JPH0220091Y2 - - Google Patents

Info

Publication number
JPH0220091Y2
JPH0220091Y2 JP1984006558U JP655884U JPH0220091Y2 JP H0220091 Y2 JPH0220091 Y2 JP H0220091Y2 JP 1984006558 U JP1984006558 U JP 1984006558U JP 655884 U JP655884 U JP 655884U JP H0220091 Y2 JPH0220091 Y2 JP H0220091Y2
Authority
JP
Japan
Prior art keywords
transmission shaft
transmission
crankshaft
joint
transmission body
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
JP1984006558U
Other languages
Japanese (ja)
Other versions
JPS60118526U (en
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed filed Critical
Priority to JP1984006558U priority Critical patent/JPS60118526U/en
Publication of JPS60118526U publication Critical patent/JPS60118526U/en
Application granted granted Critical
Publication of JPH0220091Y2 publication Critical patent/JPH0220091Y2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
    • F16D3/78—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members shaped as an elastic disc or flat ring, arranged perpendicular to the axis of the coupling parts, different sets of spots of the disc or ring being attached to each coupling part, e.g. Hardy couplings

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Description

【考案の詳細な説明】 本考案は、トラクタ等の車輌における動力取出
構造の改良に関する。[Detailed Description of the Invention] The present invention relates to an improvement of a power extraction structure in a vehicle such as a tractor.

従来、トラクタの前部動力取出構造において
は、エンジンのクランク軸前端部と、前部動力取
出用の伝動軸の後端部とはスプライン結合にて同
一軸心上に連動連結されていた。従つて、これら
クランク軸と伝動軸との組立時には、これら両軸
を正確に同一軸心上にて連結する必要があり、そ
の組立作業は極めて煩雑であつた。また両軸にわ
ずかな芯振れがあるとそのガタにより、スプライ
ン結合部で酸化摩耗が発生する。その結果、エン
ジンを分解してクランク軸を修理、若しくは交換
しなければならず、その手数は極めて煩雑であつ
た。またボンネツト内部の狭小空間にて、クラン
ク軸側と伝動軸側とを連動連結しなければなら
ず、連結部のコンパクト化が望まれていた。 Conventionally, in a front power extraction structure of a tractor, the front end of a crankshaft of an engine and the rear end of a transmission shaft for front power extraction are interlocked and connected on the same axis by a spline connection. Therefore, when assembling these crankshafts and power transmission shafts, it is necessary to connect these two shafts accurately on the same axis, and the assembly work is extremely complicated. Additionally, if there is slight center runout on both shafts, the play will cause oxidative wear at the spline joint. As a result, it is necessary to disassemble the engine and repair or replace the crankshaft, which is extremely troublesome. Furthermore, the crankshaft side and the transmission shaft side must be interlocked and connected in a narrow space inside the bonnet, and it has been desired to make the connection portion more compact.

そこで、本考案は上記問題点に鑑み、伝動軸と
クランク軸との芯ずれを簡単な連結構造でもつて
吸収すると共に、そのコンパクト化を図つたもの
であり、その特徴とするところは、エンジン前部
より突出するクランク軸の前端部にフアン駆動用
伝動体が外嵌固定され、クランク軸の前方で、か
つ同心状に配備された伝動軸の後端部と前記伝動
体前面側とが継手により連動連結された動力取出
構造において、伝動体前面側に凹部が形成され、
該凹部内で前記伝動軸の後端部と伝動体とが撓み
継手により連動連結された点にある。 Therefore, in view of the above problems, the present invention has been developed to absorb the misalignment between the power transmission shaft and the crankshaft with a simple connection structure, and to make it more compact. A fan drive transmission body is externally fitted and fixed to the front end of the crankshaft protruding from the front end of the crankshaft, and the rear end of the transmission shaft, which is arranged concentrically in front of the crankshaft, and the front side of the transmission body are connected by a joint. In the interlockingly connected power extraction structure, a recess is formed on the front side of the transmission body,
The rear end of the transmission shaft and the transmission body are interlocked and connected within the recess by a flexible joint.

以下、本考案の第１実施例を図面に基づいて説
明すると、第１図及び第２図において、１はトラ
クタのエンジンであり、該エンジン１から前方へ
左右一対の前車軸フレーム２が突設されている。
そして前車軸フレーム２の前部に動力取出装置３
が配置されている。 Hereinafter, a first embodiment of the present invention will be described based on the drawings. In FIGS. 1 and 2, 1 is an engine of a tractor, and a pair of left and right front axle frames 2 protrude forward from the engine 1. has been done.
A power take-off device 3 is installed at the front of the front axle frame 2.
is located.

動力取出装置３はケース４の上下部に軸受部５
を介して入力軸６と出力軸とを後向き突出状に支
持しており、両軸６にはプーリ７、ベルト８及び
テンシヨンプーリ等からなる巻掛け伝動手段が設
けられている。 The power take-off device 3 has bearing parts 5 at the upper and lower parts of the case 4.
The input shaft 6 and the output shaft are supported in a rearwardly protruding manner through the shaft 6, and both shafts 6 are provided with a winding transmission means consisting of a pulley 7, a belt 8, a tension pulley, and the like.

エンジン１の前部から前方へ突出したクランク
軸９の前端部１０には、プーリで形成されたフア
ン駆動用伝動体１１がスプライン嵌合、若しくは
キー結合され、ナツト１２で抜止めされている。
この伝動体１１は、ラジエータ１３の冷却フアン
１４を回転駆動するようベルト１５で連動連結さ
れている。 A fan drive transmission body 11 formed of a pulley is spline-fitted or keyed to a front end 10 of a crankshaft 9 that protrudes forward from the front of the engine 1, and is secured with a nut 12.
This transmission body 11 is interlocked with a belt 15 so as to rotationally drive a cooling fan 14 of a radiator 13.

１６は伝動軸で、クランク軸９側に連結される
第１伝動軸１７と、入力軸６側に連結される第２
伝動軸１８とから構成されている。前記第１伝動
軸１７は筒状に構成されており、前部１７ａの内
周面にはスプラインが形成されている。前記第２
伝動軸１８は中実な軸状に構成されており、後部
１８ａの外周面には、第１伝動軸１７の前部１７
ａにスプライン嵌合されるスプラインが形成され
ている。また第２伝動軸１８の前部１８ｂの前端
縁にはフランジ部１９が設けられており、入力軸
６の後端縁に設けられたフランジ部２０と可撓性
円板２１を介して接続されている。この円板２１
は、樹脂製や弾性薄肉金属板等からなる。そして
可撓性円板２１は複数枚を重合して介在され、両
フランジ部１９，２０は夫々別個のボルト・ナツ
ト２２，２３により締結されている。例えば、各
フランジ１９，２０は90゜位相をずらして円板２
１に取付けられている。しかして、各フランジ部
１９，２０及び円板２１により第２伝動軸１８と
入力軸６とを連動連結する撓み継手が構成されて
いる。 Reference numeral 16 designates transmission shafts, a first transmission shaft 17 connected to the crankshaft 9 side, and a second transmission shaft 17 connected to the input shaft 6 side.
It is composed of a transmission shaft 18. The first power transmission shaft 17 has a cylindrical shape, and a spline is formed on the inner peripheral surface of the front portion 17a. Said second
The transmission shaft 18 has a solid shaft shape, and the front portion 17 of the first transmission shaft 17 is provided on the outer peripheral surface of the rear portion 18a.
A spline is formed to be spline-fitted to a. Further, a flange portion 19 is provided on the front end edge of the front portion 18b of the second power transmission shaft 18, and is connected to a flange portion 20 provided on the rear end edge of the input shaft 6 via a flexible disc 21. ing. This disk 21
is made of resin, elastic thin metal plate, etc. A plurality of flexible discs 21 are interposed one on top of the other, and both flanges 19 and 20 are fastened with separate bolts and nuts 22 and 23, respectively. For example, each flange 19, 20 is 90° out of phase with the disc 2.
It is attached to 1. Thus, the flange portions 19 and 20 and the disk 21 constitute a flexible joint that interlocks and connects the second power transmission shaft 18 and the input shaft 6.

前記伝動体１１の前面側には同心上の円形凹部
２４が形成されており、該凹部２４内にゴム等の
可撓材よりなる厚肉円盤状の継手体２５が遊嵌さ
れており、該継手体２５の中央に形成された嵌入
孔２６に第１伝動軸１７の後部１７ｂが嵌入され
ている。また、伝動体１１の後壁２７には、周方
向に等間隔を有して雌ネジ孔２８が前後方向に複
数、貫通形成され、第１伝動軸１７の後部１７ｂ
周面にも、周方向に等間隔を有して雌ネジ孔２９
が径方向に複数貫通形成されている。一方、継手
体２５には、伝動体１１の雌ネジ孔２８と対応し
てボルト装着孔３０が前後方向に複数貫通形成さ
れると共に、第１伝動軸１７の雌ネジ孔２９と対
応してボルト装着孔３１が径方向に複数貫通形成
されている。そして各ボルト装着孔３０，３１に
挿通された締結ボルト３２，３３の各雌ネジ孔２
８，２９に対する螺着により、伝動体１１と第１
伝動軸１７とが継手体２５を介して連動連結さ
れ、ここに伝動体１１の後壁２７、継手体２５、
第１伝動軸１７の後部１７ｂにより撓み継手が構
成される。 A concentric circular recess 24 is formed on the front side of the transmission body 11, and a thick disc-shaped joint body 25 made of a flexible material such as rubber is loosely fitted into the recess 24. The rear part 17b of the first power transmission shaft 17 is fitted into the fitting hole 26 formed in the center of the joint body 25. Further, in the rear wall 27 of the transmission body 11, a plurality of female screw holes 28 are formed through the rear wall 27 in the front and rear direction at equal intervals in the circumferential direction, and the rear wall 27 of the first transmission shaft 17
Female screw holes 29 are also provided on the circumferential surface at equal intervals in the circumferential direction.
A plurality of through holes are formed in the radial direction. On the other hand, a plurality of bolt mounting holes 30 are formed through the joint body 25 in the front-rear direction in correspondence with the female screw holes 28 of the transmission body 11, and bolt mounting holes 30 are formed in the joint body 25 in correspondence with the female screw holes 29 of the first transmission shaft 17. A plurality of mounting holes 31 are formed to penetrate in the radial direction. Each female screw hole 2 of the fastening bolt 32, 33 is inserted into each bolt mounting hole 30, 31.
8 and 29, the transmission body 11 and the first
The transmission shaft 17 is interlocked and connected via the joint body 25, and the rear wall 27 of the transmission body 11, the joint body 25,
The rear part 17b of the first transmission shaft 17 constitutes a flexible joint.

本考案の第１実施例は以上のように構成されて
おり、クランク軸９の前端部１０に装着された伝
動体１１と伝動軸１６の後端部、即ち第１伝動軸
１７の後部１７ｂとが継手体２５等による撓み継
手により連動連結されているので、クランク軸９
と伝動軸１６との軸心が多少偏心して設けられて
も、可撓性を有する継手体２５により、その偏心
誤差が吸収できる利点があり、しかも撓み継手が
伝動軸１６の前後両端に夫々設けられているの
で、両軸９，１６の連結部における偏心誤差によ
る負荷はより小さなものとなる。このように偏心
誤差が許容されることから、伝動軸１６の組立が
容易となる。しかも、伝動軸１６が伝動体１１に
固着されるため、クランク軸９とのガタが発生せ
ず、酸化摩耗が生じるおそれがない。また伝動軸
１６は互いにスプライン嵌合された第１伝動軸１
７と第２伝動軸１８とから構成されているため、
前後方向に伸縮自在であり、軸方向の負荷が作用
してもこれを吸収することができる。さらに伝動
体１１の凹部２４内で継手体２５を介して伝動体
１１と伝動軸１６とを連動連結する構成としてい
るので、撓み継手部のコンパクト化が図れると共
に、継手体２５等の撓み継手が伝動体１１の外周
壁で保護された構成となり、損傷防止が図れる。 The first embodiment of the present invention is constructed as described above, and includes the transmission body 11 attached to the front end portion 10 of the crankshaft 9 and the rear end portion of the transmission shaft 16, that is, the rear portion 17b of the first transmission shaft 17. are interlocked and connected by a flexible joint such as the joint body 25, so that the crankshaft 9
Even if the axes of the transmission shaft 16 and the transmission shaft 16 are slightly eccentric, the flexible joint body 25 has the advantage of absorbing the eccentricity error.Furthermore, flexible joints are provided at both the front and rear ends of the transmission shaft 16. Therefore, the load due to eccentricity error at the connecting portion of both shafts 9 and 16 becomes smaller. Since eccentricity errors are allowed in this way, assembly of the transmission shaft 16 becomes easy. Moreover, since the transmission shaft 16 is fixed to the transmission body 11, there is no play with the crankshaft 9, and there is no risk of oxidative wear. Further, the transmission shaft 16 is a first transmission shaft 1 spline-fitted to each other.
7 and the second transmission shaft 18,
It is expandable and contractible in the front and back direction, and can absorb axial loads even if they are applied. Furthermore, since the transmission body 11 and the transmission shaft 16 are interlocked and connected within the recess 24 of the transmission body 11 via the joint body 25, the flexible joint portion can be made compact, and the flexible joints such as the joint body 25 can be The structure is protected by the outer circumferential wall of the transmission body 11, and damage can be prevented.

第３図は第２実施例を示しており、伝動体１１
の凹部２４内にボス部３４が適宜突設され、一
方、第１伝動軸１７の後部１７ｂはフランジ状と
され、前記同様、凹部２４内で可撓性円板３５を
介して、ボス部３４と後部１７ｂとが連結されて
いる。即ち、可撓性円板３５を複数枚重合し、
夫々別個のボルト３６，３７で、適宜位相をずら
して、ボス部３４及び後部１７ｂに取付けられて
いる。 FIG. 3 shows a second embodiment, in which the transmission body 11
A boss portion 34 is appropriately protruded into the recess 24 of the first transmission shaft 17, and the rear portion 17b of the first power transmission shaft 17 is formed into a flange shape. and the rear portion 17b are connected. That is, a plurality of flexible discs 35 are superposed,
They are attached to the boss portion 34 and the rear portion 17b using separate bolts 36 and 37, respectively, with appropriate phases shifted.

尚、伝動軸１６と伝動体１１とを連動連結する
撓み継手は上記の構造に何等限定されない。 Note that the flexible joint that interlocks and connects the transmission shaft 16 and the transmission body 11 is not limited to the above structure.

本考案によれば、伝動軸とクランク軸との芯ず
れを撓み継手を使用するという簡単な連結構造で
もつて、伝動軸とクランク軸との芯ずれが吸収で
き、従つて組立も容易となる。またクランク軸の
酸化摩耗も防止できる。さらに、伝動体１１と伝
動軸１６との撓み継手による連結部のコンパクト
化が図れると共に、撓み継手の損傷防止が図れる
という利点を奏する。 According to the present invention, misalignment between the power transmission shaft and crankshaft can be compensated for by a simple connection structure using a flexible joint, and assembly is therefore easy. It also prevents oxidative wear on the crankshaft. Further, there are advantages in that the connecting portion between the transmission body 11 and the transmission shaft 16 by the flexible joint can be made compact, and damage to the flexible joint can be prevented.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本考案の第１実施例を示す断面図、第
２図は第１図−線断面矢視図、第３図は第２
実施例を示す要部断面図である。 １……エンジン、９……クランク軸、１０……
前端部、１１……伝動体、１４……冷却フアン、
１６……伝動軸、１７……第１伝動軸、１８……
第２伝動軸、２４……凹部、２５……継手体。 Fig. 1 is a sectional view showing the first embodiment of the present invention, Fig. 2 is a cross-sectional view taken along the line shown in Fig.
FIG. 2 is a cross-sectional view of main parts showing an example. 1...Engine, 9...Crankshaft, 10...
Front end, 11... transmission body, 14... cooling fan,
16... Transmission shaft, 17... First transmission shaft, 18...
Second power transmission shaft, 24... recess, 25... joint body.

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] エンジン前部より突出するクランク軸の前端部
にフアン駆動用伝動体が外嵌固定され、クランク
軸の前方で、かつ同心状に配備された伝動軸の後
端部と前記伝動体前面側とが継手により連動連結
された動力取出構造において、伝動体前面側に凹
部が形成され、該凹部内で前記伝動軸の後端部と
伝動体とが撓み継手により連動連結されたことを
特徴とする動力取出構造。 A fan drive transmission body is externally fitted and fixed to the front end of the crankshaft that protrudes from the front of the engine, and the rear end of the transmission shaft, which is arranged concentrically in front of the crankshaft, and the front side of the transmission body are connected to each other. A power output structure in which a power extraction structure is interlocked and connected by a joint, wherein a recess is formed on the front side of the transmission body, and within the recess, the rear end of the transmission shaft and the transmission body are interlocked and connected by a flexible joint. Removal structure.
JP1984006558U 1984-01-19 1984-01-19 Power take-off structure Granted JPS60118526U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1984006558U JPS60118526U (en) 1984-01-19 1984-01-19 Power take-off structure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1984006558U JPS60118526U (en) 1984-01-19 1984-01-19 Power take-off structure

Publications (2)

Publication Number Publication Date
JPS60118526U JPS60118526U (en) 1985-08-10
JPH0220091Y2 true JPH0220091Y2 (en) 1990-06-01

Family

ID=30484111

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1984006558U Granted JPS60118526U (en) 1984-01-19 1984-01-19 Power take-off structure

Country Status (1)

Country Link
JP (1) JPS60118526U (en)

Also Published As

Publication number Publication date
JPS60118526U (en) 1985-08-10

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