JP4380542B2 - Driving force switching mechanism - Google Patents

Driving force switching mechanism Download PDF

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JP4380542B2
JP4380542B2 JP2005003887A JP2005003887A JP4380542B2 JP 4380542 B2 JP4380542 B2 JP 4380542B2 JP 2005003887 A JP2005003887 A JP 2005003887A JP 2005003887 A JP2005003887 A JP 2005003887A JP 4380542 B2 JP4380542 B2 JP 4380542B2
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shaft
switching
driving force
switching member
motor
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JP2005132366A (en
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透 加賀田
真澄 風岡
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Aisin Corp
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Aisin Seiki Co Ltd
Aisin Corp
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Description

本発明は、動力源からの動力の伝達を切換る駆動力切換機構に関するものであり、特に２輪駆動状態と４輪駆動状態との切換に関する。   The present invention relates to a driving force switching mechanism that switches transmission of power from a power source, and more particularly to switching between a two-wheel driving state and a four-wheel driving state.

従来より、動力源からの動力の伝達を前輪或は後輪から全輪に切換る機構としてトランスファが知られている。しかし、トランスファは一般的に変速機と一体で形成されており、従来の車両にトランスファを新たに設けるには多くのユニットを交換しなければならず、汎用性が悪い、という問題があった。   Conventionally, a transfer is known as a mechanism for switching power transmission from a power source from a front wheel or a rear wheel to all wheels. However, the transfer is generally formed integrally with the transmission, and in order to newly provide a transfer in a conventional vehicle, many units have to be replaced, resulting in poor versatility.

また、トランスファ以外の２輪駆動−４輪駆動の切換機構の従来技術として、特公平１−２３３３０号に開示される技術がある。この技術には、パートタイム式４輪駆動車両の駆動力のオン・オフを切り換え可能な車軸側のディファレンシャル装置の一方の出力軸に、駆動力オン時に連結（４輪駆動状態）して駆動力オフ時に離脱（２輪駆動状態）するクラッチを設けることにより、２輪駆動状態と４輪駆動状態とを切換可能にすると共に、２輪駆動時における車輪からのバックドライブを防止する技術が開示されている。
特公平１−２３３３０号公報 Moreover, there is a technique disclosed in Japanese Patent Publication No. 1-23330 as a conventional technique of a switching mechanism for two-wheel drive and four-wheel drive other than transfer. In this technology, the driving force is connected to one output shaft of an axle-side differential device that can be switched on / off of the driving force of a part-time four-wheel drive vehicle when the driving force is turned on (four-wheel drive state). Disclosed is a technology that enables switching between a two-wheel drive state and a four-wheel drive state by providing a clutch that is disengaged (two-wheel drive state) when the vehicle is off, and prevents back-drive from the wheels during two-wheel drive. ing.
Japanese Patent Publication No. 1-2330

しかしながら、トランスファは一般的に変速機と一体で形成されており、車両にトランスファを新たに設けるには多くのユニットを交換しなければならず、汎用性が悪い、という問題があった。   However, the transfer is generally formed integrally with the transmission, and in order to newly provide a transfer in the vehicle, many units have to be replaced, and there is a problem that versatility is poor.

また、特公平１−２３３３０号の技術は、ディファレンシャルの出力軸側にクラッチ機構を配設しているために、ディファレンシャルの幅寸法が大きくなってしまう。更に、このクラッチ機構は最終減速後の駆動トルクを伝達するものであり、４輪駆動時にはクラッチ機構に大きな駆動トルクが負荷されるので、高強度材や大きなモジュール等によりクラッチ機構の強度を確保しなければならない、という問題がある。   Further, in the technique of Japanese Patent Publication No. 1-23330, since the clutch mechanism is disposed on the differential output shaft side, the width of the differential is increased. Furthermore, this clutch mechanism transmits the driving torque after the final deceleration, and a large driving torque is applied to the clutch mechanism when driving four wheels. Therefore, the strength of the clutch mechanism is ensured by a high-strength material or a large module. There is a problem of having to.

そこで本発明は、上記問題点を解決すべく、コンパクトで、汎用性に優れた駆動力切換機構を提供することを技術的課題とする。   Therefore, in order to solve the above problems, it is a technical object of the present invention to provide a driving force switching mechanism that is compact and excellent in versatility.

上記技術的課題を解決するために請求項１は、車両の車輪対のディファレンシャルを収容する終減速装置内に、前記ディファレンシャルの入力軸である第１軸と、駆動源と第１軸との間に配置され、駆動源からの駆動力を伝達する第２軸と、前記第１軸の軸方向に摺動可能に設けられるとともに前記第１軸と前記第２軸との連結・離脱を切り換え可能な切換部材を有するクラッチ機構と、前記クラッチ機構の前記切換部材を摺動させる切換装置と、を備える駆動力切換機構であって、通電によって駆動し前記切換装置を作動させるモータと、前記切換部材の移動を電気的に検知する検知手段と、を有し前記切換部材が前記第１軸および前記第２軸と嵌合して前記車両を４輪駆動状態とし、前記第１軸のみと嵌合して前記車両を２輪駆動状態とすることを特徴とする駆動力切換機構とした。
__ In order to solve the above technical problem, a first aspect of the present invention provides a final reduction gear that accommodates a differential of a wheel pair of a vehicle, and includes a first shaft that is an input shaft of the differential, a drive source, and a first shaft. The second shaft that transmits the driving force from the driving source , and is slidable in the axial direction of the first shaft, and the connection / disconnection between the first shaft and the second shaft can be switched. A driving force switching mechanism comprising: a clutch mechanism having an appropriate switching member; and a switching device that slides the switching member of the clutch mechanism, the motor being driven by energization to operate the switching device, and the switching member Detecting means for electrically detecting the movement of the vehicle, wherein the switching member is fitted to the first shaft and the second shaft to bring the vehicle into a four-wheel drive state, and is fitted to only the first shaft. And the vehicle is in a two-wheel drive state. And a drive force switching mechanism, characterized in Rukoto.
__

上記課題を解決するために請求項２は、前記モータと前記切換装置の間には、前記切換装置の作動方向にたわむようにスプリングが配設される駆動力切換機構とした。   In order to solve the above problem, a second aspect of the present invention provides a driving force switching mechanism in which a spring is disposed between the motor and the switching device so as to bend in the operation direction of the switching device.

上記課題を解決するために請求項３は、前記スプリングは、前記モータの出力ギヤの回転方向にたわむスパイラルスプリングである駆動力切換機構とした。   In order to solve the above-mentioned problems, a third aspect of the present invention provides a driving force switching mechanism in which the spring is a spiral spring that bends in the rotation direction of the output gear of the motor.

上記課題を解決するために請求項４は、前記モータは、運転者の切換スイッチの作動により通電のオン・オフ、或いは通電方向が切換られ駆動し、切換装置を作動させる駆動力切換機構とした。   In order to solve the above-mentioned problems, a fourth aspect of the present invention provides a driving force switching mechanism in which the motor is driven by turning on / off the energization or switching the energizing direction by the operation of the driver's changeover switch, and operating the switching device. .

ここで、本発明におけるディファレンシャルとは、左右の駆動車輪或は前後の駆動車輪の回転数の差を吸収し円滑な走行を可能とする差動装置、或は差動制限装置のことである。   Here, the differential in the present invention refers to a differential device or a differential limiting device that allows smooth running by absorbing the difference in rotational speed between the left and right drive wheels or the front and rear drive wheels.

尚、本発明における終減速装置とは、ディファレンシャルのアッセンブリを意味する。   In the present invention, the final reduction gear means a differential assembly.

本発明によると、終減速装置内にクラッチ機構を設けたので、ディファレンシャルを含む１つのユニット（終減速装置）を交換するだけで２輪駆動と４輪駆動とを切換可能な切換機構を構成することができる。更に、切換部材の軸方向の移動は、切換部材の内周に形成される内スプラインが第１軸の外周面に直接的に形成される第１スプライン又は第２軸の外周面に直接的に形成される第２スプラインに沿って行われる。これにより、コンパクトで汎用性に優れた駆動力切換機構を提供することができる。   According to the present invention, since the clutch mechanism is provided in the final reduction gear, a switching mechanism capable of switching between two-wheel drive and four-wheel drive is configured simply by replacing one unit (final reduction gear) including a differential. be able to. Furthermore, the movement of the switching member in the axial direction is directly caused by the inner spline formed on the inner periphery of the switching member directly on the outer periphery of the first shaft or the second shaft. This is performed along the second spline to be formed. As a result, a driving force switching mechanism that is compact and excellent in versatility can be provided.

ここで、切換部材の内スプラインが第１スプラインと第２スプラインの両方に嵌合することにより第１軸と第２軸とが連結され、切換部材の内スプラインが第１スプラインと第２スプラインのいずれか一方に嵌合する場合には第１軸と第２軸とは離脱される。   Here, the first shaft and the second shaft are connected by fitting the inner spline of the switching member to both the first spline and the second spline, and the inner spline of the switching member is connected to the first spline and the second spline. When fitting to either one, the first shaft and the second shaft are separated.

更に、切換部材を、第１軸を支持する軸受と第２軸を支持する軸受との間で軸方向に摺動可能に設けることにより、従来技術のデッドスペースを利用して装置が大型化することがなく、従来品への汎用も容易になる。   Furthermore, by providing the switching member so as to be slidable in the axial direction between the bearing that supports the first shaft and the bearing that supports the second shaft, the size of the apparatus is increased using the dead space of the prior art. This makes it easy to apply to conventional products.

以下、本発明の一実施の形態を図面を用いて説明する。図１は本実施の形態の動力切換機構を備える車両の簡略図、図２は本実施の形態での主要部、図３は図２のＡ視図である。本実施の形態では、後輪に常に駆動力が伝達されて２輪駆動時に前輪への駆動力を切り離す形式の車両とする。   Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a simplified diagram of a vehicle equipped with a power switching mechanism of the present embodiment, FIG. 2 is a main part of the present embodiment, and FIG. 3 is a view as viewed in FIG. In the present embodiment, the vehicle is of a type in which the driving force is always transmitted to the rear wheels and the driving force to the front wheels is disconnected when driving two wheels.

全体の構成について説明する。駆動源であるエンジン１と、エンジン１の出力側に連結される変速機２と、変速機２の出力側に一端が形成されエンジン１の駆動力を伝達する駆動軸４と、一端が駆動軸４側に形成され他端が終減速装置５内に形成される第２軸１７と、終減速装置５に連結される前輪側車軸６、８と、前輪側車軸６、８に取付けられる前輪７、９とを備えている。また、終減速装置５内には、前輪側のディファレンシャル２０の入力軸であり、第２軸１７と同軸に配置される第１軸１８が配設されている。   The overall configuration will be described. An engine 1 as a drive source, a transmission 2 connected to the output side of the engine 1, a drive shaft 4 having one end formed on the output side of the transmission 2 and transmitting the driving force of the engine 1, and one end being a drive shaft A second shaft 17 formed on the side 4 and having the other end formed in the final reduction gear 5, front wheel side axles 6, 8 connected to the final reduction device 5, and a front wheel 7 attached to the front wheel side axles 6, 8. , 9. Further, in the final reduction gear 5, a first shaft 18 which is an input shaft of the differential 20 on the front wheel side and is arranged coaxially with the second shaft 17 is disposed.

本発明の主要部である駆動力切換機構について説明する。駆動力切換機構は終減速装置５内に形成されており、第１軸１８と、第１軸１８と同軸上に設けられる第２軸１７と、第１軸１８と第２軸１７とを連結・離脱可能なクラッチ機構と、を備えている。第１軸１８はハウジング２１に対して回転自在に取付けられ、ディファレンシャル２０側にリングギア２３と噛み合うピニオンギア１８ｂを有している。ハウジング２１内にはディファレンシャル２０が設けられており、ディファレンシャル２０は車軸に直交して回転可能に取付けられるディファレンシャルケース２２内に設けられている。ディファレンシャルケース２２にはピニオンギア１８ｂと噛み合うリングギア２３が取付けられている。また、第２軸１７は第１軸１８の外端部に隣接してハウジング２１に対して回転自在に取付けられている。第２軸１７の端部には、変速機２の出力軸に連結されるヨーク１６が固定されており、変速機２の出力が第２軸１７に伝達される。   The driving force switching mechanism that is the main part of the present invention will be described. The driving force switching mechanism is formed in the final reduction gear 5 and connects the first shaft 18, the second shaft 17 provided coaxially with the first shaft 18, and the first shaft 18 and the second shaft 17. -A detachable clutch mechanism. The first shaft 18 is rotatably attached to the housing 21 and has a pinion gear 18b that meshes with the ring gear 23 on the differential 20 side. A differential 20 is provided in the housing 21, and the differential 20 is provided in a differential case 22 that is rotatably mounted perpendicular to the axle. A ring gear 23 that meshes with the pinion gear 18 b is attached to the differential case 22. Further, the second shaft 17 is rotatably attached to the housing 21 adjacent to the outer end portion of the first shaft 18. A yoke 16 connected to the output shaft of the transmission 2 is fixed to the end of the second shaft 17, and the output of the transmission 2 is transmitted to the second shaft 17.

次に、クラッチ機構の切換部材１９について更に説明する。クラッチ機構は、第１軸１８と第２軸１７の間に両軸間を連結・離脱可能な切換部材１９が設けられている。切換部材１９の内周面には、第１軸１８の外周に形成される第１スプライン１８ａ及び第２軸１７の外周に形成される第２スプライン１７ａに対応する内スプライン１９ａが形成されており、切換部材１９は両スプライン１７ａ、１８ａに沿って軸方向に摺動が可能である。   Next, the switching member 19 of the clutch mechanism will be further described. The clutch mechanism is provided with a switching member 19 between the first shaft 18 and the second shaft 17 that can be connected and disconnected between the two shafts. An inner spline 19 a corresponding to the first spline 18 a formed on the outer periphery of the first shaft 18 and the second spline 17 a formed on the outer periphery of the second shaft 17 is formed on the inner peripheral surface of the switching member 19. The switching member 19 is slidable in the axial direction along both the splines 17a and 18a.

切換部材１９を軸方向に摺動させる切換装置は、出力ギア２５及びラック２６を有しており、出力ギア２５が回転することによって、ラック２６はハウジング２１に取付けられたシャフト２７に対して摺動する。出力ギア２５はモータ（図示せず）の駆動に応じて回転され、モータの駆動は図示しない制御装置ＥＣＵにより制御される。出力ギア２５はスパイラルスプリングを介してモータに取付けられている。モータが駆動するとスパイラルスプリングを介して出力ギア２５に駆動力が伝達され、出力ギア２５が回転駆動するとラック２６が軸方向に移動して、ラック２６に固設されたフォーク２８も軸方向に移動する。したがって、フォーク２８の移動によりフォーク２８の端部に固設される切換部材１９は第１軸１８及び第２軸１７のスプライン上を摺動することが可能になる。   The switching device that slides the switching member 19 in the axial direction includes an output gear 25 and a rack 26, and the rack 26 slides with respect to a shaft 27 attached to the housing 21 as the output gear 25 rotates. Move. The output gear 25 is rotated according to the drive of a motor (not shown), and the drive of the motor is controlled by a control device ECU (not shown). The output gear 25 is attached to the motor via a spiral spring. When the motor is driven, a driving force is transmitted to the output gear 25 via a spiral spring. When the output gear 25 is driven to rotate, the rack 26 moves in the axial direction, and the fork 28 fixed to the rack 26 also moves in the axial direction. To do. Therefore, the switching member 19 fixed to the end of the fork 28 by the movement of the fork 28 can slide on the splines of the first shaft 18 and the second shaft 17.

本実施の形態においては、フォーク２８と一体にスイッチ押付部２８ａが設けており、４輪駆動時にはフォーク２８の移動によりスイッチ押付部２８ａがスイッチ３１を押し付けることで４輪駆動状態であることを電気的に検知している。第１軸１８及び第２軸１７の回転に依存しないフォーク２８を用いてスイッチ３１のオン・オフを切り換えているので、スイッチ３１が磨耗することもなくスイッチ３１の耐久性が向上する。   In the present embodiment, the switch pressing portion 28a is provided integrally with the fork 28, and when the four-wheel drive is performed, the switch pressing portion 28a presses the switch 31 by the movement of the fork 28, thereby confirming that the four-wheel drive state is established. Is detected. Since the fork 28 that does not depend on the rotation of the first shaft 18 and the second shaft 17 is used to switch the switch 31 on and off, the switch 31 is not worn and the durability of the switch 31 is improved.

次に作動について説明する。車両が４輪駆動状態の場合には、切換部材１９は第１軸１８と第２軸１７の両方に亘ってスプライン嵌合しており、変速機構の出力軸の駆動トルクは、ヨーク１６、第２軸１７、第１軸１８、リングギア２３、ディファレンシャルケース２２の順に伝達され、更にディファレンシャル２０から操舵輪側である前輪側車軸６、８を介して操舵輪である前輪７、９にも伝達される。車両の旋回時には前輪７、９と後輪１３、１５との間で内輪差が生じ、前輪７、９と後輪１３、１５との回転数に差ができるので、４輪駆動状態のままでは操舵力が大きくなってしまう。   Next, the operation will be described. When the vehicle is in a four-wheel drive state, the switching member 19 is spline-fitted across both the first shaft 18 and the second shaft 17, and the drive torque of the output shaft of the speed change mechanism is the yoke 16, It is transmitted in the order of the two shafts 17, the first shaft 18, the ring gear 23, and the differential case 22, and further transmitted from the differential 20 to the front wheels 7 and 9 that are the steered wheels via the front wheel side axles 6 and 8 that are the steered wheels. Is done. When the vehicle turns, an inner wheel difference occurs between the front wheels 7 and 9 and the rear wheels 13 and 15, and a difference in the rotational speed between the front wheels 7 and 9 and the rear wheels 13 and 15 can occur. Steering force will increase.

そこで、前後輪の回転数に差ができたときには、出力ギア２５を回転させ切換部材１９を軸方向に摺動させることにより、切換部材１９と第２軸１７とを非係合にして駆動源からの駆動力を第１軸１８に伝達しないように２輪駆動状態とする。これによって、前輪と後輪との回転数の差を第１軸１８と第２軸１７との相対回転として吸収することができるので、操舵力は小さくなる。但し、切換部材１９と第２軸１７の間の駆動トルクが大きく、切換部材１９が軸方向に摺動できない場合には、モータが作動しても切換部材１９は摺動できずにモータの出力軸と出力ギア２５との間に設けられるスパイラルスプリングがたわむ。そして、駆動トルクが小さくなってスパイラルスプリングのスプリング力が駆動トルクに打ち勝ったときに出力ギア２５が回転して切換部材１９を摺動する。これにより第１軸１８と第２軸１７の両軸に嵌合していた切換部材１９が第１軸１８のみとの嵌合になり、後輪のみが駆動する２輪駆動状態になる。（切換部材１９、フォーク２８が図２の実線の状態）
次に、２輪駆動から４輪駆動への切り換えについて説明する。４輪駆動に戻る場合には、切換装置は出力ギア２５を作動させることによって切換部材１９を軸方向に摺動させて、切換部材１９を第１軸１８及び第２軸１７と係合させることができる。これによって変速機の出力軸からの駆動トルクは後輪だけでなく前輪にも伝達される。但し、内スプライン１９ａと第２スプライン１７ａの位相が不一致で切換部材１９が摺動できない場合には、モータを作動させても切換部材１９は摺動できずにモータの出力軸と出力ギア２５との間に設けられるスパイラルスプリングがたわむ。そして後輪のスリップ等により内スプライン１９ａと第２スプライン１７ａの位相が一致した時に出力ギア２５が作動して切換部材１９が摺動し、切換部材１９は第１軸１８と第２軸１７の両スプラインと嵌合する。ここで初めて２輪駆動状態から４輪駆動状態に切り替わる。（切換部材１９、フォーク２８が図２の一点鎖線の状態）
２輪駆動と４輪駆動との切り換え、すなわちクラッチ機構の作動は、本実施例では運転者が切換スイッチ（図示せず）を作動することによってモータへの通電のオン・オフ、或は通電方向を切り換えることで、２輪駆動と４輪駆動との切り換えを任意に行うようにしたが、この他に、前輪と後輪とにそれぞれ回転数センサを設けて、前輪と後輪との回転数に差が発生したことを制御装置ＥＣＵが検知すると、モータに通電して４輪駆動状態から２輪駆動状態に切り換える。そして前輪と後輪との回転数に差がなくなったことを制御装置ＥＣＵが検知すると、２輪駆動への切換時とモータの通電方向を逆にして、２輪駆動状態から４輪駆動状態に切り換えてもよい。 Therefore, when there is a difference between the rotational speeds of the front and rear wheels, the output gear 25 is rotated and the switching member 19 is slid in the axial direction to disengage the switching member 19 and the second shaft 17 from each other. The two-wheel drive state is set so as not to transmit the driving force from the first shaft 18 to the first shaft 18. As a result, the difference in the rotational speed between the front wheels and the rear wheels can be absorbed as the relative rotation between the first shaft 18 and the second shaft 17, so that the steering force is reduced. However, when the driving torque between the switching member 19 and the second shaft 17 is large and the switching member 19 cannot slide in the axial direction, the switching member 19 cannot slide even if the motor is operated, and the motor output A spiral spring provided between the shaft and the output gear 25 is bent. When the drive torque is reduced and the spring force of the spiral spring overcomes the drive torque, the output gear 25 rotates and slides on the switching member 19. As a result, the switching member 19 fitted to both the first shaft 18 and the second shaft 17 is fitted with only the first shaft 18, and a two-wheel drive state in which only the rear wheels are driven is achieved. (The switching member 19 and the fork 28 are in the state of the solid line in FIG. 2)
Next, switching from two-wheel drive to four-wheel drive will be described. When returning to the four-wheel drive, the switching device causes the switching member 19 to slide in the axial direction by operating the output gear 25 to engage the switching member 19 with the first shaft 18 and the second shaft 17. Can do. As a result, the drive torque from the output shaft of the transmission is transmitted not only to the rear wheels but also to the front wheels. However, when the switching member 19 cannot slide because the phases of the inner spline 19a and the second spline 17a do not match, the switching member 19 cannot slide even if the motor is operated, and the motor output shaft and the output gear 25 The spiral spring provided in between is bent. When the phases of the inner spline 19a and the second spline 17a coincide with each other due to slippage of the rear wheel, the output gear 25 is operated and the switching member 19 slides. The switching member 19 is connected to the first shaft 18 and the second shaft 17 Mates with both splines. Here, for the first time, the two-wheel drive state is switched to the four-wheel drive state. (The switching member 19 and the fork 28 are in the state of the one-dot chain line in FIG. 2)
Switching between two-wheel drive and four-wheel drive, that is, the operation of the clutch mechanism, in this embodiment, the driver turns on / off the energization of the motor by operating a changeover switch (not shown), or the energization direction. The two-wheel drive and the four-wheel drive can be switched arbitrarily by switching the wheel, but in addition to this, a rotation speed sensor is provided for each of the front wheel and the rear wheel so that the rotation speed of the front wheel and the rear wheel is increased. When the control unit ECU detects that a difference has occurred, the motor is energized to switch from the four-wheel drive state to the two-wheel drive state. When the control unit ECU detects that there is no difference in the rotational speed between the front wheels and the rear wheels, the motor energization direction is reversed when switching to the two-wheel drive and the two-wheel drive state is changed to the four-wheel drive state. It may be switched.

本実施の形態によると、スパイラルスプリングを用いて位相の不一致時や駆動トルクが大きい場合における切換部材１９の摺動を規制しているが、とくにスパイラルスプリングを用いることに限定する意図はなく、スプラインの位相が一致した時に初めて切換部材１９が摺動する形式であればどのような機構を用いても良い。   According to the present embodiment, the spiral member is used to restrict the sliding of the switching member 19 when the phase is inconsistent or the driving torque is large. However, there is no particular intention to limit the use of the spiral spring. Any mechanism may be used as long as the switching member 19 slides for the first time when the two phases coincide.

また、本実施の形態では第１軸１８を支持する軸受２９と、第２軸１７を支持する軸受３０の間に切換部材を設けたので、従来技術のデッドスペースを利用して装置が大型化することがなく、従来品への汎用も容易になり有利である。   In the present embodiment, since the switching member is provided between the bearing 29 that supports the first shaft 18 and the bearing 30 that supports the second shaft 17, the apparatus is enlarged using the dead space of the prior art. This is advantageous because it can be easily used for conventional products.

また、本実施の形態によると、４輪駆動から２輪駆動に切り換えることによってステアリングの操舵力を低減することができる。   Further, according to the present embodiment, the steering force of the steering can be reduced by switching from four-wheel drive to two-wheel drive.

更に、本実施の形態では、トランスファを備えることなく変速機から直接出力軸に駆動力を伝達する構成であるが、変速機と前輪及び後輪の出力軸の間にトランスファを備える形式のものにも適用が可能である。   Further, in the present embodiment, the driving force is directly transmitted from the transmission to the output shaft without providing a transfer, but the transfer is provided between the transmission and the output shafts of the front wheels and the rear wheels. Is also applicable.

本実施の形態では、ディファレンシャル２０として差動制限装置を用いた場合について説明したが、差動装置を用いた場合であっても本発明の主旨には何ら影響はなく、どちらのディファレンシャルを用いても良い。   In the present embodiment, the case where the differential limiting device is used as the differential 20 has been described. However, even if the differential device is used, there is no influence on the gist of the present invention, and which differential is used. Also good.

本実施の形態の動力切換機構を備えた車両の簡略図である。It is a simplified diagram of a vehicle provided with a power switching mechanism of the present embodiment. 本実施の形態の主要部である。This is the main part of the present embodiment. 図２のＡ視図である。It is A view of FIG.

符号の説明Explanation of symbols

１・・・エンジン（駆動源）
２・・・変速機
４・・・駆動軸
５、１１・・・終減速装置
６、８・・・前輪側車軸
７、９・・・前輪
１２、１４・・・後輪側車軸
１３、１５・・・後輪
１６・・・ヨーク
１７・・・第２軸
１７ａ・・・第２スプライン
１８・・・第１軸
１８ａ・・・第１スプライン
１９・・・切換部材
１９ａ・・・内スプライン
２０・・・ディファレンシャル
２５・・・出力ギヤ
２６・・・ラック
２８・・・フォーク
２９、３０・・・軸受 1 ... Engine (drive source)
2. Transmission 4 ... Drive shaft 5, 11 ... Final reduction gear 6, 8 ... Front wheel side axle 7, 9 ... Front wheel 12, 14 ... Rear wheel side axle 13, 15 ... Rear wheel 16 ... Yoke 17 ... Second shaft 17a ... Second spline 18 ... First shaft 18a ... First spline 19 ... Switching member 19a ... Inner spline 20 ... Differential 25 ... Output gear 26 ... Rack 28 ... Fork 29, 30 ... Bearing

Claims (4)

車両の車輪対のディファレンシャルを収容する終減速装置内に、
前記ディファレンシャルの入力軸である第１軸と、
駆動源と前記第１軸との間に配置され、前記駆動源からの駆動力を伝達する第２軸と、
前記第１軸の軸方向に摺動可能に設けられるとともに前記第１軸と前記第２軸との連結・離脱を切り換え可能な切換部材を有するクラッチ機構と、
前記クラッチ機構の前記切換部材を摺動させる切換装置と、
を備える駆動力切換機構であって、
通電によって駆動し前記切換装置を作動させるモータと、
前記切換部材の移動を電気的に検知する検知手段と、を有し
前記切換部材が前記第１軸および前記第２軸と嵌合して前記車両を４輪駆動状態とし、前記第１軸のみと嵌合して前記車両を２輪駆動状態とすることを特徴とする駆動力切換機構。 In the final reduction gear that houses the differential of the vehicle wheel pair,
A first axis that is an input axis of the differential;
A second shaft that is disposed between the drive source and the first shaft and transmits a driving force from the drive source;
A clutch mechanism having a switching member provided so as to be slidable in the axial direction of the first shaft and capable of switching connection / disconnection between the first shaft and the second shaft;
A switching device for sliding the switching member of the clutch mechanism;
A driving force switching mechanism comprising:
A motor driven by energization to operate the switching device;
Detecting means for electrically detecting the movement of the switching member, and the switching member is fitted to the first shaft and the second shaft to bring the vehicle into a four-wheel drive state, and only the first shaft And a drive force switching mechanism characterized in that the vehicle is brought into a two-wheel drive state. 前記モータと前記切換装置の間には、前記切換装置の作動方向にたわむようにスプリングが配設されることを特徴とする、請求項１の駆動力切換機構。 2. The driving force switching mechanism according to claim 1, wherein a spring is disposed between the motor and the switching device so as to bend in an operation direction of the switching device. 前記スプリングは、前記モータの出力ギヤの回転方向にたわむスパイラルスプリングであることを特徴とする、請求項２の駆動力切換機構。 3. The driving force switching mechanism according to claim 2, wherein the spring is a spiral spring that bends in the rotation direction of the output gear of the motor. 前記モータは、運転者の切換スイッチの作動により通電のオン・オフ、或いは通電方向が切換られ駆動し、切換装置を作動させることを特徴とする請求項１乃至請求項３のいずれか一の駆動力切換機構。 4. The drive according to claim 1, wherein the motor is driven by turning on / off the energization or switching the energization direction by the operation of a driver's changeover switch, and operates the switching device. 5. Force switching mechanism.
JP2005003887A 2005-01-11 2005-01-11 Driving force switching mechanism Expired - Lifetime JP4380542B2 (en)

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