KR100418949B1 - Rear axle - Google Patents

Abstract

An object of the present invention is to provide a rear axle that can increase the minimum ground clearance of the vehicle by increasing the size of the ring gear and axle housing even if the engine torque increases.

The rear axle according to the present invention includes a differential for transmitting power to the wheels through the axle shaft, a ring gear integrally coupled to the differential, a pinion gear installed at one end of the propeller shaft, and rotated and rotated by being engaged with the pinion gear. A primary longitudinal reduction gear for changing the direction at right angles, a secondary longitudinal reduction gear connected to the same axis as the primary longitudinal reduction gear and engaged with the ring gear, and installed outside the components to protect the components; And an axle housing.

Description

Rear Axle {Rear axle}

The present invention relates to a rear axle of a vehicle. More particularly, the present invention relates to a rear axle capable of increasing a minimum ground clearance of a vehicle by increasing the size of the ring gear and axle housing of the longitudinal reduction gear even when the engine torque increases.

Generally, the rear wheel drive vehicle has a rear axle for driving the rear wheels with torque output from the engine and converted in the transmission.

The rear axle is provided with a longitudinal deceleration device for transmitting the driving force transmitted from the propeller shaft to the drive wheels.

This rear axle comprises a pinion gear 3, a ring gear 5, a differential 7, and an axle shaft 9, 11, which are embedded in the axle housing 1, as shown in FIG. 1. .

Therefore, when the pinion gear 3 connected to the propeller shaft (not shown) is driven, the ring gear 5 coupled thereto is driven. The axle shafts 9 and 11 are driven through the differential 7 connected to the ring gear 5.

At this time, the longitudinal reduction gear ratio is based on a value obtained by dividing the number of teeth of the ring gear 5 by the number of teeth of the pinion gear 3.

However, such a rear axle has a disadvantage in that the size of the axle housing is also increased because the size of the ring gear is increased in order to allow the engine torque to increase as the emission regulation is increased, thereby lowering the minimum ground clearance of the vehicle.

Accordingly, the present invention has been invented to solve the above disadvantages, and an object of the present invention is to increase the minimum axle rear height of the vehicle by increasing the size of the ring gear and axle housing even when the engine torque increases. To provide.

1 is a configuration diagram of a rear axle according to the prior art,

2 is a block diagram of a rear axle according to the present invention.

<Explanation of symbols for the main parts of the drawings>

13: axle housing 15: pinion gear

17, 19: first and second longitudinal reduction gear 21: ring gear,

23: differential 25, 27: axle shaft

In order to realize this, the rear axle according to the present invention includes a differential for transmitting power to a wheel through an axle shaft, a ring gear integrally coupled to the differential, a pinion gear installed at one end of the propeller shaft, and the pinion gear. A primary longitudinal reduction gear that is engaged and rotated and changes the direction of rotation at a right angle, a secondary longitudinal reduction gear connected to the same axis as the primary longitudinal reduction gear and engaged to the ring gear, and installed outside the above components And an axle housing configured to protect the components.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 is a configuration diagram of a rear axle according to the present invention, which includes an axle housing 13, pinion gear 15, primary and secondary longitudinal reduction gears 17 and 19, ring gear 21, differential 23, And axle shafts 25 and 27.

The axle housing 13 forms the appearance of the rear axle and is formed to accommodate the above components.

The pinion gear 15 is rotatably embedded in the axle housing 13, and the pinion gear 15 is connected to receive torque from a propeller shaft (not shown). The pinion gear 15 may receive torque from a drive gear (not shown) according to the configuration of the power transmission device of the vehicle.

The first and second longitudinal reduction gears 17 and 19 are one means for preventing the size of the ring gear 21 from increasing when the engine torque increases. Therefore, the 1st and 2nd longitudinal reduction gears 17 and 19 are not necessarily limited to a gear, but can also be a friction difference or other structure.

The primary reduction gear 17 is formed with more teeth than the secondary reduction gear 19. The secondary longitudinal reduction gear 17 is formed with fewer teeth than the ring gear 21.

The primary longitudinal reduction gear 17 is gear-coupled with the pinion gear 15 to receive torque from the pinion gear 15.

The secondary reduction gear 19 is connected to the shaft 29 to rotate integrally with the primary reduction gear 17. The shaft 29 is installed in the axle housing 13 so as to be rotatable.

The ring gear 21 is coupled to the secondary reduction gear 19 so that the reduced torque is transmitted by the primary and secondary reduction gears 17 and 19.

In addition, the differential gear 23 is fixed to the outer ring gear 21 so that the torque transmitted from the ring gear 21 is transmitted to the axle shafts 25 and 27, and the axle shafts 25 and 27 are fixed to both sides thereof. Is connected.

The operation of the rear axle configured as described above and the longitudinal reduction ratio thereof will be described.

When the pinion gear 15 is driven through the propeller shaft (not shown), the primary longitudinal reduction gear 17 coupled thereto is driven.

Here, the primary longitudinal reduction ratio is achieved by the number of teeth of the pinion gear 15 and the teeth of the primary longitudinal reduction gear 17.

As the primary reduction gear 17 is driven, the secondary reduction gear 19 connected to the shaft 29 is driven.

As the secondary longitudinal reduction gear 19 is driven, the ring gear 21 coupled thereto is manually operated.

Here, the secondary longitudinal reduction ratio is achieved by the number of teeth of the secondary longitudinal reduction gear 19 and the teeth of the ring gear 21.

Therefore, the final longitudinal reduction ratio can be obtained by multiplying the number of teeth of the primary gear reduction 17 by the number of teeth of the pinion gear 15 and the number of teeth of the ring gear 21 divided by the number of teeth of the secondary gear reduction 19. .

As a result, the rear axle of the present embodiment can realize a target reduction ratio without increasing the number of teeth of the ring gear 21.

As described above, since the rear axle includes first and second longitudinal reduction gears between the pinion gear and the ring gear, the size of the ring gear and the axle housing may not be increased even when the engine torque increases.

Therefore, the rear axle according to the present invention can increase the minimum ground clearance of the vehicle and improve the degree of freedom of design.

Claims (4)

A differential for transmitting power to the wheels through an axle shaft, a ring gear integrally coupled to the differential, a pinion gear installed at one end of the propeller shaft, and engaged with the pinion gear to rotate and change the direction of rotation at right angles. And a secondary longitudinal gear which is coaxially connected with the primary longitudinal reduction gear and engaged with the ring gear, and an axle housing installed outside the components to protect the components. The rear axle characterized by. delete delete delete