JP2005163967A - Shaft end structure for power transmitting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the weight of an input and output shaft while keeping sufficient torque transmitting capacity and lubrication. <P>SOLUTION: This shaft end structure for a power transmitting device has an output shaft 61 having a through hole 107, a flange 77 connected to the output shaft 61, and a fixing member 81 fixed to an end part of the output shaft 61 and fixing the flange 77. The fixing member has a screw part and a flange part screwed to a hollow part of the input and output shaft, is screwed to the hollow part of the input and output shaft by the screw part, and closes the through hole 107. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a shaft end structure used in, for example, a vehicle power transmission device.

  Patent Document 1 describes “a shift control device in a four-wheel drive transmission”, and FIG. 10 shows the four-wheel drive transmission 1001.

  The four-wheel drive transmission 1001 is a first 2-4 switch that intermittently connects a sub-transmission 1003 that shifts the driving force of the engine into two stages, a high speed and a low speed, and a front wheel side power system and a rear wheel side power system. A mechanism 1005, a chain transmission mechanism 1007 for transmitting the driving force of the engine to the front wheel side, a second 2-4 switching mechanism 1009 for intermittently connecting the front wheel side power system and the rear wheel side power system, and the like. The driving force shifted by the auxiliary transmission 1003 is transferred from the first 2-4 switching mechanism 1005 to the rear wheel side power system via the rear wheel side output shaft 1011 (input / output shaft) and the flange 1013 (input / output member). It is transmitted from the chain transmission mechanism 1007 and the second 2-4 switching mechanism 1009 to the front wheel side power system via the front wheel side output shaft 1015 (input / output shaft) and the flange 1017 (input / output member).

Further, the rear wheel side output shaft 1011 and the front wheel side output shaft 1015 are both solid shafts, and oil holes 1019 and 1021 are respectively machined to allow lubricating oil to pass therethrough. The flanges 1013 and 1017 are fixed to the output shafts 1011 and 1015 by nuts 1023.
Japanese Patent Laid-Open No. 62-6835 (FIG. 2)

  However, in the four-wheel drive transmission 1001 of FIG. 10, the output shafts 1011 and 1015 are solid shafts as described above, and thus the weight increases.

  Further, it is necessary to process oil holes 1019 and 1021 for lubrication from the beginning on the solid output shafts 1011 and 1015.

  Therefore, the present invention is a shaft end structure for a power transmission device in which an input / output interface is constituted by an input / output shaft and an input / output member, and the input / output shaft is obtained while obtaining sufficient torque transmission capacity and lubrication / cooling performance. It aims at providing the shaft end structure for power transmission devices which can be reduced in weight.

  The shaft end structure for a power transmission device according to claim 1 includes: an input / output shaft having a hollow portion; an input / output member coupled to the input / output shaft; and an end of the input / output shaft; And a fixing member that closes the hollow portion.

  The invention according to claim 2 is the shaft end structure for a power transmission device according to claim 1, wherein the fixing member has a screw portion and a flange portion that are screwed into a hollow portion of the input / output shaft. The screw portion is screwed into the hollow portion of the input / output shaft, and the flange portion fixes the input / output member.

  The invention of claim 3 is the shaft end structure for a power transmission device according to claim 2, wherein the thrust force of the screw portion of the fixing member is between the flange portion of the fixing member and the input / output member. A sealing member that is pressed by and closes the hollow portion is arranged.

  A fourth aspect of the invention is the shaft end structure for a power transmission device according to any one of the first to third aspects, wherein the fixed member is prevented from rotating between the input / output member and the fixed member. A mechanism is provided.

  The shaft end structure for a power transmission device according to the present invention connects an input / output member to an input / output shaft having a hollow portion (a hollow portion communicating at both ends) while closing the hollow portion. By using a fixing member, it is possible to use a hollow material for the input / output shaft. Unlike the conventional example using a solid input / output shaft, it is significantly lighter and lighter. A sufficient torque input / output (transmission) capacity can be obtained.

  In addition, the hollow material is less expensive than a solid shaft of equal weight, and the processing of the lubricating oil hole is unnecessary or drastically suppressed, and the entire processing time is shortened accordingly. Furthermore, it can be implemented at low cost.

  In addition, since a large centrifugal force works in the large-diameter hollow portion, for example, if the hollow portion is used as an oil hole, oil is effectively supplied to the multi-plate clutch disposed on the outer peripheral side of the input / output shaft. Thus, sufficient lubrication and cooling can be performed.

  Further, for example, by a general curing method such as carburizing treatment, the torsional strength and the strength of the bearing portion can be sufficiently improved.

  In the shaft end structure for a power transmission device according to the second aspect, the fixing member is screwed to the hollow portion of the input / output shaft by the screw portion, and the flange portion of the fixing member fixes the input / output member to the input / output shaft (for example, According to the present invention, the same operation and effect as the invention of claim 1 can be obtained.

  The shaft end structure for a power transmission device according to claim 3 can obtain the same operation and effect as the invention of claim 2.

  In addition, the seal member placed between the flange portion of the fixed member and the input / output member is pressed by the screw thrust force of the screw portion to close the hollow portion, so that oil leakage and foreign material intrusion can be easily prevented. , Durability is improved.

  Further, in this configuration in which the sealing performance is obtained by the screw thrust force, an annular member such as a washer can be used as the sealing member, so that the cost can be reduced accordingly.

  The invention of claim 4 can obtain the same operation and effect as the inventions of claims 1 to 3.

  Further, since the locking member provided between the input / output member and the fixing member prevents the fixing member from being loosened and dropped off, the shaft end structure for the power transmission device of the present invention and the performance of the device using the same are long-term. Over normal.

  Embodiments of the present invention will be described below.

(First embodiment)
The shaft end structure 1 for a power transmission device (first embodiment of the present invention) will be described with reference to FIGS. 1, 2, and 4. The power transmission device shaft end structure 1 is used in the transfer 3 of the four-wheel drive vehicle shown in FIG. 4, and FIG. 1 shows the power transmission device shaft end structure 1 and the transfer 3. The left and right directions are the left and right directions of the four-wheel drive vehicle, and the left side of FIG. 1 is the front of the vehicle.

[Configuration of shaft end structure 1 for power transmission device]
The shaft end structure 1 for a power transmission device includes an output shaft 61 (input / output shaft) having a through-hole 107 (a hollow portion communicating at both ends) and a flange 77 (input / output member) connected to the end of the output shaft 61. And a bolt 81 (fixing member) that fixes the flange 77 and closes the through-hole 107, a washer-like seal member 87 (seal member), and an anti-rotation member 89. (Non-rotating mechanism).

  As shown in FIG. 4, the power system of this four-wheel drive vehicle includes a vertically placed engine 5 (prime mover), a transmission 7, a transfer 3, a front wheel side propeller shaft 9, a front differential 11, and a front axle 13. 15, left and right front wheels 17, 19, rear wheel side propeller shaft 21, rear differential 23, rear axles 25, 27, left and right rear wheels 29, 31, and the like. Note that the term “input / output” means that it can be used on either the input side or the output side to transmit power to the rotation.

  The driving force of the engine 5 is transmitted from the output shaft 33 of the transmission 7 to the transfer 3 and distributed to the front wheel side and the rear wheel side. The driving force distributed to the rear wheel side is transmitted to the rear differential 23 via the rear wheel side propeller shaft 21, and is distributed from the rear differential 23 to the left and right rear wheels 29 and 31 via the rear axles 25 and 27. The driving force distributed to the front wheels is transmitted to the front differential 11 via the front wheel side propeller shaft 9 and is distributed from the front differential 11 to the left and right front wheels 17 and 19 via the front axles 13 and 15.

  As shown in FIG. 1, the transfer 3 includes a shaft end structure 1 for a power transmission device, a planetary gear type center differential 35 (a differential device that distributes the driving force of the engine to the front wheels and the rear wheels), and a chain transmission mechanism 37. And a transfer case 39 provided with an oil sump inside.

  The planetary gear type center differential 35 supports the internal gear 41, the outer and inner planetary gears 43 and 45 engaged with each other, the front and rear planetary gear carriers 47 and 49 connected to each other, and the like. The internal gear 41 meshes with the outer planetary gear 43, and the sun gear 53 meshes with the inner planetary gear 45. The planetary gears 43 and 45 are supported on a shaft 51 via bearings 55, and the shaft 51 is supported by planetary gear carriers 47 and 49 at the front and rear ends.

  The internal gear 41 is integrally formed with a hollow input shaft 57, and the input shaft 57 is supported on the transfer case 39 via a ball bearing 59. The front planetary gear carrier 47 is splined to the outer periphery of the rear wheel side output shaft 61 (input / output shaft having a hollow portion), and the output shaft 61 has an input shaft connected to the input shaft via a needle bearing 63 at the front end. The rear end portion is supported by a transfer case 39 via a ball bearing 65. The sun gear 53 is rotatably supported on the outer periphery of the output shaft 61 via a metal bearing 67. Washers 64 and 66 that absorb relative rotations are disposed between the internal gear 41 and the planetary gear carrier 47 and between the planetary gear carrier 47 and the sun gear 53.

  The output shaft 33 of the transmission 7 is splined to the inner periphery of the input shaft 57. A seal 69 is disposed between the input shaft 57 and the transfer case 39, and the inner periphery of the input shaft 57 is sealed by a cover 71. The seal 69 and the cover 71 allow oil leakage of the transfer case 39 from the outside. Intrusion of foreign objects is prevented. A seal 75 is disposed between the input shaft 57 and the transfer case 39 so as to face the oil hole 73 provided in the input shaft 57.

  The output shaft 61 is formed by partially forging a structural steel pipe, and a flange 77 (input / output member) is splined to the outer periphery of the rear end of the output shaft 61. This flange 77 is the rear wheel of the vehicle in FIG. It is connected to the side propeller shaft 21 side. A screw portion 83 of a bolt 81 (fixing member) is screwed to a screw 79 provided on the inner periphery of the output shaft 61. When the screw portion 83 is screwed, a flange portion 85 of the bolt 81 has a washer shape. The flange 77 is pressed through the seal member 87 (seal member) and fixed to the output shaft 61, and the gap between the flange 77 and the bolt 81 is sealed by the sealing function of the seal member 87. Further, a sealing agent is applied to a screwed portion between the screw 79 and the screw portion 83 to seal between the screw 79 and the screw portion 83 and prevent the bolt 81 from rotating.

  Further, after the bolt 81 is screwed and the flange 77 is fixed, the bolt 81 is prevented from rotating by a rotation preventing member 89. As shown in FIG. 2, the rotation preventing member 89 engages a hexagonal convex portion 91 provided in the center portion with a hexagonal hole 93 provided in the flange portion 85 of the bolt 81, and is provided on the outer periphery. By engaging the portion 95 with a recess 97 provided in the flange 77, the bolt 81 is prevented from rotating, and the flange 77 is prevented from falling off.

  Further, a seal 99 is disposed between the flange 77 and the transfer case 39, and a dust cover 101 is attached to the flange 77. A seal function is provided between the dust cover 101 and the transfer case 39. An air gap 103 is provided. The seal member 87, the seal 99, the dust cover 101, and the air gap 103 prevent oil leakage of the transfer case 39 and entry of foreign matter from the outside.

  The output shaft 61 has through holes 107 that communicate with both ends, and is provided with radial oil holes 105 and 105 that communicate with the through holes 107. As the output shaft 61 rotates, the oil in the through hole 107 receives a centrifugal force, passes through the oil holes 105 and 105, passes through the metal bearing 67 of the sun gear 53, the washer 66, the center differential 35, and the sprocket 113 of the chain transmission mechanism 37. And lubricate and cool the chain 119 and the like. In addition, a notch 120 is provided at the rear end of the sprocket 113, and the oil from the oil hole 105 is passed through to increase the lubrication / cooling effect of the ball bearing 65. The oil in the through hole 107 is discharged from the front end opening of the output shaft 61 to lubricate and cool the needle bearing 63, and is discharged from the oil hole 73 of the input shaft 57 and guided to the seal 75 to be oil on the outer periphery of the input shaft 57. The groove 109 is lubricated and cooled, and the oil discharged from the oil hole 73 lubricates and cools the ball bearing 59. The oil that has lubricated and cooled the needle bearing 63 lubricates and cools the washer 64, is discharged from the opening 111 provided in the internal gear 41, and returns to the oil reservoir in the transfer case 39.

  Further, since the through-hole 107 of the output shaft 61 has a large diameter, and a large centrifugal force is applied to the large-diameter through-hole 107, the circulation of the oil as described above is promoted with the rotation of the output shaft 61, and the large Lubrication / cooling function can be obtained.

  The chain transmission mechanism 37 includes a sprocket 113 that is integral with the sun gear 53 of the center differential 35, a sprocket 117 that is integral with the parallel shaft 115, and a chain 119 that connects the sprockets 113 and 117. The parallel shaft 115 is supported on the transfer case 39 via front and rear ball bearings 121 and 123.

  A flange 125 is splined to the outer periphery of the front end of the parallel shaft 115, and this flange 125 is connected to the front wheel side propeller shaft 9 side of the vehicle in FIG. A nut 127 is screwed onto the parallel shaft 115 to fix the flange 125, and the nut 127 is prevented from rotating by a split pin 129 that passes through the parallel shaft 115 to prevent the flange 125 from falling off.

  An O-ring 131 is disposed between the parallel shaft 115 and the nut 127, and a seal 133 is disposed between the flange 125 and the transfer case 39. Further, a dust cover 135 is attached to the flange 125, and an air gap 137 having a sealing function is provided between the dust cover 135 and the transfer case 39. The O-ring 131, the seal 133, the dust cover 135, and the air gap 137 prevent oil leakage from the transfer case 39 and entry of foreign matter from the outside.

  The driving force of the engine 5 transmitted from the output shaft 33 of the transmission 7 to the transfer 3 is transferred from the internal gear 41 (input shaft 57) of the center differential 35 through the planetary gear carrier 47, the output shaft 61, and the flange 77. It is transmitted to the wheel side and transmitted to the front wheel side via the sun gear 53, the chain transmission mechanism 37, the parallel shaft 115, and the flange 125.

[Effect of shaft end structure 1 for power transmission device]
The power transmission device shaft end structure 1 configured as described above provides the following effects.

  Since the flange 77 is fixed while the through hole 107 of the output shaft 61 is closed with the bolt 81, a commercially available hollow material can be used for the output shaft 61, and a solid input / output shaft is used. Unlike the conventional example, the weight is significantly reduced and a sufficient torque transmission capacity can be obtained while being lightweight.

  In addition, the hollow material is less expensive than a solid shaft of equal weight, and the processing of the lubricating oil hole (through hole 107) is unnecessary, and the processing time of the entire output shaft 61 is shortened accordingly. Therefore, it can be implemented at a lower cost.

  Further, when a large centrifugal force acts on the large-diameter through hole 107, oil is effectively supplied to components such as the center differential 35 and the chain transmission mechanism 37 disposed on the outer peripheral side of the output shaft 61. Sufficient lubrication and cooling can be performed.

  Further, the seal member 87 disposed between the flange portion 85 and the flange 77 of the bolt 81 is pressed by the screw thrust force of the screw portion 83 to close the through hole 107, thereby preventing oil leakage and entry of foreign matter from the outside. And durability is improved.

  Further, in this configuration in which the sealing performance is obtained by the screw thrust force of the bolt 81, a normal washer can be used for the sealing member 87, so that the cost can be reduced accordingly.

  In addition, the rotation preventing member 89 prevents the bolt 81 from loosening and the flange 77 from falling off, so that the performance of the power transmission device shaft end structure 1 and the transfer 3 can be maintained normally over a long period of time.

(Second Embodiment)
The shaft end structure 201 for the power transmission device (second embodiment of the present invention) will be described with reference to FIG. The power transmission device shaft end structure 201 is used in place of the power transmission device shaft end structure 1 in the vehicle of FIG. 4 described in the first embodiment. Differences from the shaft end structure 1 for a power transmission device will be described while giving the same reference numerals to members having the same functions and the like.

[Configuration of shaft end structure 201 for power transmission device]
The shaft end structure 201 for a power transmission device includes an output shaft 61 having a through hole 107 communicating at both ends, a flange 77 connected to an end portion of the output shaft 61, and screwed to an end portion of the output shaft 61. 77 and a bolt 81 that closes the through-hole 107 and a detent member 89.

  Further, an O-ring 203 is disposed between the output shaft 61 and the flange 77, and the flange portion 85 of the bolt 81 screwed to the output shaft 61 by the screw portion 83 directly presses the flange 77 by the screw thrust force. By doing so, a sealing function is obtained at the contact portion 205.

  Thus, the shaft end structure 201 for the power transmission device obtains a sealing function by omitting the seal member 87 and directly pressing the flange portion 85 of the bolt 81 against the flange 77 in the shaft end structure 1 for the power transmission device. Furthermore, the sealing function is enhanced by the O-ring 203.

[Effect of shaft end structure 201 for power transmission device]
The shaft end structure 201 for a power transmission device configured as described above can achieve the same effects as the shaft end structure 1 for a power transmission device.

  Further, the seal member 87 can be omitted, and the configuration is low.

(Third embodiment)
The shaft end structure 301 for a power transmission device (a third embodiment of the present invention) will be described with reference to FIGS. The power transmission device shaft end structure 301 is used in the transfer 705 of the four-wheel drive vehicle shown in FIG. 9, and FIG. 5 shows the power transmission device shaft end structure 301 and the transfer 705. The left and right directions are the four-wheel drive vehicle and the left and right directions in FIG.

[Configuration of shaft end structure 301 for power transmission device]
The power transmission device shaft end structure 301 includes an output shaft 333 (input / output shaft) having a through-hole 343 communicating with both ends, a flange 345 (input / output member) connected to an end of the output shaft 333, and an output shaft. A bolt 349 (fixing member), a washer-like seal member 355 (sealing member), and a rotation prevention member 357 (rotation prevention mechanism) that are screwed to the end portion of 333 to fix the flange 345 and close the through-hole 343. ) And.

  As shown in FIG. 9, the power system of this four-wheel drive vehicle includes a horizontally installed engine 701 (prime mover), a transmission 703, a transfer 705, a front differential 707, front axles 709 and 711, and left and right front wheels 713. , 715, a rear wheel side propeller shaft 717, an electromagnetic coupling 719, a direction changing gear set 721, a rear differential 723, rear axles 725, 727, left and right rear wheels 729, 731, and the like. Yes.

  The driving force of the engine 701 is transmitted from the output gear 733 of the transmission 703 to the differential case 737 of the front differential 707 via the ring gear 735 and distributed from the front differential 707 to the left and right front wheels 713, 715 via the front axles 709, 711. Is done. The rotation of the differential case 735 is transmitted from the transfer 705 to the electromagnetic coupling 719 via the propeller shaft 717 and the like. When the electromagnetic coupling 719 is connected, the driving force of the engine 701 causes the direction change gear set 721 to move. To the rear differential 723 and distributed from the rear differential 723 to the left and right rear wheels 729, 731 via the rear axles 725, 727, and the vehicle enters a four-wheel drive state. When the coupling of the electromagnetic coupling 719 is released, the direction change gear set 721 is disconnected from the rear wheels 729 and 731, and the vehicle enters a two-wheel drive state of front wheel drive.

  As shown in FIG. 5, the transfer 705 includes a power transmission device shaft end structure 301, a gear transmission mechanism 303, a direction changing gear set 305, a transfer case 307 provided with an oil sump inside, and the like. .

  The gear transmission mechanism 303 includes gears 309 and 311 meshing with each other. The gear 309 is integrally formed with a hollow shaft 313 splined to the differential case 737 of the front differential 707, and the gear 311 is connected to the intermediate shaft 315. It is integrally formed. The hollow shaft 313 is supported on the transfer case 307 by ball bearings 317 and 319, and an output shaft 739 that transmits the right output of the front differential 707 to the right axle 711 passes through the hollow shaft 313. Further, a seal 321 is disposed between the hollow shaft 313 and the transfer case 307 on the left end side, and a seal 323 is disposed between the hollow shaft 313 and the output shaft 739 on the right end side of the hollow shaft 313. A seal 327 is disposed between the cover 325 fixed to the shaft 739, the hollow shaft 313, and the transfer case 307 to prevent oil leakage of the transfer case 307 and entry of foreign matter from the outside.

  The direction change gear set 305 includes bevel gears 329 and 331 meshing with each other. The bevel gear 329 is spline-connected to the intermediate shaft 315, and the bevel gear 331 is disposed at the front end of the hollow rear wheel output shaft 333 (input / output shaft). It is integrally formed. The intermediate shaft 315 is supported on the transfer case 307 by thrust bearings 335 and 337 at the left end and the right end.

  The output shaft 333 is formed by forging a part of a structural steel pipe (bevel gear 331), has a through hole 343 communicating with both ends, and is supported on the transfer case 307 by front and rear thrust bearings 339 and 341. A flange 345 (input / output member) is splined to the outer periphery of the end, and this flange 345 is connected to the propeller shaft 717 side of the vehicle in FIG. Further, a screw portion 351 of a bolt 349 (fixing member) is screwed to a screw 347 provided on the inner periphery of the output shaft 333, and when the screw portion 351 is screwed, a flange portion 353 of the bolt 349 has a washer shape. The flange 345 is pressed via the seal member 355 and fixed to the output shaft 333, and the gap between the flange 345 and the bolt 349 is sealed by the sealing function of the seal member 355. Further, a sealing agent is applied to a screwed portion between the screw 347 and the screw portion 351, sealing between the screw 347 and the screw portion 351 and preventing the bolt 349 from rotating.

  Further, after the bolt 349 is screwed and the flange 345 is fixed, the bolt 349 is prevented from rotating by a rotation preventing member 357. As shown in FIG. 6, the rotation preventing member 357 engages a notch 359 having two parallel surfaces provided in the center portion with the flange portion 353 of the bolt 349, and a convex portion 361 provided on the outer periphery is provided on the flange 345. By engaging with the recessed portion 363, the bolt 349 is prevented from rotating, and the flange 345 is prevented from falling off.

  A seal 367 is disposed between the cover 365 fixed to the flange 345, the flange 345, and the transfer case 307, and an air having a sealing function is provided between the cover 369 fixed to the transfer case 307 and the cover 365. A gap 371 is provided, and the seal 367, the covers 365, 369, and the air gap 371 prevent oil leakage from the transfer case 307 and entry of foreign matter from the outside.

  The output shaft 333 is provided with radial oil holes 373 and 373 communicating with the through hole 343, and the flange 345 is provided with notches 375 and 375 facing the oil holes 373 and 373. Yes. As the output shaft 333 rotates, the oil in the through hole 343 receives centrifugal force, passes through the oil holes 373 and 373 and the notches 375 and 375, and is supplied to the space between the thrust bearing 341 and the seal 367. The seal 367 is lubricated and cooled.

  As described above, the driving force of the engine 701 that rotates the front differential 707 is transmitted from the differential case 735 to the gear transmission mechanism 303 of the transfer 705 via the hollow shaft 313, and the direction is changed by the direction changing gear set 305 to be changed to the rear differential 723. Transmitted to the side.

[Effect of shaft end structure 301 for power transmission device]
The power transmission device shaft end structure 301 configured as described above provides the following effects.

  Since the flange 345 is fixed while the through-hole 343 of the output shaft 333 is closed with the bolt 349, a commercially available hollow material can be used for the output shaft 333, and a solid input / output shaft is used. Unlike the conventional example, the weight is significantly reduced and a sufficient torque transmission capacity can be obtained while being lightweight.

  In addition, the hollow material is less expensive than a solid shaft of equal weight, and the processing of the lubricating oil hole (through hole 343) is unnecessary, and the processing time of the entire output shaft 333 is shortened accordingly. Therefore, it can be implemented at a lower cost.

  Further, the seal member 355 disposed between the flange 345 and the flange portion 353 of the bolt 349 is pressed by the screw thrust force of the screw portion 347 to close the through hole 343, thereby preventing oil leakage and entry of foreign matter from the outside. And durability is improved.

  Further, in this configuration in which the sealing performance is obtained by the screw thrust force of the bolt 349, a normal washer can be used for the sealing member 355, so that the cost can be reduced accordingly.

  Further, since the locking member 357 prevents the bolt 349 from loosening and the flange 345 from falling off, the performance of the power transmission device shaft end structure 301 and the transfer 705 can be maintained normally over a long period of time.

(Fourth embodiment)
A shaft end structure 401 for a power transmission device (a fourth embodiment of the present invention) will be described with reference to FIG. The power transmission device shaft end structure 401 is used in place of the power transmission device shaft end structure 301 in the vehicle of FIG. 9 described in the third embodiment. Differences from the power transmission device shaft end structure 301 will be described while giving the same reference numerals to the members having the same function.

[Configuration of shaft end structure 401 for power transmission device]
A shaft end structure 401 for a power transmission device includes an output shaft 333 having a through-hole 343 communicating with both ends, a flange 345 connected to an end portion of the output shaft 333, and screwed to an end portion of the output shaft 333. A bolt 349 that fixes the 345 and closes the through hole 343 and a rotation preventing member 357 are configured.

  Further, an O-ring 403 is disposed between the output shaft 333 and the flange 345, and the flange portion 353 of the bolt 349 screwed to the output shaft 333 by the screw portion 347 directly presses the flange 345 by the screw thrust force. By doing so, the contact portion 405 has a sealing function.

  Thus, the power transmission device shaft end structure 401 obtains a sealing function by omitting the seal member 355 and directly pressing the flange portion 353 of the bolt 349 against the flange 345 in the power transmission device shaft end structure 301. Furthermore, the sealing function is enhanced by the O-ring 403.

[Effect of shaft end structure 401 for power transmission device]
The power transmission device shaft end structure 401 configured as described above provides the same effects as the power transmission device shaft end structure 301.

Further, the seal member 355 can be omitted, and the structure is low.
(Fifth embodiment)

  The shaft end structure 501 for a power transmission device (fifth embodiment of the present invention) will be described with reference to FIGS. This power transmission shaft end structure 501 is used in the electromagnetic coupling 719 of the four-wheel drive vehicle shown in FIG. 9, and FIG. 8 shows the direction of the power transmission device shaft end structure 501 and the electromagnetic coupling 719. A conversion gear set 721 and a rear differential 723 are shown. The left and right directions are the left and right directions of the four-wheel drive vehicle, and the left side of FIG. 8 is the front of the four-wheel drive vehicle.

[Configuration of shaft end structure 501 for power transmission device]
A shaft end structure 501 for a power transmission device includes a drive pinion shaft 541 (input / output shaft) having a through-hole 557 communicating with both ends, an inner shaft 505 (input / output member) connected to the drive pinion shaft 541, and a drive pinion. The bolt 549 (fixing member) is screwed to the end of the shaft 541 to fix the inner shaft 505 and close the through hole 557.

  As shown in FIG. 8, the electromagnetic coupling 719 includes a shaft end structure 501 for a power transmission device, a rotating case 503, a hollow inner shaft 505 (input / output shaft), a multi-plate main clutch 507, and a ball cam 509. And a multi-plate pilot clutch 511, an electromagnetic magnet 513, a controller, and the like.

  The electromagnetic coupling 719, the direction change gear set 721, and the rear differential 723 are housed in the differential carrier 741 in the order of front and rear, and foreign matters such as stones flying during traveling, stepped portions and convex portions encountered during traveling, Protected from collisions.

  The rotating case 503 includes a bottomed cylindrical member 515 made of a nonmagnetic material and a rotor 517 made of a magnetic material. The rotor 517 is screwed into the opening on the rear side of the cylindrical member 515 and is fixed by the double nut function of the nut 519. The front end of the cylindrical member 515 is supported on the differential carrier 741 via a both-side sealed ball bearing 521, and the rotor 517 is supported on the differential carrier 741 via a both-side sealed ball bearing 523 and a core 525 of an electromagnetic magnet 513. ing.

  A companion flange is fixed to the front end of the cylindrical member 515 by a stud bolt 527, and a joint fork is integrally formed on the companion flange. The cylindrical member 515 is connected to the propeller shaft 717 via this joint, and the driving force of the engine 701 is transmitted to the cylindrical member 515 (rotary case 503) via these power transmission members.

  A seal 531 is disposed between the cover 529 fixed to the cylindrical member 515 and the differential carrier 741, and an air gap 533 having a sealing function is provided between the cover 529 and the differential carrier 741. Further, the seal 531 and the air gap 533 prevent oil leakage from the transfer case 307 and entry of foreign matter from the outside.

  The inner shaft 505 penetrates the rotary case 503, and a front end portion is supported on the cylindrical member 515 by a ball bearing 535 and a rear portion side is supported on the rotor 517 by a needle bearing 537. Between the inner shaft 505 and the rotor 517, an X ring 539 having an X-shaped cross section is disposed in front of the ball bearing 535, and the electromagnetic coupling 719 (rotating case 503) is sealed. Oil is injected into the sealed rotating case 503.

  A drive pinion shaft 541 is splined to the inner periphery of the inner shaft 505, and the drive pinion shaft 541 is supported on the differential carrier 741 via thrust bearings 543 and 545. The drive pinion shaft 541 has a through hole 557 that communicates with both ends, and a screw portion 551 of a bolt 549 (fixing member) is screwed to a screw 547 provided on the inner periphery thereof. Is screwed, the flange portion 553 of the bolt 549 directly presses the inner shaft 505 at the contact portion 555 and is fixed to the drive pinion shaft 541. A sealing agent is applied to the screwed portion between the screw 547 and the screw portion 555 to prevent the bolt 549 from rotating, and the inner side of the inner shaft 505 is driven by the sealing agent and each sealing function of the contact portion 555. The through hole 557 of the pinion shaft 541 is sealed.

  The direction change gear set 721 includes bevel gears 743 and 745 meshing with each other. The bevel gear 743 is integrally formed at the rear end of the drive pinion shaft 541, and the bevel gear 745 is bolted to the differential case 747 of the rear differential 723. A pinion shaft 751 that supports a pinion gear 749 is fixed to the differential case 747, and left and right side gears 753 and 755 are engaged with the pinion gear 749. The side gears 753 and 755 are connected to the left and right rear axles 725 and 727, respectively. ing.

  The main clutch 507 is disposed between the rotation case 503 and the inner shaft 505, the outer plate 559 is splined to the inner periphery of the rotation case 503 (cylindrical member 515), and the inner plate 561 is the outer periphery of the inner shaft 505. Connected to the spline.

  The ball cam 509 is disposed between the pressure plate 563 and the cam ring 565. The pressure plate 563 is spline-connected to the inner shaft 505 on the inner periphery, the cam ring 565 is supported on the outer periphery of the inner shaft 505 so as to be relatively rotatable, and the cam reaction force of the ball cam 509 is between the cam ring 565 and the rotor 517. A thrust bearing 567 for receiving and a washer are disposed.

  The pilot clutch 11 is disposed between the rotating case 503 and the cam ring 565, the outer plate 569 is splined to the inner periphery of the rotating case 503, and the inner plate 571 is splined to the outer periphery of the cam ring 565. Further, an armature 573 is disposed between the pilot clutch 11 and the pressure plate 563, and the outer periphery thereof is spline connected to the rotating case 503 so as to be axially movable.

  The core 525 of the electromagnetic magnet 513 is supported by the differential carrier 741, and the lead wire 575 is drawn out of the differential carrier 741 through the intermediate terminal 577 and connected to the vehicle battery via the controller. The core 525, the rotor 517, the pilot clutch 511, and the armature 573 constitute a magnetic path of the electromagnetic magnet 513.

  The controller performs excitation of the electromagnetic magnet 513, excitation current control, excitation stop, and the like.

  When the electromagnetic magnet 513 is excited, the armature 573 is attracted and the pilot clutch 511 is pressed, and the driving force of the engine 701 is applied from the rotating case 503 to the ball cam 509 via the pilot clutch 511 and the cam ring 565, and the generated cam thrust force is generated. As a result, the pressure plate 563 moves to press the main clutch 507, and the electromagnetic coupling 719 is connected. When the electromagnetic coupling 719 is connected, the driving force of the engine 701 is transmitted to the rear differential 723 via the inner shaft 505, the drive pinion shaft 541, and the direction change gear set 721, and is distributed to the left and right rear wheels 729 and 731. As a result, the vehicle is in a four-wheel drive state, and the driving performance on rough roads and the stability of the vehicle body are improved.

  When the excitation of the electromagnetic magnet 513 is stopped, the pilot clutch 511 is released, the cam thrust force of the ball cam 509 disappears, the main clutch 507 is released, the connection of the electromagnetic coupling 719 is released, and the rear from the inner shaft 505 is released. The wheels 729 and 731 are disconnected, and the vehicle enters the two-wheel drive state of the front wheel drive, and the fuel consumption of the engine 701 is improved.

  Further, the drive pinion shaft 541 is provided with a plurality of radial oil holes 579 communicating with the through holes 557, and the spacers 581 disposed between the thrust bearings 543 and 545 are opposed to the oil holes 579. Thus, an oil hole 583 is provided. The inner shaft 505 is provided with a plurality of radial oil holes 585 in the axial direction alternately with the respective oil holes 579, and the cylindrical member 515 has a plurality of positions corresponding to the main clutch 507 and the pilot clutch 511. The oil hole 587 is provided.

  As the drive pinion shaft 541 rotates, the oil in the through hole 557 is subjected to centrifugal force, passes through the oil holes 579, passes through the oil holes 585 of the inner shaft 505, passes through the ball bearings 535, and the plates 559 of the main clutch 507. , 561, ball cam 509, thrust bearing 567, washer, needle bearing 537, etc. are lubricated and cooled, then discharged from oil hole 587 of cylindrical member 515 and returned to the oil reservoir of differential carrier 741. The oil in the through hole 557 lubricates and cools the thrust bearings 543 and 545 through the oil hole 583 from the oil hole 579 facing the oil hole 583 of the spacer 581.

  Further, since the through hole 557 of the drive pinion shaft 541 has a large diameter, and a large centrifugal force is applied to the large diameter through hole 557, the circulation of the oil as described above is promoted as the drive pinion shaft 541 rotates. Large lubrication / cooling function can be obtained.

[Effect of shaft end structure 501 for power transmission device]
The power transmission device shaft end structure 501 configured as described above provides the following effects.

  Since the inner shaft 505 is fixed while the through-hole 557 of the drive pinion shaft 541 is closed with a bolt 549, a commercially available hollow material can be used for the drive pinion shaft 541, and a solid input / output can be obtained. Unlike the conventional example using a shaft, the weight is significantly reduced and a sufficient torque transmission capacity can be obtained while being lightweight.

  In addition, the hollow material is less expensive than a solid shaft of equal weight, and the processing of the lubricating oil hole (through hole 557) is unnecessary, and the processing time of the entire drive pinion shaft 541 is shortened accordingly. Therefore, it can be implemented at a lower cost.

  In addition, the flange portion 553 of the bolt 549 screwed to the drive pinion shaft 541 with the screw portion 551 directly presses the inner shaft 505 by the screw thrust force, and thereby the inner shaft 505 and the drive are driven by the sealing function obtained at the contact portion 555. Oil leakage from the pinion shaft 541 and entry of foreign matter from the outside are prevented, and durability is improved.

  In order to further improve the sealing function, a washer-like seal member may be sandwiched between the bolt 549 and the inner shaft 505 as in other embodiments, and the bolt 549 and the drive pinion shaft 541 An O-ring may be disposed between the two.

  [Other Embodiments Included within the Scope of the Present Invention]

  The flange portion of each embodiment described above is not limited in shape as long as it has a function of imparting axial thrust to the input / output member and at least fixing it to the input / output shaft (positioning in the axial direction). It is.

It is sectional drawing which shows the transfer 3 using the shaft end structure 1 for power transmission devices of 1st Embodiment. It is A arrow directional view of FIG. It is sectional drawing which shows the shaft end structure 201 for power transmission devices of 2nd Embodiment. It is a skeleton mechanism figure which shows the motive power system of the four-wheel drive vehicle using 1st Embodiment and 2nd Embodiment. It is sectional drawing which shows the transfer 705 using the shaft end structure 301 for power transmission devices of 3rd Embodiment. FIG. 6 is a view taken in the direction of arrow B in FIG. 5. It is sectional drawing which shows the shaft end structure 401 for power transmission devices of 4th Embodiment. It is sectional drawing which shows the electromagnetic coupling 719 etc. using the shaft end structure 501 for power transmission devices of 5th Embodiment. It is a skeleton mechanism figure which shows the motive power system of the four-wheel drive vehicle using 3rd Embodiment, 4th Embodiment, and 5th Embodiment. It is sectional drawing of a prior art example.

Explanation of symbols

1 Shaft end structure for power transmission device 61 Output shaft (input / output shaft)
77 Flange (input / output member)
81 bolt (fixing member)
87 Washer-like seal member (seal member)
89 Non-rotating member (non-rotating mechanism)
107 Through hole (hollow part)
201 Power transmission device shaft end structure 301 Power transmission device shaft end structure 333 Output shaft (input / output shaft)
343 Through hole (hollow part)
345 Flange (input / output member)
349 bolt (fixing member)
355 Washer-like seal member (seal member)
357 Non-rotating member (non-rotating mechanism)
401 Power transmission device shaft end structure 501 Power transmission device shaft end structure 505 Inner shaft (input / output member)
541 Drive pinion shaft (input / output shaft)
549 bolt (fixing member)
557 Through hole (hollow part)

Claims (4)

An input / output shaft having a hollow portion;
An input / output member coupled to the input / output shaft;
A shaft end structure for a power transmission device, comprising: a fixing member that is fixed to an end portion of the input / output shaft, fixes the input / output member, and closes the hollow portion. The invention according to claim 1,
The fixing member has a screw portion and a flange portion that are screwed into a hollow portion of the input / output shaft,
The screw portion is screwed into the hollow portion of the input / output shaft,
The shaft end structure for a power transmission device, wherein the flange portion fixes the input / output member. The invention according to claim 2,
A shaft for a power transmission device, wherein a seal member that is pressed by a thrust force of a screw portion of the fixing member and closes the hollow portion is disposed between the flange portion of the fixing member and the input / output member. Edge structure. The invention according to any one of claims 1 to 3,
A shaft end structure for a power transmission device, wherein a locking mechanism for the fixing member is provided between the input / output member and the fixing member.

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