JPH0332935A - Four wheel drive type power vehicle - Google Patents

Abstract

PURPOSE:To facilitate part management and to reduce production cost by installing a wheel suspension unit of an identical structure for suspending front and rear wheels at both right and left ends of each of front and rear axle housings in capable of installed and removed. CONSTITUTION:This wheel suspension unit A which is capable of installed and removed from both ends of each of front and rear axle housings 27 and 25 has an upper and a lower gear cases 41 and 42, and a bevel gear 50 provided at an intermediate part of a king pin 48 bearing-supported by the upper gear case 41 is engaged with an input gear 45 transversely suspended by the case 41. The lower gear case 42 is supported capable of steering rotation against the upper gear case 41, and an intermediate shaft 51 and a cylinder-shaped wheel drive shaft 52 are transversely suspended. And a bevel gear 53 provided at the intermediate shaft 51 is engaged with a bevel gear 55 at the lower end of the king pin 48. Also, a flat gear 58 provided at the intermediate shaft 51 is engaged with a flat gear 59 provided at the wheel drive shaft 52, and a wheel shaft 60 is spline-engaged with this drive shaft 52.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a four-wheel drive power vehicle suitable primarily for field management work.

[Prior Art and its Problems] Conventionally, this type of four-wheel drive power vehicle has been provided with a front wheel steering rotation -i+' (function supported) on a front wheel final gear case provided at both ends of a front axle housing. After +
+ia was installed at both ends of the rear axle housing so that it could not be steered. The final gear case that supports the front wheels consists of an upper transmission case that is built inside the front axle housing and a partial transmission case that moves ILL around the vertical axis, and this lower transmission case directly supports the front axle shaft. . In this case, the left and right final gear cases are symmetrical, but they are not exactly the same shape.

On the other hand, when it is necessary to increase the ground clearance for the rear wheel, such as when working across ridges, a portal-type final gear case is installed at both ends of the rear axle housing. car lii
! Although it is necessary to hold the shaft in place, conventionally no consideration has been given to making the left and right final gear cases the same. For this reason, conventionally there were four symmetrically formed front wheel final gear cases, and a rear wheel final gear case, which was also formed symmetrically.
Gear cases with two different shapes are required.

This has the drawback that not only is parts management troublesome, but manufacturing costs are also high.

[Means for Solving the Problems] This invention is proposed in view of the above-mentioned problems, and aims to provide a four-wheel drive power vehicle that facilitates parts management and is also inexpensive to manufacture. That is.

For this reason, the following technical measures were taken.

That is, the upper transmission case 41 has a vertical mounting surface 44.
This upper transmission case 41 has wheels 5 and 6 mounted on it.
1) A single wheel support unit A consisting of a lower transmission case 42 supported by a front axle housing 27 and a rear axle housing 25
A power transmission element arranged in the wheel support unit l-A is removably attached to both left and right ends of the wheel support unit l-A, and transmits the rotational power of the power transmission l1II 32, 33 which is mounted on the shafts in the front axle housing 27 and the rear axle housing 25. 45
．． 50, 55, 53, 58, and 59 to the axle shaft 60.

[Example code] Hereinafter, the present invention will be described in detail based on the drawings.

First, to explain the configuration, 1 is a self-propelled four-wheel drive power vehicle, and has an engine 2 and a mission case 3 that houses a modified device that decelerates the rotational power of this engine 2 at the front of the body. , and is configured to transmit this reduced rotation to the front wheels 5.5 and the rear wheels 6, 6.

To explain the power transmission system with reference to the power transmission diagram in Figure 3 (only the right half is shown), a shaft is mounted on the front part of the engine 2, and a PTO system pulley 9 and a traveling system pulley 10 are fixed to the output shaft 8. , p mounted on a shaft from mission case 3 toward the front.
Belts 17 and 18 are hooked and rotated between pulleys 15 and 16 fixed to the RO system input shaft 11 and the travel system human power shaft 12, respectively.

(The tension clutch is not shown).

20 is a transmission that switches the PTO system power into two high and low stages]8
．． Reference numeral 21 indicates a traveling transmission capable of changing speeds in four stages, and 22 indicates a forward/reverse switching device. A rear wheel differential device 26 is provided in the lateral center of a rear axle housing 25 that is integrally fixed to the back surface of the mission case 3, while a front axle housing 2 that is swingably supported on the aircraft body is provided with a rear wheel differential device 26.
A front wheel differential device 30 is provided at the center of the vehicle 7. 3
1 is a transmission main shaft that passes through the transmission case 3 back and forth and drives the front and rear wheel differential device I, 32 is a front wheel power transmission shaft mounted on the front axle housing 27, and 33 is inside the rear axle housing 25. This is the rear wheel power transmission shaft mounted on the shaft. Rear axle housing 25 is g! It consists of a horizontally oriented main body part 25a that accommodates the wheel differential device 26, and a cylindrical housing part 25b extending rearward from both left and right ends of this main body part 25a. Front bevel gear mechanism 38
The rear wheel 6 is driven once through the rear bevel gear mechanism 39.

Next, the detailed structure of the wheel frame unit A that supports the front wheels 5, 5 and the rear wheels 111!6.6 will be explained. Both the left and right front and rear wheels rotate.
Therefore, the right wheel support unit A shown in FIG.
The structure will be explained mainly.

The final gear case consists of an upper gear case 41 and a lower gear case 42. A vertical mounting surface 44 is formed on the inner surface of the upper gear case 41, and an input gear 45 is mounted horizontally on the shaft of the upper gear case 41. and its shaft portion 45a is 1.

supported so as to protrude from the end face of the gear case 41,
The shaft portion 45a has a rectangular cross section. Reference numeral 48 denotes a king pin held by a rotating white flower in the upper gear case 41, and a small diameter bevel gear 50 that meshes with the input gear 45 is spline-fitted at the middle portion in the longitudinal direction. The lower gear case 42 is supported by the lower gear case 41 so as to be steerable and rotatable.

Intermediate l1illI51 and cylindrical front wheel drive l1 below it
lll152 is mounted on a rotating white flower. A large diameter bevel gear 53 is fixed to the intermediate shaft 51, and this bevel gear 53 is always engaged with a bevel gear 55 attached to the lower end of the king pin 48.

Further, a small diameter spur gear 58 is fixed on the intermediate shaft 51, and is in constant mesh with a large diameter spur gear 59 fixed on the front wheel drive shaft 52. Reference numeral 60 denotes a front wheel axle that is spline-fitted to the front wheel drive lll1lI52 so as to be able to slide laterally, and the front wheel 5 is fixed to the outer end of the front wheel axle 60. On the other hand, a vertical mounting surface 62 is formed at the outer end of the front axle housing 27, and a cylindrical coupler 65 having a rectangular inner circumferential cross section is fixed to the inner circumferential side of the housing 27 near the outer end. When the front axle housing 27 and the final gear case are connected, the +11 portion 45a of the human gear 45, which is mounted on the upper gear case 41, is fitted into the coupler 65, and the reduced M rolling force is transferred to the front wheel 5 side. It is configured to be transmitted. The front axle housing 27 and the front wheel final gear case are connected to each other through an appropriate fastening means such as bolts and nuts.

Furthermore, since the attachment of the rear wheel final gear case to the rear axle housing 25 is substantially the same as that of the front wheel final gear case, a detailed explanation will be omitted. A through hole 68 having a rectangular cross section is provided in the shaft portion 4 of the manual gear 45 of the tonnage support unit A.
5a, then rear axle housing 25
and the upper gear case 41 of the transport support unit A are connected and fixed via appropriate fastening means. 70 is a mounting surface formed on the outer end surface of the rear axle housing 25 in the lead 11'1: direction.

As is clear from FIG. 4, in this embodiment, the distance a from the center of the body to the outer end surface of the front 1 to the axle housing 27 and the distance 911a1 from the center of the body to the outer end surface of the rear axle housing 25 are made equal. It has been revised. therefore.

When adjusting the tread, use the front and rear wheel power transmission shafts 3.
2.33 respectively, and cylindrical spacers (not shown) having the same shape are installed between the front axle housing 27 and the upper gear case 41 of the wheel support units 1 to A, and between the rear axle housing 25 and the upper part of the wheel support unit A. It is only necessary to interpose it between the spacer and the gear case 41, and the same type of spacer can be used in common.

Further, the reference numeral 71 in FIG. 5 is a steering plate fixed to the upper part of the lower right gear case 42, and the front and rear 111!5.
5.6.6 use the same plate 1~, only that when it is attached to the left lower gear case 42, it is inverted and fixed to the upper part of the left lower gear case 42. This steering play 1-71, 71... and the pitman arm not shown are connected by tie rods 72, 72..., and when the handle 74 is rotated, the front 1-71.
l165.5 and rear @6.6 are steered in opposite directions. In addition, the reference numeral 80 in the figure is a extraction pressure lifting mechanism;
1 is a seat, 82 is a rotary work machine, and 83 is a PTO axis.

On the upper side, the rotational power of the engine 2 is transmitted to the F7rO system human power shaft 1 mounted on the transmission case 3 and the travel system human power shaft 12, and the rotation is decelerated by appropriately operating the travel speed adjustment device 2L and transferred to the transmission main shaft. 31, the rotation is transmitted through the front wheel differential device 30 and the rear wheel differential device 26 to the front wheels 1 to 31.
The front wheel power transmission shaft 32 inside the axle housing 27 and the rear wheel power transmission shaft 32 inside the rear axle housing 25
Conveyed to l 33.

Furthermore, it is transmitted to the wheel support unit 60 via each transmission element, such as a bevel gear, within the wheel support unit A.

In addition, when installing the wheel support units A in this embodiment, four sets of the same wheel support units A are prepared, and the mounting surface 4 of the upper gear case 4 of each wheel support unit A is
and the mounting surfaces 62, 70 of the front axle housing 27 and the rear axle housing 25 are matched, and these are connected and fixed by fastening means such as bolts.

In this way, one wheel support unit A can be attached to either the left or right front side or the left or right rear side, so parts can be shared and manufacturing costs can be significantly reduced.

[Effects of the Invention] Since the present invention is configured as described above, if the single wheel support unit A is increased in price, it can be used for both the left and right front and rear wheels 5 degrees, 5.6.6, and parts management is facilitated. In addition, the manufacturing cost can be reduced, and an inexpensive four-wheel drive power vehicle can be provided. Furthermore, when performing tread tuning.

By simply preparing the same spacer, tread changes can be easily and quickly made, contributing to improved work efficiency.

[Brief explanation of drawings]

Figure 1 is an overall side view, Figure 2 is a plan view, Figure 3 is a power transmission I/D diagram, and Figure 4 is Freon 1 Hair Axle Housing 2.
7. A sectional view of the main parts showing the attachment relationship of the rear axle housing 25 and the wheel support unit A.
It is a sectional view taken along line 13-B in the figure. Explanation of symbols 1 Power vehicle 5.5 Front wheel 6.6 Rear wheel rear axle housing Front axle housing mounting surface Ilt transport rack unit

Claims (1)

[Claims] 1) Consists of an upper transmission case 41 having a vertical mounting surface 44, and a lower transmission case 42 on which the wheels 5 and 6 are mounted and supported so as to be steerable and rotatable relative to the upper transmission case 41. A single wheel support unit A is removably attached to both left and right ends of the front axle housing 27 and the rear axle housing 25, and the rotational power of the power transmission shafts 32 and 33 mounted inside the front axle housing 27 and the rear axle housing 25 is transmitted. The power transmission elements 45, 50, 55 provided in the wheel support unit A,
53. A four-wheel drive power vehicle characterized in that the power is transmitted to an axle 60 via 58 and 59.