JP2022042341A - Power transmission device of vehicle - Google Patents

Abstract

To provide a power transmission device of a vehicle which enables improvement of operation stability while securing a ground height in a case that a vertically placed transmission is disposed near a drive shaft at a vehicle body rear part.SOLUTION: A power transmission device 5 of a vehicle includes: a transmission 3 which changes a speed of power input from a driving source to output the power; and a drive shaft 4 which is connected to the transmission 3 and transmits the power from the driving source output from the transmission 3 to driving wheels. The transmission 3 has a shifting mechanism part 20 which is disposed in a transmission case 11 so that its axis extends in a vehicle body fore and aft direction and changes a speed of the power from the driving source. The drive shaft 4 extends in a vehicle width direction at the center side of the shifting mechanism part 20 as seen in a vehicle body vertical direction and is provided penetrating through the transmission case 11.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle power transmission device.

In vehicles such as automobiles, a transmission and a differential device are provided on a power transmission path from a drive source such as an engine to a drive wheel, and power from the drive source is transmitted from the differential device to the vehicle width direction via the transmission and the differential device. It is transmitted to the drive shaft extending to the drive shaft, and is transmitted from the drive shaft to the drive wheels.

For vehicles equipped with a longitudinal transmission for front engine and rear drive vehicles, the engine and transmission are placed at the front of the vehicle body, and the power from the engine is placed at the rear of the vehicle body from the transmission through the propeller shaft. It is transmitted to the differential device for wheels and transmitted to the rear wheels via the drive shaft.

In addition, for vehicles equipped with a vertical transmission for front engine / rear drive-based four-wheel drive vehicles, a transfer device that distributes the power from the engine output from the transmission to the front wheels is installed to provide the engine. The power from the transfer device is transmitted from the transfer device to the front wheel differential device arranged at the front of the vehicle body through the front wheel propeller shaft, and is also transmitted to the front wheels via the drive shaft.

For example, in Patent Document 1, in a vehicle provided with a vertically installed transmission for a four-wheel drive vehicle based on a front engine and a rear drive, the front side of the vehicle body from a transmission such as a continuously variable transmission arranged at the front portion of the vehicle body. Further, it is disclosed that a drive shaft extending in the vehicle width direction is arranged on the rear side of the vehicle body from the starting clutch.

Special Table 2003-509263 Gazette

In vehicles such as sports-type front engine and rear drive vehicles, a longitudinal transmission near the drive shaft at the rear of the vehicle body, such as by arranging a drive source such as an engine at the front of the vehicle body and increasing the weight of the rear body of the vehicle body. May be placed. In such a case, power is transmitted from the drive source to the transmission via the propeller shaft, and power is transmitted from the transmission to the differential device arranged at the rear of the vehicle body and the drive wheels arranged at the rear of the vehicle body via the drive shaft. Is done.

In the vehicle, when the transmission arranged at the rear of the vehicle body is arranged on the front side of the vehicle body of the drive shaft, the space in the passenger compartment becomes narrow, so that it is conceivable to arrange the transmission above the drive shaft. Depending on the aircraft, the position of the center of gravity of the vehicle may be raised, causing a decrease in steering stability. On the other hand, if the transmission is arranged below the drive shaft, the gap with the ground becomes small and it becomes difficult to secure the ground height in a sports type vehicle or the like.

Therefore, according to the present invention, in a vehicle equipped with a longitudinal transmission, when the transmission is arranged in the vicinity of the drive shaft at the rear of the vehicle body, it is possible to improve steering stability while ensuring ground height. The subject is to provide a power transmission device.

The present invention includes a transmission that shifts and outputs the power input from the drive source, and a drive shaft that is connected to the transmission and transmits the power from the drive source that is output from the transmission to the drive wheels. The transmission is a power transmission device for a vehicle provided with the above, and the transmission has a transmission mechanism unit in which an axis is arranged so as to extend in the front-rear direction of the vehicle body and shifts power from the drive source. The drive shaft extends in the vehicle width direction on the center side of the transmission mechanism portion in the vehicle body vertical direction, and provides a vehicle power transmission device provided so as to penetrate the transmission case.

According to the present invention, in a vehicle equipped with a vertically installed transmission, when the transmission is arranged in the vicinity of the drive shaft at the rear of the vehicle body, the drive shaft is placed on the center side of the transmission mechanism in the vertical direction of the vehicle body. Since it penetrates and extends in the vehicle width direction, the position of the center of gravity of the vehicle can be lowered and the steering stability can be improved as compared with the case where the transmission is arranged above the drive shaft. Further, as compared with the case where the transmission is arranged below the drive shaft, the gap with the ground can be increased to secure the ground height.

Therefore, in a vehicle equipped with a longitudinal transmission, when the transmission is arranged in the vicinity of the drive shaft at the rear of the vehicle body, it is possible to improve steering stability while ensuring ground height.

The speed change mechanism unit includes an input shaft and an output shaft arranged on the same axis, a counter shaft arranged in parallel with the input shaft and the output shaft, and a first gear and a counter shaft provided on the input shaft or the output shaft. The drive shaft is provided with a transmission gear portion having a plurality of gear trains each provided with a second gear meshing with the first gear, and the drive shaft is provided in the vertical direction of the first gear and the second gear among the plurality of gear trains. It is preferable to extend in the vehicle width direction at a position in the vehicle body front-rear direction corresponding to a predetermined gear train having a small size.

With this configuration, the drive shaft extends in the vehicle width direction at a position in the vehicle body front-rear direction corresponding to a predetermined gear train having a small vertical dimension of the first gear and the second gear among a plurality of gear trains. The transmission and the drive shaft can be compactly arranged in the vertical direction of the vehicle body by arranging them close to the axis of the vehicle body.

The speed change mechanism unit includes an input shaft and an output shaft arranged on the same axis, a counter shaft arranged in parallel with the input shaft and the output shaft, and a first gear and a counter shaft provided on the input shaft or the output shaft. The drive shaft includes a transmission gear unit having a plurality of gear trains each of a second gear meshing with the first gear, and a transmission gear operation unit for operating the transmission gear unit. The drive shaft is a transmission gear unit. It is preferable to extend in the vehicle width direction through between the transmission gear and the speed change gear operation unit.

With this configuration, the drive shaft extends in the vehicle width direction through between the transmission gear section and the transmission gear operation section. Therefore, when the drive shaft extends in the vehicle width direction through between the transmission gear section and the transmission gear operation section. Compared to Can be done.

The vehicle power transmission device includes a differential device that is connected to a transmission and is connected to a drive shaft to transmit power from a drive source output from the transmission to the drive shaft.

With this configuration, in a vehicle equipped with a differential device connected to a vertical transmission and connected to a drive shaft, the drive shaft penetrates the transmission case on the center side of the transmission mechanism in the vertical direction of the vehicle body. By extending in the vehicle width direction, it is possible to improve steering stability while ensuring ground height.

It is preferable to include a differential housing in which the differential device is housed, and the differential housing is preferably formed integrally with the transmission case.

With this configuration, the differential housing is integrally formed with the transmission case, so that the differential housing is arranged in the vehicle width direction without being integrally formed with the transmission case. And the transmission case can be compactly formed.

According to the present invention, in a vehicle provided with a longitudinal transmission, when the transmission is arranged in the vicinity of the drive shaft at the rear of the vehicle body, it is possible to improve steering stability while ensuring ground clearance.

It is a schematic diagram of the vehicle provided with the power transmission device which concerns on embodiment of this invention. It is a perspective view of the power transmission device. It is a skeleton diagram of the power transmission device. It is a perspective view of a transmission and a differential device. It is a top view of a transmission, a differential device, and a drive shaft. It is a top view of the transmission gear part of a transmission. It is a side view of the transmission mechanism part of the transmission seen from the Y7 direction of FIG. FIG. 5 is a cross-sectional view of a main part of a transmission, a differential device, and a drive shaft along the Y8-Y8 line of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a schematic view of a vehicle provided with a power transmission device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 is a vehicle of a front engine / rear drive vehicle such as a sports type in which the seating position of the driver's seat is low and the center of gravity is low, and the engine 2 as a drive source is arranged in the front part of the vehicle body. A vertical transmission 3 is arranged at the rear of the vehicle body in the vicinity of the drive shaft 4 extending in the vehicle width direction.

The power transmission device 5 according to the present embodiment is a transmission 3 that shifts and outputs the power input from the engine 2 to the rear portion of the vehicle body on the power transmission path from the engine 2 to the rear wheels 6 as drive wheels. The drive shaft 4 is connected to the transmission 3 and transmits the power from the engine 2 output from the transmission 3 to the rear wheels 6, and is connected to the transmission 3 and the drive shaft 4. It is provided with a differential device 7 that transmits power from the engine 2 output from the transmission 3 to the drive shaft 4.

The power from the engine 2 is transmitted to the transmission 3 via the propeller shaft 8 extending in the front-rear direction of the vehicle body, and is transmitted from the transmission 3 to the left and right rear wheels 6 via the differential device 7 and the drive shaft 4. It has become.

In the vehicle 1, a tunnel portion 10a that bulges upward in the vehicle body is formed on the center side of the floor panel 10 constituting the bottom surface of the vehicle interior 9 in the vehicle width direction so as to extend in the vehicle body front-rear direction, and the propeller shaft 8 is formed in the tunnel portion 10a. It is placed in the space inside the. The front side of the vehicle body of the transmission 3 connected to the propeller shaft 8 is also arranged in the tunnel portion 10a.

FIG. 2 is a perspective view of the power transmission device. As shown in FIG. 2, the transmission 3 is arranged in the vicinity of the drive shaft 4. As will be described later, the transmission 3 has a transmission mechanism unit 20 that is arranged in the transmission case 11 so that the axis extends in the front-rear direction of the vehicle body and shifts the power from the engine 2. The transmission case 11 is formed in a substantially cylindrical shape and extends in the front-rear direction of the vehicle body, the front side of the vehicle body is covered by the front housing 12, and the rear side of the vehicle body is covered by the rear housing 13.

The differential device 7 is arranged on the left side of the vehicle body, which is one side of the transmission 3 in the vehicle width direction. A drive shaft 4 extending on both sides in the vehicle width direction is connected to the differential device 7. The differential housing 14 in which the differential device 7 is housed is arranged on the left side of the vehicle body of the transmission case 11 and is integrally formed with the transmission case 11.

The differential housing 14 constitutes a first housing 15 that constitutes the right side of the vehicle body, which is the other side of the differential housing 14 in the vehicle width direction, and houses the right side of the vehicle body of the differential device 7, and the differential housing 14 constitutes the left side of the vehicle body of the differential housing 14. It is provided with a second housing 16 for accommodating the left side of the vehicle body.

The differential housing 14 is integrally formed with the transmission case 11 by integrally molding the first housing 15 with the transmission case 11 and fixing the second housing 16 to the first housing 15 with fastening bolts. ing. The second housing 16 is provided with a shaft insertion portion 16a through which a drive shaft 4a extending from the differential device 7 to the left side of the vehicle body is inserted.

The transmission case 11 includes a bottom surface portion 11a, side surface portions 11b on both sides in the vehicle width direction, and an upper surface portion 11c. As shown in FIG. 8, the side surface portion 11b on the left side of the vehicle body is integrally molded with the first housing 15, and a shaft insertion portion 11d through which the drive shaft 4b extending from the differential device 7 to the right side of the vehicle body is inserted is provided. A shaft insertion portion 11e through which the drive shaft 4b is inserted is also provided on the side surface portion 11b on the right side of the vehicle body. The drive shaft 4b penetrates the transmission case 11 through the shaft insertion portions 11d and 11e and extends in the vehicle width direction.

FIG. 3 is an outline diagram of the power transmission device. As shown in FIG. 3, the transmission 3 is configured to be capable of achieving 6 forward speeds and 1 reverse speed. The transmission 3 has a transmission mechanism unit 20 for shifting the power from the engine 2.

The speed change mechanism unit 20 is arranged in the transmission case 11 on the same axis as the input shaft 30 in which the output from the engine 2 is input via the clutch (not shown) and the input shaft 30 from the engine 2. It includes an output shaft 40 that outputs power, and a counter shaft 50 that is arranged in parallel with the input shaft 30 and the output shaft 40. The input shaft 30, the output shaft 40, and the counter shaft 50 are arranged so that their axes extend in the front-rear direction of the vehicle body.

The input shaft 30 is rotatably supported by the transmission case 11 via a bearing 17. The output shaft 40 is rotatably supported by the transmission case 11 via a bearing 18. The rear end of the input shaft 30 is rotatably fitted to the front end of the output shaft 40. The counter shaft 50 is rotatably supported by the transmission case 11 via a bearing 19.

A drive gear 31 for 4th speed is fixedly provided on the input shaft 30 on the front side of the vehicle body. From the front side of the vehicle body, the output shaft 40 has a driven gear for 6th gear 32, a driven gear for 5th gear 33, a driven gear for 2nd gear 34, a driven gear for 3rd gear 35, and a driven gear for 1st gear 36. The driven gear 37 for the reverse speed stage is loosely fitted.

The counter shaft 50 includes a driven gear 41 for the 4th speed stage, a drive gear 42 for the 6th speed stage, a drive gear 43 for the 5th speed stage, a drive gear 44 for the 2nd speed stage, and a drive gear 45 for the 3rd speed stage in order from the front side of the vehicle body. A drive gear 46 for the first speed stage and a drive gear 47 for the reverse speed stage are fixedly installed.

A 4-speed gear train G4 is composed of a 4-speed drive gear 31 and a 4-speed driven gear 41 that constantly meshes with the 4-speed drive gear 31. When the shift lever is operated to the 4th speed, the input shaft 30 and the output shaft 40 are directly connected to achieve the 4th speed. The 4-speed gear train G4 functions as a speed reduction gear train that decelerates the rotation of the input shaft 30 at a constant reduction ratio and transmits the rotation to the counter shaft 50.

Further, the driven gear 36 for the 1st speed stage, the driven gear 34 for the 2nd speed stage, the driven gear 35 for the 3rd speed stage, the driven gear 33 for the 5th speed stage, the driven gear 32 for the 6th speed stage, and the driven gear 36 for the 1st speed stage. , 2nd gear driven gear 34, 3rd gear driven gear 35, 5th gear driven gear 33 and 6th gear driven gear 32 are always meshed with each other, 1st gear drive gear 46, 2nd gear drive gear. 44, 3rd speed drive gear 45, 5th speed stage drive gear 43 and 6th speed stage drive gear 42, 1st speed stage gear row G1, 2nd speed stage gear row G2, 3rd speed stage gear row G3, a gear train G5 for 5th gear, and a gear train G6 for 6th gear are configured, respectively.

4th gear drive gear 31 provided on the input shaft 30, 1st gear driven gear 36 provided on the output shaft 40, 2nd gear driven gear 34, 3rd gear driven gear 35, and 5th gear The driven gear 33 and the driven gear 32 for 6-speed gears are formed so that the gear diameter, which is the outer diameter of the gear, becomes smaller as the shift gear becomes larger.

1st gear drive gear 46, 2nd gear drive gear 44, 3rd gear drive gear 45, 4th gear driven gear 41, 5th gear drive gear 43, 6th gear provided on the counter shaft 50 The drive gear 42 is formed to have a larger gear diameter as the shift stage becomes larger.

In the transmission 3, among the gear trains G1 for 1st gear and the gear train G6 for 6th gear, the gear train G3 for 3rd gear and the gear train G4 for 4th gear, which are the gear trains for medium speed, are the low speed gears. Compared to the 1st speed gear row G1 and the 2nd speed gear row G2, which are the gear trains for the 5th speed stage, and the 5th speed stage gear row G5 and the 6th speed stage gear row G6, which are the high speed stage gear trains, each gear is used. The maximum gear diameter of the two gears forming the row is formed to be smaller. The 3rd speed gear train G3 is formed to have the smallest maximum gear diameter among the gear diameters of the two gears constituting each gear train among the 1st speed gear train G1 to the 6th speed gear train G6. ing.

The driven gear 37 for the reverse speed stage and the drive gear 47 for the reverse speed stage are arranged on the reverse shaft parallel to the input shaft 30, the output shaft 40 and the counter shaft 50 in the transmission case 11 without meshing with each other. The idle gear for the reverse speed stage is always meshed with the idle gear for the reverse speed stage, and the driven gear 37 for the reverse speed stage, the drive gear 47 for the reverse speed stage, and the idle gear for the reverse speed stage form a gear train GR for the reverse speed stage. Has been done.

The speed change mechanism unit 20 has a speed change gear unit having a plurality of gear trains each of a first gear provided on the input shaft 30 or the output shaft 40 and a second gear provided on the counter shaft 50 and meshing with the first gear. 21 is provided. The driven gear 36 for the 1st speed stage, the driven gear 34 for the 2nd speed stage, the driven gear 35 for the 3rd speed stage, the drive gear 31 for the 4th speed stage, the driven gear 33 for the 5th speed stage, and the driven gear 32 for the 6th speed stage are the first. 1 gears 31 to 36 are configured, 1st gear drive gear 46, 2nd gear drive gear 44, 3rd gear drive gear 45, 4th gear driven gear 41, 5th gear drive gear 43, 6 The speed stage drive gear 42 constitutes the second gears 41 to 46, and the first speed stage gear train G1 to the sixth speed stage gear row G6 are a plurality of gear trains in which the first gear and the second gear are respectively. It constitutes G1 to G6.

Further, a first meshing clutch 51 is provided on the front side of the vehicle body of the 6th speed driven gear 32, and a second meshing clutch 52 is provided between the 5th speed driven gear 33 and the 2nd speed driven gear 34. A third meshing clutch 53 is provided between the driven gear 35 for the third speed stage and the driven gear 36 for the first speed stage, and a fourth meshing clutch 54 is provided on the front side of the vehicle body of the driven gear 37 for the reverse speed stage. Has been done. The meshing clutches 51, 52, 53, 54 are formed in substantially the same manner.

The first meshing clutch 51 has a disc-shaped clutch ring 51a that is non-rotatably connected to the output shaft 40 and is provided so as to be relatively movable in the axial direction of the output shaft 40. The clutch ring 51a is provided with a plurality of clutch teeth 51b protruding in the axial direction of the output shaft 40 on the front surface of the vehicle body. The plurality of clutch teeth 51b extend radially in the radial direction of the output shaft 40 and are arranged at equal intervals in the circumferential direction of the output shaft 40.

The drive gear 31 for the 4th speed stage is provided with a plurality of clutch teeth 31a protruding in the axial direction of the output shaft 40 corresponding to the plurality of clutch teeth 51b of the clutch ring 51a. The plurality of clutch teeth 31a extend radially in the radial direction of the output shaft 40 and are arranged at equal intervals in the circumferential direction of the output shaft 40.

The clutch teeth 51b and the clutch teeth 31a are formed so as to engage with each other when the clutch ring 51a is moved toward the drive gear 31 for the fourth speed stage. When the clutch teeth 51b and the clutch teeth 31a are engaged and the clutch ring 51a is engaged with the drive gear 31 for the 4th speed stage, the input shaft 30 and the output shaft 40 are directly connected to rotate the input shaft 30. Is transmitted to the output shaft 40.

The clutch ring 51a is provided with a plurality of clutch teeth 51c protruding in the axial direction of the output shaft 40 on the rear surface of the vehicle body, and the plurality of clutch teeth 51c extend radially in the radial direction of the output shaft 40 to the output shaft. It is arranged at equal intervals in the circumferential direction of 40.

The driven gear 32 for the 6-speed stage is provided with a plurality of clutch teeth 32a protruding in the axial direction of the output shaft 40 corresponding to the plurality of clutch teeth 51c of the clutch ring 51a, and the plurality of clutch teeth 32a are the output shafts. It extends radially in the radial direction of the 40 and is arranged at equal intervals in the circumferential direction of the output shaft 40.

The clutch teeth 51c and the clutch teeth 32a are formed so as to engage with each other when the clutch ring 51a is moved toward the driven gear 32 for the 6th speed stage. When the clutch teeth 51c and the clutch teeth 32a are engaged and the clutch ring 51a is engaged with the driven gear 32 for the 6th speed stage, the gear train G6 for the 6th speed stage is brought into a power transmission state. The driven gear 32 for the 6-speed stage and the output shaft 40 are connected, and the rotation of the input shaft 30 is transmitted to the counter shaft 50 by the gear train G4 for the reduction gear, and transmitted to the output shaft 40 by the gear train G6 for the 6-speed stage. Will be done.

The second meshing clutch 52 is provided with a plurality of clutch teeth 52b on the front surface of the vehicle body and a plurality of clutch teeth 52c on the rear surface of the vehicle body on the clutch ring 52a.

The driven gear 33 for the 5th speed is provided with a plurality of clutch teeth 33a corresponding to the plurality of clutch teeth 52b of the clutch ring 52a, and the driven gear 34 for the 2nd speed is provided with the plurality of clutch teeth of the clutch ring 52a. A plurality of clutch teeth 34a are provided corresponding to 52c.

The clutch teeth 52b and the clutch teeth 33a are formed so as to engage with each other when the clutch ring 52a is moved toward the driven gear 33 for the fifth speed stage. The clutch teeth 52c and the clutch teeth 34a are formed so as to engage with each other when the clutch ring 52a is moved toward the driven gear 34 for the second speed stage.

When the clutch ring 52a is engaged with the driven gear 33 for the 5th speed, the gear train G5 for the 5th speed is set to the power transmission state, and the rotation of the input shaft 30 is the gear train for the reduction gear G4 and the gear train for the 6th speed. It is transmitted to the output shaft 40 via G6. When the clutch ring 52a is engaged with the driven gear 34 for the second speed stage, the gear train G2 for the second speed stage is set to the power transmission state, and the rotation of the input shaft 30 is the gear train for the reduction stage G4 and the gear train for the second speed stage. It is transmitted to the output shaft 40 via G2.

The third meshing clutch 53 is provided with a plurality of clutch teeth 53b on the front surface of the vehicle body and a plurality of clutch teeth 53c on the rear surface of the vehicle body on the clutch ring 53a.

The driven gear 35 for the third speed is provided with a plurality of clutch teeth 35a corresponding to the plurality of clutch teeth 53b of the clutch ring 53a, and the driven gear 36 for the first speed is provided with the plurality of clutch teeth of the clutch ring 53a. A plurality of clutch teeth 36a are provided corresponding to 53c.

The clutch teeth 53b and the clutch teeth 35a are formed so as to engage with each other when the clutch ring 53a is moved toward the driven gear 35 for the third speed stage. The clutch teeth 53c and the clutch teeth 36a are formed so as to engage with each other when the clutch ring 53a is moved toward the driven gear 36 for the first speed stage.

When the clutch ring 53a is engaged with the driven gear 35 for the 3rd speed stage, the gear train G3 for the 3rd speed stage is set to the power transmission state, and the rotation of the input shaft 30 is the gear train for the reduction stage G4 and the gear train for the 3rd speed stage. It is transmitted to the output shaft 40 via G3. When the clutch ring 53a is engaged with the driven gear 36 for the first speed stage, the gear train G1 for the first speed stage is set to the power transmission state, and the rotation of the input shaft 30 is the gear train for the reduction stage G4 and the gear train for the first speed stage. It is transmitted to the output shaft 40 via G1.

The fourth meshing clutch 54 is provided with a plurality of clutch teeth 54b on the front surface of the vehicle body on the clutch ring 54a. The driven gear 37 for the reverse speed stage is provided with a plurality of clutch teeth 37a corresponding to the plurality of clutch teeth 54b of the clutch ring 54a. The clutch teeth 54b and the clutch teeth 37a are formed so as to engage with each other when the clutch ring 54a is moved toward the driven gear 37 for the reverse speed stage.

When the clutch ring 54a is engaged with the driven gear 37 for the reverse speed stage, the gear train GR for the reverse speed stage is set to the power transmission state, and the rotation of the input shaft 30 is the gear train for the reduction gear G4 and the gear train for the reverse speed stage. It is transmitted to the output shaft 40 via the GR.

The transmission mechanism unit 20 also includes a transmission gear operation unit 22 that operates the transmission gear unit 21. The transmission gear operation unit 22 includes a plurality of shift rods 61, 62, 63, 64 extending linearly in the front-rear direction of the vehicle body, and the plurality of shift rods 61, 62, 63, 64 include a plurality of shift forks 61a, 62a, 63a and 64a are supported and arranged in parallel with each other.

The transmission 3 includes a first shift rod 61, a second shift rod 62, a third shift rod 63, and a fourth shift rod 64 in this order from the left side of the vehicle body. The first shift rod 61, the second shift rod 62, the third shift rod 63, and the fourth shift rod 64 include a first shift fork 61a and a second shift fork that engage with the clutch rings 51a, 53a, 54a, and 52a, respectively. 62a, a third shift fork 63a, and a fourth shift fork 64a are supported, respectively.

The outer peripheral portions of the clutch rings 51a, 53a, 54a, 52a are received in the recesses provided at the tips of the shift forks 61a, 63a, 64a, 62a, and the movement of the shift forks 61a, 63a, 64a, 62a causes the clutch rings 51a, 53a, 54a, 52a to move. Each clutch ring 51a, 53a, 54a, 52a is moved in the axial direction of the output shaft 40.

The speed change gear operation unit 22 also has a shift drum 65 having shift grooves 65a, 65b, 65c, 65d corresponding to the shift rods 61, 62, 63, 64, and a plurality of shift rods 61 by rotationally driving the shift drum 65. , 62, 63, 64 are provided with a motor 66 as an actuator for moving and operating.

The shift drum 65 is formed in a cylindrical shape and has a first shift groove 65a and a second shift groove 65a and a second shift drum 65 corresponding to the first shift rod 61, the second shift rod 62, the third shift rod 63, and the fourth shift rod 64 on the outer peripheral surface, respectively. A shift groove 65b, a third shift groove 65c, and a fourth shift groove 65d are formed.

The first shift groove 65a, the second shift groove 65b, the third shift groove 65c, and the fourth shift groove 65d have the first shift rod 61, the second shift rod 62, the third shift rod 63, and the fourth shift rod 64, respectively. The protrusions 61c, 62c, 63c, 64c provided at the tips of the first shift arm 61b, the second shift arm 62b, the third shift arm 63b, and the fourth shift arm 64b, which are fixed and supported by the above, are engaged with each other. Has been done.

The motor 66 rotates and drives the shift drum 65 based on the operation of the shift lever to move the plurality of shift rods 61, 62, 63, 64. When the shift drum 65 is rotationally driven by the motor 66, the shift rods 61, 62, 63, 64 are axially driven via the shift arms 61b, 62b, 63b, 64b according to the shift grooves 65a, 65b, 65c, 65d. It is selectively moved.

Then, the shift forks 61a, 62a, 63a, 64a supported by the shift rods 61, 62, 63, 64 are moved, and the meshing clutches 51, 53, 54, 52 are selectively operated. As a result, shift-up, shift-down, and reverse changes are performed by operating the shift lever, and forward 6th speed and reverse 1st speed are achieved.

In the transmission 3, the output gear 38 is fixedly attached to the output shaft 40 on the rear side of the vehicle body of the driven gear 37 for the reverse speed stage, and the output gear 38 is fixedly attached to the rear side of the vehicle body of the drive pinion 23 extending in the front-rear direction of the vehicle body. It meshes with the input gear 24. The drive pinion 23 is rotatably supported by the transmission case 11. The power output from the engine 2 output from the transmission 3 is transmitted to the differential device 7 via the drive pinion 23.

The differential device 7 has a differential case 26 rotatably supported by the differential housing 14 and a ring gear 27 fixed to the differential case 26. The ring gear 27 meshes with the drive pinion 23 and is arranged on the left side of the vehicle body of the drive pinion 23.

The differential device 7 also has a differential mechanism 28. The differential mechanism 28 includes a pinion shaft 29a fixed to the differential case 26 and extending in a direction orthogonal to the vehicle width direction, a pair of pinion gears 29b rotatably fitted to the pinion shaft 29a, and a pair of pinion gears 29b. It has a pair of left and right side gears 29c that mesh with each other.

A drive shaft 4 extending in the vehicle width direction is spline-fitted to each of the pair of side gears 29c. The drive shaft 4 can rotate relative to the differential housing 14 and the differential case 26 together with the side gear 29c. The left rear wheel 6 is connected to the drive shaft 4a, and the right rear wheel 6 is connected to the drive shaft 4b.

The differential device 7 is connected to the transmission 3 and is connected to the drive shaft 4 to transmit the power from the engine 2 output from the transmission 3 to the drive shaft 4, and the drive shaft 4 drives the transmission 3. The power from the engine 2 connected via the pinion 23 and the differential device 7 and output from the transmission 3 is transmitted to the rear wheels 6.

In the present embodiment, the drive shaft 4 extends in the vehicle width direction on the center side of the transmission mechanism portion 20 of the transmission 3 in the front-rear direction of the vehicle body. The drive shaft 4 is arranged at a position that overlaps with a portion of the transmission gear portion 21 in which a plurality of gear trains G1 to G6 are arranged in the front-rear direction of the vehicle body. The drive shaft 4 also extends in the vehicle width direction at a position overlapping in the vehicle body vertical direction on the center side of the transmission mechanism portion 20 of the transmission 3 in the vehicle body vertical direction.

Next, the power transmission device according to the embodiment of the present invention will be further described with reference to FIGS. 4 to 8.

4 is a perspective view of the transmission and the differential device, FIG. 5 is a top view of the transmission, the differential device and the drive shaft, FIG. 6 is a top view of the transmission gear portion of the transmission, and FIG. 7 is FIG. A side view of the transmission gear operation unit of the transmission seen from the Y7 direction, and FIG. 8 is a side view of the transmission mechanism unit of the transmission seen from the Y7 direction of FIG. 4 to 8 show the transmission case and the differential housing removed, and FIG. 7 also shows the drive shaft.

As shown in FIGS. 4 to 8, the transmission 3 has a transmission mechanism unit 20 arranged in the vicinity of the drive shaft 4 and having an axis extending in the front-rear direction of the vehicle body in the transmission case 11. .. The speed change mechanism unit 20 includes an input shaft 30, an output shaft 40, a counter shaft 50, first gears 31 to 36 provided on the input shaft 30 or the output shaft 40, and second gears 41 to the counter shaft 50. It is provided with a speed change gear unit 21 having a plurality of gear trains G1 to G6, respectively, and a speed change gear operation unit 22 for operating the speed change gear unit 21.

The differential device 7 is arranged on the left side of the vehicle body of the transmission 3, and the power output from the engine 2 output from the transmission 3 is transmitted via the drive pinion 23 extending in the front-rear direction of the vehicle body, and the transmitted power from the engine 2 is transmitted. Is transmitted to the drive shaft 4 extending in the vehicle width direction. The left and right drive shafts 4 transmit the transmitted power from the engine 2 to the left and right rear wheels 6, respectively.

In the transmission gear section 21, as shown in FIG. 6, the input shaft 30 and the output shaft 40 extend linearly in the front-rear direction of the vehicle body. The counter shaft 50 extends linearly in the front-rear direction of the vehicle body in parallel with the input shaft 30 and the output shaft 40. The input shaft 30, the output shaft 40, and the counter shaft 50 extend horizontally or substantially horizontally.

As shown in FIG. 8, the input shaft 30, the output shaft 40, and the counter shaft 50 are arranged apart from each other in the vehicle width direction and overlap each other in the vehicle body vertical direction. The reverse shaft 25 extends linearly in the vehicle body front-rear direction in parallel with the input shaft 30, the output shaft 40, and the counter shaft 50, and is horizontal or substantially horizontal below the input shaft 30, the output shaft 40, and the counter shaft 50. Extends to.

As shown in FIG. 6, the transmission gear portion 21 is a first gear 31 to 36 provided on the input shaft 30 or the output shaft 40, and is a drive gear 31 for the 4th speed stage and a driven gear 32 for the 6th speed stage in order from the front side of the vehicle body. As the second gears 41 to 46 provided on the counter shaft 50, the driven gear 33 for the 5th speed stage, the driven gear 34 for the 2nd speed stage, the driven gear 35 for the 3rd speed stage, and the driven gear 36 for the 1st speed stage are provided. From the front side of the vehicle body, the driven gear 41 for the 4th speed, the drive gear 42 for the 6th speed, the drive gear 43 for the 5th speed, the drive gear 44 for the 2nd speed, the drive gear 45 for the 3rd speed, and the drive gear for the 1st speed. Has 46.

As a plurality of gear trains G1 to G6, which are the first gears 31 to 36 and the second gears 41 to 46, respectively, from the front side of the vehicle body, the gear train G4 for the 4th gear, the gear train G6 for the 6th gear, and the gear train G6 for the 5th gear are used in this order. It has a gear train G5, a gear train G2 for the second speed stage, a gear train G3 for the third speed stage, and a gear train G1 for the first speed stage.

The 3rd speed gear train G3 is a gear diameter (gear) of the 1st gear and the 2nd gear which are two gears constituting each gear train among the 1st speed gear row G1 to the 6th speed gear row G6. The maximum gear diameter is formed to be the smallest, and the vertical dimension of the first gear and the second gear is formed to be the smallest.

As shown in FIG. 7, the drive shaft 4 is arranged on the upper side of the transmission gear portion 21 and extends in the vehicle width direction on the center side of the transmission mechanism portion 20 in the front-rear direction of the vehicle body. The drive shaft 4 is arranged at a position that overlaps with a portion of the transmission gear portion 21 in which a plurality of gear trains G1 to G6 are arranged in the vehicle front-rear direction, and preferably a plurality of gear trains G1 to G6 are arranged. It is placed on the center side of the vehicle body in the front-rear direction. The drive shafts 4a and 4b extend linearly in the vehicle width direction orthogonal to the vehicle body front-rear direction, and the drive shaft 4b on the right side of the vehicle body extends in the vehicle width direction on the vehicle body front-rear direction center side of the transmission mechanism unit 20.

The drive shaft 4 extends in the vehicle width direction at a position in the vehicle body front-rear direction corresponding to a predetermined gear train G3 having the smallest vertical dimension of the first gear and the second gear among the plurality of gear trains G1 to G6 of the transmission gear portion 21. , Are arranged at positions that overlap the predetermined gear train G3 in the front-rear direction of the vehicle body. In the present embodiment, the drive shaft 4 extends in the vehicle width direction at a position corresponding to the gear train G3 for the third speed stage in the vehicle body front-rear direction, that is, at a position overlapping in the vehicle body front-rear direction.

In the present embodiment, the drive shaft 4 is provided corresponding to the gear train G3 for the third speed stage, but it may be provided at the position in the vehicle body front-rear direction corresponding to the gear train G4 for the fourth speed stage. The drive shaft 4 is provided at a position in the vehicle body front-rear direction corresponding to the medium-speed gear trains G3 and G4 as a predetermined gear train having small vertical dimensions of the first gear and the second gear.

In the transmission 3, the 1st speed gear train G1 and the 2nd speed gear train are set as the low speed gear train, and the 5th speed gear train G5 and the 6th speed gear train G6 are set as the high speed gear train. Is set, and the 3rd speed gear train G3 and the 4th speed gear train G4 are set as the middle speed gear train.

When a gear train for 1st gear to a gear train for 5th gear is set as a gear train for forward gears, a gear train for 1st gear is set as a gear train for low speed gears and a gear train for 5th gear is set as a gear train for high speed gears. A gear train for gears is set, a gear train for 2nd gear to a gear train for 4th gear is set as a gear train for medium speed, and the drive shaft 4 has small vertical dimensions of the first gear and the second gear. As a predetermined gear train, it is provided at a position in the front-rear direction of the vehicle body corresponding to the gear train for the second speed stage to the gear train for the fourth speed stage, which is the gear train for the middle speed stage.

When the drive shaft 4 has at least three or more gear trains as the forward gear train, the drive shaft 4 corresponds to the gear train for medium speed gears as a predetermined gear train having a small vertical dimension of the first gear and the second gear. It is provided at a position in the front-rear direction of the vehicle body, preferably at a position in the front-rear direction of the vehicle body corresponding to a predetermined gear train having the smallest vertical dimension of the first gear and the second gear.

As shown in FIG. 4, the transmission gear operation unit 22 is arranged on the upper side of the transmission gear unit 21. The speed change gear operation unit 22 has a plurality of shift rods 61, 62, 63, 64 and a plurality of shift rods 61, 62, which are arranged in parallel with each other by supporting the plurality of shift forks 61a, 62a, 63a, 64a, respectively. A shift drum 65 having shift grooves 65a, 65b, 65c, 65d corresponding to 63 and 64, respectively, and a motor as an actuator for rotating and driving the shift drum 65 to move a plurality of shift rods 61, 62, 63, 64. It is equipped with 66.

The plurality of shift rods 61, 62, 63, 64 of the transmission gear operation unit 22 are specifically arranged so that the four shift rods 61, 62, 63, 64 extend above the drive shaft 4 in the vehicle body front-rear direction. Has been done. Each shift rod 61, 62, 63, 64 extends linearly in the front-rear direction of the vehicle body, and is arranged so as to extend horizontally or substantially horizontally above the input shaft 30, the output shaft 40, and the counter shaft 50. There is.

As shown in FIG. 8, four shift rods 61, 62, 63, 64, specifically the first shift rod 61, the second shift rod 62, the third shift rod 63, and the fourth shift rod, are arranged in this order from the left side of the vehicle body. 64 are arranged at positions where they are separated in the vehicle width direction and overlap each other in the vehicle body vertical direction.

The shift forks 61a, 62a, 63a, 64a supported by the shift rods 61, 62, 63, 64 extend downward from the shift rods 61, 62, 63, 64, respectively, and extend in a direction orthogonal to the vehicle body front-rear direction. ing. The plurality of shift forks 61a, 62a, 63a, 64a are provided apart from each other in the front-rear direction of the vehicle body, and the first shift fork 61a, the fourth shift fork 64a, the second shift fork 62a, and the third shift fork 63a are provided in this order from the front side of the vehicle body. Are provided apart from each other in the front-rear direction of the vehicle body.

The shift arms 61b, 62b, 63b, 64b supported by the shift rods 61, 62, 63, 64 extend upward from the shift rods 61, 62, 63, 64, respectively. The plurality of shift arms 61b, 62b, 63b, 64b are provided apart from each other in the front-rear direction of the vehicle body, and the protrusions 61c, 62c, 63c, 64c at the tip of each shift arm 61b, 62b, 63b, 64b shift, respectively. It is engaged with the shift grooves 65a, 65b, 65c, 65d of the drum 65.

As shown in FIG. 7, the shift drum 65 and the motor 66 are arranged above the plurality of shift rods 61, 62, 63, 64 on the rear side of the vehicle body of the transmission mechanism unit 20. The shift drum 65 and the motor 66 are arranged so that their axes extend in the front-rear direction of the vehicle body. The motor 66 is arranged above the shift drum 65.

As shown in FIG. 8, the drive shaft 4 extends in the vehicle width direction at a position overlapping in the vehicle body vertical direction on the center side of the transmission mechanism unit 20 in the vehicle body vertical direction. The drive shaft 4 has a plurality of shift rods 61 between the transmission gear unit 21 and the transmission gear operation unit 22 arranged on the upper side of the transmission gear unit 21, specifically, the transmission gear unit 21 and the transmission gear operation unit 22. It extends in the vehicle width direction through between 62, 63 and 64. The drive shaft 4 can be arranged between the transmission gear unit 21 and the transmission gear operation unit 22 dispersedly arranged in the vertical direction of the vehicle body with good assemblability.

As shown in FIG. 7, the drive shaft 4 extends in the vehicle width direction through between the plurality of shift forks 61a, 62a, 63a, 64a. In the transmission 3, the drive shaft 4 extends in the vehicle width direction through between the fourth shift fork 64a and the second shift fork 62a arranged apart from each other in the front-rear direction of the vehicle body.

In the vehicle 1, the transmission 3 is arranged in the vicinity of the drive shaft 4 at the rear of the vehicle body, and the drive shaft 4 is arranged in the vehicle width direction on the vehicle body front-rear direction center side and the vehicle body vertical direction center side of the transmission mechanism portion 20 of the transmission 3. It extends, penetrates the transmission case 11, and extends in the vehicle width direction. In the drive shaft 4b on the right side of the vehicle body, a part of the drive shaft 4b penetrates the side surface portion 11b on the right side of the vehicle body of the transmission case 11, and the side surface portion 11b on the left side of the vehicle body of the transmission case 11 is formed from a part of the drive shaft 4b. The portion of the drive shaft 4b located on the left side of the vehicle body penetrates.

The drive shaft 4 also extends in the vehicle width direction through between the transmission gear unit 21 of the transmission mechanism unit 20 and the transmission gear operation unit 22, and is the first gear among the plurality of gear trains G1 to G6 constituting the transmission gear unit 21. In addition, the second gear extends in the vehicle width direction at a position in the vehicle body front-rear direction corresponding to a predetermined gear train G3 having a small vertical dimension.

In the present embodiment, the input shaft 30, the output shaft 40, and the counter shaft 50 can be arranged so as to be offset in the vertical direction of the vehicle body, but are preferably arranged at positions where they overlap in the vertical direction of the vehicle body. Although the differential device 7 is arranged on the left side of the vehicle body of the transmission 3, it can also be arranged on the right side of the vehicle body of the transmission 3.

Further, a motor 66 is used as an actuator for moving and operating a plurality of shift rods 61, 62, 63, 64, and an electric actuator is used. However, a plurality of shift rods 61, using an actuator such as a hydraulic actuator are used. 62, 63, 64 may be moved. In the present embodiment, the transmission 3 is a transmission 3 in which the shift rods 61, 62, 63, 64 are moved and operated by an actuator based on the manual transmission, but the same can be applied to the manual transmission. Is.

As described above, the power transmission device 5 of the vehicle according to the present embodiment is connected to the transmission 3 for shifting and outputting the power input from the drive source 2 and output from the transmission 3 in connection with the transmission 3. It includes a drive shaft 4 that transmits power from the drive source 2 to the drive wheels 6. The transmission 3 has a transmission mechanism unit 20 that is arranged in the transmission case 11 so that the axis extends in the front-rear direction of the vehicle body and shifts the power from the drive source 2. The drive shaft 4 extends in the vehicle width direction on the center side of the transmission mechanism unit 20 in the vertical direction of the vehicle body, and is provided so as to penetrate the transmission case 11.

As a result, when the transmission 3 is arranged in the vicinity of the drive shaft 4 at the rear of the vehicle body in the vehicle 1 provided with the vertically installed transmission 3, the drive shaft 4 shifts on the center side of the transmission mechanism unit 20 in the vertical direction of the vehicle body. Since the transmission penetrates the machine case 11 and extends in the vehicle width direction, the position of the center of gravity of the vehicle can be lowered and the steering stability can be improved as compared with the case where the transmission is arranged above the drive shaft. Further, as compared with the case where the transmission is arranged below the drive shaft, the gap with the ground can be increased to secure the ground height.

Therefore, in the vehicle 1 provided with the longitudinal transmission 3, when the transmission 3 is arranged in the vicinity of the drive shaft 4 at the rear of the vehicle body, it is possible to improve the steering stability while ensuring the ground clearance.

Further, the speed change mechanism unit 20 is attached to the input shaft 30 and the output shaft 40 arranged on the same axis, the counter shaft 50 arranged in parallel with the input shaft 30 and the output shaft 40, and the input shaft 30 or the output shaft 40. A transmission gear portion 21 having a plurality of gear trains G1 to G6, which are each of the first gears 31 to 36 provided and the second gears 41 to 46 provided on the counter shaft 50 and meshing with the first gears 31 to 36. The drive shaft 4 extends in the vehicle width direction at a position in the vehicle body front-rear direction corresponding to a predetermined gear train G3 having a small vertical dimension of the first gear and the second gear among the plurality of gear trains G1 to G6.

As a result, the drive shaft 4 can be arranged close to the axis of the transmission mechanism unit 20, and the transmission 3 and the drive shaft 4 can be compactly arranged in the vertical direction of the vehicle body.

Further, the speed change mechanism unit 20 is attached to the input shaft 30 and the output shaft 40 arranged on the same axis, the counter shaft 50 arranged in parallel with the input shaft 30 and the output shaft 40, and the input shaft 30 or the output shaft 40. A transmission gear unit 21 having a plurality of gear trains G1 to G6 provided by the first gears 31 to 36 provided and the second gears 41 to 46 provided on the counter shaft 50 and meshing with the first gears 31 to 36. The drive shaft 4 extends in the vehicle width direction through between the speed change gear unit 21 and the speed change gear operation unit 22.

As a result, the speed change gear portion 21 in which the drive shaft 4 is distributed in the vertical direction of the vehicle body with good assembleability as compared with the case where the drive shaft extends in the vehicle width direction through between the transmission gear portions and the transmission gear operation portion. It can be arranged between the transmission gear operation unit 22 and the transmission gear operation unit 22, and the drive shaft 4 and the transmission 3 can be arranged with good assemblability.

Further, the power transmission device 5 of the vehicle includes a differential device 7 which is connected to the transmission 3 and is connected to the drive shaft 4 to transmit the power from the drive source 2 output from the transmission 3 to the drive shaft 4. ing.

As a result, in the vehicle 1 provided with the differential device 7 connected to the vertically installed transmission 3 and connected to the drive shaft 4, the drive shaft 4 is the transmission on the center side of the transmission mechanism unit 20 in the vertical direction of the vehicle body. By penetrating the case 11 and extending in the vehicle width direction, it is possible to improve the steering stability while ensuring the ground height.

Further, a differential housing 14 in which the differential device 7 is housed is provided, and the differential housing 14 is integrally formed with the transmission case 11. As a result, the differential housing 14 and the transmission case 11 can be formed more compactly than when the differential housing is arranged in the vehicle width direction without being integrally formed with the transmission case 11.

The present invention is not limited to the embodiments exemplified, and various improvements and design changes can be made without departing from the gist of the present invention.

As described above, according to the present invention, when the longitudinal transmission is arranged near the drive shaft at the rear of the vehicle, it is possible to improve the steering stability while ensuring the ground height. It may be suitably used in a vehicle equipped with a vertical transmission.

1 Vehicle 2 Engine 3 Transmission 4 Drive shaft 5 Power transmission device 6 Rear wheel 7 Differential device 11 Transmission case 14 Differential housing 20 Transmission mechanism unit 21 Transmission gear unit 22 Transmission gear operation unit 30 Input shaft 31 to 36 First gear 40 Output shaft 41 to 46 Second gear 50 Counter shaft G1 to G6 Gear train

Claims (5)

A vehicle equipped with a transmission that shifts and outputs the power input from the drive source and a drive shaft that is connected to the transmission and transmits the power from the drive source that is output from the transmission to the drive wheels. It is a power transmission device of
The transmission has a transmission mechanism unit in which the axis is arranged in the transmission case so as to extend in the front-rear direction of the vehicle body and the power from the drive source is changed.
The drive shaft extends in the vehicle width direction on the center side of the transmission mechanism portion in the vertical direction of the vehicle body, and is provided so as to penetrate the transmission case.
A vehicle power transmission device characterized by that. The speed change mechanism unit includes an input shaft and an output shaft arranged on the same axis, a counter shaft arranged in parallel with the input shaft and the output shaft, and a first unit provided on the input shaft or the output shaft. A transmission gear unit having a plurality of gear trains provided for the gear and the second gear provided on the counter shaft and meshing with the first gear is provided.
The drive shaft extends in the vehicle width direction at a position in the vehicle body front-rear direction corresponding to a predetermined gear train having a small vertical dimension of the first gear and the second gear among the plurality of gear trains.
The vehicle power transmission device according to claim 1. The speed change mechanism unit includes an input shaft and an output shaft arranged on the same axis, a counter shaft arranged in parallel with the input shaft and the output shaft, and a first unit provided on the input shaft or the output shaft. A transmission gear unit having a plurality of gear trains provided for the gear and a second gear provided on the counter shaft and meshing with the first gear, and a transmission gear operation unit for operating the transmission gear unit are provided.
The drive shaft extends in the vehicle width direction through between the transmission gear portion and the transmission gear operation portion.
The vehicle power transmission device according to claim 1 or 2, characterized in that. It is provided with a differential device that is connected to the transmission and is connected to the drive shaft to transmit power from the drive source output from the transmission to the drive shaft.
The vehicle power transmission device according to any one of claims 1 to 3, wherein the vehicle power transmission device is characterized by the above. A differential housing in which the differential device is housed is provided.
The differential housing is integrally formed with the transmission case.
The vehicle power transmission device according to claim 4.

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