JPS636523Y2 - - Google Patents
Info
- Publication number
- JPS636523Y2 JPS636523Y2 JP15192980U JP15192980U JPS636523Y2 JP S636523 Y2 JPS636523 Y2 JP S636523Y2 JP 15192980 U JP15192980 U JP 15192980U JP 15192980 U JP15192980 U JP 15192980U JP S636523 Y2 JPS636523 Y2 JP S636523Y2
- Authority
- JP
- Japan
- Prior art keywords
- gear
- output shaft
- speed change
- disposed
- change gear
- 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.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 5
- 240000005002 Erythronium dens canis Species 0.000 description 7
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000002994 raw material Substances 0.000 description 1
Description
【考案の詳細な説明】
本考案は通常走行時はフロントエンジン−リヤ
ドライブ（FR）で、四輪駆動または六輪駆動が
可能な自動車に適した動力分配機に関する。[Detailed Description of the Invention] The present invention relates to a power distribution device suitable for a front engine-rear drive (FR) automobile capable of four-wheel drive or six-wheel drive during normal driving.
FR型自動車用動力分配機は一般に後車軸用出
力軸と前車軸用出力軸との間にアイドラ歯車をも
つ回転軸を配設した三軸構成として、両出力軸の
回転方向を同一にしているが、両出力軸の回転方
向を同一にすると、後車軸用出力軸と前車軸用出
力軸を含め終減速装置を共通化することが困難で
ある。 FR type automotive power distribution machines generally have a three-shaft configuration in which a rotating shaft with an idler gear is placed between the output shaft for the rear axle and the output shaft for the front axle, and the rotation direction of both output shafts is the same. However, if the rotation directions of both output shafts are made the same, it is difficult to share the final reduction gear including the output shaft for the rear axle and the output shaft for the front axle.
即ち現在一般に用いられているハイポイド歯車
を用いた終減速装置においては、上記のように前
後の終減速歯車を共通化しようとすると、前車軸
用終減速歯車の歯の捩れ方向が逆となり強度上問
題があるとともに、該終減速歯車と噛合う駆動歯
車に前記歯の捩れ方向に伴い、傘歯車機構として
好ましくない終減速歯車の軸心方向（殊に噛み合
いがきつくなる方向）に向かうスラスト力が作用
し、これを除去しようとすれば傘歯車機構の噛み
合い位置を変えねばならず、終減速装置全体のレ
イアウトの変更が必要となるという欠点があつ
た。 In other words, in the final reduction gears that use hypoid gears that are currently in general use, if the front and rear final reduction gears are made common as described above, the twist direction of the teeth of the final reduction gear for the front axle will be reversed, resulting in an increase in strength. In addition, due to the twisting direction of the teeth of the driving gear that meshes with the final reduction gear, thrust force is generated in the direction of the axis of the final reduction gear (especially in the direction where the mesh becomes tighter), which is not desirable for a bevel gear mechanism. If this problem were to be removed, the meshing position of the bevel gear mechanism would have to be changed, and the layout of the entire final reduction gear would have to be changed.
一方、後車軸用出力軸と前車軸用出力軸との回
転方向を逆にすると、前記共通化の問題やスラス
ト力の発生は生じないが、二軸構成となるため低
速−高速切換機構をもつ場合、該機構がレイアウ
ト上動力分配機構の前車軸用出力軸と干渉するお
それがある。 On the other hand, if the rotational directions of the output shaft for the rear axle and the output shaft for the front axle are reversed, the problem of commonality and the generation of thrust force do not occur, but the two-shaft configuration results in a low-speed/high-speed switching mechanism. In this case, there is a risk that the mechanism may interfere with the front axle output shaft of the power distribution mechanism due to the layout.
本考案は前記欠点または問題を除去し、低速−
高速歯車切換機構をもつた二軸構成として機能を
保ちつつ構造を簡単にし、また前後の終減速装置
の共通化を図り、且つ前記レイアウトを比較的自
由になし得る自動車用動力分配機を提供せんとす
るもので、入力軸上に回転可能に配設された第１
の変速歯車と、前記入力軸と同一軸心の第１の出
力軸上に配設された前記第１の変速歯車と歯数の
異なる第２の変速歯車との間に両歯車間を連結、
切離するクラツチ機構を配設し、また前記入力軸
と平行に配設されたカウンタシヤフトに前記第１
の変速歯車と噛合う第１のカウンタ歯車及び前記
第２の変速歯車と噛合う該変速歯車と同歯数の第
２のカウンタ歯車を取付けるとともに、前記カウ
ンタシヤフトと同一軸心上にクラツチ機構を介し
第２の出力軸を配設してなることを要旨とする。 The present invention eliminates the above drawbacks or problems and
To provide a power distribution machine for an automobile, which has a simple structure while maintaining its function as a two-shaft structure with a high-speed gear switching mechanism, has a common front and rear final reduction gear, and can have a relatively flexible layout. A first rotatably arranged on the input shaft.
and a second speed change gear having a different number of teeth from the first speed change gear, which is disposed on a first output shaft coaxial with the input shaft;
A clutch mechanism for disengaging is disposed, and the first clutch mechanism is disposed on a countershaft disposed parallel to the input shaft.
A first counter gear that meshes with the speed change gear and a second counter gear that meshes with the second speed change gear and has the same number of teeth as the speed change gear are installed, and a clutch mechanism is installed on the same axis as the countershaft. The gist is that the second output shaft is disposed through the second output shaft.
これを図示の実施例に基づいて詳細に説明す
る。図において、１は変速機の出力軸と一体に構
成された入力軸、１１は該入力軸１上に形成され
たクラツチハブ、１２は該クラツチハブ１１にス
プライン嵌合されたクラツチスリーブで、軸方向
に摺動可能に構成され、上記クラツチハブ１１、
クラツチスリーブ１２、ドツグ歯２１、第１の変
速歯数２、ドツグ歯４１（後記）、第２の変速歯
車４（後記）をもつて低速−高速歯車切換機構を
構成している。 This will be explained in detail based on the illustrated embodiment. In the figure, 1 is an input shaft formed integrally with the output shaft of the transmission, 11 is a clutch hub formed on the input shaft 1, and 12 is a clutch sleeve spline-fitted to the clutch hub 11, which extends in the axial direction. The clutch hub 11 is configured to be slidable;
A clutch sleeve 12, dog teeth 21, two first gear teeth, dog teeth 41 (described later), and a second gear gear 4 (described later) constitute a low-speed-high-speed gear switching mechanism.
２は前記入力軸１上に回転可能に配設された第
１の変速歯車で、図において右端即ち前記クラツ
チハブ１１側にはドツグ歯２１を備えている。 Reference numeral 2 denotes a first speed change gear rotatably disposed on the input shaft 1, and is provided with dog teeth 21 at the right end in the figure, that is, on the clutch hub 11 side.
３は前記入力軸１と同一軸心上に配設された第
１の出力軸、４は該第１の出力軸３と一体的に回
転するように構成された第２の変速歯車で、図に
おいて左端即ち前記クラツチハブ１１側にはドツ
グ歯４１を備えている。 3 is a first output shaft disposed on the same axis as the input shaft 1; 4 is a second speed change gear configured to rotate integrally with the first output shaft 3; A dog tooth 41 is provided at the left end, that is, on the clutch hub 11 side.
５は前記入力軸１及び第１の出力軸３と平行に
配設されたカウンタシヤフト、６は該カウンタシ
ヤフト５と一体的に回転するように構成され前記
第１の変速歯車２と常時噛合う第１のカウンタ歯
車、７は前記カウンタシヤフト５と一体的に回転
するように構成され前記第２の変速歯車４と常時
噛合う第２のカウンタ歯車で、第２の変速歯車４
と同歯数に構成されている。 5 is a countershaft disposed parallel to the input shaft 1 and the first output shaft 3; 6 is configured to rotate integrally with the countershaft 5 and constantly meshes with the first speed change gear 2; A first counter gear 7 is a second counter gear configured to rotate integrally with the countershaft 5 and always meshes with the second speed change gear 4.
It is configured with the same number of teeth.
８は前記カウンタシヤフト５と同一軸心上に配
設された第２の出力軸で、図において右端即ちカ
ウンタシヤフト５側の端部外周にはドツグ歯８１
を備えている。 Reference numeral 8 denotes a second output shaft disposed on the same axis as the countershaft 5, and a dog tooth 81 is provided on the outer periphery of the right end in the figure, that is, the end on the countershaft 5 side.
It is equipped with
９は前記カウンタシヤフト５の、図において左
端に形成されたクラツチハブ５１にスプライン嵌
合されたクラツチスリーブで、軸方向に摺動する
ことにより、前記ドツグ歯８１と係合するように
なつている。 A clutch sleeve 9 is spline-fitted to a clutch hub 51 formed at the left end of the countershaft 5 in the figure, and is adapted to engage with the dog teeth 81 by sliding in the axial direction.
本考案は以上のように構成されており、クラツ
チスリーブ１２をドツグ歯４１に係合すれば、入
力軸１と第１の出力軸３が直結された高速状態と
なり、入力軸１の回転が第１の出力軸３に伝達さ
れ、例えば図示しないプロペラシヤフトを介して
後車軸用終減速装置を駆動する。同時に第１の出
力軸３に伝達された動力は該軸に取付けられた第
２の変速歯車４から第２のカウンタ歯車７を介し
てカウンタシヤフト５に伝達され、クラツチスリ
ーブ９をドツグ歯８１に係合した場合には、第２
の出力軸８をも駆動し、該出力軸と連結された前
車軸用終減速装置が高速で駆動される。 The present invention is constructed as described above, and when the clutch sleeve 12 is engaged with the dog teeth 41, the input shaft 1 and the first output shaft 3 are directly connected to each other, resulting in a high-speed state, and the input shaft 1 rotates at the first speed. 1, and drives a final reduction gear for the rear axle, for example, via a propeller shaft (not shown). At the same time, the power transmitted to the first output shaft 3 is transmitted from the second speed change gear 4 attached to the shaft to the counter shaft 5 via the second counter gear 7, and the clutch sleeve 9 is connected to the dog teeth 81. If engaged, the second
The front axle final reduction gear connected to the output shaft is also driven at high speed.
次にクラツチスリーブ１２をドツグ歯２１に係
合すると低速状態となり、入力軸１に伝達された
動力は、クラツチスリーブ１２、ドツグ歯２１を
介して第１の変速歯車２に伝達され、該変速歯車
と噛合う第１のカウンタ歯車６を介して減速され
てカウンタシヤフト５が駆動される。カウンタシ
ヤフト５が駆動されると、該シヤフトに取付けら
れた第２のカウンタ歯車７及び第２の変速歯車４
を介して第１の出力軸３に動力が伝達され、図示
しないプロペラシヤフトを介して後車軸用終減速
装置が低速駆動される。クラツチスリーブ９をド
ツグ歯８１に係合した場合には、第２の出力軸８
を駆動し、該出力軸と連結された前車軸用終減速
装置が低速で駆動される。 Next, when the clutch sleeve 12 is engaged with the dog teeth 21, a low speed state is achieved, and the power transmitted to the input shaft 1 is transmitted to the first transmission gear 2 via the clutch sleeve 12 and the dog teeth 21. The countershaft 5 is driven by being decelerated via the first counter gear 6 that meshes with the first counter gear 6. When the countershaft 5 is driven, the second counter gear 7 and the second speed change gear 4 attached to the shaft
Power is transmitted to the first output shaft 3 via the propeller shaft (not shown), and the final reduction gear for the rear axle is driven at low speed via a propeller shaft (not shown). When the clutch sleeve 9 is engaged with the dog tooth 81, the second output shaft 8
The final reduction gear for the front axle connected to the output shaft is driven at low speed.
なお、上記作動においてクラツチスリーブ１２
がいずれのドツグ歯２１，４１に係合している場
合でも、第１の出力軸３とカウンタシヤフト５
（第２の出力軸８）との相互の動力伝達は、第２
の変速歯車７とによつて行われるため、両出力軸
の回転方向を逆にすることができるとともに、両
歯車４と７は同歯数に構成されているので、第１
の出力軸３及び第２の出力軸８の回転速度は低
速、高速いずれの場合にも同一となる。 In addition, in the above operation, the clutch sleeve 12
is engaged with which dog tooth 21, 41, the first output shaft 3 and the countershaft 5
(second output shaft 8)
Since the rotation direction of both output shafts can be reversed, since both gears 4 and 7 have the same number of teeth,
The rotational speeds of the output shaft 3 and the second output shaft 8 are the same in both low speed and high speed.
以上のように本考案は入力軸上に回転可能に配
設された第１の変速歯車と、前記入力軸と同一軸
心の第１出力軸上に配設された第１の変速歯車と
歯数の異なる第２の変速歯車との間に両歯車間を
連結、切離するクラツチ機構を配設し、また前記
入力軸と平行に配設されたカウンタシヤフトに前
記第１の変速歯車と噛合う第１のカウンタ歯車及
び前記第２の変速歯車と噛合う同歯数の第２のカ
ウンタ歯車を取付けるとともに、前記カウンタシ
ヤフトと同一軸心上にクラツチ機構を介し第２の
出力軸を配設してなるので、第１の出力軸と第２
の出力軸の回転方向が逆となり、終減速歯車を含
む前後終減速装置を共通化することが可能とな
る。 As described above, the present invention includes a first speed change gear rotatably disposed on an input shaft, and a first speed change gear and teeth disposed on a first output shaft coaxial with the input shaft. A clutch mechanism that connects and disconnects both gears is disposed between a second speed change gear of a different number, and a clutch mechanism that engages with the first speed change gear is provided on a countershaft that is disposed parallel to the input shaft. A second counter gear having the same number of teeth meshing with the first counter gear and the second speed change gear is installed, and a second output shaft is disposed on the same axis as the counter shaft via a clutch mechanism. Therefore, the first output shaft and the second
The rotation direction of the output shaft is reversed, making it possible to share the front and rear final reduction gears including the final reduction gear.
周知のように部品の共通化はひとりその部品の
コストを低下させるだけでなく、その原材料、製
造手段、管理等のコストに広く影響を与えるもの
である。この点から本考案による共通化の効果は
大きい。 As is well known, the standardization of parts not only reduces the cost of the parts, but also widely affects the costs of raw materials, manufacturing methods, management, etc. From this point of view, the effect of commonality by the present invention is significant.
また本考案によれば、カウンタシヤフトに前記
第１の変速歯車と噛合う第１のカウンタ歯車及び
前記第２の変速歯車と噛合う同歯数の第２のカウ
ンタ歯車を取付けたので、複雑な構成を必要とす
ることなく、第１の出力軸３及び第２の出力軸８
の回転速度を低速、高速いずれの場合にも同一と
することができる。 Further, according to the present invention, since the first counter gear meshing with the first speed change gear and the second counter gear having the same number of teeth meshing with the second speed change gear are attached to the countershaft, a complicated The first output shaft 3 and the second output shaft 8 without the need for configuration.
The rotation speed can be made the same for both low and high speeds.
また本考案によれば、カウンタシヤフトと同一
軸心上にクラツチ機構を介し第２の出力軸を配設
したので、前記従来のもののように、第２の出力
軸がレイアウト上低速−高速歯車切換機構と干渉
することがない。 Further, according to the present invention, since the second output shaft is disposed on the same axis as the countershaft via the clutch mechanism, the second output shaft is arranged so that the second output shaft can switch between low speed and high speed gears due to the layout. There is no interference with the mechanism.
また本考案によれば、入力軸上に回転可能に配
設された第１の変速歯車と、前記入力軸と同一軸
心の第１出力軸上に配設された第１の変速歯車と
歯数の異なる第２の変速歯車との間に両歯車間を
連結、切離するクラツチ機構を配設したので、前
記低速−高速歯車切換機構と、動力を分配するた
めの歯車機構とが共用でき、装置全体がシンプル
且つコンパクトに構成できる。 Further, according to the present invention, the first speed change gear rotatably disposed on the input shaft, and the first speed change gear and teeth disposed on the first output shaft coaxial with the input shaft. Since a clutch mechanism for connecting and disconnecting the two gears is provided between the second speed change gear, which has a different number, the low speed-high speed gear switching mechanism and the gear mechanism for distributing power can be used in common. , the entire device can be configured simply and compactly.
図は本考案による自動車用動力分配機の縦断面
図である。
１；入力軸、１１；クラツチハブ、１２；クラ
ツチスリーブ、２；第１の変速歯車、２１；ドツ
グ歯、３；第１の出力軸、４；第２の変速歯車、
４１；ドツグ歯、５；カウンタシヤフト、５１；
クラツチハブ、６；第１のカウンタ歯車、７；第
２のカウンタ歯車、８；第２の出力軸、８１；ド
ツグ歯、９；クラツチスリーブ。
The figure is a longitudinal sectional view of a power distribution machine for an automobile according to the present invention. 1; Input shaft, 11; Clutch hub, 12; Clutch sleeve, 2; First speed change gear, 21; Dog tooth, 3; First output shaft, 4; Second speed change gear,
41; dog tooth, 5; countershaft, 51;
Clutch hub, 6; first counter gear, 7; second counter gear, 8; second output shaft, 81; dog tooth, 9; clutch sleeve.
Claims (1)
と、前記入力軸と同一軸心の第１の出力軸上に配
設された前記第１の変速歯車と歯数の異なる第２
の変速歯車との間に両歯車間を連結、切離するク
ラツチ機構を配設し、また前記入力軸と平行に配
設されたカウンタシヤフトに前記第１の変速歯車
と噛合う第１のカウンタ歯車及び前記第２の変速
歯車と噛合う該変速歯車と同歯数の第２のカウン
タ歯車を取付け、且つ前記カウンタシヤフトと同
一軸心上にクラツチ機構を介し第２の出力軸を配
設してなる自動車用動力分配機。 a first speed change gear rotatably disposed on an input shaft; and a second speed change gear having a different number of teeth from the first speed change gear disposed on a first output shaft coaxial with the input shaft.
A clutch mechanism for connecting and disconnecting both gears is disposed between the transmission gear and the first transmission gear, and a first counter meshing with the first transmission gear is disposed on a counter shaft disposed parallel to the input shaft. A gear and a second counter gear having the same number of teeth as the speed change gear that meshes with the second speed change gear are attached, and a second output shaft is disposed on the same axis as the countershaft via a clutch mechanism. Automotive power distribution machine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15192980U JPS636523Y2 (en) | 1980-10-24 | 1980-10-24 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15192980U JPS636523Y2 (en) | 1980-10-24 | 1980-10-24 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5773451U JPS5773451U (en) | 1982-05-06 |
| JPS636523Y2 true JPS636523Y2 (en) | 1988-02-24 |
Family
ID=29511244
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15192980U Expired JPS636523Y2 (en) | 1980-10-24 | 1980-10-24 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS636523Y2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010187686A (en) * | 2004-04-19 | 2010-09-02 | Watanabe Pipe | Speed changing device, and sheet opening and closing device for greenhouse with the speed changing device |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58211056A (en) * | 1982-06-03 | 1983-12-08 | Nissan Motor Co Ltd | Transmission with subspeed changer |
-
1980
- 1980-10-24 JP JP15192980U patent/JPS636523Y2/ja not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010187686A (en) * | 2004-04-19 | 2010-09-02 | Watanabe Pipe | Speed changing device, and sheet opening and closing device for greenhouse with the speed changing device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5773451U (en) | 1982-05-06 |
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