JPS64331Y2 - - Google Patents

Description

[Detailed description of the invention] This invention relates to an automobile transfer device, and particularly has one input shaft and two output shafts,
The present invention relates to an automobile transfer device that selectively transmits power from an input shaft to two output shafts as appropriate, and selectively establishes different drive ratios for each power to be transmitted.

As a conventional device of this type, a transfer device used in a four-wheel drive vehicle is known, and as shown in FIG. A second output shaft (for example, a shaft connected to the front wheels) 19' is arranged spaced apart from the axes of both shafts 11' and 13', and A first gear 12' rotatably disposed on a shaft 11', and a first output shaft 1
a second gear 14' rotatably disposed on 3';
A countershaft 1 including a first counter gear 16' that is always meshed with the first gear 12' and a second counter gear 17' that is always meshed with the second gear 14'.
5' and a third gear 18' connected to the second output shaft 19' and constantly meshed with the second counter gear 17' constitute a power train, and the input shaft 11' and the first output shaft 1
3' and the first gear 12', and the first output shaft 1.
3' and the second gear 14' are provided with another switching means 21' that can connect and separate them (for example, Japanese Patent Publication No. 58-23253
(as disclosed in Publication No. 1).

According to the conventional device having such a configuration, in a so-called four-wheel drive state in which power is transmitted to both the first and second output shafts 13' and 19', the power train is selectively set to a high-speed drive ratio or a low-speed drive ratio. However, in a so-called two-wheel drive state in which power is transmitted only to the first output shaft 13', the power train can only be positioned at a high speed drive ratio.

In recent years, with the diversification of automobile applications, one of the ways to expand the degree of freedom in selecting the drive ratio of four-wheel drive vehicles is to selectively position the power train in a high-speed drive ratio or a low-speed drive ratio even in two-wheel drive mode. There are many things that can be mentioned.

In order to solve this problem, it is possible to add gear pairs, switching means, etc. constituting the power train in the conventional device as described above, but this inevitably increases the size of the transfer device. Furthermore, the weight of the entire device increases due to the increase in the number of parts, and as the device becomes larger, it becomes necessary to take up a larger installation space in the vehicle. Furthermore, since gear pairs, switching means, and the like constituting the power train are provided, the length in the axial direction becomes long, and it is necessary to add a bearing to support the shaft or change the bearing.

The present invention was developed in view of these points, and its purpose is to increase the speed of the power train in both two-wheel and four-wheel drive states without adding gear pairs or switching means that make up the power train. It is an object of the present invention to provide a device that allows selective positioning of a drive ratio or a low speed drive ratio.

To achieve the above object, the present invention includes an input shaft connected to a drive source and having a hollow part, and an input shaft that is disposed on the axis of the input shaft, inserted into the hollow part of the input shaft, and supported by a bearing. a first output shaft rotatable relative to the input shaft; a second output shaft disposed apart from the axes of both shafts; and a first output shaft rotatably disposed on the input shaft. a gear, and the first
a second gear having a larger diameter than the first gear connected to the output shaft; a first counter gear always meshing with the first gear; and a second counter gear always meshing with the second gear. a third gear rotatably disposed on the second output shaft and always meshed with the second counter gear;
a first switching means that can selectively connect the output shaft and the first gear as appropriate, and a second switching means that can connect and separate the second output shaft and the third gear,
Further, in the automobile transfer device, the bearing portion of the first output shaft relative to the hollow portion of the input shaft is set at a position apart from the spline fitting portion which is the point of action of the first switching means.

An embodiment of this invention will be described below with reference to the skeleton diagram shown in FIG. Case 10 has input shaft 1
1 is rotatably supported. The input shaft 11 is connected to a drive source (not shown). A first gear 12 is provided on the input shaft 11 so as to be relatively rotatable. A first output shaft 13 is supported by the case 10 coaxially with the input shaft 11 so as to be relatively rotatable. An end portion (left end in the figure) of the first output shaft 13 is supported within the end portion of the input shaft 11 so as to be relatively rotatable. This first
The output shaft 13 of is connected to, for example, a rear wheel. A second gear 14 is provided on the first output shaft 13 . A countershaft 15 is rotatably supported in the case 10 in parallel with the input shaft 11 and the first output shaft 13 . The counter shaft 15 includes a first counter gear 16 that is always meshed with the first gear 12 and a second counter gear 16 that is always meshed with the second gear 14.
A counter gear 17 is provided. The third gear 18 that is always meshed with the second counter gear 17 is
It is arranged to be rotatable relative to a second output shaft 19 that is rotatably supported by the case 10 . The second output shaft 19 is connected to the input shaft 11 and the first output shaft 13.
is located on an axis parallel to and spaced apart from the axis of the The second output shaft 19 is connected to, for example, a front wheel. A first switching means 20 is disposed between the input shaft 11 and the first output shaft 13, and a second switching means 21 is disposed between the second output shaft 19 and the third gear 18. is installed. The first switching means 20 switches the first output shaft when the sleeve 23 spline-slidingly fitted to the clutch hub 22 provided at the end (right end) of the input shaft 11 is moved to the right in the figure via an operation mechanism (not shown). The input shaft 11 and the first output shaft 1 are engaged with the spline 24 on the input shaft 13.
3, while when the sleeve 23 is moved to the left in the figure via the operating mechanism, the first gear 1
The input shaft 11 and the first gear 12 are connected to each other by meshing with the second spline 25 . The second switching means 21 also switches the third gear 18 when the sleeve 27 spline-slidingly fitted to the clutch hub 26 provided on the second manual shaft 19 is moved to the right in the figure via an operation mechanism (not shown). The second output shaft 19 and the third gear 18 are connected by meshing with the spline 28 . In addition, in the figure, 29 to 29 indicate bearings. Further, the counter gears 16 and 17 can also be provided by integrally forming them and rotatably supporting the counter shaft fixed to the case 10. Further, the first output shaft 13 of the first switching means 20
The upper spline 24 can also be attached to the second gear 14. Furthermore, the sleeve 27 of the second switching means 21 can also be provided on the spline 28 of the third gear 18 as a disconnection position.

Next, the operation of the above transfer device will be described.

(a) In the case of high-speed two-wheel drive From the state shown in FIG. The rotation is directly transmitted to the first output shaft 13 without being increased or decreased.

(b) In the case of low-speed two-wheel drive From the state shown in FIG. is decelerated and transmitted from the first gear 12 to the first output shaft 13 from the second gear 14, bypassing the first counter gear 16, the counter shaft 15, and the second counter gear 17.

(c) In the case of high-speed four-wheel drive In addition to the above (a), by moving the sleeve 27 of the second switching means 21 to the right in the figure and connecting the second output shaft 19 with the third gear 18. , input shaft 11
The rotation of the second gear 14 of the first output shaft 13, the second
The signal is transmitted to the second output shaft 19 via the counter gear 17 and the third gear 18.

(d) In the case of low-speed four-wheel drive In addition to the above (b), by moving the sleeve 27 of the second switching means 21 to the right in the figure and connecting the second output shaft 19 with the third gear 18. , input shaft 11
The rotation of the first gear 12, the first counter gear 16,
countershaft 15, second counter gear 17,
The signal is transmitted to the second output shaft 19 via the third gear 18 .

As detailed above, according to the present invention, compared to conventional devices, the power train can be operated at high speed in both two-wheel and four-wheel drive states without adding gear pairs, switching means, etc. that make up the power train. It is possible to selectively position the drive ratio or the low speed drive ratio.

In particular, according to the present invention, the first switching means:
Since the input shaft and the rotatable first gear on the input shaft are selectively connected, and the input shaft and the first output shaft are selectively connected, the rotation speed ratio between the input shaft and the countershaft can be reduced to 2. This allows the third gear on the second output shaft to share power transmission for high speed and low speed, reducing the number of parts such as gears. As a result, the gear train configuration can be simplified, reducing the weight of the equipment,
A unique effect is recognized in that the installation space can be reduced.

Further, the first output shaft is inserted into the hollow part of the input shaft and is supported by a bearing, and the support point (bearing part) of the output shaft is a spline fitting part that is the point of action of the first switching means. By setting the gear at a position away from the axis, eccentric rotation of the second gear can be suppressed even if, for example, the first output shaft deviates from the axis. It is also possible to eliminate factors that inhibit operation, such as the generation of abnormal noises.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of an embodiment of the present invention, and FIG. 2 is a schematic diagram of a conventional automobile transfer device. 11: input shaft, 12: first gear, 13:
First output shaft, 14... second gear, 15... counter shaft, 16... first counter gear, 17
……Second counter gear, 18……Third gear, 19
...Second output shaft, 20 ...First switching means, 21
...Second switching means.

Claims (1)

[Scope of utility model registration request] an input shaft that is connected to a drive source and has a hollow part; a second output shaft disposed apart from the axes of both axes; a first gear rotatably disposed on the input shaft; Both ends include a second gear having a larger diameter than the connected first gear, a first counter gear always meshing with the first gear, and a second counter gear always meshing with the second gear. a third gear rotatably disposed on the second output shaft and always meshed with the second counter gear; the input shaft, the first output shaft, and the third gear; a first switching means capable of selectively connecting the first gear with the second gear;
a second switching means that can connect and separate the output shaft and the third gear; A transfer device for an automobile, characterized in that the transfer device is set at a position apart from a fitting portion.