JP2006123764A - Driving force transmitting system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress increase of the installing space, large sized construction, and complication of the supporting structure while a clutch mechanism is provided. <P>SOLUTION: A driving force transmitting system according to the present invention includes a first differential device 11 to distribute the driving force fed from a prime mover 3 through a transmission 5 to the main driving wheels 7 and 9, wherein the differential device 11 is equipped with a case 13 whereto the driving force is fed, a pair of output members 15 and 17 to transmit the driving force to the main driving wheels 7 and 9, and a differential mechanism 19 to admit differential rotation of the output members 15 and 17, and further with an output shaft 23 to transmit the driving force from the case 13 to other driving force transmitting device 21, and the case 13 is furnished with a clutch mechanism 25 to connect and disconnect the driving force to/from the driving force transmitting device 21. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a driving force transmission system for a vehicle.

  As an example of the driving force transmission system, Patent Document 1 discloses a four-wheel drive device 1001 as shown in FIG.

  In this four-wheel drive device 1001, the driving force of the engine 1003 is distributed from the transmission 1005 to the left and right front wheels via the front differential 1007, and the differential case 1009 of the front differential 1007, the gear transmission mechanism 1011 and the dog clutch 1013. And the direction change gear set 1015 to the rear wheel side.

The dog clutch 1013 is provided between the hollow shaft 1017 on the gear transmission mechanism 1011 side and the auxiliary shaft 1019 on the direction changing gear set 1015 side. The gear transmission mechanism 1011, the dog clutch 1013, and the direction changing gear set 1015 have power distribution. Housed in a case 1021.
Japanese Examined Patent Publication No. 5-39818

  In the conventional driving force transmission system, since the dog clutch 1013 is accommodated in the power distribution case 1021 as described above, the power distribution case 1021 becomes large by the arrangement space of the dog clutch 1013, and the dog clutch 1013 is connected to the hollow shaft 1017. And the support structure for supporting these shafts 1017 and 1019 is also required due to the arrangement on the auxiliary shaft 1019, and the four-wheel drive device 1001 becomes so large that the in-vehicle performance is reduced.

  Accordingly, an object of the present invention is to provide a driving force transmission system that suppresses an increase in arrangement space, an increase in size, and a complicated support structure while providing a clutch mechanism.

  The invention according to claim 1 is a vehicle driving force transmission system comprising a first differential device that distributes a driving force input from a prime mover via a transmission to main drive wheels, and the first differential device. Comprises a case to which a driving force is input, a pair of output members that transmit the driving force to the left and right main drive wheels, and a differential mechanism that allows differential rotation of the pair of output members, The first differential device includes an input shaft that transmits a driving force from another driving force transmission device to the case, or an output shaft that transmits a driving force from the case to the other driving force transmission device. And a clutch mechanism for interrupting the driving force of the other driving force transmission device.

  A second aspect of the present invention is the driving force transmission system according to the first aspect, wherein the clutch mechanism is supported coaxially with respect to the case.

  A third aspect of the present invention is the driving force transmission system according to the first or second aspect, wherein the other driving force transmission device is connected to the case and transmits the driving force to the auxiliary driving wheel side. It is a force distribution apparatus, The said clutch mechanism interrupts the driving force to the said driving force distribution apparatus, It is characterized by the above-mentioned.

  A fourth aspect of the present invention is the driving force transmission system according to the first or second aspect, wherein the other driving force transmission device is connected to the case and transmits the driving force from the transmission. 2, wherein the clutch mechanism restricts or cancels the differential rotation of the second differential device.

  The invention according to claim 5 is the driving force transmission system according to claim 1 or 2, wherein the other driving force transmission device is connected to the case and converts the driving force into electric power or fluid pressure. It is a machine drive device, The said clutch mechanism interrupts the drive force to the said auxiliary machine drive device, It is characterized by the above-mentioned.

  The invention according to claim 6 is the driving force transmission system according to claim 1 or 2, wherein the other driving force transmission device is arranged coaxially with the prime mover and the first differential device. The second prime mover device inputs / outputs the driving force between the first prime mover device and the second prime mover device, and the clutch mechanism interrupts the driving force between the first differential device and the second prime mover device.

  The invention of claim 7 is the driving force transmission system according to claim 1 or 2, wherein the first differential device is accommodated in a first carrier housing, and the other driving force transmission device is The second carrier housing is supported by a second carrier housing, and the second carrier housing is integrally fixed to the first carrier housing.

  The driving force transmission system according to claim 1 is different from the conventional example by providing a clutch mechanism for interrupting input / output of driving force with another driving force transmission device in the case of the first differential device. It is not necessary to separately arrange another clutch mechanism for the driving force transmission device, and an increase in arrangement space, an increase in size, and a complicated support structure due to the additional arrangement of the clutch mechanism are avoided.

  In addition, the first differential device that distributes the driving force to the wheels is the final speed reducer and has the slowest speed in the driving force transmission system, so the synchronization speed of the clutch mechanism is low, and phase alignment during intermittent operation is achieved. It is easy, and it is hard to apply excessive force, and normal operation and durability are maintained for a long time.

  The driving force transmission system according to the second aspect can obtain the same effect as that of the first aspect.

  The clutch mechanism is supported stably and reliably by being coaxially supported by the case which is a strength member.

  The driving force transmission system according to the third aspect can obtain the same effects as those of the first or second aspect.

  In addition, the other driving force distribution device has the clutch mechanism arranged in the space on the first differential device side, so that the structure is greatly simplified and the degree of design freedom is greatly improved.

  Therefore, the interference between the driving force distribution device and the components around the vehicle body is avoided, and the in-vehicle performance is improved.

  The driving force transmission system according to the fourth aspect can obtain the same effects as the configuration according to the first or second aspect.

  In addition, since the differential limiting clutch mechanism for the second differential device (for example, center differential) is arranged in the case on the first differential device side, the structure of the driving force transmission system is upstream of the driving force flow. Complicating can be suppressed.

  The second differential device is not limited to the center differential, and may be a rear differential in the case of a four-wheel drive vehicle without a center differential.

  The driving force transmission system according to the fifth aspect can obtain the same effect as that of the first or second aspect.

  In addition, since the auxiliary drive device generally driven by the vehicle engine (prime mover) is arranged in the output system of the driving force from the first differential device, the auxiliary drive device is separated from the prime mover. The dense arrangement around the prime mover can be suppressed.

  Further, the degree of freedom of the arrangement space is improved around the first differential device.

  The driving force transmission system according to the sixth aspect can obtain the same effect as that of the first or second aspect.

  In addition, by disposing the clutch mechanism on the first differential device side and separately from the second prime mover device, the capacity of the second prime mover device itself can be sufficiently increased.

  Further, by avoiding overhanging the arrangement part of the clutch mechanism with respect to the prime mover or the transmission, the degree of freedom of arrangement of the prime mover, the transmission, and the clutch mechanism can be improved.

  The driving force transmission system according to the seventh aspect can obtain the same effects as the configuration according to the first or second aspect.

  In addition, by fixing the second carrier housing (supporting another driving force transmission device) to the first carrier housing (supporting the first differential device) by, for example, a bolt, other driving force transmission Equipment can be easily installed (added).

<Example 1>
The driving force transmission system 1 (Example 1) will be described with reference to FIGS. 1 and 2. The left and right directions are the four-wheel drive vehicle (FIG. 1) using the driving force transmission system 1 and the left and right directions in FIG.

[Features of driving force transmission system 1]
The driving force transmission system 1 is a driving force transmission system for a vehicle. The driving force input from an engine 3 (prime mover) via an automatic transmission 5 (transmission) is used to drive left and right front wheels 7 and 9 (main drive). The front differential 11 is provided with a front differential 11 (first differential device) that distributes to the wheels), and the front differential 11 transmits the driving force to the differential case 13 (case), which is a strength member to which the driving force is input, and to the left and right front wheels 7, 9. Axles 15 and 17 (a pair of output members) and a differential mechanism 19 that allows differential rotation of the axles 15 and 17, and the front differential 11 further includes a rear differential 21 (another driving force transmission) from the differential case 13. And a dog clutch 25 (clutch machine) that includes a hollow output shaft 23 that transmits a driving force to the device) and that interrupts the driving force to the rear differential 21 in the differential case 13. ) Equipped with,
The dog clutch 25 is supported coaxially with respect to the differential case 13,
The rear differential 21 is a drive force distribution device that transmits the drive force from the differential case 13 to the rear wheels 29 and 31 (sub drive wheels).

[Configuration of a four-wheel drive vehicle using the driving force transmission system 1]
The power system of the four-wheel drive vehicle includes an engine 3 and a transmission 5, a transfer 33, a bevel gear type front differential 11 (a differential device that distributes the driving force of the engine to the left and right front wheels), a front axle 15 , 17, left and right front wheels 7, 9, propeller shaft 35, driving force transmission control coupling 37, direction change gear set 39, bevel gear type rear differential 21 (a differential device that distributes engine driving force to the left and right rear wheels), The rear axles 41 and 43, the left and right rear wheels 29 and 31 and the like are configured. The transmission 5, the front differential 11 and the dog clutch 25 are accommodated in a transmission case 45 (first carrier housing), and the transfer 33 is a transfer case. 47.

  The driving force of the engine 3 is transmitted from the output gear 49 of the transmission 5 to the differential case 13 of the front differential 11 via the ring gear 51 and distributed from the front differential 11 to the left and right front wheels 7 and 9 via the front axles 15 and 17. Is done.

  The transfer 33 includes a gear transmission mechanism 59 including a spur gear 53 fixed to the output shaft 23 and a spur gear 57 fixed to the auxiliary shaft 55, a bevel gear 61 fixed to the auxiliary shaft 55, and a bevel gear fixed to the drive pinion shaft 63. When the dog clutch 25 is engaged, the differential case 13 rotates from the dog clutch 25, the output shaft 23, and the transfer 33 (gear transmission mechanism 59 and the direction changing gear set 67) to the joint 69. And transmitted to the driving force transmission control coupling 37 via the propeller shaft 35 and the joint 71.

  The driving force transmission control coupling 37 includes an actuator 73 (such as an electromagnetic solenoid), an operation mechanism 75 (including a pilot clutch and a cam mechanism), a multi-plate main clutch 77 (friction clutch), and the like. When the actuator 73 engages the pilot clutch, the cam mechanism operates to engage the main clutch 77, and when the cam thrust force of the cam mechanism is adjusted by changing the slip of the pilot clutch, the rear clutch The magnitude of the driving force transmitted to the 21 side is controlled, and when the actuator 73 is stopped, the engagement of the main clutch 77 is released and the rear differential 21 side is disconnected.

  When the driving force transmission control coupling 37 is connected, the transmitted driving force is transmitted to the differential case 27 of the rear differential 21 through the direction changing gear set 39 and to the left and right rear wheels 29, via the rear axles 41, 43. 31 and the vehicle is in a four-wheel drive state. The driving force transmission control coupling 37 interrupts the driving force transmitted to the rear differential 21 as described above, and controls the magnitude of the transmission driving force to adjust the driving force distribution ratio between the front and rear wheels.

  When the engagement of the dog clutch 25 and the connection of the driving force transmission control coupling 37 are respectively released, the power transmission system below the transfer 33 is disconnected and the vehicle enters a two-wheel drive state of front wheel drive, and the dog The power transmission system from the clutch 25 to the driving force transmission control coupling 37 stops rotating, wear, noise and vibration of each part of the power transmission system are reduced, and durability and fuel efficiency of the engine 3 are improved.

[Detailed structure of driving force transmission system 1]
As shown in FIG. 2, the differential case 13 of the front differential 11 has left and right boss portions 79 and 81 supported by the transmission case 45 by bearings. The differential mechanism 19 includes a pinion shaft 85 that supports the pinion gear 83, and side gears 87 and 89 that mesh with the pinion gears 83, and the end of the pinion shaft 85 engages with the opening 91 of the differential case 13. The pin 93 prevents it from coming off. Between each pinion gear 83 and the differential case 13, there is disposed a spherical washer 95 that supports the back surface of the pinion gear 83 and receives a counter force and a centrifugal force. The left side gear 87 is connected to the left front wheel 7 via a front axle 15 that is spline-connected, and a thrust washer 97 is disposed between the side gear 87 and the differential case 13. The right side gear 89 is connected to the right front wheel 9 via a spline-connected front axle 17, and a snap ring 99 for positioning in the axial direction of the axle 17 is disposed between the side gear 89 and the front axle 17. ing.

  The output shaft 23 is supported on the inner periphery of the right boss portion 81 of the differential case 13 and protrudes to the right outside, and the right axle 17 penetrates the inner periphery thereof. Further, the output shaft 23 is formed with a flange portion 101 between the right side gear 89 and the boss portion 81. A thrust bearing 103 and a washer are provided between the side gear 89 and the boss portion 81 with respect to the flange portion 101. 105 are arranged to absorb relative rotation of the output shaft 23 with respect to the differential case 13 and the side gear 89.

  The dog clutch 25 includes a meshing tooth 107 formed in a ring shape on the flange portion 101 of the output shaft 23 and a meshing tooth 111 formed in a ring shape on the clutch ring 109, and the clutch ring 109 is a leg. The portion 113 is engaged with the opening 115 of the differential case 13 so as to be axially movable. The meshing teeth 107 and 111 are formed coaxially with the differential case 13, and the output shaft 23 and the clutch ring 109 are supported by the differential case 13 as described above. Thus, the dog clutch 25 is connected to the differential case 13. It is supported coaxially.

  The dog clutch 25 is engaged and disengaged by a hydraulic actuator 115 and a return spring 117. The actuator 115 is coaxially arranged around the boss portion 81, and the support member 119 is fixed to the transmission case 45 with a bolt 121 (FIG. 1) and is prevented from rotating. The pressure chamber 123 of the actuator 115 is connected to a hydraulic line for automatic transmission via a hydraulic pipe 125. When the hydraulic pressure is sent to the pressure chamber 123, the diaphragm 127 is displaced to the left, and the return spring 117 is bent. However, when the clutch ring 109 is moved to the left via the retainer 129 and the dog clutch 25 is engaged, and the hydraulic pressure supply to the pressure chamber 123 is stopped, the clutch ring 109 returns to the right by the urging force of the return spring 117, and the dog The engagement of the clutch 25 is released.

[Effect of driving force transmission system 1]
The driving force transmission system 1 has the following effects.

  As described above, the dog clutch 25 for intermittently driving the rear differential 21 is built in the differential case 13 of the front differential 11, so that the clutch mechanism for other driving force transmission devices is separated from the conventional example. This eliminates the need for additional arrangement, and increases the installation space, size, and support structure complexity associated with the additional arrangement of the clutch mechanism.

  Further, the front differential 11 that distributes the driving force to the front wheels 7 and 9 is the final speed reducer and has the slowest rotation speed in the driving force transmission system. As a result, it becomes easier to align and it is difficult to apply excessive force, and normal operation and durability are maintained for a long time.

  Further, the dog clutch 25 has a stable and reliable operation by supporting the output shaft 23 and the clutch ring 109, which are constituent members, coaxially by the differential case 13 which is a strength member.

  Further, the rear differential 21 is provided with the dog clutch 25 for interrupting the driving force on the front differential 11 side, so that the structure is greatly simplified and the degree of freedom of design is greatly improved. Interference with surrounding components is avoided, and on-vehicle performance is improved.

  The first embodiment is an example in which the driving force transmission system 1 is used for an FF-based four-wheel drive vehicle. However, the driving force transmission system of the present invention is an FR-based four-wheel drive vehicle or a midship-based four-wheel drive vehicle. It can be applied to any vehicle such as a car.

<Example 2>
A driving force transmission system 201 according to the second embodiment will be described with reference to FIG. Hereinafter, differences from the driving force transmission system 1 will be described with reference to the members having the same function with the same reference numerals.

  In the driving force transmission system 201, a thrust washer 203 is attached to the differential case 13, and the thrust washer 203 blocks the meshing reaction force of the right side gear 89 of the differential mechanism 19 from the output shaft 23 and the dog clutch 25.

  Therefore, the dog clutch 25 is released from the meshing reaction force of the side gear 89, the management of the switching operation force of the actuator 115 becomes easier, and the intermittent operation can be performed at an accurate timing.

  Further, since the meshing reaction force of the side gear 89 is not applied to the output shaft 23, the thrust bearing 103 disposed between the output shaft 23 (flange portion 101), the side gear 89 and the boss portion 81 in the driving force transmission system 1 is provided. It can be omitted, and the cost is reduced accordingly.

<Example 3>
The driving force transmission system 301 of Example 3 will be described with reference to FIG. The left and right directions are the left and right directions in a four-wheel drive vehicle using the driving force transmission system 301.

[Features of Driving Force Transmission System 301]
The driving force transmission system 301 is a driving force transmission system for a vehicle, and includes a first differential device 303 that distributes driving force input from an engine (prime mover) via a transmission (transmission) to main driving wheels. The differential device 303 includes a differential case 305 (case) that is a strength member to which driving force is input, axles 307 and 309 (a pair of output members) that transmit the driving force to the left and right main driving wheels, and axles 307 and 309. A differential mechanism 311 that permits differential rotation of the differential device 303, and the differential device 303 is a hollow that inputs a driving force from a center differential 313 (another driving force transmission device: a second differential device) to the differential case 305. Input shaft 315, and a dog clutch 317 for center differential 313 (coupler) is attached to differential case 305. With a pitch mechanism),
The dog clutch 317 is supported coaxially with respect to the differential case 305,
The dog clutch 317 is characterized in that the differential rotation of the center differential 313 is locked.

  The differential mechanism 311 of the differential device 303 includes a pinion gear 321 supported on a pinion shaft 319 connected to the differential case 305, and left and right side gears 323 and 355 engaged with the pinion gear 321. The left side gear 323 is an axle. The right side gear 325 is connected to the right main drive wheel via the axle 309.

  The differential mechanism 327 of the center differential 313 includes a pinion gear 333 supported on a pinion shaft 331 connected to a hollow shaft 329, and left and right side gears 335 and 337 engaged with the pinion gear 333. The right side gear 337 is connected to the differential case 339 of the differential device 303 via the input shaft 315.

  The hollow shaft 329 passes through the input shaft 315, and the axle 307 passes through the hollow shaft 329. The input gear 341 connected to the left end of the hollow shaft 329 meshes with the output gear 343 of the transmission.

  Further, the bevel gear 345 fixed to the differential case 339 meshes with the bevel gear 349 fixed to the drive pinion shaft 347 connected to the sub drive wheel side to constitute a direction changing gear set 351.

  The dog clutch 317 includes meshing teeth 353 formed on the hollow shaft 329 and meshing teeth 357 formed on the clutch ring 355. The clutch ring 355 engages with the opening of the differential case 305 and is movable in the axial direction. Is arranged. The meshing teeth 353 and 357 are formed coaxially with the differential case 305, and the hollow shaft 329 and the clutch ring 355 are supported by the differential case 305. Thus, the dog clutch 317 is supported coaxially with the differential case 305. Has been. The dog clutch 317 is operated in an engaged state (lower half of FIG. 4) and an unlocked state (upper half of FIG. 4) by operating the operating member engaged with the groove 359 of the clutch ring 355 to the right and left by the actuator. Is done.

  The driving force of the engine is input from the transmission to the center differential 313 via the gears 343 and 341 and the pinion shaft 331, and transmitted from the left side gear 335 to the auxiliary driving wheel side via the direction change gear set 351 and the drive pinion shaft 347. The Further, the driving force of the engine input to the center differential 313 is input from the right side gear 337 to the differential mechanism 311 via the input shaft 315 and the differential case 305 of the differential device 303, and left and right main drive wheels via the axles 307 and 309. Drive.

  At this time, the differential mechanism 327 of the center differential 313 allows the differential between the main drive wheel and the sub drive wheel, the differential mechanism 311 of the differential device 303 allows the differential between the left and right main drive wheels, When the dog clutch 317 is engaged, the differential of the center differential 313 is locked between the right side gear 337 and the pinion shaft 331.

[Effect of driving force transmission system 301]
The driving force transmission system 301 can obtain the following effects.

  Unlike the conventional example, the dog clutch 317 that locks the differential of the center differential 313 is built in the differential case 305 of the differential device 303, so that a clutch mechanism for other driving force transmission devices is not additionally arranged separately. Therefore, an increase in arrangement space, an increase in size, and a complicated support structure due to the additional arrangement of the clutch mechanism are avoided.

  Further, the differential device 303 that distributes the driving force to the wheels is the final reduction gear and has the slowest rotation speed in the driving force transmission system. Therefore, the synchronization speed of the dog clutch 317 is low, and the phase alignment at the time of intermittent is easy. Therefore, it is difficult to apply excessive force, and normal operation and durability are maintained for a long time.

  Further, the dog clutch 317 has a stable and reliable operation by coaxially supporting the hollow shaft 329 and the clutch ring 355 as constituent members on the differential case 305 as a strength member.

  Further, the center differential 313 is provided with the differential lock dog clutch 317 on the differential device 303 side, so that the structure is greatly simplified, the degree of freedom of design is greatly improved, and the vehicle body around the center differential 313 is provided. Interference with surrounding components is avoided, and on-vehicle performance is improved.

  Further, the center differential 313 can suppress the complicated structure of the driving force transmission system upstream of the driving force flow by arranging the dog clutch 317 for differential lock in the differential case 305 of the differential device 303. .

  In the driving force transmission system 301, the front wheels may be the main driving wheels and the rear wheels may be the auxiliary driving wheels, or vice versa.

<Example 4>
A driving force transmission system 401 according to the fourth embodiment will be described with reference to FIG. Hereinafter, differences from the driving force transmission system 301 will be described with reference to members having the same function with the same reference numerals.

  In the driving force transmission system 401, the input gear 341 is fixed to the differential case 339 of the center differential 313 and meshes with the output gear 343 of the transmission. A gear 403 fixed to the hollow shaft 329 meshes with a gear 407 fixed to the auxiliary shaft 405, and the auxiliary shaft 405 forms a direction change gear set that transmits a driving force to the auxiliary driving wheel side. Is fixed.

  The driving force of the engine is input from the transmission to the center differential 313 via the gears 343 and 341 and the differential case 339, and from the side gear 335 to the hollow shaft 329, the gears 403 and 407, the auxiliary shaft 405, and the bevel gear 409 (direction changing gear set). Is transmitted to the auxiliary drive wheel side. Further, the driving force of the engine input to the center differential 313 is transmitted from the side gear 337 to the differential device 303 via the input shaft 315 and the differential case 305, and from the differential mechanism 311 to the left and right main drive wheels via the axles 307 and 309. To drive.

  At this time, when the dog clutch 317 is engaged, the differential of the center differential 313 is locked between the left side gear 335 and the right side gear 337.

[Effect of driving force transmission system 401]
The driving force transmission system 401 can obtain the same effects as the driving force transmission system 301.

  In addition, the dog clutch 317 can be provided between the side gears 335 and 337 that can obtain a large differential rotation, so that a large differential lock function can be obtained. Cost reduction is possible.

  The third and fourth embodiments are examples in which the center differential 313 (second differential device) is arranged coaxially with the first differential device 303. However, the first and second differential devices are arranged in the vehicle body and the periphery. Instead of being coaxial, they may be arranged on parallel axes in accordance with the requirements for preventing interference with members and for the arrangement space.

<Example 5>
A driving force transmission system 501 according to the fifth embodiment will be described with reference to FIG. The left and right directions are the left and right directions in a four-wheel drive vehicle using the driving force transmission system 501.

[Features of Driving Force Transmission System 501]
The driving force transmission system 501 is a driving force transmission system for a vehicle, and the driving force input from the engine 3 (prime mover) via the transmission 5 (transmission) is transmitted to the left and right front wheels 7 and 9 (drive wheels). The front differential 11 is provided with a distributed front differential 11 (first differential device). The front differential 11 includes a differential case 13 to which a driving force is input, axles 15 and 17 that transmit the driving force to the left and right front wheels 7 and 9, and an axle 15 , 17 and a differential mechanism 19 that allows differential rotation, and the front differential 11 is a hollow that transmits a driving force from the differential case 13 to the accessory driving device 503 (another driving force transmission device). The output case 505 is provided, and the differential case 13 is provided with a dog clutch 507 (clutch mechanism) that intermittently drives the driving force to the accessory driving device 503,
The dog clutch 507 is supported coaxially with respect to the differential case 13,
The auxiliary drive device 503 is a device connected to the differential case 13 to convert driving force into electric power or fluid pressure,
The front differential 11 is accommodated in a transmission case 45 (first carrier housing),
The accessory drive device 503 is supported by a housing 509 (second carrier housing), and the housing 509 is integrally fixed to the transmission case 45 by a bolt 511.

  The auxiliary machine driving device 503 is arranged in parallel with the engine 3, and the gear 515 fixed to the input shaft 513 meshes with the gear 517 fixed to the right end portion of the output shaft 505 to form a speed increasing gear set. The dog clutch 507 is disposed outside the differential case 13. The dog teeth 519 fixed to the differential case 13, the mesh teeth 521 fixed to the left end portion of the output shaft 505, and the mesh teeth 519 moved by the actuator 523 are operated. And a shift sleeve 525 for releasing the meshing.

  The driving force of the engine 3 is transmitted from the transmission 5 to the differential case 13 of the front differential 11 through gears 49 and 51, and is distributed from the differential mechanism 19 to the left and right front wheels 7 and 9 through the front axles 15 and 17. . Further, when the dog clutch 507 is engaged, the driving force of the engine is transmitted from the differential case 13 and the dog clutch 507 to the speed increasing gear set (gears 517 and 515) to increase the speed, thereby driving the accessory driving device 503.

  The auxiliary machine driving device 503 is, for example, an alternator, a generator, an oil pump, a water pump, a compressor, a supercharger, and the like, and drives the auxiliary machine with the generated electric power, hydraulic pressure, hydraulic pressure, and air pressure.

[Effect of driving force transmission system 501]
The driving force transmission system 501 has the following effects.

  Unlike the conventional example, the driving force transmission system 501 is provided with a dog clutch 507 for interrupting the driving force to the accessory driving device 503 on the differential case 13 side of the front differential 11. Therefore, it is not necessary to separately arrange the clutch mechanism separately, and an increase in arrangement space, an increase in size, and a complicated support structure due to the additional arrangement of the clutch mechanism are avoided.

  In addition, the dog clutch 607 disposed on the front differential 11 which is the final speed reducer has a low synchronization speed and is easy to adjust the phase during intermittent operation. Durability is maintained.

  The dog clutch 607 is supported stably and reliably by being coaxially supported by the differential case 13 which is a strength member.

  Further, the auxiliary machine driving device 503 has the structure greatly simplified and the design flexibility greatly improved by arranging the dog clutch 607 for intermittent driving force in the space on the front differential 11 side.

  Accordingly, interference with components around the vehicle body is avoided in the vicinity of the auxiliary machine driving device 503, and the onboard performance is improved.

  Further, by arranging the auxiliary machine driving device 503 in the output system of the driving force from the front differential 11, the auxiliary machine driving device 503 can be arranged separately from the engine 3 and the dense arrangement around the engine 3 can be suppressed.

  Further, the degree of freedom of arrangement space is improved around the front differential 11.

  Further, by fixing the housing 509 for the auxiliary machine driving device 503 to the transmission case 45 with the bolt 511, the auxiliary machine driving device 503 can be added very easily.

<Example 6>
A driving force transmission system 601 according to the sixth embodiment will be described with reference to FIG. The left and right directions are the left and right directions in a four-wheel drive vehicle using the driving force transmission system 601.

[Features of Driving Force Transmission System 601]
The driving force transmission system 601 is a vehicle driving force transmission system, and distributes the driving force input from the engine 3 via the transmission 5 to the left and right front wheels 7 and 9 (drive wheels) (first differential 11). The front differential 11 includes a differential case 13 (case) that is a strength member to which driving force is input, and axles 15 and 17 (a pair of output members) that transmit the driving force to the left and right front wheels 7 and 9. ) And a differential mechanism 19 that allows differential rotation of the axles 15 and 17, and the front differential 11 includes a differential case 13 and a second prime mover 603 (another driving force transmission device: prime mover device). A dog clutch 607 (clutch mechanism) that includes a hollow transmission shaft 605 that inputs and outputs a driving force between them, and that interrupts the driving force between the differential case 13 and the prime mover 603. For example,
The dog clutch 607 is characterized by being supported coaxially with respect to the differential case 13.

  The prime mover 603 includes an electric motor / generator and a planetary gear type speed increasing mechanism, and is coaxially disposed between the engine 3 and the transmission 5. In addition, the prime mover 603 and the transmission shaft 605 are connected by a chain transmission mechanism 609.

  The chain transmission mechanism 609 includes a sprocket 613 fixed to the transmission shaft 611 of the prime mover 603, a sprocket 615 fixed to the right end portion of the transmission shaft 605, and a chain 617 connecting them.

  The dog clutch 607 includes a meshing tooth 619 formed on the left end portion of the transmission shaft 605, a meshing tooth 623 formed on a clutch ring 621 movably connected to the differential case 13, an actuator 625, and a return spring. The actuator 625 and the return spring move the clutch ring 621 to perform the meshing operation of the meshing teeth 619 and 623 and the meshing release operation.

  The driving force of the engine 3 is transmitted from the transmission 5 to the differential case 13 of the front differential 11 through gears 49 and 51, and is distributed from the differential mechanism 19 to the left and right front wheels 7 and 9 through the front axles 15 and 17. . Further, when the dog clutch 607 is engaged, the driving force of the prime mover 603 is transmitted to the front differential 11 from the chain transmission mechanism 609, the dog clutch 607, and the differential case 13, and when the engagement of the dog clutch 607 is released, the prime mover 603 is Detached from.

  The prime mover 603 is connected to an in-vehicle battery via a controller, and is supplied with electric power from the battery to become an electric motor according to the traveling state of the vehicle, thereby strengthening the driving torque of the front differential 11. The generator is rotated by the driving force to become a generator, and the battery is charged by the generated electromotive force.

[Effect of driving force transmission system 601]
The driving force transmission system 601 can obtain the following effects.

  Unlike the conventional example, the driving force transmission system 601 is provided with a dog clutch 607 that interrupts driving force with the prime mover 603 inside the differential case 13 of the front differential 11. It is not necessary to separately arrange the clutch mechanism separately, and an increase in arrangement space, an increase in size, and a complicated support structure due to the additional arrangement of the clutch mechanism are avoided.

  In addition, the dog clutch 607 disposed on the front differential 11 that is the final reduction gear has a low synchronization speed and is easy to adjust the phase during intermittent operation. Sex is maintained.

  The dog clutch 607 is supported stably and reliably by being coaxially supported by the differential case 13 which is a strength member.

  Further, the prime mover 603 has the dog clutch 607 disposed in the space on the front differential 11 side, so that the structure is greatly simplified and the degree of freedom in design is greatly improved.

  Accordingly, interference with components around the vehicle body is avoided in the vicinity of the prime mover 603, and the onboard performance is improved.

  Further, by disposing the dog clutch 607 on the front differential 11 side and separately from the prime mover 603, the capacity of the prime mover 603 itself can be sufficiently increased. Further, by avoiding the overhang of the dog clutch 607 portion with respect to the engine 3 or the transmission 5, the degree of freedom of arrangement of the engine 3, the transmission 5, and the dog clutch 607 can be improved.

  The connection between the differential case 13 and the prime mover 603 may be a gear transmission mechanism, for example, instead of the chain transmission mechanism 609. Further, the driving force input / output path to / from the prime mover 603 may be formed directly on the outer peripheral side of the prime mover 603 or may be formed between the transmission 603 and the transmission.

[Other Embodiments Included within the Scope of the Present Invention]
The first or second differential device is not limited to a bevel gear type differential mechanism, and may be, for example, a planetary gear type differential mechanism as long as it allows differential rotation between a pair of output members. Other types of differential mechanisms may be used.

  Further, the clutch mechanism is not limited to the meshing clutch, and may be another type of clutch mechanism having an intermittent function such as a friction clutch, a one-way clutch, a two-way clutch, or the like.

  The actuator used for operating the clutch mechanism may be a fluid pressure actuator such as air pressure or hydraulic pressure, an electric actuator using an electromagnet or an electric motor, or the like.

  Moreover, the arrangement | positioning location of a clutch mechanism can take various arrangement | positioning structures, such as the outer peripheral side of a case, the outer side of right and left, and an inner side, if it can connect and disconnect with a case.

  Further, a material (strength member) different from the material of the case may be interposed, for example, the clutch member is integrated with the case.

1 is a skeleton mechanism diagram showing a driving force transmission system 1 of Example 1 and a power system of a four-wheel drive vehicle using the same. FIG. 1 is a cross-sectional view showing a main part of a driving force transmission system 1. FIG. 6 is a cross-sectional view illustrating a main part of a driving force transmission system 201 according to a second embodiment. It is a skeleton mechanism figure which shows the driving force transmission system 301 of Example 3. It is a skeleton mechanism figure which shows the driving force transmission system 401 of Example 4. FIG. FIG. 10 is a skeleton mechanism diagram showing a driving force transmission system 501 of Example 5 and a power system of a four-wheel drive vehicle using the same. It is a skeleton mechanism diagram showing a driving force transmission system 601 of Example 6 and a power system of a four-wheel drive vehicle using the same. It is sectional drawing of a prior art example.

Explanation of symbols

1 Driving force transmission system 3 Engine (motor)
5 Transmission (transmission)
7,9 Front wheel (main drive wheel)
11 Front differential (first differential device)
13 Differential case
15, 17 Axle (a pair of output members)
19 Differential mechanism 21 Rear differential (Other drive force transmission device)
23 Output shaft 25 Dog clutch (clutch mechanism)
29, 31 Rear wheel (sub drive wheel)
201 Driving force transmission system 301 Driving force transmission system 303 First differential device 305 Differential case (case)
307, 309 axle (a pair of output members)
311 Differential mechanism 313 Center differential (Other driving force transmission device: second differential device)
315 Input shaft 317 Dog clutch (clutch mechanism)
401 Driving force transmission system 501 Driving force transmission system 503 Auxiliary machine driving device (other driving force transmission device)
505 Output shaft 507 Dog clutch (clutch mechanism)
601 Driving force transmission system 603 prime mover (other driving force transmission device: second prime mover device)
605 Transmission shaft 607 Dog clutch (clutch mechanism)

Claims (7)

A driving force transmission system for a vehicle, comprising: a first differential device that distributes driving force input from a prime mover via a transmission to main driving wheels;
The first differential device includes a case where a driving force is input, a pair of output members that transmit the driving force to the left and right main drive wheels, and a differential mechanism that allows differential rotation of the pair of output members. With
Furthermore, the first differential device has an input shaft that transmits a driving force from another driving force transmission device to the case, or an output that transmits a driving force from the case to the other driving force transmission device. With a shaft,
The driving force transmission system according to claim 1, wherein the case includes a clutch mechanism for intermittently connecting the driving force of the other driving force transmission device.   2. The driving force transmission system according to claim 1, wherein the clutch mechanism is supported coaxially with respect to the case.   3. The driving force transmission system according to claim 1, wherein the another driving force transmission device is a driving force distribution device that is connected to the case and transmits the driving force to the auxiliary driving wheel side, and The driving force transmission system according to claim 1, wherein the clutch mechanism interrupts driving force to the driving force distribution device.   The driving force transmission system according to claim 1 or 2, wherein the other driving force transmission device is a second differential device that is coupled to the case and transmits the driving force from the transmission. The driving force transmission system, wherein the clutch mechanism restricts or cancels differential rotation of the second differential device.   The driving force transmission system according to claim 1 or 2, wherein the other driving force transmission device is an auxiliary device driving device that is connected to the case and converts the driving force into electric power or fluid pressure, A driving force transmission system characterized in that the clutch mechanism interrupts the driving force to the accessory driving device.   3. The driving force transmission system according to claim 1, wherein the other driving force transmission device is arranged coaxially with the prime mover and inputs / outputs driving force to / from the first differential device. The driving force transmission system is characterized in that the clutch mechanism interrupts driving force between the first differential device and the second prime mover device.   3. The driving force transmission system according to claim 1, wherein the first differential device is accommodated in a first carrier housing, and the other driving force transmission device is supported by a second carrier housing. And the second carrier housing is integrally fixed to the first carrier housing.

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