Support mounting bracket, method for attaching a front differential gear unit and mounting structure of a front differential gear unit

Abstract

A support mounting bracket (57) provided on a vehicle frame (9) comprising a pair of a right and a left main frame (10) extending in a longitudinal direction of the vehicle and a cross member (12) connecting the main frames (10) to support a mounting part (53) of a front differential gear unit (36), and which is arranged on such part of the cross member (12) that is offset in one vehicle width from a center of the vehicle (1) in the vehicle width direction, comprising the support mounting bracket (57): a base part (57d,57e) which is to be connected to the crossbeam (12), and a pair of fixing parts (57b, 57c) which project from the base part (57d, 57e) and which surround the fastening part (53) in the vehicle width direction on sides of the fastening part (53), wherein one of the fixing parts (57b,57c) is detachably attached to the base part (57d,57e) on a side which is closer to the center of the vehicle (1) in the vehicle width direction.

Description

Technical field

[0001] The present invention belongs to a technical field which relates to a support mounting bracket which is provided on a vehicle frame and which is configured to support a mounting part of a front differential gear unit, and which relates to a method for attaching the front differential gear unit to the vehicle frame and which relates to an attachment structure of the front differential gear unit to the vehicle frame. State of the art

[0002] Typically, a small truck or a vehicle described as a "sport utility vehicle" (SUV), as described, for example, in patent documents 1 and 2, is provided with a ladder-shaped chassis frame. The chassis frame is formed in a ladder shape by a pair of right and left main frames (also called side frames) extending in the longitudinal direction of the vehicle, and a plurality of cross members connecting the main frames to each other.

[0003] In the aforementioned vehicle, power from an engine located in an engine compartment at the front of the vehicle is typically transmitted to the rear wheels via a transmission, a driveshaft, and a rear differential. In the case of an all-wheel-drive (4WD) vehicle, a power transfer unit is provided between the transmission and the driveshaft, and the transmission's output power is distributed to the front and rear wheels via this power transfer unit.

[0004] In the aforementioned all-wheel-drive vehicle, power is transmitted from a transmission unit to the front wheels via a front axle shaft and a front differential assembly. The front differential assembly is mounted to the front of a chassis frame. To reduce the transmission of vibrations from the front differential assembly to the chassis frame, the front differential assembly is elastically supported by a number of mounts (typically three or four) on the chassis frame. Each mount has a cylindrical rubber sleeve and a central shaft that passes through the center (central hole) of the rubber sleeve. Each mount is attached to and supported by a mounting bracket provided on the chassis frame. Literature list patent documents Patent Document 1:GB 2 390 581 B; Patent document 2: WO 2004 / 002 808 A1.

[0005] From JP H06-270 704 A, a support mounting bracket is known which is provided on a vehicle frame and which has two fixing parts that surround a mounting part of a front differential gear unit, neither of which is removable. Explanation of the invention: Technical problem

[0006] In the front part of the chassis frame, which is attached to the front differential assembly, there is a short gap between the right and left main frames, and two crossmembers are provided, each of which is designed to support an arm of a front suspension device. It is necessary to mount the front differential assembly to the chassis frame in a small space enclosed by the main frames and the crossmembers.

[0007] The present invention was made in view of the foregoing, and an objective of the present invention is to improve the mountability of a front differential gear unit to a vehicle frame and to facilitate the installation of the front differential gear unit in a small space. Solution to the problem

[0008] The aforementioned problem is solved by means of a support mounting arrangement with the features of claim 1, a method for attaching a front differential gear unit to a vehicle frame with the features of claim 8, and a drive structure of a front differential gear unit to a vehicle frame with the features of claim 10.

[0009] Advantageous embodiments of the invention are described in the dependent patent claims.

[0010] To achieve the aforementioned objective, the present invention relates to a support mounting bracket provided on a vehicle frame comprising a pair of right and left main frames extending in a longitudinal direction and a crossmember connecting the main frames, for supporting a mounting part of a front differential gear unit, and which is arranged on a portion of the crossmember offset in a width direction from a center of the vehicle. The support mounting bracket has a base part to be connected to the crossmember and a pair of fixing parts projecting from the base part and surrounding the mounting part in the width direction on the sides of the mounting part.One of the fixing parts on a side that is closer to the center of the vehicle in the direction of the vehicle's width is detachably attached to the base part.

[0011] According to the preceding configuration, in order to support the mounting part of the front differential gear unit by means of the support mounting bracket, which is arranged on a part of the cross member that is offset in the vehicle width direction from the center of the vehicle in the vehicle width direction (in the vehicle width direction from a central axis line of the vehicle), the front differential gear unit (the mounting part) can be moved in the vehicle width direction from the center of the vehicle in a state in which one of the fixing parts on the side which is closer in the vehicle width direction to the center of the vehicle is removed from the base part, towards the support mounting bracket, and can then come into contact with the other of the fixing parts on a side which is further away in the vehicle width direction from the center of the vehicle.In such a state, one of the fixing parts can be attached to the base part on the side that is closer to the center of the vehicle in the direction of the vehicle's width. Consequently, the mounting part of the front differential gear unit can be attached to the support mounting bracket on the side that is closer to the center of the vehicle in the direction of the vehicle's width, thus facilitating the installation of the front differential gear unit.

[0012] With regard to the support mounting bracket, it is preferred that each of the fixing parts is a plate-shaped element, that the base part has an attachment part which is designed to detachably attach and fix a removable fixing part, and which projects from the crossbeam towards the removable fixing part, and that in the removable fixing part a first hole is formed, into which a fixing part fastening bolt is inserted, which is designed to fasten the removable fixing part to the attachment part, and a second hole is formed, into which a fastening part fastening bolt is inserted, which penetrates the fastening part parallel to the fixing part fastening bolt and which is designed to fasten the fastening part to the fixing parts.

[0013] Since the removable fixing part is fixed to the base part (mounting part) and also supports the fastening part, the removable fixing part can support the fastening part with high rigidity. Because the fixing part mounting bolt, which is designed to attach the removable fixing part to the base part, is parallel to the fastening part mounting bolt, which is designed to attach the fastening part to the fixing parts, the preceding fastening can be carried out in one direction. Consequently, machinability is improved.

[0014] In the case where the base part includes the attachment part, it is preferred that one of the fixing parts is integrally formed with the base part on a side which is further away from the center of the vehicle in the vehicle width direction.

[0015] According to the foregoing, one of the fixing parts on the side which is further away from the center of the vehicle in the vehicle width direction is not removable from the base part, and as a result of this, a step to attach one of the fixing parts on the side which is further away from the center of the vehicle in the vehicle width direction to the base part is not necessary.

[0016] In the case where the base part includes the attachment part, it is also preferred that the fixing part fastening bolt is located on the attachment part in order to extend in the vehicle width direction towards the center of the vehicle, and that a nut, which is to be screwed onto the fixing part fastening bolt, is attached to one of the fixing parts on a side which is further away from the center of the vehicle in the vehicle width direction, in a state in which rotation of the nut is stopped.

[0017] As described above, the removable fixing part can be moved from the center of the vehicle, in the vehicle's width direction, towards the fixing part mounting bolt. The fixing part mounting bolt can then be inserted into the first hole of the removable fixing part. The nut can then be screwed onto the fixing part mounting bolt, again from the vehicle's center, in the vehicle's width direction. Next, the fixing part mounting bolt is inserted from the vehicle's center, in the vehicle's width direction, into the second hole and passes through the fixing part. Finally, the fixing part mounting bolt is screwed into the nut, which is prevented from rotating.As in the previous one, the fixing part fastening bolt and the fastening part fastening bolt can be fastened from the side which is closer to the center of the vehicle in the vehicle width direction, thereby improving machinability.

[0018] It is preferred that, viewed in the vehicle width direction, a recess is formed in a front end section of a projection of the mounting part to prevent overlap with an outer shape of the fastening part, which is supported by the support mounting bracket.

[0019] The recess prevents contact between the fastening part and the front end section of the fastening part's projection in the vehicle width direction when the fastening part is moved towards the support mounting bracket, thus facilitating such movement of the fastening part.

[0020] In the case where the recess is formed, it is preferred that two fixing part fastening bolts are located separately from each other on the attachment part, and that the recess is positioned between the two fixing part fastening bolts.

[0021] As described above, the recess can approach the crossbeam to the maximum possible extent, and as a result, the fastening element can be attached to the support bracket in a state where it can approach the crossbeam as closely as possible. Consequently, the support provided to the fastening element by the support bracket is improved.

[0022] In the support mounting bracket, engine mounting brackets, which project in the vehicle width direction from the main frame towards the center of the vehicle, can be provided behind the crossmember; part of the front differential gear unit can be positioned in an area surrounded by the engine mounting brackets and the crossmember; the mounting part can be provided in a front part of the front differential gear unit; and the support mounting bracket can be provided in a rear part of the crossmember.

[0023] Even if part of the front differential assembly is positioned within the area surrounded by the engine mounting brackets and the crossmember, contact between the front differential assembly and the engine mounting brackets can be prevented. Furthermore, the mounting component can be moved from the vehicle's centerline towards the support mounting bracket in the vehicle's width direction, and can approach the support mounting bracket.

[0024] Another aspect of the present invention relates to a method for attaching a front differential gear unit to a vehicle frame. The method comprises: moving the front differential gear unit such that a first mounting part, which is provided in a front part of the front differential gear unit, is positioned in a vehicle width direction closer to a center of the vehicle relative to a first mounting bracket, which is provided at a position on the vehicle frame offset from the center of the vehicle in the vehicle width direction and which is configured to support the first mounting; moving the front differential gear unit until the first mounting part contacts a first fixing part, which is provided in the first mounting bracket, in a statein which the first fastening is positioned closer to the center of the vehicle relative to the first fastening bracket in the vehicle width direction, and supporting the first fastening part, which touches the first fixing part, by attaching a second fixing part to the first fastening bracket in order to position the first fastening part between the first and the second fixing part in the vehicle width direction.

[0025] According to the preceding method, the first mounting part of the front differential gear unit can be attached to the first mounting bracket by means of a relatively large working space on a side which is closer to the center of the vehicle in the vehicle width direction, thus facilitating the installation of the front differential gear unit.

[0026] The method further comprises: after supporting the first fastening part in order to position the first fastening part between the first and the second fixing part in the vehicle width direction, supporting a second fastening part, which is provided in the vehicle width direction at one end of the front differential gear unit, by means of a second fastening bracket provided on the vehicle frame, and after supporting the second fastening part by means of the second fastening bracket, supporting a third fastening part, which is provided in the vehicle width direction at the other end of the front differential gear unit, by means of a third fastening bracket provided on the vehicle frame.

[0027] As previously stated, if the front differential assembly is supported by the vehicle frame at three points, then the entire front differential assembly can be supported in a balanced manner. This means that the front differential assembly typically has a transmission mounting part (which holds a differential gear) that bears the greatest weight. A large portion of the weight of the front differential assembly is supported by the first mounting part and by the second or third mounting part, and the remaining mounting part (the second or third mounting part) serves to prevent the front differential assembly from pivoting about a longitudinally extending axis.Of the three mounting parts, the first one, which is crucial for supporting the front differential assembly and preventing vibrations, is attached to the first mounting bracket first. This ensures that the first mounting part is correctly positioned relative to the bracket, thus guaranteeing support for the front differential assembly and preventing vibrations.

[0028] A further aspect of the present invention relates to a mounting structure for a front differential gear unit on a vehicle frame, which comprises a pair of right and left main frames extending in a longitudinal direction of the vehicle and a crossmember connecting the main frames. The structure includes a first mounting bracket located near one of the main frames in a rear portion of the crossmember and configured to support a first mounting element provided in a front portion of the front differential gear unit. The first mounting bracket comprises a base element connected to the crossmember and a pair of fixing elements projecting from the base element, which are configured to support the mounting element and thus surround it laterally in the vehicle width direction.One of the fixing parts on a side that is further away from one of the main frames is detachably attached to the base part.

[0029] According to the preceding structure, the first mounting part of the front differential gear unit can be attached to the first mounting bracket in a small space surrounded by the right and left main frame and the cross member, using a relatively large working space on a side that is closer to the center of the vehicle in the vehicle width direction, thus facilitating the installation of the front differential gear unit.

[0030] It is preferred for the structure that each of the fixing parts is a plate-shaped element, that the first fixing part has a cylindrical rubber sleeve and a central shaft which penetrates the central part of the rubber sleeve, that the rubber sleeve of the first fixing part is arranged between the fixing parts, and that the central shaft of the first fixing part is fixed to the fixing parts in a state in which the central shaft penetrates the central part of the rubber sleeve in the vehicle width direction.

[0031] According to the preceding, the first mounting part can be attached to the first mounting bracket in a state in which the first mounting part is positioned relative to the first mounting bracket in the vehicle's width direction, the vehicle's length direction, and the vertical direction. Consequently, deformation of the rubber sleeve of the first mounting part can be prevented (i.e., vibrations can be effectively absorbed).

[0032] It is preferred that the base part of the first mounting bracket has an attachment part which is designed to detachably attach and fix a removable fixing part, and which projects from the cross member towards the removable fixing part.

[0033] According to the preceding, the removable fixing part can be easily attached to the base part (mounting part), and the first fixing part can be easily attached to the first fixing bracket.

[0034] It is preferred that one of the fixing parts be integrally formed with the base part on a side which is closer to one of the main frames.

[0035] According to the foregoing, one of the fixing parts on the side which is closer to one of the main frames is not removable from the base part, and as a result of this, a step to attach one of the fixing parts on a side which is closer to one of the main frames to the base part is not necessary.

[0036] For the structure in which a second and a third mounting part are provided in the vehicle width direction at each end of the front differential gear unit, in which each of the first to third mounting parts has a cylindrical rubber sleeve and a central shaft which penetrates a central part of the rubber sleeve, and in which the vehicle frame further has another cross member at a rear of the cross member which connects the main frames, it is preferred that the structure further comprises a second mounting bracket which is attached to the other cross member near the other main frame and which is configured to support the second mounting part, and a third mounting bracket which is attached to one of the main frames and which is configured to support the third mounting part.It is also preferred that the first fastening part is attached to the first fastening bracket such that the central shaft of the first fastening part extends in the vehicle width direction, that the second fastening part is attached to the second fastening bracket such that the central shaft of the second fastening part extends in a vertical direction, and that the third fastening part is attached to the third fastening bracket such that the central shaft of the third fastening part extends in the vehicle length direction.

[0037] Based on the preceding explanation, it is less likely that vibration components generated in the front differential assembly in any direction will be transmitted to the vehicle frame, since the central shafts of the first through third mounting points extend in different directions. If, as described above, the front differential assembly is supported by the vehicle frame at three points, then the entire front differential assembly can be supported in a balanced manner.

[0038] In the case where the front differential gear unit is supported by the vehicle frame at three points, it is preferred that the first fastening part is attached to the first mounting bracket in a state in which the first fastening part is positioned relative to the first mounting bracket in the vehicle width direction, in the vehicle length direction and in the vertical direction.

[0039] As previously stated, when the front differential assembly is mounted to the vehicle frame, the entire assembly can be positioned essentially in the vehicle's width, length, and vertical directions simply by initially attaching the first mounting piece to the first mounting bracket. This facilitates the attachment of the second and third mounting pieces. Furthermore, because the first mounting piece is attached to the first mounting bracket in a position relative to the bracket, deformation of the rubber sleeve of the first mounting piece is prevented, thus effectively absorbing vibrations.

[0040] In the case where the first fastening part is positioned as described above, it is preferred that the rubber sleeve of the second fastening part is attached to an upper surface of the second fastening bracket, that the central shaft of the second fastening part is fixed to the second fastening bracket in a state in which the central shaft penetrates the central part of the rubber sleeve of the second fastening part in the vertical direction, that the central shaft of the third fastening part penetrates the rubber sleeve of the third fastening part in the longitudinal direction of the vehicle, and that end sections of the central shaft extend to a front or rearprotrude towards a rear side of the rubber sleeve, and that the protruding end sections of the central shaft of the third fastening part are fixed to the third fastening bracket in a state in which the protruding end sections are attached to an upper surface of the third fastening bracket.

[0041] If the front differential assembly is mounted to the vehicle frame in a position where it is suspended by a mounting bracket, then, as described above, after attaching the first mounting part to the first mounting bracket, it is not necessary for the front differential assembly to remain suspended by the mounting bracket, and the front differential assembly can be detached from the mounting bracket. Consequently, it is not necessary to operate the mounting bracket concurrently with the installation of the front differential assembly, and thus a single user can easily perform the installation. Advantages of the invention

[0042] According to the present invention, as described above, the mountability of the front differential gear unit to the vehicle frame is improved, and the installation of the front differential gear unit in a small space is facilitated. Brief description of the drawings [ Fig. 1] Fig. Figure 1 is a perspective drawing showing the entirety of a vehicle in which a front impact energy absorption structure of an embodiment of the present invention is used. [ Fig. 2] Fig. Figure 2 is a perspective view of the entire chassis frame of the vehicle diagonally from an upper left front of the vehicle. [ Fig. 3] Fig. Figure 3 is a top view of the chassis frame. [ Fig. 4] Fig. Figure 4 is a perspective view of the front part of the chassis frame diagonally from an upper left rear view of the vehicle. [ Fig. 5] Fig. Figure 5 is a perspective view of the front part of the chassis frame diagonally from a lower left rear view of the vehicle. [ Fig. 6] Fig. Figure 6 is a perspective view showing the surroundings of a suspension tower in an outer part of a left main frame of the chassis frame in a vehicle width direction. [ Fig. 7] Fig. Figure 7 is a perspective view showing the surroundings of a suspension tower in an inner part of the left main frame of the chassis frame in the vehicle width direction. [ Fig. 8] Fig. Figure 8 is a perspective exploded view showing the area around the suspension tower in the inner part of the left main frame of the chassis frame in the vehicle width direction. [ Fig. 9] Fig. Figure 9 is a perspective view showing the surroundings of an engine mounting bracket in the inner part of the left main frame of the chassis frame in the vehicle width direction. [ Fig. 10] Fig. Figure 10 is a perspective view showing the suspension tower of the left main frame. [ Fig. 11] Fig. Figure 11 is a perspective view showing an interior panel and a stiffening element of the suspension tower in Fig. 10 represents. [ Fig. 12] Fig. Figure 12 is a perspective view showing an outer panel and a suspension tower reinforcement of the suspension tower in Fig. 10 represents. [ Fig. 13] Fig. Figure 13 is a top view showing the state in which numerous components (including units) are attached to the chassis frame. [ Fig. 14] Fig. Figure 14 is a side view of the chassis frame to which components are attached, from a left side of the vehicle. [ Fig. 15] Fig. Figure 15 is a perspective view of the front part of the chassis frame, to which components are attached, diagonally from the upper left rear of the vehicle. [ Fig. 16] Fig. Figure 16 is a perspective view of the front part of the chassis frame to which components are attached, diagonally from a lower left front of the vehicle. [ Fig. 17] Fig. Figure 17 is a top view showing the front part of the chassis frame to which components are attached. [ Fig. 18] Fig. Figure 18 is a bottom view showing the front part of the chassis frame to which components are attached. [ Fig. 19] Fig. 19 is a cross-sectional view along a line XIX-XIX, which is in Fig. 17 is shown. [ Fig. 20] Fig. 20 is a cross-sectional view along a line XX-XX, which is in Fig. 14 is shown. [ Fig. 21] Fig. 21 is a cross-sectional view along a line XXI-XXI, which is in Fig. 14 is shown (It should be noted that most of the attached components, which are in Fig. 20 are depicted, but not shown). [ Fig. 22] Fig. Figure 22 is a perspective view showing the surroundings of a bumper in the lower part of the left main frame of the chassis frame, to which components are attached, in the vehicle width direction. [ Fig. 23] Fig. 23 is a cross-sectional view along a line XX-XX, which is in Fig. 22 is shown. [ Fig. 24] Fig. Figure 24 is a bottom view showing a rear part of the chassis frame to which components are attached. [ Fig. 25] Fig. Figure 25 is a perspective view showing a major part of the chassis frame before a front differential gear unit is fitted. [ Fig. 26] Fig. 26 corresponds Fig. 25, and is a view which represents a step towards attaching the front differential gear unit. [ Fig. 27] Fig. 27 corresponds Fig. 25, and is a view which represents a further step towards attaching the front differential gear unit. [ Fig. 28] Fig. Figure 28 is a perspective exploded view of the environment of a first mounting bracket, showing the state in which a first mounting part is attached to the first mounting bracket. [ Fig. 29] Fig. Figure 29 is a perspective view of the surroundings of a first mounting bracket, representing a state in which a first mounting part is attached to the first mounting bracket. [ Fig. 30] Fig. Figure 30 is a perspective view of the surroundings of a second mounting bracket, representing a state in which a second mounting part is attached to the second mounting bracket. [ Fig. 31] Fig. Figure 31 is a perspective view of the surroundings of a third mounting bracket, representing a state in which a third mounting part is attached to the second mounting bracket. [ Fig. 32] Fig. Figure 32 is a side view showing one step in removing the front differential gear unit during servicing. [ Fig. 33] Fig. Figure 33 is a side view showing a further step in removing the front differential gear unit during servicing. Description of the embodiments

[0043] One embodiment of the present invention is described in detail below with reference to the drawings.

[0044] Fig. 1 represents the entirety of a vehicle 1 (in the present embodiment a small truck or pickup truck) in which a front impact energy absorption structure of the embodiment of the present invention is used. Fig. 2-12 represent the whole or parts of a chassis frame (vehicle frame) 9 of the vehicle 1, and Fig. Figures 13-24 represent the state in which numerous components (including units) are attached to the chassis frame 9. Furthermore, Fig. 25-31 Views to describe a method for attaching a front differential gear unit 36 ​​described below to the chassis frame 9, and Fig. 32 and Fig. Figure 33 are views describing a procedure for removing the front differential gear unit during a service.

[0045] Referring to Fig. 1 and Fig. 14. A vehicle 1 has an engine compartment 2, a cabin or passenger compartment 3, and a loading area 4 in that order, starting from its front. For the sake of simplicity, the front, rear, left side, and right side of the vehicle 1 will be referred to below as "front," "rear," "left," and "right," respectively. It should be noted that in Fig. 2-18, 20-22 and 24-33, the front of vehicle 1 is represented by “FR”.

[0046] The vehicle 1 has a chassis frame 9 in its lower part. The chassis frame 9 comprises a pair of right and left main frames (also called side frames) 10, which extend in a longitudinal direction of the vehicle, and a plurality of cross members (in the present embodiment, a first to seventh cross member 11-17 are provided in that order, starting from the front), each connecting the main frames 10 to one another and extending in a width direction of the vehicle. Viewed from above, the chassis frame 9 has a ladder shape. Each of the main frames 10 has an inner panel 20, located on an inside side in the width direction of the vehicle, and an outer panel 21, located on an outside side in the width direction of the vehicle. In cross-section, the chassis frame 9 is essentially rectangular.In cross-section, an enclosed space is formed between panels 20 and 21.

[0047] The first cross member 11 is attached to the front ends of the main frame 10 and acts as a bumper reinforcement, designed to reinforce the bumper 5 (see Fig. 1) The second crossbeam 12 is attached at both its end sections to the right and left main frames 10 by means of crossbeam brackets 23, which are welded to the right and left main frames 10, respectively. The third crossbeam 13 is also attached at both its end sections to the right and left main frames 10 by means of crossbeam brackets 24, which are welded to the right and left main frames 10, respectively. The crossbeam brackets 23 are considered part of the second crossbeam 12, and the crossbeam brackets 24 are considered part of the third crossbeam 13. The fourth crossbeam 14 is attached at both its end sections to the right and left main frames 10 by means of large corner plates 25, which are welded to the right and left main frames 10, respectively.Each of the fifth to seventh crossbeams 15-17 is attached directly to the right and left main frame 10 at both end sections thereof.

[0048] Each of the main frames 10 has the following: a narrow section 10a, which is arranged at an end section of the main frame 10 in the vehicle width direction under the engine compartment 2, such that the distance between the narrow sections 10a of the main frames 10 is short; a wide section 10b, which is arranged under the cab 3 and the loading platform 4, such that the distance between the wide sections 10b of the main frames 10 is longer than that between the narrow sections 10a; and a widened section 10c, which is arranged between the narrow section 10a and the wide section 10b (in a rear end section of the engine compartment 2), such that the distance between the widened sections 10c of the main frames 10 increases towards the rear (see Fig. Figure 14 describes a positional relationship between parts 10a, 10b, and 10c of the main frame 10, the engine compartment 2, the cabin 3, and the cargo bed 4. The width (i.e., the cross-sectional area) of the wide part 10b is greater than the width (i.e., the cross-sectional area) of the narrow part 10a. The widened part 10c extends rearward from a rear end of the narrow part 10a (the area around the rear of the third crossmember 13) to be inclined outward in the direction of the vehicle's width. The width (cross-sectional area) of the widened part 10c increases toward the rear. The widened part 10c is connected to a front end of the wide part 10b (the area around the front of the fourth crossmember 14). Consequently, the widened parts 10c of the main frame 10 and the third and fourth crossbeams 13 and 14 together form a trapezoidal shape when viewed from above.

[0049] The wide section 10b is designed to have maximum width (cross-sectional area) in a connecting section between the wide section 10b and the fourth crossbeam 14 and the area surrounding it. The width (cross-sectional area) of the wide section 10b gradually decreases from the fourth crossbeam 14 to the sixth crossbeam 16 and remains essentially constant in a portion of the wide section 10b extending from the sixth crossbeam 16 rearward. The fourth crossbeam 14 is connected, as described above, to a portion of the wide section 10b with a large width (cross-sectional area), and the connecting section between the wide section 10b and the fourth crossbeam 14 is reinforced by the large corner plates 25.

[0050] A portion of the wide section 10b of the main frame 10 under the cabin 3 is at a height lower than that of the narrow section 10a, and the widened section 10c is inclined downwards to the rear. Furthermore, a portion of the wide section 10b of the main frame 10 under the loading platform 4 (a portion of the wide section 10b extending rearwards from the sixth crossmember 16) is at a height higher than that of the portion of the wide section 10b under the cabin 3, and a portion of the wide section 10b under the cabin 3 is inclined upwards to the rear at a rearward angle (see Fig. 14).

[0051] One cabin mounting bracket 26 is attached to the widened section 10c of the main frame 10 near the front side of the fourth crossmember 14, and another cabin mounting bracket 26 is attached to the wide section 10b of the main frame 10 near the front of the sixth crossmember 16. Vehicle body elements forming the cabin 3 are attached to each of the cabin mounting brackets 26 by means of a cabin mounting which includes a rubber element. Each of the cabin mounting brackets 26 is welded to an outer surface of the main frame 10 in the vehicle width direction and to a lower surface of the main frame 10.

[0052] Of the vehicle body elements that form cabin 3, the following are listed with reference to Fig. 14. A vehicle body element forming the floor of the cabin 3 is a floor panel 28, and another vehicle body element separating the engine compartment 2 and the cabin 3 is a partition panel 29. A lower end of the partition panel 29 is connected to a front end of the floor panel 28. A rear end section of the floor panel 28 is curved upwards and divides the cabin 3 and the loading area 4.

[0053] Referring to Fig. Figure 13 shows a drive system of the vehicle 1 comprising an engine 32, a transmission 33, a power transmission unit 34, a front wheel drive shaft 35, the front differential gear unit 36 ​​(hereinafter referred to for simplicity as "gear unit 36"), a rear wheel drive shaft, and a rear differential gear unit 38. The vehicle 1 is an all-wheel drive vehicle (4WD vehicle) in which the front wheels 6 and rear wheels 7 are driven. In comparison to a rear-wheel drive vehicle (2WD vehicle) in which only the rear wheels 7 are driven, the power transmission unit 34, the front wheel drive shaft 35, and the front differential gear unit 36 ​​are therefore provided as additional components in the all-wheel drive vehicle.

[0054] The engine 32 is a longitudinal engine having a plurality of cylinders (in this embodiment 5 cylinders) arranged in a row in the longitudinal direction of the vehicle, and the transmission 33 is connected to a rear side of the engine 32. Referring to Fig. 15 A bracket 40, projecting to the left, is attached to a left side surface of the motor 32, and a bracket 40, projecting to the right, is attached to a right side surface of the motor 32. A motor mount 41, which has a cylindrical rubber sleeve 41a, is held at a front end section of the bracket 40, such that a central axis of the rubber sleeve 41a extends in the longitudinal direction of the vehicle. The motor mount 41 further has a central shaft 41b, which penetrates a central part of the rubber sleeve 41a in the longitudinal direction of the vehicle, and a support element 41c, which is configured to support the central shaft 41b at both ends. A motor mounting bracket 27 is attached to the narrow part 10a of the main frame 10 to be positioned below the support element 41c.The support element 41c is attached to the motor mounting bracket 27, and thus the motor 32 is elastically supported on the motor mounting brackets 27 by means of the brackets 40 and the motor mountings 41.

[0055] Referring to Fig. In sections 7-9 and 21, each of the engine mounting brackets 27 has an upper element 27a and a lower element 27b, which are welded to an inner surface of the main frame 10 in the vehicle width direction (surface of the inner panel 20 of the main frame 10) and which project from the inner surface towards the inside in the vehicle width direction (towards the center of the vehicle 1 in the vehicle width direction). The upper element 27a is essentially in a cross-section along the longitudinal direction of the vehicle in an inverted U-shape, and the lower element 27b is essentially in a cross-section along the longitudinal direction of the vehicle in a U-shape. The side end parts of the upper element 27a in the longitudinal direction of the vehicle and the side end parts of the lower element 27b in the longitudinal direction of the vehicle are connected to each other.This means that the side end part of the upper element 27a is connected to each other at the front and the side end part of the lower element 27b is connected to each other at the front, and that the side end part of the upper element 27a is connected to each other at the rear and the side end part of the lower element 27b is connected to each other at the rear. A space is formed between the elements 27 and 27b, opening on the inside in the direction of the vehicle's width. The support element 41c of the engine mounting 41 is attached to an upper surface of the upper element 27a by means of a reinforcing element 27c. On the other hand, a recess 27d, which opens on the inside in the direction of the vehicle's width and is essentially U-shaped when viewed from above, is formed in a lower part (horizontally extending part) of the lower element 27b (see figure). Fig. 9 and Fig. 21). The recess 27d is designed such that the engine mounting bracket 27 can be pressed in as much as possible in the longitudinal direction of the vehicle in a frontal impact of the vehicle 1. An elongated hole 128 is formed on the inner surface of the main frame 10 in the vehicle width direction (surface of the inner panel 20 of the main frame 10), which extends in the longitudinal direction of the vehicle in order to overlap with the engine mounting bracket 27 in the longitudinal direction of the vehicle (formed at a position which is assigned to the space between the elements 27a, 27b) (see Fig. 9). The elongated hole 128 allows the engine mounting bracket 27 and an attachment part of the main frame 10 and the engine mounting bracket 27 to be pressed in as much as possible in the longitudinal direction of the vehicle.

[0056] The power transmission unit 34 is connected to a rear side of the gearbox 33 and distributes the output power of the gearbox 33 to the front wheels 6 and the rear wheels 7. A mounting element 14a, which is provided in a central part of an upper surface of the fourth cross member 14 in the vehicle width direction, supports the power transmission unit 34 by means of a rubber bearing.

[0057] A rear end of the front wheel drive shaft 35, which extends along a left side of the transmission 33 in the longitudinal direction of the vehicle, is connected to a left side part (part which projects to the left) of the power transmission unit 34, and a front end of the rear wheel drive shaft 37, which extends in the longitudinal direction of the vehicle, is connected to a rear end of the power transmission unit 34.

[0058] The rear end of the front wheel drive shaft 35 is connected to the power transmission unit 34 by means of a constant velocity joint 44, and a front end of the front wheel drive shaft 35 is connected to the transmission unit 36 ​​(specifically to an input shaft, which is described below) by means of a constant velocity joint 45.

[0059] Referring to Fig. 15-20 The transmission unit 36 ​​comprises a differential gear, the input shaft which is connected to the front wheel drive shaft 35 and which extends in the longitudinal direction of the vehicle and which is designed to supply power to the differential gear, a right and a left output shaft which extend in the width direction of the vehicle and which are designed to transmit the output power of the differential gear to the right and left front wheel 6 respectively, and a housing 131 which accommodates the differential gear, the input shaft and the right and left output shafts.The housing 131 comprises a transmission receiving part 131a, which receives the differential gear; a left output shaft receiving part 131b, which extends from the transmission receiving part 131a to one side (to the left) in the vehicle width direction and which receives a left output shaft; a right output shaft receiving part 131c, which extends from the transmission receiving part 131a to the other side (to the right) in the vehicle width direction and which receives a right output shaft; and an input shaft receiving part 131d, which extends from the transmission receiving part 131a to a rear side and which receives the input shaft. The left output shaft receiving part 131b has a cylindrical shape that covers the left output shaft, and the right output shaft receiving part 131c has a cylindrical shape that covers the right output shaft.A rear end part of the inlet shaft (i.e. the constant velocity joint 45) protrudes from a rear end of the inlet shaft receiving part 131d.

[0060] Since the front wheel drive shaft 35 is positioned on the left side of the transmission 33, the transmission mounting part 131a and the input shaft mounting part 131d are positioned on the left side of the engine 32 (i.e., on the left side relative to the center of the vehicle 1 in the vehicle width direction thereof) and are closer to the left main frame 10 than to the right main frame 10. Consequently, the length of the right output shaft mounting part 131c is longer in the vehicle width direction than that of the left output shaft mounting part 131b, and the right output shaft mounting part 131c passes under the engine 32 and extends close to the right main frame 10.

[0061] Part of the gearbox unit 36 ​​is arranged in an area which is surrounded by the right and left motor mounting brackets 27 (which are positioned on the rear of the second cross member 12) and the second cross member 12.

[0062] Referring to Fig. 15 and Fig. 16 One of the output shafts is connected to a right front wheel drive shaft 47, which extends in the direction of the vehicle's width, by means of a constant velocity joint which is received in a protective boot 46, and the other output shaft is connected to a left front wheel drive shaft 47, which extends in the direction of the vehicle's width, by means of a constant velocity joint which is received in a protective boot 46. The right front wheel drive shaft 47 is connected to a wheel hub 50, which holds the right front wheel 6, by means of a constant velocity joint which is received in a protective boot 48, and the left front wheel drive shaft 47 is connected to a wheel hub 50, which holds the left front wheel 6, by means of a constant velocity joint which is received in a protective boot 48.Such constant velocity joints adapt to a vertical movement of the front wheel 6 relative to the starting shaft and the movement of the front wheel 6 when steering, which will be described later.

[0063] According to the preceding configuration, the power of the motor 32 is transmitted to the right and left front wheels 6 by means of the gearbox 33, the power transmission unit 34, the front wheel drive shaft 35, the gearbox unit 36 ​​and the right and left front wheel drive shaft 47.

[0064] The transmission unit 36 ​​is elastically supported by the chassis frame 9 at three points. Specifically, a first mounting bracket 57, which is configured to support a first mounting 53 having a cylindrical rubber sleeve 53a, is provided at a position closer to the left side on a rear portion of the second crossmember 12, i.e., on a portion of the second crossmember 12 that is offset from the center of the vehicle 1 in the vehicle width direction (from a central axis of the vehicle 1 in the vehicle width direction) to the left side in the vehicle width direction (see Fig. 3, 5, 60, 20, 21 and 25-29). It should be noted that in the present embodiment, the center of the vehicle 1 in the vehicle width direction coincides with the center of the second cross member 12 in the vehicle width direction.

[0065] A second mounting bracket 58, which is designed to support a second mounting 54 having a cylindrical rubber sleeve 54a, is provided in a right end section of an upper surface of the third cross member 13 (specifically on an upper surface of the cross member bracket 24) to project forward (see Fig. 3, 4, 15-17 and 30).

[0066] A third mounting bracket 59, which is designed to support a third mounting 55 having a cylindrical rubber sleeve 55a, is provided at a position above the third cross member 13 on the inner surface of the left main frame 10 (main frame 10 closer to the entrance shaft receiving part 131d) in the vehicle width direction (see Fig. 3, 4, 7-9, 17, 20 and 31). The third mounting bracket 59 is divided into a front split part 59a and a rear split part 59b.

[0067] The first fastening 53 corresponds to a fastening part or a first fastening part of the present invention, and the first fastening bracket 57 corresponds to a support fastening bracket of the present invention. Furthermore, the second fastening 54 corresponds to a second fastening part of the present invention, and the third fastening 55 corresponds to a third fastening part of the present invention.

[0068] The first fastening 53 further comprises a central shaft 53b which penetrates a central part (central hole) of the rubber sleeve 53a. The central shaft 53b is supported at both ends by the first fastening bracket 57. In this supported position, the central shaft 53b extends in the vehicle width direction. This means that the first fastening 53 is attached to the first fastening bracket 57, so that the central shaft 53b of the first fastening 53 extends in the vehicle width direction.

[0069] The second fastening 54 further comprises a central shaft 54b which penetrates a central part (central hole) of the rubber sleeve 54a. The central shaft 54b extends in the vertical direction. One end section (lower end section) of the central shaft 54b is an external threaded section to engage with an internal threaded section of a weld nut provided on a lower surface of the second fastening bracket 58, and the other end section (upper end section) of the central shaft 54b has a hexagonal shape to engage with a tool for fastening the external threaded section in the internal threaded section. By such fastening, the central shaft 54b is fixed to the second fastening bracket 58, with the central shaft 54b, which penetrates the central part of the rubber sleeve 54a, being attached to an upper surface of the second fastening bracket 58.This means that the second fastening 54 is attached to the second fastening bracket 58, so that the central shaft 54b of the second fastening 54 extends in the vertical direction.

[0070] The third fastening 55 further comprises a central shaft 55b which penetrates a central part (central hole) of the rubber sleeve 55a. The central shaft 55b extends in the longitudinal direction of the vehicle. One end section of the central shaft 55b projects forward from the rubber sleeve 55a, and the other end section of the central shaft 55b projects rearward from the rubber sleeve 55a. The projecting end sections have a plate-like shape extending in the horizontal direction. One of the end sections is fastened to the front split part 59a by means of a bolt 60 and a nut 61 (see Fig. 9, Fig. 20 and Fig. 31) is fixed in the state in which the end section is attached to the front split part 59a, and the other end section is fixed to the rear split part 59b by fastening it with a bolt 60 and a nut 61 in the state in which the end section is attached to the rear split part 59b. This means that the third fastening 55 is attached to the third fastening bracket 59 (i.e., the front split part 59a and the rear split part 59b) such that the central shaft 55b of the third fastening 55 extends in the longitudinal direction of the vehicle.

[0071] A first fastening retaining part 131e, which projects forward and is designed to hold the circumference of the rubber sleeve 53a of the first fastening 53 at a front end thereof, is formed in a front section of the transmission receiving part 131a of the transmission unit 36 ​​(see Fig. 20, Fig. 28 and Fig. 29). In addition, a second fastening retaining part 131f, which projects to the rear and is designed to hold the circumference of the rubber sleeve 54a of the second fastening 54 at a front end thereof, is formed in a front end section (right end section) of the right exit shaft receiving part 131c (see Fig. 15, Fig. 17 and Fig. 30). Furthermore, a third fastening retaining part 131g, which projects upwards to the left and is designed to hold the circumference of the rubber sleeve 55a of the third fastening 55 at a front end thereof, is formed in a rear part of the inlet shaft receiving part 131d (see Fig. 17, Fig. 20 and Fig. 31). As will be described later, the third fastening retaining part 131g is designed to be detachable from the entry shaft receiving part 131d.

[0072] The construction of the first mounting bracket 57, which supports the first mounting 53, is described in detail. Referring to Fig. 21 and Fig. 28 The first mounting bracket 57 has a mounting body 57a, which is a plate-shaped element, and an inner plate 57b, which is also a plate-shaped element, so that it can be removed from the mounting body 57a. The mounting body 57a has an outer plate 57c, which extends vertically on the outer side relative to the first mounting 53 (the first mounting retaining part 131e) in the vehicle width direction and which is fixed to the rear surface of the cross member 12; a plate mounting element 57d, which extends vertically on the inner side relative to the first mounting 53 (the first mounting retaining part 131e) in the vehicle width direction and which is fixed to the rear surface of the second cross member 12; and a connecting plate 57e, which connects a lower end of the outer plate 57c and a lower end of the plate mounting element 57d.The outer plate 57c, the plate mounting element 57d, and the connecting plate 57e are integrally formed. The connecting plate 57e is connected to a lower surface of the second cross member 12. The inner plate 57b and the outer plate 57c project rearward from the connecting plate 57e. The plate mounting element 57d projects rearward from the second cross member 12. The inner plate 57b is to be attached to the plate mounting element 57. The inner plate 57b, which is attached to the plate mounting element 57d, is arranged on its inner side (in the vehicle width direction) relative to the first mounting 53, with the inner plate 57b facing the outer plate 57c and, together with the outer plate 57c, surrounding the first mounting 53 from both sides in the vehicle width direction.

[0073] The connecting plate 57e and the plate mounting element 57d correspond to a basic part of the present invention, and the plate mounting element 57d corresponds to a mounting part which is configured to detachably attach and fasten a removable fixing part, and which projects from the cross member (second cross member 12) towards the removable fixing part (towards the rear). The inner plate 57b and the outer plate 57c correspond to a pair of fixing parts of the present invention.The inner plate 57b corresponds to a fixing part (removable fixing part) on a side which is closer to the center of the vehicle 1 in the vehicle width direction, or to a fixing part on a side which is further away from one (the left) of the main frames 10, the outer plate 57c corresponds to a fixing part on a side which is further away from the center of the vehicle 1 in the vehicle width direction, or to a fixing part on a side which is closer to one (the left) of the main frames 10.

[0074] Two studs 180, separated in the vertical direction, are provided for mounting on the plate attachment element 57d and extending towards the center of the vehicle 1 in the vehicle width direction (towards the inner side in the vehicle width direction). Two stud insertion holes 57f are formed in the inner plate 57b, into each of which the stud 180 is inserted, and a shaft insertion hole 57g is formed, into which the central shaft 53b of the first fastening 53 is inserted parallel to the stud 180 (see Fig. 28). Furthermore, a shaft insertion hole 57h is formed in the outer plate 57c, into which the central shaft 53b, which penetrates the central part (central hole) of the rubber sleeve 53a of the first fastening 53 in the vehicle width direction, is inserted parallel to the stud bolt 180. An end section (end section on the outer side in the vehicle width direction) of the central shaft 53b is an external threaded section to engage with an internal threaded section of a nut 182 (see Fig. 21, Fig. 28 and Fig. 29), and the other end section (end section on the inner side in the vehicle width direction) has a hexagonal shape to engage with a tool for fastening the external threaded section in the internal threaded section of the nut 182. The two studs 180 correspond to fixing part fastening bolts of the present invention, and the two bolt insertion holes 57f correspond to first holes of the present invention. Furthermore, the central shank 53b corresponds to a fixing part fastening bolt of the present invention, and the shank insertion hole 57g corresponds to a second hole of the present invention.

[0075] In a front end of the projection of the plate mounting element 57d (rear end section of the plate mounting element 57d) an arc-shaped recess 57i is formed in the vehicle width direction to prevent overlapping with an outer shape of the first fastening 53, which is supported by the first fastening bracket 57 (see Fig. 28). The recess 57i is arranged between the two studs 180.

[0076] The inner plate 57b is removed from the mounting body 57a before the transmission unit 36 ​​is attached to the chassis frame 9. The rubber sleeve 53a is first attached to the first mounting bracket 131e. A surface of the rubber sleeve 53a on its outer side (in the direction of vehicle width) is pressed against a surface of the outer plate 57c on its inner side (in the direction of vehicle width). In this position, the inner plate 57b is attached to the plate mounting element 57d by means of the studs 180 and the nuts 181, which engage with the studs 180 and are then secured. Subsequently, the central shaft 53b is inserted from its inner side (in the direction of vehicle width) into the shaft insertion hole 57g, into the central part (central hole) of the rubber sleeve 53a, and into the shaft insertion hole 57h in that order.Then the nut 182 is attached to the external threaded section of the central shaft 53b on the outer side in the vehicle width direction relative to the outer plate 57c, and the central shaft is fixed to the inner plate 57b and the outer plate 57c. The nut is a nut with a flanged section and is described with reference to... Fig. 6. The flanged section of the nut 182 is held in a pocket section located in a recess between a retaining element 185, which is provided in a U-shape to surround the shaft insertion hole 57h on a surface of the outer plate 57c on its outer side in the vehicle width direction, and the surface of the outer plate 57c on its outer side in the vehicle width direction. In this state, the hexagonal nut 182 cannot rotate because the nut 182 contacts an inner circumferential portion of the substantially U-shaped retaining element 185. The nut 182 is attached to the outer plate 57c in such a way that it cannot rotate.As a result, an end section of the central shaft 53b is rotated on its inner side (in the direction of vehicle width) using a tool, thereby securing the external threaded section of the central shaft 53b in the internal threaded section of the nut 182. It should be noted that the nut 182 can be a welded nut, which is welded to the circumference of the shaft insertion hole 57h on the surface of the outer plate 57c on its outer side (in the direction of vehicle width) to prevent rotation of the nut 182.

[0077] The following can be carried out: Attaching the inner plate 57b to the plate mounting element 57d (screwing the nuts 181 onto the studs 180) using a relatively large working space on the inside (center side) in the vehicle width direction, and attaching the central shaft 53b to the inner plate 57b and the outer plate 57c (fastening the first fastening 53 to the inner plate 57b and to the outer plate 57c) using the relatively large working space on the inside side in the vehicle width direction.

[0078] Since the studs 180 and the central shaft 53b extend parallel to the vehicle width direction, the central shaft 53b, the nuts 181, and the inner plate 57b can be moved in the vehicle width direction, and then the inner plate 57b and the central shaft 53b can be removed. Consequently, even if there is no working space on the front and rear sides of the first fastening 53, the space on the inner side in the vehicle width direction can be used to install the first fastening 53, and the preceding fastening can be carried out in one direction. This improves machinability.

[0079] The surface of the rubber sleeve 53a on its outer side (in the vehicle width direction) contacts the surface of the outer plate 57c on its inner side (in the vehicle width direction), and a surface of the inner plate 57b on its outer side (in the vehicle width direction) contacts a surface of the rubber sleeve 53a on its inner side (in the vehicle width direction). Consequently, the rubber sleeve 53a is positioned between the inner plate 57b and the outer plate 57c, each of which is located on one of the two sides of the rubber sleeve 53a in the vehicle width direction. The central shaft 53b is fixed to the inner plate 57b and the outer plate 57c, with the central shaft 53b passing through the central part (central hole) of the rubber sleeve 53a in the vehicle width direction.In this way, the first fastening 53 is attached to the inner plate 57b and the outer plate 57c of the first fastening bracket 57, so that the central shaft 53b of the first fastening 53 extends in the vehicle width direction and is supported by means of the inner plate 57b and the outer plate 57c of the first fastening bracket 57.

[0080] Consequently, the transmission unit 36 ​​is attached to the chassis frame 9 by means of the first to third mountings 53-55 and the first to third mounting brackets 57-59. In such a state, the central shafts 53b, 54b, 55b of the first to third mountings 53-55 extend in different directions from each other.

[0081] Referring to Fig. 13 and Fig. 24 The rear wheel drive shaft 37 has a front shaft 37a and a rear shaft 37b, which are connected to each other by a joint (in the present embodiment a universal joint 65). A front end of the front shaft 37a is connected to the rear end of the power transmission unit 34 by means of a universal joint 64, and a rear end of the front shaft 37a is connected to a front end of the rear shaft 37b by means of the universal joint 65, which is arranged under the fifth cross member 15 (see Fig. 24). The front shaft 37a extends, viewed from above, straight rearward from the universal joint 64 in the middle of the vehicle width direction between the main frames 10. The front shaft 37a is inclined downwards towards the rear.

[0082] Referring to Fig. 24 (There Fig. 24 is a bottom view, where right and left are opposite to each other as in Fig. As shown in Figure 13, the rear shaft 37b extends rearward from the universal joint 65 and is connected to the rear differential gear unit 38 (specifically to an input shaft, which is described below) by means of a universal joint 66. The rear shaft 37b is inclined downwards rearward and, viewed from above, is slightly inclined towards the rear right side (one side opposite a fuel tank 83, which is described below). Consequently, viewed from above, the rear drive shaft 37 is bent at the universal joint 65 such that the universal joint 65 is positioned on the left side relative to a straight line connecting both ends of the rear drive shaft 37 (the front end of the front shaft 37a and a rear end of the rear shaft 37b).

[0083] The rear wheel drive shaft 37 is supported along its length at a central section by a drive shaft center bearing 67 (hereinafter referred to as "center bearing 67" for simplicity). Specifically, the rear wheel drive shaft 37 is supported by the center bearing 67 near the rear end of the front shaft 37a (the portion of the front shaft 37a near the universal joint 65). The center bearing 67 is supported by two bearing brackets 68, which are attached to the fifth cross member 15, and is located near the front side of the fifth cross member 15. In a frontal collision of the vehicle 1, an impact force acts from the front to the rear on the rear wheel drive shaft 37 (front shaft 37a), e.g. due to a backward movement of the motor 32. In such a condition, the front shaft 37a pushes the center bearing 67 backward, and thus the impact force acts from the front to the rear on the center bearing 67.If the impact force is too great, the center bearing 67, which absorbs the impact force, is detached from the bearing bracket 68. Consequently, the rear wheel drive shaft 37 and the center bearing 67 are detached from the fifth cross member 15.

[0084] Referring to Fig. 24 The rear differential gear unit 38 has an axle housing 132 which accommodates a differential gear, etc. The axle housing 132 has a gear mounting part 132a, which accommodates the differential gear; a left drive shaft mounting part 132b, which extends in the width direction of the vehicle and has a left rear drive shaft configured to drive a left rear wheel 7; a right drive shaft mounting part 132c, which extends in the width direction of the vehicle and accommodates a left rear drive shaft configured to drive a right rear wheel 7; and an input shaft mounting part 132d, which is connected to the rear shaft 37b and which accommodates the input shaft extending in the longitudinal direction of the vehicle. Each of the drive shaft mounting parts 132b, 132c has a cylindrical shape to cover the circumference of the rear drive shaft.One of the drive shaft mounting parts 132b, 132c extends in the vehicle width direction towards one side of the transmission mounting part 132a, and the other of the drive shaft mounting parts 132b, 132c extends in the vehicle width direction towards the other side of the transmission mounting part 132a.

[0085] Each of the drive shaft mounting parts 132b, 132c is supported by a leaf spring 71, which is attached to a rear part of the wide part 10b of the main frame 10 (see Fig. 14). A shock absorber 72 is arranged between the left drive shaft mounting part 132b and a part of the left main frame 10 at the rear side relative to the left drive shaft mounting part 132b, and another shock absorber 72 is arranged between the right drive shaft mounting part 132c and a part of the right main frame 10 at the front side relative to the right drive shaft mounting part 132c (see Fig. 13, Fig. 14 and Fig. 24).

[0086] An exhaust device 75 of the engine 32 is arranged on the right side of the engine 32 (see Fig. 13 and Fig. 24). The exhaust system 75 has an exhaust pipe 76 which extends towards a rear end of the vehicle 1. An upstream exhaust aftertreatment device 77, an elastic joint 78, a downstream exhaust aftertreatment device 79, and an exhaust muffler 80 are attached to the exhaust pipe 76 in that order, starting from an upstream side. Each of the upstream and downstream exhaust aftertreatment devices 77, 79 has a three-way catalyst and cleans the exhaust gas of the engine 32. In order to clean, in particular, hydrocarbons HC and carbon monoxide CO from the engine 32 when it is cold, the upstream exhaust aftertreatment device 77 is arranged close to the engine 32. The elastic joint 78 is designed to prevent the transmission of vibration from the engine 32 to a part of the exhaust pipe 76 downstream of the elastic joint 78.The exhaust muffler 80 is located to the right of the rear shaft 37b of the rear wheel drive shaft 37 between the fifth and sixth cross members 15, 16.

[0087] The fuel tank 83, which is made of cast resin and stores fuel to be supplied to the engine 32, is located to the left of the rear shaft 37b (see Fig. 13, Fig. 14 and Fig. 24). The fuel tank 83 is generally positioned between the fifth and sixth cross members 15, 16. The portion of the fuel tank 83 positioned between the fifth and sixth cross members 15, 16 is hereinafter referred to as the "tank body 83a". A front extension 83b, extending forward beyond the fifth cross member 15 and located next to the center bearing 67 in the vehicle width direction, is provided at the front of the tank body 83a. A rear extension 83c, extending rearward beyond the sixth cross member 16, is provided at the rear of the tank body 83a. The fuel tank 83 is narrowed in the vehicle width direction at a boundary between the tank body 83a and the front extension 83b, and at a boundary between the tank body 83a and the rear extension 83c.The fuel tank is attached and fixed to the aforementioned two narrowed parts on a lower surface of the fifth and sixth crossbeams 15, 16 by means of band-shaped tank mounting elements 84 (see . Fig. 24). An insulator, which is a thin steel plate for blocking heat from the exhaust pipe 76 and the muffler 80, is provided on a right-hand side face of the fuel tank 83, although not shown in the figure. Furthermore, an underguard, which is a thin steel plate, is provided on a lower face of the fuel tank 83. Such an underguard is also provided at the following positions: one position below the engine 32, one position between the first and second cross members, and one position below the power transmission unit 34.

[0088] The right and left front wheels 6 are controlled by a steering mechanism which is operated synchronously with a steering wheel operated by a passenger. In the mechanism, a gear is rotated by turning the steering wheel, and a rack which engages with the gear is housed in a steering gear box 87 (see Fig. 13 and 15-18). The rack extends in the direction of the vehicle's width and is attached at both its ends to a right and a left steering rod 88 (see Fig. 16 and Fig. 18). Each of the steering rods 88 is connected to a kingpin joint 91, which is provided in an inner part of the wheel hub 50 in the direction of the vehicle width.

[0089] Referring to Fig. 20 The right and left front wheels 6 are each supported by a right and a left front wheel suspension device 90 (indicated by the reference numeral "90" only in Fig. 15). Each of the front suspension devices 90 is a top-mounted double wishbone suspension. Each of the front suspension devices 90 has a kingpin joint 91, a lower arm 92, an upper arm 93, a coil spring 94 (only in Fig. 20) and a shock absorber 95. It should be noted that a stabilizer, which is provided in the front wheel suspension device 90, is not shown in the figure.

[0090] The lower arm 92 is shaped such that it branches into a front and a rear section at its base end section (the inner part thereof in the direction of the vehicle width). A front base end section 92a of the lower arm 92 is attached to the second cross member 12 by means of the cross member bracket 23, and a rear base end section 92b is attached to the third cross member 13 by means of the cross member bracket 24. Specifically, the front base end section 92a is pivotably mounted on a lower arm pivot pin 98 (see Figure 1). Fig. 6 and Fig. 22) attached, which is provided to extend in the longitudinal direction of the vehicle in the cross member bracket 23, and the rear base end part 92b is pivotable on a lower arm pivot pin 99 (see Fig. 6 and Fig. 22) is attached, which is provided to extend in the longitudinal direction of the vehicle in the cross member bracket 24. This allows the lower arm 92 to pivot vertically about the lower arm pivot pins 98, 99.

[0091] The upper arm 93 has such a shape that it branches into a front and a rear part at a base end section. A front base end section 93a of the upper arm 93 is pivotably attached to an end section of an upper arm pivot pin 106 (see Fig. 15-17 and 19), which is provided to extend in the longitudinal direction of the vehicle in an inner panel 102 of a suspension tower 101, which is described below, and a rear base end part 93b of the upper arm 93 is pivotably attached to the other end part of the upper arm pivot pin 106. This allows the upper arm 93 to pivot vertically about the upper arm pivot pin 106.

[0092] The lower arm 92 extends outwards from the front and rear base end sections 92a, 92b in the vehicle width direction relative to the main frame 10. The lower arm 92 is connected at a front end section thereof (outer end section thereof in the vehicle width direction) to a lower end section of the kingpin joint 91 by means of a ball joint 110 (see Fig. 19 and Fig. 22). The upper arm extends outwards from the front and rear base end sections 93a, 93b in the vehicle width direction relative to the main frame 10. The upper arm 93 is connected at a front end section thereof (outer end section thereof in the vehicle width direction) to an upper end section of an arm section 91a, which extends upwards towards an upper part of the kingpin joint 91, by means of a ball joint 111 (see Fig. 15, Fig. 17 and Fig. 19). Consequently, the kingpin joint 91, the lower arm 92 and the upper arm 93 pivot vertically synchronously with the vertical movement of the front wheel 6.

[0093] A shock absorber 115 (see Fig. 2-6, 15, 17 and 19-23) is welded to an outer surface of the main frame 10 in the vehicle width direction. The impact stop 115 is configured to contact a contact part 92c, which is provided near the rear base end part 92b on an upper surface of the lower arm 92, and to limit upward movement of the lower arm 92 beyond a position where the impact stop 115 and the contact part 92c make contact. The lower arm 92 is formed by an upper and a lower plate element 92d, 92e (a space is formed between the plate elements 92d, 92e), and another plate element 92f is welded to the contact part 92c to increase the strength of the contact part 92c (see Fig. 22).

[0094] Each of the impact stoppers 115 has a stopper body 116, which is attached to the outer surface of the main frame 10 in the vehicle width direction, projecting outwards in the vehicle width direction. The stopper body 116 is a panel formed in a bag shape (essentially a U-shape in the present embodiment), which, viewed in cross-section, opens along the horizontal direction on the inner side in the vehicle width direction, and which opens at its upper and lower ends. End sections of the panel on sides of the opening on the inner side in the vehicle width direction (viewed in cross-section, end sections of the U-shape), i.e., a front mounting part 116c and a rear mounting part 116d (see Figure 1). Fig. 6, Fig. 22 and Fig. 23) of the stop body 116 are attached to the outer surface of the main frame 10 in the vehicle width direction, with the end sections of the panel being separated from each other in the vehicle length direction. This means that, viewed in cross-section, the stop body 116 is attached to the main frame 10 at the end sections of the U-shape (at the front and rear mounting parts 116c, 116d).

[0095] The opening of the stopper body 116 at the upper end of the panel is hereinafter referred to as the “upper opening 116a”, and the opening of the stopper body 116 at the lower end of the panel is hereinafter referred to as the “lower opening 116b”. Since the stopper body 116 is attached to the main frame 10 at the front and rear mounting parts 116c, 116d, the opening of the panel is closed on the inner side in the direction of the vehicle width, and the stopper body and the part of the main frame 10 together form a vertically extending cylindrical shape, which opens at the upper and lower ends in the vertical direction. The respective openings at the upper and lower ends in the vertical direction are the upper opening 116a and the lower opening 116b.Consequently, it can be said that the upper opening 116a is formed between an upper end section of the stop body 116 and the outer surface of the main frame 10 in the vehicle width direction. Furthermore, it can be said that the lower opening 116b is formed between a lower end section of the stop body 116 and the outer surface of the main frame 10 in the vehicle width direction (specifically the cross member bracket 24).

[0096] In the present invention, the size of the projecting section of the stopper body 116 gradually increases from the vehicle frame 10 in the vehicle width direction towards the underside of the stopper body 116. Consequently, a front end of the stopper body, viewed in the longitudinal direction of the vehicle, is inclined downwards towards the outer side in the vehicle width direction. The opening area of ​​the lower opening 116b is larger than that of the upper opening 116a.

[0097] Of the upper openings 116a and the lower opening 116b, only the lower opening 116b is covered by a closure element 117 (see Fig. 4, Fig. 6, Fig. 22 and Fig. 23) covered. A contact element 118, which touches the lower arm 92, is attached to an outer part of a lower surface of the locking element 117 in the vehicle width direction. The contact element 118 has, with reference to Fig. 23 In particular, an inverted, bowl-shaped base 118a, which is fixed to the locking element 117, and a rubber contact part 118b, which is vulcanized and attached to the base 118a and is formed in a downward-pointing conical shape. The contact part 92c of the lower arm 92 contacts the rubber contact part 118b. A stud bolt 119 is welded to a central part of the base 118a to project upwards, and a weld nut 120, into which the stud bolt 119 is screwed, is welded to an upper surface of the locking element 117. A through-hole 117a is formed at a position on the locking element 117 which corresponds to the weld nut 120 (see Fig. 6 and Fig. 23) When the contact element 118 is attached to the lower surface of the locking element 117, the stud 119 is inserted into the through hole 117a, and then the base 118a is turned. In this way, the stud 119 is screwed into the weld nut 120.

[0098] The rear mounting part 116d of the stopper body 116 is attached at a position where the rear mounting part 116 and the third cross member 13 overlap in the longitudinal direction of the vehicle, to a part extending from an upper end to a lower end in the outer surface of the main frame 10 in the vehicle width direction, and to the third cross member 13 (specifically the cross member bracket 24). Furthermore, the front mounting part 116c of the stopper body 116 is attached at a position in the longitudinal direction of the vehicle between the engine mounting bracket 27 and the third cross member 13 to a part extending from its upper end to its lower end in the outer surface of the main frame 10 in the vehicle width direction.

[0099] The lower arm 92 is inclined forwards towards the outer side of the vehicle width direction near the rear base end part 92b (part of the lower arm 92 which contacts the contact element 118). According to this configuration, the stopper body 116 and the contact element 118 consequently project from the outer surface of the main frame 10 towards the outer side of the vehicle width direction in such a state that the stopper body 116 and the contact element 118 are inclined forwards towards the outer side of the vehicle width direction.

[0100] The design and arrangement of the impact stop 115 allow it to be easily depressed in the longitudinal direction of the vehicle in the event of a frontal impact. Consequently, the impact stop 115 does not prevent the main frame 10 from being depressed (compression-deformed) in the longitudinal direction of the vehicle in the event of a frontal impact. In the present embodiment, a plurality of recessed sections 125 (two recessed sections 125) are formed at positions (one position is on an upper surface and the other position is on the lower surface) of the main frame 10, which overlap with the upper opening 116a in the longitudinal direction of the vehicle (see Fig. 4, Fig. 7, Fig. 8, Fig. 15 and Fig. 20) (The recessed section formed in the lower surface of the main frame 10 is not shown in the figure). The multiple recessed sections 125 allow the main frame 10 to be more easily pressed inwards in the longitudinal direction of the vehicle. Since the front mounting part 116c of the stopper body 116 of the impact stopper 115 does not overlap with the engine mounting bracket 27 in the longitudinal direction of the vehicle, advantages can also be realized that are similar to those of an arrangement described later in which several deformation prevention elements are distributed. The recessed sections 125 can be formed at any position on the main frame 10, as long as such positions overlap with the upper opening 116a in the longitudinal direction of the vehicle.The recessed sections 125 are not necessarily formed at multiple locations, and the recessed section 125 may be formed at only one location. Even if a small hole penetrating the inner panel 20 or the outer panel 21 is formed instead of the recessed section 125, similar advantages can be expected. In such a case, the small hole serves as a means of introducing and removing an electrocoating solution into and from the enclosed space of the main frame 10 during a step of the coating process.

[0101] The suspension tower 101, which is designed to support an upper part of the vertically extending strut 96 (i.e. the coil spring 94 and the shock absorber 95) of the front wheel suspension device 90, is attached to a part of the narrow section 10a of the main frame 10 between the second and the third cross members 12, 13 (see e.g. Fig. 6-8, 10-12, 15-17 and 19). A lower end part of the strut 96 (lower end part of the shock absorber 95) is connected to the lower arm 92 to pivot about an axis which extends in the longitudinal direction of the vehicle.

[0102] The suspension tower 101 points to the inner panel 102, which is arranged on the inner side in the direction of the vehicle width, an outer panel 103, which is connected to the inner panel 102 and which is arranged on the outer side in the direction of the vehicle width, and a suspension tower reinforcement 104, which is provided between the panels 102, 103 (see e.g. Fig. 10-12). In a lower part of the suspension tower 101, a front leg section 101a and a rear leg section 101b are provided to be branched off and separated from each other in the longitudinal direction of the vehicle.

[0103] Specifically, a strut mounting element 103a, which is designed to support the upper part of the strut 96, is formed in an upper end section of the outer panel 103. Upper sections of the coil spring 94 and the shock absorber 95 are fixed to and supported by the strut mounting element 103a. The outer panel 103 has a front outer panel leg 103b, which extends downwards from an upper, front end section of the outer panel 103, and a rear outer panel leg 103c, which extends downwards from an upper, rear end section of the outer panel 103.

[0104] The suspension tower reinforcement 104 is welded to the outer panel 103 to cover an opening in the outer panel 103 between the front outer panel leg 103b and the rear outer panel leg 103c on the inner side in the direction of the vehicle's width. A space formed by the front outer panel leg 103b, the rear outer panel leg 103c, and the suspension tower reinforcement 104, and opening on an outer side in the direction of the vehicle's width, is a space that accommodates the strut 96. It should be noted that the outer panel 103 can be formed integrally, rather than the suspension tower reinforcement 104 being provided to fulfill a role assigned to the suspension tower reinforcement 104.

[0105] The outer panel 103, to which the suspension tower reinforcement 104 is welded, is welded to the inner panel 102. In such a welded state, a closed space is formed in cross-section between the inner panel 102 and the suspension tower reinforcement 104. If the outer panel 103 is integrally formed to fulfill the role assigned to the suspension tower reinforcement 104, then a closed space is formed in cross-section between the inner panel 102 and the outer panel 103.

[0106] In the previously welded state, the inner panel 102 projects upwards relative to the outer panel 103, and the outer panel 103 projects downwards relative to the inner panel 102. An upper pivot pin 106, designed to support the upper arm 93, is provided in the upwardly projecting portion of the inner panel and extends in the longitudinal direction of the vehicle. The upper pivot pin 106 is inserted into a support sleeve 107, which is provided in the inner panel 102 (see figure). Fig. 10 and Fig. 11). A stiffening element 108 (see Fig. 10 and Fig. 11) is provided on an outer side of the support sleeve 107 (at a position above the outer panel) in the direction of the vehicle's width, and reinforces a portion of the inner panel 102 on which the upper arm pivot pin 106 is provided. The reason the upper arm pivot pin 106 is provided in the inner panel 102 is that the length of the upper arm 93 can be longer than it would be if the upper arm pivot pin 106 were provided in the outer panel 103.

[0107] In the lower part of the inner panel 102, a front inner panel leg 102a and a rear inner panel leg 102b are provided to branch off and be separated from each other in the longitudinal direction of the vehicle. In the lower part of the suspension turret reinforcement 104, a front reinforcement leg 104a and a rear reinforcement leg 104b are provided to branch off and be separated from each other in the longitudinal direction of the vehicle. The front reinforcement leg 104a is welded to the front outer panel leg 103b, and the rear reinforcement leg 104b is welded to the rear outer panel leg 103c.

[0108] The front inner panel leg 102a, the front outer panel leg 103b, and the front reinforcement leg 104a together form the front leg 101a of the suspension tower 101. The rear inner panel leg 102b, the rear outer panel leg 103c, and the rear reinforcement leg 104b together form the rear leg 101b of the suspension tower 101.

[0109] The front leg section 101a and the rear leg section 101b of the suspension tower 101 are welded to the main frame 10 to be separated from each other in the longitudinal direction of the vehicle. Specifically, the front inner panel leg section 102a and the rear inner panel leg section 102b of the inner panel 102 are welded to an inner part of an upper surface of the main frame 10 (to the inner panel 20 of the main frame 10) in the vehicle width direction to be separated from each other in the longitudinal direction of the vehicle.The front outer panel leg 103b and the rear outer panel leg 103c of the outer panel 103 are welded to an outer portion of the upper surface of the main frame 10 (in the vehicle width direction) and to a portion extending from the upper end to the lower end of the outer surface of the main frame 10 (in the vehicle width direction) (to the outer panel 21 of the main frame 10) in order to be separated from each other in the longitudinal direction of the vehicle. The front reinforcement leg 104a and the rear reinforcement leg 104b of the suspension tower reinforcement 104 are welded to the outer surface of the main frame 10 (in the vehicle width direction) (to the outer panel 21 of the main frame 10) in order to be separated from each other in the longitudinal direction of the vehicle.Consequently, the lower part of the suspension tower 101 is not attached to the main frame 10 over the entire lower part of the suspension tower 101 in the longitudinal direction of the vehicle, but a lower central part of the suspension tower 101 is not attached to the main frame 10 in the longitudinal direction of the vehicle. As described above, even if the lower part of the suspension tower 101 is attached to the main frame 10 at the front leg part 101a and at the rear leg part 101b, the suspension tower 101 is attached on the inner side in the direction of the vehicle width to the main frame 10 at the front inner panel leg part 102a and at the rear inner panel leg part 102b, and on the outer side in the direction of the vehicle width to the main frame 10 at the front outer panel leg part 103b, the rear outer panel leg part 103c, the front reinforcement leg part 104a and the rear reinforcement leg part 104b.Consequently, the attachment force of the suspension tower 101 to the main frame 10 can sufficiently withstand a force received by the strut 96.

[0110] Several recessed sections 126 (four recessed sections 126) (see Fig. 6-9 and 20-22) are formed in a part of the main frame 10 between the front leg part 110a and the rear leg part 101b (a total of four sections, which are: a corner section formed between the upper surface of the main frame 10 and one of the side surfaces of the main frame 10, a corner section formed between the upper surface of the main frame 10 and the other side surface of the main frame 10, a corner section formed between the lower surface of the main frame 10 and one of the side surfaces of the main frame 10, and a corner section formed between the lower surface of the main frame 10 and the other side surface of the main frame 10).The majority of the recessed sections 126 allow the main frame to be easily depressed in the longitudinal direction of the vehicle at the recessed sections 126 during a frontal impact of the vehicle 1 (especially in a frontal impact of the vehicle 1 with full overlap). This means that a connecting part of the main frame 10 and the suspension tower 101 (attachment part of the main frame 10 and the suspension tower 101) is typically less likely to be depressed. Since the suspension tower 101 is attached to the main frame 10 at the front leg section 101a and the rear leg section 101b, which are branched off to be separated from each other in the longitudinal direction of the vehicle, the main frame 10 can, however, be easily pushed in at a part of it between the front leg section 101a and the rear leg section 101b in the longitudinal direction of the vehicle during a frontal impact of the vehicle 1.Since the recessed sections 126 are formed in the preceding part, the main frame 10 can also be more easily pressed into the front preceding part in the longitudinal direction of the vehicle. It should be noted that the recessed sections 126 are not necessarily formed at multiple positions and that the recessed section 126 may be formed at a single position.

[0111] The second crossbeam 12 is positioned at a location separated from the suspension tower 101 at the front. The third crossbeam 13 is also positioned at a location separated from the suspension tower 101 at the rear.

[0112] The engine mounting bracket 27 is positioned such that it is separated in the longitudinal direction of the vehicle from the connecting part of the main frame 10 and the suspension tower 101, from a connecting part of the main frame 10 and the second crossmember 12 (connecting part of the main frame 10 and the crossmember bracket 23), and from a connecting part of the main frame 10 and the third crossmember 13 (connecting part of the main frame 10 and the crossmember bracket 24). Furthermore, the engine mounting bracket 27 is welded to a portion of the inner surface of the main frame 10 in the width direction of the vehicle (to a portion of the inner panel 20 of the main frame 10) between the second and third crossmembers 12, 13.

[0113] Providing the engine mounting bracket 27 separately from each of the preceding connecting parts in the longitudinal direction of the vehicle results in the provision of the engine mounting bracket 27 separately from each of the preceding connecting parts in the longitudinal direction of the vehicle at the same height position of the main frame 10. Referring to, for example, Fig. 9 The engine mounting bracket 27 is inclined forward towards its underside at one of its front ends. At a specific height position in the upper part of the main frame 10, an upper, front end section of the engine mounting bracket 27 is positioned longitudinally, separated from the rear leg section 101b of the suspension tower 101. A lower, front end section of the engine mounting bracket 27 is positioned vertically, separated from the rear leg section 101b. This means that the engine mounting bracket 27 is inclined forward at its front end towards its underside, creating a gap of a predetermined width between the engine mounting bracket 27 and the suspension tower 101 (rear leg section 101b). As described below, the main frame 10 is compressed and deformed at this gap in the longitudinal direction of the vehicle.

[0114] In the present embodiment, the motor mounting bracket 27 is attached to a portion of the main frame 10 between the suspension tower 101 and the third crossmember 13. In such a case, since the motor 32 can be positioned relatively closer to the rear in a front portion of the main frame 10, the timing of the motor 32's backward movement during a frontal impact of the vehicle 1 can be delayed. As a result, the amount of energy absorbed by the compression deformation of the front portion of the main frame before the motor begins to move backward can be increased.

[0115] The engine mount 27 can be attached to a portion of the main frame 10 between the suspension tower 101 and the second crossmember 12. In such a case, it is also preferred that the engine mount 27 be attached to the main frame 10 in such a way that it is separated in the longitudinal direction of the vehicle from the connecting part of the main frame 10 and the suspension tower 101, from the connecting part of the main frame 10 and the second crossmember 12, and from the connecting part of the main frame and the third crossmember 13. However, it should be noted that the engine is likely to be located in a position relatively closer to the front in the front portion of the main frame, and this would advance the timing of the reverse movement of the engine 32 during a frontal impact of the vehicle 1.As a result, the amount of energy absorbed by the compression of the main frame 10 before the motor 32 begins to move backward is reduced. Consequently, an energy absorption design is necessary that takes into account the backward movement of the motor 32, which exhibits unstable behavior.

[0116] In a frontal impact of vehicle 1, one or both of the main frames 10 are compressed in the longitudinal direction of the vehicle, starting at the front end and moving towards the rear. Numerous deformation-prevention elements are installed in a section of the main frame 10 between the second and third cross members 12, 13. These elements prevent compression (compression deformation) of the main frame in the longitudinal direction of the vehicle during a frontal impact of vehicle 1. Examples of such elements are the second and third cross members 12, 13, the suspension tower 101, and the engine mounting bracket 27. Since the impact stop 115, as described above, is designed in such a way that it is simply compressed, it is not considered one of the deformation-prevention elements.

[0117] In such a case, if the majority of deformation-prevention elements are arranged so that they overlap in the longitudinal direction of the vehicle, it is significantly less likely that the main frame 10 will be dented at the mounting points of the majority of deformation-prevention elements and each main frame 10. Consequently, the majority of deformation-prevention elements are distributed along the longitudinal direction of the main frame 10, thus ensuring that the main frame 10 is not dented at a point between adjacent deformation-prevention elements.In contrast to the case where the majority of deformation-prevention elements are arranged to overlap in the longitudinal direction of the vehicle, the main frame is not compressed or deformed at all in the longitudinal direction of the vehicle at the mounting part of each deformation-prevention element and each main frame 10 (in particular at the mounting part of each suspension tower 101, each engine mount 27, and each main frame 10), but it is very likely that the main frame 10 will be compressed and deformed in the longitudinal direction of the vehicle. Consequently, due to the complete compression deformation at multiple locations, the amount of impact energy absorbed during a frontal impact of the vehicle 1 can be ensured.

[0118] A method for attaching the transmission unit 36 ​​to the chassis frame 9 in a production line of the vehicle 1 is described with reference to the Fig. described on pages 25-31. It should be noted that in the Fig. 25-31 the main frame 10, the second cross member 12, the third cross member 13, the gearbox unit, etc. are shown in a simplified form (the same applies to the Fig. 32 and Fig. 33 to).

[0119] Referring to Fig. 25. Before attaching the gearbox unit 36, the engine mounting 41 is attached to the engine mounting bracket 27, which is attached to each of the main frame members 10 of the chassis frame 9, and a unit comprising the steering gearbox 87 and the steering rod 88 of the steering mechanism is attached to the second cross member 12. It should be noted that the rubber sleeves 53a, 54a are attached beforehand to the first and second mounting brackets 131e, 131f of the gearbox unit 36, respectively (the central shafts 53b, 54b are not attached to the rubber sleeves 53a, 54a). The rubber sleeve 55a is attached beforehand to the third mounting bracket 131g, and the central shaft 55b is attached to the rubber sleeve 55a.

[0120] The chassis frame 9 moves along the production line to an installation area for the transmission unit 36. In the installation area, the transmission unit 36 ​​is suspended by means of a suspension device 210 (only in Fig. 26 and Fig. (27 shown). The suspension device 210 comprises a single suspension cable 211 extending vertically and a suspension section 220 suspended from a lower end of the suspension cable 211 and configured to hold the gear unit 36. The suspension cable 211 can be moved vertically by a user by operating a remote control switch. By operating the remote control switch, the height position of the suspension section 220, i.e., the height position of the gear unit 36, can be adjusted. The user can also manually move the gear unit 36 ​​horizontally.

[0121] A ring 212 is fixed to the lower end of the suspension cable 211, and a horizontally extending cantilever rod 220a is provided in an upper part of the suspension section 220. A front end of the cantilever rod 220a is inserted into the ring 212, and thus the suspension cable 211 suspends the gear unit 36 ​​by means of the receiving section 220. In such a configuration, the user can pivot the gear unit 36, which is suspended by means of the suspension cable 211, vertically around the lower end of the suspension cable 211, so that, for example, a front side of the gear unit 36 ​​moves relative to a rear side of it.

[0122] Referring to Fig. 26 When attaching the gear unit 36, the user moves the gear unit 36 ​​from the rear of the third cross member 13 towards the front. In this state, the gear unit is in a position such that the right output shaft receiving part 131c of the housing 131 is inclined forward to the right side.

[0123] Subsequently, a front end portion of the right output shaft receiving part 131c moves below the right motor mounting bracket 27 and the right main frame 10, and then the gearbox unit 46 is positioned closer to the right side. In such a state, when the gearbox unit 36 ​​is rotated clockwise about a virtual vertical axis passing near the front end of the right output shaft receiving part 131c in a top view, the gearbox receiving part 131a, the left output shaft receiving part 131b, etc., move above the third cross member 13 to be positioned at the front of the third cross member 13. At this point, the gearbox receiving part 131a, the left output shaft receiving part 131b, etc., are moved so that they do not touch the left motor mounting bracket 27 and the left motor mount 41. Then the gearbox receiving part 131a, etc.positioned on the front of the third cross member 13, and the right exit shaft receiving part 131c is in a state in which the right exit shaft receiving part 131c extends in the vehicle width direction (see . Fig. 27). In such a state, the first mounting 53 (rubber sleeve 53a) is positioned closer to the center of the vehicle 1 in the vehicle width direction (towards the inner side in the vehicle width direction) relative to the first mounting bracket 57. As described above, the transmission unit 36 ​​is moved such that the first mounting 53 is positioned closer to the center of the vehicle 1 in the vehicle width direction relative to the first mounting bracket 57.

[0124] Next, in the state where the first mounting 53 (rubber sleeve 53a) is positioned closer to the center of the vehicle 1 in the vehicle width direction relative to the first mounting bracket 57, the transmission unit is moved to the left front, and then the left output shaft receiving part 131b moves below the left motor mounting bracket 27. This movement continues until the first mounting 53 (rubber sleeve 53a) comes into contact with the outer plate 57c (corresponding to a first fixing part). This means that, with reference to Fig. 28, the surface of the rubber sleeve 53a, which is pre-attached to the first mounting bracket 131e, comes into contact with the surface of the outer plate 57c on its inner side (in the direction of vehicle width). At this point, the rubber sleeve 54a is attached to the upper surface of the second mounting bracket 58, and both end sections of the central shaft 55b are each attached to a surface of the front split part 59a and to a surface of the rear split part 59b of the third mounting bracket 59.

[0125] Fine-tuning the alignment of the central part (central hole) of the rubber sleeve 53a with the shaft insertion hole 57h is simpler by pivoting the gear unit 36 ​​around the lower end of the suspension cable 211, compared to fine-tuning by vertically moving the suspension cable 211 using the remote control switch. In such a case, the rubber sleeve 54a is preferably arranged at a distance from the upper surface of the second mounting bracket 58 to pivot the gear unit 36. Similarly, the two end sections of the central shaft 55b are preferably arranged at a distance from the upper surface of the front split section 59a and the upper surface of the rear split section 59b.Consequently, the fine adjustment is preferably carried out in the state in which the rubber sleeve 54a is arranged at a slight distance from the upper surface of the second mounting bracket 58 and in which the two end sections of the central shaft 55b are arranged at a slight distance from the upper surface of the front split part 59a and the upper surface of the rear split part 59b.In such a case, after the central shaft 53b is inserted, as described later, into the shaft insertion hole 57g, into the central part (the central hole) of the rubber sleeve 53a, and into the shaft insertion hole 57h in that order, and before the external threaded section of the central shaft 53b and the nut 182 are fastened together, the rubber sleeve 54a is attached to the surface of the second mounting bracket 58, and the two end sections of the central shaft 55b are each attached to the upper surface of the front split section 59a and the upper surface of the rear split section 59b of the third mounting bracket 59. After fastening, the suspension section 220 is removed from the gear unit 36. Consequently, actuation of the remote control switch is not necessary, and subsequent work is facilitated.

[0126] Subsequently, after the inner plate 57b (corresponding to a second fixing part) has been attached and fixed to the plate mounting element 57d by means of the studs 180 and the nuts 181, the central shaft 53b is inserted from the inner side (in the direction of the vehicle width) into the shaft insertion hole 57g, into the central part (the central hole) of the rubber sleeve 53a, and into the shaft insertion hole 57h in that order. Then the nut 182 is fastened to the external threaded section of the central shaft 53b (see Fig. 29) In this way, the first fastening 53 (rubber sleeve 53a), which contacts the outer plate 57c, is supported such that the first fastening 53 is arranged between the outer plate 57c and the inner plate 57b in the vehicle width direction. Consequently, the first fastening 53 is attached to the first fastening bracket 57, so that the central shaft 53 extends in the vehicle width direction.

[0127] The attachment of the central shaft enables contact between the surface of the rubber sleeve 53a on its outer side (in the vehicle width direction) and the surface of the outer plate 57c on its inner side (in the vehicle width direction), and contact between the surface of the inner plate 57b on its outer side (in the vehicle width direction) and the surface of the rubber sleeve 53a on its inner side (in the vehicle width direction). Thus, the rubber sleeve 53a is positioned between the inner plate 57b and the outer plate 57c, which are each located on the side of the rubber sleeve in the vehicle width direction. The central shaft 53b is fixed to both the inner plate 57b and the outer plate 57c, with the central shaft 53b passing through the central part (the central hole) of the rubber sleeve 53a in the vehicle width direction.The arrangement of the rubber sleeve 53a allows the first mounting 53 to be supported, with the first mounting 53 positioned relative to the first mounting bracket 57 in the vehicle's width direction. Fitting the central shaft 53b into the central part (the central hole) of the rubber sleeve 53a and into the shaft insertion holes 57g, 57h also allows the first mounting 53 to be supported, with the first mounting 53 positioned relative to the first mounting bracket 57 in the vehicle's longitudinal and vertical directions. Consequently, the entire gear unit 36 ​​is essentially positioned in the vehicle's width, longitudinal, and vertical directions, thus facilitating the subsequent installation of the second and third mountings 54, 55.However, the second mounting bracket 131f, which is largely separated from the first mounting bracket 131e, is partially movable in the longitudinal direction of the vehicle and in the vertical direction relative to the first mounting bracket 131e due to the deformation of the rubber sleeve 53a, and the third mounting bracket 131g is partially movable in the vertical direction relative to the first mounting bracket 131e. Consequently, strictly speaking, it cannot be said that the entire transmission unit 36 ​​is positioned relative to the chassis frame 9 in the vehicle width direction, in the vehicle length direction, and in the vertical direction.

[0128] With reference to Fig. 30. Next, the central shaft 54b is inserted from above into the central part (the central hole) of the rubber sleeve 54a, which is attached to the upper surface of the second mounting bracket 58. The external threaded section of the lower end of the central shaft 54b is then secured in the internal threaded section of the weld nut provided on the lower surface of the second mounting bracket 58. This fastening allows the central shaft 54b to be fixed to the second mounting bracket 58 in such a way that the central shaft 54b vertically penetrates the central part (the central hole) of the rubber sleeve 54a, which is attached to the upper surface of the second mounting bracket 58. The central hole of the rubber sleeve 54a has a shape elongated in the vehicle width direction.In such a case, even if a relative position between the first mounting 53 and the second mounting 54 in the vehicle width direction and a relative position between the first mounting bracket 57 and the second mounting bracket 58 in the vehicle width direction is shifted from each other due to the tolerance of each component, the central hole formed in the stretched hole shape absorbs such an offset.

[0129] As in the preceding diagram, the second mounting 54 is attached to the second mounting bracket 58 such that the central shaft 54b of the second mounting 54 extends in the vertical direction. This allows the second mounting 54 to be supported in a position relative to the second mounting bracket 58 in the longitudinal and vertical directions of the vehicle. As a result, the entire transmission unit 36 ​​is positioned relative to the chassis frame 9 in the transverse, longitudinal, and vertical directions of the vehicle.

[0130] With reference to Fig. 31 Finally, both end sections of the central shaft 55b, which are each fixed to the upper surface of the front split part 59a and to the upper surface of the rear split part 59b of the third mounting bracket 59, are fixed to the front split part 59a and to the rear split part 59b, respectively. This means that a bolt insertion hole 55c (see Fig. 31) is formed in each of the end sections of the central shaft 55b. A through-hole is formed at a position from the front split section 59a and from the rear split section 59b below the bolt insertion hole 55c. The bolt 60 is inserted from above into the bolt insertion hole 55c and the through-hole, and the bolt 60 and the nut 61 are fastened together below the front split section 59a and below the rear split section 59b, respectively. Consequently, both end sections of the central shaft 55b are fixed in the state in which the end sections of the central shaft 55b are fastened to the upper surface of the front split section 59a and to the upper surface of the rear split section 59b, respectively. In the aforementioned manner, the central shafts 55b are supported by the third fastening bracket 59 to extend in the longitudinal direction of the vehicle.The rubber sleeve 55a is supported by the third mounting bracket 59 by means of the central shaft 55b and does not touch the third mounting bracket 59 (i.e., the front split part 59a and the rear split part 59b). As described above, the third mounting 55 is attached to the mounting bracket 59 such that the central shaft 55b of the third mounting 55 extends in the longitudinal direction of the vehicle.

[0131] The positions of the bolt insertion hole 55c are essentially determined by the fastening of the central shaft 53b and the central shaft 54b. The third fastening 55 is not necessarily positioned relative to the third fastening bracket 59 in the vehicle width and longitudinal directions by the bolt insertion holes 55c and the bolts 60, and the inner diameter of the bolt insertion hole 55c is designed to be larger relative to the outer diameter of the bolt 60, so that the third fastening 55 is fixed in the position determined by the fastening of the central shaft 53b and the central shaft 54b. Consequently, even if the center of the bolt insertion hole 55c coincides with the center of the bolt 60, the central shaft 55b can be attached to and fixed on the third fastening bracket 59.Thus, even if, after the first fastening 53 and the second fastening 54 are fixed to the first fastening bracket 57 and the second fastening bracket 58 respectively, a displacement of the position of the third fastening 55 in the horizontal direction occurs due to the tolerance of each component and the torsion of the rubber sleeves 53a, 54a, 55a, such a displacement can be prevented because the inner diameter of the bolt insertion hole 55c is larger than the outer diameter of the bolt 60. The fastening of the bolt 60 and the nut 61 allows the third fastening 55 to be positioned relative to the third fastening bracket 59 only in the vertical direction.

[0132] According to the preceding, the attachment of the transmission unit to the chassis frame 9 is completed.

[0133] According to the preceding mounting procedure, the transmission unit 36 ​​can be mounted on the chassis frame 9 from above the chassis frame without turning the chassis frame 9 upside down, and a single user can easily carry out the mounting using the receiving section 220 which is suspended from the suspension cable 211.

[0134] Since the central shafts 53b, 54b, 55b of the first to third mountings 53-55 extend in different directions when the gear unit 36 ​​is mounted, vibration components generated in the gear unit 36 ​​in any direction (i.e., in three axes) can be absorbed in a radial direction in which each of the rubber sleeves 53a, 54a, 55a is capable of absorbing vibration. Consequently, it is less likely that the vibration components will be transmitted to the chassis frame 9.

[0135] A large part of the weight of the gear unit 36 ​​can be supported by the first fastening 53, which is held by the first fastening retaining part 131e, which is provided on the front part of the gear receiving part 131a, which has the greatest weight among the components of the gear unit 36, and can be supported by the third fastening 55, which is held by the third fastening retaining part 131g, which is provided on the input shaft receiving part 131d (i.e. arranged on a rear side of the gear receiving part 131a), and the entire gear unit 36 ​​can be supported in a balanced manner by the first and third fastenings 53, 55 and by the second fastening 54, which is furthest away from the gear receiving part 131a.This means that a support structure is used in which the weight of the transmission unit 36 ​​is supported near the front and rear sides of the axle which passes through the center of gravity of the transmission unit 36 ​​(i.e. at the first and third mountings 53, 55) and in which the remaining part (second mounting 54) prevents the transmission unit 36 ​​from pivoting about the axis which extends in the longitudinal direction of the vehicle.

[0136] Since the transmission mounting part 131a is a component where the greatest vibration occurs, the support structure of the first and third mountings 53, 55 is important for reducing vibration transmission to the chassis frame 9. It is likely that the first and third mounting retaining parts 131e, 131g vibrate primarily in the vertical direction due to the rotation of the differential. Typically, the rubber sleeve simply serves to dampen the vibrations in the radial direction. Consequently, the central shaft of one of the first or third mountings 53, 55 can extend in the width direction of the vehicle, and the central shaft of the other of the first or third mountings 53, 55 can extend in the longitudinal direction of the vehicle.Given that the first mounting 53 dampens vibration and supports a greater weight compared to the third mounting 55, the rubber sleeve 53a of the first mounting 53 is preferably positioned along the vehicle width direction at the front of the transmission mounting part 131a, so that the front part of the transmission mounting part 131a can be evenly supported by the entire rubber sleeve 53a. Consequently, the first mounting 53 is attached to the first mounting bracket 57 such that the central shaft 53b of the first mounting 53 extends in the vehicle width direction, and the third mounting 55 is attached to the third mounting bracket 59 such that the central shaft 55b of the third mounting 55 extends in the vehicle length direction.

[0137] Since the first fastening 53 is attached first, with the first fastening 53 being positioned relative to the first fastening bracket 57, the first fastening 53 can be arranged without deformation in order to effectively absorb vertical vibration of the first fastening bracket 131e, in which the vibration is particularly large in the vertical direction.

[0138] In the second mounting bracket 131f, it is likely that a large vibration will occur in the longitudinal direction of the vehicle relative to the transmission mounting bracket 131a. Consequently, the second mounting 54 is attached to the second mounting bracket 58 such that the central shaft 54b of the second mounting 54 extends in the vertical direction.

[0139] As a result, vibrations that have occurred in the gearbox unit 36 ​​can be effectively dampened by means of the rubber sleeves 53a, 54a, 55a of the first to third fastening 53-55, and thus the transmission of vibration to the chassis frame 9 is effectively reduced.

[0140] Next, the removal of the transmission unit 36 ​​during a service after the sale of the vehicle 1 is described, as in the case, for example, that the differential gear of the transmission unit 36 ​​is defective and the transmission unit 36 ​​is replaced.

[0141] During servicing, the transmission unit 36 ​​is preferably replaced without removing the motor 32, etc. Consequently, in the present embodiment, the transmission unit 36 ​​can be removed from below the chassis frame 9.

[0142] Specifically, the third mounting bracket 131g is designed to be detachable from the inlet shaft receiving part 131d. This means that, with reference to Fig. 31 the inlet shaft receiving part 131d is fixed from the rear with two bolts 191.

[0143] During servicing, the bolts 191 are removed, and the central shaft 55b of the third fastening (i.e., the third fastening retaining part 131g) remains fixed to the third fastening bracket 59. In addition to removing the bolts 191, the inner plate 57b, the central shaft 53b, and the central shaft 54b are removed. This allows the transmission unit 36 ​​(except for the third fastening retaining part 131g) to move freely relative to the chassis frame 9.

[0144] Then, with reference to Fig. 32 The transmission unit 36 ​​is rotated about a virtual axis which passes through a rear part of the transmission unit 36 ​​(i.e., the area around the constant velocity joint 45) and extends in the vehicle width direction, and a front part of the transmission unit 36 ​​(i.e., the first mounting bracket 131e) is moved downwards. Due to the rotation of the transmission unit 36, the second mounting bracket 131f and the constant velocity joint 45 are moved upwards and can be moved downwards by the front of the second mounting bracket 58.

[0145] When an upper part of the gearbox mounting part 131a reaches substantially the same height position as the lower surface of the second cross member 12 through the rotation of the gearbox unit 36, the entire gearbox unit in 36 is referred to Fig.33 is moved diagonally downwards towards the front. At this point, the gearbox unit 36 ​​is moved so that the front part of the gearbox unit 36 ​​does not touch the second cross member 12 and the cross member bracket 23, and so that the rear part of the gearbox unit 36 ​​does not touch the third cross member 13 and the cross member bracket 24. In this manner, the gearbox unit 36 ​​can be removed from below the chassis frame 9. It should be noted that another gearbox unit 36 ​​(which does not have the third mounting bracket 131g) can be fitted by performing the steps for removing the gearbox unit 36 ​​in reverse order.

[0146] The present invention is not limited to the preceding embodiments, and substitutions can be made without departing from the main features of the invention.

[0147] The preceding embodiment was merely presented as a practical example of preferred use, and the scope of the invention is not limited to such an embodiment. The scope of the present invention is defined by the attached claims, and modifications and alterations within the relevant scope of the claims are considered to be within the scope of the present invention. Commercial applicability

[0148] The present invention is applicable in an all-wheel drive vehicle (in particular a small truck or pickup or SUV) which has the chassis frame and the front differential gear unit. Description of reference symbols 1 vehicle 9 Chassis frame (vehicle frame) 10 main frames 12 Second crossbeam 13 Third crossbeam 36 Front differential gear unit 53 First fastening (fastening part) (First fastening part) 53a Rubber sleeve 53b Central shaft (fixing part fastening bolt) 54 Second fastening (Second fastening part) 54a Rubber sleeve 54b Central shaft 55 Third fastening (Third fastening part) 55a Rubber sleeve 55b Central shaft 57 First mounting bracket (support mounting bracket) 57b Inner plate (fixing part on the side which is closer to the center of the vehicle in the direction of the vehicle width) (fixing part on the side which is farther away from the left main frame) 57c Outer plate (fixing part on the side which is further away from the center of the vehicle in the direction of the vehicle width) (fixing part on the side which is closer to the left main frame) 57d Plate mounting element (mounting part) (base part) 57e Connecting plate (base part) 57i recess 58 Second mounting bracket 59 Third mounting bracket 180 stud bolts (fixing part fastening bolts) 182 Nut (nut which is to be screwed onto the fastening part fastening bolt)

Claims

[1] A support mounting bracket (57) provided on a vehicle frame (9) comprising a pair of a right and a left main frame (10) extending in a longitudinal direction of the vehicle and a cross member (12) connecting the main frames (10) to support a mounting part (53) of a front differential gear unit (36), and which is arranged on such part of the cross member (12) that is offset in one vehicle width from a center of the vehicle (1) in the vehicle width direction, comprising the support mounting bracket (57): a base part (57d,57e) which is to be connected to the crossbeam (12), and a pair of fixing parts (57b, 57c) which project from the base part (57d, 57e) and which surround the fastening part (53) in the vehicle width direction on sides of the fastening part (53), wherein one of the fixing parts (57b,57c) is detachably attached to the base part (57d,57e) on a side which is closer to the center of the vehicle (1) in the vehicle width direction. [2] The support mounting bracket (57) according to claim 1, wherein each of the fixing parts (57b, 57c) is a plate-shaped element, the base part (57d, 57e) has an attachment part (57d) which is designed to detachably attach and fix a removable fixing part (57b), and which projects from the cross member (12) towards the removable fixing part (57b), and in the removable fixing part (57b) a first hole (57f) is formed, into which a fixing part fastening bolt (180) is inserted, which is designed to fasten the removable fixing part (57b) to the attachment part (57d), and a second hole (57g) is formed, into which a fastening part fastening bolt (53b) is inserted, which penetrates the fastening part (53) parallel to the fixing part fastening bolt (180) and which is designed to fasten the fastening part (53) to the fixing parts (57b,57c). [3] The support mounting bracket (57) according to claim 2, wherein one of the fixing parts (57b, 57c) is integrally formed with the base part (57d, 57e) on a side which is further away from the center of the vehicle (1) in the vehicle width direction. [4] The support mounting bracket (57) according to claim 2, wherein the fixing part fastening bolt (180) is located on the mounting part (57d) in order to extend in the vehicle width direction towards the center of the vehicle (1), and a nut (182) which is to be screwed onto the fastening part fastening bolt (53b) is attached to one of the fixing parts (57c) on a side which is further away from the center of the vehicle (1) in the vehicle width direction, in a state in which rotation of the nut (182) is stopped. [5] The support mounting bracket (57) according to claim 4, wherein, viewed in the vehicle width direction, a recess (57i) is formed in a front end section of a projection of the mounting part (57d) to prevent an overlap with an outer shape of the mounting part (53) which is supported by the support mounting bracket (57). [6] The support mounting bracket (57) according to claim 5, wherein two fixing part fastening bolts (180) are located separately from each other on the mounting part (57d), and the recess (57i) is positioned between the two fixing part fastening bolts (180). [7] The support mounting bracket (57) according to claim 1, wherein Engine mounting brackets (27), which project from the main frames (10) in the direction of the vehicle width towards the center of the vehicle (1), are provided behind the cross member (12), a part of the front differential gear unit (36) is positioned in an area which is surrounded by the engine mounting brackets (27) and the cross member (12), the fastening part (53) is provided in a front part of the front differential gear unit, and the support mounting bracket (57) is provided in a rear part of the crossbeam (12). [8] A method for attaching a front differential gear unit (36) to a vehicle frame (9), comprising the method: Moving the front differential gear unit (36) such that a first mounting part (53), which is provided in a front part of the front differential gear unit (36), is positioned in a vehicle width direction closer to a center of a vehicle (1) relative to a first mounting bracket (57), which is provided at a position on the vehicle frame (9) that is offset in the vehicle width direction from the center of the vehicle (1) and which is configured to support the first mounting (53), in a state in which the first fastening (53) is positioned closer to the center of the vehicle (1) relative to the first fastening bracket (57) in the vehicle width direction, moving the front differential gear unit (36) until the first fastening part (53) touches a first fixing part (57c) which is provided in the first fastening bracket (57), and Supporting the first fastening part (53), which touches the first fixing part (57c), by attaching a second fixing part (57b) to the first fastening bracket (57) in order to position the first fastening part (53) in the vehicle width direction between the first and the second fixing part (57c,57b). [9] The method according to claim 8, further comprising: After supporting the first fastening part (53) in order to position the first fastening part (53) between the first and the second fixing part (57c, 57b) in the vehicle width direction, supporting a second fastening part (54), which is provided in the vehicle width direction at one end of the front differential gear unit (36), by means of a second fastening bracket (58) which is provided on the vehicle frame (9), and After supporting the second mounting part (54) by means of the second mounting bracket (58), supporting a third mounting part (55), which is provided in the vehicle width direction at the other end of the front differential gear unit (36), by means of a third mounting bracket (59) which is provided on the vehicle frame (9). [10] A mounting structure for a front differential gear unit (36) on a vehicle frame (9) comprising a pair of a right and a left main frame (10) extending in a longitudinal direction of the vehicle and a cross member (12) connecting the main frames (10), comprising the structure: a first mounting bracket (57) which is located near one of the main frames (10) in a rear part of the cross member (12) and which is designed to support a first mounting part (53) which is provided in a front part of the front differential gear unit (36), the first mounting bracket (57) has: a base part (57d,57e) which is connected to the crossbeam (12), and a pair of fixing parts (57b, 57c) which project from the base part (57d, 57e) and which are designed to support the fastening part (53) in order to surround the fastening part (53) in the vehicle width direction on its sides, and wherein one of the fixing parts (57b) is detachably attached to the base part (57d,57e) on a side which is further away from one of the main frames (10). [11] The structure according to claim 10, wherein each of the fixing parts (57b, 57c) is a plate-shaped element, the first fastening part (53) has a cylindrical rubber sleeve (53a) and a central shaft (53b) which penetrates the central part of the rubber sleeve (53a), the rubber sleeve (53a) of the first fastening part (53) is arranged between the fixing parts (57b, 57c), and wherein the central shaft (53b) of the first fastening part (53) is fixed to the fixing parts (57b,57c) in a state in which the central shaft (53b) penetrates the central part of the rubber sleeve (53a) in the vehicle width direction. [12] The structure according to claim 11, wherein the base part (57d, 57e) of the first mounting bracket (57) has an attachment part (57d) which is configured to detachably attach and fix a removable fixing part (57b) and which projects from the cross member (12) towards the removable fixing part (57b). [13] The structure according to claim 12, wherein one of the fixing parts (57c) is integrally formed with the base part (57d, 57e) on a side which is closer to one of the main frames (10). [14] The structure according to claim 10, in which a second and a third fastening part (54, 55) are provided in the vehicle width direction at each end of the front differential gear unit (36), in which each of the first to third fastening part (53, 54, 55) has a cylindrical rubber sleeve (53a, 54a, 55a) and a central shaft (53b, 54b, 55b) which penetrates a central part of the rubber sleeve (53a, 54a, 55a), and in which the vehicle frame (9) further has a further cross member (13) on a rear side of the cross member (12) which connects the main frames (10), the structure further comprising: a second mounting bracket (58) which is attached to the other cross member (13) near the other main frame (10) and which is designed to support the second mounting part (54), and a third mounting bracket (59) which is attached to one of the main frames (10) and which is designed to support the third mounting part (55), wherein the first fastening part (53) is attached to the first fastening bracket (57) such that the central shaft (53b) of the first fastening part (53) extends in the vehicle width direction, the second fastening part (54) is attached to the second fastening bracket (58) such that the central shaft (54b) of the second fastening part (54) extends in a vertical direction, and the third fastening part (55) is attached to the third fastening bracket (59) so that the central shaft (55b) of the third fastening part (55) extends in the longitudinal direction of the vehicle. [15] The structure according to claim 14, wherein the first fastening part (53) is attached to the first fastening bracket (57) in a state in which the first fastening part (53) is positioned relative to the first fastening bracket (57) in the vehicle width direction, in the vehicle length direction and in the vertical direction. [16] The structure according to claim 15, wherein the rubber sleeve (54a) of the second fastening part (54) is attached to an upper surface of the second fastening bracket (58), the central shaft (54b) of the second fastening part (54) is fixed to the second fastening bracket (58) in a state in which the central shaft (54b) penetrates the central part of the rubber sleeve (54a) of the second fastening part (54) in the vertical direction, the central shaft (55b) of the third fastening part (55) penetrates the rubber sleeve (55a) of the third fastening part (55) in the longitudinal direction of the vehicle, and end sections of the central shaft (55b) project towards a front or a rear side of the rubber sleeve (55a), and the projecting end sections of the central shaft (55b) of the third fastening part (55) are fixed to the third fastening bracket (59) in a state in which the projecting end sections are attached to an upper surface of the third fastening bracket (59).

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