JPS6130908Y2 - - Google Patents
Info
- Publication number
- JPS6130908Y2 JPS6130908Y2 JP12694480U JP12694480U JPS6130908Y2 JP S6130908 Y2 JPS6130908 Y2 JP S6130908Y2 JP 12694480 U JP12694480 U JP 12694480U JP 12694480 U JP12694480 U JP 12694480U JP S6130908 Y2 JPS6130908 Y2 JP S6130908Y2
- Authority
- JP
- Japan
- Prior art keywords
- case
- transmission mechanism
- wheel drive
- gear
- wheel differential
- 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.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 38
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
Landscapes
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は走行装置を前車輪駆動させる形態と全
車輪駆動させる形態とに選択的に構成できるよう
にした走行装置に関する。[Detailed Description of the Invention] (Industrial Field of Application) The present invention relates to a traveling device that can be selectively configured into a front-wheel drive mode and an all-wheel drive mode.
（従来の技術）
この種の従来のものとしては、前車輪のみを駆
動させる形態と全車輪を駆動させる形態とが夫々
その形態に合わせた独立の仕様としたもの、ある
いは全車輪駆動形態をとり乍ら、動力伝達系に介
装した断続クラツチ等の切替え装置で後輪への動
力伝達を断ち前輪駆動方式にするもの（たとえば
特開昭48−70228号公報）が存在している。(Prior art) Conventional technology of this type includes a configuration in which only the front wheels are driven and a configuration in which all wheels are driven, each with independent specifications according to the configuration, or an all-wheel drive configuration. However, there is a system that uses a switching device such as an intermittent clutch installed in the power transmission system to cut off power transmission to the rear wheels, resulting in a front wheel drive system (for example, Japanese Patent Laid-Open No. 70228/1983).
（考案が解決しようとする問題点）
ところで、上記従来のものゝ内前二者は夫々が
独立した仕様となつているために、前輪走行のみ
で良い場合にも後車輪への重く長大な伝動系を備
えていなければならないとか、逆に充分なけん引
力が必要であるにかゝわらず前車輪駆動しか得ら
れなかつたりといつた実用上の不便があり、更に
は製作段階においてユーザーの要望に応じて駆動
形態の仕様変更さえできれば時をまたずしてユー
ザーに供給できる車があり乍ら、前車輪駆動形態
か全車輪駆動形態かの仕様変更が容易には行えな
いため、大きなロスを生じている。又、前記従来
のものゝ内の前車輪駆動と全車輪駆動との切替え
が可能であるものも、前車輪のみの走行形態時に
はやはり無用な後車輪駆動系を備えておかねばな
らず、無駄が多くなる。(Problem to be solved by the invention) By the way, in the above-mentioned conventional method, the first two have independent specifications, so even when only the front wheels need to be driven, heavy and lengthy power transmission to the rear wheels is required. However, there are practical inconveniences such as having to be equipped with a front wheel drive system or, conversely, only being able to obtain front wheel drive even though sufficient traction force is required. Although there are cars that can be delivered to users in no time if the specifications of the drive form can be changed according to the situation, it is not easy to change the specifications between front-wheel drive and all-wheel drive, resulting in a large loss. It is occurring. Furthermore, even in the conventional systems that can be switched between front wheel drive and all wheel drive, an unnecessary rear wheel drive system must be provided when only the front wheels are running, which is wasteful. There will be more.
そこで本考案は、簡単な改良でもつて、走行装
置を前車輪駆動させる形態と全車輪駆動させる形
態とに選択的に構成できるようにして、製作段階
における走行形態の仕様変更を簡単に行なえるよ
うにし、更に、全車輪駆動形態のものにおいて、
それを路上走行など必要に応じて前車輪の駆動形
態に切換えられるようにして、使用上便利なよう
にすると共に、全車輪駆動形態にあつて駆動力伝
達系における接合点の強度アツプ並びに悪路での
走行性にすぐれるものを提供することを目的とす
る。 Therefore, the present invention has been devised to make it possible to selectively configure the traveling device between a front-wheel drive mode and an all-wheel drive mode, even with simple improvements, so that specifications of the traveling mode can be easily changed at the manufacturing stage. Furthermore, in all-wheel drive configurations,
It is possible to switch to the front wheel drive mode as needed when driving on the road, making it convenient to use, and in the all-wheel drive mode, the strength of the joint in the drive power transmission system is increased, and it can be used even on rough roads. The purpose is to provide a product with excellent running performance.
（問題点を解決するための手段）
上記の目的を達成するための本考案の構成を、
実施例に対応する第１〜４図を用いて説明する
と、本考案は、変速装置１３に連動の前車輪用差
動装置１０を内装したケース１６に、動力断続ク
ラツチ１４を備えた伝動機構１５を介して前記車
輪用差動装置１０に後車輪用差動装置１１を連動
連結するための開口１７を、後方側ほど上位とな
る傾斜面に設ける。また、この開口１７を、蓋２
６で閉じる状態と、前記後車輪用伝動機構内装の
ケース１８で閉じる状態とに切換え自在に構成
す。更に後車輪用伝動機構内装のケースで閉じる
状態において、前車輪用差動装置１０に形成した
後車輪用差動装置１１への出力ギヤ１０ａに対す
る伝動機構１５前端の入力ギヤ１９の咬合点をこ
の出力ギヤ１０ａの軸芯直下よりも後方側にある
ように設定して形成したものである。(Means for solving the problem) The structure of the present invention to achieve the above purpose is as follows:
To explain using FIGS. 1 to 4 corresponding to embodiments, the present invention includes a transmission mechanism 15 equipped with a power disconnection clutch 14 in a case 16 in which a front wheel differential 10 interlocked with a transmission 13 is housed. An opening 17 for interlockingly connecting the rear wheel differential device 11 to the wheel differential device 10 through the opening 17 is provided on the inclined surface which becomes higher toward the rear. In addition, this opening 17 is
6, and a case 18 inside the rear wheel transmission mechanism. Furthermore, when the case inside the rear wheel transmission mechanism is closed, the engagement point of the input gear 19 at the front end of the transmission mechanism 15 with respect to the output gear 10a to the rear wheel differential 11 formed in the front wheel differential 10 is set as follows. It is set and formed so that it is located on the rear side from directly below the axis of the output gear 10a.
（作用および効果）
次に上記構成の作用を説明すると、全車輪駆動
の形態を採るには、前車輪用差動装置１０を内装
したケース１６に、その開口１７を蓋する形で後
車輪用伝動機構内装のケース１８を連結すれば、
前記出力ギヤ１０ａの軸芯直下よりも後方側にお
いて入力ギヤ１９が咬合し、入力ギヤ１９の軸芯
が対地的に上方に位置する状態で後車輪への動力
伝達が可能となり、逆に前車輪駆動の形態を採る
には、後車輪用伝動機構内装のケース１８を前車
輪用差動装置１０を内装したケース１６から取外
し、開口１７を蓋２６で閉じればよく、両形態の
変更を簡便に行なえる。(Function and Effect) Next, to explain the function of the above configuration, in order to adopt an all-wheel drive mode, the case 16 in which the front wheel differential device 10 is installed is covered with the opening 17 of the case 16. If the case 18 inside the transmission mechanism is connected,
The input gear 19 engages on the rear side of the shaft of the output gear 10a, and power can be transmitted to the rear wheels with the shaft of the input gear 19 located above the ground, and conversely, the power can be transmitted to the front wheels. To adopt the drive mode, the case 18 housing the rear wheel transmission mechanism is removed from the case 16 housing the front wheel differential 10, and the opening 17 is closed with the lid 26, making it easy to change between the two configurations. I can do it.
（実施例）
次に、本考案の実施例を図面に基づいて説明す
る。(Example) Next, an example of the present invention will be described based on the drawings.
走行装置１を備えた車体２に、運転席３と操縦
操作具４…を内装したキヤビン５を設けると共
に、そのキヤビン５の後部に荷台６を搭載して、
運搬作業車を構成してある。 A vehicle body 2 equipped with a traveling device 1 is provided with a cabin 5 in which a driver's seat 3 and operating tools 4 are installed, and a cargo platform 6 is mounted on the rear of the cabin 5.
It is configured as a transport work vehicle.
前記走行装置１を構成するに、操向用前車輪
７，７と後車輪８，８を車体フレーム９に取ける
と共に、前後の左右車輪夫々に差動装置１０，１
１を連動連結し、前記前車輪用差動装置１０の入
力側スパーギヤ１０ａに、エンジン１２に連動の
変速装置１３を連動連結すると共に、前記前車輪
用差動装置１０と後車輪用差動装置１１を、動力
断続クラツチ１４を備えた伝動機構１５を介して
連動連結してある。 To configure the traveling device 1, steering front wheels 7, 7 and rear wheels 8, 8 can be mounted on a vehicle body frame 9, and differential devices 10, 1 are installed on the front and rear left and right wheels, respectively.
1, and a transmission 13 linked to the engine 12 is interlocked to the input side spur gear 10a of the front wheel differential device 10, and the front wheel differential device 10 and the rear wheel differential device 11 are operatively connected via a transmission mechanism 15 with a power disconnection clutch 14.
前記伝動機構１５を構成するに、第３図に示す
ように、前記スパーギヤ１０ａの一部を開口から
突出させる状態で備えた前車輪用差動装置内装の
ケース１６に、その後方斜め下方に面して開放さ
れた開口１７を閉じる状態で伝動ケース１８を着
脱自在に取付け、この伝動ケース１８を、前記ケ
ース１６の開口１７に対する面一連結面を備え、
かつ、前後方向でインロー嵌合すると共にボルト
連結される分割構造とし、そして、前記ケース１
６側の分割ケース１８Ａに、前記ギヤ１０ａに咬
合するギヤ１９とベベルギヤ２０を備えた軸２１
を左右横軸芯まわりで回転自在に架設すると共
に、前記ベベルギヤ２０に咬合するギヤ２２を備
えた軸２３を前後軸芯まわりで回転自在に架設
し、かつ、他方の分割ケース１８Ｂに、前記前後
向き回転軸２３と同芯状の伝動軸２４を回転自在
に架設すると共に、両軸２３，２４間に動力断続
用のクラツチ１４を設けてある。 As shown in FIG. 3, the transmission mechanism 15 is constructed by attaching a case 16 inside a front wheel differential device with a part of the spur gear 10a protruding from an opening, and a case 16 facing diagonally downward at the rear thereof. A transmission case 18 is removably attached with the opened opening 17 closed, and the transmission case 18 is provided with a connecting surface to the opening 17 of the case 16,
The case 1 has a split structure in which the case 1 is fitted with bolts in the front and rear directions and connected with bolts.
A shaft 21 equipped with a gear 19 and a bevel gear 20 that mesh with the gear 10a is attached to the split case 18A on the 6th side.
are installed so as to be rotatable around the left and right horizontal axes, and a shaft 23 equipped with a gear 22 that engages with the bevel gear 20 is installed so as to be rotatable around the front and rear axes. A transmission shaft 24 coaxial with the direction rotation shaft 23 is rotatably installed, and a clutch 14 for power interruption is provided between both shafts 23 and 24.
このクラツチ１４は、前記回転軸２３に固着の
クラツチ片１４ａと、前記伝動軸２４に対して軸
芯方向に摺動操作自在に設けられた可動クラツチ
片１４ｂから成り、かつ、前記固定側のクラツチ
片１４ａが軸受を介して前記他方の分割ケース１
８Ａに取けられ、前記伝動ケース１８の分割連結
面に対するシムａの介装により、前記ベベルギヤ
２０，２２の咬合調節を行なう事ができるように
なつている。 This clutch 14 consists of a clutch piece 14a fixed to the rotating shaft 23, and a movable clutch piece 14b provided so as to be slidable in the axial direction with respect to the transmission shaft 24, and the clutch piece 14b on the fixed side The piece 14a is attached to the other divided case 1 via a bearing.
8A, and by interposing a shim a on the divided connection surface of the transmission case 18, the engagement of the bevel gears 20 and 22 can be adjusted.
そして、前記伝動軸２４と後車輪用差動装置１
１の入力軸１１ａを、ユニバーサルジヨイントを
介して伝動軸２５で連動連結し、もつて、前記ク
ラツチ１４による伝動切換えにより、凹凸地や湿
地での走行に適した全車輪駆動の形態と、左右の
操向性の良い整地路面での走行に適した前車輪駆
動の形態を選択的に得られるようにしてある。 The transmission shaft 24 and the rear wheel differential device 1
The input shafts 11a of 1 are interlocked and connected by a transmission shaft 25 through a universal joint, and by switching the transmission by the clutch 14, an all-wheel drive mode suitable for driving on uneven terrain or wetlands, and a left and right It is possible to selectively obtain a front wheel drive configuration suitable for driving on a level road surface with good steering performance.
そして、第１図、第３図に明示してあるよう
に、この全車輪駆動の形態を採るにあたつて、前
記入力側スパーギヤ１０ａ、つまり後車輪用差動
装置１１への出力ギヤの軸芯直下よりも後方側に
おいて、前記ギヤ１９、つまり入力ギヤをこのス
パーギヤ１０ａに咬合して、この入力ギヤ１９の
軸芯を対地的に上方に位置するように構成してあ
る。 As clearly shown in FIGS. 1 and 3, in adopting this all-wheel drive mode, the shaft of the output gear to the input spur gear 10a, that is, the rear wheel differential 11, is The gear 19, that is, the input gear, is engaged with the spur gear 10a on the rear side directly below the core, so that the axis of the input gear 19 is located above the ground.
上記の走行装置１において、第４図に示すよう
に、後車輪用差動装置１１と伝動機構１５を取り
外して、後車輪８８を従動型とし、かつ、前記差
動ケース１６の開口１７を、面一連結面を備える
蓋２６で閉じ、もつて、製作段階において、前記
クラツチ１４による走行駆動形態の切換え構造を
備える走行装置１と、前車輪７，７のみの駆動形
態の走行装置１を、選択的に構成できるようにし
てある。 In the above-mentioned traveling device 1, as shown in FIG. 4, the rear wheel differential 11 and the transmission mechanism 15 are removed to make the rear wheels 88 a driven type, and the opening 17 of the differential case 16 is closed with a cover 26 having a flush connecting surface, so that during the manufacturing stage, it is possible to selectively configure a traveling device 1 having a switching structure for the traveling drive mode by the clutch 14, and a traveling device 1 having a drive mode only for the front wheels 7, 7.
（考案の効果）
本考案は以上の構成であるから、走行装置のう
ち前車輪駆動用の主要部を共用する状態で、その
駆動部に後車輪用伝動系を連動連結できるように
する事により、走行装置を前車輪駆動と全車輪駆
動とに選択的に構成できるようになり、製作段階
における走行形態の仕様変更を簡単に行なう事が
できるようになつた。(Effects of the invention) Since the present invention has the above-mentioned configuration, by making it possible to interlock and connect the rear wheel transmission system to the drive part while sharing the main part for driving the front wheels of the traveling device. It has become possible to selectively configure the traveling device to be front-wheel drive or all-wheel drive, and it has become possible to easily change the specifications of the traveling mode at the manufacturing stage.
その上、後車輪用伝動機構１５に動力断続クラ
ツチ１４を備えさせてあるので、全車輪駆動の走
行装置において、必要に応じてその走行形態を湿
地走行などに適した全車輪駆動の形態と、左右の
操向性に優れた前車輪駆動の形態とに切換えら
れ、使用上便利に使い分ける事ができるようにな
つた。 Furthermore, since the rear wheel transmission mechanism 15 is equipped with the power disconnection clutch 14, in an all-wheel drive traveling device, the traveling mode can be changed to an all-wheel drive mode suitable for driving in wetlands, etc., as necessary. It was switched to a front wheel drive configuration with excellent left and right steering performance, allowing for convenient use.
そして殊に本考案では、全車輪駆動の形態に切
換えた時には、前記の通り出力ギヤ１０ａの軸芯
直下より後方側に入力ギヤ１９の咬合位置が設定
されていて、この入力ギヤ１９の軸芯を対地的に
より上方にあるようにしてあるために、入力ギヤ
を出力ギヤの軸芯直下でこれに咬合させるものに
較べて、地面との間に充分な間隔をとることがで
きるので、悪路の走行においても路上の障害物等
に駆動力伝達機構が接触あるいは衝突しにくく不
測のトラブルを未然に防止できる利点がある。又
前車輪用差動装置１０を内装したケース１６と後
車輪用伝動機構内装ケース１８は、出力ギヤ１０
ａと入力ギヤ１９との軸芯を結ぶ仮想線分に対し
て直交する方向の後方上方上がりの線分に沿つた
接合面で接合されるようになつているために、接
合面形状を簡素に形成でき乍ら出力ギヤと入力ギ
ヤとの支持が強固となる。つまり、比較例とし
て、たとえば両ケースの接合面を一つは前車輪用
差動装置内装のケースの後端縁とする場合と、い
ま一つは伝動機構内装のケース１８の上縁を接合
面とする場合とが考えられるが、前者は入力ギヤ
１９の軸芯近くに接合面が来て、伝動機構内装の
ケース１８の入力ギヤ支持が困難となり、他方後
者ではこの伝動機構内装のケース１８の上縁を接
合面とすると前者のケース１６の出力ギヤ支持が
困難となり、又支持しても接合面から軸芯までの
寸法が少ししかないため充分な強度は得られず、
又これを解消しようとすると、ケース側壁を接合
縁から外方に張出し部を形成してギヤ支持のため
の特別な構造を付加する必要がある。これに対し
て本考案は前述の通り、両ギヤの軸芯から接合縁
までは夫々充分な寸法のケース壁部が存在するこ
ととなるので、接合面形状は簡素となり、又両ギ
ヤの支持強度を充分に高められる利点がある。 In particular, in the present invention, when switching to the all-wheel drive mode, the engagement position of the input gear 19 is set to the rear side from directly below the axis of the output gear 10a, as described above, and the axis of the input gear 19 is Since the input gear is positioned higher relative to the ground, it is possible to maintain a sufficient distance between the input gear and the ground compared to the case where the input gear engages with the output gear directly below its axis. Even when driving, the drive force transmission mechanism is less likely to come into contact with or collide with obstacles on the road, which has the advantage of preventing unexpected troubles. The case 16 housing the front wheel differential 10 and the rear wheel transmission mechanism interior case 18 are connected to the output gear 10.
The shape of the joint surface can be simplified because the joint surface is connected along a line segment extending rearward and upward in a direction perpendicular to the imaginary line connecting the axes of a and the input gear 19. The support between the output gear and the input gear can be strengthened while forming the structure. In other words, as a comparative example, for example, one case where the joint surface of both cases is the rear edge of the case inside the front wheel differential, and another case where the upper edge of the case 18 inside the transmission mechanism is the joint surface. However, in the former case, the joint surface is close to the axis of the input gear 19, making it difficult for the case 18 inside the transmission mechanism to support the input gear, while in the latter case, the joint surface is close to the axis of the input gear 19, making it difficult to support the input gear. If the upper edge is the joint surface, it will be difficult to support the output gear of the former case 16, and even if it is supported, sufficient strength cannot be obtained because the dimension from the joint surface to the shaft center is only a small distance.
In order to solve this problem, it is necessary to form a projecting portion on the side wall of the case outward from the joint edge and add a special structure for supporting the gear. In contrast, in the present invention, as mentioned above, there is a case wall of sufficient size from the shaft center of both gears to the joint edge, so the shape of the joint surface is simple, and the supporting strength of both gears is It has the advantage of being able to sufficiently increase the
図面は本考案に係る走行装置の実施例を示し、
第１図は全車輪駆動の走行形態を示す作業車の概
略側面図であり、第２図はその平面図である。第
３図は伝動機構の詳細断面図であり、第４図は前
車輪駆動の走行形態を示す作業車の概略側面図で
ある。
１０……前車輪用差動装置、１０ａ……出力ギ
ヤ、１１……後車輪用差動装置、１３……変速装
置、１４……動力断続クラツチ、１５……伝動機
構、１６……前車輪用差動ケース、１７……開
口、１８……伝動ケース、１９……入力ギヤ、２
６……蓋。
The drawings show an embodiment of the traveling device according to the present invention,
FIG. 1 is a schematic side view of a working vehicle showing an all-wheel drive traveling mode, and FIG. 2 is a plan view thereof. FIG. 3 is a detailed sectional view of the transmission mechanism, and FIG. 4 is a schematic side view of the working vehicle showing a front wheel drive driving mode. DESCRIPTION OF SYMBOLS 10... Differential device for front wheels, 10a... Output gear, 11... Differential device for rear wheels, 13... Transmission device, 14... Power intermittent clutch, 15... Transmission mechanism, 16... Front wheels differential case, 17...opening, 18...transmission case, 19...input gear, 2
6... Lid.
Claims (1)
内装したケース１６に、動力断続クラツチ１４を
備えた伝動機構１５を介して前記前車輪用差動装
置１０に後車輪用差動装置１１を連動連結するた
めの開口１７を、後方側ほど上位となる傾斜面に
設け、前記開口１７を、蓋２６で閉じる状態と、
前記後車輪用伝動機構内装のケース１８で閉じる
状態とに切換え自在に構成すると共に、後車輪用
伝動機構内装のケースで閉じる状態において、前
車輪用差動装置１０に形成した後車輪用差動装置
１１への出力ギヤ１０ａに対する伝動機構１５前
端の入力ギヤ１９の咬合点をこの出力ギヤ１０ａ
の軸芯直下よりも後方側にあるように設定してあ
る事を特徴とする走行装置。 A case 16 in which a front wheel differential 10 interlocked with a transmission 13 is installed, and a rear wheel differential 11 is connected to the front wheel differential 10 via a transmission mechanism 15 equipped with a power disconnection clutch 14. An opening 17 for interlocking connection is provided on an inclined surface that becomes higher toward the rear, and the opening 17 is closed with a lid 26;
A rear wheel differential formed in the front wheel differential device 10 is configured to be freely switchable between a closed state with the case 18 inside the rear wheel transmission mechanism, and in a closed state with the case 18 inside the rear wheel transmission mechanism. The engagement point of the input gear 19 at the front end of the transmission mechanism 15 with respect to the output gear 10a to the device 11 is set to the output gear 10a.
A traveling device characterized by being set so that it is located on the rear side of the axis of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12694480U JPS6130908Y2 (en) | 1980-09-04 | 1980-09-04 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12694480U JPS6130908Y2 (en) | 1980-09-04 | 1980-09-04 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5748129U JPS5748129U (en) | 1982-03-17 |
| JPS6130908Y2 true JPS6130908Y2 (en) | 1986-09-09 |
Family
ID=29487353
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12694480U Expired JPS6130908Y2 (en) | 1980-09-04 | 1980-09-04 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6130908Y2 (en) |
-
1980
- 1980-09-04 JP JP12694480U patent/JPS6130908Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5748129U (en) | 1982-03-17 |
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