JPS6393607A - Amphibious vehicle - Google Patents

Abstract

PURPOSE:To enable driving wheels to be stopped simply by providing a clutch mechanism to at least one of respective driving wheel driving shafts which extend from a differential gear case in the captioned vehicle where driving force from an engine is put in the differential gear case of a differential gear device and then transmitted to the right and left driving wheels. CONSTITUTION:The driving force of an engine 1 arranged in the rear of a boat-shaped vehicle body is transmitted to the right and left rear wheel driving parts 13L and 13R through a transmission 3 and a power transmission device 4 and also transmitted to a screw driving shaft 18 through a transfer device 10, while this driving force is transmitted to the right and left front wheel driving shafts through the transfer device 10 and a front wheel differential gear device 15. In this case, the power transmission device 4 is provided so that a driven gear 20 is formed in the differential gear case 19 of a rear wheel differential gear device 9 in its inside and it is engaged with the final drive gear 8 of the transmission 3. And a clutch 11 is interposed at one of the right and left rear wheel driving shafts 13L and 13R which extend from the differential gear case 19 in the width direction of the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an amphibious vehicle, and more particularly to the structure of a left and right wheel drive shaft.

(Prior Art) Amphibious vehicles such as those disclosed in, for example, Japanese Utility Model Application Publication No. 57-177837 have been proposed. In addition to wheels for traveling on land, amphibious vehicles of this type are equipped with screws for traveling on water, but since the driving wheels are constantly rotating even when traveling on water, the engine driving force is Not only did the conversion efficiency of the propulsion force decrease, but there was also loss due to wave-making resistance.

(Object of the Invention) In view of the above-mentioned circumstances, an object of the present invention is to provide an amphibious vehicle equipped with a mechanism that can easily stop the driving wheels when traveling on water.

(Structure of the Invention) The present invention provides a water and land vehicle in which driving force is transmitted to left and right driving wheels via a differential gear device, and the driving force from an engine is input to a differential case of the differential gear device. The dual-purpose vehicle is characterized in that a clutch mechanism is provided on at least one of the left and right drive shafts extending from the differential case in the vehicle width direction.

(Effects of the Invention) According to the present invention, it is possible to stop the rotation of the left and right driving wheels when traveling on water, so that all of the driving force of the engine can be transmitted to the screw and the propulsive force can be improved. In addition, if a clutch mechanism is provided only on one of the left and right output shafts of a differential gear device, and the connection between this one output shaft and the wheels is disconnected, a difference will occur in the load on the left and right output shafts, and the differential Due to the fundamental nature of gear devices, the output shaft on the side provided with the clutch mechanism idles, and the other output shaft stops. Therefore, there is an advantage in that the rotation of the left and right driving wheels can be stopped without the need for a special brake mechanism, and moreover, as long as the clutch mechanism is connected, there will be no problem in running on land.

(Example) Examples of the present invention will be described in detail below.

FIG. 1 is a schematic diagram of a power transmission system (power train) of an amphibian according to the present invention, and FIGS. 2 to 4 are a plan view, a side view, and a front view showing the overall configuration of the amphibian.

The engine 1 is mounted horizontally (giacosa type) together with a transmission (1st to 5th forward speed, reverse speed) 3 at the rear of a boat-shaped vehicle body 2, and a power transmission device 4 is coupled to the transmission 3. The transmission 3 includes a primary shaft (input shaft) 6 coupled to the engine 1 via a clutch 5, and a secondary shaft (output shaft) 7 coupled to the primary shaft 6 via a gear mechanism. shaft 7
A final drive gear 8 is attached to the. The power transmission device 4 includes a rear wheel differential gear device 9
, transfer device with PTO 0, and clutch mechanism 1
1, and output shafts are led out from this power transmission device 4 in four directions.

These output shafts extend left and right in the vehicle width direction from the differential gear device 9 to the left rear wheel 12L and the right rear wheel 12L.
two rear wheel drive shafts 13L for driving each R;
13R and led out from the transfer device 10 to the front,
Universal joint 27 and propeller shaft 2
8 to front wheels 14L and 14R differential.
A front wheel drive shaft 16 connected to the gear device 15 and a universal joint 29 and a propeller shaft 30 that are led out rearward from the transfer device 10 as a PTO shaft.
Screw drive shaft 1 that drives screw 17 via
It is 8. The differential case 19 of the rear wheel differential gear device 9 is connected to the transmission 3
Final drive gear 8 meshes with final drive gear 8 of
Driven gear 20 is this differential case 1
The differential case 19 is driven by being fixed to one end of the differential case 19, and a ring gear 21 is fixed to the other end of the differential case 19. A pinion gear 23 fixed to the rear end of the input shaft 22 of the transfer device 10 meshes with the ring gear 21 .

24 is a PTO drive gear rotatably provided on the input shaft 22, which is connected to the screw drive shaft 18 which is the PTO output shaft.
The PTO driven gear 25 fixed to the front end of the PT
It meshes with the O drive gear 24. screw 17
is provided in a tunnel 26 formed at the bottom of the vehicle body 2 to generate a water jet, which is used as a propulsion force on water.

The above is a schematic configuration of the power transmission system in one embodiment of the amphibious vehicle according to the present invention.Next, the configuration of the power transmission device 4 will be explained in more detail with reference to FIGS. 5 to 7.

FIG. 5 is a sectional view of the power transmission device 4 seen from the rear of the vehicle body 2, and parts corresponding to those in FIG. 1 are given the same reference numerals. 1
a is an engine crankshaft, 31 is a flywheel attached to the end of the crankshaft 1a, and 32 is a facing 3.
The rotation of the engine 1 is transmitted to the primary shaft 6 of the transmission 3 via the dry single plate clutch 5. The final drive gear 8, which is attached to a secondary shaft 7 (output shaft of the transmission 3) parallel to the primary shaft 6, is connected to a large-diameter gear fixed to the left end of a differential case 19, which has an axis parallel to the shaft 7. It meshes with final driven gear 20. Inside the differential case 19, a side gear 34R fitted onto the left end of the right rear wheel drive shaft 13R, and a side gear 34R fitted onto the left end of the right rear wheel drive shaft 13R,
The side gear 34L fitted to the right end of the relay shaft 35 for driving L and the differential case 19
A pinion shaft 36 is attached to the differential case 19 so as to be orthogonal to the axis of the differential case 19, and a side gear 34L is pivotally connected to the pinion shaft 36.
, a pair of pinion gears 37.3 meshing with 34R.
7 and is provided with a differential, known per se.
It constitutes a gear device 9. The right end of the differential case 19 extends along the right rear wheel drive shaft 13R,
A ring gear 21 is fitted into the extended portion, and a pinion gear 23 fixed to the rear end of the input shaft 22 of the transfer device 10 meshes with the ring gear 21.

On the other hand, a clutch mechanism 11 is interposed between the relay shaft 35 and the left rear wheel drive shaft 13L.
1 is a spline 38 formed on the outer periphery of a large diameter portion 35a provided at the left end of the relay shaft 35;
A sleeve 39 is fitted onto the left rear wheel drive shaft 13L, and its right end is rotatably engaged within the large diameter portion 35a of the relay shaft 35. Connection cylinder 4
A spline 41 is formed adjacent to the spline 38 on the outer periphery of the 0, and a shift fork 42 is attached to the sleeve 39 and moves the sleeve 39 from side to side. The shift fork 42 is fixed to a clutch actuation shaft 43, and is shifted by the clutch actuation shaft 43, which can selectively select two positions along the axial direction using a spring 44 and a ball 45.

This clutch actuation shaft 43 is actuated by electromagnetic force or pneumatic force. When the sleeve 39 is moved to the right by the shift fork 42 (the state shown in FIG. 5),
Since the sleeve 39 engages only with the spline 38 of the relay shaft 35, the connection between the relay shaft 35 and the left rear wheel drive shaft 13L is severed. In this state, the load on one of the left and right output shafts of the differential gear device 9 becomes extremely light, so
From the essential principle of the differential gear device 9,
Only the relay shaft 35 idles, no driving force is transmitted to the right rear wheel drive shaft 13R, and both the left and right rear wheels 12L and 12R stop. When the sleeve 39 is moved to the left, the sleeve 39 engages with the spline 38 of the relay shaft 35 and also engages with the spline 41 of the coupling cylinder 4o, so that the clutch mechanism 11 becomes connected. , left and right rear wheels 12L
, 12R are configured to be driven. The reason why the latch mechanism 11 is provided as described above is to stop the left and right rear wheels 12L, 12R as necessary when traveling on water, so that all the driving force of the engine 1 is transmitted to the screw 17, and when traveling on water. This is to improve the driving force of time.

Of course, the clutch mechanism 11 is connected to the left and right rear wheel drive shafts 13L, 13.
It may be provided in R.

Although omitted in the first article, the left and right rear wheel drive shafts 13L and 13R are equipped with constant velocity joins) 46L and 46L, respectively.
6R is provided. Note that 47 and 48 are tapered roller bearings for rotatably supporting the differential case 19 to the power transmission case 50;
．． Reference numeral 52 denotes a tapered roller bearing for supporting the connecting cylinder 4o fitted on the outer periphery of the left rear wheel drive shaft 13L so as to be rotatable at /7-7.50.

Next, referring to FIG. 6, there is shown a cross-sectional view of the transfer device 10 of the power transmission device 4 seen from the left side of the vehicle body 2, showing the pinion gear 23 meshing with the ring gear 2 fixed to the differential case 19. The transfer input shaft 22 provided at the end is a tapered roller hair ring 5.
5.56 is rotatably supported by the case 50, and a member 58 having a spline 57 formed on the outer periphery is fitted to the left end thereof. A sleeve 59 is engaged with the spline 57 so as to be slidable in the axial direction. Further, a PTO drive gear 24 is rotatably attached to the input shaft 22 at a position rearward of the member 58.
A spline 60 is formed at the front end of the drive gear 24 and is adjacent from the rear side to the spline 57 that rotates together with the transfer input shaft 22 . The PTO drive gear 24 has a screw drive shaft 18 which is a PTO output shaft.
A propeller shaft 30 is connected to the PTO driven gear 25 via a unihersalge coin 29.

On the other hand, the front wheel drive shaft 16 is coaxially supported in front of the transfer input shaft 22 by ball bearings 61 and 62, and a spline 63 adjacent to the spline 57 from the front side is formed at the rear end of this shaft 16. has been done. The sleeve 59, which is slidably engaged with the central spline 57, is moved back and forth by a shift fork (not shown), similar to the clutch mechanism 11 described above, but is shown in FIG. In the central position, where the sleeve 59 engages only the central spline 57,
The transfer input shaft 22 is not connected to either the front wheel drive shaft 16 or the screw drive shaft 18, so the transfer input shaft 22 is connected to neither the front wheel drive shaft 16 nor the screw drive shaft 18.
) state. Furthermore, when the sleeve 59 is shifted forward and is engaged with the spline 63 while still being engaged with the spline 57, the transfer input shaft 22 and the front wheel drive shaft 16 are connected, resulting in a four-wheel drive (4WD) state.

Furthermore, when the sleeve 59 is shifted rearward, the sleeve 59 remains engaged with the spline 57 and the spline 6
0, the transfer input shaft 22 and the screw drive shaft 18 are connected, and only the screw 17 is driven.

As is clear from the above explanation, if the power transmission device 4 of this embodiment is used, it is possible to switch between four-wheel drive and screw drive with a simple structure based on a rear-wheel drive power unit. Four-wheel drive can be achieved even when the vehicle is heavy. Also, when driving the screw, the screw drive shaft 1
8 is connected to the transmission 3, the rotation speed and torque of the screw drive shaft 18 can be changed to multiple stages (forward 1st to 5th gear).
In particular, by rotating the Screw-F in the opposite direction, a water jet can be ejected forward, thereby making it possible to move backward on the water without using a deflector or the like.

Furthermore, according to this embodiment, the clutch mechanism 11 is provided only on the left output shaft of the left and right output shafts of the differential gear device 9;
When the differential gear device 9 is turned off, the load on one of the left and right output shafts of the differential gear device 9 becomes extremely light, resulting in a difference in the load on the left and right output shafts. Therefore, as described above, due to the essential principle of the differential gear device 9, the relay shaft 35, which is the left output shaft, idles, and the right rear wheel drive shaft 13L, which is the right output shaft, has a driving force. Since the engine is not transmitted and does not rotate, both the left and right rear wheels 12L and 12R are in a stopped state, and all of the driving force of the engine can be transmitted to the screw 17.

By the way, referring again to FIG. 5, the case 50 of the power transmission device 4 is coupled to the housing 65 of the clutch 5, and the primary shaft 6 of the transmission 3 is connected to the housing 65 of the clutch 5.
The entire power unit is made smaller by shortening the distance between the axis of the differential case 19 (indicated by 66 in FIG. 6) and the axis of the differential case 19 (indicated by 67 in FIG. 6). In order to do so, the case 50 of the power transmission device 4
The part housing the ring gear 21 is inserted into the clutch housing 65. Therefore, the case 50 is designed to prevent the oil filled in the power transmission device 4 from leaking into the clutch housing 65. A cover member 7° as shown in FIG. 7 is attached to the joint portion of the clutch housing 65 with bolts 71 and 72.

In addition, in FIGS. 6 and 7, the axis of the secondary shaft 7 of the transmission 3 is indicated by the reference numeral 73.

8 and 9 are explanatory diagrams of a configuration in which the cover member 70 is provided, and shows a clutch housing 65 and a power transmission device 4.
At the mating surface Y-Y with the case 50, the cover member 7
A state in which 0 is provided is shown. In FIG. 9, the diameter of the clutch housing 65 is Dl, and the case 50 is
The diameter of the part housing the ring gear 21 is D2, and the axis 66 of the primary shaft 6 of the transmission 3 is
Letting A be the distance between the axis 67 of the differential case 19 and the axis tl! The runout of 67 is reduced.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of the power transmission system of an amphibian according to the present invention, FIGS. 2 to 4 are a plan view, side view, and front view showing the overall configuration of the amphibian, and FIGS. 5 and 6. is a cross-sectional view of the power transmission device seen from the rear and left side of the vehicle body, Figure 7 is a cross-sectional view taken along the line ■-■ in Figure 5, and Figures 8 and 9 are
The figure is an explanatory diagram of a configuration in which a cover member is provided. 1-Engine 2-Vehicle body 3-Transmission 4-Power transmission device 5-Clutch 9-Differential gear device 10-Transfer device 11-Clutch mechanism 12L-Left rear wheel 12R-Right rear wheel 13L-Left rear wheel drive shaft 13R- Right rear wheel drive shaft
14L - Front left wheel 14R - Front right wheel 16 - Front wheel drive shaft 17 - Screw 18 - Screw drive shaft 19 - Differential case 20 - Final driven gear 21 - Ring gear 22 - Transfer input shaft 23 - Pinion gear

Claims (1)

[Claims] In an amphibious vehicle, the driving force is transmitted to the left and right wheels via a differential gear device, and the driving force from the engine is inputted to the differential case of the differential gear device, from the differential case. An amphibious vehicle characterized in that a clutch mechanism is provided on at least one of left and right drive shafts extending in the vehicle width direction.