JPS6313937Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a transfer device used in a vehicle such as an automobile, and in particular, an input shaft and a first output shaft of the transfer device are disposed coaxially, and a second output shaft is arranged coaxially with the first output shaft. a switching device arranged offset from both the shafts and capable of rotating both the output shafts at high speed or low speed; and a center differential that distributes output torque to the two output shafts at a predetermined ratio. The present invention relates to a transfer device for constant four-wheel drive, which includes a center differential gear device and a switching device that can switch the center differential device between a free state in which differential is possible and a lock state in which differential is not possible.

As one of the above types of transfer devices, the applicant has proposed Japanese Patent Application No. 53-85467 (Patent Application Publication No.
-11961) provided a transfer device that is smaller, lighter, and easier to operate than conventional transfer devices, but the transfer device has unnecessary shift positions and there is room for improvement in operability. Ta.

This invention was made with attention to this point,
The purpose is to provide a transfer device that is small, lightweight, and extremely easy to operate, as well as the transfer device disclosed in Japanese Patent Application No. 53-85467.

An embodiment of the present invention will be described below based on the drawings. FIG. 1 is a diagram of a vehicle transfer device 100 according to the present invention in a neutral state, in which the input shaft 10 is spline-coupled to the output shaft 210 of the transmission via a sleeve 220, and a bearing B ₁
It is rotatably supported by. This input shaft 1
0 is integrally provided with a low speed counter drive gear 11, and this low speed counter drive gear 11 is always in mesh with a large diameter counter gear 21 that is provided integrally with the counter shaft 20. The countershaft 20 is arranged parallel to the input shaft 10 and is rotatably supported by both bearings B ₂ and B ₃ .

The intermediate shaft 30 is disposed coaxially with the input shaft 10, and a bearing is attached to the right end of the input shaft 10 at the left end in the figure.
They are connected via B ₄ so as to be relatively rotatable, and the right end portion is splined to the trunnion shaft 41 of the center differential device 40 so as to be capable of transmitting power. Center differential device 40
The torque transmitted to the trunnion shaft 41 is distributed to a pair of opposing side gears 43 and 44 via both pinion gears 42 and 42, and both side gears 43 and 44 are rotatable by both bearings _B5 and _B6 . It is pivoted on. Right side gear 43
is coaxially and relatively rotatably connected to the right end of the intermediate shaft 30 via a bearing B ₇ , and its right shaft portion serves as a rear wheel drive output shaft (hereinafter referred to as the first output shaft) 50. ing. On the other hand, the left side gear 44 is rotatably assembled on the intermediate shaft 30, and a high-speed counter drive gear 60 is spline-coupled to the outer periphery of its left end so as to be capable of transmitting power. The high-speed counter drive gear 60 constantly meshes with a small diameter counter gear 22 rotatably assembled to the counter shaft 20.
2 is always in mesh with an output gear 71 having the same number of teeth as the high-speed counter drive gear 60. The output gear 71 is integrally provided with a front wheel drive output shaft (hereinafter referred to as a second output shaft) 70 that is rotatably supported by both bearings B ₈ and B ₉ .

The first switching device 80 includes a spline 81 provided on the low speed counter drive gear 11, a hub spline 82 provided on the intermediate shaft 30, a spline 83 provided on the high speed counter drive gear 60, and these splines 81, 82, 83. It is provided with a sleeve 84 which is splined to the top so as to be slidable in the axial direction. The sleeve 84 is pushed in the axial direction by one shift fork (not shown) that is moved by a transfer lever (not shown) that is operated along the shift pattern shown in FIG. position), it separates from the spline 81 and engages both splines 82 and 83 to connect the intermediate shaft 30 and the high-speed counter drive gear 60, and also connects the intermediate shaft 30, the high-speed counter drive gear 60, and the input shaft. 10, and when moving to the H position shown in the figure (the position indicated by the dashed line), the splines 81, 82, 83
DH to connect the input shaft 10, intermediate shaft 30, and high-speed counter drive gear 60.
When moving to the position (the position indicated by the two-dot chain line), it separates from the spline 83 and engages with both splines 81 and 82 to connect the input shaft 10 and the intermediate shaft 30, and also connects both shafts 10 and 30 with the high-speed counter drive gear. Cut off the connection with 60.

The second switching device 90 includes a hub spline 91 provided on the countershaft 20, a spline 92 provided on the small-diameter counter gear 22, and a sleeve 93 spline-coupled onto these splines 91 and 92 so as to be slidable in the axial direction. ing. The sleeve 93 is pushed in the axial direction by the other shift fork (not shown) that is moved by the transfer lever described above, and at the N position (solid line position) shown in the drawing, it is moved away from the spline 92 and moved toward the count shaft. 20 and the small diameter counter gear 22, and when moving to the illustrated L position (the position indicated by the broken line), it engages with both splines 91 and 92 to connect the counter shaft 20 and the small diameter counter gear 22.

In this embodiment configured as described above, when the transfer lever of the transfer device 100 is in the neutral position N, both switching devices 8
The sleeves 84 and 93 of 0 and 90 are in the N position shown in FIG. The connection with the counter gear 22 is disconnected. Therefore, even if the input shaft 10 rotates, its rotational force is only transmitted from the low-speed counter drive gear 11 to the large-diameter counter gear 21 and the counter shaft 20, and both output shafts 50 and 70 are not rotationally driven. That is, in this state, the power transmitted to the wheels in the transfer device 100 can be cut off.

When the transfer lever is operated from the neutral position N to the high-speed direct-coupling four-wheel drive position H, the sleeve 84 is pushed from the N position to the H position, while the sleeve 93 is held at the N position. The input shaft 10, the intermediate shaft 30, and the high-speed counter drive gear 60 are connected to each other. Therefore, the center differential device 40 is in a locked state where it cannot be differentially operated, that is, its torque distribution function is disabled, and the rotational force of the input shaft 10 is transferred to the intermediate shaft 20 and the high-speed counter drive gear 60. is transmitted from the intermediate shaft 30 and high-speed counter drive gear 60 to the first output shaft 50 via the center differential device 40,
It is transmitted from the high speed counter drive gear 60 to the second output shaft 70 via the small diameter counter gear 22 and the output gear 71. As a result, both output shafts 50, 70
is rotated at the same rotation speed as the input shaft 10. That is, in this state, the center differential device 40 does not operate differentially, and both output shafts 50 and 70 are connected to the center differential device 4.
It is directly rotationally driven without going through the 0 function, and can run at relatively high speeds on extremely slippery roads.

Furthermore, when the transfer lever is operated from the high-speed direct 4-wheel drive position H to the high-speed differential 4-wheel drive position DH, the sleeve 84 moves from the H position shown to the DH position shown while the sleeve 93 is held at the N position shown. The high speed counter drive gear 60 is pushed to disconnect the shafts 10, 30 and the high speed counter drive gear 60. Therefore, the center differential device 40 is in a free state where it can be differentially operated, that is, its torque distribution function is enabled, and the rotational force of the input shaft 10 is transmitted to the intermediate shaft 30 and the center differential device. 4
0 trunnion shaft 41, both pinion gears 42, 4
2, the rotational force transmitted to the right side gear 43 is directly transmitted to the first output shaft 50, while the rotational force transmitted to the left side gear 44 is transmitted to the high speed counter. It is transmitted to the second output shaft 70 via the drive gear 60, the small diameter counter gear 22, and the output gear 71. In other words, in this state, the center differential device 40 can be differentially operated, and can be used under most driving conditions, regardless of whether the vehicle is on a paved road or an uneven road surface.

Furthermore, when the transfer lever is operated from the neutral position N to the low-speed direct-coupling four-wheel drive position L, with the sleeve 84 held at the N position shown in the figure,
The sleeve 93 is pushed from the illustrated N position to the illustrated L position to connect the countershaft 20 and the small diameter counter gear 22. At this time, the sleeve 84 is in the N position shown in the figure, and the intermediate shaft 30 and the high-speed counter drive gear 60 are connected, so the center differential device 40 is in a locked state in which it cannot be differentially moved. There is. For this reason,
The rotational force of the input shaft 10 is transmitted to the small diameter counter gear 22 via the low speed counter drive gear 11, the large diameter counter gear 21, and the counter shaft 20, and from this small diameter counter gear 22 to the high speed counter drive gear 60 and the center differential. It is transmitted to the first output shaft 50 via the allencial device 40, while it is transmitted from the small diameter counter gear 22 to the second output shaft 70 via the output gear 71. As a result, both output shafts 50, 70 are connected to each gear 11, 21, 22, 6.
They are rotated at the same rotational speed reduced by 0.71. That is, in this state,
The center differential device 40 does not operate differentially, and both output shafts 50 and 70 are directly driven to rotate at low speed without going through the function of the center differential device 40, so that it can be used on rough terrain such as rough ground, sandy ground, steep slopes, etc. can run accurately.

3 and 4 show a modification of the present invention, in which the transfer lever is operated in accordance with the shift pattern shown in FIG. In addition, the sleeve 93 of the second switching device 90
are transfer lever neutral position N, high-speed direct-coupled 4-wheel drive position H, and high-speed differential 4-wheel drive position
In DH, the N position shown in Figure 3 (solid line position)
The transfer lever is held at the low-speed direct-coupling four-wheel drive position L at the L position shown in FIG. 3 (the position indicated by the broken line). The rest of the structure is the same as that of the above embodiment, and the operation is substantially the same as that of the above embodiment.

In the above embodiment, the center differential device is a center differential in which the trunnion shaft 41 is the carrier, the left side gear 44 is one output element, and the right side gear 43 is the other output element. Although an example in which the allencial device 40 is employed has been described, various types of center differential devices, such as one consisting of a single planetary gear unit, can be adopted as the center differential device.

In summary, in the present invention, as exemplified in the above embodiment, the vehicle transfer device 1
00, an input shaft 10 connected to an output shaft 210 of a transmission, and a first shaft integrally provided on this input shaft 10.
The counter drive gear 11 is disposed coaxially with the input shaft 10, and is connected to the input shaft 10 at one end so as to be relatively rotatable, and at the other end is connected to the carrier (trunnion shaft 41) of the center differential device 40. An intermediate shaft 30, a second counter drive gear 60 rotatably assembled on the intermediate shaft 30 and connected to one output element (side gear 44) of the center differential device 40, and a second counter drive gear 60 coaxial with the intermediate shaft 30. The other output element (side gear 43) of the center differential device 40 is arranged at one end.
The first output shaft 50 is connected to the intermediate shaft 3 at the first position (neutral position N) of the transfer lever.
0 and the second counter drive gear 60, and disconnect the intermediate shaft 30 and the second counter drive gear 60 from the input shaft 10 at the transfer lever position 2 (high-speed direct connection four-wheel drive position H). The input shaft 10, the intermediate shaft 30, and the second counter drive gear 60 are connected, and the input shaft 10 and the intermediate shaft 30 are connected at the third position of the transfer lever (high-speed differential four-wheel drive position DH). Shafts 10, 30 and second counter drive gear 60
A countershaft 20 that integrally includes a first switching device 80 that disconnects from the countershaft 20 and a first counter gear 21 that constantly meshes with the first counter drive gear 11.
and a second counter gear 22 that is rotatably assembled on the counter shaft 20 and always meshes with the second counter drive gear 60, and a second counter gear 22 that is rotatably assembled on the counter shaft 20 and always meshes with the second counter drive gear 60;
A second switching device 9 that disconnects the counter gear 22 and the counter shaft 20 and connects the second counter gear 22 and the counter shaft 20 at the 4th position of the transfer lever (low-speed direct connection 4-wheel drive position L).
0 and a second output shaft 70 that integrally has an output gear 71 that is always engaged with the second counter gear 22, the transfer device is as small and lightweight as the transfer device according to Japanese Patent Application No. 53-85467. Of course, the shift pattern of the transfer lever can be made into a simple shift pattern without unnecessary shift positions (see FIGS. 2 and 4), and the transfer device 100 can be
The operability can be made extremely good.

In addition, in the transfer device 100 according to the present invention, the center differential device 40 is removed from the device 100 and the intermediate shaft 30 is used as the first output shaft, thereby achieving the transfer device 100 that was previously proposed by the applicant. -7542 (Refer to Utility Model Application Publication No. 57-121448)
This makes it possible to create a new and useful transfer device, which allows parts to be shared, which is extremely useful in practice.

Further, in the transfer device 100 according to the present invention, when the input shaft 10 rotates in the first position (neutral position) of the transfer lever, the first counter drive gear 11 and the first counter gear 21 rotate and the first counter gear 2
The countershaft 20 integrated with the first
The inertial mass on the counter gear 21 side is increased by the counter shaft 20, and the effect of suppressing the meshing noise generated between the two gears 11 and 21 can be expected.

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram of a transfer device in a neutral state showing an embodiment of the present invention;
Fig. 2 is a shift pattern diagram of the transfer lever for operating the device shown in Fig. 1, Fig. 3 is a partial skeleton diagram of the transfer device showing a modification of the present invention, and Fig. 4 is the diagram shown in Fig. 3. FIG. 3 is a shift pattern diagram of a transfer lever for operating the device shown in FIG. Explanation of symbols, 10...Input shaft, 11...Low speed (first) counter drive gear, 20...Counter shaft, 21...Large diameter (first) counter gear, 22...Small diameter (second) counter Gear, 30...
... Intermediate shaft, 40 ... Center differential device, 50 ... First output shaft, 60 ... High speed (second) counter drive gear, 70 ... Second output shaft, 71 ... Output gear, 80 ...first switching device,
90...second switching device, 100...vehicle transfer device.

Claims (1)

[Scope of utility model registration request] an input shaft connected to the output shaft of the transmission, a first counter drive gear integrally provided on the input shaft, and a first counter drive gear disposed coaxially with the input shaft and rotatable relative to the input shaft at one end. an intermediate shaft connected to the carrier of the center differential device at the other end; and a second counter rotatably assembled on the intermediate shaft and connected to one output element of the center differential device. a drive gear; a first output shaft disposed coaxially with the intermediate shaft and connected at one end to the other output element of the center differential device; At the same time, the intermediate shaft, the second counter drive gear, and the input shaft are connected to each other, and the input shaft, the intermediate shaft, and the second counter are connected to each other at two positions of the transfer lever. a first switching device that connects the input shaft and the intermediate shaft at three positions of the transfer lever and disconnects both shafts from the second counter drive gear; a countershaft that integrally includes a first counter gear that always meshes with the first counter drive gear; a second counter gear that is rotatably assembled on the counter shaft and always meshes with the second counter drive gear;
1, 2 and 3 positions of the transfer lever
a second switching device that disconnects the second counter gear and the counter shaft at a position of the transfer lever and connects the second counter gear and the counter shaft at a fourth position of the transfer lever;
A vehicular transfer device comprising: a second output shaft integrally having an output gear that constantly meshes with a counter gear.