JP4501384B2 - Drive pinion support structure of final reduction gear - Google Patents

Drive pinion support structure of final reduction gear Download PDF

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JP4501384B2
JP4501384B2 JP2003323557A JP2003323557A JP4501384B2 JP 4501384 B2 JP4501384 B2 JP 4501384B2 JP 2003323557 A JP2003323557 A JP 2003323557A JP 2003323557 A JP2003323557 A JP 2003323557A JP 4501384 B2 JP4501384 B2 JP 4501384B2
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shaft
pinion
ring member
support structure
drive pinion
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JP2005090596A (en
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馨理 一ノ木
隆 細谷
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2361/00—Apparatus or articles in engineering in general
    • F16C2361/61—Toothed gear systems, e.g. support of pinion shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/42—Constructional details characterised by features of the input shafts, e.g. mounting of drive gears thereon
    • F16H2048/423—Constructional details characterised by features of the input shafts, e.g. mounting of drive gears thereon characterised by bearing arrangement

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  • Motor Power Transmission Devices (AREA)
  • Retarders (AREA)
  • General Details Of Gearings (AREA)

Description

本発明は、フォークリフト等の産業車両における終減速機のドライブピニオン支持構造に関し、特に、プロペラシャフトと継手を介して連結する場合に好適な終減速機のドライブピニオン支持構造に関するものである。   The present invention relates to a drive pinion support structure for a final reduction gear in an industrial vehicle such as a forklift, and more particularly to a drive pinion support structure for a final reduction gear that is suitable when connected to a propeller shaft via a joint.

従来から終減速機のハイポイドのリングギヤとドライブピニオンとの正確な歯当たりを確保するため、ドライブピニオンを支持する一対の円錐コロ軸受に予圧を与えて軸受剛性を向上させるものが一般的である（非特許文献１参照）。
社団法人自動車技術会編集・発行「自動車工学便覧」昭和５１年１２月１日発行、第２章 動力伝達装置および車軸 第２−２８頁〜第２−２９頁 Conventionally, in order to ensure accurate contact between the hypoid ring gear of the final reduction gear and the drive pinion, it is common to improve the bearing rigidity by applying a preload to a pair of conical roller bearings that support the drive pinion ( Non-patent document 1).
Edited and published by the Society of Automotive Engineers of Japan "Automotive Engineering Handbook" issued on December 1, 1976, Chapter 2 Power Transmission Devices and Axles Pages 2-28 to 2-29

しかしながら、上記従来例では、ドライブピニオンのピニオン軸にスプライン嵌合するコンパニオンフランジのスリーブの端面を円錐コロ軸受に当接させて軸端のナットにより締め上げて一対の円錐コロ軸受に予圧を与える構造であるため、一対の円錐コロ軸受の軸受スパーンとコンパニオンフランジのスリーブのスプライン嵌合長さとを必要とし、コンパニオンフランジに固定する継手の位置をアクスル中心側により接近させて車両前後方向寸法を短縮することに限界があった。   However, in the above-described conventional example, the end face of the sleeve of the companion flange that is spline-fitted to the pinion shaft of the drive pinion is brought into contact with the conical roller bearing and tightened by the nut at the shaft end to apply preload to the pair of conical roller bearings Therefore, the bearing span of a pair of conical roller bearings and the spline fitting length of the sleeve of the companion flange are required, and the position of the joint fixed to the companion flange is brought closer to the axle center side to shorten the vehicle longitudinal direction dimension. There was a limit.

そこで本発明は、上記問題点に鑑みてなされたもので、ドライブピニオンに連結する継手の位置をより一層アクスル中心に接近させることを可能とする産業車両における終減速機のドライブピニオン支持構造を提供することを目的とする。   Accordingly, the present invention has been made in view of the above problems, and provides a drive pinion support structure for a final reduction gear in an industrial vehicle that enables the position of a joint connected to the drive pinion to be further closer to the axle center. The purpose is to do.

本発明は、ピニオン軸をハウジングに一対のテーパローラ軸受により回転自在に支持する終減速機のドライブピニオン支持構造であり、前記一方のテーパローラ軸受のインナーレースをピニオン軸の外周に嵌合させ且つその端面をピニオン軸の段付き部分に当接させ、他方のテーパローラ軸受のインナーレースを前記ピニオン軸とスプライン嵌合するコンパニオンフランジのスリーブの外周に嵌合させ且つその端面をコンパニオンフランジのスリーブの外周に設けた段付き部に当接させて配置し、前記コンパニオンフランジのフランジ部分は、変速機の出力軸に軸継手を介して連結される推進軸の他端に配置される十字継手のヨークに形成され、前記推進軸の前後の少なくともいずれか一方の軸継手は、十字軸の各軸をリング部材から半径方向へ突出させて備え、リング部材の少なくとも一部は、ピニオン軸または出力軸の軸部が存在する軸方向範囲の外周側に位置させて配置した。 The present invention is a drive pinion support structure for a final reduction gear that rotatably supports a pinion shaft on a housing by a pair of taper roller bearings, the inner race of the one taper roller bearing being fitted to the outer periphery of the pinion shaft and its end face Is brought into contact with the stepped portion of the pinion shaft, the inner race of the other tapered roller bearing is fitted to the outer periphery of the sleeve of the companion flange that is spline-fitted with the pinion shaft, and the end surface thereof is provided on the outer periphery of the sleeve of the companion flange The flange portion of the companion flange is formed on a yoke of a cross joint disposed at the other end of the propulsion shaft connected to the output shaft of the transmission via a shaft joint. And at least one of the front and rear shaft joints of the propulsion shaft is configured so that each shaft of the cross shaft is radially moved from the ring member. Provided by projecting, at least a portion of the ring member, was placed in position on the outer peripheral side of the axial extent of the shaft portion of the pinion shaft or the output shaft is present.

したがって、本発明では、一方のテーパローラ軸受のインナーレースをピニオン軸の外周に嵌合させ且つその端面をピニオン軸の段付き部分に当接させ、他方のテーパローラ軸受のインナーレースを前記ピニオン軸とスプライン嵌合するコンパニオンフランジのスリーブの外周に嵌合させ且つその端面をコンパニオンフランジのスリーブの外周に設けた段付き部に当接させて配置したため、軸受スパーンを維持した状態でピニオン軸とスプライン嵌合するコンパニオンフランジのスリーブをドライブピニオン側に寄せることができ、ピニオン軸に連結する継手をアクスル中心に接近させて位置させることができ、エンジン、クラッチ装置、変速機を含む動力ユニットを車軸側に接近させて配置でき、動力伝達系統の全長を短縮できる。
しかも、前記コンパニオンフランジのフランジ部分は、変速機の出力軸に軸継手を介して連結される推進軸の他端に配置される十字継手のヨークに形成され、前記推進軸の前後の少なくともいずれか一方の軸継手は、十字軸の各軸をリング部材から半径方向へ突出させて備え、リング部材の少なくとも一部は、ピニオン軸または出力軸の軸部が存在する軸方向範囲の外周側に位置させて配置しているため、ジョイント中心をピニオン軸または出力軸の軸部が存在する範囲に位置させることができる。このことは、同一長さの推進軸を用いる場合に、ジョイント中心が車軸側に移動させた量だけエンジン、クラッチ装置、変速機を含む動力ユニットを車軸側に接近させて配置でき、動力伝達系統の全長を短縮できる。 Therefore, in the present invention, the inner race of one taper roller bearing is fitted to the outer periphery of the pinion shaft and its end surface is brought into contact with the stepped portion of the pinion shaft, and the inner race of the other taper roller bearing is connected to the pinion shaft and the spline. It is fitted on the outer periphery of the sleeve of the companion flange to be fitted, and its end surface is placed in contact with the stepped portion provided on the outer periphery of the sleeve of the companion flange, so that the pinion shaft and spline are fitted while maintaining the bearing span. The sleeve of the companion flange to be moved can be brought closer to the drive pinion side, the joint connected to the pinion shaft can be positioned closer to the axle center, and the power unit including the engine, clutch device and transmission is moved closer to the axle side The total length of the power transmission system can be shortened.
In addition, the flange portion of the companion flange is formed on a yoke of a cross joint disposed at the other end of the propulsion shaft connected to the output shaft of the transmission via a shaft joint, and at least one of the front and rear of the propulsion shaft One shaft coupling is provided with each shaft of the cross shaft projecting radially from the ring member, and at least a part of the ring member is located on the outer peripheral side of the axial range where the pinion shaft or the shaft portion of the output shaft exists. Therefore, the joint center can be located in a range where the pinion shaft or the shaft portion of the output shaft exists. This means that when a propulsion shaft of the same length is used, a power unit including an engine, a clutch device, and a transmission can be arranged close to the axle side by an amount that the joint center is moved to the axle side. Can be shortened.

以下、本発明の産業車両における終減速機のドライブピニオン支持構造を各実施形態に基づいて説明する。   Hereinafter, the drive pinion support structure of the final reduction gear in the industrial vehicle of this invention is demonstrated based on each embodiment.

（第１実施形態）
図１は、本発明を適用する産業車両の動力伝達系統を示し、図２は、本発明を適用した第１の実施形態の終減速機のドライブピニオン支持構造の断面図である。図１により、先ず、産業車両の代表例であるフォークリフトの動力伝達系統について説明する。 (First embodiment)
FIG. 1 shows a power transmission system of an industrial vehicle to which the present invention is applied, and FIG. 2 is a sectional view of a drive pinion support structure for a final reduction gear of a first embodiment to which the present invention is applied. First, a power transmission system of a forklift, which is a typical example of an industrial vehicle, will be described.

図１において、エンジン１の動力は、クラッチ装置２（若しくは、トルクコンバータ）を介して変速機３に入力される。変速機３により変速された動力は、その出力軸４にスプライン継手により連結した十字継手等の軸継手５を介して推進軸６に伝達される。推進軸６はその前端に連結した軸継手７を介して、前車軸８に配置した図示しない終減速機および差動歯車機構を介して左右の前輪９を駆動する。   In FIG. 1, the power of the engine 1 is input to the transmission 3 via the clutch device 2 (or torque converter). The power shifted by the transmission 3 is transmitted to the propulsion shaft 6 via a shaft joint 5 such as a cross joint connected to the output shaft 4 by a spline joint. The propulsion shaft 6 drives the left and right front wheels 9 via a shaft reducer 7 and a differential gear mechanism (not shown) disposed on the front axle 8 via a shaft coupling 7 connected to the front end thereof.

前記エンジン１、クラッチ装置２、および、変速機３は、動力ユニットＰとして一体化され、動力ユニットＰはマウント装置Ｐ１、Ｐ２を介して車体１０に支持される。動力ユニットＰは、マウント装置Ｐ１、Ｐ２に支持された状態でエンジン１の加振力により振動する。動力ユニットＰの振動は出力軸４、軸継手５を介して推進軸６を前端の軸継手７を中心として揺動させる。上記推進軸６の揺動は、動力ユニットＰの振動が前車軸８に伝達されるのを減衰する。   The engine 1, the clutch device 2, and the transmission 3 are integrated as a power unit P, and the power unit P is supported on the vehicle body 10 via mount devices P1 and P2. The power unit P vibrates due to the excitation force of the engine 1 while being supported by the mount devices P1 and P2. The vibration of the power unit P causes the propulsion shaft 6 to swing around the shaft coupling 7 at the front end via the output shaft 4 and the shaft coupling 5. The oscillation of the propulsion shaft 6 attenuates transmission of vibration of the power unit P to the front axle 8.

終減速機のドライブピニオン支持構造は、図２に示すように、終減速機のハウジング１３にアウターレースを嵌合した一対のテーパローラ軸受１２Ａ、１２Ｂを備え、一対のテーパローラ軸受１２Ａ、１２Ｂの一方のインナーレースはドライブピニオン１１Ａを備えるピニオン軸１１に嵌合させ、他方のインナーレースはコンパニオンフランジ１５のスリーブ１５Ａに嵌合させて構成している。即ち、一方のインナーレースは、終減速機のハイポイドリングギヤ３０（一部のみ図示）とハイポイドオフセット位置で噛合って終減速機を構成するドライブピニオン１１Ａの背面（段付き部分に相当）にワッシャ等を介してその端面を支持し、その内周をピニオン軸１１に嵌合させて配置している。他方のインナーレースは、コンパニオンフランジ１５のスリーブ１５Ａの外周にその内周を嵌合させ、その端面をコンパニオンフランジ１５のスリーブ１５Ａの外周に設けた段付き部１５Ｂに当接させて配置している。ピニオン軸１１とコンパニオンフランジ１５のスリーブ１５Ａとはスプライン嵌合し、ピニオン軸１１の軸端に設けたねじ部にワッシャを介してナット１４をねじ込むことにより、一対のインナーレース同士をスペーサ３１を介在させて軸方向に締付けて、予圧を与える構造としている。   As shown in FIG. 2, the drive pinion support structure of the final reduction gear includes a pair of tapered roller bearings 12A and 12B in which an outer race is fitted to the housing 13 of the final reduction gear, and one of the pair of tapered roller bearings 12A and 12B. The inner race is configured to be fitted to the pinion shaft 11 including the drive pinion 11A, and the other inner race is configured to be fitted to the sleeve 15A of the companion flange 15. That is, one inner race is a washer or the like on the back surface (corresponding to the stepped portion) of the drive pinion 11A constituting the final reduction gear by meshing with the hypoid ring gear 30 (only part of which is shown) of the final reduction gear at the hypoid offset position. The end surface of the pinion shaft 11 is fitted to the end surface of the pinion shaft 11. The other inner race is arranged such that its inner periphery is fitted to the outer periphery of the sleeve 15A of the companion flange 15 and its end surface is in contact with a stepped portion 15B provided on the outer periphery of the sleeve 15A of the companion flange 15. . The pinion shaft 11 and the sleeve 15A of the companion flange 15 are spline-fitted, and the nut 14 is screwed into the threaded portion provided at the shaft end of the pinion shaft 11 via a washer, so that the pair of inner races interpose the spacer 31. It is made to have a structure that pre-loads by tightening in the axial direction.

前記一対のテーパローラ軸受１２Ａおよび１２Ｂのアウターレースはハウジング１３に圧入により取付け、インナーレースの一方はピニオン軸１１に、またインナーレースの他方はコンパニオンフランジ１５のスリーブ１５Ａの外周に夫々圧入により嵌合させている。このようにアウターレースおよびインナーレースを圧入によりハウジング１３およびピニオン軸１１・コンパニオンフランジ１５のスリーブ１５Ａに嵌合させることにより、夫々の嵌合部ですべりが発生することを抑制でき、すべりの発生により生ずる異音を防止している。また、前記ピニオン軸１１とコンパニオンフランジ１５のスリーブ１５Ａとのスプライン嵌合は、軸スプラインの歯面頂部と穴スプラインの歯面底部とを接触させて隙間なく接触させる大径合せにする等のスプライン精度の高い嵌合とし、ドライブピニオン１１Ａの振れを防止している。   The outer races of the pair of tapered roller bearings 12A and 12B are attached to the housing 13 by press fitting, and one of the inner races is fitted to the pinion shaft 11 and the other of the inner races is fitted to the outer periphery of the sleeve 15A of the companion flange 15 by press fitting. ing. By fitting the outer race and the inner race to the housing 13 and the sleeve 15A of the pinion shaft 11 and the companion flange 15 by press-fitting in this way, it is possible to suppress the occurrence of slipping at each fitting portion. Prevents the abnormal noise that occurs. Further, the spline fitting between the pinion shaft 11 and the sleeve 15A of the companion flange 15 is a spline such that the top surface of the shaft spline and the bottom surface of the hole spline are brought into contact with each other with no gap therebetween. The fitting of the drive pinion 11A is prevented with high precision fitting.

前記コンパニオンフランジ１５のスリーブ１５Ａの外周と前車軸８のハウジング１３との間には、シール機構１６が配置される。また、コンパニオンフランジ１５のフランジ部分は、１８０度の角度を持って半径方向に突出する十字継手のヨーク１７に形成され、ヨーク１７の変速機３側端面には、十字継手７の一対の軸受１９が固定され、十字軸２１を介して推進軸６と一体に形成されたヨークに連結されている。推進軸６の他端も同様に形成された十字継手５を介して変速機３の出力軸４に連結されている。   A seal mechanism 16 is disposed between the outer periphery of the sleeve 15 </ b> A of the companion flange 15 and the housing 13 of the front axle 8. The flange portion of the companion flange 15 is formed in a yoke 17 of a cruciform joint that protrudes in the radial direction at an angle of 180 degrees, and a pair of bearings 19 of the cruciform joint 7 is formed on the end face of the yoke 17 on the transmission 3 side. Is fixed and connected to a yoke formed integrally with the propulsion shaft 6 through a cross shaft 21. The other end of the propulsion shaft 6 is also connected to the output shaft 4 of the transmission 3 via a cross joint 5 formed in the same manner.

以上の構成からなる終減速機のドライブピニオン支持構造においては、ピニオン軸１１とスプライン嵌合するコンパニオンフランジ１５のスリーブ１５Ａの外周に一方のテーパローラ軸受１２Ｂのインナーレースの内周を嵌合させ、そのインナーレースの端面をコンパニオンフランジ１５のスリーブ１５Ａの外周に設けた段付き部１５Ｂに当接させて配置しているため、軸受スパーンを維持した状態でピニオン軸１１とスプライン嵌合するコンパニオンフランジ１５のスリーブ１５Ａをドライブピニオン１１Ａ側に寄せることができ、ピニオン軸１１に連結する継手７の位置をアクスル中心８に接近させて、エンジン１、クラッチ装置２、変速機３を含む動力ユニットＰを車軸８側に接近させて配置でき、動力伝達系統の全長を短縮できる。   In the drive pinion support structure of the final reduction gear configured as described above, the inner circumference of the inner race of one taper roller bearing 12B is fitted to the outer circumference of the sleeve 15A of the companion flange 15 that is spline-fitted with the pinion shaft 11. Since the end surface of the inner race is disposed in contact with the stepped portion 15B provided on the outer periphery of the sleeve 15A of the companion flange 15, the companion flange 15 that is spline-fitted with the pinion shaft 11 while maintaining the bearing span. The sleeve 15A can be brought closer to the drive pinion 11A side, the position of the joint 7 connected to the pinion shaft 11 is brought close to the axle center 8, and the power unit P including the engine 1, the clutch device 2, and the transmission 3 is moved to the axle 8 It can be placed close to the side and the total length of the power transmission system can be shortened.

また、一対のテーパローラ軸受１２Ａおよび１２Ｂのアウターレースおよびインナーレースを夫々ハウジング１３およびピニオン軸１１・スリーブ１５Ａに圧入するため、これらの間でのすべりが抑制でき、すべりによる異音の発生を防止することができる。   Further, since the outer race and the inner race of the pair of taper roller bearings 12A and 12B are press-fitted into the housing 13, the pinion shaft 11 and the sleeve 15A, respectively, slip between them can be suppressed, and generation of noise due to slip is prevented. be able to.

さらに、コンパニオンフランジ１５のフランジ部分を十字継手７のヨーク１７に構成しているため、従来配置されていたコンパニオンフランジと十字継手のヨークとの連結のために必要としていた寸法を無くすることができ、この構成によっても軸継手７の位置をアクスル中心に接近させて、エンジン１、クラッチ装置２、変速機３を含む動力ユニットＰを車軸８側に接近させて配置でき、動力伝達系統の全長を短縮できる。   In addition, since the flange portion of the companion flange 15 is formed on the yoke 17 of the cross joint 7, the dimensions required for connecting the companion flange and the yoke of the cross joint that have been conventionally arranged can be eliminated. Even with this configuration, the position of the shaft coupling 7 can be moved closer to the axle center, and the power unit P including the engine 1, the clutch device 2, and the transmission 3 can be moved closer to the axle 8 side, and the total length of the power transmission system can be increased. Can be shortened.

本実施形態においては、以下に記載する効果を奏することができる。   In the present embodiment, the following effects can be achieved.

（ア）一方のテーパローラ軸受１２Ａのインナーレースをピニオン軸１１の外周に嵌合させ且つその端面をピニオン軸１１の段付き部分に当接させ、他方のテーパローラ軸受１２Ｂのインナーレースを前記ピニオン軸１１とスプライン嵌合するコンパニオンフランジ１５のスリーブ１５Ａの外周に嵌合させ且つその端面をコンパニオンフランジ１５のスリーブ１５Ａの外周に設けた段付き部１５Ｂに当接させて配置したため、軸受スパーンを維持した状態でピニオン軸１１とスプライン嵌合するコンパニオンフランジ１５のスリーブ１５Ａをドライブピニオン１１Ａ側に寄せることができ、ピニオン軸１１に連結する軸継手７をアクスル中心に接近させて位置させることができ、エンジン１、クラッチ装置２、変速機３を含む動力ユニットＰを車軸８側に接近させて配置でき、動力伝達系統の全長を短縮できる。   (A) The inner race of one taper roller bearing 12A is fitted to the outer periphery of the pinion shaft 11, the end surface thereof is brought into contact with the stepped portion of the pinion shaft 11, and the inner race of the other taper roller bearing 12B is fitted to the pinion shaft 11 The bearing spawn is maintained because it is fitted to the outer periphery of the sleeve 15A of the companion flange 15 to be fitted with the spline and the end surface thereof is in contact with the stepped portion 15B provided on the outer periphery of the sleeve 15A of the companion flange 15 The sleeve 15A of the companion flange 15 that is spline-fitted with the pinion shaft 11 can be moved toward the drive pinion 11A, and the shaft coupling 7 that is connected to the pinion shaft 11 can be positioned close to the center of the axle. , Power unit P including clutch device 2 and transmission 3 Is brought close to the axle 8 side can be disposed, it can be shortened overall length of the power transmission system.

（イ）一対のテーパローラ軸受１２Ａおよび１２Ｂのアウターレースおよびインナーレースとハウジング１３およびピニオン軸１１・スリーブ１５Ａとの嵌合は、圧入状態で嵌合しているため、これらの間でのすべりが抑制でき、すべりによる異音の発生を防止することができる。   (A) Since the outer race and inner race of the pair of taper roller bearings 12A and 12B and the housing 13 and the pinion shaft 11 / sleeve 15A are fitted in a press-fitted state, slip between them is suppressed. And the generation of abnormal noise due to slipping can be prevented.

（第２実施形態）
図３〜図６は、本発明を適用した第２実施形態の終減速機のドライブピニオン支持構造を示し、図３は終減速機のドライブピニオン支持構造の断面図、図４は推進軸との連結状態を示す断面図、図５は図４のＡ−Ａ線による矢視図、図６は図５のＢ矢視図（Ａ）およびＣ矢視図（Ｂ）である。本実施形態においては、十字継手７のジョイント中心をコンパニオンフランジ１５のフランジ部分であるヨーク１７の終減速機側に配置したものである。なお、第１実施形態と同一部分には同一符号を付してその説明を省略ないし簡略化する。 (Second Embodiment)
3 to 6 show a drive pinion support structure of a final reduction gear according to a second embodiment to which the present invention is applied. FIG. 3 is a sectional view of the drive pinion support structure of the final reduction gear. FIG. Sectional drawing which shows a connection state, FIG. 5 is the arrow directional view by the AA line of FIG. 4, FIG. 6 is the B arrow directional view (A) and C arrow directional view (B) of FIG. In this embodiment, the joint center of the cruciform joint 7 is arranged on the side of the final reduction gear of the yoke 17 that is the flange portion of the companion flange 15. In addition, the same code | symbol is attached | subjected to the same part as 1st Embodiment, and the description is abbreviate | omitted or simplified.

図３において、本実施形態の終減速機のドライブピニオン支持構造にあっては、ピニオン軸１１を支持する一対のテーパローラ軸受１２Ａ、１２Ｂおよびコンパニオンフランジ１５のスリーブ１５Ａの構成は第１実施形態と同様に構成され、コンパニオンフランジ１５のフランジ部分である継手７のヨーク１７およびヨーク１７で形成する十字継手７の構成が第１実施形態と相違する。   3, in the drive pinion support structure of the final reduction gear of the present embodiment, the configuration of the pair of tapered roller bearings 12A and 12B that support the pinion shaft 11 and the sleeve 15A of the companion flange 15 is the same as that of the first embodiment. The configuration of the cruciform joint 7 formed by the yoke 17 and the yoke 17 of the joint 7 which is the flange portion of the companion flange 15 is different from that of the first embodiment.

前記コンパニオンフランジ１５のヨーク１７は、１８０度の角度位置に半径方向に延ばして形成し、ヨーク１７の夫々の先端には、ピニオン軸１１と直交する方向の穴１８を備えた軸受支持部材１９を、前車軸８側の側面に固定する。前記軸受支持部材１９の穴１８には、後述する十字軸２１の一対が嵌合する。   The yoke 17 of the companion flange 15 is formed to extend in the radial direction at an angular position of 180 degrees, and a bearing support member 19 having a hole 18 in a direction orthogonal to the pinion shaft 11 is provided at each tip of the yoke 17. And fixed to the side surface on the front axle 8 side. A pair of cross shafts 21 to be described later are fitted into the holes 18 of the bearing support member 19.

ヨーク１７の前車軸８側には、また、十字軸２１を構成するリング部材２０が配置される。リング部材２０は、図５に示すように、９０度の角度毎に半径方向外方に突出形成した十字軸２１を備え、夫々の十字軸２１には、ニードル軸受２２を嵌合して備える。対向する一対の十字軸２１は、嵌合したニードル軸受２２と共に前記ヨーク１７に軸受支持部材１９の穴１８に嵌合される。また、リング部材２０の他の対向する一対の十字軸２１は、図５に示すように、嵌合したニードル軸受２２と共に推進軸６から突出している一対のヨーク２３の先端に固定した軸受支持部材１９の穴１８に嵌合される。夫々の十字軸２１の延長線が交差する中心部分（リング部材２０の中心でもある）が軸継手７のジョイント中心Ｓとなる。   On the front axle 8 side of the yoke 17, a ring member 20 constituting the cross shaft 21 is also arranged. As shown in FIG. 5, the ring member 20 includes cross shafts 21 that protrude outward in the radial direction every 90 degrees, and needle bearings 22 are fitted to the respective cross shafts 21. A pair of opposed cross shafts 21 are fitted into the hole 17 of the bearing support member 19 in the yoke 17 together with the fitted needle bearing 22. Further, as shown in FIG. 5, the pair of opposing cross shafts 21 of the ring member 20 are fixed to the tip ends of a pair of yokes 23 protruding from the propulsion shaft 6 together with the fitted needle bearings 22. It is fitted in 19 holes 18. A central portion (which is also the center of the ring member 20) where the extended lines of the respective cross shafts 21 intersect becomes the joint center S of the shaft coupling 7.

軸受支持部材１９は、図５に正面図が示され、図６（Ａ）に側面図が示されるように、ニードル軸受２２を受容する穴１８の両側においてボルト２４によりピニオン軸１１側または推進軸６側のヨーク１７、２３に固定される。ヨーク１７、２３の端面に半径方向に形成したキー溝２５に係合するキー２６を備え、両者が係合することで回転方向に位置決めされて強固に固定される。なお、図５の図中下方に示され、図６（Ｂ）に側面図が示されるように、対向する十字軸２１の一方は、ヨーク１７、２３に一体となった軸方向突起２７を設けて、この軸方向突起２７にニードル軸受２２を受容する穴２８を形成することができる。   As shown in a front view in FIG. 5 and a side view in FIG. 6A, the bearing support member 19 is connected to the pinion shaft 11 side or the propulsion shaft by bolts 24 on both sides of the hole 18 for receiving the needle bearing 22. It is fixed to the yokes 17 and 23 on the 6 side. A key 26 that engages with a key groove 25 formed in the radial direction is provided on the end faces of the yokes 17 and 23, and the two are engaged to be positioned in the rotational direction and firmly fixed. As shown in the lower part of FIG. 5 and a side view of FIG. 6B, one of the opposed cross shafts 21 is provided with an axial protrusion 27 integrated with the yokes 17 and 23. Thus, a hole 28 for receiving the needle bearing 22 can be formed in the axial projection 27.

ジョイント中心Ｓは、コンパニオンフランジ１５のヨーク１７の前車軸８側に、軸受支持部材１９等を介して、リング部材２０を配置しているため、前車軸８により接近して位置する。このため、図２に示す一般に使用されるユニバーサルジョイントにおけるジョイント中心に対して、推進軸６の配置を前車軸８側に寄せる、言い換えれば、動力ユニットＰの搭載位置をより前車軸８側に寄せることができる。また、リング部材２０の径を大きくすれば、前車軸８のハウジング１３との干渉の虞が少なくなるため、より一層前車軸８側へ近接させてリング部材２０をヨーク１７、２３の外端と共に位置させ、ジョイント中心Ｓをより前方に位置させることができる。   Since the ring member 20 is disposed on the side of the front axle 8 of the yoke 17 of the companion flange 15 via the bearing support member 19 and the like, the joint center S is positioned closer to the front axle 8. For this reason, the arrangement of the propulsion shaft 6 is moved toward the front axle 8 with respect to the joint center of the universal joint generally used shown in FIG. 2, in other words, the mounting position of the power unit P is moved closer to the front axle 8 side. be able to. Further, if the diameter of the ring member 20 is increased, the possibility of interference with the housing 13 of the front axle 8 is reduced. Therefore, the ring member 20 is moved closer to the front axle 8 side together with the outer ends of the yokes 17 and 23. The joint center S can be positioned further forward.

なお、上記では、十字軸２１およびニードル軸受２２をリング部材２０の外周側に配置したものについて説明しているが、図７に示すように、これら十字軸２１およびニードル軸受２２をリング部材２０の内周側に配置してもよい。このようにすると、ジョイント角度を吸収するために揺動するリング部材２０をヨーク１７、２３と干渉しにくい最外周に配置でき、ジョイント角度の限界を大きくすることができる。リング部材２０の軸方向位置を前車軸８側に接近して位置させることができれば、ジョイント中心Ｓをそれだけ前車軸８に接近させて位置させ、動力ユニットＰの搭載位置もそれだけ車両前方に配置できる。   In the above description, the cross shaft 21 and the needle bearing 22 are arranged on the outer peripheral side of the ring member 20. However, as shown in FIG. You may arrange | position on the inner peripheral side. In this way, the ring member 20 that swings to absorb the joint angle can be disposed on the outermost periphery that hardly interferes with the yokes 17 and 23, and the limit of the joint angle can be increased. If the axial position of the ring member 20 can be positioned closer to the front axle 8 side, the joint center S can be positioned closer to the front axle 8 and the mounting position of the power unit P can also be disposed in front of the vehicle. .

図８および図９は、本発明の第２の実施形態の第２実施例を示し、図８は拡大図、図９は推進軸との連結状態を示す断面図である。   8 and 9 show a second example of the second embodiment of the present invention, FIG. 8 is an enlarged view, and FIG. 9 is a cross-sectional view showing a connection state with the propulsion shaft.

本実施例のピニオン軸１１側のヨーク２７は、半径方向の外側部分において前車軸８側にオフセットして形成される。軸受支持部材１９は、オフセットした外側部分の前車軸８とは反対側面に固定される。軸受支持部材１９に、リング部材２０の一対のニードル軸受２２および十字軸２１を支持させる。リング部材２０の他方の一対のニードル軸受２２および十字軸２１は、推進軸６に固定のヨーク２３先端の軸受支持部材１９に支持される。   The yoke 27 on the pinion shaft 11 side of the present embodiment is formed to be offset toward the front axle 8 in the radially outer portion. The bearing support member 19 is fixed to the side surface opposite to the front axle 8 of the offset outer portion. The bearing support member 19 supports the pair of needle bearings 22 and the cross shaft 21 of the ring member 20. The other pair of needle bearings 22 and the cross shaft 21 of the ring member 20 are supported by a bearing support member 19 at the tip of a yoke 23 fixed to the propulsion shaft 6.

この構成の軸継手７においても、第１実施例の継手と同様に作動する。ジョイント中心Ｓは、ピニオン軸１１側のヨーク２７の外周側の前車軸８側へのオフセットにより、前車軸８側に寄せて配置されている。オフセット量の拡大により、ピニオン軸１１の軸端（後端側）から前車軸８側に寄せてジョイント中心Ｓを配置することができる。オフセット量は、前車軸８のハウジング１３と干渉しないようヨーク２７の半径方向長さを大きくすることにより、リング部材２０の径も大きくなるが、大きくすることができる。もちろん、図７に示すリング部材２０を用いることで、ジョイント角度が拡大した際に生ずるリング部材２０と各ヨーク２７、２３との干渉の虞がより低減できる。また、前車軸８のハウジング１３とリング部材２０との干渉の虞も小さくなる。リング部材２０の軸方向位置を前車軸８側に接近して位置させることができれば、ジョイント中心Ｓをそれだけ前車軸８に接近させて位置させ、動力ユニットＰの搭載位置もそれだけ車両前方に配置できる。   The shaft joint 7 having this configuration also operates in the same manner as the joint of the first embodiment. The joint center S is arranged closer to the front axle 8 due to the offset of the outer periphery of the yoke 27 on the pinion shaft 11 side to the front axle 8 side. By increasing the offset amount, the joint center S can be arranged from the shaft end (rear end side) of the pinion shaft 11 toward the front axle 8 side. The offset amount can be increased by increasing the radial length of the yoke 27 so that it does not interfere with the housing 13 of the front axle 8 but also increasing the diameter of the ring member 20. Of course, by using the ring member 20 shown in FIG. 7, the possibility of interference between the ring member 20 and each of the yokes 27 and 23 when the joint angle is increased can be further reduced. Further, the possibility of interference between the housing 13 of the front axle 8 and the ring member 20 is reduced. If the axial position of the ring member 20 can be positioned closer to the front axle 8 side, the joint center S can be positioned closer to the front axle 8 and the mounting position of the power unit P can also be disposed in front of the vehicle. .

本実施形態においては、第１実施形態における効果（ア）、（イ）に加えて以下に記載した効果を奏することができる。   In the present embodiment, in addition to the effects (a) and (b) in the first embodiment, the following effects can be achieved.

（ウ）推進軸６の前後の少なくともいずれか一方の軸継手５、７を、前記十字軸２１の各軸をリング部材２０から半径方向へ突出させて備え、リング部材２０の少なくとも一部は、ピニオン軸１１または出力軸４の軸部が存在する軸方向範囲の外周側に位置させて配置しているため、ジョイント中心Ｓをピニオン軸１１または出力軸４の軸部が存在する範囲に位置させることができる。このことは、同一長さの推進軸６を用いる場合に、ジョイント中心Ｓが車軸側８に移動させた量だけエンジン１、クラッチ装置２、変速機３を含む動力ユニットＰを車軸８側に接近させて配置でき、動力伝達系統の全長を短縮できる。   (C) At least one of the shaft couplings 5 and 7 before and after the propulsion shaft 6 is provided with each shaft of the cross shaft 21 projecting from the ring member 20 in the radial direction, and at least a part of the ring member 20 is Since the pinion shaft 11 or the shaft portion of the output shaft 4 is arranged on the outer peripheral side of the axial direction range, the joint center S is positioned in the range where the pinion shaft 11 or the shaft portion of the output shaft 4 exists. be able to. This means that when the propulsion shaft 6 of the same length is used, the power unit P including the engine 1, the clutch device 2, and the transmission 3 is moved closer to the axle 8 side by the amount that the joint center S is moved to the axle side 8. The total length of the power transmission system can be shortened.

（エ）終減速機のピニオン軸１１側と変速機３出力軸４側との両側において、ジョイント中心Ｓを夫々の軸部が存在する範囲に位置させることにより、同一長さの推進軸６を用いる場合、両ジョイント中心Ｓの移動量の合計量だけ動力ユニットＰを車軸８に接近させることができる。   (D) By positioning the joint center S in the range where the respective shaft portions exist on both sides of the pinion shaft 11 side and the transmission 3 output shaft 4 side of the final reduction gear, the propulsion shaft 6 having the same length is placed. When used, the power unit P can be brought closer to the axle 8 by the total amount of movement of both joint centers S.

（オ）ピニオン軸１１側または出力軸４側に結合したヨーク１７は、推進軸６とは反対側にリング部材２０を配置するため、リング部材２０、即ち、ジョイント中心Ｓをより推進軸６側から離間させて配置することができ、駆動系統の全長をより一層短縮できる。   (E) The yoke 17 coupled to the pinion shaft 11 side or the output shaft 4 side has the ring member 20 disposed on the side opposite to the propulsion shaft 6, so that the ring member 20, that is, the joint center S is closer to the propulsion shaft 6 side. It is possible to dispose them away from each other, and the overall length of the drive system can be further shortened.

（カ）図６に示す例においては、リング部材２０は、各ヨーク１７、２３と連結する十字軸２１を内周側に突出させるため、ジョイント角度吸収のために揺動するリング部材２０を各ヨーク１７、２３と干渉しにくい最外周に配置でき、ジョイント角度の限界を大きくすることができる。   (F) In the example shown in FIG. 6, the ring member 20 has the cross shaft 21 connected to each of the yokes 17, 23 projecting to the inner peripheral side, so It can be disposed on the outermost periphery that hardly interferes with the yokes 17 and 23, and the limit of the joint angle can be increased.

（キ）各ヨーク１７、２３はリング部材２０の十字軸２１と軸受結合する軸受支持部材１９と半径方向のキー２６およびキー溝２５を介して結合されているため、キー２６およびキー溝２５により伝達トルクを受け持ち、取付けボルト２４の負荷を軽減できる。   (G) Since each yoke 17 and 23 is coupled to the bearing support member 19 bearing-coupled to the cross shaft 21 of the ring member 20 via the radial key 26 and the key groove 25, the key 26 and the key groove 25 It takes charge of the transmission torque and can reduce the load on the mounting bolt 24.

（ク）図８および図９に示す実施例においては、ピニオン軸１１側または出力軸４側に結合したヨーク２７は、半径方向外方部分が推進軸６とは離れる方向にオフセットされ、リング部材２０はオフセットされた半径方向外方部分の推進軸６側に配置するため、ヨーク２７をオフセットした量だけ、駆動系統の全長を短縮できる。   (H) In the embodiment shown in FIGS. 8 and 9, the yoke 27 coupled to the pinion shaft 11 side or the output shaft 4 side is offset in a direction in which the radially outer portion is separated from the propulsion shaft 6, and the ring member Since 20 is disposed on the propulsion shaft 6 side of the offset radially outer portion, the entire length of the drive system can be shortened by the amount by which the yoke 27 is offset.

なお、上記実施形態において、前車軸８の終減速機のピニオン１１と推進軸６との間に配置される軸継手７について説明したが、図示しないが、変速機３の出力軸４と推進軸６との間に配置される軸継手５に適用することは可能であり、また、推進軸６の前後両方の軸継手５、７に適用することもできる。   In the above-described embodiment, the shaft coupling 7 disposed between the pinion 11 of the final reduction gear of the front axle 8 and the propulsion shaft 6 has been described. However, although not illustrated, the output shaft 4 and the propulsion shaft of the transmission 3 are not illustrated. 6 can be applied to the shaft coupling 5 disposed between the propulsion shaft 6 and the front and rear shaft couplings 5 and 7.

また、エンジン１、クラッチ装置２、および、変速機３からなる動力ユニットＰが車両後方にあり、車軸８が車両前方にあるものについて説明したが、図示しないが、エンジン等の動力ユニットＰが車両前方にあり、車軸８が車両後方にある産業車両にも適用できる。   Further, although a description has been given of the case where the power unit P including the engine 1, the clutch device 2, and the transmission 3 is in the rear of the vehicle and the axle 8 is in the front of the vehicle, although not illustrated, the power unit P such as an engine is the vehicle. The present invention can also be applied to an industrial vehicle that is in the front and the axle 8 is in the rear of the vehicle.

更に、リング部材２０に設ける十字軸２１を全て半径方向外側若しくは半径方向内側に突出させるものについて説明したが、対向する位置にある十字軸２１を対として内側若しくは外側に任意に配置できるものである。   Further, the cross shaft 21 provided on the ring member 20 has been described so that all the cross shafts 21 protrude radially outward or radially inward. However, the cross shafts 21 at the opposing positions can be arbitrarily arranged inside or outside as a pair. .

本発明を適用可能な産業車両の動力伝達系統を示す概略図。Schematic which shows the power transmission system of the industrial vehicle which can apply this invention. 本発明の第１実施形態のドライブピニオン支持構造を示す断面図。Sectional drawing which shows the drive pinion support structure of 1st Embodiment of this invention. 本発明の第２実施形態のドライブピニオン支持構造を示す断面図。Sectional drawing which shows the drive pinion support structure of 2nd Embodiment of this invention. 図３の十字継手の推進軸との連結状態を示す断面図。Sectional drawing which shows a connection state with the propulsion shaft of the cross joint of FIG. 図４のＡ−Ａ線による矢視図。The arrow line view by the AA line of FIG. 図５のＢ矢視図（Ａ）、および、Ｃ矢視図（Ｂ）。B arrow view (A) and C arrow view (B) of FIG. 十字継手リングの変形例を示す正面図。The front view which shows the modification of a cross joint ring. 本発明の第２実施形態の第２実施例を示す断面図。Sectional drawing which shows the 2nd Example of 2nd Embodiment of this invention. 図８の十字継手の推進軸との連結状態を示す断面図。Sectional drawing which shows a connection state with the propulsion shaft of the cross joint of FIG.

符号の説明Explanation of symbols

Ｐ 動力ユニット
Ｐ１、Ｐ２ マウント装置
Ｓ ジョイント中心
１ エンジン
２ クラッチ装置（トルクコンバータ）
３ 変速機
４ 出力軸
５、７ 軸継手
６ 推進軸
８ 前車軸（車軸）
９ 前輪
１０ 車体
１１ ピニオン軸
１２Ａ、１２Ｂ テーパローラ軸受
１３ ハウジング
１５ コンパニオンフランジ
１５Ａ スリーブ
１５Ｂ 段付き部
１７、２３、２７ ヨーク
１９ 軸受支持部材
２０ リング部材
２１ 十字軸 P Power unit P1, P2 Mount device S Joint center 1 Engine 2 Clutch device (torque converter)
3 Transmission 4 Output shaft 5, 7 Shaft coupling 6 Propulsion shaft 8 Front axle (axle)
9 Front wheel 10 Car body 11 Pinion shaft 12A, 12B Tapered roller bearing 13 Housing 15 Companion flange 15A Sleeve 15B Stepped portion 17, 23, 27 Yoke 19 Bearing support member 20 Ring member 21 Cross shaft

Claims (5)

ピニオン軸を一対のテーパローラ軸受により回転自在にハウジングに支持する終減速機のドライブピニオン支持構造において、
前記一対の一方のテーパローラ軸受のインナーレースをピニオン軸の外周に嵌合させ且つその端面をピニオン軸の段付き部分に当接させ、他方のテーパローラ軸受のインナーレースを前記ピニオン軸とスプライン嵌合するコンパニオンフランジのスリーブの外周に嵌合させ且つその端面をコンパニオンフランジのスリーブの外周に設けた段付き部に当接させて配置され、
前記コンパニオンフランジのフランジ部分は、変速機の出力軸に軸継手を介して連結される推進軸の他端に配置される十字継手のヨークに形成され、
前記推進軸の前後の少なくともいずれか一方の軸継手は、十字軸の各軸をリング部材から半径方向へ突出させて備え、リング部材の少なくとも一部は、ピニオン軸または出力軸の軸部が存在する軸方向範囲の外周側に位置させて配置していることを特徴とするドライブピニオン支持構造。 In the drive pinion support structure of the final reduction gear that rotatably supports the pinion shaft on the housing by a pair of tapered roller bearings,
The inner race of the pair of one taper roller bearings is fitted to the outer periphery of the pinion shaft, the end surface thereof is brought into contact with the stepped portion of the pinion shaft, and the inner race of the other taper roller bearing is spline fitted to the pinion shaft. It is fitted to the outer periphery of the sleeve of the companion flange and its end surface is arranged in contact with the stepped portion provided on the outer periphery of the sleeve of the companion flange ,
The flange portion of the companion flange is formed in a yoke of a cross joint disposed at the other end of the propulsion shaft connected to the output shaft of the transmission via a shaft joint,
At least one of the front and rear shaft couplings of the propulsion shaft includes a cross shaft protruding from the ring member in the radial direction, and at least a part of the ring member includes a pinion shaft or a shaft portion of the output shaft. A drive pinion support structure, wherein the drive pinion support structure is disposed on the outer peripheral side of the axial range . 前記ピニオン軸側または出力軸側にスプライン結合したヨークは、推進軸とは反対側にリング部材を配置して備えることを特徴とする請求項１に記載のドライブピニオン支持構造。 2. The drive pinion support structure according to claim 1, wherein the yoke spline-coupled to the pinion shaft side or the output shaft side includes a ring member disposed on the side opposite to the propulsion shaft . 前記ピニオン軸側または出力軸側にスプライン結合したヨークは、半径方向外方部分が推進軸とは離れる方向にオフセットされ、リング部材はオフセットされた半径方向外方部分の推進軸側に配置されていることを特徴とする請求項１に記載のドライブピニオン支持構造。 The yoke splined to the pinion shaft side or the output shaft side is offset in the direction in which the radially outer portion is separated from the propulsion shaft, and the ring member is disposed on the propulsion shaft side of the offset radial outer portion. drive pinion supporting structure according to claim 1, characterized in that there. 前記リング部材は、各ヨークと連結する十字軸を内周側に突出させて備えていることを特徴とする請求項１ないし請求項３のいずれか一つに記載のドライブピニオン支持構造。 The drive pinion support structure according to any one of claims 1 to 3 , wherein the ring member includes a cross shaft connected to each yoke so as to protrude toward the inner peripheral side . 前記ヨークは、リング部材の十字軸に軸受結合する軸受支持部材と半径方向のキーおよびキー溝を介して結合されていることを特徴とする請求項１ないし請求項３のいずれか一つに記載のドライブピニオン支持構造。 The yoke according to any one of claims 1 to 3, characterized in that it is coupled through a bearing support member in the radial direction of the key and keyway for bearing coupled to the cross shaft of the ring member Drive pinion support structure.
JP2003323557A 2003-09-16 2003-09-16 Drive pinion support structure of final reduction gear Expired - Fee Related JP4501384B2 (en)

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US7086983B2 (en) * 2001-10-25 2006-08-08 Dana Corporation Differential with pinion bearings supported on input yoke
US10100912B2 (en) * 2015-10-02 2018-10-16 GM Global Technology Operations LLC Vehicle differential assembly

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JPS6012724U (en) * 1983-07-06 1985-01-28 ティー・シー・エム株式会社 Propulsion transmission device for work vehicles
JPH02116033U (en) * 1989-03-03 1990-09-17
JPH0449233U (en) * 1990-08-31 1992-04-27
JPH07139612A (en) * 1993-11-12 1995-05-30 Toyota Autom Loom Works Ltd Deceleration device for vehicle
JPH10159952A (en) * 1996-11-28 1998-06-16 Honda Motor Co Ltd Oil leakage prevention structure for power transmission equipment
JP2003156128A (en) * 2001-11-20 2003-05-30 Koyo Seiko Co Ltd Pinion shaft supporting bearing device
JP2003172348A (en) * 2001-12-04 2003-06-20 Koyo Seiko Co Ltd Bearing device for supporting pinion shaft

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6012724U (en) * 1983-07-06 1985-01-28 ティー・シー・エム株式会社 Propulsion transmission device for work vehicles
JPH02116033U (en) * 1989-03-03 1990-09-17
JPH0449233U (en) * 1990-08-31 1992-04-27
JPH07139612A (en) * 1993-11-12 1995-05-30 Toyota Autom Loom Works Ltd Deceleration device for vehicle
JPH10159952A (en) * 1996-11-28 1998-06-16 Honda Motor Co Ltd Oil leakage prevention structure for power transmission equipment
JP2003156128A (en) * 2001-11-20 2003-05-30 Koyo Seiko Co Ltd Pinion shaft supporting bearing device
JP2003172348A (en) * 2001-12-04 2003-06-20 Koyo Seiko Co Ltd Bearing device for supporting pinion shaft

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