JPS60197433A - Free wheel hub device - Google Patents
Free wheel hub deviceInfo
- Publication number
- JPS60197433A JPS60197433A JP5341284A JP5341284A JPS60197433A JP S60197433 A JPS60197433 A JP S60197433A JP 5341284 A JP5341284 A JP 5341284A JP 5341284 A JP5341284 A JP 5341284A JP S60197433 A JPS60197433 A JP S60197433A
- Authority
- JP
- Japan
- Prior art keywords
- drive gear
- spindle
- centering
- hub device
- hub
- 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.)
- Granted
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 3
- 238000005299 abrasion Methods 0.000 abstract 2
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005253 cladding Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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
- F16D11/00—Clutches in which the members have interengaging parts
- F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/06—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for freewheel devices
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
【発明の詳細な説明】 ［産業上の利用分野］ 本発明はフリーホイールハブ装置に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to freewheel hub devices.
［技術的背景及び問題点］
一般に二輪駆動および四輪駆動の切替えが可能な車両に
おいて、運転者の選択により二輪駆動にした場合に、車
両は例えば後輪だりで駆動されるのであるが、車両の走
行に伴って前輪が路面から駆動力を受けて回転すること
から、その前輪と連結しているアクスルシャフト、デフ
ァレンシャル装置、ドライブシャフト等が回転されるも
のとなり、燃費および騒音の面で不利になる。[Technical Background and Problems] Generally, in a vehicle that can be switched between two-wheel drive and four-wheel drive, when the driver selects two-wheel drive, the vehicle is driven by, for example, the rear wheels. As the vehicle moves, the front wheels receive driving force from the road surface and rotate, which causes the axle shaft, differential device, drive shaft, etc. connected to the front wheels to rotate, which is disadvantageous in terms of fuel efficiency and noise. Become.
このような点に鑑み、従来第１図のようなフリーホイー
ルハブ装置がある。In view of this point, there is a conventional freewheel hub device as shown in FIG.
すなわち、ハブ１内にはスピンドル３が収容されており
、このスピンドル３にはアクスルシャフト５が貫通配置
されている。このアクスルシャフト５の先端部にはドラ
イブギヤ７がスプライン嵌合されている。That is, a spindle 3 is housed within the hub 1, and an axle shaft 5 is disposed through the spindle 3. A drive gear 7 is spline-fitted to the tip of the axle shaft 5.
一方、ハブ１はカバーケース９を有し、この力バークー
ス９はボルト１１によって締結固定されており、さらに
このカバーケース９には回動自在にノブ１３が嵌合され
ている。ノブ１３の内面側にはカム壁１５が内方に突出
形成されており、このカム壁１５の外周はカム面１５ａ
に形成されている。このカム面１５ａにはクラッデリッ
ク１７がカム連結されており、クラッデリック１７はノ
ブ１３の正逆回動に伴って進退するようになっている。On the other hand, the hub 1 has a cover case 9, and the force lever 9 is fastened and fixed with a bolt 11, and a knob 13 is rotatably fitted into the cover case 9. A cam wall 15 is formed on the inner surface of the knob 13 to protrude inward, and the outer periphery of the cam wall 15 is formed on the cam surface 15a.
is formed. A cladrick 17 is cam-connected to this cam surface 15a, and the cladrick 17 moves forward and backward as the knob 13 rotates forward and backward.
なお、クラッデリック１７の外面には前記力バークース
９の内面に設けられたスプライン９ａとかみ合う外スプ
ライン１７ａが形成されでおり、また内面にはドライブ
ギｔ ７どかみ合う内スプライン１７ｂが形成されてい
る。このクラッデリック１７と前記ノブ１３に設（′Ｊ
られたカム面１５ａとによってカバーケース９とドライ
ブギＡ７７とを連結又は連結解除するクラッチ機構が構
成される。An outer spline 17a that engages with the spline 9a provided on the inner surface of the force barcous 9 is formed on the outer surface of the Cladderick 17, and an inner spline 17b that engages with the drive gear t7 is formed on the inner surface. This cladrick 17 and the knob 13 are installed ('J
The cam surface 15a constitutes a clutch mechanism that connects or disconnects the cover case 9 and the drive gear A77.
前記ハブ１の内周面には該内周面と相対摺動自在にブツ
シュ１９が嵌め込まれている。このブツシュ１９の内面
にはセンタリング基準面１９ａが形成されており、この
センタリング基準面１９ａにはドライブギヤ７の外周に
固着されたリング２１の基準受面２１ａが摺接するよう
嵌合され−Ｃいる。A bushing 19 is fitted into the inner peripheral surface of the hub 1 so as to be slidable relative to the inner peripheral surface. A centering reference surface 19a is formed on the inner surface of this bushing 19, and a reference receiving surface 21a of a ring 21 fixed to the outer periphery of the drive gear 7 is fitted into this centering reference surface 19a so as to be in sliding contact with the centering reference surface 19a. .
上記構成において、ノブ１３を所望方向に回動すること
により、カム作用によって、クラッデリック１７が前進
し、内スプライン１７ｂがドライブギヤ７とかみ合い、
この結果、ハブ１とアクスルシャフト５との連結が達成
され、車両は四輪駆動走行が可能な状態となる。一方、
この四輪駆動走行が可能な状態から、ノブ１１を逆方向
に復帰回動することにより、カム作用によって、クラッ
デリック１７が後退し、内スプライン１７ｂとドライブ
ギヤ７とのかみ合いが外れる。これにより、ハブ１とア
クスルシャフト５との連結が断たれ、二輪駆動走行時に
例えば前輪の空転が可能となる。In the above configuration, by rotating the knob 13 in a desired direction, the cladrick 17 moves forward due to the cam action, and the internal spline 17b engages with the drive gear 7.
As a result, the connection between the hub 1 and the axle shaft 5 is achieved, and the vehicle becomes capable of running in four-wheel drive. on the other hand,
When the knob 11 is turned back in the opposite direction from this state where four-wheel drive driving is possible, the cladric 17 is moved backward by the cam action, and the internal spline 17b and the drive gear 7 are disengaged. As a result, the connection between the hub 1 and the axle shaft 5 is severed, allowing the front wheels to idle, for example, during two-wheel drive driving.
しかしながら、この種の従来装置にあっては、アクスル
シャフト５、ドライブギヤ７のセンタリングがハブ１側
のブツシュ１９とドライブギヤ７側のリング２１との嵌
合によって行なわれているため、以下のような弊害が発
生するという問題があった。すなわち、車両の走行にあ
っては四輪駆動に較べて二輪駆動の走行頻度が極めて多
いのが一般的である。しかし、この二輪駆動にあっては
、前述の如く、ハブ１とドライブギヤ７との連結が解除
されているので、ブツシュ１９とリング２１との相対回
転が頻繁に起り、この結果、センタリング基準面１９ａ
と基準受面２１ａとの焼きイ」ぎが起り易くなる恐れが
あった。また、焼き付きが起らないまでも、摩耗によっ
てドライブギヤ７ががた付きドライブギヤ７のボス部７
ａがノブ１３のカム壁１５の内面に接触回転し、この結
果、ノブ１３が回動され、クラッデリック１７が前進し
てドライブギヤ７に干渉する恐れがあった。However, in this type of conventional device, centering of the axle shaft 5 and drive gear 7 is performed by fitting the bush 19 on the hub 1 side and the ring 21 on the drive gear 7 side. There was a problem in that some negative effects occurred. That is, when driving a vehicle, it is generally the case that two-wheel drive vehicles are used much more frequently than four-wheel drive vehicles. However, in this two-wheel drive, as mentioned above, since the hub 1 and the drive gear 7 are disconnected, relative rotation between the bush 19 and the ring 21 occurs frequently, and as a result, the centering reference plane 19a
There was a fear that the contact between the base plate and the reference receiving surface 21a would easily occur. In addition, even if seizure does not occur, the drive gear 7 may rattle due to wear and the boss portion 7 of the drive gear 7 may
a rotated in contact with the inner surface of the cam wall 15 of the knob 13, and as a result, the knob 13 was rotated, and there was a fear that the cladrick 17 would move forward and interfere with the drive gear 7.
［発明の目的］
本発明は、上記従来の問題点に鑑みなされたものであり
、センタリング部分の焼き付ぎ、摩耗を軽減させること
が可能なフリー小イールハブ装置の提供を目的とする。[Object of the Invention] The present invention has been made in view of the above-mentioned conventional problems, and an object of the present invention is to provide a free small eel hub device that can reduce seizure and wear of the centering portion.
［発明の構成］
上記目的を達成するためにこの発明は、スピンドルの先
端周面にセンタリング基準面が形成され、またドライブ
ギヤ側に基準受面が形成され、前記センタリング基準面
と基準受面とが嵌合されてなる構成とした。[Structure of the Invention] In order to achieve the above object, the present invention includes a centering reference surface formed on the circumferential surface of the tip end of the spindle, and a reference receiving surface formed on the drive gear side, and a centering reference surface and a reference receiving surface are formed on the drive gear side. The structure is such that the two are fitted together.
［実施例］
以下、本発明の一実施例を図面に基づいて説明する。な
お、この説明において、従来装置と同一部材には同一符
号を付してその説明を省略する。[Example] Hereinafter, an example of the present invention will be described based on the drawings. In addition, in this description, the same reference numerals are given to the same members as those of the conventional device, and the description thereof will be omitted.
第２図には、本発明装置の一実施例が示されている。第
２図において、従来装置を示す第１図と異なる点はスピ
ンドル３とドライブギヤ７との嵌合構成にある。FIG. 2 shows an embodiment of the device according to the invention. The difference in FIG. 2 from FIG. 1, which shows the conventional device, lies in the fitting structure between the spindle 3 and the drive gear 7.
すなわち、スピンドル３の先端周面にはセンタリング基
準面２３が形成されている。一方、ドライブギヤ７には
、前記スピンドル３との対向位置に、基準受面２５が形
成されており、前記センタリング基準面２３に基準受面
２５がガタ付きなく適切な嵌め合い状態で嵌合されてい
る。That is, a centering reference surface 23 is formed on the peripheral surface of the tip end of the spindle 3. On the other hand, a reference receiving surface 25 is formed on the drive gear 7 at a position facing the spindle 3, and the reference receiving surface 25 is fitted to the centering reference surface 23 in an appropriate fitted state without any play. ing.
本発明の一実施例は上記構成からなり、以下にイの作用
を説明する。One embodiment of the present invention has the above configuration, and the operation of (a) will be explained below.
頻疫が多い二輪駆動状態にあっては、第２図に示すよう
に、クラッデリック１７が後退位置にあるので、カバー
ケース９とドライブギＶ７どの連結が解除状態にあり、
ハブ１とアクスルシャフト５との連結が断たれ車輪が空
転する。このどき、スピンドル３とドライブギＡ７７と
の相対回転は行われず、両者３，７は静止状態を維持す
るので、センタリング基準面２３と基準受面２５との摺
動摩耗、焼き付きを発生することがない。このため、こ
の両者２３．２５の嵌め合いにより、ドライブシャフト
５は回転中心位置に正しく維持され、従来装置において
見られた回転中心位置の狂いによる弊害を発生すること
がない。In the two-wheel drive state, which is often the case, as shown in FIG. 2, the cladding 17 is in the backward position, so the cover case 9 and the drive gear V7 are in a disengaged state.
The connection between the hub 1 and the axle shaft 5 is broken and the wheels spin idly. At this time, relative rotation between the spindle 3 and the drive gear A77 is not performed, and both 3 and 7 remain stationary, so sliding wear and seizure between the centering reference surface 23 and the reference receiving surface 25 will not occur. . Therefore, due to the fit between the two parts 23 and 25, the drive shaft 5 is correctly maintained at the rotational center position, and there is no problem caused by misalignment of the rotational center position as seen in conventional devices.
一方、車両の四輪駆動走行にあっては、クラッデリック
１７が前進してドライブギヤ７とかみ合い、該ドライブ
ギヤ７とカバーケース９との連結が行われることとなり
、この結果、センタリング基準面２３と基準受面２５と
の摺動が行われるが、前述の如く、車両の四輪駆動走行
は非常に頻度が少なくなるのみならず、従来装置に較べ
てセンタリング径が小径化できたことにより摺動面の周
速度が軽減されるので、前記摺動によってドライブシャ
フト５の回転中心位置が狂うほど嵌合部の両面２３．２
５が摩耗したり、焼き付くことが極めて少なくなる。On the other hand, when the vehicle is running in four-wheel drive, the cladrick 17 moves forward and engages with the drive gear 7, and the drive gear 7 and the cover case 9 are connected.As a result, the centering reference plane 23 However, as mentioned above, not only does the frequency of four-wheel drive driving of the vehicle become very low, but also because the centering diameter can be made smaller compared to the conventional device, the sliding occurs. Since the circumferential speed of the moving surface is reduced, the more the center of rotation of the drive shaft 5 is shifted due to the sliding movement, the more the surfaces 23.2 of the fitting portion are moved.
5 is extremely unlikely to wear out or seize.
［発明の効果］
本発明は以−にの説明より明らかなように、センタリン
グ部分の相対回転の頻度が少なくなり、周速度が軽減で
きるから、焼ぎ付き、摩耗を軽減させることができる。[Effects of the Invention] As is clear from the description below, in the present invention, the frequency of relative rotation of the centering portion is reduced, and the circumferential speed can be reduced, so that seizure and wear can be reduced.
第１図は従来のフリーホイールハブ装置を示す要部断面
図、第２図は本発明の一実施例を示すフリーホイールハ
ブ装置の要部断面図である。
１・・・ハブ ３・・・スピンドル
５・・・アクスルシャフト ７・・・ドライブギヤ９・
・・カバーケース １３・・・ノブ１７・・・クラッチ
リング
２３・・・ｌ？ンタリング基準面
２５・・・基準受面
第１Ｗ！Ｊ
第２ＷｉFIG. 1 is a sectional view of a main part of a conventional freewheel hub device, and FIG. 2 is a sectional view of a main part of a freewheel hub device showing an embodiment of the present invention. 1...Hub 3...Spindle 5...Axle shaft 7...Drive gear 9.
...Cover case 13...Knob 17...Clutch ring 23...l? Interning reference surface 25...Reference receiving surface 1st W! J 2nd Wi
Claims (1)
てなるアクスルシャフトに固定されたドライブギヤと、
内面にスプラインを有するハブと、前記ドライブギヤと
スプラインとの連結および連結解除を行うクラッチ機構
とを有するフリーホイールハブ装置において、スピンド
ルの先端周面にセンタリング基準面が形成され、またド
ライブギヤ側には基準受面が形成され、前記センタリン
グ基準面に基準受面を嵌合してなることを特徴とするフ
リーホイールのハブ装置。A spindle supported on the vehicle body side, a drive gear fixed to an axle shaft passing through the spindle,
In a freewheel hub device that has a hub having splines on its inner surface and a clutch mechanism that connects and disconnects the drive gear and the splines, a centering reference surface is formed on the circumferential surface of the tip of the spindle, and a centering reference surface is formed on the drive gear side. A freewheel hub device, characterized in that a reference receiving surface is formed, and the reference receiving surface is fitted to the centering reference surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5341284A JPS60197433A (en) | 1984-03-22 | 1984-03-22 | Free wheel hub device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5341284A JPS60197433A (en) | 1984-03-22 | 1984-03-22 | Free wheel hub device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60197433A true JPS60197433A (en) | 1985-10-05 |
| JPH0224686B2 JPH0224686B2 (en) | 1990-05-30 |
Family
ID=12942113
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5341284A Granted JPS60197433A (en) | 1984-03-22 | 1984-03-22 | Free wheel hub device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60197433A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3917754A1 (en) * | 1988-06-01 | 1989-12-07 | Viscodrive Japan | Power transmission device |
| EP2977633A4 (en) * | 2013-03-22 | 2017-01-11 | Toyota Jidosha Kabushiki Kaisha | Engagement device and power transmission device |
-
1984
- 1984-03-22 JP JP5341284A patent/JPS60197433A/en active Granted
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3917754A1 (en) * | 1988-06-01 | 1989-12-07 | Viscodrive Japan | Power transmission device |
| EP2977633A4 (en) * | 2013-03-22 | 2017-01-11 | Toyota Jidosha Kabushiki Kaisha | Engagement device and power transmission device |
| US9816569B2 (en) | 2013-03-22 | 2017-11-14 | Toyota Jidosha Kabushiki Kaisha | Engagement device and power transmission device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0224686B2 (en) | 1990-05-30 |
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