JPS58141928A - Front wheel driving gear - Google Patents

Front wheel driving gear

Info

Publication number
JPS58141928A
JPS58141928A JP2407382A JP2407382A JPS58141928A JP S58141928 A JPS58141928 A JP S58141928A JP 2407382 A JP2407382 A JP 2407382A JP 2407382 A JP2407382 A JP 2407382A JP S58141928 A JPS58141928 A JP S58141928A
Authority
JP
Japan
Prior art keywords
bevel gear
case
front wheel
king pin
bevel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2407382A
Other languages
Japanese (ja)
Other versions
JPS6251767B2 (en
Inventor
Takashi Yoshii
隆司 吉井
Mikio Kinoshita
木下　幹男
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kubota Corp
Original Assignee
Kubota Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kubota Corp filed Critical Kubota Corp
Priority to JP2407382A priority Critical patent/JPS58141928A/en
Publication of JPS58141928A publication Critical patent/JPS58141928A/en
Publication of JPS6251767B2 publication Critical patent/JPS6251767B2/ja
Granted legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/30—Arrangement or mounting of transmissions in vehicles the ultimate propulsive elements, e.g. ground wheels, being steerable
    • B60K17/303—Arrangement or mounting of transmissions in vehicles the ultimate propulsive elements, e.g. ground wheels, being steerable with a gearwheel on the steering knuckle or kingpin axis

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

PURPOSE:To obtain large reduction ratio further increase a life of bearings, by supporting a king pin to the side of a bevel gear case through the bearings. CONSTITUTION:Because of a large conical angle of a top bevel pinion 21, a king pin 17 tends to move in the upper direction, but a bottom bevel pinion 23 is integrally formed with the pin 17 by a limiter 28, and moving force of the pin is cancelled by thrust force in a direction B with each other, then a life of bearings 18, 19 can be fully ensured even with their capacity not so large. Further a bottom end part of the pin 17 is not required to be supported to a bottom case 29 of a front wheel case 24, and the pinion 23 can be relatively positioned to the bottom, then large reduction ratio of a bevel gear mechanism 26 can be obtained. Further the case 24, bevel gear case 13, etc. also can be compactly housed in a front wheel rim.

Description

【発明の詳細な説明】 本発明は、前輪駆動装置に係〕、前輪側の最終減速比を
大きくと）得るとともに、キングピンをベベルギヤーケ
ースに軸支する軸受のスラス）７３に対しての耐用度を
大幅に向上したことを主目的とする。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a front wheel drive system, in which the final reduction ratio on the front wheel side is increased, and the durability against the thrust of the bearing that pivotally supports the king pin in the bevel gear case is improved. The main purpose is to significantly improve the degree of

デフ出力軸と前輪側とをキングピンを含むベベルギヤー
機構で連動連結したトラフＩの前輪駆動装置は実開昭５
６−１５４２２５号公報、米国特許第２３０６９５８号
明細゛書等で周知である。The front wheel drive system of the Trough I, in which the differential output shaft and the front wheel side are interlocked and connected by a bevel gear mechanism including a king pin, was developed in 1975.
It is well known from publications such as Japanese Patent No. 6-154225 and US Pat. No. 2,306,958.

前記従来技術を含む従来の前輪駆動装置は、前車軸ケー
スの端部に取付けられたベベルギヤーケースに挿貫され
為キングピンが、ベベルギヤーケースに対して上部側が
軸受で支持されるとと４ｋ、キングピンの下部側はベベ
ルギヤーケースの外側に設けられた前輪ケースに軸受で
支持されていた。In the conventional front wheel drive device including the above-mentioned prior art, the king pin is inserted through a bevel gear case attached to the end of the front axle case, and the upper side of the bevel gear case is supported by a bearing. The lower part of the kingpin was supported by a bearing in the front wheel case installed outside the bevel gear case.

従って、キングピンの軸長が長大とな〕、前輪タイヤ内
に収めるととに制約を受け、この結果、減速比を大きく
とるととには限度があった。Therefore, the axial length of the king pin is long, and there is a limit to how large the reduction ratio can be.

マタ、キングピン上のベベルビニオンに作用するスラス
ト力を軸受にて大部分受担していたため轟該軸受の寿命
が短命となってｆＩＰ勺、そのため、軸受容量を大和す
ればそれだけ全体が大形となって前輪タイヤ内に収める
ことが困難で、減速比和限度が起るという悪循環を招い
ていた。In fact, since the thrust force acting on the bevel pinion on the king pin was mostly carried by the bearing, the life of the bearing was shortened and the life of the bearing was shortened. It was difficult to fit this into the front tire, creating a vicious cycle in which the sum of the reduction ratios reached a limit.

本発明は、斯る実状に鑑み案出されたものであ〕、キン
グピンを軸支する軸受容量を差穆大きくしなくともスラ
スト力に充分に耐え得るとともに、これによって減速比
を大きくとることが約束された前輪駆動装置を提供する
ものであシ、前車軸ケースの両端部に、デフ出力軸とキ
ングピンとを連動させるベベルギヤー機構を内蔵したベ
ベルギヤーケースがそれぞれ取付けられ、このベベルギ
ヤーケースのそれぞれに前輪を支持する前輪ケースがキ
ングピンの軸ｌｉＡ如Ｋｌｌ動自在に設けられ、キング
ピンと前輪とを連動させるベベルギヤー機構が前輪ケー
スに内蔵された前輪駆動装置において、ベベルギヤーケ
ースに挿嵌されえキングピンの上部と下部側が軸受を介
してベベルギヤーケース側に支持されておシ、キングピ
ンの上部と下部ｇＩＡＩＩＣ前記ベベルギヤー機構をそ
れぞれ構成するベベルピニオンがキングピンに対して軸
方向引張方向のスラスト力を作用する方向として取付け
られており、更に、前記スラスト力を受担するスラスト
規制体が前記キングピンの上下両端部に固着されている
ことを特徴とする。The present invention has been devised in view of the above-mentioned circumstances, and is capable of sufficiently withstanding thrust force without significantly increasing the amount of shaft support that supports the king pin, and thereby allows a large reduction ratio to be achieved. In order to provide the promised front wheel drive system, bevel gear cases with a built-in bevel gear mechanism that interlocks the differential output shaft and the king pin are attached to both ends of the front axle case. In a front wheel drive device, a front wheel case supporting a front wheel is provided to be movable around the axis of a king pin, and a bevel gear mechanism for interlocking the king pin and the front wheel is built into the front wheel case. The upper and lower sides of the kingpin are supported by the bevel gear case side via bearings, and the upper and lower sides of the kingpin, respectively, which constitute the bevel gear mechanism, exert a thrust force in the axial tensile direction on the kingpin. The king pin is attached in the same direction as the king pin, and thrust regulating bodies that take charge of the thrust force are fixed to both upper and lower ends of the king pin.

以下、図面を参照して本発明の実施例を詳述する。Embodiments of the present invention will be described in detail below with reference to the drawings.

第１図は２軸４車輪形トラクタ（１）を示し、左右一対
の前輪（２）、左右一対の後輪（３）を有し、前輪（２
）は前車軸ケース（４）の両端部に装着され操向装置（
５）によ〕舵舵取前とされている。Figure 1 shows a two-axle, four-wheel type tractor (1), which has a pair of left and right front wheels (2), a pair of left and right rear wheels (3), and a front wheel (2).
) are attached to both ends of the front axle case (4) and the steering device (
According to 5)] before the steering wheel is turned.

後輪（３）はエンリン動力を適宜変速する伝動装置を介
して駆動されるが、該伝動装置は車体を兼ねた建ツＶＨ
ンケース（６）に内蔵されている。The rear wheels (3) are driven via a transmission device that changes the speed of the engine power as appropriate, but this transmission device is a built-in VH that also serves as the vehicle body.
Built-in case (6).

前車軸ケース（４）はその軸方向中央部が前車軸受台（
７）に前後方向の軸心Ｈ〕に所謂センターピン装置１（
ＩＩ）を介して回動自在に懸架されている。The front axle case (4) has a front axle bearing stand (
7), a so-called center pin device 1 (
II) is rotatably suspended.

前車軸ケース（４）の中にはデフ装置が内蔵されてお）
、該デフ装置はミツシロンケース（６）内の伝動装置に
よ°如推進軸装置（Ｆ）　Ｋよシ連動され、ここに前輪
と後輪が同期乃至同調駆動可能とされている。A differential device is built into the front axle case (4).)
The differential device is interlocked with the propulsion shaft device (F) K by a transmission device inside the Mitsushiron case (6), so that the front wheels and the rear wheels can be driven in synchronization or synchronization.

第２図乃至＃！４図を参照すれば第１実施例による前輪
駆動装置の詳細が示されている。Figures 2 to #! Referring to FIG. 4, details of the front wheel drive system according to the first embodiment are shown.

なお、前輪駆動装置は前車軸ケース（４）の両端部に具
備されるが、左右一対は同じ構成である故、以下、片方
についてのみ詳述する。The front wheel drive devices are provided at both ends of the front axle case (4), but since the left and right pair have the same configuration, only one will be described in detail below.

第２図Ｋｋいて、（９）はデフ出力軸であり、前車軸ケ
ースに挿貫され、端部にベベルピニオンαＱがスプライ
ン尋を介して取付けられ、前車軸ケースの外端部に軸受
（ロ）を介して支持されている。In Fig. 2 Kk, (9) is the differential output shaft, which is inserted through the front axle case, and a bevel pinion αQ is attached to the end via a spline. ) is supported through.

前車軸ケースの外端部には取付はフランジ（２）が形成
され、該取付はフランジ（２）にベベルギヤーケース（
至）が第３図で示す如くノックピンα４とボルト（１４
１）を介して着脱自在に取付けである。A mounting flange (2) is formed on the outer end of the front axle case, and a bevel gear case (2) is formed on the mounting flange (2).
) is the dowel pin α4 and bolt (14) as shown in Figure 3.
1) It is removably attached via.

ベベルギヤーケース（至）は上部忙開口部（至）を有し
、下部に狭窄形状とされた筒部（至）が形成され、開口
部（至）と筒部αＧの芯は同軸心上にある。The bevel gear case (to) has an upper opening (to), and a narrow-shaped cylindrical part (to) is formed at the bottom, and the centers of the opening (to) and cylindrical part αG are coaxial. be.

更に、ベベルギヤーケース（至）の中には所定のキング
ピン角をもってキングピンαηが挿嵌されておシ、本例
ではキングピンαηの上端部がボール軸受（至）を介し
て支持され、該キングピンαηの大端部側は筒部αＧｋ
挿貫されて本例ではニードＶ形の軸受α燵を介して支持
されている。Further, a kingpin αη is inserted into the bevel gear case (to) at a predetermined kingpin angle, and in this example, the upper end of the kingpin αη is supported via a ball bearing (to), and the kingpin αη is The big end side is the cylindrical part αGk
It is inserted through and supported via a needle V-shaped bearing in this example.

キングピンＱ７＋とデフ出力軸（９）はベベルギヤー機
構−を介して連動されるが、キングピンα力の上端部に
上部ベベルビニオン（２）をスプライン、キー等を介し
て套嵌固設し、該上部ベベルビニオン（２）をデフ出力
軸（９）上のベベルビニオンαＱに上側から咬合するこ
とによシ、ここに、ベベルギヤーケース（２）に内蔵の
ベベルギヤー機構四が構成されている。The kingpin Q7+ and the differential output shaft (9) are interlocked via a bevel gear mechanism -, but an upper bevel binion (2) is fitted and fixed to the upper end of the kingpin α force via a spline, a key, etc. (2) is engaged with the bevel binion αQ on the differential output shaft (9) from above, thereby constructing a bevel gear mechanism 4 built in the bevel gear case (2).

キングピンαηの下端部にはカラー翰を介して下部ベベ
ルピニオン（２）がスプライン、キー等を介して套嵌固
設され、該下部ベベルピニオン翰は前輪ケース（財）内
のベベＶギヤー（至）Ｋ対して下位より咬合し、ここに
１キングピン幹と前輪を連動するベベルギヤー機構−が
構成されている。A lower bevel pinion (2) is fixed to the lower end of the king pin αη via a collar via a spline, a key, etc. ) A bevel gear mechanism that engages K from the lower side and interlocks the 1 kingpin stem and the front wheel is constructed here.

上部ベベルピニオン■と下部ベベルビニオン■は１ｇ２
図で示す如くキングピンαηに対して矢示Ａ及びＢで示
すように軸方向引張方向のスラスト力が作用するように
取付けてあり、矢示Ａのスラスト力は軸受（至）のイン
ナーレースを介してスラスト規制体朝で受担するよう忙
されてお如、又、矢示Ｂのスラスト力はスラスト規制体
（至）で受担するようにされておシ、上下のスラスト規
制体（財）＠は本例ではキングピン（ロ）の上下端部に
形成したネジ部にナツトを螺合することによって構成さ
れている。Upper bevel pinion ■ and lower bevel pinion ■ are 1g2
As shown in the figure, the king pin αη is installed so that a thrust force in the axial tensile direction as shown by arrows A and B acts on the king pin αη, and the thrust force in the arrow A is applied through the inner race of the bearing. In addition, the thrust force indicated by arrow B is handled by the thrust regulating body (toward), and the upper and lower thrust regulating bodies (toward) are busy. In this example, @ is constructed by screwing a nut into threaded portions formed at the upper and lower ends of the king pin (B).

前輪ケースｈは下部ケース翰と側部ケース（至）とを一
体に備えた背面視略し字状であって、下部ベベＶビニオ
ン（至）とベベルギヤー（ハ）とからなる減速用ベベル
機構（至）を内蔵している。The front wheel case h has an abbreviated shape when viewed from the rear, integrally comprising a lower case wing and a side case (to), and a deceleration bevel mechanism (to) consisting of a lower bevel V-binion (to) and a bevel gear (to). ) is built-in.

下部ケース翰はベベルギヤーケース０の筒部ａ６にイン
ナーリング■とプＶユ（至）を介して回転自在に套嵌う
れ、更よ、ユ７．．．イ薔、７ケ峙や介して支持されて
いる。The lower case holder is rotatably fitted into the cylindrical part a6 of the bevel gear case 0 via the inner ring ■ and the pu-V-yu (to). ．． ．． Ibara is supported by seven people.

側部ケース輪は横方向外方に開口しかつベベルギヤー（
２）を挿抜自在な開口部（至）を有するとともに、一体
に形成され、この車軸（至）Ｋ本例では２個のポール軸
受働を介してベベルギヤー取付は体（至）が回転自在に
套嵌されている。The side case ring opens laterally outward and has a bevel gear (
2) has an opening (end) through which the axle (end) can be freely inserted and removed, and is integrally formed, and in this example, the bevel gear is attached via two pole bearings so that the body (end) can be freely rotated. It is fitted.

ベベルギヤー取付は体＠はりング形状であυ、その内端
面にノックビン■とボルト■を介してベベルギヤー（至
）が取付けてＴｏ）、更に、ベベルギヤー取付は体（至
）の外端面に複数のポル）Ｕを介して前輪のホイールデ
ィスク−が着脱自在に取付けてあり、該ディスク（２）
を介して前輪（２）が取付けられる。Bevel gear installation is a body @ ring shape υ, and a bevel gear (to) is attached to the inner end surface of the body via a dowel pin ■ and a bolt ■. ) The front wheel disc is removably attached via U, and the disc (2)
The front wheel (2) is attached via.

更に、側部ケース（至）の開口部ｅ４はノックビン−と
ボルドーを介して蓋体−で施蓋されてお如、側部ケース
（至）の内側壁（至）の上端部には本例ではキングピン
の細心と平行な縦方向の取付は面一が一体に突出形成さ
れておシ、この取付は面一にナックルアーム的か次のよ
うにして取付けである。Furthermore, the opening e4 of the side case (to) is covered with a lid through the knock bottle and Bordeaux, and the upper end of the inner wall (to) of the side case (to) is covered with this example. In this case, the king pin is attached in the longitudinal direction parallel to the fine details by integrally protruding the flush part, and this mounting is done flush with the knuckle arm or in the following manner.

ベベルギヤーケース０の上部開口部（至）にナックルビ
ン−がキングピンαηと弁軸心として挿嵌されてシシ、
本実施例ではその挿嵌にさいして締シ嵌めにするととも
に、ナックルビン−の挿嵌部外周に横方向の切欠部を形
成し、該切欠部４Ｃ２本のビン又は平板−を挿嵌するこ
とによって相対回転不能に取付けている。なお、締シ嵌
めを強くするととＫよってビン又は、平板−を省略する
こともできる。A knuckle bin is inserted into the upper opening (toward) of the bevel gear case 0, and the kingpin αη and the valve shaft center are inserted.
In this embodiment, a tight fit is used for the insertion, and a horizontal notch is formed on the outer periphery of the insertion part of the knuckle bin, and two bottles or flat plates are inserted into the notch 4C. It is mounted so that it cannot rotate relative to the other. In addition, if the tightening fit is strengthened, the bottle or flat plate can be omitted.

ナックルビン−は本例おいては上端閉塞の円筒形である
が、これは上下開放の円筒形でも、中央円柱であっても
よく、本例の如く上端閉塞の円筒形としたときは、頂部
に形成した給油プラグ取付は孔−を介してグリース等の
潤滑油を中空部に封入し軸受（至）を潤滑することがで
きる。従って、このときは軸受（至）はＶ−ル（１ａＡ
）付とされる。In this example, the knuckle bin has a cylindrical shape with the top closed, but it may also have a cylindrical shape with the top and bottom open or a cylinder in the center. When the knuckle bin is cylindrical with the top closed as in this example, the top The oil supply plug formed in the bearing can lubricate the bearing by sealing lubricating oil such as grease into the hollow part through the hole. Therefore, in this case, the bearing (to) is V-ru (1aA
) is attached.

ナックルアーム＠は有底套嵌部１１と被取付は部−を一
体に有し１円筒形の套嵌部■がナックルビン−にプシエ
輪を介して回転自在忙套嵌されるとともに、該套嵌部■
よ如第４図で示す如く前後方向に延設された被取付は部
−が前記した前輪ケース側の縦方向取付は面一に重ね合
されて本例では前後各２本づつのボルドーによυ横方向
内方から取付けられている。The knuckle arm @ has a bottomed mantle fitting part 11 and an attached part integrally, and a cylindrical mantle fitting part (1) is rotatably fitted into the knuckle bin via a pusher ring, and the mantle Part ■
As shown in Fig. 4, the parts to be mounted extending in the front and back direction are overlapped flush on the front wheel case side as described above, and in this example, two Bordeaux bolts are attached to each of the front and rear wheels. υIt is attached laterally from the inside.

とのさい、取付は面一にはタップ孔（４赫）が形成−さ
れ、被取付は部匈にはボルト挿通孔（５２Ａ）がタップ
孔（４６Ａ）と対応して所謂バカ孔として形成されてい
る。For installation, a tap hole (4 holes) is formed on the same surface, and a bolt insertion hole (52A) is formed as a so-called stupid hole in the part where it is installed, corresponding to the tap hole (46A). ing.

なお、ナックルアーム−には図示しないが操向アームが
前方又は後方乃至内側方に突出して一体又はボルト等を
介して取付けてあシ、この操向アームに操向装置（６）
からの舵取力が伝達可能であるとともに左右一対の操向
アームをタイロッド等で連動させている。Although not shown, a steering arm protrudes forward, backward, or inward from the knuckle arm and is attached integrally or via bolts, etc., and a steering device (6) is attached to this steering arm.
It is possible to transmit the steering force from the steering wheel, and the pair of left and right steering arms are linked together using tie rods, etc.

その他、第２図において、■は止め輪で、軸受（至）の
アウターレースを止めている。ｔ４は筒部（至）に形成
した油通路で、下部ケース翰に形成した通路−と連通さ
れ、軸受に）を潤滑すべく前車軸ケース（４）側に設け
た油通路−から潤滑油を下部ケース翰及びベベルギヤー
ケース（至）ｋ貯溜可能としている。Additionally, in Fig. 2, ■ is a retaining ring that retains the outer race of the bearing (to). t4 is an oil passage formed in the cylindrical part (to), which communicates with the passage formed in the lower case cover, and allows lubricating oil to be supplied from the oil passage provided on the front axle case (4) to lubricate the bearings. The lower case wall and bevel gear case (to) can be stored.

輪は底蓋、■は側蓋、■はダス）Ｆ−ル、輪は側部ダス
トシールである。The ring is the bottom cover, ■ is the side cover, ■ is the dust seal, and the ring is the side dust seal.

第５図は本発明の第２実施例であシ、車軸の支持構造と
ナックルアームの取付は構造を第２図に示しｆｔ第１実
施例と異ならしたもので、その点の構成は同じであるか
ら、共通部分は共通符号で示し、以下、相異点につき説
明する。Fig. 5 shows a second embodiment of the present invention, and the structure of the axle support structure and the installation of the knuckle arm is different from the first embodiment shown in Fig. 2, but the configuration in that respect is the same. Therefore, common parts are indicated by common symbols, and differences will be explained below.

第２寮施例の車軸−は外端部にフランジ（３６Ａ）を有
し、この車軸（至）にベベルギヤー（２）が套嵌固着さ
れ、該ベベルギヤー（至）を挾んで前輪ケース（財）内
に車軸−が軸受輪を介して回転自在に支持されている。The axle of the second dormitory example has a flange (36A) at the outer end, and a bevel gear (2) is fitted and fixed to this axle (toward), and the front wheel case is attached by sandwiching the bevel gear (toward). An axle is rotatably supported inside via a bearing ring.

ナックルビン−は７ランジ（龜）を有し、該フランジ（
４８１）がベベルギヤーケース（至）の上端面にポル）
−により取付けてあり、ナックルピン−にプＶニーを介
して回転自在に套嵌されたナックルアーム−はその普取
付は部匈が前輪ケース（財）の上端部に横方向として形
成した取付は面一にボルドーによ〕取付けられている。The knuckle bin has 7 flanges.
481) is attached to the upper end surface of the bevel gear case (to).
The knuckle arm, which is attached to the knuckle pin and rotatably fitted to the knuckle pin via the V-knee, is normally attached with its bulge extending horizontally to the upper end of the front wheel case. It is mounted flush with Bordeaux.

従って、本第２実施例では車軸（至）のフランジ（！Ｉ
６ム）Ｋディスク輪を介して前輪（２）が取付けられ、
車軸（至）を軸受■で両持支持構造としたことから、第
２図と第５図で比較する如く第１実施例の方が前１！に
、第６図、第７図に示す構成は前車軸ケース（４）ｋ接
続スペーサー−を着脱自在に設けて、車軸長（トレッド
）を調整可能にしたものである。Therefore, in the second embodiment, the flange (!I) of the axle (to)
6) The front wheel (2) is attached via the K disc wheel,
Since the axle (toward) is supported on both sides by bearings (2), as compared in Fig. 2 and Fig. 5, the first embodiment is better than the other. In the configuration shown in FIGS. 6 and 7, the front axle case (4) k connection spacer is provided in a detachable manner so that the axle length (tread) can be adjusted.

即ち、接続スペーサー勧は両端にフブンＶ■輪を有し、
一方のフランｙＩＩＩＩＰＩＣはインロー嵌合突部翰が
他方の７ヲンジー側にはインロー嵌合凹部ｎが形成され
ているとともに１両端内局面には軸受嵌合部（２）を有
する。That is, the connecting spacer has a fubun V ring at both ends,
One flange yIIIPIC has a spigot fitting protrusion and a spigot fitting recess n formed on the other side, and bearing fitting parts (2) on the inner curved surfaces of both ends.

更に、軸受嵌合部（２）のそれぞれに軸受（ハ）が嵌合
されて伝動軸（至）を回転自在に支持してお〕、該軸（
ハ）の一端に雄スプライン軸が他端に雌スプライン（至
）が同軸心上に形成されている。Furthermore, a bearing (c) is fitted into each of the bearing fitting parts (2) to rotatably support the transmission shaft (to).
c) A male spline shaft is formed at one end and a female spline (to) is formed coaxially at the other end.

ソシて、雄スプラインｆ４にはベベルビニオンＱＯが挿
抜自在であル、雌スプライン（ハ）Ｋはデフ出力軸（９
）の雄スプライン（９ム）、つまり、雄スプラインｑ◆
と同形同大のスプライン（９ム）が挿抜自在とされてい
る。The bevel pinion QO can be inserted and removed freely into the male spline f4, and the female spline (c) K is connected to the differential output shaft (9).
) male spline (9mm), that is, male spline q◆
A spline (9 mm) of the same shape and size can be inserted and removed freely.

従って、ベベルギヤーケース（至）と前車軸ケース（４
）との間Ｉ／ｃｔｓ６図に示す如く接続スペーサー勢、
伝動軸（至）を有する接続ユニット■を介装してポル）
　（１４１Ｘ１４Ｂ）等を介して接続することによって
トレッドを調整可能であ夛、第７＃ＡＫ）が標準トレッ
ドとすると、第７図（ロ）の如く両端に接続ユニット（
ハ）を介装するととによってトレッドが左右均等に長く
で＊、又、第７図（ハ）の如く一方のみ＜＠−続ユニッ
ト四を介装することによってもトレッドを調整できるの
であ）、接続ユニット（ハ）の複数を互いに警ぐととに
よって大幅なトレッド調整をすることもできる。Therefore, the bevel gear case (to) and the front axle case (to
) between I/cts6, as shown in figure 6, connect spacers,
Connecting unit with transmission shaft (to)
The tread can be adjusted by connecting via (141
By inserting c), the tread is equally long on the left and right sides*, and the tread can also be adjusted by inserting the connecting unit 4 on only one side as shown in Fig. 7 (c). Significant tread adjustment can also be made by connecting a plurality of connection units (c) to each other.

なか、前輪（２）ＩｌＭのトレッド調整量に応じて後輪
（３）側もトレッド調整するが、これは後輪ディスクの
反転とか、螺旋構造による等公知のものが採用できる。Among them, the tread of the rear wheel (3) is adjusted in accordance with the amount of tread adjustment of the front wheel (2) IIM, and a known method such as inversion of the rear wheel disc or a spiral structure can be adopted for this.

次に作用を説明する。Next, the action will be explained.

デフ出力軸（９）が駆動されるとベベルギヤー機構翰を
介してキングピン（ロ）が連動され、更にベベルギヤー
ｍｑ四を介して本例ではベベルギヤー取付は体（２）が
車・軸輪の軸ＩｉＩ、ｂ＜回転されて前輪（２）が所要
減速（増速であって亀よい）の下で後輪（３）と同期乃
至同調駆動される。When the differential output shaft (9) is driven, the king pin (B) is interlocked via the bevel gear mechanism, and in this example, the bevel gear is attached via the bevel gear mq4. , b<rotation, and the front wheels (2) are driven in synchronization or synchronization with the rear wheels (3) under the required deceleration (or acceleration, which is fine).

ベベルギヤー１１ｍ１１＠ＩＫよってキングピンαηに
は矢示Ａ方向のスラスト力が、又、ベベルギヤー機構（
至）によってキングピン（ロ）には矢示Ｂ方向のスラス
ト力がそれぞれ互いに打消し合う方向に作用することに
なる。Due to the bevel gear 11m11@IK, a thrust force in the direction of arrow A is applied to the kingpin αη, and the bevel gear mechanism (
(to) causes thrust forces in the direction of arrow B to act on the kingpin (b) in directions that cancel each other out.

キングピン（ロ）上の上部ベベルビニオン（２）と下部
ベベルビニオン輪はナツトで承ナスラスト規制体Ｖ）（
至）で軸方向には一体化するととｋよって前記ビニオン
＠（至）を岡−としスラスト力をボール軸受（至）のイ
ンナーレースで矢示Ａ方向のスラスト力を受は止めると
とｋなる。The upper bevel binion (2) and lower bevel binion ring on the kingpin (b) are held together with a nut, and the thrust regulator V) (
If it is integrated in the axial direction at (to), then k. Therefore, if the above-mentioned binion @ (to) is made O-, the thrust force is received by the inner race of the ball bearing (to), and the thrust force in the direction of arrow A is stopped. .

本例では上部ベベルビニオン（２）の円錐角が大きいた
めキングピン（ロ）は上方向へ駆動しようとするも、下
部ベベルビニオン（至）が規制体（２）でキングピン（
ロ）と一体であるから、矢示Ｂ方向のスラスト力によっ
て打消し合うことと′＆夛、ここに、軸受（至）（至）
の容量を差程大忙しなくとも充分な寿命が保証される。In this example, since the cone angle of the upper bevel binion (2) is large, the kingpin (b) tries to drive upward, but the lower bevel binion (to) is blocked by the regulating body (2) and the kingpin (b)
(b)), so the thrust force in the direction of arrow B cancels each other out. Here, the bearing (to) (to)
Sufficient service life is guaranteed even if the capacity of the battery is not significantly increased.

更に、キングピン（財）の下端部は前輪ケース■の下部
ケース鋤忙は支持する必要が會いことから、相対的には
下部ベベＶビニオン（２）を下方に位置させることがで
きることに′＆〕、ここにベベルギヤー機構（至）の減
速比を大にできるのであシ、しかも、１１１輪リム内に
コンパクトな下で前輪ケース−、ベベルギヤーケース（
至）等を収納することもできる。Furthermore, since the lower end of the Kingpin (foundation) needs to support the lower case plow of the front wheel case, it was found that the lower bebe V-binion (2) could be relatively positioned lower. ] This allows the reduction ratio of the bevel gear mechanism (to) to be increased, and what's more, the front wheel case and bevel gear case (
) etc. can also be stored.

又、操向装置（６）を左右に操作するとナックルアーム
−がキングピン（ロ）の細心と共細心でベベルギヤーケ
ース（至）の上端開口部（至）ｋ相対回動不能に挿嵌し
たナックルビン＠に回転自在に套嵌されておシ、ナック
ルアーム−の被取付は部匈が前輪ケース■側の縦方向の
取付は面一又は−にボルト軸又は−で取付けであること
から、前輪（２）は前輪ケー！−■とともにキングピン
妨の軸心図如に回動されてここに舵取可能とされる。Also, when the steering device (6) is operated left and right, the knuckle arm moves carefully with the king pin (B) to the upper end opening (K) of the bevel gear case (K), which is inserted into the knuckle so that it cannot rotate relative to the knuckle arm. The knuckle arm is rotatably fitted into the bottle, and the knuckle arm is mounted vertically on the front wheel case side, either flush or with a bolt shaft or -, so the front wheel (2) is the front wheel! It is rotated along the axis of the kingpin along with -■, and can be steered here.

本発明によれば、前車軸ケースの両端部に取付けられた
ベベルギヤーケースに一嵌支持されるキングピンが、上
部と下部側を軸受によ〕ベベルギヤーケース側に支持さ
れて、キングピンの下端が前輪ケース側に支持されてい
ないので、減速用べる。According to the present invention, the kingpin is fitted and supported by the bevel gear case attached to both ends of the front axle case, and the upper and lower sides are supported by the bevel gear case side by bearings, and the lower end of the kingpin is supported by the bevel gear case side by bearings. Since it is not supported by the front wheel case side, it can be used for deceleration.

更に、キングピン上の上部ベベルピニオンと下部ベベル
ピニオンはキングピンに対して軸方向引張方向のスラス
ト力が作用すべく取付けてあ）、そのスツストカ作用方
向が互いに打消し合う方向となるので、軸受の容量を大
忙しなくともよく、ここにコンパクトな構造にできるば
かルか、軸受寿命を大にすることもできる。Furthermore, the upper bevel pinion and lower bevel pinion on the kingpin are installed so that a thrust force in the axial tensile direction acts on the kingpin), and the directions of the thrust forces cancel each other out, so the capacity of the bearing increases. There is no need to make a lot of effort, and the structure can be made compact, and the life of the bearings can be extended.

又、スラスト力はキングピン両端部に固着した規制体で
受担可能であ〕、ここに、キングピンを安定よく支持可
能であ如、シルク伝動を確実にしながら前輪の操向を軽
快容易にできる尋の利点がある。In addition, the thrust force can be borne by regulating bodies fixed to both ends of the king pin.Therefore, there is a mechanism that can stably support the king pin and make steering of the front wheels light and easy while ensuring silk transmission. There are advantages.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明を適用するドックター例の全体構成図、
第２図は本発明第１実施例の断両立面図。 第５図はベベルギヤーケース取付は部の牛久断面図、第
４図はナックルアームの一例側面図、第５図は本発明第
２実施例の断両立面図、第６図は第２実施例の前車軸ケ
ースを改曳した断面図、第７図ａ）←）（ハ）はトレッ
ド調整を示す前車軸ケースの説明図である。 （１）−・トラクタ、（４）−・前車軸ケース、（９）
−・・デフ出力軸、（至）・・・ベベルギヤーケース、
（ロ）・・・キング−ビン、岨ト・軸受、ｗｍ−・ベベ
ルギヤー機構、■・・・前輪ケース、（２）−・・・ス
ラスト規制体。FIG. 1 is an overall configuration diagram of an example of a dockter to which the present invention is applied;
FIG. 2 is a sectional elevational view of the first embodiment of the present invention. Fig. 5 is a cross-sectional view of the bevel gear case mounting section, Fig. 4 is a side view of an example of the knuckle arm, Fig. 5 is a cross-sectional elevational view of the second embodiment of the present invention, and Fig. 6 is the second embodiment. Fig. 7a)←)(c) is an explanatory diagram of the front axle case showing tread adjustment. (1)--Tractor, (4)--Front axle case, (9)
−...Differential output shaft, (to)...Bevel gear case,
(b) King-bin, shaft bearing, wm-bevel gear mechanism, ■front wheel case, (2)- thrust regulator.

Claims (1)

【特許請求の範囲】[Claims] １、前車軸ケース（４）の両端部に、デフ出力軸（９）
とキングピン（ロ）とを連動させるベベルギヤー機構−
を内蔵したベベルギヤーケース（至）がそれぞれ取付け
られ、このベベルギヤーケース（２）のそれぞれに前輪
（２）を支持する前輪ケース（財）がキングピン＠の軸
Ｊ１ｍ！、？に回動自在に設けられ、キングピン（ロ）
と前輪（２）とを連動させるベベルギヤー機構（至）が
前輪ケース−に内蔵された前輪駆動装置において、ベベ
ルギヤーケース０３に挿嵌されたキングピン（ロ）の上
部と下部側が軸受（至）ａノを介してベベルギヤーケー
ス（２）側に支持されてお如、キングピン■の上部と下
部側に前記ベベルギヤー機構＃Ｊ（至）をそれぞれ構成
するベベルピニオン＠−がキングピンａηに対して軸方
向引張方向のスラスト力を作用する方向として取付けら
れてシシ、更ｋ、前記スラスト力を受担するスラスト規
制体＠−が前記キングピン（ロ）の上下両端部に固着さ
れていることを特徴とする前輪駆動装置。1. Install the differential output shaft (9) at both ends of the front axle case (4).
Bevel gear mechanism that interlocks the and king pin (b)
A bevel gear case (2) with a built-in bevel gear case (2) is attached to each of the bevel gear cases (2), and the front wheel case (2) that supports the front wheel (2) is attached to the kingpin @ axis J1m! ,? The kingpin (b) is rotatably provided on the
In a front wheel drive device in which a bevel gear mechanism (to) that interlocks the front wheel (2) and the front wheel (2) is built into the front wheel case, the upper and lower sides of the king pin (b) inserted into the bevel gear case 03 are connected to the bearing (to) a. The bevel pinions ＠-, which constitute the bevel gear mechanism #J (to), are supported on the bevel gear case (2) side through the upper and lower sides of the king pin The king pin (b) is characterized in that a thrust regulating body is attached in the direction in which a thrust force in a tensile direction is applied, and a thrust regulating body for taking charge of the thrust force is fixed to both upper and lower ends of the king pin (b). Front wheel drive.
JP2407382A 1982-02-16 1982-02-16 Front wheel driving gear Granted JPS58141928A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2407382A JPS58141928A (en) 1982-02-16 1982-02-16 Front wheel driving gear

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2407382A JPS58141928A (en) 1982-02-16 1982-02-16 Front wheel driving gear

Publications (2)

Publication Number Publication Date
JPS58141928A true JPS58141928A (en) 1983-08-23
JPS6251767B2 JPS6251767B2 (en) 1987-11-02

Family

ID=12128246

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2407382A Granted JPS58141928A (en) 1982-02-16 1982-02-16 Front wheel driving gear

Country Status (1)

Country Link
JP (1) JPS58141928A (en)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5121620A (en) * 1974-08-13 1976-02-20 Kubota Ltd Torakutatono zenrinkudosochi
JPS5659423U (en) * 1979-10-12 1981-05-21

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5121620A (en) * 1974-08-13 1976-02-20 Kubota Ltd Torakutatono zenrinkudosochi
JPS5659423U (en) * 1979-10-12 1981-05-21

Also Published As

Publication number Publication date
JPS6251767B2 (en) 1987-11-02

Similar Documents

Publication Publication Date Title
US6705965B2 (en) Carrier assembly for drive axle
US3420327A (en) Rigid drive axle for motor vehicles
JP2004001726A (en) Front wheel carrier assembly for tandem axle
US3930550A (en) Vehicle drive and suspension
JPS58141928A (en) Front wheel driving gear
KR20220016231A (en) Differential drive and AGV
US4553624A (en) Front-wheel driving apparatus
US3554055A (en) Differential gear mechanism for an automotive vehicle driveline having a fixed differential housing and swing axles
US4530415A (en) Power transmission device for front-engine front-drive car
US2944617A (en) Differential mounting for a motor vehicle
JPH0352178Y2 (en)
CN212796404U (en) Special front drive axle for greenhouse tractor
JPS58141927A (en) Front wheel driving gear
CN201158307Y (en) Power mechanism of beach vehicle
US1886823A (en) Multiple transmission shaft drive for motor vehicles
JPH047394Y2 (en)
CN215634798U (en) Inter-axle differential structure and through bridge
US2086500A (en) Axle structure
US3620322A (en) Universal drive apparatus
CN202923745U (en) Anti-overturn car
JPS5826807Y2 (en) Tread adjustment device for tractors, etc.
CN209026158U (en) Soft axle transmission system
JP2559124Y2 (en) Tractor front wheel drive
JPS6021891B2 (en) front wheel drive
CN101497312B (en) Two-wheel drive and four-wheel drive power system of beach vehicle