GB378489A - Improvements in or relating to power transmission for motor vehicles - Google Patents

Abstract

378,489. Motor vehicle driving-gear; internal-combustion engine power units. LJUNGSTRÍM, B., 83, Linnegatan, Stockholm. May 8, 1931, No. 13680. Convention date, April 2. [Classes 79 (ii) and 79 (iii).] Comprises an engine and gear unit wherein the driving power for the road wheels is transmitted from the middle portion of the length of the unit and which is provided with an arrangement of shafts comprising the engine shaft 3 and primary and secondary shafts 1, 2 below or beside the engine shaft, the primary shaft 1 being driven from the engine shaft and driving the secondary shaft, the final drive to shafts 42 located at or near the middle of the unit being by means of a bevel, spur or worm gear 4 fixed at the inner end of the secondary shaft. In the construction shown in Figs. 1, 2, 3, and 9 the engine shaft is arranged longitudinally of the vehicle and drives the transverse wheel-driving shafts 42 through bevel or worm gearing 4, 5 ; in the construction shown in Fig. 11 the engine is arranged transversely and drives the shafts 42 through spur gearing enclosed in a casing 44. The engine drives an aligned shaft 15 through a friction clutch 16 and the shaft 15 drives the shaft 1 through gearing 17, 18, enclosed in a detachable cover 20 so that the ratio of the gearing 17, 18 may be readily changed by substituting another pair of gear wheels. Change-speed gear, which may be of the kind described in Specifications 378,393 and 378,426, [both in Group XXIV], is provided between the shafts 1, 2. The drive from the engine shaft to the shaft 1 is preferably arranged at that end of the engine which is free from a flywheel, so that the shafts 1, 2 may be disposed as close to the engine shaft as possible. To ensure compactness the bottom ends of the engine connecting-rods are rounded off as shown at 30, Figs. 1 and 3, and the final drive wheel 5 and the differential gear 36 associated therewith are arranged so as just to clear the crank motion. In order to avoid very large openings in the sides of the crank case for the insertion of the gear wheel 5 and differential gear 36 they are inserted from above, the holes 25, 26 for the bearings 22, 23 of the differential shaft 21 being sufficiently large to allow this insertion in a slanting direction, filling bushes 27, 28 being provided to fill the spaces between the bearings and the holes. Preferably the gearing does not run in oil but is provided with pump lubrication and the crank case is formed with an oil sump 35 as described in Specification 378,386. If different oils are used for lubricating the engine and gearing two separate sumps may be provided and the crank motion may be partitioned off from the gearing by a thin plate 48, Fig. 3.