JP2011094738A - Shaft connecting structure to power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase a length of a propeller shaft. <P>SOLUTION: The shaft connecting structure to a power transmission device has a rear wheel side output shaft 41 rotatably supported via a unit bearing 87 to an opening 88 of a transfer case 5, provided with a pinion gear 43 on an inner end in the transfer case 5, and provided with one joint part 89 on an outer end outside the transfer case 5, and a universal joint 53 is composed by allowing coupling of another joint part 91 of the propeller shaft 45 to the one joint part 89, and coupling the other joint part 91 to the one joint part 89 by a cross joint 92. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a shaft coupling structure to a power transmission device such as an automobile.

  Conventionally, as a coupling structure for coupling a propeller shaft to a power transmission device, there is one shown in FIG.

  This coupling structure is for coupling the propeller shaft to a transfer which is a power transmission device. On the rear wheel output side of the transfer case, a rear wheel side output shaft having an output bevel gear is rotatably supported via a bearing. A spline is provided at the rear end of the rear wheel side output shaft, and a companion flange is splined. The end of the propeller shaft is fastened to the companion flange by a bolt, and the propeller shaft is connected to the transfer.

  Therefore, torque can be smoothly transmitted from the rear wheel side output shaft of the transfer to the propeller shaft.

  However, in such a coupling structure, the intermediate part of the rear wheel output shaft that is rotatably supported by the transfer case via the bearing and the spline of the rear end of the rear wheel output shaft that connects the companion flange to the spline are axial directions. There is a problem that the entire length of the rear wheel side output shaft becomes long.

  For this reason, the length of the propeller shaft is shortened, and the propeller shaft mounting angle between the universal joints is increased, which may cause a decrease in sound vibration characteristics.

Japanese Patent Laid-Open No. 10-138775

  The problem to be solved is that the propeller shaft length is shortened, so that the propeller shaft mounting angle between the universal joints is increased, which may cause a decrease in sound vibration characteristics. .

  In the present invention, in order to increase the length of the propeller shaft, a pinion gear is provided at the inner end of the housing and is rotatably supported via a bearing at the opening of the housing. It has an input shaft or an output shaft provided with one joint portion at the end, and is characterized in that the other joint portion of the propeller shaft can be coupled to the one joint portion.

  In the present invention, the housing has an input shaft or an output shaft that is rotatably supported by a bearing through a bearing and has a pinion gear at the inner end of the housing and one joint at the outer end of the housing. The other joint portion of the propeller shaft can be coupled to the one joint portion.

  Therefore, the propeller shaft can be directly coupled to the input shaft or the output shaft that is rotatably supported by the housing via the bearing.

  Therefore, the entire length to one joint portion on the input shaft or output shaft side can be shortened, and the length of the propeller shaft can be lengthened accordingly.

It is a skeleton plane sectional view of a four-wheel drive vehicle. Example 1 (A) is a partially cutaway side view showing a shaft coupling structure to a power transmission device, and (b) is a partial side view as seen from arrow b in (a). Example 1 (A) is a partially cutaway side view showing a shaft coupling structure to a power transmission device, and (b) is a partial side view as seen from arrow b in (a). (Example 2) It is a partially notched side view which shows the shaft connection structure to a power transmission device. (Example 3) It is a partially notched side view which shows the shaft connection structure to a power transmission device. Example 4

  The purpose of making it possible to increase the length of the propeller shaft is realized by the joint portion of the input shaft or the output shaft.

[4-wheel drive vehicle]
FIG. 1 is a skeleton plan sectional view of a four-wheel drive vehicle.

  As shown in FIG. 1, a transfer 1 as a power transmission device in the embodiment of the present invention is disposed on the outer periphery of one front intermediate shaft 3 on the front wheel side. A transfer case 5 which is a housing of the transfer 1 is attached to a bell housing 9 on the transmission 7 side.

  A front differential device 11 is supported in the bell housing 9. The front differential device 11 receives drive input from the engine 13 via the drive motor 15 and the transmission 7. The transmission 7 is configured by a CVT 17, and the CVT 17 is configured to be shifted by a transmission shifting motor 19.

  Driving input via the transmission 7 is made to the front differential case 17 via the ring gear 21.

  Front intermediate shafts 27 and 3 are respectively coupled to the left and right side gears 23 and 25 which are output portions of the front differential device 11. The front intermediate shafts 27 and 3 are coupled to left and right front wheel axles 29 and 31 that are axles, and connect the front differential apparatus 11 and the front wheel axles 29 and 31. Therefore, the front differential device 11 is interposed between the front wheel axles 29 and 31.

  The transfer 1 distributes the drive input to the front differential device 11 to the rear wheel side. The front intermediate shaft 3 passes through the transfer case 5 of the transfer 1. The front intermediate shaft 3 is supported on the engine 13 side by a shaft mount 28 outside the transfer case 5. The front wheel axles 29 and 31 are linked to the left and right front wheels 33 and 35, respectively.

  In the transfer case 5, a connecting hollow shaft 37 is extended from the front differential case 17 as an output rotating portion of the front differential device 11. The connecting hollow shaft 37 is coupled to the front differential case 17 so as to be integrally rotatable. The connecting hollow shaft 37 is loosely fitted on the outer periphery of the front intermediate shaft 3, and a ring gear 39 is attached to the connecting hollow shaft 37 and meshed with the pinion gear 43 of the rear wheel side output shaft 41. The ring gear 39 and the pinion gear 43 are formed of bevel gears and mesh with each other at right angles. Therefore, the rear wheel side output shaft 41 is arranged orthogonally to the connecting hollow shaft 37 and constitutes the output shaft of the present invention.

  The rear wheel side output shaft 41 is coupled to the main body shaft portion 47 of the propeller shaft 45 via a universal joint 49, and is coupled to the main body shaft portion 51 via a universal joint 53. 55.

  The shaft end 55 on the rear wheel side is coupled to a coupling 57 that transmits torque on demand, and a drive pinion shaft 61 on the final reduction gear 59 side is coupled to the coupling 57.

  The drive pinion shaft 61 includes a drive pinion gear 63, and the drive pinion gear 63 meshes with a ring gear 67 of the rear differential device 65.

  The rear differential device 65 is rotatably supported by the carrier case 69.

  Rear intermediate shafts 75 and 77 are coupled to the left and right side gears 71 and 73 of the rear differential device 65. Left and right rear wheel axles 79 and 81 are coupled to the rear intermediate shafts 75 and 77, and left and right rear wheels 83 and 85 are linked to the rear wheel axles 79 and 81.

  Accordingly, when torque is input from the engine 13 to the ring gear 21 of the front differential device 11 via the drive motor 15 and the transmission 7, on the other hand, via the front intermediate shafts 27 and 3 and the front wheel axles 29 and 31. Torque is transmitted to the left and right front wheels 33 and 35. On the other hand, torque is transmitted to the rear wheel output shaft 41 via the front differential case 17, the connecting hollow shaft 37, the ring gear 39 and the pinion gear 43.

  From the rear wheel side output shaft 41, a universal joint 49, a main shaft 51 of the propeller shaft 45, a universal joint 53, a shaft end 55 of the propeller shaft 45, a coupling 57, a drive pinion shaft 61, Torque is transmitted to the ring gear 67 of the rear differential device 65 via the drive pinion gear 63. Torque is transmitted from the rear differential unit 65 to the left and right rear wheels 83 and 85 via the rear intermediate shafts 75 and 77 and the left and right rear wheel axles 79 and 81.

By this torque transmission, the front and rear wheels 33, 35, 83, and 85 can travel in an on-demand four-wheel drive state.
[Shaft connection structure to power transmission device]
2A is a partially cutaway side view showing a shaft coupling structure to a power transmission device, and FIG. 2B is a partial side view of FIG.

  As shown in FIG. 2, the rear wheel side output shaft 41 is rotatably supported by the opening 88 of the transfer case 5 by a unit bearing 87 whose outer peripheral portion is a bearing.

  The rear wheel side output shaft 41 is provided with the pinion gear 43 at the inner end in the transfer case 5 and one joint portion 89 having a U-shaped cross section at the outer end outside the transfer case 5. . One joint portion 89 is freely joined by a cross joint 92 to the other joint portion 91 having a U-shaped cross section of the propeller shaft 45. One joint part 89, the other joint part 91, and the cross joint 92 constitute a universal joint 49.

  The rear wheel side output shaft 41 is divided at an intermediate portion and has a fitting structure in the axial direction of the gear side shaft portion 93 and the joint side shaft portion 95. One end of the gear side shaft portion 93 and the joint side shaft portion 95, for example, the gear side shaft portion 93, is formed with a coupling shaft protrusion 97, and the joint side shaft portion 95 is formed with a coupling shaft hole 99. Has been.

  The fitting structure is an axial fitting between the coupling shaft protrusion 97 and the coupling shaft hole 99.

  An O-ring 101 is supported on the end surface of the joint-side shaft portion 95 and is in close contact with the seal end surface 93 a of the gear-side shaft portion 93.

  This fitting structure is locked to prevent the pin 103 from coming off. The pin 103 penetrates between the coupling shaft protrusion 97 and the coupling shaft hole 99 in the radial direction. Through holes 93 a and 99 a are formed in the coupling shaft protrusion 97 and the coupling shaft hole 99, the pin 103 is press-fitted into the through hole 99 a, and the coupling shaft protrusion 97 of the joint side shaft portion 95 and the gear side shaft portion 93 is formed. It penetrates. A concave portion 97 a is formed in the coupling shaft protrusion 97 to avoid hitting the inner surface of the coupling shaft hole 99.

  The pin 103 is formed with a head flange 103a, a tip circumferential groove 103b, and an axial groove 103c. The head flange portion 103 a is engaged with one outer peripheral surface of the joint side shaft portion 95, and the tip circumferential groove portion 103 b protrudes on the other outer peripheral surface of the joint side shaft portion 95. A C-ring 103 d is attached to the tip circumferential groove 103 b and engaged with the other outer peripheral surface of the joint-side shaft portion 95, thereby preventing the pin 103 from coming off.

  The axial groove 103c of the pin 103 is formed along the axial direction of the outer peripheral surface of the pin 103, and for example, four are formed in the circumferential direction. The end portion of the axial groove portion 103c reaches the intermediate portion of each through hole 99a.

  The axial groove 103c and the like of the pin 103 is filled with grease at the time of assembly, and the fitting structure is configured such that grease is enclosed between the coupling shaft protrusion 97 and the coupling shaft hole 99 and the pin 103. It has become.

  A bearing fitting portion 105 is formed on the outer peripheral portion of the gear side shaft portion 93 of the rear wheel side output shaft 41 adjacent to the pinion gear 43 at the inner end in the axial direction. A male screw portion 107 is formed on the outer periphery between the coupling shaft protrusion 97 and the bearing fitting portion 105 of the gear side shaft portion 93.

  The joint-side shaft portion 95 of the rear wheel-side output shaft 41 is formed with a flange portion 108 at an axially intermediate portion.

  The unit bearing 87 is fitted and attached to the bearing fitting portion 105 of the rear wheel side output shaft 41. A lock nut 109 is screwed into the male screw portion 107 of the rear wheel side output shaft 41, and the unit bearing 87 is fastened and fixed to the back surface of the pinion gear 43 via a shim 111. A dust cover 113 is attached to the lock nut 109.

  In the unit bearing 87, an abutting flange portion 87b, a cover tongue portion 87c, and bearing oil passages 87d and 87e are formed on the outer race 87a. The bearing oil passages 87d and 87e are formed in a hole shape penetrating in the radial direction. The unit bearing 87 includes a seal 115 that seals the inside of the bearing from the outside on the outer end side. The seal 115 is in contact with the dust cover 113, and the cover tongue 87 c covers the outer peripheral edge of the dust cover 113.

  The unit bearing 87 is press-fitted and attached to the bearing support portion 117 of the opening 88, and an abutting flange portion 87b at the outer end is abutted against the outer surface of the opening 88. A case / oil passage 119 is formed in the bearing support portion 117 in a groove shape, and communicates with the bearing / oil passages 87d and 87e.

  Therefore, the gear oil that is the lubricating oil in the transfer case 5 is supplied to the unit bearing 87 through the case oil passage 119 and the bearing oil passages 87d and 87e.

  In this structure, when torque is transmitted from the ring gear 39 to the pinion gear 43, the gear side shaft portion 93 of the rear wheel side output shaft 41 is moved by the unit bearing 87 against the bearing support portion 117 of the transfer case 5. Rotate. This rotation is transmitted to the coupling shaft protrusion 97, the pin 103, and the joint side shaft portion 95, and is transmitted to one joint portion 89 of the universal joint 49.

  By this torque transmission, torque transmission is performed to the universal joint 49 and the main body shaft portion 51 as described above.

  When the gear oil in the transfer case 5 is scattered by the meshing rotation of the ring gear 39 and the pinion gear 43, a part of the gear oil enters the case oil passage 119.

  Due to the intrusion of the gear oil, the gear oil flows from the case oil passage 119 to the bearing oil passages 87d and 87e, and the unit bearing 87 is lubricated.

  The gap between the coupling shaft protrusion 97 and the coupling shaft hole 99 and between the through hole 99a and the pin 103 are lubricated by grease.

[Effect of Example 1]
In the shaft coupling structure to the transfer 1 according to the first embodiment of the present invention, the pinion gear 43 is supported at the inner end of the transfer case 5 by being rotatably supported by the opening 88 of the transfer case 5 via the unit bearing 87. The rear wheel side output shaft 41 having one joint portion 89 provided at the outer end outside the provided transfer case 5 is provided, and the other joint portion 91 of the propeller shaft 45 can be coupled to the one joint portion 89. .

  Therefore, the propeller shaft 45 can be directly coupled to the rear wheel side output shaft 41 that is rotatably supported by the transfer case 5 via the unit bearing 87.

  Therefore, the entire length up to one joint portion 89 on the rear wheel side output shaft 41 side can be shortened, and the length of the propeller shaft 45 can be lengthened accordingly.

  That is, the length of the main shaft 51 of the propeller shaft 45 can be increased, the mounting angle can be further reduced, and sound vibration characteristics can be improved.

  Since the rear wheel side output shaft 41 is supported on the transfer case 5 by the unit bearing 87, the rear wheel side output shaft 41 and the unit bearing 87 are set in advance and then assembled to the opening 88 of the transfer case 5. Can be assembled easily.

  The rear wheel side output shaft 41 is divided at an intermediate portion so as to have a fitting structure of the gear side shaft portion 93 and the joint side shaft portion 95, and the fitting structure includes the gear side shaft portion 93 and the joint side shaft portion 95. The coupling shaft protrusion 97 formed at one end and the coupling shaft hole 99 formed at the other end are fitted in the axial direction. The coupling shaft hole 99 was locked by a pin 103 penetrating in the radial direction.

  For this reason, the gear side shaft portion 93 and the unit bearing 87 are set in advance and then assembled to the opening 88 of the transfer case 5, and the joint side assembled to the gear side shaft portion 93 on the universal joint 49 side. The shaft portion 95 can be coupled, and the degree of assembly freedom can be expanded.

  In the fitting structure, grease is sealed between the coupling shaft protrusion 97 and the coupling shaft hole 99 and the pin 103.

  For this reason, between the coupling shaft protrusion 97 and the coupling shaft hole 99 and between each through hole 99a and the pin 103 can be lubricated with grease, and durability can be improved.

  3A and 3B relate to a second embodiment of the present invention, in which FIG. 3A is a partially cutaway side view showing a shaft coupling structure to a power transmission device, and FIG. 3B is a partial side view of FIG. It is. The basic configuration is the same as that of the first embodiment, and the same or corresponding components are denoted by the same reference numerals or symbols with the same reference numerals, and redundant description is omitted.

  As shown in FIG. 3, the shaft coupling structure to the transfer 1A, which is the power transmission device of this embodiment, does not have an axial groove on the pin 103A, and the coupling shaft protrusion 97 and the coupling shaft hole of the rear wheel side output shaft 41A. The grease is not enclosed between the portion 99 and the pin 103A.

  Therefore, in this embodiment, the structure can be simplified.

  In addition, in this embodiment, the same operational effects as those of the first embodiment can be obtained.

  FIG. 4 is a partially cutaway side view showing a shaft coupling structure to a power transmission device according to a third embodiment of the present invention. Note that the basic configuration is the same as that of the first embodiment, and the same or corresponding components are denoted by the same reference numerals or Bs, and redundant description is omitted.

  As shown in FIG. 4, the shaft coupling structure to the transfer 1 </ b> B that is the power transmission device of this embodiment is a bolt 103 </ b> B instead of the pin 103 of the first embodiment. A female screw portion 95Ba is formed in one of the through holes 99a of the joint side shaft portion 95B of the rear wheel side output shaft 41B, and the male screw portion 103Ba of the bolt 103B is screwed therein.

  The bolt 103B is not provided with an axial groove portion, and has a structure in which grease is not sealed between the coupling shaft protrusion 97 and the coupling shaft hole 99 and the bolt 103B.

  Therefore, in this embodiment, the gear side shaft portion 93 and the joint side shaft portion 95B can be fastened and coupled.

  In addition, in this embodiment, the same operational effects as those of the first embodiment can be obtained.

  FIG. 5 is a partially cutaway side view showing a shaft coupling structure to a power transmission device according to Embodiment 4 of the present invention. Note that the basic configuration is the same as that of the first embodiment, and the same or corresponding components are denoted by the same reference numerals or the same reference numerals, and redundant description is omitted.

  The reference numerals or the same reference numerals are denoted by B, and duplicate descriptions are omitted.

  As shown in FIG. 5, the shaft coupling structure to the transfer 1C, which is the power transmission device of this embodiment, is a rear wheel side output shaft 41C in which the gear side shaft portion and the joint side shaft portion are integrated.

  Therefore, in this embodiment, the structure can be further simplified.

In addition, in this embodiment, the same operational effects as those of the first embodiment can be obtained.
[Others]
The power transmission device can also be applied to a final reduction gear. In this case, for example, the drive pinion shaft serves as the input shaft, and the shaft end portion of the propeller shaft is coupled to the input shaft.

  As the bearing, a taper roller bearing other than the unit bearing 87, a ball bearing, or the like can be used.

1,1A, 1B, 1C Transfer (Power transmission device)
5 Transfer case (housing)
41, 41A, 41B, 41C Rear wheel side output shaft (output shaft)
45 Propeller shaft 87 Unit bearing (bearing)
88 Opening 89 One joint 91 Other joint 93 Gear side shaft 95, 95B Joint side shaft 97 Connection shaft protrusion 99 Connection shaft hole 103, 103A Pin 103B Bolt

Claims (4)

An input shaft or an output shaft having a drive pinion gear provided at the inner end in the housing and one joint portion provided at the outer end outside the housing;
The one joint part can be coupled with the other joint part of the propeller shaft.
A shaft coupling structure to a power transmission device. A shaft coupling structure to the power transmission device according to claim 1,
The bearing is a unit bearing;
A shaft coupling structure to a power transmission device. A shaft coupling structure to the power transmission device according to claim 1 or 2,
The input shaft or the output shaft is divided at an intermediate portion and has a fitting structure of a gear side shaft portion and a joint side shaft portion,
The fitting structure is an axial fitting between a coupling shaft protrusion formed at one end of the gear side shaft and the joint side shaft and a coupling shaft hole formed at the other end. Yes,
The fitting structure is locked to prevent it from coming off by a pin or a bolt penetrating in a radial direction between the coupling shaft protrusion and the coupling shaft hole.
A shaft coupling structure to a power transmission device. A shaft coupling structure to the power transmission device according to claim 1 or 2,
The fitting structure encloses grease between the coupling shaft protrusion and the coupling shaft hole and the pin or bolt,
A shaft coupling structure to a power transmission device.

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