JPH0735156U - Rear biaxial vehicle drive - Google Patents
Rear biaxial vehicle driveInfo
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- JPH0735156U JPH0735156U JP6686893U JP6686893U JPH0735156U JP H0735156 U JPH0735156 U JP H0735156U JP 6686893 U JP6686893 U JP 6686893U JP 6686893 U JP6686893 U JP 6686893U JP H0735156 U JPH0735156 U JP H0735156U
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Abstract
(57)【要約】 (修正有)
【目的】 空車時の発進性を向上する後二軸車両の駆動
装置に関し、機構が簡略、軽重量、且つ低コストで、積
載可能な量を安全に増すために後前軸の荷重配分を減ら
しても、空車時に低摩擦路で発進できる後二軸車両の駆
動装置を提供する。
【構成】 後二軸車両の、後二軸の駆動機構と、後々軸
への駆動力の断続機構とを有する駆動装置において、後
前軸を駆動するデバイダギヤ12を延長したサブプロペ
ラシャフト20と、前記サブプロペラシャフトに取り付
けたドライブピニオン21と、前記ドライブピニオンと
噛合し且つ後々軸のいずれか一方の車輪の軸に連結した
歯車30と、前記サブプロペラシャフトの途中に設けた
クラッチ装置17と、を有する。
(57) [Summary] (Modified) [Purpose] Regarding a drive device for a rear two-axle vehicle that improves startability when the vehicle is empty, the mechanism is simple, lightweight, and low cost, and the loadable amount is safely increased. Therefore, a drive device for a rear two-axle vehicle that can start on a low friction road when the vehicle is empty even if the load distribution on the rear front axle is reduced is provided. In a drive device of a rear two-axle vehicle having a drive mechanism for the rear two shafts and an interrupting mechanism for the drive force to the rear-front shaft, a sub-propeller shaft 20 in which a divider gear 12 for driving the rear front shaft is extended, A drive pinion 21 attached to the sub-propeller shaft, a gear 30 that meshes with the drive pinion and is connected to the shaft of one of the rear wheels, and a clutch device 17 provided in the middle of the sub-propeller shaft, Have.
Description
【0001】[0001]
本考案は、空車時の発進性を向上する後二軸車の駆動装置に関する。 The present invention relates to a drive device for a rear two-axle vehicle that improves startability when the vehicle is empty.
【0002】[0002]
車両の積載重量を安全に増すために、車両の後軸を2軸で構成して車輪に掛か る荷重を分割する後二軸車両が開発されてきた。この後二軸車両は後軸駆動装置 の違いから、後二軸駆動車と後前軸駆動車とに分類される。 In order to safely increase the load weight of the vehicle, a rear two-axle vehicle has been developed in which the rear axle of the vehicle is composed of two axles and the load on the wheels is divided. This rear two-axle vehicle is classified into a rear two-axis drive vehicle and a rear front-axis drive vehicle due to the difference in the rear axle drive device.
【0003】 前者の後二軸駆動車は後前軸と後々軸との両方に駆動力を伝達する。そのため 駆動車輪の接地面積は大きく、空車時の発進性は良くなる。 また、小型,軽量,且つ低コストな後二軸車両として、後者の後前軸駆動車が 知られている。この後前軸駆動車は後前軸のみに駆動力を伝達する。その機構は 普通の後一軸車両と同様であり、エンジンからの駆動力をクラッチ,トランスミ ッション,プロペラシャフト等を介して後前軸の差動装置に伝達し、且つ後々軸 は自由回転させるもので、機構が簡略である長所を有する。The former rear two-axle drive vehicle transmits a driving force to both the rear front shaft and the rear-front shaft. Therefore, the ground contact area of the drive wheels is large, and the startability when the vehicle is empty is improved. Also, the latter rear-front axle drive vehicle is known as a compact, lightweight, low-cost rear two-axle vehicle. The rear-front axle drive vehicle transmits the driving force only to the rear-front axle. The mechanism is similar to that of a normal rear single-axle vehicle, in which the driving force from the engine is transmitted to the differential unit of the rear and front shafts via a clutch, transmission, propeller shaft, etc., and the rear shaft is allowed to rotate freely. The mechanism has the advantage that it is simple.
【0004】 さらに、実開昭63─51830号公報記載の「後二軸車両の駆動力伝達装置 」が本考案と同一の実用新案登録出願人によって出願されている。この従来技術 の後軸駆動装置を示す概略側面図を図4に示す。Further, the "driving force transmission device for rear two-axle vehicle" described in Japanese Utility Model Laid-Open No. 63-51830 has been filed by the same applicant for utility model registration as the present invention. FIG. 4 is a schematic side view showing the conventional rear axle drive device.
【0005】 図4に示す構成において、プロペラシャフト10とデバイダギヤ12とを同一 の軸上に接合し、デバイダギヤ12はアイドルギヤ13を介して平歯車14に噛 合する。平歯車14とドライブピニオン15とは同軸上に接合し、ドライブピニ オン15とリングギヤ16とは噛合し、リングギヤ16は後前輪の差動装置(図 示せず)を駆動する。デバイダギヤ12の同軸上にスライディングクラッチ17 を配設し、スライディングクラッチ17の軸に出力軸19を挿入し、且つスライ ディングクラッチ17の軸内面に有する軸方向の溝と出力軸表面に有する軸方向 の溝とを咬合し、スライディングクラッチ17をシリンダ18で伸縮してデバイ ダギヤ12とスライディングクラッチ17とを断続する。出力軸19とサブプロ ペラシャフト20を軸上に接合し、サブプロペラシャフト20とドライブピニオ ン21を軸上に接合し、ドライブピニオン21とリングギヤ22とを噛合し、リ ングギヤ22は後々輪の差動装置(図示せず)を駆動する。In the configuration shown in FIG. 4, the propeller shaft 10 and the divider gear 12 are joined on the same shaft, and the divider gear 12 meshes with a spur gear 14 via an idle gear 13. The spur gear 14 and the drive pinion 15 are coaxially joined to each other, the drive pinion 15 and the ring gear 16 mesh with each other, and the ring gear 16 drives a differential device (not shown) for the rear front wheels. The sliding clutch 17 is arranged coaxially with the divider gear 12, the output shaft 19 is inserted into the shaft of the sliding clutch 17, and the axial groove formed on the inner surface of the sliding clutch 17 and the axial direction formed on the surface of the output shaft. The groove is engaged and the sliding clutch 17 is expanded and contracted by the cylinder 18 to connect and disconnect the divider gear 12 and the sliding clutch 17. The output shaft 19 and the sub-propeller shaft 20 are joined on the shaft, the sub-propeller shaft 20 and the drive pinion 21 are joined on the shaft, the drive pinion 21 and the ring gear 22 are meshed with each other, and the ring gear 22 is the rear differential wheel. Drive a device (not shown).
【0006】 次に動作を示すと、後前軸側はエンジンからの駆動力がプロペラシャフト10 を介してデバイダギヤ12を回転し、アイドルギヤ13と平歯車14とドライブ ピニオン15とを介してリングギヤ16が回転する。リングギヤ16の回転は後 前輪の差動装置を駆動して後前輪が回転駆動され、車両の推進力となる。In operation, the drive force from the engine rotates the divider gear 12 via the propeller shaft 10 on the rear front shaft side, and the ring gear 16 via the idle gear 13, the spur gear 14, and the drive pinion 15. Rotates. The rotation of the ring gear 16 drives the differential device of the rear front wheels to rotationally drive the rear front wheels, which becomes the propulsive force of the vehicle.
【0007】 一般走行時に、後々軸側はスライディングクラッチ17とデバイダギヤ12が 離れた状態にあるのでエンジンからの駆動力は後々軸側に伝達されず、自由回転 するので後前軸駆動車となる。[0007] During normal running, since the sliding clutch 17 and the divider gear 12 are separated from each other on the rear axle side, the driving force from the engine is not transmitted to the rear axle side and rotates freely, so that the vehicle becomes a rear front axle drive vehicle.
【0008】 雪路等の低摩擦路走行時は、運転者の手動操作によりシリンダ18にエア圧が 供給されるとシリンダ18の鉄腕はスライディングクラッチ17を伸ばし、スラ イディングクラッチ17とデバイダギヤ12が緊合し、デバイダギヤ12の回転 がスライディングクラッチ17と出力軸19とサブプロペラシャフト20,ドラ イブピニオン21を介してリングギヤ22に伝達される。リングギヤ22の回転 は後々輪の差動装置を駆動して後々軸の両輪が回転駆動され、後二軸駆動車とな る。図5は低摩擦路走行時の駆動輪を示す図である。10はプロペラシャフト、 20はサブプロペラシャフト、40は後前軸の差動装置部、41は後々軸の差動 装置部、42,43は後前輪、44,45は後々輪である。図中に斜線で示す後 前輪42,43および後々輪44,45が低摩擦路走行時の駆動輪である。When traveling on a low friction road such as a snowy road, when air pressure is supplied to the cylinder 18 by the driver's manual operation, the iron arm of the cylinder 18 extends the sliding clutch 17, and the sliding clutch 17 and the divider gear 12 are tightened. Accordingly, the rotation of the divider gear 12 is transmitted to the ring gear 22 via the sliding clutch 17, the output shaft 19, the sub propeller shaft 20, and the drive pinion 21. The rotation of the ring gear 22 drives the rear-rear wheel differential device to rotate both rear-rear axle wheels, resulting in a rear two-axis drive vehicle. FIG. 5 is a diagram showing drive wheels when traveling on a low friction road. Reference numeral 10 is a propeller shaft, 20 is a sub-propeller shaft, 40 is a rear-front shaft differential unit, 41 is a rear-rear shaft differential unit, 42 and 43 are rear front wheels, and 44 and 45 are rear-rear wheels. The rear front wheels 42 and 43 and the rear rear wheels 44 and 45, which are hatched in the figure, are the drive wheels when traveling on a low friction road.
【0009】 以上のように一般走行時は後前軸駆動にすることで後々軸側の駆動力伝達経路 を絶ち、駆動力の伝達ロスを無くして燃費向上を図る。また、雪路等の低摩擦路 走行時は後二軸駆動車にすることで走行性の向上を図る。As described above, by driving the front and rear axles during general running, the drive force transmission path on the rear axle side is cut off, and transmission loss of the drive force is eliminated to improve fuel efficiency. When driving on low-friction roads such as snowy roads, the rear two-axis drive vehicle will be used to improve running performance.
【0010】[0010]
しかし、従来の後二軸車両の駆動装置においては、それぞれ以下に既述するよ うな課題があった。 However, the conventional drive devices for rear two-axle vehicles have the following problems, respectively.
【0011】 後二軸駆動車はその機構上、エンジンからの駆動力をクラッチ,トランスミッ ション,プロペラシャフト等を介して、後前軸と後々軸との差動装置(以下、サ ードデフ)に伝達し、さらに後前軸の差動装置、および後々軸の差動装置を介し て車輪を駆動する。従って、機構は複雑であり、且つ重量も重く、コストもかか るという課題があった。Due to its mechanism, a rear two-axle drive vehicle transmits the driving force from the engine to a differential device (hereinafter referred to as a differential) between the rear front shaft and the rear two shafts via a clutch, a transmission, a propeller shaft, and the like. Further, the wheels are driven via the front-rear axle differential device and the rear-rear axle differential device. Therefore, there is a problem that the mechanism is complicated, the weight is heavy, and the cost is high.
【0012】 また、後前軸駆動車は一軸駆動のために駆動輪の接地面積が小さく、雪路等の 低摩擦路において車輪が空転せずに発進するためには、駆動側の後前輪に充分な 荷重を掛ける必要があり、空車時においても後前軸に大きな荷重が掛かるように 荷重配分をする必要がある。そのため、荷物積載時に後前軸側の荷重余裕が少な く、後二軸にした割には積載できる量が少ない。従って、後前軸駆動車において 積載可能な量を安全に増すために、後々軸へ後前軸の荷重配分を移動することが 要望されてきたが、空車時に後前軸の荷重が足りず、低摩擦路における発進時に 空転して発進不可能になる課題があった。Further, the rear-front axle drive vehicle has a small ground contact area of the drive wheels due to the single-axis drive, and in order to start the wheels without idling on a low friction road such as a snowy road, the rear front-wheel wheels on the drive side are required. It is necessary to apply a sufficient load, and it is necessary to distribute the load so that a large load is applied to the rear and front axles even when the vehicle is empty. Therefore, there is little load margin on the front and rear axles when loading luggage, and the amount that can be loaded is small compared to the rear axle. Therefore, it has been requested to move the load distribution of the rear front axle to the rear axle in order to safely increase the loadable capacity of the rear front axle drive vehicle.However, when the vehicle is empty, the load on the rear front axle is insufficient. There was a problem that when starting on a low friction road, it slipped and it became impossible to start.
【0013】 さらに、前述の実開昭63─51830号公報記載の従来技術は、低摩擦路走 行時に後々軸の両車輪を駆動するので、両車輪に駆動力を分配するために差動装 置が必要になる。また後々軸への駆動力の伝達を断った状態では、後々輪が自由 回転する際に後々軸の前記差動装置が重い負荷となるので、後々輪と前記差動装 置を切り離すフリーホイール装置(フリーハブとも言う)が必要になり、且つそ の操作は運転者にとっても面倒であった。Further, in the prior art described in Japanese Utility Model Laid-Open No. 63-51830, the two wheels of the shaft are driven afterward when the vehicle is traveling on a low friction road. Therefore, in order to distribute the driving force to both wheels, a differential drive is installed. It is necessary to install. Further, when the transmission of the driving force to the rear-rear shaft is cut off, the differential device on the rear-rear shaft becomes a heavy load when the rear-rear wheel freely rotates, so a free-wheel device that separates the rear-rear wheel and the differential device. (Also called a freehub) was required, and the operation was troublesome for the driver.
【0014】 上記の事情を背景に、本考案は機構が簡略、軽重量、且つ低コストで、積載可 能な量を安全に増すために後前軸の荷重配分を減らしても、空車時に低摩擦路で 発進できる後二軸車両の駆動装置を提供することを目的とする。In view of the above circumstances, the present invention has a simple mechanism, light weight, and low cost, and even if the load distribution of the rear and front axles is reduced in order to safely increase the loadable capacity, it is possible to reduce the load when the vehicle is empty. An object of the present invention is to provide a drive device for a rear two-axle vehicle that can start on a friction road.
【0015】[0015]
請求項1記載の考案は、後二軸への駆動機構と、後々軸への駆動力の断続機構 とを有する後二軸車両の駆動装置において、後前軸を駆動するデバイダギヤを延 長したサブプロペラシャフトと、前記サブプロペラシャフトに取り付けたドライ ブピニオンと、前記ドライブピニオンと噛合し且つ後々軸のいずれか一方の車輪 の軸に連結した歯車と、前記サブプロペラシャフトの途中に設けたクラッチ装置 と、を有することを特徴とする。 According to another aspect of the present invention, in a drive device for a rear two-axle vehicle having a drive mechanism for the rear two shafts and an interrupting mechanism for driving force for the rear-to-rear shafts, a sub gear in which a divider gear for driving the rear front shaft is extended. A propeller shaft, a drive pinion attached to the sub-propeller shaft, a gear that meshes with the drive pinion and is connected to the shaft of one of the rear wheels, and a clutch device provided in the middle of the sub-propeller shaft. , Are included.
【0016】 請求項2記載の考案は、後二軸に対するの駆動機構と、後々軸への駆動力の断 続機構とを有する後二軸車両の駆動装置において、プロペラシャフトに取り付け た第1ドライブピニオンと、前記第1ドライブピニオンと噛合し且つ後前軸の差 動装置に連結したリングギヤと、前記第1ドライブピニオンと略対向して前記リ ングギヤと噛合する伝達歯車と、該伝達歯車に取り付けて後々軸側へ延長するサ ブプロペラシャフトと、該サブプロペラシャフトに取り付けた第2ドライブピニ オンと、該第2ドライブピニオンと噛合し且つ後々軸のいずれか一方の車輪の軸 に連結した歯車と、前記サブプロペラシャフトの途中に設けたクラッチ装置と、 を有することを特徴とする。According to a second aspect of the present invention, in a drive device for a rear two-axle vehicle having a drive mechanism for the rear two shafts and an interrupting mechanism for the drive force to the rear two shafts, a first drive attached to a propeller shaft. A pinion, a ring gear that meshes with the first drive pinion and is connected to a rear-front shaft differential, a transmission gear that substantially faces the first drive pinion and meshes with the ring gear, and is attached to the transmission gear. A sub-propeller shaft extending rearward to the shaft side, a second drive pinion attached to the sub-propeller shaft, and a gear meshed with the second drive pinion and connected to one of the rear and rear shafts of the wheel. And a clutch device provided in the middle of the sub-propeller shaft.
【0017】[0017]
請求項1記載の考案の作用を次に示す。クラッチ装置を継ぐと、デバイダギヤ ,サブプロペラシャフト,ドライブピニオン,および歯車を介して、後々軸のい ずれか一方の車輪が駆動されて、後前軸両輪および後々軸片輪の3輪駆動となる ため、強い発進性能を得る。 The operation of the device according to claim 1 will be described below. When the clutch device is connected, either the rear axle or the rear axle is driven through the divider gear, the sub-propeller shaft, the drive pinion, and the gear, resulting in three-wheel drive of the rear axle and the rear axle. Therefore, strong starting performance is obtained.
【0018】 また、クラッチ装置を切断すると、後々軸側への駆動力伝達が遮断されて、後 前軸両輪のみの2輪駆動となる。 請求項2記載の考案の作用を次に示す。後前軸は、プロペラシャフト,ドライ ブピニオン1,リングギヤ,および差動装置を介して、駆動される。Further, when the clutch device is disengaged, the drive force transmission to the rear rear shaft side is cut off, and the two-wheel drive is performed only for the rear front axle both wheels. The operation of the device according to claim 2 will be described below. The rear and front shafts are driven via a propeller shaft, a drive pinion 1, a ring gear, and a differential device.
【0019】 後々軸側はクラッチ装置を継ぐと、リングギヤ,伝達歯車,サブプロペラシャ フト,ドライブピニオン,歯車を介して、後々軸のいずれか一方の車輪が駆動さ れて、後前軸両輪および後々軸片輪の3輪駆動となり、強い発進性能を得る。When the clutch device is connected to the rear-rear-shaft side, either one of the rear-rear-shaft wheels is driven through the ring gear, the transmission gear, the sub-propeller shaft, the drive pinion, and the gear to drive both rear-rear shaft wheels and Later, it will be driven by one wheel with three wheels, and strong starting performance will be obtained.
【0020】 また、クラッチ装置を切断すると、後々軸側への駆動力伝達が遮断されて、後 前軸両輪のみの2輪駆動となる。Further, when the clutch device is disengaged, the drive force transmission to the rear-side shaft side is cut off, and the two-wheel drive is performed only for the rear front shaft both wheels.
【0021】[0021]
請求項1記載の考案の実施例について詳細に説明する。図1は本実施例の後軸 駆動装置を示す概略側面図である。 An embodiment of the device according to claim 1 will be described in detail. FIG. 1 is a schematic side view showing a rear shaft drive device of this embodiment.
【0022】 本実施例と実開昭63─51830号公報記載の従来技術(図4に示すもの) との構成上の相違点について示すと、本実施例においては後々軸の差動装置が無 く、ドライブピニオン21は歯車30と噛合し、歯車30は後々軸のいずれか一 方の車輪の軸に連結する。後々軸の他方の車輪は駆動力伝達機構を有せずに自由 回転する。なお、シリンダ18に代替して電気で駆動されるソレノイドバルブ3 1を配する。Regarding the structural difference between the present embodiment and the prior art (shown in FIG. 4) described in Japanese Utility Model Laid-Open No. 63-51830, the present embodiment does not include a differential device for the post-axis. Firstly, the drive pinion 21 meshes with the gear 30, and the gear 30 is connected to the shaft of one of the wheels afterward. After that, the other wheel of the shaft is free to rotate without a drive force transmission mechanism. Instead of the cylinder 18, an electrically driven solenoid valve 31 is provided.
【0023】 なお、請求項1記載の考案と本実施例との対応を示すと、後2軸の内の後前軸 の駆動機構はプロペラシャフト10とデバイダギヤ12とアイドルギヤ13と平 歯車14とドライブピニオン15とリングギヤ16と後前軸の差動装置とに対応 し、サブプロペラシャフトはサブプロペラシャフト20に対応し、ドライブピニ オンはドライブピニオン21と対応し、歯車は歯車30と対応し、クラッチ装置 はスライディングクラッチ17と出力軸19とソレノイドバルブ31とに対応す る。The correspondence between the invention according to claim 1 and the present embodiment is as follows. The drive mechanism for the front and rear shafts of the rear two shafts includes a propeller shaft 10, a divider gear 12, an idle gear 13, and a spur gear 14. It corresponds to the drive pinion 15, the ring gear 16 and the rear differential gear, the sub propeller shaft corresponds to the sub propeller shaft 20, the drive pinion corresponds to the drive pinion 21, the gear corresponds to the gear 30, and the clutch. The device corresponds to a sliding clutch 17, an output shaft 19 and a solenoid valve 31.
【0024】 本実施例の動作を示すと、発進時は例えば運転手の手動によるスイッチ操作に よってソレノイドバルブ31を図中ON方向に駆動し、スライディングクラッチ 17がデバイダギヤ12と緊合して駆動力を伝達し、出力軸19とサブプロペラ シャフト20とを介してドライブピニオン21を回転駆動する。ドライブピニオ ン21は歯車30を回転駆動し、歯車30は後々軸のいずれか片方の車輪を駆動 する。従って、発進時は後前軸の両輪と後々軸の片輪による3輪駆動となって、 駆動輪の接地面積が増し、低摩擦路においても安定した発進性が得られる。なお 、前記3輪駆動は発進時のみなので尻振り等の運転性能の低下は許容限度内に収 まる。The operation of the present embodiment will be described. When the vehicle starts, the solenoid valve 31 is driven in the ON direction in the figure by a switch operation manually performed by the driver, and the sliding clutch 17 is tightly engaged with the divider gear 12 to drive the driving force. Is transmitted, and the drive pinion 21 is rotationally driven via the output shaft 19 and the sub-propeller shaft 20. The drive pinion 21 drives the gear 30 to rotate, and the gear 30 then drives either one of the wheels of the rear shaft. Therefore, at the time of starting, three wheels are driven by both wheels of the front and rear axles and one wheel of the rear and rear axles, the contact area of the drive wheels is increased, and stable startability is obtained even on a low friction road. Since the above-mentioned three-wheel drive is only at the time of starting, the deterioration of the driving performance such as the tail swing is within the allowable limit.
【0025】 図2は本実施例の発進時の駆動輪を示す図である。10はプロペラシャフト、 20はサブプロペラシャフト、40は後前軸の差動装置部、46は後々軸のギヤ セット部、42,43は後前輪、44,45は後々輪である。図中に示す後前輪 42,43および後々軸の片輪44が発進時の駆動輪である。FIG. 2 is a diagram showing the drive wheels at the time of starting in this embodiment. Reference numeral 10 is a propeller shaft, 20 is a sub-propeller shaft, 40 is a differential unit for the front and rear shafts, 46 is a gear set for the rear-rear shaft, 42 and 43 are rear front wheels, and 44 and 45 are rear rear wheels. The rear front wheels 42, 43 and the rear-rear axle one wheel 44 shown in the figure are the drive wheels at the time of starting.
【0026】 図1において、発進直後に前記のスイッチ操作を断つと、例えば、ソレノイド バルブ31内の付勢力によってソレノイドバルブ31の鉄腕は図中OFF方向に 移動し、後々軸への駆動力伝達を断ち、後前軸のみ駆動される。従って、走行中 は後前軸による2輪駆動となる。In FIG. 1, if the above switch operation is cut off immediately after starting, for example, the iron arm of the solenoid valve 31 moves in the OFF direction in the figure by the biasing force in the solenoid valve 31, and the driving force is transmitted to the shaft afterward. After cutting off, only the front and rear axles are driven. Therefore, the two wheels are driven by the front and rear axles while traveling.
【0027】 次に、請求項2記載の考案の実施例について詳細に説明する。図3は本実施例 の後軸駆動装置を示す概略側面図である。 本実施例の構成を示すと、プロペラシャフト10にドライブピニオン32を同 軸に接合し、ドライブピニオン32にリングギヤ16を噛合し、リングギヤ16 は後前軸の差動装置(図示せず)に駆動力を伝達する。ドライブピニオン32の おおよそ対向に伝達歯車33を軸支してリングギヤ16と噛合し、伝達歯車33 の同軸上にスライディングクラッチ34を配設し、スライディングクラッチ34 の軸に出力軸35を挿入し、且つスライディングクラッチ34の軸内面に有する 軸方向の溝と出力軸35表面に有する軸方向の溝とを噛合し、スライディングク ラッチ34をソレノイドバルブ36で伸縮して伝達歯車33の軸とスライディン グクラッチ34とを断続する。出力軸35とドライブピニオン37を軸上に接合 し、ドライブピニオン37は歯車30と噛合し、歯車30は後々軸のいずれか一 方の車輪に連結する。後々軸の他方の車輪は駆動力伝達機構を有せずに自由回転 する。Next, an embodiment of the invention according to claim 2 will be described in detail. FIG. 3 is a schematic side view showing the rear shaft drive device of this embodiment. The structure of the present embodiment is shown. A drive pinion 32 is coaxially joined to the propeller shaft 10, a ring gear 16 is meshed with the drive pinion 32, and the ring gear 16 is driven by a differential device (not shown) on the rear front shaft. Transmit power. A transmission gear 33 is axially supported approximately opposite to the drive pinion 32, meshes with the ring gear 16, a sliding clutch 34 is disposed coaxially with the transmission gear 33, and an output shaft 35 is inserted into the shaft of the sliding clutch 34. The axial groove formed on the inner surface of the sliding clutch 34 and the axial groove formed on the surface of the output shaft 35 are engaged with each other, and the sliding clutch 34 is expanded and contracted by the solenoid valve 36 so that the shaft of the transmission gear 33 and the sliding clutch 34 are connected to each other. Intermittently. The output shaft 35 and the drive pinion 37 are joined on the shaft, the drive pinion 37 meshes with the gear 30, and the gear 30 is connected to either one of the wheels of the rear shaft. After that, the other wheel of the axle rotates freely without a drive force transmission mechanism.
【0028】 なお、請求項2記載の考案と本実施例の対応を示すと、第1ドライブピニオン はドライブピニオン32と対応し、リングギヤはリングギヤ16と対応し、伝達 歯車は伝達歯車33と対応し、サブプロペラシャフトは出力軸35に対応し、第 2ドライブピニオンはドライブピニオン37に対応し、歯車は歯車30に対応し 、クラッチ装置はスライディングクラッチ34と出力軸35とソレノイドバルブ 36とに対応する。The correspondence between the invention according to claim 2 and this embodiment is as follows: the first drive pinion corresponds to the drive pinion 32, the ring gear corresponds to the ring gear 16, and the transmission gear corresponds to the transmission gear 33. , The sub-propeller shaft corresponds to the output shaft 35, the second drive pinion corresponds to the drive pinion 37, the gear corresponds to the gear 30, the clutch device corresponds to the sliding clutch 34, the output shaft 35, and the solenoid valve 36. .
【0029】 本実施例の動作を示すと、発進時は例えば運転手の手動によるスイッチ操作に よってソレノイドバルブ36を図中ON方向に駆動し、スライディングクラッチ 34が伝達歯車33と緊合して駆動力を伝達し、出力軸35を介してドライブピ ニオン37を回転駆動する。ドライブピニオン37は歯車30を回転駆動し、歯 車30は後々軸のいずれか片方の車輪を駆動する。従って、発進時は後前軸の両 輪と後々軸の片輪による3輪駆動となって、低摩擦路においても安定した発進性 が得られる。なお、前記3輪駆動は発進時のみなので尻振り等の運転性能の低下 は許容限度内に収まる。The operation of the present embodiment will be described. At the time of starting, the solenoid valve 36 is driven in the ON direction in the figure by a switch operation manually performed by the driver, and the sliding clutch 34 is driven in close contact with the transmission gear 33. The force is transmitted and the drive pinion 37 is rotationally driven via the output shaft 35. The drive pinion 37 rotatably drives the gear 30, and the toothed wheel 30 drives one of the wheels of the shaft afterward. Therefore, when starting the vehicle, three wheels are driven by both the front and rear axle wheels and the rear and rear axle one wheel, and stable startability is obtained even on a low friction road. Since the three-wheel drive is only at the time of starting, the deterioration of the driving performance such as the tail swing is within the allowable limit.
【0030】 発進直後には前記スイッチ操作を断って、例えば、ソレノイドバルブ31内の 付勢力によってソレノイドバルブ34は図中OFF方向に移動し、後々軸への駆 動力伝達を断ち、後前軸のみ駆動される。従って、走行中は後前軸による2輪駆 動となる。Immediately after starting, the switch operation is cut off, and for example, the solenoid valve 34 moves in the OFF direction in the figure by the urging force in the solenoid valve 31, and the driving force transmission to the shaft is cut off afterward, and only the rear front shaft is cut off. Driven. Therefore, two wheels are driven by the front and rear axles while driving.
【0031】 なお、前述の各実施例では発進時に3輪駆動に切り換えているが、それに限定 されず、低摩擦路発進など強い発進が必要な時のみ3輪駆動に切り換えても良い ことは勿論である。In each of the above-described embodiments, the vehicle is switched to the three-wheel drive at the time of starting. However, the invention is not limited thereto, and it is of course possible to switch to the three-wheel drive only when strong starting such as low friction road starting is required. Is.
【0032】 さらに、前述の各実施例では3輪駆動の切り換えを手動により行っているが、 それに限定されず、例えば、公知のスピードメータにおいてはトランスミッショ ン等の回転数から車速を検出しているが、公知のマイコン等を用いて、発進時の 前記車速の単位時間当たりの変化(加速度)が所定値以上の場合に駆動輪が空転 していると判断して前記ソレノイドバルブに信号を出力し、3輪駆動に自動で切 り換えてもよいことは勿論である。Further, although the three-wheel drive is manually switched in each of the above-described embodiments, the invention is not limited to this. For example, in a known speedometer, the vehicle speed is detected from the number of revolutions of the transmission or the like. However, using a well-known microcomputer, etc., when the change (acceleration) of the vehicle speed at the time of start is more than a predetermined value, it is determined that the drive wheels are idling and a signal is output to the solenoid valve. Of course, it may be automatically switched to three-wheel drive.
【0033】[0033]
以上説明したように各請求項記載の考案によれば、 サードデフと後々輪の差動装置が無く、後二軸駆動車および実開昭63─51 830号公報記載の従来技術に比べて構造が簡略,軽重量,且つ低コストとなっ た。 As described above, according to the invention described in each of the claims, there is no differential device between the third differential and the rear rear wheel, and the structure is different from the conventional two-shaft drive vehicle and the prior art disclosed in Japanese Utility Model Laid-Open No. 63-51830. It is simple, lightweight and low cost.
【0034】 また、2輪駆動時に後々輪が自由回転する際の負荷は、後々軸の差動装置が無 いので軽く、実開昭63─51830号公報記載の従来技術において必要であっ たフリーホイール装置を省略することもできるようになった。Further, the load when the rear wheels freely rotate during two-wheel drive is light because there is no rear-shaft differential device, and the free load required in the prior art disclosed in Japanese Utility Model Laid-Open No. 63-51830. The wheel device can now be omitted.
【0035】 また、発進時に3輪駆動にすることで、後前軸駆動車に比べて低摩擦路におけ る発進性が良くなった。 さらに、積載限度を大きくすることが要望されてきたが、前記の発進性に余裕 ができた分だけ、従来の後前軸駆動車において後前軸寄りであった荷重配分を後 々軸にかけることが可能となり、荷物積載時の後前輪の荷重余裕が大きくなり、 後前軸駆動車に比べて積載限度を安全に大きくすることが可能となった。Further, by using the three-wheel drive at the time of starting, the starting performance on the low friction road is improved as compared with the rear-front axle drive vehicle. Furthermore, it has been demanded to increase the loading limit. However, the load distribution, which was closer to the rear-front axle in the conventional rear-front-axle drive vehicle, is applied to the rear axle as much as the above-mentioned startability can be afforded. This makes it possible to increase the load margin of the rear front wheels when loading luggage, making it possible to safely increase the loading limit compared to rear-front axle drive vehicles.
【0036】 なお、請求項2記載の考案によれば、前記の効果に加えて、さらに構成上デバ イダギヤ12とアイドルギヤ13と平歯車14も無いので、より構造が簡略,軽 重量,且つ低コストである。According to the second aspect of the present invention, in addition to the above effects, the divider gear 12, the idle gear 13, and the spur gear 14 are not provided in the structure, so that the structure is simpler, lighter, and lower in weight. The cost.
【図1】請求項1記載の実施例の後軸駆動装置を示す図
である。FIG. 1 is a diagram showing a rear shaft drive device according to an embodiment of the present invention.
【図2】請求項1記載の実施例の発進時の駆動輪を示す
図である。FIG. 2 is a diagram showing drive wheels at the time of starting of the embodiment according to claim 1;
【図3】請求項2記載の実施例の後軸駆動装置を示す図
である。FIG. 3 is a diagram showing a rear shaft driving device according to an embodiment of the present invention.
【図4】従来技術の後軸駆動装置を示す図である。FIG. 4 is a diagram showing a conventional rear axle drive device.
【図5】従来技術の低摩擦路走行時の駆動輪を示す図で
ある。FIG. 5 is a diagram showing drive wheels when traveling on a low friction road according to a conventional technique.
10 プロペラシャフト 12 デバイダギヤ 13 アイドルギヤ 14 平歯車 15,21,32,37 ドライブピニオン 16 リングギヤ 17,34 スライディングクラッチ 20 サブプロペラシャフト 30 歯車 31,36 ソレノイドバルブ 33 伝達歯車 40 後前軸差動装置部 42,43 後前輪 44,45 後々輪 46 後々軸の片輪駆動用ギヤセット部 10 propeller shaft 12 divider gear 13 idle gear 14 spur gear 15, 21, 32, 37 drive pinion 16 ring gear 17, 34 sliding clutch 20 sub-propeller shaft 30 gear 31, 36 solenoid valve 33 transmission gear 40 rear-front shaft differential unit 42 , 43 rear front wheels 44, 45 rear two wheels 46 rear two-wheel single-wheel drive gear set section
Claims (2)
駆動力の断続機構とを有する後二軸車両の駆動装置にお
いて、 後前軸を駆動するデバイダギヤを延長したサブプロペラ
シャフトと、 前記サブプロペラシャフトに取り付けたドライブピニオ
ンと、 前記ドライブピニオンと噛合し且つ後々軸のいずれか一
方の車輪の軸に連結した歯車と、 前記サブプロペラシャフトの途中に設けたクラッチ装置
と、 を有することを特徴とする後二軸車両の駆動装置。1. A drive device for a rear two-axle vehicle having a drive mechanism for the rear two shafts and an interrupting mechanism for the drive force to the rear-to-rear shaft, wherein a sub-propeller shaft extending a divider gear for driving the rear front shaft, A drive pinion attached to the sub-propeller shaft, a gear that meshes with the drive pinion and is connected to the shaft of one of the two rear shafts, and a clutch device provided in the middle of the sub-propeller shaft. A drive device for a rear two-axle vehicle that features.
駆動力の断続機構とを有する後二軸車両の駆動装置にお
いて、 プロペラシャフトに取り付けた第1ドライブピニオン
と、 前記第1ドライブピニオンと噛合し且つ後前軸の差動装
置に連結したリングギヤと、 前記第1ドライブピニオンと略対向して前記リングギヤ
と噛合する伝達歯車と、 該伝達歯車に取り付けて後々軸側へ延長するサブプロペ
ラシャフトと、 該サブプロペラシャフトに取り付けた第2ドライブピニ
オンと、 該第2ドライブピニオンと噛合し且つ後々軸のいずれか
一方の車輪の軸に連結した歯車と、 前記サブプロペラシャフトの途中に設けたクラッチ装置
と、 を有することを特徴とする後二軸車両の駆動装置。2. A drive device for a rear two-axle vehicle having a drive mechanism for the rear two shafts and an interrupting mechanism for the drive force to the rear-end shaft, wherein a first drive pinion attached to a propeller shaft and the first drive pinion. A ring gear that meshes with the rear and front shaft differential gears, a transmission gear that substantially faces the first drive pinion and meshes with the ring gear, and a sub-propeller that is attached to the transmission gear and extends rearward to the shaft side. A shaft, a second drive pinion attached to the sub-propeller shaft, a gear that meshes with the second drive pinion, and is connected to the shaft of one of the rear wheels of the rear-end shaft, and provided in the middle of the sub-propeller shaft. A drive device for a rear two-axle vehicle, comprising: a clutch device.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP6686893U JPH0735156U (en) | 1993-12-15 | 1993-12-15 | Rear biaxial vehicle drive |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP6686893U JPH0735156U (en) | 1993-12-15 | 1993-12-15 | Rear biaxial vehicle drive |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH0735156U true JPH0735156U (en) | 1995-06-27 |
Family
ID=13328281
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP6686893U Pending JPH0735156U (en) | 1993-12-15 | 1993-12-15 | Rear biaxial vehicle drive |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0735156U (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2574490A3 (en) * | 2011-09-30 | 2013-05-15 | ArvinMeritor Technology, LLC | Drive axle assembly and disengagement system |
US9103433B2 (en) | 2013-02-26 | 2015-08-11 | Arvinmeritor Technology, Llc | Axle assembly and method of lubrication control |
CN109808490A (en) * | 2017-11-22 | 2019-05-28 | 曼卡车和巴士股份公司 | Axle drive system |
-
1993
- 1993-12-15 JP JP6686893U patent/JPH0735156U/en active Pending
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2574490A3 (en) * | 2011-09-30 | 2013-05-15 | ArvinMeritor Technology, LLC | Drive axle assembly and disengagement system |
US8651994B2 (en) | 2011-09-30 | 2014-02-18 | Arvinmeritor Technology, Llc | Drive axle assembly and disengagement system |
US9103433B2 (en) | 2013-02-26 | 2015-08-11 | Arvinmeritor Technology, Llc | Axle assembly and method of lubrication control |
CN109808490A (en) * | 2017-11-22 | 2019-05-28 | 曼卡车和巴士股份公司 | Axle drive system |
JP2019094054A (en) * | 2017-11-22 | 2019-06-20 | エムアーエヌ トラック アンド バス アーゲーMAN Truck & Bus AG | Axle drive system |
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