JPS6313059Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a front wheel drive device for a vehicle for use in agriculture or civil engineering, such as a wheeled tractor.

In the case of a wheel-type tractor, the height of the axle case may be required to be large or small depending on the working conditions.

For example, in orchards, it is necessary to lower the vehicle height to avoid interference with crops, branches, etc., and when managing fields, rice paddies, etc., it is often necessary to work while straddling ridges. For this reason, a vehicle with a high axle case is required.

Therefore, although dedicated vehicles have been proposed for each type, this would increase costs, burden the user with excessive expenses, and be inconvenient in terms of vehicle management. On the other hand, for manufacturers, it is not desirable to produce a special vehicle that meets the above-mentioned working conditions because the production cost is high.

In view of these circumstances, the present invention aims to provide a front wheel drive device for a vehicle that takes advantage of the advantages of front wheel drive while also being able to lower the vehicle height and increase the front vehicle height. A final reduction case 15 is rotatably supported on the front axle case 8 side in which the differential output shaft 9 is inserted and supported, and the final reduction case 15 is rotatably supported around the axis of a longitudinal king pin 16.
A front wheel hub shaft 14 whose axis is transversely interlocked with the differential output shaft 9 is provided, and a reduction mechanism 17 that interlocks and connects the differential output shaft 9 and the front wheel hub shaft 14 is built into the final reduction case 15 and is provided with a On the other hand, in the case where the intermediate transmission case 39 having the intermediate transmission shaft 47 at an eccentric position in the height direction is installed between the shaft end attachment part 13 of the front axle case 8 and the inner attachment part 56 on the reduction case 15 side. The intermediate transmission case 39 is removably attached to the shaft end attachment portion 13 and the inner attachment portion 56, and the surfaces to which they are attached are parallel to each other, so that the positions of the king pin 16 and the front wheel 4 cannot be changed. In addition, while the posture of the king pin 16 remains unchanged, the intermediate transmission shaft 47 can be freely changed in position above and below the axis of the differential output shaft 9, so that the differential output shaft 9 and the speed reduction mechanism 17 can be freely moved.
It is characterized by interlocking and connecting.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a two-axle, four-wheel tractor as an example of a vehicle 1. An engine 2 is mounted near the front, and a transmission case 3 is connected to the engine 2 to form a vehicle body. .

The left and right pair of front wheels 4 and rear wheels 5 are both drive wheels, and the front wheels 4 are formed by interlocking a power take-off device 6 attached to the lower part of the transmission case 3 and a front wheel differential device with a propulsion shaft device 7. The rear wheels 5 are interlocked via a transmission, a differential device, etc. provided in the transmission case 3.

That is, the front wheels 4, which also serve as steering wheels, are interlocked in synchronization with the rear wheels 5.

Note that the rear wheels 5 may not be drive wheels.

Referring to FIGS. 2 and 3, a first embodiment of the present invention is illustrated.

Note that although the diagram shows the drive device for one front wheel 4, the drive device for the other front wheel 4 is also the same.

In FIGS. 2 and 3, the front axle case 8 is suspended on the vehicle body side by a center pin device (not shown) at the midpoint of its axle length, and a front wheel differential device is provided in the case. A differential output shaft 9 is inserted above and supported by a bearing 10 and the like.

A shaft end mounting portion 13 consisting of a flange 11 and a hub portion 12 is formed at the shaft end of the front axle case 8 .

A final reduction case 15 having a front wheel hub shaft 14 extending laterally is rotatably supported around a longitudinal king pin 16, and a reduction gear mechanism 17 interlockingly connects the differential output shaft 9 and the front wheel hub shaft 14. is built into the deceleration case 15.

In this embodiment, bevel pinions 18 and 19 are fitted and fixed to the middle and lower parts of the shaft length of the king pin 16, respectively, and the reduction bevel gear 20 fitted and fixed to the hub shaft 14 is engaged with the lower bevel pinion 19, and the reduction mechanism 17 is configured.

Note that a tire 22 is attached to the front wheel hub axle 14 via a disk 21.

The king pin 16 is inserted and supported in the longitudinal direction of the axis of a pinion case 26 having upper and lower cylinder parts 23 and 24 and an opening 25 inside, through thrust bearings 27 and 28 fitted into the cylinder parts 23 and 24, respectively. It is fixed in the axial direction and rotatable around the axis.

The reduction case 15 is made up of a first case 29 and a second case 30 that are removably attached to each other with a plurality of bolts 31.
3 and 34 to support the king pin 16.Furthermore, a cover body 35 is attached to the upper cylinder portion 23 of the pinion case 26 via bolts 36, and an arm 38 is attached to the shaft cylinder 37 of the cover body 35. The first case 29 is relatively rotatable.

That is, the shaft cylinder 37 is located on the axial extension of the king pin 16, and the deceleration case 15 is rotatable here around the axis of the king pin 16 while the front wheels are aligned.
Therefore, by applying a steering force to the deceleration case 15, the front wheels 4 can be steered.

The intermediate transmission case 39 includes a first case 41 having an attached part 40 and a second case 4 having an attached part 42, which are eccentric in the height direction inside and outside.
3 in a so-called middle configuration to form a plurality of bolts 44.
Inside the intermediate transmission case 39 is a shaft joint 45 whose axis coincides with the shaft end of the differential output shaft 9.
a first intermediate transmission shaft 46 attached via;
A second intermediate transmission shaft 47 provided at a position eccentric in the height direction with respect to the axis of the differential output shaft 9 is rotatably supported via bearings 48, 49, and 50, respectively, and the first intermediate transmission shaft Shaft 46 and second intermediate transmission shaft 4
Spur gears 51 and 52 are fitted onto each of the gears 7 through a spline, and the spur gears 51 and 52 engage with each other.
A bevel pinion 55 is fitted and fixed to one end of the second intermediate transmission shaft 47 via a spline, an end plate 53, and a bolt 54 so as to mesh with the upper bevel pinion 18 on the king pin 16.

In the intermediate transmission case 39, the mounting surfaces of the two mounted parts 40 and 42 are parallel to each other and have the same shape, and the distance from each axis of the intermediate transmission shafts 46 and 47 to the upper and lower ends of the intermediate transmission case 39 is The respective distances are formed to be approximately equal.

That is, in the embodiment shown in FIG. 2 and FIG.
By attaching and fixing the attached parts 40 and 42 reversibly left and right and removably through a plurality of bolts 57 and 58, respectively, the ground height shown by reference numeral H in FIG. 2 and the reference numeral H' in FIG. The height above the ground can be changed freely.

Then, when changing the above ground height, king pin 1
6 and the front wheel 4 remain unchanged, and the attitude of the king pin 16 also remains unchanged.

The attached part 40 consists of a concave circumferential groove 40A and a flange 40B, and the other attached part 42 consists of a concave circumferential groove 42A and a flange 42B, and the concave circumferential groove 4
The depth and diameter of the grooves 0A and 42A are both shaped to allow the bevel pinion 55 to be inserted and removed.

Therefore, when the intermediate transmission shaft 47 is supported by the bearings 49 and 50, since the axial length of the fitting hole of the bearing 50 is insufficient, in this embodiment, as shown in detail in FIG. It is possible to fit into the inner holes A and B of 42, and also fit into any of the concave circumferential grooves 40A and 42.
A connecting cylinder 59 that can be fitted into the grooves 40A and 42A is detachably attached to the connecting cylinder 59. The connecting cylinder 59 has an inward flange 60 at one end and an outward flange 60 at the other end of the cylindrical part 61 that can fit into the concave circumferential grooves 40A and 42A. 62 was formed.

In the embodiment shown in FIGS. 2, 3, and 4, the inner and outer mounting parts 40, 42 of the intermediate transmission case 39 are attached to the shaft end mounting part 13 of the front axle case 8 and the mounting part 56 on the reduction case 15 side. By attaching it reversibly, it is possible to change the heights above the ground H and H', but in the embodiment shown in FIGS. As shown in FIGS. 5 and 6, the heights above the ground H and H' can be changed by rotating about 180 degrees.

That is, in the second embodiment, the shaft end attachment portion 13 of the front axle case 8 and the inner attachment portion 5 on the reduction case 15 side
6, remove the intermediate transmission case 39 interposed between the differential output shaft 9 and the intermediate transmission case 39 with the concave circumferential groove 40A of the attached part 40 fitted to the hub part 12 of the shaft end attachment part 13. The mounted parts 40 and 42 are then fixed to the corresponding mounting parts 13 and 56 with bolts 57 and 58.

At this time, as in the first embodiment, the intermediate transmission case 3
9 transmission shafts 46, 47, bearings 48, 49, 50,
There is no need to change the insertion/extraction of the spur gears 51, 52, etc., and it is sufficient to rotate the intermediate transmission case 39 by 180 degrees, then attach the axle case 8 side first, and then attach the front wheel 4 side.

That is, in the first embodiment, after removing the intermediate transmission case 39, the intermediate transmission shaft 47 and the like are disassembled and reassembled to form a unit, which is laterally reversed.

In either embodiment, the intermediate transmission shaft 47 is movable above and below the axis of the differential output shaft 9, and interlocks the differential output shaft 9 and the speed reduction mechanism 17.

According to the present invention, the intermediate transmission case, which has the intermediate transmission shaft at a position eccentric in the height direction with respect to the axis of the differential output shaft, connects the shaft end attachment part of the front axle case and the inner attachment part on the reduction case side. The intermediate transmission shaft is removably installed between the front wheels and the position of the king pin and the front wheel, and the position of the king pin remains the same. Since the differential output shaft and the reduction mechanism are interlocked so that the position can be changed by rotation, the height above the ground of the front axle case can be changed to a larger or smaller height. However, it has the advantage of being able to drive the front wheels.

Since the height of the front axle case of a single vehicle can be changed, this can significantly reduce costs, contributing to the spread of vehicles such as agricultural tractors, and further promoting the mechanization of agricultural work. It is very profitable to do so.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention. Fig. 1 is an overall external view of a tractor as an example of a vehicle, Figs. 2 to 4 show a first embodiment of the invention, and Fig. 2 shows a tractor with a large ground height. Figure 3 is a sectional view of the main parts when the ground clearance is lowered (lower vehicle height), Figure 4 is an enlarged partial sectional view of Figures 2 and 3, and Figures 5 to 6
The figures show a second embodiment of the present invention, and FIG. 5 is a sectional view when the height above the ground is increased, and FIG. 6 is a sectional view when the height above the ground is reduced (lower vehicle height). 8...Front axle case, 9...Differential output shaft, 13
...Shaft end attachment part, 14...Front wheel hub axle, 15...
...Deceleration case, 16...King pin, 17...Deceleration mechanism, 39...Intermediate transmission case, 46, 47...
...Intermediate transmission shaft, 51, 52...Spur gear.

Claims (1)

[Scope of claim for utility model registration] Front axle case 8 in which the differential output shaft 9 is inserted and supported
On the side, the final reduction case 15 is attached to the vertical king pin 1.
The final reduction case 15 is provided with a front wheel hub shaft 14 extending laterally to the shaft center and interlocking with the front wheels 4. The differential output shaft 9 and the front wheel hub shaft 1
4 is built into the final reduction case 15, and an intermediate transmission case 39 having an intermediate transmission shaft 47 at a position eccentric in the height direction with respect to the axis of the differential output shaft 9 is connected to the front axle. The intermediate transmission case 39 is attached between the shaft end attachment portion 13 of the case 8 and the inner attachment portion 56 on the reduction case 15 side, and the intermediate transmission case 39 is detachably fixed to the shaft end attachment portion 13 and the inner attachment portion 56, respectively. The intermediate transmission shaft 47 is mounted above and below the axis of the differential output shaft 9, with the positions of the king pin 16 and the front wheel 4 unchanged, and the posture of the king pin 16 unchanged. A differential output shaft 9 and a speed reduction mechanism 17 are provided, which can be freely changed in position.
A front wheel drive device for a vehicle, characterized in that the front wheel drive device is interlocked and connected.