JPS6230942B2 - - Google Patents

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 a high gear and a low gear, and a transfer control device for a two-wheel drive and a four-wheel drive.
The present invention relates to a transfer control device for an automobile equipped with a two-wheel/four-wheel switching sleeve for selecting wheel drive.

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-wheel/4-wheel switching sleeve in a transfer case, and each of these shift forks individually slides. By doing so, the transfer is switched to four stages, for example, 2H, 4H, N, and 4L.

In the conventional control device of this type, as shown in, for example, Japanese Utility Model Application Publication No. 54-31631, one of the shift forks is first selected by the select operation of the control lever, and then the control lever is One of the sleeves is operated via the shift fork selected by the shift operation to switch the transfer to an arbitrary position.

Since an automobile equipped with the above-mentioned transfer gear also has a transmission switching lever in addition to the control lever for this transfer, the operating range of the switching lever and the transfer control lever are different. Although the operating ranges must not overlap, if the transfer control lever requires two operating ranges, select and shift, as described above, it is necessary to The problem is that the space for arranging both levers has to be increased accordingly, which reduces the effective space within the vehicle interior, and furthermore, the operability of the control levers has deteriorated.

Therefore, the inventor of the present application has previously arranged a shift fork for high-low switching and a shift fork for switching between 2 and 4 wheels to be slidable on both sides of the shift head which has been made slidable, while first and second shift forks corresponding to each of these shift forks. A second cam body is swingably supported, and each of the shift forks is provided with an interlocking body that engages with each of the cams, so that sliding of the shift head sequentially moves both of the shift forks via each of the cam bodies. He developed a transfer control device (Japanese Patent Application Laid-open No. 128928/1983) that can switch the transfer to any position simply by operating the control lever in one direction.

However, in general, with this type of transfer device described above, when turning in a four-wheel drive state, there is a difference between the rotational speed of the front wheels and the rotational speed of the rear wheels, Torsional torque may act on the sleeve, causing the sleeve to become locked, but in the developed system, the shift fork is slid through the cam body, so it is difficult to change from, for example, four-wheel high-speed driving to neutral. When you want to switch, if the cam body is even slightly engaged with the interlocking body of the shift fork, the cam body will get caught between the interlocking body and the shift head, causing the shift head to slide, in other words, to control the shift fork. The problem was that the lever was difficult to operate.

Therefore, the inventor of the present application made improvements to the previously developed control device in an attempt to solve the aforementioned problems all at once.

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, an input shaft 2, an idler shaft 20, and an output shaft 3 extending from the transmission are rotatably mounted via bearing members 11, 11, . . . , respectively. I support it.

The input shaft 2 rotatably supports a large-diameter drive gear 21 and a small-diameter drive gear 22 via needle bearings 21a and 22a, and a clutch gear is provided on the opposing faces of these gears 21 and 22, respectively. 23 and 24 are integrally formed, and an input gear 25 that rotates together with the input shaft 2 is provided between the large diameter drive gear 21 and the small diameter drive gear 22.
The input gear 25 is attached by spline fitting, and a high/low switching sleeve 26 having approximately the same thickness as the gear 25 is supported so as to be movable only in the axial direction. By moving the sleeve 26 toward the input gear 25 and the large diameter drive gear 21
By meshing with the clutch gear 23 of the sleeve 26, the large diameter drive gear 21 is interlocked and connected to the input shaft 2 via the input gear 25, and the transfer gear is switched to a high gear.
By moving the sleeve 26 to the left in FIG.
By meshing with the clutch gear 24 of No. 2, the small diameter drive gear 22 is interlocked with the input shaft 2 via the input gear 25 to switch the transfer gear to a low gear, and by meshing only the input gear 25 of the sleeve 26, the transfer I am trying to switch the mode to neutral.

The idler shaft 20 also includes 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 are integrally provided.

The output shaft 3 is divided into a rear shaft 3a connected to a rear propeller shaft (not shown) and a front shaft 3b connected to a front propeller shaft (not shown). It is mounted so as to be relatively rotatable via a needle bearing 30.

A clutch gear 31 is provided around the end of the front shaft 3b on the side of the rear shaft 3a,
Further, the rear shaft 3a includes a reduction driven gear 32 that meshes with the small diameter idler gear 27.
An output gear 33 is integrally provided on the surface of this gear 32 facing opposite to the front shaft 3b, and a 2/4 wheel switching sleeve 34 is supported on this gear 33 so as to be movable only in the axial direction. By moving the sleeve 34 to the left in FIG. 1, the sleeve 34 is engaged with the output gear 33 and the clutch gear 31 of the front shaft 3b, thereby switching the transfer gear to four-wheel drive. 34 to the right in FIG. 1, the sleeve 34 is disengaged from the clutch gear 31 of the front shaft 3b, thereby switching the transfer gear to two-wheel drive.

Further, within the transfer case 1, as shown in FIG. 6, there are three shift fork shafts 4a, 4 extending in the same axial direction as the input shaft 2.
b and 4c are installed in parallel, and a shift head 5 is slidably supported on the central shaft 4b, and this shift head 5 is interlocked and connected to a control lever 10 disposed in the passenger compartment. As shown in FIGS. 2 and 3, the shift fork shaft 4 is installed in the transfer case 1.
A support rod 12 perpendicular to b is installed to freely rotate, and an operating rod 13 that fits into the fitting groove 50 formed in the shift head 5 is attached to the support rod 12, while one end of the support rod 12 is attached to the transfer case. 1, an arm 14 is fixed to the projecting end thereof, and the arm 14 and the control lever 10 are connected by a push-pull cable 15, so that the control lever 10 can be swung in one direction. This allows the head 5 to slide via the push-pull cable 15, arm 14, support rod 12, and operating rod 13.

Further, on both sides of the shift head 5 in the sliding direction, four first to fourth coupling pieces 51, 52, 53, and 54 extending in a direction perpendicular to the sliding direction are integrally provided.

On the other hand, the shift fork shafts 4a, 4b,
4c, the shaft 4a on the right side in FIG. 6 has a high-low switching shift fork 6 that engages with the engagement groove 26a of the high-low switching sleeve 26, and the shaft 4c on the left side in FIG. 2 and 4 that engage with the engagement groove 34a of the switching sleeve 34
The shift fork shaft 4a that supports the shift fork 7 for wheel switching so as to freely slide in the same direction as the sliding direction of the shift head 5, and also supports the shift fork 6 for switching between high and low, includes:
As shown in FIG. 4, detent grooves 41, 42, 43 corresponding to high gear, neutral, and low gear
, and the stopper 60 provided on the shift fork 6 for high-low switching is connected to the detent grooves 41, 42,
43, the shift fork 6 is positioned.

Moreover, both the left and right shift fork shafts 4a,
4c, substantially L-shaped arms 40a, 40, respectively.
An engaging portion 81 that engages with the first engaging piece 51 of the shift head 5 is provided at the free end of the arm 40a on the shaft 4a side that supports the shift fork 6 for high-low switching. The free end of the arm 40c on the shaft 4c side supporting the shift fork 7 for switching between two and four wheels is engaged with the second engagement piece 52 of the shift head 5. A second cam body 9 having an engaging portion 91 is supported to freely swing through support shafts 80 and 90, respectively, and both cam bodies 8 and 9 are always supported through torsion springs 82 and 92. Figure 6 shows energization in the clockwise direction.

Further, the engaging portion 81 of the first cam body 8 and the engaging portion 91 of the second cam body 9 are engaged with interlocking bodies 61 and 71, which will be described later, as shown in FIGS. first cam surfaces 81a, 91a on which the shift forks 6, 7 slide, respectively; and the support shaft 80,
A second cam surface 81 having a circular arc shape with radius center at 90
b, 91b, while the first cam body 8
Then, the first engaging piece 51 is connected to the engaging portion 8 of the cam body 8.
The first holding piece 83 is held by the second cam body 9 and the second engaging piece 52 is held by the engaging portion 91 of the cam body 9. 2 holding pieces 9
3 are each integrally formed. The first shift fork 6 is provided with an interlocking body 61 that engages with the first cam surface 81a of the engaging portion 81 of the first cam body 8, and the second shift fork 7 is provided with the second cam. The first in the engaging portion 91 of the body 9
An interlocking body 71 that engages with the cam surface 91a is provided protrudingly, while a third engaging piece 53 of the shift head 5 is provided so as to be engageable with the end surface of the first shift fork 6.

The present invention, as shown in FIG.
The shift fork 7 for wheel switching is divided into a cylindrical guide portion 7a provided with the interlocking body 71, and a fork portion 7b that engages with the engagement groove 34a of the 2/4 wheel switching sleeve 34. The shaped guide portion 7a is supported by the shaft 4c so as to be slidable in the axial direction, and an insertion hole 72 is formed at one end of the fork portion 7b. It is slidably inserted into and supported.

Further, a stop 73 for receiving the fork portion 7b is provided at the end of the guide portion 7a on the side of the interlocking body 71, and a stop ring 74 fitted on the end of the guide portion 7a on the side opposite to the interlocking body 71 and the fork portion are provided. 7b
A spring 75 is interposed between the fork portion 7b and the guide portion 7a so that the fork portion 7b is driven by the guide portion 7a via the spring 75.

In the embodiment shown in the figure, a cylindrical spacer 76 is loosely inserted into the shaft 4c that supports the shift fork 7 for switching between two and four wheels, and the fourth engagement piece of the shift head 5 is attached to the end of this spacer 76. 54
A flange 77 that engages with the inner surface of the control lever is provided, and a coil spring 78 is interposed between the spacer 76 and the cylindrical guide portion 7a that constitutes the shift fork 7 for switching between two and four wheels. When the shift head 5 slides during the shift operation from 4H to 2H, the spring 78 is pressed through the spacer 76, and the elastic force of the spring 78 causes the second shift fork 7 to slide. I try to move it.

1 to 6 show the control lever 10 shifted to the 2H position as shown by the solid line in FIG.
In this case, the high-low switching sleeve 26 meshes with the clutch gear 23 of the large-diameter drive gear 21 and the input gear 25 via the high-low switching shift fork 6, and the 2-wheel/4-wheel switching sleeve 34 is meshed only with the output gear 33 of the reduction driven gear 32 via the 2/4 wheel switching shift fork, and therefore the power input via the input shaft 2 is transferred to the large diameter drive gear 2.
1. The signal is transmitted to the rear propeller shaft via the small-diameter idler gear 27, reduction driven gear 32, and rear shaft 3a, resulting in high-speed two-wheel running, that is, 2H running.

Next, when the control lever 10 is shifted to the 4H position shown by the imaginary line in FIG.
The first cam body 8 slides one step upward from the position shown in the figure to the state shown in FIG. rotate clockwise,
Further, the third engaging piece 53 contacts the end surface of the high-low switching shift fork 6, while the second cam body 9 is pushed by the second engaging piece 52 and rotates counterclockwise. The first cam surface 91a formed on the engaging portion 91 of the cam body 9 allows the interlocking body 7 to
1, the cylindrical guide portion 7a is slid upward one step, and in conjunction with this, the fork portion 7b is also slid upward via the puller 75.

Then, due to the sliding of the fork part, the 2 and 4
The wheel switching sleeve 34 moves leftward in FIG. 1 and meshes with the output gear 33 of the reduction driven gear 32 and the clutch gear 31 of the front shaft 3b, thereby connecting the front shaft 3b 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, and the reduction driven gear 3.
2. The signal is transmitted to the rear propeller shaft and the front propeller shaft via the rear shaft 3a and front shaft 3b, resulting in high-speed four-wheel running, that is, 4H running.

Subsequently, when the control lever 10 is shifted to the N position shown by the imaginary line in FIG.
The shift head 5 slides one step upward from the position shown in the figure and is located in the state shown in FIG. The engaging portion 81 of the cam body 8 enters between the first engaging piece 51 and the interlocking body 61 provided on the shift fork 6 for high-low switching, while the high-low switching The switching shift fork 6 slides upward by one step pushed by the third engagement piece 53, and accordingly, the high-low switching sleeve 26 moves to the left in FIG. mesh.

On the other hand, the second cam body 9 is connected to the second engagement piece 5.
2 and rotates further counterclockwise, the interlocking body 71 of the shift fork 7 for switching between two and four wheels
When the engagement relationship between the engagement portion 91 of the second cam body 9 and the first cam surface 91a is completely released,
Since the second cam surface 91b of the engaging portion 91 has an arc shape with the support shaft 90 as the radial center, the second shift fork 7 does not move any further.

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.

Then, as described above, the control lever 10 is
When shifting from 4H to N position, 2.
The four-wheel switching sleeve 34 becomes locked due to, for example, a difference in rotation between the front wheels and the rear wheels.
The interlocking body 71 of the shift fork 7 for four-wheel switching and the second
A case will be described in which the engagement of the cam body 9 with the first cam surface 91a is not completely released.

That is, when the shift head 5 slides due to the shift operation of the control lever 10 to the N position,
Conventionally, since the shift fork for switching between two and four wheels is in a locked state, the second cam body that engages with the interlocking body of the shift fork cannot also rotate, and the second cam body of the shift fork and the second cam body of the shift head are unable to rotate. According to the present invention, the fork portion 7b is jammed between the fork portion 7b and the engagement piece, thereby making it impossible for the shift head to slide, or in other words, to shift the control lever to the N position.・Even if it is locked together with the four-wheel switching sleeve 34, the interlocking body 31
Since the cylindrical guide portion 7a provided with the cylindrical guide portion 7a is movable relative to the fork portion 7b, the cylindrical guide portion 7a is pushed by the second cam body 9 and the spring 75 is moved as shown in FIG. The interlocking body 7 provided on the cylindrical guide portion 7a slides while being compressed.
1 and the second cam body 9 is immediately released, so that the sliding movement of the shift head 5, in other words, the shifting operation of the control lever 10 to the N position is not hindered in any way.

Next, 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. As the shift head 5 slides upward, the first cam body 8 further rotates clockwise as described above, while the high/low switching shift fork 6 Third engagement piece 53
This upward sliding of the shift fork 6 causes the high-low switching sleeve 26 to further move to the left in FIG. The input gear 25 meshes with 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, the reduction driven gear 32, the rear shaft 3a, and the front shaft 3b.
The power is then transmitted to the rear propeller shaft and front propeller shaft, resulting in low-speed four-wheel driving, or 4L driving.

Next, in order to switch from the 4L running to neutral, the control lever 10 should be shifted to the N position, and by shifting the control lever 10 to the N position, the shift head 5 is moved one step from the position shown in FIG. 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 first cam body 8 rotates in the clockwise direction. The first cam surface 81a of the first cam surface 81a of the first cam surface 81a of the second engaging portion 81 slides the high roll switching shift fork 6 one step downward via the interlocking body 61. As a result, the high-low switching sleeve 26 moves to the right in FIG. 1, meshes only with the input gear 25, and becomes neutral as described above.

The same applies when switching from neutral to 4H driving, and 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 one cam body 8 is further pushed by the first engaging piece 51 and rotates counterclockwise, and the first cam surface 81a of the engaging part 81 moves the shift fork 6 for high/low switching to the interlocking body 6.
1, and then the first cam surface 8 at the engaging portion 81 of the first cam body 8
The engagement relationship between 1a and the interlocking body 61 is released.

As the high-low switching shift fork 6 slides downward, the high-low switching sleeve 26 further moves to the right in FIG. As it turned out, it was a 4H run.

Next, a case will be described in which the 4H running is switched to the 2H running with no torsional torque acting on the 2/4 wheel switching sleeve 34.

That is, by shifting the control lever 10 from the 4H position to the 2H position,
The shift head 5 and the fourth shift head 5
The spacer 76 engaged with the engagement piece 54 slides one step downward from the position shown in FIG.
At the same time that the engaging piece 52 enters between the interlocking body 71 of the shift fork 7 for switching between two and four wheels, the second shift fork 7 is moved by the elastic force of the coil spring 78 that is pressed through the spacer 76.
The cylindrical guide portion 7a and the fork portion 7b engaged with the abutment 73 of the guide portion 7a slide downward one step.

As the fork portion 7b slides downward, the two-wheel/four-wheel switching sleeve 34 moves rightward in FIG.
While the first cam body 8 is pushed by the first engagement piece 51 and rotates counterclockwise, the first cam surface of the engagement portion 81 of the cam body 8 81a and the interlocking body 61 of the first shift fork 6 has been released, and the second cam surface 8 of the engaging portion 81 has been released.
1b has an arc shape with the support shaft 80 as its radius center, the high/low switching shift fork 6 does not move, and therefore, as described above, the high/low switching shift fork 6 does not move.
It will be a 2H run.

On the other hand, when the torsional torque acts on the 2/4 wheel switching sleeve 34 and the sleeve 34 is in the locked state, the control lever 10 is moved 4H.
The case where switching from running to 2H running will be explained.

That is, as the control lever 10 is shifted to the 2H position, the shift head 5 and spacer 76 slide one step downward from the position shown in FIG.
is in the locked state, the fork portion 7b of the shift fork 7 for switching between two and four wheels is engaged with the fork portion 7b via the fork portion 73 on which the sleeve 34 is applied, and the cylindrical guide portion 7a is in the tenth position. As shown in the figure, it remains in the same position as in the 4H shift state, thereby compressing the coil spring 78.

Then, when the vehicle shifts to straight running and torsional torque no longer acts on the two-wheel/four-wheel switching sleeve 34, the cylindrical guide portion 7a and the fork portion 7b
is immediately slid one step downward from the position shown in FIG. 10 due to the compression reaction force of the coil spring 78, and automatically switches to 2H running.

In addition, the engaging portions 81 in each of the cam bodies 8 and 9,
From the stage when the first cam surfaces 81a, 91a of the shift forks 6, 7 are disengaged from the interlocking bodies 61, 71 of the shift forks 6, 7, the cam bodies 8, 9 are towed by sliding of the shift head 5. When the first cam body 8 attempts to rotate clockwise via the springs 82 and 92, in other words, when the first cam body 8 switches from 2H travel to 4H travel, and when the second cam body 9 attempts to rotate clockwise, the second cam body 9 When switching from 4L running to neutral, the transmission torque from each sleeve 26, 34 acts on each shift fork 6, 7, so that each shift fork 6, 7 is independent of the sliding movement of the shift head 5. When the interlocking bodies 61, 71 of the respective shift forks 6, 7 are brought into pressure contact with the respective cam bodies 8, 9, the respective cam bodies 8, 9
The engaging portions 81, 91 of the cam bodies 8, 9 are engaged between the support shafts 80, 90 of the cam bodies 8, 9 and the interlocking bodies 61, 71, so that the torsion springs 82 of the cam bodies 8, 9 , 92 may be prevented from rotating in the clockwise direction, but even in this case, the holding pieces 8 integrally formed on each of the cam bodies 8, 9
3 and 93 are forcibly pressed by the first engagement piece 51 or the second engagement piece 52, the cam bodies 8 and 9 will not hold the holding pieces 83 and 93 even in the above state. It rotates smoothly through the

As explained above, according to the transfer control device according to the present invention, for example, when switching from four-wheel drive to neutral, the second cam body is connected to the interlocking body of the shift fork for switching between two and four wheels. Even if the front 2 and 4 wheel switching sleeves became locked while they were engaged, the control lever did not become inoperable and could be smoothly switched to neutral. .

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional side view of a control device according to the present invention, FIG. 2 is a partially omitted horizontal sectional view of the control device, FIG. 3 is a sectional view taken along the line of FIG. Figure 2 is a schematic cross-sectional view along lines, Figure 5 is a schematic cross-sectional view along lines shown in Figure 2, and Figures 6 to 1 are schematic cross-sectional views along lines.
Figure 0 is a sectional view of the main part, Figure 6 shows the 2H shift state, Figure 7 shows the 4H shift state, Figure 8 shows the neutral shift state, Figure 9 shows the 4L shift state, and Figure 10 shows the 4L shift state. The figure shows the control lever being moved from 4H to 2H with the 2/4 wheel switching sleeve in the locked state.
Indicates a state shifted to . Also, Fig. 11 is a sectional view corresponding to Fig. 5 when the control lever is shifted from 4H to N, Fig. 12 is an explanatory diagram of the operation of the first cam body, and Fig. 13 is an explanatory diagram of the operation of the second cam body. It is. 10...control lever, 73...hit, 5...
Shift head, 75... Spring, 6... Shift fork for high/low switching, 7... Shift fork for 2/4 wheel switching, 7a... Cylindrical guide part, 7b... Fork part, 71... Interlocking body.

Claims (1)

[Claims] 1. A shift fork for high-low switching and a shift fork for switching between 2 and 4 wheels are slidably supported on both sides of a shift head which is made slidable, and first and second cam bodies corresponding to each of these shift forks are supported. An interlocking body is provided on each of the shift forks that is swingably supported and engages with each of the cams, and the shift fork for 2/4 wheel switching and the shift fork for high/low switching are connected by sliding of the shift head. The transfer fork is operated in sequence, and the shift fork for switching between two and four wheels is divided into a cylindrical guide portion having the interlocking body and a fork portion, and the fork portion is connected to the guide portion. The fork part is slidably supported, and the guide part is provided with a stop, and a spring is interposed between the guide part and the fork part, and the fork part is driven by the guide part via the spring. A transfer control device for an automobile, characterized by: