JPH02133237A - Drive power interrupting device for four-wheel drive vehicle - Google Patents

Abstract

PURPOSE:To simplify positioning work in the time of assembling a coupling sleeve and an actuator by juxtaposing the actuator, directly sliding the coupling sleeve, sidewards the coupling sleeve for interrupting connecting the first drive shaft to the second drive shaft. CONSTITUTION:In the case of a drive power interrupting device 12 for a four- wheel drive vehicle able to switch a tow-wheel drive and four-wheel drive, the first drive shaft 16, connected to a side of side gears 8, 9 of a differential gear mechanism, and the second drive shaft 17, connected to a wheel side, are arranged in a direction of the same axial line. A coupling sleeve 18, enabling these second drive shaft 17 and first drive shaft 16 to be slide connected, and an actuator 20, sliding this coupling sleeve 18 directly in the before said direction of the axial line, are juxtaposed sidewards. Thus, labor is eliminated of fitting a fork between the actuator 20 and the coupling sleeve 18 as in the past.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to a four-wheel-drive vehicle driving force intermittent device in a four-wheel-drive vehicle capable of switching between two-wheel drive and four-wheel drive. .

(Prior Art) Generally, part-time four-wheel drive vehicles are equipped with a transfer that selects switching between two-wheel drive and four-wheel drive. If wheel drive is performed using the transfer,
The driven side power transmission system on the non-drive side (referring to the power transmission system from the transfer to the driven wheels) is rotated by the driven wheels, which rotate as the vehicle travels. When the J-side initial force transmission system is rotated in this manner, the running resistance of the vehicle increases, and vibrations, noise, etc. are also affected. therefore,
A measure has been considered to reduce the running resistance, imaging, and noise as much as possible by disconnecting a portion of the driven side power transmission system during two-wheel drive, thereby leaving the driven side free to move around.

As an example of a vehicle that takes such measures, there is a vehicle equipped with a driving force disconnection device for a four-wheel drive vehicle as shown in FIG. 3 (see Japanese Patent Laid-Open Publication No. 63-74727). This drive power intermittent device is used for control engines, rear drive (FR)
Transfer and front wheel section v in base four-wheel drive vehicle
It is provided in a differential gear mechanism interposed between the J-axis and the J-axis. 101 is a differential gear mechanism rotatably supported by the differential gear rear 100, and this differential VJ gear mechanism includes a ring gear 103 that meshes with the drive pinion gear 102, a differential case 104 provided with this ring gear 103, and this differential case. A binion gear 106 is rotatably attached to the binion gear 104 via a binion shaft 105, and a pair of side gears 107 mesh with the binion gear 106.
．． It consists of 108.

The side gear 107 has a left shaft 109 and a side gear 108.
is spline connected to the right shaft 110, roughly to the left? I!
II 09 and right shaft 110 are connected to a left wheel drive shaft (not shown) and a right wheel drive shaft (not shown), respectively.

The left side IN 1109 is divided into a first shaft 111 and a second shaft 112, and the first shaft 111 and the second shaft 112 are connected to each other by a disconnection mechanism 113. Intermittent machine 1? l
Reference numeral 1113 denotes a coupling sleeve 114 that connects the first shaft 111 and the second shaft 112 by spline, a fork 115 that is fitted into the fitting groove 114a of this coupling sleeve 114 and slides it, and a fork 115 that connects the fork 115 with a differential. A diaphragm operating section 117 that is moved via a moving shaft 116 that is supported by the carrier 100 so as to be movable in the axial direction.
It consists of

- During wheel drive, the first shaft 111 is
The connection between the second shaft 112 and the second shaft 112 is interrupted. For this reason,
The left front wheel only rotates the left wheel drive shaft and the second shaft 112, but does not rotate the first shaft 111. Also,
The right front wheel rotates the right wheel drive shaft and the right shaft 110, but with this rotation, only the side gears 107, 108, the onion gear 106, and the first shaft 111 idle, and the differential case 104, ring gear 103, etc. There is no need to rotate it. In this way, the rotational resistance from the transfer to the differential case 104 is reduced to improve fuel efficiency and reduce wear, while also reducing noise generated from this drive system.

(Problem to be solved by the invention) However, in such a conventional four-wheel drive (■) driving force disconnection device, the coupling sleeve 1
The fork 115 fixed to the moving shaft 116 must be fitted into the 14 fitting grooves 114a. therefore,
Since the coupling sleeve 114 is a rotating system and the fork 115 is a fixed system, there is a problem in that the positioning work of fitting the fork 115 fixed to the moving shaft 116 is difficult.

[Structure of the Invention] (Means for Solving and Overcoming the Problems) In order to solve such problems, the present invention provides a first drive shaft connected to the side gear side of the differential gear mechanism; a second drive shaft 111IlII arranged in the same axial direction as the drive shaft and connected to the wheel side; a coupling sleeve that can connect the second drive shaft and the first drive shaft when slid; The actuator is arranged in parallel with the coupling sleeve and directly slides the coupling sleeve in the axial direction.

(Function) In order to intermittently reduce the connection between the first drive shaft and the second drive shaft,
This coupling sleeve is made to slide directly by an actuator arranged side by side with the coupling sleeve. Therefore, there is no need for a fork between the actuator and the coupling sleeve as in the past.
Positioning of the coupling sleeve and actuator during assembly can be performed simply and easily.

(Example) This invention will be explained below based on the drawings.

FIG. 1 is a diagram showing a first embodiment of a driving force disconnection device for a four-wheel drive IJJ vehicle according to the present invention. This embodiment is a hypothetical example of a differential vehicle interposed between a transfer and a surface width drive shaft in an FR-based four-wheel drive vehicle.

First, the configuration will be explained.

Reference numeral 1 denotes a differential case of a differential gear mechanism 3 housed in a differential carrier 2, and a ring gear 4 is attached to this differential case 1. A drive pinion 5 is meshed with the ring gear 4 to which rotational driving force from the internal combustion engine is transmitted from a transfer (not shown). Further, a binion gear 7 is rotatably attached to the differential case 1 via a binion shaft 6, and a pair of side gears 8.9 mesh with the binion gear 7. The right shaft 11 is spline connected.

Here, a driving force intermittent bag @12 of a four-wheel drive vehicle is attached to the differential carrier 2. That is, the cylindrical portion 13 of the casing 15 consists of the cylindrical portion 13 and the flange portion 14.
is screwed into the differential carrier 2 located on the outer peripheral side of the left shaft 10. Inside the casing 15, this casing 1
A first drive shaft 16 spline-coupled to a left shaft 10 extending inside the drive shaft 5, and a second drive shaft 17 disposed in the same direction as the first drive shaft 16 are housed. ing.

The first drive@16 has a cylindrical portion 16a, and a spline 16b is formed on the inner circumference of the cylindrical portion 16a, and this spline 16b meshes with a spline 10a formed on the outer circumference of the left shaft 10. There is. First drive! A spline 1 is provided on the outer circumferential side of the 7I shaft 16 and the second drive shaft 17, respectively.
6c, 17a are formed, and these splines 16c,
A substantially annular coupling sleeve 18 that can be engaged with the sleeve 17a is disposed. In addition, the shaft portion 1 of the first drive shaft 16
6e is fitted into the hole 17b of the second drive shaft 17 via a bearing, and aligns the splines 16C and 17a. A compression spring 19 is provided between the coupling sleeve 18 and the first drive lJl@16 to constantly bias the coupling sleeve 18 toward the spline 17a of the second drive shaft 17. Coupling sleeve 1
This coupling sleeve 1 is shown on the left side in Figure 1 of 8.
8 in the axial direction of the first and second drive shafts 16.17 is arranged in parallel. The actuator 20 has a film-like elastic body 21 attached to the flange part 14 and the cylindrical part 13 on the outer circumferential side, and the flange part 14 and the angle member 30 with an abbreviated cross section on the inner circumferential side, and the flange part 14 and the elastic body 21. a compression spring 23 housed in the working chamber 22, and a spring receiver 24.
Consists of etc. A movable member 25 is interposed between the elastic body 21 and the coupling sleeve 18, and the movable member 25 is attached to the inner circumferential wall of the casing 15 so that the elastic body 21 does not rotate and the actuator 20 can move in the axial direction. is fitted with a spline. Further, a needle bearing 26 is provided between the moving member 25 and the coupling sleeve 18.
is interposed.

When negative pressure is supplied to the working chamber 22 from the suction/discharge boat 27, the coupling sleeve 18 slides to the left as shown below the center line (C, L) in FIG. 1 due to the biasing force of the compression spring 19. and is spline-connected to the first drive shaft 16 and the second drive shaft 17.

Create by stopping the negative pressure supply! When the FJ[22 is released to atmospheric pressure, the coupling sleeve 18 is compressed by the compression spring 23.
Due to the urging force of , it is slid to the right as shown above the center line (CL) in FIG. 1, and is spline-connected only to the first drive shaft 16.

Note that seal members 28 are interposed between the cylindrical portion 13 of the casing 15 and the left shaft, and between the flange portion 14 and the second drive shaft 17, respectively.

Further, the second drive shaft 17 is connected to a left wheel drive shaft (not shown), and the right shaft 11 is connected to a right wheel drive shaft (not shown).

Next, the effect will be explained.

In an FR-based four-wheel drive vehicle, when the transfer is operated to drive in rear wheel drive (two-wheel drive), negative pressure is not supplied to the actuator chamber 22 of the actuator 20.

When the working chamber 22 is opened to atmospheric pressure, the compression spring 23
As a result, the coupling sleeve 18 is pressed to the right in FIG. 1, and the coupling sleeve 18 meshes only with the first drive member 16, and is in a state above the center line (C, L).

Therefore, the first drive member 16 and the second drive member 17 are not connected but separated. Therefore, the left front wheel that rotates rotates the second drive shaft 17, but the first drive IM1
Against 6, it just idles. Further, the right front wheel that rotates rotates the right side @11, and further rotates the side gear 9, the pinion gear 7, and the idle gear 8. However, these right shaft 11, binion gear 7 and side gear 8.
9 only idles and does not rotate the differential case 1, ring gear 4, etc. As a result, the drive system from the differential case 1, ring gear 4, and drive pinion gear 5 to the transfer is not driven in the opposite direction, reducing the rotational resistance of this drive system and preventing the flow from flowing into the differential carrier 2. It is possible to further improve fuel efficiency and reduce wear without causing stirring resistance of the lubricating oil. In addition,
Noise generated from the drive system can be reduced.

Next, when operating the transfer and traveling in four-wheel drive, negative pressure is supplied to the working chamber 22.

When negative pressure is supplied to the working chamber 22, the compression spring 19
Due to the urging force, the coupling sleeve 18 moves to the left in FIG. 1 and is spline-connected to the first drive member 16 and the second drive section 17, and is in a state below the center line (C, L). .

In this way, when the first drive @ 16 and the second drive shaft 17 are connected, the torque of the internal combustion engine is transmitted from the drive system such as a transfer to the drive pinion gear 5, and further to the ring gear 4, the differential case 1, and the pinion gear. 7. It is transmitted from the side gear 8.9 to the left shaft 10 and right shaft 11, and the vehicle travels in four-wheel drive.

In this way, in order to connect and disconnect the first drive shaft 16 and the second drive shaft 17, the coupling sleeve 18 is directly slid by the actuator 20 arranged in parallel on the side of the coupling sleeve 18. I made it. Therefore, there is no need for a fork between the actuator 20 and the coupling sleeve 18 as in the conventional case, and the positioning operation between the coupling sleeve 18 and the actuator 20 during assembly can be performed simply and easily.

In addition, in this embodiment, the first and second drive shafts 16.1
7 are arranged in parallel in the axial direction, this first.
The trouble of forming a center hole in the two drive shafts 16 and 17 as in the conventional example can be omitted. Moreover, since the driving force disconnection device 12 of this four-wheel drive vehicle can be configured as a unit, assembly can be easily performed. Further, positive pressure may be supplied to the working chamber 22 of the actuator 20.

Next, FIG. 2 shows a second embodiment of the driving force disconnection device for a four-wheel drive vehicle according to the present invention. Note that the same reference numerals are given to the same parts as in the first embodiment, and the explanation thereof will be omitted. In this embodiment, the first drive shaft 31 extends to the side gear and is spline-connected, and the center shaft 33 is spline-connected to the side gear 8 via the intermediate portion 4432. It is inserted through the hole 17b of the second drive shaft 17 so as to be rotatable.

[Effects of the Invention] As explained above, according to the present invention, the actuator that directly slides the coupling sleeve is arranged in parallel with the coupling sleeve, so that the Installing actuators in parallel
The positioning work of moving can be done simply and easily.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view showing a drive power disconnection device for a four-wheel drive vehicle according to the present invention, and FIG. 2 is a cross-sectional view of essential parts of this driving force disconnection device. FIG. 3 is a sectional view showing a conventional driving force disconnection device for a four-wheel drive vehicle. 16...First drive shaft 17...Second drive shaft 18...Coupling sleeve 20...Actuator representative Patent attorney Yasuo Miyoshi

Claims (1)

[Claims] a first drive shaft connected to the side gear side of the differential gear mechanism; a second drive shaft disposed in the same axial direction as the first drive shaft and connected to the wheel side; 1. A coupling sleeve that can be connected to the first drive shaft by sliding thereon; and an actuator that is arranged in parallel with the coupling sleeve and slides the coupling sleeve directly in the axial direction. Drive force intermittent device for wheel drive vehicles.