GB2233292A - A four-wheel drive vehicle transmission - Google Patents

A four-wheel drive vehicle transmission Download PDF

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Publication number
GB2233292A
GB2233292A GB8915080A GB8915080A GB2233292A GB 2233292 A GB2233292 A GB 2233292A GB 8915080 A GB8915080 A GB 8915080A GB 8915080 A GB8915080 A GB 8915080A GB 2233292 A GB2233292 A GB 2233292A
Authority
GB
United Kingdom
Prior art keywords
drive
transmission
wheels
epicyclic
gear
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.)
Withdrawn
Application number
GB8915080A
Other versions
GB8915080D0 (en
Inventor
H R Holme
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.)
Rover Co Ltd
MG Rover Group Ltd
Original Assignee
Rover Co Ltd
MG Rover Group Ltd
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 Rover Co Ltd, MG Rover Group Ltd filed Critical Rover Co Ltd
Priority to GB8915080A priority Critical patent/GB2233292A/en
Publication of GB8915080D0 publication Critical patent/GB8915080D0/en
Priority to EP90304280A priority patent/EP0405717A1/en
Publication of GB2233292A publication Critical patent/GB2233292A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • 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
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears

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

Abstract

The transmission comprises an epicyclic transmission (20) which receives drive from a change-speed transmission (13). The epicyclic transmission provides drive outputs from annulus and sun gears (22, 23) which drive respective final drive units (26, 30) for the front and rear wheels (27, 32). The final drive units provide different ratios and the outputs from the epicyclic transmission rotate at different speeds to provide the correct rotational speeds for the wheels. A manual selector (34) thus permits either four-wheel drive (full-line positions) or two-wheel drive (broken-line positions) at different overall drive ratios to suit different conditions, eg on/off highway. The invention enables a four-wheel drive vehicle to be provided with minimum redesign, using standard components. <IMAGE>

Description

A DRIVE TRANSMISSION The invention relates to a drive transmission for a vehicle having a prime mover and a change speed transmission through which drive is transmitted to forward and rearward wheels.
In modern high-powered cars it has become fashionable to use front wheel drive. However, where all the torque from a prime mover is applied through-the front drive wheels, handling problems can arise.
Four wheel drive vehicles help to overcome that particular problem as the torque is split between the front and rear wheels. However, the cost of developing a four wheel drive vehicle can be extremely high.
An object of the present invention is to enable a four wheel drive vehicle to be provided with minimum redesign and which can utilise standard final drive components used in normal front wheel drive vehicles and standard final drive components for use in normal rear-wheel drive vehicles.
According to one aspect of the invention there is provided a drive transmission for a vehicle having a prime mover and a change speed transmission through which drive is transmitted to forward and rearward pairs of wheels of the vehicle, the drive transmission comprising an epicyclic transmission which receives drive from the change speed transmission and which provides drive output at one speed to a first final drive unit to drive one pair of wheels and a further drive output at a different speed to a second final drive unit having a ratio different from the first final drive unit to drive another pair of wheels.
According to another aspect of the invention there is provided a method of providing a drive transmission to forward and rearward pairs of wheels of a vehicle comprising providing a change speed transmission designed for two-wheel drive and a particular range of driving conditions and which normally transmits drive directly to a final drive unit for one pair of wheels, interposing an epicyclic transmission between the change speed transmission and the final drive unit so that a first output of the epicyclic transmission transmits drive to the final drive unit to provide a drive ratio between the change-speed transmission and the final drive unit different from unity, and utilising a second output of the epicyclic gearing to drive a second final drive unit associated with another pair of the wheels of the vehicle thereby providing an all wheel drive suitable for a different range of driving conditions.
With arrangements in accordance with either of the aforesaid aspects of the invention it is possible to utilise the engine, change-speed transmission and final drive unit of an existing two-wheel drive vehicle designed, say, for road use, and by the addition of a simple epicyclic gearing and a second final drive unit of appropriate ratio to produce not only an all-wheel drive vehicle but one in which the overall ratio may be a reduction ratio lower than that attainable by driving the first final drive unit directly from the change speed transmission. The arrangement thereby enables the existing engine and change-speed transmission to accommodate, say, offhighway driving conditions. Therefore an all-wheel drive vehicle suitable for off-highway driving conditions can be produced without having to develop an alternative change-speed transmission.
Preferably, the second final drive has a ratio which is sufficiently low to compensate for drive at an overdrive ratio transmitted from the second output of the epicyclic transmission thereby providing an overall ratio between the change speed transmission and the wheels which is different from the ratio which would exist between the change-speed transmission and the wheels if the first final drive unit were driven directly by the change-speed transmission.
The vehicle may be required both for on-highway or off highway use and selector means may be provided for optionally providing drive to the forward and rearward wheels through the differential second transmission part or drive to one pair of wheels only.
The epicyclic gearing may be of the kind including sun and annulus gears having a common axis with a planet gear therebetween on a planet gear carrier and rotatable about an axis parallel with the common axis. Drive from the change-speed transmission is preferably transmitted to the planet gear carrier and the drive outputs from the epicyclic gearing are then taken from the annul us gear and sun gear respectively. By providing drive input to the planet carrier, gear tooth loading is kept to a minimum and the use of such an epicyclic gearing can provide coaxial outputs for driving the wheels on the front and rear axles thereby providing a convenient and compact arrangement.
Where the aforesaid selector means is provided, the selector means may optionally drivably interconnect the change speed transmission to the planet wheel carrier, or drivably interconnect the annulus or sun ge or both to the change-speed transmission part to provide a direct drive.
In an alternative arrangement the transmission may be a compound epicyclic gearing having a planet gear rotatable about an axis transverse to a common axis of rotation of gears meshing therewith. In such a case the epicyclic transmission may be a compound bevel epicyclic gearing. Preferably drive from the change-speed transmission is transmitted to a gear in mesh with a first planet gear, and drive outputs from the epicyclic gearing are then taken from a carrier for the first planet gear and from another gear in mesh with a second planet gear drivably fast with the first planet gear.
Preferably, the change-speed transmission transmits drive to the epicyclic gearing through an intermediate transmission means.
Transmissions in accordance with the invention will now be described by way of example with reference to the accompanying drawings in which: Fig.l is a diagrammatic representation of one form of transmission in accordance with the invention, Fig.2 is a ziavrammatic representation of a modified version of the transmission shown in Fig.l incorporating a selector, Fig.3 is a diagrammatic representation of a compound bevel second transmission part of a transmission in accordance with the invention, and Fig.4 is a diagrammatic representation of a modified version of the transmission of Fig.3 incorporating a selector.
Referring to Fig.l, a vehicle has an engine 10 which transmits drive to a change speed transmission 13.
The transmission 13 drives an output shaft 14 which is drivably connected to a gear wheel 15. The gear 15 meshes with a gear 18 drivably connected to a planet gear carrier 19 of an epicyclic transmission 20. The gears 15, 18 constitute an intermediate transmission 17. The epicyclic transmission part 20 includes an annulus gear 22 and a sun gear 23, the annul us and sun gears being in mesh with a number of planet gears 24 rotatably mounted on the planet gear carrier 19.
The annul us gear 22 is drivably connected to a propeller shaft 25 drivably connected to a final drive unit 26 for wheels 27 on a front axle 28. The sun gear 23 is drivably connected to a propeller shaft 29 drivably connected to a final drive unit 30 for wheels 32 on a rear axle 33.
The engine 10, change speed transmission 13 and final drive unit 26 are those which would normally be used in the vehicle to provide a two wheel drive suitable, say for on-highway driving conditions. To enable the same engine 10, change speed transmission 13 and final drive unit 26 to be retained, the final drive unit 30 has a ratio lower than that of the final drive unit 26. The combined effect of the ratios in the final drive unit 26, the epicyclic gearing 20 and the final drive unit 30 is to provide an overall ratio between the change-speed transmission 13 and the wheels 27, 32 lower than that attainable in the original two wheel drive arrangement where the final drive unit 26 was driven directly from the changespeed transmission 13. Normally the effect of the epicyclic gearing 20 is to drive the propeller shaft 29 at an overdrive rate. To compensate for that, the ratio provided in the final drive unit 30 is sufficiently low to provide the aforesaid overall drive ratio as a reduction ratio. The final drive units 26, 30 may be of a conventional pinion and wheel type.
In use, drive from the change speed transmission 13 is transmitted to the epicyclic transmission 20 through the gears 15, 18 which may, if desired, provide an initial reduction drive. Rotation of gear wheel 18 drives the planet gear carrier 19 so as to transmit drive to both the annulus gear 22 and the sun gear 23. As the wheels 27, 32 are in engagement with the road, the road effectively provides a common reaction for the epicyclic gearing thereby permitting drive to be transmitted at one rotational speed through the propeller shaft 25 to the final drive unit 26 and at a different rotational speed to the propeller shaft 29 to the final drive unit 30, the rotational speeds being in synchronism.The numbers of teeth on the annulus gear 22 and sun gear 23 are selected to provide rotational speeds through propeller shafts 25, 29 which will provide the desired rotational speeds for the wheels.
In Fig.2, the transmission shown in Fig.l is modified by the addition of a sliding selector 34 having dogs 35 in constant driving engagement with dogs 36 drivably connected to gear 18 and dogs 37 which can be optionally engaged with or disengaged from dogs 38 drivably connected to the planet gear carrier 19.
The selector 34 also includes dogs 39 which can be moved into engagement wi-th dogs 40 drivably connected to the annulus gear 22 after the dogs 37, 38 have been disengaged.
With the selector 34 in the full-line position, drive is transmitted from gear wheel 18 through the selector 34 to the planet gear carrier 19 as in Fig. 1.
In the broken line position of the selector 34, drive is transmitted from the gear wheel 18 through the selector 34 directly to the annulus gear 22 for driving the propeller shaft 25 directly. The final drive unit 26 then becomes effective and will be appropriate for on-highwy use, i.e., the use for which the engine 10, change speed transmission 13 and final drive unit 26 combination were originally designed. In the latter case, the planet gear carrier 19 is allowed to rotate freely and so torque is no longer transmitted to the propeller shaft 29.
Therefore, the Fig.2 arrangement provides an optional two wheel or four wheel drive for on-highway or of f- highway use. The transmission therefore provides a dual range whilst retaining the original engine 10, transmission 13 and final drive unit 26 and will not prejudice the use of anti-lock braking systems.
A transmission in accordance with the invention allows the normal change speed transmission 13 to be used in situations which the physical constraints of the engine 10 and change-speed transmission 13 would not normally permit. Also, the arrangement makes possible a range of wheel sizes and a tyre rolling circumference beyond that which may have been envisaged for that particular engine, and transmission. Moreover, and importantly, the invention makes possible use of standard choices of final drive units which enable the four wheel drive option to be achieved without specially designed units.
Any limitation on ratio imposed by the intermediate transmission 17 may be compensated by appropriate alteration of the ratio provided by the epicyclic gearing.
The transmission 17 can be conveniently bolted to the casing of the change speed transmission 13 at the output end thereof and may take up very little space.
The epicyclic gearing 20 can then be located at one side and can be positioned conveniently in the fore and aft direction to permit at least one of the propeller shafts to be of a standard length.
However, it is envisaged that the axial length of the epicyclic gearing 20 wil-l be selected and the gearing 20 positioned to enable both propeller shafts 25, 29 to be of standard length.
Instead of using an epicyclic gearing where the sun and annulus gears 23, 22 have a common axis with planetary gears 24 rotatable about axes parallel with the common axis as in Figs.1 and 2, a compound bevel epicyclic gearing can be used as shown in Fig.3 as the second transmission part 20 for driving the final drive units 26, 30.
In Fig.3, drive input from gear 18 of the intermediate transmission part 17 is transmitted to an input shaft 40 drivably connected to an input bevel gear 42. The bevel gear 42 meshes with first planet gears 43 each of which is integral with a second planet gear 44 having a greater number of teeth than the first planet gear. The planet gears 43, 44 are rotatably mounted on a planet gear carrier 45 drivably connected to a first output shaft 46.
The output shaft 46 is arranged, e.g., through a gear train and propeller shaft (not shown) to transmit drive to the final drive unit 26 (not shown in Fig.3). The planet gears 44 mesh with an output bevel gear 47 drivably connected to a second output shaft 48. The output shaft 48 is arranged to transmit drive to the second final drive unit 30 through a propeller shaft (not shown).
With the arrangement shown in Fig.3, drive from the input bevel gear 42 with wheels 27, 32 in engagement with the road, causes the planet gear carrier 45 and output bevel gear 47 to rotate relatively in synchronism at different speeds as with the transmission of Fig.l. The numbers of teeth in the gearing of Fig.3 are selected to provide rotational speeds of the shafts 46, 48 which will provide the correct rotational speeds for the wheels.
As shown in Fig.4, a sliding selector 50 may be provided between members of the gearing for optionally driving one the shafts 46, alone or both shafts as described.
The selector 50 has dogs 52 in constant driving engagement with dogs 53 drivably connected to gear 18 and dogs 54 which can be optionally engaged with or disengaged from dogs 55 drivably connected to the output shaft 46. The dogs 52 can be moved into engagement with dogs 56 on the input shaft 40 after the dogs 54, 55 have been disengaged.
With the selector 50 in the full-line position, drive is transmitted from gear wheel 18 through the selector 50 to the input shaft 40. Drive output is then transmitted to output shafts 46, 48 as in Fig.3.
In the broken line position of the selector 50, drive is transmitted from the gear wheel 18 directly to the output shaft 46. In this case, the gear 42 is allowed to rotate freely and so torque is no longer transmitted to the output shaft 48. Therefore, as with Fig.2, the Fig.4 arrangement provides an optional two wheel or four wheel drive for on-highway or off-highway use.
Division of torque between the front and rear axles will vary depending on the chosen numbers of teeth on the annulus gear 20 and the sun gear 23.
If desired a viscous control device may be provided in association with drive shafts from either or each of the final drive units 26, 30 to enable traction to be maintained on one wheel when traction is lost at the other.

Claims (23)

1. A drive transmission for a vehicle having a prime mover and a change speed transmission through which drive is transmitted to forward and rearward pairs of wheels of the vehicle, the drive transmission comprising an epicyclic transmission which receives drive from the change speed transmission and which provides drive output-at one speed to a first final drive unit to drive one pair of wheels and a further drive output at a different speed to a second final drive unit having a ratio different from the first final drive unit to drive another pair of wheels.
2. A drive transmission according to Claim 1 in which the ratio of the second final drive unit is selected to provide an overall ratio between the change-speed gearing and the wheels which is different from the ratio which would exist between the change speed transmission and the wheels if the first final drive unit alone were driven directly by the change speed transmission.
3. A drive transmission according to Claim 2 in which the overall ratio is different from 1:1.
4. A drive transmission according to Claim 3 in which the overall ratio is a reduction ratio.
5. A drive transmission according to any preceding Claim in which selector means is provided for optionally providing drive to the forward and rearward wheels through the differential second transmission part or drive to one pair of wheels only.
6. A drive transmission according to any preceding Claim in which the epicyclic gearing is of the kind having sun and annul us gears having a common axis with a planetary gear therebetween on a planet gear carrier and rotatable about axes parallel with the common axis.
7. A drive transmission according to Claim 6 in which drive from the change speed transmission is transmitted to the planet gear carrier and the drive outputs from the epicyclic gearing are then taken from the annulus gear and sun gear respectively.
8. A drive transmission according to Claim 6 or 7 and where said selector means is provided, in which the selector means optionally drivably connects the change speed transmission to the planet gear carrier, or drivably connects the annulus or sun gear or both to the change speed transmission to provide a direct drive.
9. A drive transmission according to any of Claims 1to 5 in which the epicyclic transmission is a compound epicyclic gearing having a planet gear rotatable about an axis transverse to an axis of rotation of a gear meshing therewith.
10. A drive transmission according to Claim 9 in which the epicyclic transmission is a compound bevel epicyclic gearing.
11. A drive transmission according to Claim 8 or 9 in which drive from the change-speed transmission is transmitted to a gear in mesh with a first planet gear, and drive outputs from the epicyclic gearing are then taken from a planet gear carrier and another gear in mesh with a second planet gear drivably fast with the first planet gear.
12. A drive transmission according to Claim 11 and where said selector means is provided, in which the selector means optionally drivably interconnects the change speed transmission to the planet gear carrier, or drivably connects the change speed transmission to a gear in mesh with one of the planet gears to provide a direct drive.
13. A drive transmission according to any preceding Claim in which the change-speed transmission transmits drive to the epicyclic gearing through an intermediate transmission means.
14. A drive transmission according to CLaim 13 in which the intermediate transmission means is a gear train.
15. A drive transmission for a vehicle having a prime mover and a change speed transmission through which drive is transmitted to forward and rearward wheels, the drive transmission being constructed and arranged substantially as described herein with reference to the accompanying drawings.
16. A method of providing a drive transmission to forward and rearward pairs of wheels of a vehicle comprising providing a change speed transmission designed for two-wheel drive and a particular range of driving conditions and which normally transmits drive directly to a final drive unit for one pair wheels, interpcsing an epicyclic transmissisn be Jee::^ the change speed transmission and the final drive unit so that a first output of the epicyclic transmission transmits drive to the final drive unit to provide a drive ratio between the change-speed transmission and the final drive unit different from unity, and utilising a second output of the epicyclic gearing to drive a second final drive unit associated with another pair of the wheels of the vehicle thereby providing an all wheel drive suitable for a different range of driving conditions.
17. A method according to Claim 16 including providing a second said final drive unit which has a ratio lower than that of the first final drive unit.
18. A method according to Claim 17 including providing a said second final drive unit of which the ratio is sufficiently low to compensate for drive at an overdrive ratio transmitte from the second output of the epicyclic transmission thereby providing an overall ratio between the change speed transmission and the wheels which is different from the ratio which would exist between the change-speed transmission and the wheels if the first final drive unit were driven directly by the change-speed transmission.
19. A method according to Claim 16, 17 or 18 including providing selector means for optionally providing drive to the forward and rearward wheels through the epicyclic transmission or drive to one pair of wheels only.
20. A method according to any of Claims 16 to ,9 including providing an epicyclic gearing of the kind having sun and anulus gears having a common-a:is with a planetary gear therebetween on a planet gear carrier and rotatable abut aes parallel with the common a:is.
21. A method according to an of Claims 16 t 19 including providng an epicyclic gearing of a compound type having a planet gear rotatable about an axis transverse to an axis of rotation of a gear meshing therewith.
22. A methyl according to any of Claims 15 to 21 including transmitting drive from the change-speed transmission to the epicyclic gearing through intermediate transmission means.
23. A method of providing a drive transmission to forward and rearward wheels of a vehicle substantially as described herein with reference t the accompanying -rawings.
GB8915080A 1989-06-30 1989-06-30 A four-wheel drive vehicle transmission Withdrawn GB2233292A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB8915080A GB2233292A (en) 1989-06-30 1989-06-30 A four-wheel drive vehicle transmission
EP90304280A EP0405717A1 (en) 1989-06-30 1990-04-20 A rotary transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB8915080A GB2233292A (en) 1989-06-30 1989-06-30 A four-wheel drive vehicle transmission

Publications (2)

Publication Number Publication Date
GB8915080D0 GB8915080D0 (en) 1989-08-23
GB2233292A true GB2233292A (en) 1991-01-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB8915080A Withdrawn GB2233292A (en) 1989-06-30 1989-06-30 A four-wheel drive vehicle transmission

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GB (1) GB2233292A (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1119872A (en) * 1966-03-12 1968-07-17 Brown Gear Ind An improved transfer gearbox
EP0112421A1 (en) * 1982-12-23 1984-07-04 Deere & Company Four-wheel drive vehicle
EP0126222A2 (en) * 1983-05-19 1984-11-28 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Drive for vehicles, in particular an all-wheel drive for motor vehicles
GB2142592A (en) * 1983-06-08 1985-01-23 Jaguar Cars Four-wheel drive vehicle transmission system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1119872A (en) * 1966-03-12 1968-07-17 Brown Gear Ind An improved transfer gearbox
EP0112421A1 (en) * 1982-12-23 1984-07-04 Deere & Company Four-wheel drive vehicle
EP0126222A2 (en) * 1983-05-19 1984-11-28 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Drive for vehicles, in particular an all-wheel drive for motor vehicles
GB2142592A (en) * 1983-06-08 1985-01-23 Jaguar Cars Four-wheel drive vehicle transmission system

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