JPS58128928A - Transfer control device for car - Google Patents

Abstract

PURPOSE:To improve the operationability of a control lever and to widen the effective space of cabin, by providing a mechanism for exchanging a transfer to random position through unilateral operation of the control lever. CONSTITUTION:When shifting a control lever 10 to 2H position, high/low exchange sleeve 26 are gearing through first shift fork 6 with a clutch gear of a large diameter drive gear 21 and an input gear. Two/four wheel exchange sleeve 34 is gearing through second shift fork 7 with only the output gear of a reduction driven gear. Consequently the power inputted through the shaft 2 is transmitted through the gear 21, idler gear 27, gear 32 and a rear shaft 3a to a propeller shaft, to provide 2H driving. In such a manner the sliding of a shaft head 5 will slide the shift forks 6, 7 through cams 8, 9 and motion members 61, 71 thus to operate the sleeves 26, 34 sequentially to 4H, N, 4L.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transfer control device for an automobile, and more specifically, a high-low switching sleeve for selecting high gear and low gear, and a two-wheel drive and four-wheel drive selector.
, relates to a transfer control device for an automobile equipped with a four-wheel switching sleeve.

Generally, this type of control device includes a shift fork that operates the high-low switching sleeve and a shift fork that operates the 2- and 4-wheel switching sleeve in a transfer case, and each of these shift forks individually slides. For example, 2H1411
, M, and 4L.

In the conventional control device of this kind, first, one of the shift forks is selected by a select operation of the control lever, and then one of the sleeves is moved through the selected shift fork by a shift operation of the control lever. The transfer should be switched to the desired position by operating the .

By the way, since an automobile equipped with the transfer has a transmission switching lever in addition to the transfer control lever, it is necessary to ensure that the operating range of the switching lever and the operating range of the transfer control lever do not overlap. Even if I have to do it＼
However, if the control lever of the above-mentioned m<) transfer requires two operating ranges, select and shift, the space for placing both the levers between the driver's seat and the passenger's seat must be that large. This results in a reduction in the effective space within the vehicle interior, and furthermore, the operability of the control lever deteriorates.

The present invention has been developed in view of the above circumstances, and its purpose is to provide a transfer control device that can switch the transfer to any position by simply operating the control lever in one direction. It's in the middle of the day.

The present invention will be described below based on embodiments shown in the drawings.

In the figure, (1) is a transfer case, and inside this transfer case (1), there is an input shaft (7) (2) extending from the transformer and transmission, and an idler shaft (2).
20) and an output seat (6) are rotatably supported via bearing members (11), (11), etc., respectively.

The input shaft (2) rotatably supports a large-diameter drive gear (21) and a small-diameter drive gear (22) via needle bearings (218) and (22&). , (22), the opposite pairs of clutch gears (23) and (22), respectively.
24) are integrally formed, while the large diameter drive gear (
21) and the small diameter drive gear (22), there is an input gear (2) that rotates together with the input shaft 7) (2).
5) is attached by spline fitting, and a high-low switching sleeve (26) having the same thickness as the input gear (25) is supported so as to be movable only in the axial direction. By moving the sleeve (26) to the right in FIG. 1, the sleeve (26) is connected to the input gear (25) and the large diameter drive gear (21).
By meshing with the clutch gear (26) of the sleeve (26), the large diameter drive gear (21) is movably coupled to the input shaft (2) via the input gear (25) and the transfer is switched to a high gear. ) by moving the sleeve (26) to the left in FIG. The transfer is connected to the input shaft (2) via the input gear (25) to switch to a low gear, and the transfer is switched to neutral by meshing only the input gear (25) with the sleeve (26). .

Further, the idler shaft (20) is integrally provided with a small diameter idler gear (27) that meshes with the large diameter drive gear (21) and a large diameter idler gear (28) that meshes with the small diameter drive gear (22). .

The output shaft (3) is divided into a rear shaft (6a) connected to a rear propeller shaft (not shown) and a front shaft (6b) connected to a front propeller shaft (not shown), Both shafts (1K), (31)) are connected to needle bearings (6
o) so that they can rotate relative to each other.

A clutch gear (61) is provided on the rear shaft (3m) side end of the front shaft (3b), and the small diameter idler gear (61) is provided on the rear shaft (3a).
27) K meshing reduction driven gear (32 gears) is integrally formed, and a l1iK output gear (36) facing the front shaft (6b) of this gear (62) is integrally provided, and this gear (55) K2.4
The wheel switching sleeve (34) is supported so as to be movable only in the axial direction, and by moving the sleeve (34) to the left in FIG. 1, the sleeve (54) is moved to the output gear ( 33) and the clutch gear (61) of the front shaft (3b) to switch the transfer to four-wheel drive, and by moving the sleeve (34) to the right in Figure 1, the sleeve [64] and the By disengaging the front shaft (6b) from the clutch gear (31), the transfer is switched to two-wheel drive.

On the other hand, as shown in FIG. 6, there are six shift hawk shafts (4 m) and (4 kl) extending in the same axial direction as the input shaft (2) in the M transfer case (1).
, (4e) are installed in parallel and the central shaft (
4b) supports a shift head (5) to freely slide, and this shift head (5) is interlocked and connected to a control lever (10) disposed in the passenger compartment. And as shown in Figure jI3, a support rod (12) that directly receives the shift hawk shaft (4 m) is installed in the transfer case (1) so as to freely rotate.
) is a fitting groove (50) formed in the shift head (5).
), one end of the support rod (12) is made to protrude outward from the transfer case (1), and the arm (14) is fixed to the protruding end. The arm (14) and the control lever (10)
) are connected by a push-pull cable (15), and by swinging the control lever (10) in one direction, the push-pull cable (15), the arm (14),
The head (5) is connected to the head (5) via the supporting rod (12) and the connecting rod (13).
) is intended to slide.

Also, on both sides of the shift head (5) in the sliding direction, there are four first to IJ4 engaging pieces (51), (52), (53), (54) extending in a direction perpendicular to the sliding direction. ) are integrated.

Also, the shift fork shaft (41L), (4b) #
The shaft (4&)K on the right side of Fig. 6 in (40) is
The engagement groove (26 m) of the high-low switching sleeve (26)
), and the shaft (4e) on the left side in FIG. A shift fork shaft (7) that supports each shift fork (7) so as to freely slide in the same direction as the sliding direction of the shift fork (15), and supports the first shift fork (6);
4&) has detent grooves (41), (42), and (43) corresponding to high gear, neutral, and low gear.
In addition, the shift fork (4C) that supports the 's2 shift fork (7) has a detent groove (44) corresponding to two-wheel drive and four-wheel drive.

(45) respectively, and the first. Stops C60) provided on the j82 shift forks (6) and (7),
(70) to the detent grooves (41), (42), (4).
The shift forks (6) and (7) are positioned by engaging any one of the shift forks (3), (44), and (45).

In addition, both the left and right shift fork shafts (41L), (
4e), an abbreviated arm (40a), (4
0c) while fixing the first shift fork (6).
The arm (40) on the shaft (4&) side supporting the
&) A first cam body (81) having a retaining portion (81) that engages with the first retaining piece (51) K of the shift head (5) is provided at the free end portion.
8), and the arm A (40 m long) on the shaft (4C) side supporting the second shift fork (7) is connected to the j!2 engagement piece (of the shift head (5)). W12 cam bodies (9) having retaining portions (91) that engage with , (9) as F
- It is constantly energized in the clockwise rotation direction in FIG. 6 via John springs (82) and (92).

Further, the retaining portion (81) of the first cam body (8) and the retaining portion (91) of the second cam body (9) are connected to the first cam surface (81&), (
91&), and j12 cams 1fi (81b), (91)) that are continuous with the first cam surfaces (81m), (91m) and have an arc shape with the support shafts (80), (90) as radial centers. It is equipped with

Further, in the embodiment shown in the figure, the first retaining piece (51) is attached to the retaining portion (81) of the first cam body (8).
The first holding piece (83) which is held together is also held by the second holding piece.
The second engagement piece (52) is attached to the cam body (9).
The second holding piece (9) held by the holding part (91) of
96) are each integrally formed.

On the other hand, the first shift fork (6) has the IJ1
The first cam surface (8) in the retaining portion (81) of the cam body (8)
1&), and the j12 shift fork (7) has a first cam direction (91&) in the retaining portion (91) of the second cam body (9) and the shift head. The shift head (5) is provided with an interlocking body (71) that engages with the inner wall of the fourth retaining piece (54) of (5).
The sixth retaining piece (56) of the first shift fork (6)
It is provided so that it can be engaged with the end face of.

1 to 6 show the control lever (1).
0) is shifted to the <2H position as shown by the solid line in FIG. 6, in which case the high-low switching sleeve (26) is connected to the The clutch gear (26) of the radial drive gear [21] meshes with the input gear (25), and the two- and four-wheel switching sleeve (64) is engaged with the second shift fork (7). is meshed only with the output gear (66) of the reduction driven gear (32), and therefore the input shaft (2
) The power input through the large diameter drive gear (2
1), the power is transmitted to the rear propeller shaft via the small-diameter idler gear (27), the reduction driven gear (62), and the rear shaft (!11), resulting in high-speed two-wheel running, or 2H running.

Next, when the control lever (10) is shifted to the 4H position shown by the imaginary line in FIG. 3, the shift head (5) is moved one step upward from the position shown in FIG. 6 via the interlocking rod (16). As the shift head (5) slides upward, the first cam body (8) is moved toward the torsion spring (82).
The sixth retaining piece (5) rotates clockwise due to the action of
6) comes into contact with the end surface of the first shift fork (6), while the IJ2 cam body (9) is pushed by the 24th engagement piece (52) and rotates counterclockwise to lock it. The first cam surface (91m) formed on the portion (91)
The second shift fork (7) is connected to the interlocking body (71).
after sliding upward one step through the first cam surface (9
1 &) and the interlocking body (71) is released.

Then, due to the sliding of the second shift fork (7), the 2.4-wheel switching sleeve (64) moves to the left in FIG. (6b) and the front shaft (6b).
b) is connected to the rear shaft (3a).

Therefore, the power input through the input shaft (2) is transmitted to the large diameter drive gear (21), the small diameter idler gear (27), the reduction driven gear (32),
The power is transmitted to the rear propeller shaft and the front propeller shaft via the rear shaft (3 m) and the front shaft (6b), resulting in high-speed four-wheel running, or 4H running.

Next, when the control lever Cl0) is shifted to the position shown by the imaginary line in FIG. 6, the shift head (5) is slid one step further upward from the position shown in FIG. 7 via the interlocking rod (16). As the shift head [5] slides upward, the first cam body (8) moves to the state shown in FIG.
Due to the action of 2), the dial rotates clockwise and the cam body (
The retaining part (81) of 8) enters between the first retaining piece (51) and the interlocking body (61) provided with the first shift fork (6)K, while the retaining part (81) of the first shift fork (6) 6) is pushed by the gJ3 engaging piece (53) and slides one step upward.

As the first shift fork (6) slides, the high-low switching sleeve (26) moves leftward in FIG. 1 and meshes only with the input gear [25].

Further, the second cam body (9) is pushed by the second engaging piece (52) and further rotates counterclockwise, but the moving body (71) of the second shift fork (7) and the 11 !The first cam surface (91&
) has been terminated, and furthermore, the binding relationship with the said binding part (
The second cam surface (91111) of the support shaft (91)
), the second shift fork (7) does not move.

Therefore, the power input through the input shaft (2) is in a neutral state in which it is not transmitted to the large diameter drive gear (21) and the small diameter drive gear (22).

Furthermore, when the control lever (10) is shifted to the 4L position shown by the imaginary line in FIG. 3, the shift head [5] slides one step upward from the position shown in FIG. 188 via the interlocking rod (16). 119, and as the shift head (5) slides upward, the first cam body (8) further rotates clockwise as before, while ! ! The 1st shift fork (6) is pushed by the third retaining piece (53) and further moves downward i1F by one step, and by the upward sliding of this shift fork (6), the high-low switching sleeve (26) further moves to the left in FIG. 1 and meshes with the clutch gear (24) of the small diameter drive gear (22) and the input gear (25).

Therefore, the power input through the input shaft (2) is transmitted to the small diameter drive gear (22), both idler gears (28), (27), and the reduction driven gear (
32), rear shaft (3 &) front shaft (3k
The power is transmitted to the rear propeller shaft and the front propeller shaft via 1), resulting in low-speed 4-wheel running, that is, 4L running.

Next, in order to switch from the 4L running mode to neutral mode, the control lever (10) needs to be shifted to the position, and the shift head (
5) slides one step downward from the position shown in FIG. 9, and as the shift head (5) slides downward, the second cam body (
9) rotates clockwise due to the action of the torsion spring (92), while the @1 cam body (8)
It is pushed by the retaining piece (51) and rotates counterclockwise, and the first cam surface (81a) of the retaining part (81) moves the first shift fork (6) through the interlocking body (61). This causes the high-low switching sleeve (26) to move to the right in FIG.
It meshes only with the input gear (25) and becomes neutral as described above.

Also, when switching from neutral to 4H driving, the same is true,
By shifting the control lever (10) to the 4H position, the shift head (5) slides one step downward from the position shown in FIG. The second cam body (9) is rotated clockwise by the action of the torsion spring (92), and the fourth retaining piece (54) is connected to the 9J2 shift fork (7).
) while contacting the interlocking body (71) of the first cam body (
8) is further pushed by the first retaining piece (51) and rotates counterclockwise, and the first cam (8) of the retaining part (81)
1 m) to move the first shift fork (6) to the moving body (
61), and then the first cam surface (
81 &) and the interlocking body (61) is released.

As the first shift fork (6) slides downward, the high-low switching sleeve (26) further moves to the right in FIG. It engages with the clutch gear (26), resulting in 4H running as described above.

Historically, the same thing happened when switching from 4H running to 2H running, and the shift head (5) was shifted to the 7th position by shifting the Kositrol lever (10) (+) to the 2H position.
Slide the shift head one step further down from the position shown in the figure.
6) With the downward sliding movement, the second cam body (9) further rotates clockwise, and the interlocking body (71) of the I32 retaining piece (52) and the second shift fork (7) ), while the second shift fork (7) is pushed by the fourth retaining piece (51) via its interlocking body (71) and slides further downward one step, 2 shift fork (7)
The above 2.4-wheel switching sleeve (
64) moves rightward in FIG. 1 and meshes only with the output gear (33) of the reduction driven gear (62), and the first cam body (8)
) and rotates counterclockwise, but the cam body (
The locking relationship between the first cam member (81&) in the locking portion (81) of 8) and the interlocking body (61) of the first shift fork (6) is released, and the locking relationship between the locking portion (81) ), the first shift fork (
6) does not move, and therefore, as mentioned above, it travels once every two times.

However, the retaining portions (
81), (91) first cam surfaces (81 is also IL), (91 &) and each of the shift forks (6), (
7) is disengaged from the interlocking bodies (61), (71), the cam bodies (8), (9) are moved to the torsion springs (82
) and (92) in the clockwise direction, in other words, the first cam body (8)
When switching from H running to 2H running, the j12 cam body (
9) When switching from 4L running to neutral,
Each sleeve (2) is attached to each shift fork (6), (7).
The transmission torque from 6) and (34) acts, and from this the respective shift forks C6) and (7) move independently of the sliding movement of the shift head (5), thereby causing the respective shift forks C6), The interlocking bodies (61) and (71) in (7) are the respective cam bodies (8).

(9), each of the cam bodies (8), (9)
), the retaining parts (81), (91) of the cam body (8), (
9) The support shafts (80) and (90) of the interlocking body (61)
, (71), and as a result, the torsion springs (82) of the cam bodies (8) and (9)
, (92) may be prevented from rotating in the clockwise direction, but even in this case, the holding pieces C86) and (93) integrally formed on each of the cam bodies (8) and (9) Since it is forcibly pressed by the first securing piece (51) or the second securing piece (52), the cam body (8), (9)
) rotates smoothly via the holding pieces (83) and (93).

As explained above, according to the transfer control device according to the present invention, the transfer can be controlled, for example, in 2's 4H by simply operating the control lever in one direction.
If the control lever can be smoothly switched to any desired state, and the operability of the control lever is extremely good and easy, the space for placing the control lever can be reduced, and the effective space of a single room can be reduced accordingly. It is possible to have a wide range of

[Brief explanation of the drawing]

The first figure is a longitudinal cross-sectional side view of the control at according to the present invention, FIG. 2 is a partially omitted cross-sectional side view of the control device, FIG. 2 is a schematic sectional view taken along the line IV-IV, FIG. 5 is a schematic sectional view taken along the line ■-v in FIG. 2, and FIGS. 6 to 9 are sectional views of main parts,
FIG. 86 shows the 2H shift state, FIG. 7 shows the 4H shift state, FIG. 8 shows the neutral shift state, and FIG. 9 shows the 4L shift state. FIG. 10 is an explanatory diagram of the operation of the second cam body. (1) Transfer case (10) - Control lever (26) - High-low switching sleeve (34) - 2.4-wheel switching sleeve (5) - Shift head (6) - No. 1st shift fork (7)... 2nd shift fork (8)... iJ1 cam body (9) - 2nd cam body agent Patent attorney Tsu 1) Nao Hisa 1 and sand. Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9

Claims (1)

[Claims] (1) High-low switching sleeve for selecting high gear and low gear, and 2 for selecting 2-wheel drive and 4-wheel drive.
A transfer control device for an automobile equipped with a four-wheel switching sleeve, wherein a shift head that can be externally operated is slidably supported in the transfer, and the high-low switching sleeve is provided on both sides of the shift head. A first shift fork that is engaged with the sleeve and a second shift fork that is engaged with the two- and four-wheel switching sleeve are supported so as to be able to slide freely in the same direction as the shift head, and The first cam, which is engaged with the first cam, and the IJ2 cam body which is engaged with the other side are swingably supported, and between the first shift fork and the first cam body, and between the second shift fork and the second cam body, Interlocking bodies are respectively provided between the cam body and the first and second shift forks are slid by the sliding of the shift head, and the high-low switching sleeve and the 2.4-wheel switching sleeve are connected to each other. A transfer control device for an automobile, characterized in that the transfer is operated sequentially. (A first retaining piece that engages with the first cam body and a second retaining piece that engages with the second cam body are provided on both sides of the second shift head in the sliding direction, and a second retaining piece that engages with the first shift fork is provided. An i83 engaging piece that engages with the second shift fork and a fourth retaining piece that engages with the second shift fork are provided, while the first and second retaining pieces are attached to the retaining portion of each cam body. The first thing to hold between
2. A transfer control device for an automobile according to claim 1, further comprising a second holding piece and a second holding piece.