KR19980062695U - Transfer with driving force distribution - Google Patents

Abstract

The present invention relates to a transfer having a drive force distribution structure, and in particular, a plurality of gears are interconnected therein so that the driving force of the engine is interconnected to be transmitted through the transmission and the driving force is distributed to the front and rear wheels so that the front and rear propellers are respectively transmitted. In the transfer formed so that one end of the shaft is coupled to the front and rear companion flange, the driving force distribution means is formed between the front wheel-side companion flange of the transfer and the rear end of the front propeller shaft.

As described above, according to the present invention, a driving force distribution means is formed between the companion flange and the front propeller shaft of the transfer, so that the driving force is properly distributed on the front and rear wheels, and the tight corner brake phenomenon is eliminated while maintaining the frequency of the hum of the switchable total driving method. As a result, the customer's satisfaction with the product is increased, thereby improving the merchandise and reliability.

Description

Transfer with driving force distribution

The present invention relates to a transfer having a drive force distribution structure, and in particular, a drive force distribution means is formed between the companion flange and the front propeller shaft of the transfer case so that the driving force is appropriately distributed to the front and rear wheels. The present invention relates to a transfer having a driving force distribution structure that maintains tight corner brakes and improves merchandise and reliability.

In general, the total power drive (four-wheel drive) used in commercial vehicles is mainly used for unpaved and rugged roads or non-roads, special-purpose cars that drive on fields or in fields, and large commercial vehicles.

However, as passenger cars have become lighter and more powerful, driving wheel slip and deterioration in driving safety have been the biggest drawbacks in single-axis driving (FF or FR). Due to this drawback, the four-wheel drive system is gradually increasing in passenger cars, for example, because all the wheels are driven even on a road having a low coefficient of friction, so that a greater driving force can be transmitted than the two-wheel drive method.

In addition, since the total power drive system must drive all wheels, for example four wheels, not two wheels, it must be able to distribute the rotational torque to two axes, and to compensate for the difference in rotation speed between the front and rear axles. Alternatively, when multiple wheels spin, it should be possible to lock the differential limit or differential.

In the four-wheel drive method, switching between 4WD and 2WD is performed directly by the selector lever, and the switch may be performed by switching the switch using an engine negative pressure or an actuator. There is also a type for switching by operating the multi-plate clutch. In general driving that does not need to drive four wheels, the purpose is to reduce the rolling resistance by driving only two wheels.However, when the steering operation is large, such as parking, the rotation speed of the four tires is changed and the car movement becomes unnatural. It also helps to avoid corner breaking.

On the other hand, the above-mentioned tight corner braking phenomenon is applied when a 4WD vehicle without a center differential gear is driven in a four-wheel drive state because the turning radius of the front and rear wheels is different when turning a small corner (tight cornering) in a parking lot. As if it is stiff or fluctuated, the organ is stopped when it is severe.

This all-wheel drive system uses a switchable total power drive system (part time 4WD) that uses only two wheels for driving normally in a car, and selectively operates when needed, and four wheels in a four-wheel drive vehicle. It is classified into two types by the total power driving method (full time 4WD) which is always connected with.

The switchable total force driving method has two types of always-front / rear axle driving methods, and only one axle is always driven and the rest of the axles transfer driving power only when necessary, and can be switched automatically or manually. Most of the vehicles are FR-powered and are designed to drive the front wheel only when needed.

In addition, the all-wheel drive system is driven at all times by the driving force of the engine, and in the case of a passenger car, an additional one-wheel drive can be driven based on the existing front wheel drive (FF) or rear wheel drive (FR) type cars. Most of the modifications are made, and in the case of an opposing engine, the most economical overall control for changing the 1-axis drive type to the all-wheel drive type is the all-wheel drive type, in addition to the basic type of the vertical type installed in the longitudinal direction and the 1-axis drive type. In addition, some differential, intermediate and differential limiters can be connected directly to the transmission.

The transfer is to transmit the power of the transmission to the front and rear wheels in a four-wheel drive vehicle to transfer the power of the engine to all the front and rear axles to increase the driving power on the rugged road and gradient roads front wheel drive lever It is composed of high speed, low speed, and shift lever, and the engine transmits power to the rear axle only on the flat surface, and the front wheel drive lever moves the clutch hub to drive the front wheel on the gradient road.

However, such a conventional all-wheel drive transfer has a companion flange and a front propeller shaft that are simply interconnected to form a driving force and are driven in a four-wheel drive state, for example, in a steep rugged road and parking lot. When turning corners (tight cornering), the turning radius of the front and rear wheels is different, which causes tight corner brakes such as braking or stiffness and shaking, which causes engine stops. There was this.

Therefore, the present invention has been devised to solve the fundamental problems of the prior art, and its purpose is to provide a driving force distribution means between the companion flange of the transfer and the front propeller shaft so that the driving force is appropriately distributed to the front and rear wheels so that the switchable total force is achieved. It is to provide a transfer with a driving force distribution structure that can reduce the tight corner brake phenomenon and improve the merchandise and reliability of the product while maintaining the frequency of the driving method.

1 is an exploded perspective view of a transfer and front and rear propeller shafts of the switchable total force driving device according to the present invention separated from each other;

2 is a partial cross-sectional view of a state in which a driving force distribution structure is provided between the present invention front propeller sharp and the companion flange.

Explanation of symbols on the main parts of the drawings

10 transfer 11 front propeller shaft

12: rear propeller shaft 13: companion flange

14: main shaft 14a: sprocket

15: front sprocket 20: driving force distribution device

In order to achieve the above object, the present invention is one end of the front and rear propeller shaft so that a plurality of gears are interconnected inside the interconnection so that the driving force of the engine is transmitted through the transmission and the driving force is distributed and transmitted to the front and rear wheels, respectively. A transfer formed to be coupled to the front and rear companion flanges, wherein the transfer force distribution structure is provided between the front wheel-side companion flange and the rear end of the front propeller shaft of the transfer.

In the present invention as described above, the driving force distribution means is formed between the companion flange and the front propeller shaft of the transfer, so that the driving force is properly distributed to the front and rear wheels, and the tight corner brake phenomenon is eliminated while maintaining the frequency of the hum of the switchable total driving method. As a result, the customer's satisfaction with the product is increased, thereby improving the product performance and reliability.

(Actual example)

Hereinafter, a preferred embodiment of the present invention as described above with reference to the accompanying drawings in more detail as follows.

1 is an exploded perspective view of the transfer and front and rear propeller shafts of the switchable total force driving apparatus according to the preferred embodiment of the present invention separated from each other, and FIG. 2 is a front propeller sharp and companion flange of the present invention. Some sectional drawing of the state provided with the drive force distribution structure between them is respectively shown.

As can be seen from this, the transfer 10 of the present invention is interconnected so that a plurality of gears are transmitted to the driving force therein, the driving force of the engine is interconnected to be transmitted through the transmission and the driving force is distributed to the front and rear wheels, respectively One end of the front and rear propeller shafts 11 and 12 is formed to be coupled to the front and rear companion flanges 13 to be delivered.

A driving force distribution device 20 is formed between the front wheel companion flange 13 and the rear end of the front propeller shaft 11 of the transfer 10.

Here, the driving force distribution device 20 has a pair of sprockets 14a formed at predetermined intervals at the other end and the middle portion of the main shaft 14 to which one end is connected so that the driving force of the engine is transmitted, and the intermediate sprocket 14a is formed. The front sprocket 15 is chained at regular intervals.

The front sprocket 15 has a companion flange 13 formed at one end thereof, and a driving force distribution device 20 is coupled to the companion flange 13, and the front propeller shaft 11 is again connected to the driving force distribution device 20. The rear end of is connected.

Transfer having a driving force distribution structure of the present invention having the configuration as described above is assembled and operated as follows.

First, the driving force distribution device 20 is coupled to each other between the companion flange 13 formed at one end of the front sprocket 15 installed in the transfer 10 and the rear end of the front wheel front propeller shaft 11.

The driving force generated in the engine is transmitted to the transfer 10 through the transmission, and the main shaft 14 embedded in the transfer 10 is rotated so that the front sprocket 15 chained together is also rotated.

Therefore, the driving force distribution device 20 is operated by the rotation of the front sprocket 15, and appropriately distributes the driving force of the front and rear wheels to solve the tight corner brake phenomenon.

As described above, according to the present invention, a driving force distribution means is formed between the companion flange and the front propeller shaft of the transfer, so that the driving force is properly distributed on the front and rear wheels, and the tight corner brake phenomenon is eliminated while maintaining the frequency of the hum of the switchable total driving method. As a result, the customer's satisfaction with the product is increased, thereby improving the merchandise and reliability.

Although the present invention has been illustrated and described with reference to certain preferred embodiments, the present invention is not limited to the above-described embodiments and has a general knowledge in the technical field to which the present invention belongs without departing from the spirit of the present invention. Various changes and modifications may be made by the user.

Claims (1)

A plurality of gears are interconnected so that the driving force of the engine is interconnected through the transmission and the driving force is distributed to the front and rear wheels so that one end of the front and rear propeller shafts are coupled to the front and rear companion flanges, respectively. The transfer force distribution structure according to claim 1, wherein driving force distribution means is formed between the front wheel side companion flange of the transfer and the rear end of the front propeller shaft.