JP2765054B2 - 4 wheel drive vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a four-wheel drive vehicle, and in particular, it is possible to increase the degree of freedom in setting a drive force take-out position and increase the rigidity of a drive force distribution shaft. The present invention relates to a four-wheel drive vehicle that can increase the degree of freedom in setting the final reduction ratio and does not increase the size or weight of the driving force distribution mechanism.

[Conventional technology]

In recent years, in order to improve running performance and safety in all running conditions such as running on rough roads and running on rough roads as well as on ordinary roads, it is a single wheel that takes out the driving force of the internal combustion engine via a transmission. For example, there are various types of so-called four-wheel drive vehicles that drive the front wheels and distribute the driving force of the internal combustion engine by a driving force distribution mechanism through a transmission to drive out, for example, the rear wheels on other wheels. .

For example, a four-wheel drive vehicle 202 shown in FIG. 6 is equipped with a front horizontal internal combustion engine 204. The driving force of the internal combustion engine 204 is converted into a desired torque and rotation speed by a transmission 208 via a clutch 206 and is taken out. The front axle 214 is transmitted from a front final reduction mechanism 210 via a front differential mechanism 212 to a front axle 214. Is transmitted to the front right axle 214R and the front left axle 214L,
Of the front right wheel 216R and the front left wheel 216L. The driving force of the internal combustion engine 204 is distributed and taken out by a driving force distribution mechanism 218 via a transmission 208, and is driven by a propulsion shaft 220 from a rear final deceleration mechanism 222 via a rear differential mechanism 224 to a rear axle 226. To the rear right axle 226R and the rear left axle 226L to drive the rear right wheel 228R and the rear left wheel 228L as the rear wheels 228.

The four-wheel drive vehicle 202 of such a front horizontal internal combustion engine 204
As shown in FIG. 7, the driving force distribution mechanism 218 has a driving force distribution driving bevel gear 232 fixed to a front differential housing 230 of the front differential mechanism 212 and a transmission shaft of the transmission 208. For example, a driving force distribution driven bevel gear 238 is fixedly mounted on a driving force distribution output shaft 236 which is a driving force distribution shaft disposed intersecting with the main shaft 234, and the driven bevel gear 238 meshes with the driving bevel gear 232. ing.

[Problems to be solved by the invention]

However, the driving force distribution mechanism 218 shown in FIG. 7 engages the driving force distribution driven bevel gear 238 with the driving force distribution driving bevel gear 232 fixed to the front differential housing 230,
Since the driving force is output by the driving force distribution output shaft 236 to which the driving force distribution driven bevel gear 238 is fixed, the position where the driving force distribution output shaft 236 is disposed is restricted, so that the driving force extraction position is obtained. There is a problem that the degree of freedom in setting is low. Therefore, the propulsion shaft 220 that connects the driving force distribution output shaft 236 and the rear final deceleration input shaft 240 of the rear final deceleration mechanism 222
Has a large mounting angle α with respect to each of the shafts, which is disadvantageous in terms of vibration and noise.

Therefore, a driving force distribution mechanism 304 for a four-wheel drive vehicle 302 as shown in FIG. 8 has been proposed. The four-wheel drive vehicle 302
Is equipped with a rear horizontal internal combustion engine 306. The driving force distribution mechanism 304 of the four-wheel drive vehicle 302 is driven by a driving force distribution shaft disposed in parallel with, for example, a main shaft 312 which is a transmission shaft of a transmission 310 connected to the internal combustion engine 306 by a clutch 308. A driven gear 316 for driving force distribution is fixed to one end of the input shaft 314 for force distribution, and the driven gear 316 is fixed to a rear differential housing 320 of a rear differential mechanism 318. A driving force distribution input gear 326 fixedly mounted on the other end of the input shaft 314 and a driving force distribution shaft disposed intersecting with the input shaft 314 are meshed with the final reduction gear 324. An output gear 330 for driving force distribution fixed to the output shaft 328 is meshed.

According to the driving force distribution mechanism 304, the position of the driving force distribution output shaft 328 can be changed by extending or shortening the shaft length of the driving force distribution input shaft 314. It is possible to increase the degree of freedom in setting the take-out position of the driving force as compared with the force distribution mechanism 218, thereby making it possible to reduce the mounting angle of the propulsion shaft 332 with respect to each axis, which is advantageous for vibration and noise. However, extending the length of the driving force distribution input shaft 314, which is the driving force distribution shaft, has the disadvantage of reducing the rigidity of the shaft, and also causes the driven gear 316 and the rear final reduction large gear 324 to mesh with each other. State, input gear 326 and output gear 330
There is a problem that the final reduction ratio of the final reduction mechanism is restricted by the meshing state of the above, and therefore, there is a disadvantage that the degree of freedom in setting the final reduction ratio is reduced.

As a driving force distribution mechanism for four-wheel drive vehicles,
There is one disclosed in JP-A-63-3853. In the driving force distribution mechanism disclosed in this publication, a first shaft, which is a driving force distribution input shaft, is arranged in series on an axis coaxial with an input shaft, which is a transmission shaft of a transmission, and is arranged in parallel with the first shaft. A second shaft that is an output shaft for driving force distribution is arranged, the first shaft is connected to a rear propulsion shaft, the second shaft is connected to a front propulsion shaft, and the first shaft and the second shaft are chained. This was communicated by the transmission mechanism.

According to the driving force distribution mechanism disclosed in this publication, the first shaft, which is the driving force distribution input shaft, and the second shaft, which is the driving force distribution output shaft, are connected by the chain transmission mechanism, so that the driving force distribution is achieved. It is possible to change the arrangement position of the second shaft, which is the output shaft for use, so that the degree of freedom in setting the take-out position of the driving force can be increased. However, since the first shaft is arranged in series on the same axis as the input shaft, which is the transmission shaft of the transmission, and the second shaft is arranged in parallel with the first shaft, the driving force distributing mechanism allows each shaft However, there is a disadvantage that the length becomes longer in the axial direction to increase the size and increase the weight.

[Object of the invention]

Accordingly, an object of the present invention is to increase the degree of freedom in setting the drive force take-out position, increase the rigidity of the driving force distribution shaft, increase the degree of freedom in setting the final reduction ratio, and provide a driving force distribution mechanism. An object of the present invention is to realize a four-wheel drive vehicle that does not cause an increase in size and weight of the vehicle.

[Means for solving the problem]

In order to achieve this object, the present invention takes out the driving force of an internal combustion engine through a transmission, drives one wheel, and distributes the driving force of the internal combustion engine through a transmission by a driving force distribution mechanism. In a four-wheel drive vehicle that drives the other wheels to be taken out, the driving force distribution mechanism includes a driving force distribution input shaft disposed to cross the transmission shaft of the transmission and a driving force distribution input shaft arranged in parallel with the driving force distribution input shaft. The output shaft for driving force distribution and the chain transmission mechanism for connecting the input shaft for driving force distribution and the output shaft for driving force distribution are provided.

[Action]

According to the configuration of the present invention, the driving force distribution input shaft disposed crossing the transmission shaft of the transmission and the driving force distribution output shaft disposed parallel to the input shaft are connected by the chain transmission mechanism. By doing so, the arrangement position can be changed without unnecessarily extending the axial length of the driving force distribution input shaft. Also,
By connecting the driving force distribution input shaft and the driving force distribution output shaft with a chain transmission mechanism, the final reduction ratio of the final reduction mechanism is not restricted. Further, by providing the driving force distribution input shaft crossing the transmission shaft of the transmission and arranging the driving force distribution output shaft in parallel with the input shaft, the length of each shaft increases in the axial direction. Can be prevented.

〔Example〕

Next, an embodiment of the present invention will be described in detail with reference to the drawings.

FIGS. 1 and 2 show the present invention in a front-side horizontal internal combustion engine.
1 shows an embodiment implemented in a wheel drive vehicle. In the figure, reference numeral 2 denotes a four-wheel drive vehicle. The driving force of the internal combustion engine 4 mounted laterally on the front of the four-wheel drive vehicle 2 is converted into a desired torque and rotation speed by a transmission 8 via a clutch 6 and taken out. The transmission is transmitted from the reduction mechanism 10 to the front right axle 14R and the front left axle 14L as the front axle 14 via the front differential mechanism 12, and the front right wheel 16R as the front wheel 16 is transmitted.
And drives the front left wheel 16L. Further, the driving force of the internal combustion engine 4 is distributed and taken out by the driving force distribution mechanism 18 via the transmission 8, and the propulsion shaft 20 drives the rear final deceleration mechanism 22.
Is transmitted to the rear right axle 26R and the rear left axle 26L as the rear axle 26 via the rear differential mechanism 24, and drives the rear right wheel 28R and the rear left wheel 28L as the rear wheels 28.

As shown in FIG. 2, the driving force distribution mechanism 18 of the four-wheel drive vehicle 2 includes a driving force distribution input shaft 30 which is a driving force distribution shaft intersecting the transmission shaft of the transmission 8 and a driving force distribution input shaft 30. An output shaft 32 for driving force distribution arranged in parallel with the input shaft 30 for driving force distribution,
A chain transmission mechanism 34 connects the driving force distribution input shaft 30 and the driving force distribution output shaft 32 to each other.

More specifically, the transmission 8 includes a main shaft 36 serving as a transmission shaft.
And a counter shaft 38, and a speed change gear train 40 between the main shaft 36 and the counter shaft 38. By selecting and meshing the speed change gear train 40, the driving force of the internal combustion engine 4 can be converted into a desired torque and rotation speed and taken out. The driving force distribution input shaft 30 is disposed so as to cross a transmission shaft, for example, a main shaft 36 of the transmission 8 at a right angle.

Further, the front differential mechanism 12 includes a front differential housing 42.
A differential gear train 44 is provided therein. The transmission 8 and the front differential mechanism 12 are provided with a front final reduction pinion 46 fixed to one end of the counter shaft 38 and a front differential housing 42 meshing with the front final reduction pinion 46. It is connected by a front final reduction mechanism 10 comprising a fixed front final reduction gear 48.

A drive bevel gear 50 for driving force distribution is fixed to the front differential housing 42 of the front differential mechanism 12, and a driven bevel gear 52 for driving force distribution is provided at one end of the driving force distribution input shaft 30.
Is fixed. This driven bevel gear 52 for driving force distribution
Are meshed with the drive bevel gear 50 for driving force distribution.

The chain transmission mechanism 34 has a driving sprocket 54 fixed to the other end of the driving force distribution input shaft 30 and a driving force distribution output shaft disposed in parallel with the driving force distribution input shaft 30.
A driven sprocket 56 is fixed to one end of the drive shaft 32, and a chain 58 as a power transmission tool is wound around the driving sprocket 54 and the driven sprocket 56. The other end of the driving force distribution output shaft 32 is connected to one end of the propulsion shaft 20.

 Next, the operation will be described.

The driving force of the internal combustion engine 4 mounted laterally on the front of the four-wheel drive vehicle 2 is converted into a desired torque and rotation speed by a transmission 8 and taken out. It is transmitted to the front right axle 14R and the front left axle 14L via the differential mechanism 12, and drives the front right wheel 16R and the front left wheel 16L.

The driving force of the internal combustion engine 4 is distributed and taken out by a driving force distribution mechanism 18 via a transmission 8. At this time, the driving force of the internal combustion engine 4 is controlled by the driving force distribution drive bevel gear 50 fixed to the front differential housing 42 of the front differential mechanism 12.
Is transmitted to the driving force distribution input shaft 30 via the driving force distribution driven bevel gear 52, and is driven by the chain 58 from the driving sprocket 54 fixed to the driving force distribution input shaft 30 by the chain transmission mechanism 34 via the driven sprocket 56. The driving force is transmitted to the driving force distribution output shaft 32 and transmitted to the propulsion shaft 20. The driving force transmitted to the propulsion shaft 20 is transmitted to the rear right axle 26R and the rear left axle 2 from the rear final deceleration mechanism 22 via the rear differential mechanism 24.
6L to drive the rear right wheel 28R and the rear left wheel 28L.

Thereby, the four-wheel drive vehicle 2 can drive and drive all the front wheels 16 and the rear wheels 28.

As described above, the driving force of the internal combustion engine 4 is taken out through the transmission 8 to drive one of the wheels, for example, the front wheels 16, and the driving force of the internal combustion engine 4 is transmitted through the transmission 8 to the driving force distribution mechanism 18. In the four-wheel drive vehicle 2 that drives the other wheels, for example, the rear wheels 28, the input shaft 30 for driving force distribution, which is disposed crossing the transmission shaft, for example, the main shaft 36, of the transmission 8, is provided. By connecting the driving force distribution output shaft 32 arranged in parallel with the driving force distribution input shaft 30 with the chain transmission mechanism 34, the shaft length of the driving force distribution input shaft 32 can be unnecessarily extended. The arrangement position of the driving force distribution output shaft 32 can be changed vertically and horizontally with respect to the driving force distribution input shaft 32. Therefore, it is possible to increase the degree of freedom in setting the drive force take-out position, and it is possible to reduce the mounting angle of the propulsion shaft 20 with respect to the drive force distribution output shaft 32 to make it straight, which is not advantageous for vibration and noise. Further, the rigidity of the driving force distribution input shaft 30, which is the driving force distribution shaft, can be increased.

In addition, the driving force distribution input shaft 30 and the driving force distribution output shaft
By communicating the 32 with the chain transmission mechanism 34, the final reduction ratio of the final reduction mechanism is not restricted. That is, the rotational speed ratio of the driving force distribution mechanism 18 is independent of the rear final reduction mechanism 22, and the meshing state of the driving force distribution driving bevel gear 50 and the driving force distribution driven bevel gear 52, the driving sprocket 54 and the driven sprocket 56 The driving sprocket 54 and the driven sprocket 56 are generally set to the same number of teeth, although the meshing state is determined by the chain 58 and the meshing state of the front final reduction mechanism 10. A bevel gear train in the same meshing state as the distribution driven bevel gear 52 can be applied to the rear final reduction mechanism 22. For this reason, the range of choice of the final reduction mechanism can be expanded. The degree of freedom in setting the final reduction ratio can be increased.

Further, a driving force distribution input shaft 30 is provided so as to intersect a transmission shaft of the transmission 8, for example, a main shaft 36, and a driving force distribution output shaft 32 is provided in parallel with the driving force distribution input shaft 30. By doing so, it is possible to prevent each shaft from becoming longer in the axial direction. For this reason, the disadvantage that the driving force distribution mechanism 18 is increased in size and weight is not caused.

FIGS. 3 to 5 show an embodiment in which the present invention is applied to a four-wheel drive vehicle of an internal combustion engine with a horizontal central portion.

In this embodiment, the driving force of an internal combustion engine 102 mounted horizontally at the center of a four-wheel drive vehicle (not shown) is transmitted to a transmission 106 via a clutch 104. Transmission 106
Includes a main shaft 108 as a transmission shaft and a counter shaft 110, and a transmission gear train 112 between the main shaft 108 and the counter shaft 110. By selecting and meshing the transmission gear train 112, the driving force of the internal combustion engine 102 can be converted into a desired torque and rotation speed and extracted.

The transmission 106 is driven by a rear differential
116 has been contacted. The rear final reduction mechanism 114 includes a rear final reduction pinion 118 fixed to one end of the counter shaft 110, and a rear final reduction large gear 120 meshed with the rear final reduction pinion 118.
Consists of The rear differential mechanism 116 includes a differential gear train 124 in a rear differential housing 122. The rear differential reduction gear 122 is fixed to the rear differential housing 122. The rear differential mechanism 116 is connected to a rear axle (not shown) and drives rear wheels.

The driving force distribution mechanism 126 intersects at right angles with, for example, the main shaft 108 which is a transmission shaft of the transmission 106, and the driving force distribution input shaft 1
28, and a driving force distribution output shaft 130 is disposed in parallel with the driving force distribution input shaft 128, and the driving force distribution input shaft 128 and the driving force distribution output shaft 130 are connected to the chain transmission mechanism 132. Contacted by

More specifically, a drive bevel gear 134 for driving force distribution is fixed to the rear differential housing 122 of the rear differential mechanism 116. Further, a driven bevel gear 136 for driving force distribution is fixed to one end of the input shaft 128 for driving force distribution.
The driven bevel gear 136 for distributing driving force meshes with the bevel gear 134 for driving force distribution.

The chain transmission mechanism 132 includes a driving force distribution input shaft 128.
A driven sprocket 140 is fixed to one end of a driving force distribution output shaft 130 disposed in parallel with the driving force distribution input shaft 128, and a driven sprocket 140 is fixed to the other end of the driving sprocket 138. A chain 142, which is a power transmission tool, is wound around the driven sprocket 140.

The other end of the driving force distribution output shaft 130 is connected to the transmission 106.
, And extends forward and communicates with one end of the propulsion shaft 144. The other end of the propulsion shaft 144 is connected to a front final deceleration mechanism (not shown), is connected to a front axle via a front differential mechanism, and drives a front wheel.

As described above, in the case where the present invention is applied to a four-wheel drive vehicle having a central horizontal internal combustion engine, the arrangement position of the driving force distribution output shaft 130 is changed vertically and horizontally with respect to the driving force distribution input shaft 128. In addition, by increasing the degree of freedom in setting the drive force take-out position, it is possible to easily realize a four-wheel drive vehicle having a central horizontal internal combustion engine developed from a front horizontal internal combustion engine. It is practically advantageous.

〔The invention's effect〕

As described above, according to the present invention, the driving force distribution input shaft disposed to cross the transmission shaft of the transmission and the driving force distribution output shaft disposed in parallel to the driving force distribution input shaft. By communicating with the chain transmission mechanism, the disposition position of the driving force distribution output shaft can be changed without unnecessarily extending the axial length of the driving force distribution input shaft. For this reason, the degree of freedom in setting the take-out position of the driving force can be increased, and
The mounting angle of the propulsion shaft with respect to the driving force distribution output shaft can be reduced and linearized, which can be advantageous for vibration and noise, and the rigidity of the driving force distribution shaft can be increased.

In addition, by connecting the driving force distribution input shaft and the driving force distribution output shaft with a chain transmission mechanism, the final reduction ratio of the final reduction mechanism is not restricted. Therefore, the degree of freedom in setting the final reduction ratio can be increased.

Further, by disposing a driving force distribution input shaft crossing the transmission shaft of the transmission and arranging a driving force distribution output shaft in parallel with the driving force distribution input shaft, the shaft of each shaft is provided. It can be prevented from becoming long in the direction, and the disadvantage that the driving force distribution mechanism becomes large and the weight increases does not occur.

[Brief description of the drawings]

FIGS. 1 and 2 show an embodiment in which the present invention is applied to a four-wheel drive vehicle of a front horizontal internal combustion engine. FIG. 1 is a schematic plan view of a driving force transmission system of a four-wheel drive vehicle. FIG. 3 is a schematic plan view of a driving force distribution mechanism. FIGS. 3 to 5 show an embodiment in which the present invention is applied to a four-wheel drive vehicle of an internal combustion engine of a horizontal central type, FIG. 3 is a plan view of a driving force distribution mechanism, and FIG. 4 is a driving force distribution mechanism. 5 is a side view of the driving force distribution mechanism. 6 to 8 show a conventional example, FIG. 6 is a schematic plan view of a driving force transmission system of a four-wheel drive vehicle, and FIG. 7 is a driving force distribution mechanism of a four-wheel drive vehicle of a front horizontal internal combustion engine. FIG. 8 is a schematic plan view of a driving force distribution mechanism of a four-wheel drive vehicle of a rear horizontal internal combustion engine. In the figure, 2 is a four-wheel drive vehicle, 4 is an internal combustion engine, 6 is a clutch, 8 is a transmission, 10 is a front final deceleration mechanism, 12 is a front differential mechanism, 14 is a front axle, and 16 is a front part. Wheels, 18 is a driving force distribution mechanism, 20 is a propulsion shaft, 22 is a rear final deceleration mechanism, 24 is a rear differential mechanism, 26 is a rear axle, 28 is a rear axle, 30 is a driving force distribution input shaft, 32 is a drive Output shaft for force distribution, 34 is a chain transmission mechanism, 36 is a main shaft, 38 is a counter shaft, 40 is a transmission gear train,
42 is a front differential housing, 44 is a differential gear train, 46 is a front final reduction small gear, 48 is a front final reduction large gear, 50 is a drive bevel gear for driving force distribution, and 52 is a driven bevel gear for driving force distribution. , 54
Is a driving sprocket, 56 is a driven sprocket, and 58 is a chain.

Claims (1)

(57) [Claims] 1. A driving force of an internal combustion engine is taken out via a transmission to drive one wheel, and a driving force distribution mechanism distributes the driving force of the internal combustion engine via a transmission to drive another wheel. In the four-wheel drive vehicle, the driving force distribution mechanism includes a driving force distribution input shaft disposed across the transmission shaft of the transmission and a driving force distribution input shaft disposed in parallel to the driving force distribution input shaft. A four-wheel drive vehicle comprising an output shaft, a chain transmission mechanism for connecting the driving force distribution input shaft and the driving force distribution output shaft.