JP2002192974A - Transfer device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the cost of gears, to improve assembling performance and the degree of the freedom of the layout of a wheel side transferring system. SOLUTION: This transfer device is provided with a power transmission shaft 9 which is rotated by the driving force of a driving motor and a wheel side output shaft 17 which transfers driving force to a wheel, and a skew shaft is constituted by the wheel side shaft 17 and the power transmission shaft 9, and a skew bevel gears 11 and 19 are arranged between the shafts 17 and 19.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a transfer device.

[0002]

2. Description of the Related Art Japanese Patent Laying-Open No. 2000-211387 discloses a vehicle power distribution device 201 as shown in FIG.

This is a transfer device for a four-wheel drive vehicle, which includes a main gear 205 formed on an input shaft 203, a counter gear 209 on an idler shaft 207, and an output shaft 21.
1 is connected to an output gear 213 and the like.

[0004] Main gear 205 and counter gear 209
Is a spur gear (spur gear) meshed with each other, and the output gear 213 is a bevel gear (bevel gear) meshed with the counter gear 209.

[0005] The input shaft 203 is attached to the vehicle body at a rearward downward angle that becomes lower toward the rear of the vehicle, and the idler shaft 207 is disposed in parallel with the input shaft 203 because the gears 205 and 209 are spur gears. I have.

The use of a bevel gear for the counter gear 209 allows the output shaft 211 to be connected to the idler shaft 207.
(The input shaft 203) is provided with an angle θ, and as a result, it is attached to the vehicle body at a forward-lowering angle that decreases toward the front of the vehicle.

The input shaft 203, the idler shaft 207, and the output shaft 211 are arranged substantially on the same plane and in this order from top to bottom as shown in FIG. Also, the idler shaft 20
7 (the input shaft 203) and the output shaft 211 are intersection axes that intersect at an angle θ.

The driving force of the engine causes the input shaft 203 to rotate via a transmission, and this rotation is performed via a flange 215, a joint, a rear-wheel-side propeller shaft, a joint, and the like. The differential device is distributed to the left and right rear wheels.

The rotation of the input shaft 203 is controlled by a gear 205,
209, 213, an output shaft 211, a flange 217, a joint, a front-wheel-side propeller shaft, a joint, and the like, are transmitted to a front differential (a differential device for distributing the driving force of the engine to the left and right front wheels) and distributed to the left and right front wheels. You.

By arranging the input shaft 203 on the rear wheel side and lowering the output shaft 211 on the front wheel side, the angle generated at the joint on both sides of each propeller shaft is reduced, and the variation in angular speed is reduced. The vibration and abnormal noise caused by the angular velocity fluctuation are reduced.

[0011]

However, in the power distribution device 201, a bevel gear is used as the output gear 213 in order to lower the output shaft 211 on the front wheel side forward.

Bevel gears are more expensive than spur gears, which are cylindrical gears (gears having a cylindrical pitch surface) because they are more difficult to process. In addition, adjustment of backlash (distance between shafts) and the like are difficult, and assemblability is poor.

Further, since the idler shaft 207 and the output shaft 211 are intersecting axes, in order to lower the output shaft 211 forward, the joint position of the output shaft 211 must be lower than the idler shaft 207 as shown in FIG. Therefore, the output shaft 211 cannot be arranged in the vehicle width direction of the idler shaft 207.

As described above, the layout of the output shaft 211 and the front-wheel-side power transmission system including the joint and the propeller shaft is greatly restricted.

The output shaft 211 is connected to the power distribution device 201.
, The load clearance (minimum ground clearance) of the front wheel side power transmission system is reduced.

If the road clearance is small, obstacles such as bumps and bumps are likely to occur during traveling, and the space around the power transmission system on the front wheel side becomes narrow. For example, the layout of exhaust system members and suspension members is reduced. Also has a negative effect.

Accordingly, an object of the present invention is to provide a transfer device in which gears are inexpensive, easy to assemble, and have a high degree of freedom in the layout of the wheel-side power transmission system.

[0018]

According to a first aspect of the present invention, there is provided a transfer apparatus including a power transmission shaft that rotates by a driving force of a prime mover, and a wheel-side output shaft that transmits the driving force to a wheel. A staggered shaft is constituted by the side output shaft and the power transmission shaft, and a staggered shaft gear set for connecting the staggered shafts to each other is provided therebetween.

As described above, according to the transfer apparatus of the present invention, the wheel-side output shaft and the power transmission shaft are staggered, and the wheel-side output shaft and the power transmission shaft, which are joint portions of the wheel-side output shaft, are staggered. A set of shaft gears is provided to transmit the driving force.

The staggered shaft gear set includes, for example, a helical gear which is a cylindrical gear. Compared with a bevel gear, machining is easy and inexpensive, and assemblability is good.

Also, the wheel-side output shaft and the power transmission shaft are arranged in the width direction of each other by making the wheel-side output shaft a staggered axis (a shaft arrangement that is neither parallel nor crossing) with respect to the power transmission shaft. The idler shaft 207
Unlike the conventional example in which the output shaft 211 and the output shaft 211 intersect, the joint position of the wheel-side output shaft is not limited to the lowermost portion of the transfer device.

Therefore, if the wheel-side output shaft is arranged in the vehicle width direction of the power transmission shaft as described above, the load clearance of the transfer device is increased, and the load of the wheel-side power transmission system including a joint, a propeller shaft, and the like is increased. Clearance increases.

Further, the wheel-side output shaft is a staggered shaft with respect to an idler shaft (power transmission shaft) of the transfer device,
It is also possible to configure a staggered shaft gear with the idle gear on the idler shaft, and in this case also, it is possible to increase the load clearance of the wheel-side power transmission system.

As described above, when the transfer device has a plurality of power transmission shafts, the wheel-side output shaft can be a staggered shaft from any of these.

Thus, the degree of freedom in layout of the transfer device (wheel-side output shaft) and the wheel-side power transmission system is increased, and the load clearance therebetween can be increased.

Therefore, it is easy to avoid a collision with a step or a convex portion during traveling, and the peripheral space is widened.
The layout of the members of the exhaust system, the suspension members, and the like also becomes easier.

Further, since the staggered shaft gear set is used, not only the vertical angle but also the angle in the vehicle width direction can be given to the wheel-side output shaft while maintaining good engagement of the staggered shaft gear set. .

Therefore, a front differential,
Alternatively, if an angle in the vehicle width direction facing the rear differential is given, a slight angle difference remaining between the front differential and the rear differential is absorbed by the joint, so the wheel-side output shaft is arranged in the vehicle width direction of the power transmission shaft. However, there is no need to change the position of the front and rear differentials.

In this way, since the positions of the front differential and the rear differential are not changed, it is not necessary to change the lengths of the drive axle shafts of the left and right wheels, thereby avoiding a large increase in cost.

As described above, it is possible to cope with the angle adjustment when the wheel-side output shaft is placed at the vehicle width position of the power transmission shaft.

Also, the wheel-side output shaft to be a staggered shaft is:
The output shaft on the front wheel side or the output shaft on the rear wheel side may be used, and if necessary, both may be used as staggered shafts.

According to a second aspect of the present invention, there is provided the transfer apparatus according to the first aspect, wherein at least one of the staggered shaft gear sets is a helical gear. Actions and effects can be obtained.

Further, since the helical gear is a cylindrical gear as described above, it is easy to process, inexpensive, and has good assemblability.

If at least one of the gears constituting the staggered shaft gear set is a helical gear, the mating gear can be a spur gear.

[0035]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG.
(One embodiment of the present invention) will be described.

The transfer apparatus 1 has the features of the first and second aspects. The left side of FIG. 1 is the front of a four-wheel drive vehicle using the transfer device 1, and the upper side of FIG. 1 is the upper side in the direction of gravity. Further, members and the like without reference numerals are not shown.

The power system of this vehicle includes an engine (motor), a starting clutch, a transmission (T / M), a transfer device 1, a front wheel side propeller shaft, a front differential, left and right drive axle shafts and front wheels, and a rear wheel side propeller shaft. , Rear differential, left and right drive axle shafts and rear wheels.

As shown in FIG. 1, the transfer apparatus 1 is housed in a transfer case 3, and includes an input shaft 5, an input gear 7, an idler shaft 9 (a power transmission shaft that rotates by the driving force of the prime mover: a staggered shaft), an idle shaft. Gear 11 (staggered shaft gear), rear wheel output shaft 13, rear wheel output gear 15,
It comprises a front wheel side output shaft 17 (wheel side output shaft: staggered shaft), a front wheel side output gear 19 (staggered shaft gear: helical gear) and the like.

The input shaft 5 has a front end and a rear end, each of which is provided with a transfer case 3 by ball bearings 21 and 23, respectively.
And is connected to an output shaft on the transmission side that penetrates into the transfer case 3 from the front. A seal 25 for preventing oil leakage is arranged between the output shaft and the transfer case 3.

The idler shaft 9 has a front end and a rear end supported by the transfer case 3 by ball bearings 27 and 29, respectively.

The rear wheel output shaft 13 is supported by the transfer case 3 at the front end by ball bearings 31 and 33 and at the rear end by needle bearings 35 and 35, respectively. Further, a seal 37 for preventing oil leakage is arranged between the rear wheel output shaft 13 and the transfer case 3.

The input shaft 5, the idler shaft 9 and the rear wheel output shaft 13 are arranged on a substantially vertical plane and parallel to each other.

The rear wheel output shaft 13 is connected to the rear differential through a rear wheel power transmission system including a joint 39, a rear wheel propeller shaft, a joint and the like.

The front wheel side output shaft 17 is arranged in the vehicle width direction of the idler shaft 9, forms a staggered axis with the idler shaft 9, and has an angle θ at which the front falls with the idler shaft 9. Has been given. Further, the front wheel side output shaft 17 is supported by the transfer case 3 by bearings.

The angle θ can be arbitrarily selected within a range of a maximum of about 30 °.

A flange 41 is spline-connected to the front end of the front wheel output shaft 17 and is fixed by a nut 43. The front wheel output shaft 17 is connected to the flange 41, the joint,
It is connected to the front differential via a front-wheel-side power transmission system including a front-wheel-side propeller shaft and a joint.

The input gear 7 is formed integrally with the input shaft 5, the idle gear 11 is formed integrally with the idler shaft 9, and the rear wheel output gear 15 is formed integrally with the rear wheel output shaft 13.

The input gear 7, the idle gear 11, and the rear wheel output gear 15 are spur gears (spur gears). The input gear 7 meshes with the idle gear 11, and the idle gear 11 meshes with the rear wheel output gear 15. And a gear train 45 forming a part of the rear-wheel-side power transmission system.

The front wheel output gear 19 is a helical gear and is formed integrally with the front wheel output shaft 17.

The front wheel side output gear 19 of the helical gear meshes with the spur gear idle gear 11 to form a staggered shaft gear set. As described above, the front wheel side output shaft 17
The torsion angle is adjusted so that the angle between the shaft and the idler shaft 9 becomes θ.

The input gear 7, the idle gear 11, and the front wheel side output gear 19 constitute a gear train 47 which forms a part of the front wheel side power transmission system.

Further, the engine and the transmission are mounted on the vehicle body so as to be lowered rearward, and the rear wheel output shaft 13 is coaxial with them and arranged rearwardly, and is provided on both sides of the rear wheel propeller shaft. The angle generated at the joint is reduced.

The front output shaft 17 is connected to the idler shaft 9.
By providing the angle θ with respect to the (rear wheel side output shaft 13), it is disposed at the front downward, and the angle generated at the joint on both sides of the front wheel side propeller shaft is reduced.

Further, since the front wheel side output shaft 17 is a staggered shaft and the front wheel side output gear 19 is a staggered shaft gear,
The front wheel side output shaft 17 can be given an angle in the vehicle width direction while maintaining good engagement between the front wheel side output gear 19 and the idle gear 11.

Therefore, the front wheel side output shaft 17 is given an angle in the vehicle width direction facing the front differential. Since the slight angle difference remaining between the front differential and the front differential is absorbed by the joint, there is no need to change the position of the front differential even if the front wheel output shaft 17 is arranged in the vehicle width direction of the idler shaft 9.

As described above, since the position of the front differential is not changed, it is not necessary to change the length of each drive axle shaft of the left and right front wheels, thereby avoiding a large increase in cost.

The driving force of the engine rotates the input shaft 5 via the transmission.
Is transmitted to the rear differential via a power transmission system on the rear wheel side including the rear wheel, and is distributed to the left and right rear wheels.

The rotation of the input shaft 5 is transmitted to a front differential via a front wheel power transmission system including a gear train 47, and is distributed to the left and right front wheels.

At this time, as described above, the angle at each joint portion is reduced by the rear-downward arrangement of the rear-wheel-side power transmission system and the front-downward arrangement of the front-wheel-side power transmission system. The resulting fluctuations in angular velocity are greatly reduced, and vibrations and noises caused by the fluctuations in angular velocity are reduced.

Further, a pulse gear 49 for a speedometer is formed on the rear wheel output shaft 13, and the outer periphery of the rear wheel output shaft 13 is adjacent to the rear wheel output gear 15, and is used for parking lock. Gear 51 is fixed.

An oil pan is provided at the lower part of the transfer case 3, and the oil is scraped up by the above-mentioned rotating members whose lower part is immersed in the oil. 11,19,1
5, 51, 49 engagement portion and ball bearing 21,
23, 27, 29, 31, and 33 are lubricated and cooled, and further dropped on needle bearings 35 and 35 that are collected in an oil gutter and hardly reach oil, and are lubricated and cooled to improve durability.

An axial oil flow path 53 and radial oil flow paths 55 and 57 communicating with the oil flow path 53 and opening to the outside are provided in the shaft center of the rear wheel output shaft 13.

An oil pump driven by the rotation of the rear wheel output shaft 13 is disposed at the front end of the rear wheel output shaft 13.
3 is sent to the oil flow passages 55 and 57 and blown out to forcibly lubricate and cool the ball bearing 33 and the pulse gear 49.

Thus, the transfer device 1 is configured.

In the transfer device 1, as described above,
The front wheel side output shaft 17 is staggered with respect to the idler shaft 9, and a staggered shaft gear set is provided in these joints by the helical gear front wheel side output gear 19 and the spur gear idle gear 11, and the driving force is distributed to the front wheel side. It was configured to be.

Since the helical gear is a cylindrical gear, the front wheel-side output gear 19 is easy to process, inexpensive, and has good assemblability.

Further, since the idle gear 11 on the other side can be formed as a spur gear, it can be implemented at a lower cost.

Further, the staggered arrangement makes it possible to arrange the front-wheel-side output shaft 17 in the vehicle width direction of the idler shaft 9, unlike the conventional example in which the idler shaft 207 and the output shaft 211 intersect. The joint position of the front wheel output shaft 17 is not limited to the lowermost part of the transfer device 1.

By arranging the front-wheel output shaft 17 in the vehicle width direction of the idler shaft 9 in this manner, the load clearance of the transfer device 1 is increased, and the load of the front-wheel power transmission system including a joint, a propeller shaft, and the like is increased. Clearance increases.

As described above, the degree of freedom in layout of the transfer device 1 (the front wheel side output shaft 17) and the front wheel side power transmission system is increased, and the road clearance is increased. Collisions with the like become easier to avoid.

Further, since the peripheral space is widened, the layout of the members of the exhaust system and the suspension members becomes easier.

Further, since an angle in the vehicle width direction is given to the front wheel side output shaft 17 to cope with the angle adjustment with the front differential as described above, the length of the left and right drive axle shafts is changed. Large cost increases can be avoided.

In the transfer apparatus 1, the front wheel output shaft 17 may be a staggered shaft with respect to the input shaft 5 or the rear wheel output shaft 13 instead of the idler shaft 9.

In addition to the helical gear, the staggered shaft gear includes a worm gear, a hypoid gear, a face gear, and the like. In the present invention, these can be arbitrarily selected and used.

In a front wheel drive vehicle and a rear wheel drive vehicle,
Between the output shaft of the transmission and the input shaft on the front wheel side, or the input shaft on the rear wheel side, as in the configuration of the present invention,
If a staggered shaft is formed and these are connected by a staggered shaft gear, the angle of the joint can be reduced while the engine and the transmission are arranged substantially horizontally, and vibration and abnormal noise can be reduced.

[0076]

According to the transfer device of the first aspect, when the staggered shaft gear set provided at the joint of the wheel-side output shaft is, for example, a helical gear, it is easier and cheaper to process than a bevel gear. Good assemblability.

Further, it is possible to arrange the wheel-side output shaft in the vehicle width direction of the mating power transmission shaft, and when there are a plurality of power transmission shafts, the wheel-side output shaft differs from any of them. Because it may be an axis, unlike the conventional example,
The joint position of the wheel-side output shaft is not limited to the lowermost part of the transfer device.

As described above, the degree of freedom in the layout of the transfer device (wheel-side output shaft) and the wheel-side power transmission system is increased, and the load clearance between them is increased. In addition to being easy to avoid, the surrounding space is widened, so that the layout of exhaust system members, suspension members, and the like becomes easier.

Further, an angle in the vehicle width direction can be given to the wheel-side output shaft, and it is possible to cope with the angle adjustment when the wheel-side output shaft is placed at the vehicle width position of the mating shaft.

The transfer device according to the second aspect can obtain the same effect as the configuration of the first aspect.

Further, the helical gear of the cylindrical gear is easy to process, inexpensive, and has good assembling properties.

Further, if the mating gear constituting the staggered shaft gear set is a spur gear, the structure can be further reduced.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an embodiment of the present invention.

FIG. 2 is a sectional view of a conventional example.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Transfer device 9 Idler shaft (power transmission shaft rotated by driving force of a prime mover: staggered shaft) 11 Idle gear (staggered shaft gear) 17 Front wheel side output shaft 17 (wheel side output shaft: staggered shaft) 19 Front wheel side output gear ( Staggered shaft gear: helical gear)

Claims (2)

[Claims] 1. A power transmission shaft that rotates by a driving force of a prime mover, and a wheel-side output shaft that transmits a driving force to a wheel side, wherein the wheel-side output shaft and the power transmission shaft constitute a staggered shaft. And a staggered shaft gear set for connecting the two to each other. 2. The transfer device according to claim 1, wherein at least one of the staggered shaft gear sets is a helical gear.