the reduction in the strength of the housing, the gear meshing cannot be performed accurately. Besides the reduction in the strength of the gears, the meshing noise may also worsen.

[0013] In order to solve such problems, the shell size is increased, which increases the mass of the shell and affects the characteristics of the vehicle. In addition, increasing the size of the shell also affects the layout of surrounding components.

[0014] To address the aforementioned problems, the present invention aims to provide a deceleration device with a housing that is lightweight while also improving strength and durability.

[0015] Technical solutions for solving technical problems

[0016] To achieve the above objectives, the deceleration device of the present invention has a connecting part that can be connected to the vehicle body at a position between the input axis and the output axis for housing the input shaft component and the output shaft component. The input shaft component is rotatable about the input axis; the output shaft component is arranged parallel to the input shaft component and rotates in the same direction as the input shaft component and about the output axis.

[0017] Invention Effects

[0018] According to the present invention, it is possible to provide a deceleration device having a housing that is lightweight while also improving strength and durability. Attached Figure Description

[0019] Figure 1 This is a perspective view showing the deceleration device according to the first embodiment of the present invention.

[0020] Figure 2 This is a left view showing the deceleration device according to the first embodiment of the present invention.

[0021] Figure 3 This is a right view showing the deceleration device according to the first embodiment of the present invention.

[0022] Figure 4 This is a bottom view showing the deceleration device according to the first embodiment of the present invention.

[0023] Figure 5 yes Figure 3 VV sectional view.

[0024] Figure 6 yes Figure 3 Sectional view VI-VI.

[0025] Figure 7 yes Figure 3 Sectional view VII-VII.

[0026] Figure 8 This is a right view showing the deceleration device according to the second and third embodiments of the present invention.

[0027] Figure 9 The deceleration device according to the second embodiment of the present invention is... Figure 8 IX-IX sectional view.

[0028] Figure 10 This refers to the deceleration device according to the third embodiment of the present invention. Figure 8 IX-IX sectional view.

[0029] Figure 11 This is a right view showing the deceleration device according to the fourth embodiment of the present invention.

[0030] Figure 12 This is a right view showing the deceleration device according to the fifth embodiment of the present invention.

[0031] Figure 13 yes Figure 12 Sectional view XIII-XIII. Detailed Implementation

[0032] <First Embodiment> Reference Figures 1-7 The deceleration device S1 according to the first embodiment of the present invention will be described in detail.

[0033] In addition, the same reference numerals are used to label the same structural elements in the drawings, and repeated descriptions are omitted.

[0034] The deceleration device S1 in this embodiment is installed on a four-wheeled straddle-type vehicle (not shown), also known as an off-road vehicle.

[0035] In addition, the reduction device S1 reduces the rotational speed of the prime mover (not shown) output through the transmission (not shown), thereby increasing the rotational torque and transmitting it to the axle (not shown) of the rear wheel (not shown).

[0036] The reduction gear S1 has a housing CA, an input shaft assembly X11, a differential gear X20 (output shaft assembly), and a bevel gear mechanism TM1 (transmission device TM) (see reference). Figure 5 ).

[0037] The outer casing CA has a hollow shell shape, and its interior forms an input-side receiving chamber CR1, an output-side receiving chamber CR2, and a transmission receiving chamber CR3.

[0038] The input-side containment chamber CR1 is located in front of the outer casing CA, and the output-side containment chamber CR2 is located behind the outer casing CA.

[0039] Furthermore, a transmission housing CR3 is formed by connecting these input-side housings CR1 and output-side housings CR2.

[0040] In addition, the outer casing CA is divided into three parts: the front part C1, the rear part C2, and the central part C3 (see reference). Figure 1 , Figure 2 ).

[0041] The front part C1 and the central part C3 of the housing are separated by a plane (input side dividing plane CF1) along the vertical direction including the input axis AX1, which is set along the vehicle width direction.

[0042] In addition, the central part C3 and the rear part C2 of the housing are separated along the vehicle width direction by a plane (output side dividing plane CF2) along the vertical direction including the output axis AX2, which is set parallel to the input axis AX1.

[0043] That is, the outer casing CA is divided into three parts by the input-side dividing surface CF1, which includes the input axis AX1, and the output-side dividing surface CF2, which includes the output axis AX2.

[0044] Furthermore, the front part C1 and the central part C3 of the outer casing, as well as the central part C3 and the rear part C2 of the outer casing, are fastened by fastening bolts FB that engage with fastening part F.

[0045] Furthermore, the outer shell CA is equipped with a mounting bracket M (connecting part), which is mounted to the body frame VF (refer to) via mounting bolts MB (connecting bolts). Figure 3 , Figure 4 ).

[0046] In addition, the vehicle body frame VF has a ladder shape that extends in the longitudinal direction of the vehicle.

[0047] Furthermore, at the intersection of the pair of vertical bars and multiple horizontal bars that form the ladder shape, there is a connection point for the suspension M.

[0048] The fastening part F consists of an upper fastening part FFU on the input side, a lower fastening part FFB on the input side, an upper fastening part FRU on the output side, and a lower fastening part FRB on the output side (see reference). Figures 1 to 4 ).

[0049] The upper fastening part FFU on the input side is configured such that a through hole is formed on the upper part of the front part C1 of the housing across the input side dividing surface CF1, and an internal thread is formed on the upper part of the central part C3 of the housing. The fastening bolt FB passes through the through hole and engages with the internal thread.

[0050] The input-side lower fastening part FFB is configured such that a through hole is formed in the lower part of the front part C1 of the housing across the input-side dividing surface CF1, and an internal thread is formed in the lower part of the central part C3 of the housing. The fastening bolt FB passes through the through hole and engages with the internal thread.

[0051] The output-side upper fastening part FRU is configured such that a through hole is formed in the upper part of the rear part C2 of the housing across the output-side dividing surface CF2, and an internal thread is formed in the upper part of the central part C3 of the housing. The fastening bolt FB passes through the through hole and engages with the internal thread.

[0052] The lower fastening part FRB on the output side is configured such that a through hole is formed in the lower part of the rear part C2 of the housing across the output side dividing surface CF2, and an internal thread is formed in the lower part of the central part C3 of the housing. The fastening bolt FB passes through the through hole and engages with the internal thread.

[0053] The suspension M (connector) consists of the input-side left suspension MFL, the input-side right suspension MFR, the output-side left suspension MRL, and the output-side right suspension MRR (see reference). Figure 3 , Figure 4 ).

[0054] In addition, each suspension M is on the bottom surface of the housing CA, and is formed by a seat surface having an internally threaded hole that opens downward in the vertical direction.

[0055] Furthermore, each suspension M is positioned between the input axis AX1 and the output axis AX2.

[0056] That is, each suspension M is positioned vertically below the output axis AX2.

[0057] In other words, each suspension M is formed in the vertical direction at a position lower than the imaginary straight line L connecting the input axis AX1 and the output axis AX2.

[0058] The input-side left suspension MFL is located at the lower vertical part of the meshing part of the input gear T11 (input bevel gear) and the input-side transmission gear T13 (input-side transmission bevel gear), which will be described later.

[0059] Additionally, the left input mount MFL is positioned between the left input boss B1L and the left output boss B2L.

[0060] The input-side right suspension MFR is located at the lower vertical part of the meshing part of the input gear T11 and the input-side transmission gear T13.

[0061] Additionally, the input-side right suspension MFR is positioned between the right input boss B1R and the right output boss B2R.

[0062] The output-side left suspension MRL is located at the lower vertical part of the meshing part of the output gear T12 (output bevel gear) and the output-side transmission gear T14 (output-side transmission bevel gear), which will be described later.

[0063] In addition, the left output mount MRL is positioned between the left input boss B1L and the left output boss B2L.

[0064] The output-side right suspension MRR is located at the lower vertical part of the meshing part of the output gear T12 and the output-side transmission gear T14.

[0065] In addition, the right suspension mount MRR on the output side is positioned between the right input boss B1R and the right output boss B2R.

[0066] The input shaft assembly X11 is housed in the input-side housing CR1, and the differential gear X20 (output shaft assembly) is housed in the output-side housing CR2 (see reference). Figure 5 ).

[0067] Furthermore, a transmission device TM is housed in the transmission housing CR3, which connects the input shaft component X11 and the differential device X20.

[0068] Additionally, reinforcing ribs R are provided on the outer surfaces of the left side wall CSL and the right side wall CSR facing the vehicle width direction on the outer shell CA.

[0069] That is, multiple reinforcing ribs R are erected on the outer peripheral surface of the outer shell CA.

[0070] The input shaft component X11 is rotatably supported with the input shaft AX1, which is set along the vehicle width direction, as the rotation center.

[0071] The input shaft component X11 is rotatably supported on the housing CA by a pair of input bearings X12, with its left end penetrating the left side wall CSL of the housing CA and exposed.

[0072] The input bearing X12 consists of the right input bearing X12R and the left input bearing X12L.

[0073] The right input bearing X12R is embedded in the right input boss B1R (input boss B1) formed on the inner surface of the right side wall CSR of the input side receiving chamber CR1, and rotatably supports the right end of the input shaft component X11.

[0074] The left input bearing X12L is embedded in the left input boss B1L (input boss B1) formed on the inner surface of the left side wall CSL of the input side receiving chamber CR1, and rotatably supports the left end of the input shaft component X11.

[0075] Additionally, a sprocket X13 (input point) is provided on the left end of the input shaft component X11, which is exposed outside the housing CA, and the power output from the transmission is input to the input shaft component X11 through the mounted chain (not shown).

[0076] When the vehicle turns, the differential device X20 (output shaft component) generates a corresponding rotational difference based on the inner wheel difference between the inner and outer axles, and simultaneously distributes and transmits the driving force to the inner and outer axles.

[0077] The differential device X20 consists of a differential housing X21, a pair of pinions X23, and left and right side gears X24. The left and right side gears X24 are splinedly connected to the left and right axles (not shown).

[0078] Furthermore, the rotational force of the input differential housing X21 is transmitted to the left and right axles through the pinion X23 and the side gear X24.

[0079] The differential housing X21 is rotatably supported on the outer casing CA by a pair of output bearings X22 along the vehicle width direction with the output axis AX2, which is set parallel to the input axis AX1, as the rotation center.

[0080] The output bearing X22 consists of the right output bearing X22R and the left output bearing X22L.

[0081] The right output bearing X22R is embedded in the right output boss B2R (output boss B2) formed on the inner surface of the right side wall CSR of the output side housing CR2, and rotatably supports the right end of the differential housing X21.

[0082] The left output bearing X22L is embedded in the left output boss B2L (output boss B2) formed on the inner surface of the left side wall CSL of the output side housing CR2, and rotatably supports the left end of the differential housing X21.

[0083] The side gear X24 is rotatably supported in the differential housing X21 with the output shaft AX2 as the center of rotation.

[0084] Furthermore, the left and right axles (not shown) rotate around the output axis AX2 as the center of rotation.

[0085] That is, the differential device X20 is set in such a way that the rotation axis of the rear wheel axle and the differential housing X21 is aligned with the output axis AX2.

[0086] The transmission device TM is composed of a bevel gear mechanism TM1 using bevel gears. The rotational force input to the input shaft component X11 is transmitted to the output gear T12, which constitutes the differential device X20 (output shaft component), through the first transmission shaft component T10 (transmission shaft component).

[0087] The bevel gear mechanism TM1 is connected such that when the rotational force is transmitted, the differential device X20 rotates in the same direction as the rotation of the input shaft component X11.

[0088] The bevel gear mechanism TM1 has a first drive shaft component T10, an input gear T11 (input bevel gear), an input-side drive gear T13 (input-side drive bevel gear), an output-side drive gear T14 (output-side drive bevel gear), and an output gear T12 (output bevel gear).

[0089] The first drive shaft component T10 is disposed between the input shaft AX1 and the output shaft AX2, and is rotatably supported with the drive shaft AX3 (the first drive shaft) as the rotation center.

[0090] The drive axis AX3 is set in a manner that is orthogonal to the input axis AX1.

[0091] The input gear T11 is a gear formed on the right end side of the input shaft component X11.

[0092] The input-side transmission gear T13 is a gear formed on the front end side of the first transmission shaft component T10.

[0093] The input gear T11 and the input-side transmission gear T13 are composed of meshable bevel gears.

[0094] The output-side transmission gear T14 is a gear formed on the rear end side of the first transmission shaft component T10.

[0095] The output gear T12 is a ring gear formed on the outer periphery of the differential housing X21.

[0096] The output-side transmission gear T14 and the output gear T12 are composed of meshable hypoid gears.

[0097] The front end of the first drive shaft component T10 is rotatably supported on the front end of the drive housing CR3 via the input-side drive bearing T15.

[0098] The rear end of the first drive shaft component T10 is rotatably supported on the rear end of the drive housing CR3 by the output-side drive bearing T16.

[0099] The input-side drive bearing T15 is embedded in the input-side drive boss B3 formed on the inner surface of the front end of the drive unit housing CR3, and rotatably supports the front end of the first drive shaft component T10.

[0100] The output-side drive bearing T16 is embedded in the output-side drive boss B4 formed on the inner surface of the rear end of the drive unit housing CR3, and rotatably supports the rear end of the first drive shaft component T10.

[0101] The reinforcing rib R is composed of the left reinforcing rib RL and the right reinforcing rib RR (see reference). Figures 1-3 ).

[0102] The left reinforcing rib RL is erected on the outer peripheral surface of the left side wall CSL of the outer casing CA, along the input axis AX1 (see reference). Figure 1 , Figure 2 ).

[0103] The left reinforcing rib RL is composed of the upper left convex rib RL1, the upper left convex middle rib RL2, the upper left convex lower rib RL3, the lower left convex rib RL4, the upper left anterior ascending rib RL5, and the lower left anterior descending rib RL6.

[0104] The right reinforcing rib RR is erected on the outer peripheral surface of the right side wall CSR of the outer shell CA, along the input axis AX1.

[0105] The right reinforcing rib RR is composed of the right upper convex rib RR1, the right lower convex rib RR2, the right anterior ascending rib RR3, and the right anterior descending rib RR4.

[0106] Next, the effects of the deceleration device S1 in this embodiment will be explained.

[0107] In the deceleration device S1 of this embodiment, the input side left suspension MFL, the input side right suspension MFR, the output side left suspension MRL, and the output side right suspension MRR are provided as suspension M (connection part).

[0108] In addition, these suspension mounts M are positioned in the housing CA near the sprocket X13 (input point), input axis AX1, and output axis AX2, and are connected and fixed to the body frame VF.

[0109] Furthermore, when the reduction gear S1 transmits the input rotational force from the input shaft component X11 to the differential housing X21 (output shaft component), bending loads in the vertical direction (pitch direction) and torsional loads in the horizontal direction (swing direction) act on the central part C3 of the housing.

[0110] To address this bending load, by placing the suspension M (connector) between the input axis AX1 and the output axis AX2 as in this embodiment, the input point and the connector can be brought closer together, thus suppressing bending in the vertical direction and twisting in the horizontal direction.

[0111] Therefore, it is possible to avoid making the housing CA of the deceleration device S1 larger, thereby improving strength and durability while reducing weight.

[0112] Furthermore, since the overall size of the device can be avoided, the layout of surrounding components can be improved when the deceleration device S1 is installed in the vehicle.

[0113] Furthermore, by suppressing the bending deformation of the housing CA, it is possible to maintain the proper meshing state of the gears constituting the transmission device TM.

[0114] This ensures the strength and durability of the transmission device™, while preventing abnormal noises caused by poor meshing.

[0115] Additionally, a suspension M is positioned vertically below the drive shaft AX3 of the outer casing CA, and a reduction gear S1 is mounted on the body frame VF.

[0116] That is, the suspension M is formed at a position that is vertically below the imaginary straight line L connecting the input axis AX1 and the output axis AX2.

[0117] This method enables the miniaturization of the vehicle body frame (VF). Furthermore, because the VF is located at the lowest point of the vehicle body, this structure prevents the outer shell (CA) from contacting the step when the vehicle traverses it.

[0118] In addition, the center of gravity of the deceleration device S1 is located below the housing CA in the vertical direction. Therefore, the deceleration device S1 can be kept at the center of gravity position, thereby suppressing excessive load on the housing CA.

[0119] In addition, the suspension M is made of a seat surface with an internally threaded hole that opens vertically downward, which makes it easy to install the speed reduction device S1 onto the vehicle body and fasten the speed reduction device S1.

[0120] In particular, it can confirm the assembly and tightening torque of bolts from one direction.

[0121] In addition, in this embodiment, the input-side dividing surface CF1 of the dividing shell front part C1 and the shell central part C3 is a flat surface that includes the input axis AX1 along the vertical direction.

[0122] In addition, in this embodiment, the output-side dividing surface CF2 that divides the central part C3 and the rear part C2 of the housing is a flat surface that includes the input axis AX1 along the vertical direction.

[0123] By adopting this structure, the assembly workability of the input shaft component X11 and the differential device X20 (output shaft component) is improved, and the miniaturization of the reduction device S1 is achieved.

[0124] That is, the speed reduction device S1 has good assemblability, and the gears, bearings, etc. have good assemblability and adjustability.

[0125] In addition, the protrusion of the housing CA is kept to a minimum, thereby enabling the miniaturization of the housing CA and increasing the design freedom of surrounding components.

[0126] In addition, in this embodiment, a speed reduction device S1 is configured such that the input axis AX1 extends along the vehicle width direction.

[0127] By adopting this structure, the aforementioned effect can also be achieved in the reduction gear S1 of a four-wheeled straddle-type vehicle with the input axis AX1 and output axis AX2 arranged in parallel.

[0128] <Second Implementation> Next, refer to Figure 8 , Figure 9 The deceleration device S2 according to the second embodiment of the present invention will be described.

[0129] In addition, in the description, the same reference numerals are used for structural elements that are the same as those in the first embodiment described above, and repeated descriptions are omitted.

[0130] In the deceleration device S2 of this embodiment, the structure of the transmission device is different from that of the transmission device TM of the first embodiment.

[0131] In the deceleration device S2 of this embodiment, chain drive TM2 is used as the transmission device.

[0132] The chain drive TM2 consists of an input sprocket T21, an output sprocket T22, and a chain T23.

[0133] The input sprocket T21 is mounted on the input shaft component X11 and rotates together with the input shaft component X11 around the input axis AX1.

[0134] The output sprocket T22 is mounted on the differential housing X21 (output shaft assembly) and rotates together with the differential housing X21 around the output axis AX2.

[0135] Chain T23 is mounted on the input sprocket T21 and the output sprocket T22, transmitting the rotational force of the input sprocket T21 to the output sprocket T22.

[0136] Furthermore, even when using chain drive TM2 as the transmission device as in this embodiment, the structure of the suspension M positioned between the input axis AX1 and the output axis AX2 remains unchanged.

[0137] Therefore, even when using the structure of this embodiment, the same effect as that of the first embodiment can be obtained.

[0138] In addition, in the deceleration device S2 of this embodiment, chain drive TM2 is used as the transmission device TM, but it is not limited to this.

[0139] For example, a transmission belt with a toothed drive belt (not shown) can be used to achieve the same effect as in this embodiment.

[0140] <Third Implementation> Next, refer to Figure 8 , Figure 10 The deceleration device S3 according to the third embodiment of the present invention will be described.

[0141] In addition, in the description, the same reference numerals are used for structural elements that are the same as those in the first embodiment described above, and repeated descriptions are omitted.

[0142] In the deceleration device S3 of this embodiment, the structure of the transmission device is different from that of the transmission device TM of the first embodiment.

[0143] In the reduction device S3 of this embodiment, a spur gear mechanism TM3 using spur gears is used as the transmission device TM.

[0144] The spur gear mechanism TM3 has a drive shaft assembly T31 (second drive shaft assembly), an input gear T32, an input-side drive gear T34, an output-side drive gear T35, and an output gear T33.

[0145] The drive shaft assembly T31 is positioned between the input shaft AX1 and the output shaft AX2, and is supported by the drive bearing T36 in a manner that allows it to rotate around the drive shaft AX4 (the second drive shaft) as the center of rotation.

[0146] The drive axis AX4 is set parallel to the input axis AX1.

[0147] The input gear T32 is a spur gear formed on the input shaft component X11.

[0148] The input-side transmission gear T34 is composed of a spur gear formed on the transmission shaft component T31, which can mesh with the input gear T11 and has more teeth than the input gear T11.

[0149] The output-side transmission gear T35 is a spur gear formed on the transmission shaft component T31.

[0150] The output gear T12 is composed of a spur gear formed on the outer periphery of the differential housing X21, which can mesh with the output-side drive gear T35 and has fewer teeth than the input-side drive gear T34.

[0151] Furthermore, even when a spur gear mechanism TM3 is used as the transmission device as in this embodiment, the structure of the suspension M positioned between the input axis AX1 and the output axis AX2 remains unchanged.

[0152] Therefore, even when using the structure of this embodiment, the same effect as that of the first embodiment can be obtained.

[0153] <Fourth Implementation> Next, refer to Figure 11 The deceleration device S4 of the fourth embodiment of the present invention will be described.

[0154] In addition, in the description, the same reference numerals are used for structural elements that are the same as those in the first embodiment described above, and repeated descriptions are omitted.

[0155] In the deceleration device S4 of this embodiment, the structure of the housing CA is different from that of the first embodiment.

[0156] Except for the outer casing CA, the other structures are the same as in the first embodiment.

[0157] In the deceleration device S4 of this embodiment, the structure of the input-side dividing surface CF1 that divides the front part C1 and the central part C3 of the outer shell is different from that of the first embodiment.

[0158] In this embodiment, the input-side dividing surface CF1 is composed of a forward-descending plane including the input axis AX1.

[0159] By adopting this structure, when the deceleration device S4 is installed on the vehicle body, even if there is an obstacle above the front of the deceleration device S4, the obstacle can be avoided when configuring the deceleration device S4.

[0160] This allows for greater freedom in vehicle body layout.

[0161] <Fifth Implementation> Next, refer to Figure 12 , Figure 13 The deceleration device S5 of the fifth embodiment of the present invention will be described.

[0162] In addition, in the description, the same reference numerals are used for structural elements that are the same as those in the first embodiment described above, and repeated descriptions are omitted.

[0163] In the deceleration device S5 of this embodiment, the structure of the suspension M (connecting part) is different from that of the first embodiment.

[0164] Except for the suspension M, the other structures are the same as in the first embodiment.

[0165] In this embodiment, the suspension M is formed by a seat surface with a through hole having a transverse opening along the axial direction of the input axis AX1, and the reduction gear S5 is fixed to the vehicle frame VF by a pair of suspension bolts MB (connecting bolts).

[0166] That is, the suspension bolt MB of one side passes through the left suspension MFL on the input side, the right suspension MFR on the input side, and the body frame VF, and is screwed into the nut MN (connecting nut).

[0167] In addition, the other suspension bolt MB passes through the output-side left suspension MRL, the output-side right suspension MRR, and the body frame VF, and is screwed into the nut MN.

[0168] By adopting this structure, since the reduction gear is mounted at a lower position on the vehicle body, it is possible to further reduce the center of gravity, thereby further improving vehicle drivability.

[0169] In addition, by adopting this structure, the height of the reduction gear S5, including the body frame VF, can be reduced, thus increasing the freedom of body layout.

[0170] Furthermore, in the deceleration device S5 of this embodiment, the suspension M is composed of a seat surface with a through hole having a lateral opening, but it is not limited to this structure.

[0171] For example, each suspension M can be constructed from a seat surface with an internally threaded portion having a transverse opening along the axial direction of the input axis AX1.

[0172] Furthermore, for each suspension mount M, the suspension bolts are individually tightened to fix the reduction gear S5 to the vehicle frame VF.

[0173] Even with this structure, the same effect as the fifth embodiment described above can be achieved.

[0174] Alternatively, the suspension M can be configured vertically above the imaginary straight line connecting the input axis AX1 and the output axis AX2.

[0175] By adopting this structure, in addition to increasing the design freedom of the frame VF, the design freedom of the oil supply plug and oil drain plug of the deceleration device S1 is also increased.

[0176] Explanation of reference numerals in the attached figures

[0177] S1-S5: Reduction gear; AX1: Input shaft; AX2: Output shaft; AX3: Transmission shaft; B1: Input boss; B2: Output boss; CA: Housing; CF1: Input side dividing surface; CF2: Output side dividing surface; L: Imaginary straight line; M: Connecting part; T10: Transmission shaft assembly; T11: Input bevel gear; T12: Output bevel gear; T13: Input side transmission bevel gear; T14: Output side transmission bevel gear; X11: Input shaft assembly; X12: Input bearing; X20: Output shaft assembly; X22: Output bearing.

Claims

1. A speed reduction device, characterized in that, The speed reduction device has a housing. The housing accommodates the input shaft component and the output shaft component, wherein... The input shaft component rotates around the input axis. The output shaft component is arranged parallel to the input shaft component, and rotates in the same direction as the input shaft component and about the output axis. The housing is provided with a connection part that can be connected to the vehicle body, and the connection part is located between the input axis and the output axis.

2. The speed reduction device according to claim 1, characterized in that, The housing houses the drive shaft component that rotates around the drive axis. One end of the drive shaft component has an input-side drive bevel gear that meshes with the input bevel gear, and the input bevel gear rotates integrally with the input shaft component; The other end of the drive shaft component has an output-side drive bevel gear that meshes with the output bevel gear, and the output bevel gear rotates integrally with the output shaft component.

3. The speed reduction device according to claim 2, characterized in that, The connecting portion is formed in the vertical direction at a position lower than the transmission axis.

4. The speed reduction device according to claim 1 or 2, characterized in that, The connecting portion is formed in the vertical direction at a position lower than the imaginary straight line connecting the input axis and the output axis.

5. The speed reduction device according to claim 1 or 2, characterized in that, The connecting part is a seat surface that opens downwards in the vertical direction.

6. The speed reduction device according to claim 1 or 2, characterized in that, The connecting part is a seat surface with an internal threaded hole or a through hole in the axial direction of the input axis.

7. The speed reduction device according to claim 1 or 2, characterized in that, The housing is divided by at least one of an input-side dividing surface including the input axis and an output-side dividing surface including the output axis.

8. The speed reduction device according to claim 1 or 2, characterized in that, The input axis extends along the vehicle width direction.

9. The speed reduction device according to claim 2, characterized in that, The connecting portion is disposed at least on one of the lower vertical portion of the meshing portion of the input bevel gear and the input-side transmission bevel gear, and the lower vertical portion of the meshing portion of the output bevel gear and the output-side transmission bevel gear.

10. The speed reduction device according to claim 2, characterized in that, The housing has an input boss and an output boss, wherein... The input boss is embedded with an input bearing that rotatably supports the input shaft component; The output boss is fitted with an output bearing that rotatably supports the output shaft assembly. The connecting portion is positioned between the input boss and the output boss at the front and rear of the vehicle.

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