JPH0311925B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a four-wheel drive vehicle equipped with a so-called horizontally mounted engine whose crankshaft is arranged so as to extend in the left-right direction of the vehicle body.

(Prior Art) Generally, in a four-wheel drive vehicle, the engine is arranged so that its crankshaft extends in the longitudinal direction of the vehicle body, and the transmission is arranged so that its input shaft and output shaft extend in the longitudinal direction of the vehicle body. By adding a transfer to the transmission, the engine's driving force is divided into two by the front propeller shaft and the rear propeller shaft, and transmitted to the front differential and rear differential, and is then transmitted to the four wheels on the front, rear, left, and right. What drives it is known.

(Problem to be solved by the invention) However, four-wheel drive vehicles equipped with such vertically mounted engines have the problem of not being able to provide a large interior space, so in recent years, there have been efforts to develop vehicles that do not have this problem. 4 with horizontal engine
Several wheel drive vehicles have been proposed.

For example, a center differential consisting of a group of planetary gears is arranged coaxially with a front differential, the output from the transmission is received by the center differential's pinion carrier, and a pair of pinion carriers for rear wheel drive are connected to the center differential's ring gear or sun gear. A pair of bevel gears (see JP-A No. 56-154328) that receives the output from the transmission through the ring gear of the center differential and is transmitted from the pinion carrier of the center differential to drive the rear wheels. There is one that outputs to one side (see Japanese Patent Laid-Open No. 57-41216).

The present invention aims to further improve such a four-wheel-drive vehicle to provide a four-wheel-drive vehicle in which the center differential and the inter-wheel differential protrude into the vehicle compartment by a reduced amount without complicating the structure. purpose.

(Means for Solving the Problems) The present invention has an engine and a transmission into which the driving force of the engine is inputted via a clutch means, and these are integrally connected to each other, and the transmission is connected to the crank of the engine. A center differential and engine-side wheels that are arranged so that the input and output shafts of the transmission and the transmission both extend in the left-right direction of the vehicle body, and that distribute the driving force output from the transmission into the front wheel driving force and the rear wheel driving force. This is based on a four-wheel drive vehicle in which the center differential is coaxially arranged on the axle, and at least the wheel differential among the center differential and the wheel differential has a bevel gear group and a differential case containing the bevel gear group. The center differential and the engine-side wheel differential are coaxially located on the transmission side with respect to the clutch means, and the center differential is located with respect to the engine-side wheel differential. Further, the differential case of the center differential is arranged so that the driving force output from the transmission is input from the end on the transmission side, while the differential case of the wheel differential is placed on the engine side. The drive force output from one output gear of the center differential is inputted from the end of the drive shaft, and the drive force is transmitted to one wheel drive shaft, and the drive force is arranged on the engine side of the center differential. It has a pair of bevel gears, and the bevel gear is configured to receive the driving force output from the other output gear of the center differential and transmit the driving force to the other wheel drive shaft. It is.

(Function) The center differential and the engine-side inter-wheel differential are coaxially located on the transmission side with respect to the clutch means. Since the bevel gears are respectively arranged and the output of the center differential is distributed and output to the left and right to the engine side inter-wheel differential and the pair of bevel gears, the complexity of the configuration is suppressed.

In addition, the inter-wheel differential, which is located on the transmission side with respect to the center differential, is a bevel gear type differential, which avoids interference with the transmission gears and allows the axle to be connected to the engine and transmission. This allows it to be placed as close to the side as possible, reducing the amount of protrusion into the passenger compartment.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

Embodiment 1 In FIGS. 1 and 2, reference numeral 1 denotes an engine, which is arranged at the front of the vehicle body so that a crankshaft 2 extends in the left-right direction of the vehicle body. Reference numeral 3 denotes a transmission, which is disposed within a casing 4 and is adapted to receive the driving force of the engine 1 via a clutch means 5. The engine 1 and transmission 3 are integrally connected.

Thus, a crankshaft 2, an input shaft 6 connected to the crankshaft 2 via a clutch means 5,
An output shaft 9 connected to the outer periphery of the center differential 7 via a chain 8 (so-called silent chain) is arranged so as to extend in the left-right direction of the vehicle body. This center differential 7 distributes the driving force output from the transmission 3 into front wheel driving force and rear wheel driving force, and coaxially with this center differential 7, a front differential 10 and a pair of rear wheel drive One bevel gear 11 of the bevel gears 11 and 12 is arranged on the axle, and the center differential 7 and the front differential 10 are on the transmission 3 side with respect to the clutch means 5.
The center differential 7 is arranged on the engine 1 side with respect to the front differential 10, and the pair of bevel gears 11,
12 are arranged. (See Figure 2). Further, the other bevel gear 12 is connected to a propeller shaft 14 via a joint 13.

The input shaft 6 is provided with a first speed gear 15, a reverse gear 16, a second speed gear 17, a third speed gear 18, and a fourth speed gear 19 from the clutch means 5 side.
are fixed in order. On the other hand, gears 20, 21, 22, 23, 24 and a drive sprocket 25 that mesh with the gears 15, 16, 17, 18, 19 are fixed to the output shaft 9.
and 21, and between 23 and 24, there is a synchronization mechanism 2.
6 and 27 are arranged.

In the center differential 7, a transmission sprocket 29 is attached and fixed to the outside of a casing 28 with a fitting 30, and within the casing 28 (differential case), a pair of umbrellas are opposed by short shafts 31, 31 in the longitudinal direction of the vehicle body. Consists of a bevel gear group consisting of gears 32, 33 and another pair of bevel gears 34, 35 arranged oppositely on the left and right so as to mesh with these gears,
It is a bevel gear type differential device. The transmission sprocket 29 and the output shaft 9 of the transmission 3
The drive sprocket 25 of the transmission 3 is connected to the drive sprocket 25 by the chain 8, and the drive force output from the transmission 3 is transmitted through the end of the transmission 3 at a reduced speed, and is input to the casing 28 of the center differential 7. It's summery.

The shaft portion 34a of the bevel gear 34 located on the left side
It is also cylindrical, and its base end is integrally formed with the casing 38 of the front differential 10. As a result, the driving force output from the bevel gear 34, which is one of the output gears of the center differential 7, is input to the casing 38 of the front differential 10 from the end on the engine 1 side. On the other hand, the shaft portion 35a of the bevel gear 35 disposed on the right side is cylindrical, passes through an enlarged portion 35b in the middle, and has a pair of bearings 36 at the end.
37, and both the bearings 36, 3
One bevel gear 11 of a pair of bevel gears 11 and 12 for rear wheel drive is fixedly installed between 7 and 7. As a result, the driving force output from the bevel gear 35, which is the other output gear of the center differential 7, is inputted to the pair of bevel gears 11 and 12, which drives the rear wheel drive shafts 63 and 34, which will be described later. configured to transmit force.

The front differential 10 includes a pair of bevel gears 40 and 41 that are opposed to each other by a short axis 39 in the longitudinal direction of the vehicle body, and another pair of bevel gears 40 and 41 that are disposed oppositely so as to mesh with these gears. Bevel gear 4
It is composed of a bevel gear type differential device with a built-in bevel gear group consisting of 2,43 bevel gears. Therefore, the shaft portion 43a of the bevel gear 43 located on the right side. Shaft portion 34 of left and right bevel gears 34, 35 in center differential 7
a, 35a, and is connected to one end of a front wheel drive shaft 45 via a joint 44. On the other hand, the shaft portion 42a of the bevel gear 42 disposed on the left side is connected to one end of another front wheel drive shaft 47 via a joint 46. The other ends of both front wheel drive shafts 47, 45 are connected to left and right front wheels 50, 51 via other joints 48, 49.

Further, one end of the casing 28 in the center differential 7 extends along the outside of the shaft portion 35a of the bevel gear 35 to the vicinity of the enlarged portion 35b.
An enlarged end portion 28a having the same diameter as b is formed.

Reference numeral 52 denotes a differential sleeve, which is connected to the enlarged portion 35.
b and the enlarged end portion 28a are spline-fitted to be movable in the axial direction. This differential lock sleeve 52 has two positions: a locked position in which it is spline-fitted to both parts 35b and 28a to connect and fix the two parts 35b and 28a, and an unlocked position in which it is spline-fitted only to the enlarged end part 28a. The space can be moved in the axial direction by an operation means (not shown).
Therefore, when one wheel is spinning on uneven ground such as a muddy road, if the center differential 7 is set to the lock position, the center differential 7 becomes fixed and immobile.
This prevents the driving force from escaping through the idling wheels, allowing appropriate driving force to be distributed to all wheels.

A bevel gear 55 of a rear differential 54 is connected to the rear end of the propeller shaft 14 via a joint 53. This bevel gear 55 has a pair of bevel gears 5.
A large bevel gear 58 supporting gears 6 and 57 meshes,
There are other gears on the left and right to mesh with the bevel gears 56 and 57.
A pair of bevel gears 59 and 60 are arranged facing each other.

Further, one ends of rear wheel drive shafts 63, 64 are connected to the left and right bevel gears 59, 60 via joints 61, 62, and the other ends of the rear wheel drive shafts 63, 64 are connected via joints 65, 66. Left and right rear ends 67,6
8 are connected.

Therefore, the driving force output from the engine 1 is transmitted to the input shaft 6 of the transmission 3 via the clutch means 5, and the speed is changed as appropriate to the output shaft 9.
It is output from the drive sprocket 25 of the center differential 7 via the chain 8 to the transmission sprocket 29 of the center differential 7.

The driving force input in this way is applied to the short shafts 31 and 31 of the casing 28 at the center differential 7.
is distributed to the left and right by the meshing of a pair of bevel gears 32 and 33 supported by the short shaft 31 and another pair of bevel gears 34 and 35 meshing with these, and is distributed to the left and right sides of the casing of the front differential 10. 38 and one bevel gear 11 for driving the rear wheels. Note that the center differential 7 functions as a differential device, and has a bevel gear 34 on the front differential 10 side and a bevel gear 3 on the rear differential 54 side.
It is designed to be able to absorb and alleviate the rotational speed difference between the

Thus, in the front differential 10, driving force is distributed to the left and right in the same manner as in the center differential 7, and the left and right front wheels 50, 51 are rotationally driven. On the other hand, due to the meshing of the pair of bevel gears 11 and 12 for driving the rear wheels, the driving force is transmitted to the rear differential 54 via the propeller shaft 14, and is distributed to the left and right to rotationally drive the left and right rear wheels 67 and 68. .

With this configuration, the center differential 7 and the front differential 10 are connected to the vehicle (front wheel drive shafts 45, 47).
A center differential 7 is located on the engine 1 side of the front differential 10, and a pair of bevel gears 11, 12 is located on the engine 1 side of the center differential 7. are arranged, and the output of the center differential 7 is distributed and output to the left and right to the front differential 10 and the pair of bevel gears 11 and 12, thereby suppressing the complexity of the configuration.

In addition, since the front differential 10, which is located on the transmission 3 side with respect to the center differential 7, is a bevel gear type differential, interference with each gear of the transmission 3 is avoided, and the axle is connected to the engine. 1. It is possible to bring it as close as possible to the transmission 3 side, and the amount of protrusion into the passenger compartment can be reduced.

Example 2 This example includes a 2-4 switching sleeve.

In FIG. 3, an enlarged end 35d of the shaft portion 35a of the right bevel gear 35 in the center differential 7.
and the enlarged end 71a of the support shaft 71 to which one of the pair of bevel gears 11 and 12 for rear wheel drive is fixed are arranged oppositely, and both ends 3
A 2-4 switching sleeve 72 is spline-fitted to the outside of 5d and 71a so as to be movable in the axial direction. This 2-4 switching sleeve 72 has both enlarged end portions 3
5d and 71a to rotate the shaft portion 35c and the support shaft 71 synchronously;
Enlarged end 71a of support shaft 71 (or shaft 35
It is designed to be moved in the axial direction between the enlarged end portion 35d) of c) and a two-wheel drive position in which only the spline is fitted. In addition, in the two-wheel drive position, the rear differential 54 and both rear wheels 67, 68
The connection with is now being broken.

Since the other configurations are the same as those in Example 1, detailed description thereof will be omitted.

Example 3 In this example, the transmission is equipped with an auxiliary transmission,
This is the case where the center differential is composed of a planetary gear group.

In FIG. 4, the center differential 81 is composed of a group of planetary gears. That is, a ring gear 85 is connected via a chain 8 to a sprocket 84 integrally formed on a central shaft 83 constituting the sub-transmission 82, and a planetary pinion 8 is supported by a pinion carrier 86 and meshes with the ring gear 85.
7, and the planetary pinion 87 and the meshing end 8
8a is a sun gear 88 formed integrally with the casing 38 of the front differential 10, and the planetary pinion 87 is a double pinion type consisting of a pair of pinions 89 and 90 that mesh with each other; is ring gear 85
The other pinion 90 is meshed with the sun gear 86, respectively.

The pinion carrier 86 has a cylindrical shaft portion 86a extending along the shaft portion 43a of the right bevel gear 43 in the front differential 10 toward the pair of bevel gears 11 and 12 for rear wheel drive. A 2-4 switching sleeve is applied to the extended end 86b and the enlarged end 71a of the support shaft 71.

Further, a cylindrical shaft portion 91b of an extension member 91, which has a disk portion 91a connected and fixed to the ring gear 85, is rotatably fitted to the outer periphery of the shaft portion 86a, and the extension ends of both shaft portions 86a and 91b are rotatably fitted. Parts 86b, 91
A differential sleeve 52 is applied to c.

The intermediate shaft 83 constituting the sub-transmission 82 includes:
A low speed gear 93 and a high speed gear 94 are fitted and fixed in order from the sprocket 84 side, and both gears 9
A synchronizing mechanism 95 is interposed between 3 and 94.

Gears 96 and 97 that mesh with the low speed gear 93 and high speed gear 94 are integrally formed on the output shaft 9 of the transmission 3.

Therefore, the high speed and low speed two on the side of the sub-transmission 82
In each stage, the first
Since the gear shift operation is performed in four stages: 1st, 2nd, 3rd, and 4th gears, the gears are shifted in 8 stages overall.

Note that the other components are the same as those in the first and second embodiments.

Therefore, the driving force output from the engine 1 to the center differential 81 as a differential device is transmitted to the sun gear 88 that drives the front differential 10 and the rear differential 54.
and the pinion carrier 8b that drives the.

Thus, the driving force distributed to the front differential 10 is distributed to the left and right in the front differential 10 to rotationally drive the left and right front wheels 50, 51, while passing through a pair of bevel gears 11, 12 to the rear differential 54.
The driving force distributed to the rear differential 54 is distributed to the left and right to rotationally drive the left and right rear wheels 67, 68.

In each of the above embodiments, the case where the engine 1 is disposed at the front of the vehicle body has been described, but it goes without saying that the present invention can also be applied to a case where the engine is disposed at the rear of the vehicle body.

(Effects of the Invention) As described above, the present invention has the center differential and the engine-side inter-wheel differential located coaxially on the transmission side with respect to the clutch means, and the engine-side inter-wheel differential located on the engine side. The center differential has a pair of bevel gears placed on the engine side of the center differential, and the output of the center differential is distributed to the left and right to the engine-side interwheel differential and the pair of bevel gears, which reduces the complexity of the configuration. It is possible to suppress the In addition, the inter-wheel differential, which is located on the transmission side with respect to the center differential, is a bevel gear type differential, which avoids interference between it and the transmission gears, and allows the axle to be connected to the engine and transmission. This allows it to be placed as close as possible to the side, and the amount of protrusion into the passenger compartment can be reduced.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention; FIG. 1 is a diagram schematically showing the drive system of Embodiment 1 in skeleton form, and FIG. 2 is a diagram specifically showing the main parts of Embodiment 1. , 3 and 4 are similar to FIG. 2 for Examples 2 and 3, respectively. 1...Engine, 2...Crankshaft, 3...Transmission, 6...Input shaft, 7...Center differential, 9...Output shaft, 10...Front differential, 1
1, 12...Bevel gear, 25...Drive sprocket, 29...Transmission sprocket, 52...Differential sleeve, 54...Rear differential, 72...2-
4 switching sleeve, 81...center differential, 82...
Sub-transmission.

Claims (1)

[Scope of Claims] 1. It has an engine and a transmission into which the driving force of the engine is input through a clutch means, and these are integrally connected, and the crankshaft of the engine and the transmission are connected together. The input and output axes are arranged so that they both extend in the left and right direction of the vehicle body,
In a four-wheel drive vehicle in which a center differential and an engine-side inter-wheel differential that distribute the driving force output from the transmission into front wheel driving force and rear wheel driving force are arranged coaxially on the axle, the center differential and Among the inter-wheel differentials, at least the inter-wheel differential is constituted by a bevel gear type differential device having a group of bevel gears and a differential case containing the group of bevel gears, and the center differential and the engine-side inter-wheel differential are coaxially connected to the clutch means. The center differential is located on the engine side with respect to the engine side inter-wheel differential, and the differential case of the center differential is arranged from the end on the transmission side to the While the driving force output from the truss transmission is input, the driving force output from one output gear of the center differential is input from the end of the engine side to the differential case of the inter-wheel differential, and one wheel is driven. The shaft is configured such that driving force is transmitted to the shaft, and is located on the engine side of the center differential.
It has a pair of bevel gears, and the pair of bevel gears is configured to receive the driving force output from the other output gear of the center differential and transmit the driving force to the other wheel drive shaft. A four-wheel drive vehicle that is characterized by 2. The four-wheel drive vehicle according to claim 1, wherein one of the pair of bevel gears is arranged coaxially with the center differential and can be connected and fixed to the center differential. 3. The four-wheel drive vehicle according to claim 1, wherein the center differential is comprised of a planetary gear group. 4. The four-wheel drive vehicle according to claim 1, wherein the center differential is comprised of a group of bevel gears.