JPS6345378Y2 - - Google Patents
Info
- Publication number
- JPS6345378Y2 JPS6345378Y2 JP1984073645U JP7364584U JPS6345378Y2 JP S6345378 Y2 JPS6345378 Y2 JP S6345378Y2 JP 1984073645 U JP1984073645 U JP 1984073645U JP 7364584 U JP7364584 U JP 7364584U JP S6345378 Y2 JPS6345378 Y2 JP S6345378Y2
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- front wheel
- drive shaft
- width direction
- vehicle width
- 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
- 230000013011 mating Effects 0.000 claims 1
- 239000000446 fuel Substances 0.000 description 2
- 230000000295 complement effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000009987 spinning 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】
本考案は四輪駆動車の前輪駆動切換装置に関す
るものである。[Detailed Description of the Invention] The present invention relates to a front wheel drive switching device for a four-wheel drive vehicle.
近時、四輪駆動車、特に軽車両の作業用トラツ
ク等が普及している。四輪駆動車は従来の後輪駆
動車に加えて前輪をも駆動できるようにした車両
であるから、走行力が強く、不整地路面(建設現
場や農道、農地等)でも自由に走行できる便利さ
を有している。そして通常舗装道路等の整地面を
走行するときは後輪駆動のみで走行するのである
が、従来は後輪駆動時にあつても前輪駆動軸が同
時に回転されており、つまり四輪駆動時も後輪駆
動時も前輪駆動軸と前輪とが常時連動されている
のが通例である。これでは後輪駆動時における燃
費が悪いばかりかハンドルが重くなり、又その操
舵角が浅くなり、更には騒音や振動が大きくなる
という不具合を生じる。そこで一般にフリーハブ
ホイール機構を採用し、前輪と前輪駆動軸との連
結をフリーにすることができるようにしたものが
あり、後輪駆動時には前輪の回転が前輪駆動軸に
伝達されないようにしている。しかしながら、こ
のフリーハブホイール機構は、四輪駆動から後輪
駆動のみに切換えるとき、その都度運転者が降車
して前輪のホイール部でハブの係脱操作をしなけ
ればならない。そのため四輪駆動から後輪駆動に
切り換える操作が不便であつて甚だ使い勝手の悪
いものであつた。 Recently, four-wheel drive vehicles, especially light vehicles such as work trucks, have become popular. A four-wheel drive vehicle is a vehicle that can drive the front wheels in addition to the conventional rear-wheel drive vehicle, so it has strong running power and is convenient for driving freely on uneven roads (construction sites, farm roads, farmland, etc.) It has a certain quality. Normally, when driving on a level surface such as a paved road, only rear wheel drive is used, but conventionally, even when the rear wheels are in drive mode, the front wheel drive shafts are rotated at the same time. Even during wheel drive, the front wheel drive shaft and the front wheels are usually always linked. This causes problems such as not only poor fuel efficiency when driving the rear wheels, but also a heavy steering wheel, a shallow steering angle, and an increase in noise and vibration. Therefore, some vehicles generally use a freehub wheel mechanism, which allows the front wheels to be freely connected to the front wheel drive shaft, so that when the rear wheels are driven, the rotation of the front wheels is not transmitted to the front wheel drive shaft. However, when switching from four-wheel drive to only rear-wheel drive, this freehub wheel mechanism requires the driver to get out of the vehicle and engage/disengage the hub using the front wheel portion each time. Therefore, switching from four-wheel drive to rear-wheel drive was inconvenient and extremely difficult to use.
更に実開昭60−132920号公報には、スピンドル
とドライブシヤフト間に円筒状のコントロールチ
ユーブを回動可能に嵌装して、運転席近傍にある
レバーの操作によつてこのコントロールチユーブ
を回転させるとともに該コントロールチユーブの
他端側に形成した傾斜カム機構によつて軸方向移
動可能に取付けられた作動部材を軸方向に移動せ
しめ、この作動部材の動きをクラツチ部材に伝達
し、かつ、該クラツチ部材にスプライン歯をフリ
ーホイールハブボデイーのスプリング軸と噛合さ
せることによつて、ドライブシヤフトとフリーホ
イールハブボデイーとの連結を行い、又前記と逆
の動作を行うことによつて両者の切り離しを行う
構成が開示されている。しかしながら、このよう
な手段は操作レバーの操作力を一旦コントロール
チユーブの回転に変換しなければならないので、
エネルギーのロスが大きく、構造が複雑化してコ
ストが高くなつてしまうという難点を有してい
る。 Furthermore, in Japanese Utility Model Application No. 60-132920, a cylindrical control tube is rotatably fitted between the spindle and the drive shaft, and the control tube is rotated by operating a lever near the driver's seat. At the same time, an axially movable operating member is moved in the axial direction by an inclined cam mechanism formed at the other end of the control tube, and the movement of the operating member is transmitted to the clutch member. By engaging spline teeth on the member with the spring shaft of the freewheel hub body, the drive shaft and the freewheel hub body are connected, and by performing the opposite operation to the above, the two are disconnected. The configuration is disclosed. However, with such means, the operating force of the operating lever must be converted into rotation of the control tube, so
It has the disadvantages of large energy loss, complicated structure, and high cost.
そこで本考案はこのような従来の四輪駆動車に
おける前輪駆動軸切換装置が有している問題点を
なくして、前輪駆動軸を運転席近傍に設けたレバ
ーを介してフリーにするための機構を提供するも
のであつて、ハブによるホイールの係脱でなく、
前輪駆動軸そのものを軸方向に移動させることに
よつて、該前輪駆動軸がホイール部から係脱でき
る構成として前輪駆動軸とホイールとの連動を断
つようにし、もつて構成簡易にしてエネルギーロ
スの少ない前輪駆動軸切換装置の提供を目的とす
るものである。 Therefore, the present invention eliminates the problems of the front wheel drive shaft switching device in conventional four-wheel drive vehicles and provides a mechanism for freeing the front wheel drive shaft via a lever installed near the driver's seat. This is a system that provides a
By moving the front wheel drive shaft itself in the axial direction, the front wheel drive shaft is configured to be able to engage and disengage from the wheel portion, thereby breaking the linkage between the front wheel drive shaft and the wheel, thereby simplifying the configuration and reducing energy loss. The purpose of this invention is to provide a front wheel drive shaft switching device with a small number of units.
以下に本考案の一実施例を図面に基いて説明す
る。 An embodiment of the present invention will be described below with reference to the drawings.
第1図は前輪駆動機構の要部を示し、1は差動
ギヤ、2は第1の前輪駆動軸、3,3aはホイー
ル4の近傍に配置された一対の筒子、5は前輪取
付部、6はステアリングナツクル、7はストラツ
ト、8は前輪タイヤである。上記第1の前輪駆動
軸2の差動ギヤ1側の一端部には、第2図に示す
ように凸ジヨイント16とこの凸ジヨイント16
とスプライン係合して車幅方向に伸縮可能な凹ジ
ヨイント14から成る第1の自在継手12aが形
成されているとともに、上記第1の前輪駆動軸2
の車幅側一端部には、同様な凸ジヨイント13と
この凸ジヨイント13と係合して車幅方向に伸縮
可能な凹ジヨイント10から成る第2の自在継手
12が形成されている。前記第1の自在継手12
aを構成する凹ジヨイント14には差動ギヤ1と
係合する軸17が固定されている一方、前記第2
の自在継手12を構成する凹ジヨイント10には
第2の前輪駆動軸11が固定されている。即ち本
考案の場合、前輪駆動軸を第1の前輪駆動軸2
と、第2の前輪駆動軸11とに分割形成してあ
り、上記第1の前輪駆動軸2と第2の前輪駆動軸
11とを第1の自在継手12aと第2の自在継手
12により車幅方向に伸縮可能に接続してある。
この第2の前輪駆動軸11の車幅方向端部には外
歯ギヤ9が固定されている。また18は第1の自
在継手12aを被覆するカバーである。 FIG. 1 shows the main parts of the front wheel drive mechanism, where 1 is a differential gear, 2 is a first front wheel drive shaft, 3 and 3a are a pair of cylinders arranged near the wheel 4, 5 is a front wheel mounting part, 6 is a steering knuckle, 7 is a strut, and 8 is a front tire. At one end of the first front wheel drive shaft 2 on the differential gear 1 side, there is a convex joint 16 as shown in FIG.
A first universal joint 12a is formed of a concave joint 14 that is spline-engaged with and expands and contracts in the vehicle width direction.
A second universal joint 12 is formed at one end on the vehicle width side of the vehicle, and includes a similar convex joint 13 and a concave joint 10 that engages with the convex joint 13 and is expandable and retractable in the vehicle width direction. Said first universal joint 12
A shaft 17 that engages with the differential gear 1 is fixed to the concave joint 14 constituting the second
A second front wheel drive shaft 11 is fixed to a concave joint 10 constituting a universal joint 12. That is, in the case of the present invention, the front wheel drive shaft is the first front wheel drive shaft 2.
and a second front wheel drive shaft 11, and the first front wheel drive shaft 2 and the second front wheel drive shaft 11 are connected to the vehicle by a first universal joint 12a and a second universal joint 12. It is connected so that it can expand and contract in the width direction.
An external gear 9 is fixed to an end portion of the second front wheel drive shaft 11 in the vehicle width direction. Further, 18 is a cover that covers the first universal joint 12a.
次に第3図を用いて前記第2の前輪駆動軸11
とホイール4との連結構造について説明する。 Next, using FIG. 3, the second front wheel drive shaft 11
The connection structure between the wheel 4 and the wheel 4 will be explained.
図中5は第2の前輪駆動軸11を回転自在に支
持する前輪取付部であり、該前輪取付部5はステ
アリングナツクル5に軸支され、ホイール4にボ
ルト19及びナツト20にて連結されている。2
1はベアリングである。また前輪取付部5には第
2の前輪駆動軸11の車幅方向端部に固定された
前記外歯ギヤ9と係脱する内歯ギヤ22を備えた
キヤツプ23をボルト24を用いて一体的に固着
してある。22aは無歯部であつて、外歯ギヤ9
が空転できる部分である。また前輪取付部5と第
2の凹ジヨイント10間にある第2の前輪駆動軸
11の周囲部に前記した一対の筒子3,3aが配
設されている。上記の筒子3,3aはそれぞれ軸
心線に対し斜めに切断した摺接係合部を有し、か
つ、該切断面が相互に対面する如く配設してあ
り、ホイール4側の筒子3はフランジ25を介し
て前輪取付部5に固定され、この突起26にはワ
イヤ連結部27が設けられている。このワイヤ連
結部27にはワイヤ28が連結されている。ワイ
ヤ28は第6図に示すように運転席近傍でシフト
レバー29が揺動自在に取付けられた操作部にお
いて、切換レバー30と連結されている。切換レ
バー30は操作板31に固着したブラケツト32
に軸32aを介して回動自在に軸支されている。
33はフツクで軸34を介し揺動可能にレバー基
部35に軸支され、その一端は切換レバー30内
に伸延し、ロツク杆36と軸支連結されている。
ロツク杆36は切換レバー30の軸線に沿つて把
部37の先端に突出し、フツク33をばね38で
引き、反時計方向の回転力を与えている。尚39
はフツク33が係止するロツク部、40はプーリ
でワイヤ28を掛け回しワイヤ28の牽引方向を
変換する。 In the figure, reference numeral 5 denotes a front wheel mounting portion that rotatably supports the second front wheel drive shaft 11. The front wheel mounting portion 5 is pivotally supported by a steering knuckle 5 and connected to the wheel 4 with a bolt 19 and a nut 20. ing. 2
1 is a bearing. Further, a cap 23 equipped with an internal gear 22 that engages and disengages from the external gear 9 fixed to the end of the second front wheel drive shaft 11 in the vehicle width direction is integrally attached to the front wheel mounting portion 5 using bolts 24. It is fixed to. 22a is a toothless part, and the external gear 9
This is the part where you can idle. Further, the pair of cylinders 3 and 3a described above are arranged around the second front wheel drive shaft 11 between the front wheel mounting portion 5 and the second concave joint 10. The tubes 3 and 3a mentioned above each have a sliding engagement portion cut diagonally with respect to the axis, and are arranged so that the cut surfaces face each other, and the tube 3 on the wheel 4 side is It is fixed to the front wheel mounting portion 5 via a flange 25, and this protrusion 26 is provided with a wire connection portion 27. A wire 28 is connected to this wire connecting portion 27 . As shown in FIG. 6, the wire 28 is connected to a switching lever 30 at an operating section where a shift lever 29 is swingably mounted near the driver's seat. The switching lever 30 is attached to a bracket 32 fixed to an operation plate 31.
is rotatably supported via a shaft 32a.
A hook 33 is pivotably supported by a lever base 35 via a shaft 34, one end of which extends into the switching lever 30 and is pivotally connected to a locking rod 36.
The locking rod 36 projects from the tip of the grip 37 along the axis of the switching lever 30, pulls the hook 33 with a spring 38, and applies a counterclockwise rotational force. Nao 39
Reference numeral 40 is a lock portion to which the hook 33 is engaged, and 40 is a pulley that wraps around the wire 28 and changes the pulling direction of the wire 28.
次に第4図を用いて第1の前輪駆動軸2と差動
ギヤ1との連結構造について説明すると、第1の
前輪駆動軸2の差動ギヤ1側の一端部には、前記
した如く凸ジヨイント16が形成されているとと
もに、差動ギヤ1から突出する軸17には、上記
凸ジヨイント16とスプライン係合して該凸ジヨ
イント16が車幅方向に移動可能な凹ジヨイント
14が設けられて、第1の自在継手12aが形成
されている。そして第1の前輪駆動軸2にはスト
ツパ42が設けられ、このストツパ42と凹ジヨ
イント14との間みはばね43が弾装されてい
る。ばね43は第1の前輪駆動軸2を常に車幅方
向に押圧する力が付勢されている。44は凸ジヨ
イント16の抜け止めリングであり、凹ジヨイン
ト14の内壁部に固定されている。 Next, using FIG. 4 to explain the connection structure between the first front wheel drive shaft 2 and the differential gear 1, one end of the first front wheel drive shaft 2 on the differential gear 1 side has a A convex joint 16 is formed, and the shaft 17 protruding from the differential gear 1 is provided with a concave joint 14 that is spline engaged with the convex joint 16 and allows the convex joint 16 to move in the vehicle width direction. A first universal joint 12a is formed. A stopper 42 is provided on the first front wheel drive shaft 2, and a spring 43 is elastically mounted between the stopper 42 and the concave joint 14. The spring 43 is biased with a force that constantly presses the first front wheel drive shaft 2 in the vehicle width direction. 44 is a retaining ring for the convex joint 16, which is fixed to the inner wall of the concave joint 14.
そこで上記実施例の作用につき説明すると、ま
ず四輪駆動で走行するときは、第6図に示すよう
に切換レバー30を立て、ワイヤ28を緩ませて
おく。すると筒子3,3aは第2図に示すように
斜めに切断した一端同士が互いに接触し合つて相
補的な箇体を構成し、外歯ギヤ9はキヤツプ23
の内方へ進入し、第3図に示すようにキヤツプ2
3に形成された内歯ギヤ22と噛合している。こ
れは第4図に示すように、平常時は第1の前輪駆
動軸2がばね43によつて車幅方向に押圧付勢さ
れているので、第2の前輪駆動軸が車幅方向へ押
されていることによる。従つて第1の前輪駆動軸
2が回転すればホイール4も回転し、車両が四輪
駆動状態で走行する。 To explain the operation of the above embodiment, first, when traveling in four-wheel drive, the switching lever 30 is set up as shown in FIG. 6, and the wire 28 is loosened. Then, as shown in FIG. 2, the cylinders 3 and 3a come into contact with each other at their obliquely cut ends to form a complementary body, and the external gear 9 connects to the cap 23.
Enter the inside of the cap 2 as shown in Figure 3.
It meshes with an internal gear 22 formed at 3. This is because, as shown in FIG. 4, under normal conditions, the first front wheel drive shaft 2 is pressed in the vehicle width direction by the spring 43, so the second front wheel drive shaft is pressed in the vehicle width direction. Depends on what is being done. Therefore, when the first front wheel drive shaft 2 rotates, the wheels 4 also rotate, and the vehicle runs in a four-wheel drive state.
一方四輪駆動から後輪駆動に切換えるには、切
換えレバー30を引き倒してワイヤ28を引く
と、筒子3aは突起26で回転せられ、第5図に
示すように軸心線に対して斜めに切断した摺接係
合部がそれぞれ先鋭部で対面するごとく離反す
る。すると筒子3aは第2の自在継手12を構成
する凹ジヨイント10を差動ギヤ1側へ押し、第
1の前輪駆動軸2の凸ジヨイント13が凹ジヨイ
ント10に押されて、該第1の前輪駆動軸2の他
方側の凸ジヨイント16がばね43の付勢力に抗
して第1の自在継手12aの凹ジヨイント10に
固定された第2の前輪駆動軸11が全体として差
動ギヤ1側へ移動するので、該第2の前輪駆動軸
11の車幅方向端部に固定された外歯ギヤ9がキ
ヤツプ23の内歯ギヤ22から外れて無歯部22
aに入る。外歯ギヤ9と内歯部22aとの係合が
外れれば、ホイール4と第2の前輪駆動軸11と
はフリーになり、第1の前輪駆動軸2が回転して
も外歯ギヤ9はキヤツプ23の前記無歯部22a
で空回りをするに止まる。 On the other hand, to switch from four-wheel drive to rear-wheel drive, when the switching lever 30 is pulled down and the wire 28 is pulled, the cylinder 3a is rotated by the protrusion 26, and as shown in FIG. The sliding contact and engagement portions that are cut are separated so that they face each other at their sharp points. Then, the cylinder 3a pushes the concave joint 10 constituting the second universal joint 12 toward the differential gear 1, and the convex joint 13 of the first front wheel drive shaft 2 is pushed by the concave joint 10, and the first front wheel The convex joint 16 on the other side of the drive shaft 2 resists the biasing force of the spring 43, and the second front wheel drive shaft 11, which is fixed to the concave joint 10 of the first universal joint 12a, moves toward the differential gear 1 as a whole. As the second front wheel drive shaft 11 moves, the external gear 9 fixed to the end of the second front wheel drive shaft 11 in the vehicle width direction comes off the internal gear 22 of the cap 23 and becomes toothless.
Enter a. When the external gear 9 and the internal toothed portion 22a are disengaged, the wheel 4 and the second front wheel drive shaft 11 become free, and even if the first front wheel drive shaft 2 rotates, the external gear 9 does not move. The toothless portion 22a of the cap 23
It just stops spinning.
そして再び四輪駆動にするときは、切換レバー
30を第6図のように立て、ワイヤ28を緩ませ
ることにより、第1の自在継手12a内に配置さ
れたばね43の付勢力によつて第1の前輪駆動軸
2を車幅方向へ移動させ、その力で筒子3,3a
を第2図に示す状態に戻すとともに外歯ギヤ9を
キヤツプ23の内歯ギヤ22に再度噛合させるこ
とによつてホイール4が回転駆動される。尚切換
レバー30は把部37を手で握持して倒伏操作さ
れるものであり、ロツク杆36を指で押すとフツ
ク33とロツク部39との係合が外れ、又ロツク
杆36を指で押すのを止めると、ばね38の力で
フツク33はロツク部39の上方又は下方へ係合
して切換レバー30をロツクするものである。し
かして切換レバー30を倒したときは後輪駆動
(二輪駆動)であり、立てたときは四輪駆動であ
る。しかしながら切換レバー30と二輪又は四輪
駆動との関係は上記に限るものではなく、上記と
は逆の働きをなす方式のものであつても良い。即
ち切換レバー30を倒して四輪駆動、立てて二輪
駆動となるようにしても良い。 When switching to four-wheel drive again, the switching lever 30 is raised as shown in FIG. 6, and the wire 28 is loosened, so that the first Moves the front wheel drive shaft 2 in the vehicle width direction, and uses that force to move the cylinders 3, 3a
The wheel 4 is rotationally driven by returning the external gear 9 to the state shown in FIG. 2 and meshing the external gear 9 with the internal gear 22 of the cap 23 again. The switching lever 30 is operated by grasping the grip 37 with the hand, and when the locking rod 36 is pressed with the finger, the hook 33 and the locking portion 39 are disengaged, and the locking rod 36 is pushed down with the finger. When the push is stopped, the hook 33 engages above or below the lock portion 39 by the force of the spring 38, thereby locking the switching lever 30. When the switching lever 30 is folded down, it is rear wheel drive (two wheel drive), and when it is upright, it is four wheel drive. However, the relationship between the switching lever 30 and two-wheel or four-wheel drive is not limited to the above, and may be of a type that functions in the opposite manner to the above. That is, the switching lever 30 may be folded down for four-wheel drive, and upright for two-wheel drive.
以上詳細に説明した本考案によれば、四輪駆動
と二輪駆動との切換が、運転席近傍に設置した切
換レバーの操作のみによつて行えるとともに、動
作時に第1及び第2の前輪駆動軸が車幅方向に移
動して、第2の前輪駆動軸の車幅方向端部に固定
された外歯ギヤをホイール側のキヤツプに形成さ
れた内歯ギヤに係脱させるようにしているので、
従来のように運転者が切換の都度降車して直接手
作業によつてハブの係脱操作をしなければならな
い不都合を解消することができる。また上記前輪
の駆動切換が運転者による直接駆動方式に基づい
て実施されるので、作動効率が極めて高くなり、
切換作業の迅速化をはかれるとともに、切換操作
時におけるエネルギーのロスを最小限に抑えるこ
とができる。また装置全体の構成が簡易化される
ので製作が容易であるという利点を有している。
従つてユーザにとつて四輪駆動車の取扱いが容易
になるとともに後輪駆動走行時にはハンドルが軽
くなり、又その操舵角度も深くなつて燃費も低廉
化され、振動や騒音も少なくなるという大きな効
果を奏するものである。 According to the present invention described in detail above, switching between four-wheel drive and two-wheel drive can be performed only by operating a switching lever installed near the driver's seat, and when operating, the first and second front wheel drive axles can be switched between four-wheel drive and two-wheel drive. moves in the vehicle width direction to engage and disengage the external gear fixed to the end of the second front wheel drive shaft in the vehicle width direction with the internal gear formed on the cap on the wheel side.
This eliminates the conventional inconvenience in which the driver has to get out of the vehicle and manually engage and disengage the hub each time the vehicle is switched. In addition, since the drive switching of the front wheels is carried out based on the driver's direct drive method, operating efficiency is extremely high.
It is possible to speed up the switching operation and to minimize energy loss during the switching operation. Furthermore, since the configuration of the entire device is simplified, it has the advantage of being easy to manufacture.
Therefore, it is easier for the user to handle the four-wheel drive vehicle, and when driving with rear-wheel drive, the steering wheel becomes lighter, the steering angle becomes deeper, fuel consumption is lowered, and vibration and noise are reduced. It is something that plays.
第1図は本考案に係る前輪駆動切換装置の一実
施例を示す要部正面図、第2図は前輪駆動軸の構
造例を示す部分的正面図、第3図、第4図はそれ
ぞれ第2図の要部を拡大して示す断面図、第5図
は本考案の作用説明図、第6図は切換レバーの要
部縦断面図である。
1……作動ギヤ、2……(第1の)前輪駆動
軸、3,3a……筒子、4……ホイール、5……
前輪取付部、6……ステアリングナツクル、8…
…前輪タイヤ、9……外歯ギヤ、10,14……
凹ジヨイント、11……(第2の)前輪駆動軸、
12a……(第1の)自在継手、12……(第2
の)自在継手、13,16……凸ジヨイント、2
2……内歯ギヤ、22a……無歯部、23……キ
ヤツプ、26……突起、27……ワイヤ連結部、
28……ワイヤ、29……シフトレバー、30…
…切換レバー、31……操作部板、33……フツ
ク、36……ロツク杆、38,43……ばね。
FIG. 1 is a front view of essential parts showing an embodiment of the front wheel drive switching device according to the present invention, FIG. 2 is a partial front view showing an example of the structure of the front wheel drive shaft, and FIGS. 2 is an enlarged cross-sectional view of the main part of FIG. 2, FIG. 5 is an explanatory diagram of the operation of the present invention, and FIG. 6 is a longitudinal cross-sectional view of the main part of the switching lever. DESCRIPTION OF SYMBOLS 1... Working gear, 2... (first) front wheel drive shaft, 3, 3a... Cylinder, 4... Wheel, 5...
Front wheel mounting part, 6... Steering knuckle, 8...
...Front tire, 9... External gear, 10, 14...
Concave joint, 11... (second) front wheel drive shaft,
12a...(first) universal joint, 12...(second) universal joint
) Universal joint, 13, 16... Convex joint, 2
2...Internal gear, 22a...Toothless part, 23...Cap, 26...Protrusion, 27...Wire connection part,
28...Wire, 29...Shift lever, 30...
...Switching lever, 31...Operation plate, 33...Hook, 36...Lock rod, 38, 43...Spring.
Claims (1)
いて、前輪駆動軸を第1の前輪駆動軸と第2の前
輪駆動軸とに分割形成し、差動ギヤと第1の前輪
駆動軸とを該第1の前輪駆動軸が車幅方向に伸縮
可能であるとともに平常時は第1の前輪駆動軸を
車幅方向に押圧付勢する第1の自在継手を用いて
連結し、更に上記第1の前輪駆動軸に対して車幅
方向に伸縮可能な第2の自在継手を用いて第2の
前輪駆動軸を連結し、該第2の前輪駆動軸の車幅
方向端部に外歯ギヤを固定する一方、ホイールに
前記第2の前輪駆動軸を回転自在に支持する前輪
取付部を設け、この前輪取付部と一体に前記第2
の前輪駆動軸の外歯ギヤと係脱する内歯ギヤを有
するキヤツプを固着し、かつ、前記第2の前輪駆
動軸の周囲部に、軸心線に対して、斜めに切断し
た摺接係合部を有する一対の筒子を切断面が相互
に対面する如く配設して、ホイール側の筒子を前
記前輪取付部に固定する一方、差動ギヤ側の筒子
を前記第2の自在継手に当接させたことにより、
運転席近傍に設けたレバーの操作によつて差動ギ
ヤ側の筒子を回転させた際に、該筒子が当接する
第2の前輪駆動軸の外歯ギヤが前記キヤツプに形
成された内歯から係脱するようにしたことを特徴
とする前輪駆動切換装置。 In an automobile capable of switching between two-wheel drive and four-wheel drive, the front wheel drive shaft is divided into a first front wheel drive shaft and a second front wheel drive shaft, and the differential gear and the first front wheel drive shaft are connected to each other. The first front wheel drive shaft is extendable and retractable in the vehicle width direction and is connected using a first universal joint that presses and biases the first front wheel drive shaft in the vehicle width direction under normal conditions. A second front wheel drive shaft is connected to the front wheel drive shaft using a second universal joint that is expandable and retractable in the vehicle width direction, and an external gear is fixed to an end portion of the second front wheel drive shaft in the vehicle width direction. On the other hand, the wheel is provided with a front wheel mounting portion that rotatably supports the second front wheel drive shaft, and the second front wheel drive shaft is integrally provided with the front wheel mounting portion.
a cap having an internal gear that engages and disengages from the external gear of the second front wheel drive shaft; A pair of tubes having mating portions are arranged so that their cut surfaces face each other, and the tube on the wheel side is fixed to the front wheel mounting portion, while the tube on the differential gear side is in contact with the second universal joint. By bringing it into contact with
When the tube on the differential gear side is rotated by operating a lever provided near the driver's seat, the external toothed gear of the second front wheel drive shaft that the tube comes into contact with is removed from the internal teeth formed on the cap. A front wheel drive switching device characterized by being configured to engage and disengage.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7364584U JPS60184727U (en) | 1984-05-18 | 1984-05-18 | Front wheel drive switching device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP7364584U JPS60184727U (en) | 1984-05-18 | 1984-05-18 | Front wheel drive switching device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS60184727U JPS60184727U (en) | 1985-12-07 |
JPS6345378Y2 true JPS6345378Y2 (en) | 1988-11-25 |
Family
ID=30613200
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP7364584U Granted JPS60184727U (en) | 1984-05-18 | 1984-05-18 | Front wheel drive switching device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60184727U (en) |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS60132929U (en) * | 1984-02-16 | 1985-09-05 | トヨタ自動車株式会社 | Freewheel hub operation mechanism for four-wheel drive vehicles |
-
1984
- 1984-05-18 JP JP7364584U patent/JPS60184727U/en active Granted
Also Published As
Publication number | Publication date |
---|---|
JPS60184727U (en) | 1985-12-07 |
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