JP3018381B2 - Power transmission device for four-wheel drive vehicle - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device for a four-wheel drive vehicle, and more particularly, to distributing a driving force from a transmission of the vehicle and transmitting the driving force to one of front and rear wheels. In addition, the present invention relates to a power transmission device for a four-wheel drive vehicle that transmits the power to one of the front and rear wheels via a transfer provided integrally with the transmission.

[Related Art] In recent years, in order to improve running performance and stability not only on rough roads and running on rough terrain but also on all running conditions such as running on normal roads, the driving force of the internal combustion engine is adjusted to the front drive axle. Many types of four-wheel drive vehicles that transmit to a rear drive axle and drive front and rear wheels have appeared. The power transmission system of this four-wheel drive vehicle includes front engine and front drive (FF)
And rear engine rear drive (RR), front engine rear drive (FR), and midship engine front drive (MF) and midship engine rear drive (MR) which are variants of rear engine rear drive (RR) is there.

Such a power transmission device for a four-wheel drive vehicle is disclosed in JP-B-62-43884, JP-B-63-5294, and JP-B-63-294.
Japanese Patent Application Laid-Open No. 35444/1985 and Japanese Utility Model Application Laid-Open No.

The device disclosed in Japanese Patent Publication No. 62-43884 is provided with a differential that transmits a driving force to one of the front and rear wheels, and distributes the driving force to one of the other front and rear wheels via the differential. A transmission mechanism for transmitting driving force is provided, and a clutch mechanism for switching between two-wheel drive and four-wheel drive is provided between the differential unit and the driving force distributor.

Further, the one disclosed in Japanese Patent Publication No. 63-5294 is provided with a front-rear wheel differential that allows the driving force taken out of the transmission to operate between the front and rear wheels, and is connected to one side of the front-rear wheel differential. One of the front and rear wheels is driven by the one-side differential described above, and one of the front and rear wheels is driven by the other-side differential connected to the other side of the front-rear wheel differential.

Further, the one disclosed in JP-B-63-35444 discloses a transmission having a main transmission gear train and an auxiliary transmission gear train, wherein a common output shaft of the main transmission gear train and the auxiliary transmission gear train is provided. Idle shafts that support the idle gears of the auxiliary transmission gear train are provided in parallel, and the output shaft and the end of the idle shaft on the internal combustion engine side are respectively supported outside the clutch case wall on the internal combustion engine side. A clutch release arm is provided in a space in the clutch case wall at a position where the shaft is supported.

Furthermore, those disclosed in Japanese Utility Model Laid-Open No. 60-84725,
A transmission that meshes with an input gear on the transmission shaft separately from the input gear in a differential case of a transfer device having a transmission shaft parallel to the first axle that transmits power transmitted through the first axle to the second axle; The shaft drive gear is fixed, that is, the input gear is bolted to the flange of the differential case, and the transmission shaft drive gear is fixed together by bolts while abutting against the side of the input gear, and the final reduction ratio And the transfer device is downsized.

[Problems to be Solved by the Invention] By the way, in a conventional power transmission device for a four-wheel drive vehicle, a driving force transmission method in a four-wheel drive vehicle generally includes:
The transmission 102 disclosed in FIG. 4 is used.

In other words, as shown in FIG. 4, the transmission path of the driving force is formed by a counter shaft provided in parallel with the input shaft 108 through a transmission unit (not shown) in which the driving force input from the input shaft 108 of the transmission 102 first passes. , And transmitted from the output shaft 110 to the differential gear 104. And
The driving force is transmitted from the differential gear 104 to the transfer 106.

When it is necessary to change the output direction of the driving force from the transfer from the lower direction in FIG. 4 to the upper direction by changing the mounting position of the transmission, etc., as shown in FIG. It is necessary to position a transfer (not shown) below the differential gear 204, that is, on the side shown in the direction from the front surface to the back surface in FIG.

For this reason, a large mounting space is required in the vertical direction of the differential gear 204, which is disadvantageous in practical use due to an increase in size of the device, and is disadvantageous in that it is difficult to manufacture, increases cost, and is economically disadvantageous. .

[Object of the Invention] Accordingly, an object of the present invention is to distribute the driving force taken out of the transmission, drive one of the front and rear wheels via a differential gear, and integrate the transmission with the transmission in order to eliminate the above-mentioned disadvantages. In a power transmission device for a four-wheel drive vehicle that drives one of the front and rear wheels via a transfer provided in a transmission, an input shaft on one side of a transmission is connected to an internal combustion engine and a first output shaft is connected to an output shaft on the other side. And an intermediate transmission mechanism having a second drive gear, wherein the first drive gear of the intermediate transmission mechanism is a first driven gear of a final reduction shaft arranged in a vehicle width direction of a first power train system of one of front and rear wheels. And the second drive gear is disposed in the vehicle width direction of the second power train system of the other one of the front and rear wheels. A second driven gear, an output gear of the final reduction shaft and a differential gear, and a first bevel gear of a transfer input shaft provided with a second bevel gear of a transfer output shaft. It comprises a side case surrounding the transmission mechanism, a bottom case surrounding the differential gear, and a transfer front case. The output shaft, the final reduction shaft, and the transfer input shaft are arranged in parallel and substantially on the same plane. And an output shaft disposed between the input shafts of the transmission and the first and second power train systems are disposed at front and rear positions of the transmission, respectively, and the differential gear and the transfer are distributed and disposed at front and rear positions of the transmission. The front and rear powertrain systems can be made independent, and the gear ratio can be set. Together to obtain easily performed, transmission of the driving force is smoothly achieved, and device is to realize a power transmission device for a four-wheel drive vehicle with compact may play a space and weight.

[Means for Solving the Problems] In order to achieve this object, the present invention distributes the driving force taken out of the transmission, drives one of the front and rear wheels via a differential gear, and controls the transmission. In a power transmission device for a four-wheel drive vehicle that drives one of the front and rear wheels via an integrally provided transfer, an input shaft on one side of the transmission is connected to an internal combustion engine and an output shaft on the other side is connected. Provided with an intermediate transmission mechanism having first and second drive gears, and the first drive gear of the intermediate transmission mechanism is connected to a final reduction shaft disposed in the vehicle width direction of the first power train system of one of the front and rear wheels. The transfer of the transfer, wherein the transfer is provided in mesh with the first driven gear and the second drive gear is arranged in the vehicle width direction of the second power train system of the other of the front and rear wheels. The output gear of the final reduction shaft and the differential gear are provided in mesh with the second driven gear of the input shaft, and the first bevel gear of the transfer input shaft is meshed with the second bevel gear of the transfer output shaft. A main case, a side case surrounding the intermediate transmission mechanism, a bottom case surrounding the differential gear, and a transfer front case. The output shaft, the final reduction shaft, and the transfer input shaft are parallel and substantially on the same plane. And an output shaft is provided between the final reduction shaft and the transfer input shaft, and first and second power train systems are respectively provided at front and rear positions of the transmission, and the differential gear and the transfer gear are provided. Are arranged so as to be distributed to the front and rear positions of the transmission.

[Operation] With the configuration described above, the driving force from the transmission is transmitted to the first driven gear of the final reduction shaft of the first power train system of one of the front and rear wheels by the first drive gear of the intermediate transmission mechanism. The transmission is transmitted to the second driven gear of the transfer input shaft of one of the other second powertrain systems by the second drive gear of the intermediate transmission mechanism, and the front and rear powertrain systems are made independent to facilitate setting of the gear ratio. In addition to smooth transmission of driving force, it also saves space and weight.

Embodiment An embodiment of the present invention will be described below in detail with reference to the drawings.

1 to 3 show an embodiment of the present invention. In FIG. 1, reference numeral 2 denotes, for example, an automatic transmission of a four-wheel drive vehicle;
Is a differential gear, and 6 is a transfer.

The automatic transmission 2 has, on one side, an input shaft 8 for inputting a driving force from an internal combustion engine (not shown), and has a transmission unit (not shown), and the speed is changed to a desired rotational speed by the transmission unit. The driving force is transmitted to the output shaft 10 on the other side. The output shaft 10 has an intermediate transmission mechanism for distributing a driving force to the differential gear 4 and the transfer 6.
There are twelve.

The intermediate transmission mechanism 12 has first and second drive gears 14 and 16 mounted on the output shaft 10, and the first drive gear 14 is connected to a first power train system of one of front and rear wheels. And the second drive gear 16 is provided in mesh with the second driven gear 26 of the transfer input shaft 24 of the other power train system of the other one of the front and rear wheels. The first bevel gear 30 of the transfer input shaft 24 is provided by engaging the transfer output shaft 34 with the second bevel gear 32, and comprises a main case 36, a side case 40, a bottom case 42, and a transfer front case 44, 10 and the final reduction shaft 20 and the transfer input shaft 24 are disposed in parallel and substantially on the same plane, and the output shaft 10 is disposed and provided between the final reduction shaft 20 and the transfer input shaft 24. Each arranged to provide a powertrain to front and rear positions of the automatic transmission 2,
The differential gear 4 and the transfer 6 are arranged so as to be distributed to the front and rear positions of the automatic transmission 2.

More specifically, as shown in FIGS. 1 to 3, the intermediate transmission mechanism 12 includes the first and second drive gears 14, 16 and a final reduction shaft of a final reduction unit 18 which meshes with the first drive gear 14. A first driven gear 22 that is axially mounted on one end of the drive gear 20 and a transfer input shaft of the transfer 6 that meshes with the second drive gear 16.
A second driven gear 26 is attached to one end of the shaft 24.

Further, the first power train system includes the final deceleration unit 18.
The other end of the final deceleration shaft 20 is connected to the differential gear 4 via an output gear 28, and the differential gear 4 drives one of front and rear wheels (not shown), for example, a rear wheel (not shown). It is.

Further, the second power train system includes a first bevel gear 30 at the other end of the transfer input shaft 24 of the transfer 6.
A second bevel gear 32 meshing with the first bevel gear 30 is provided at one end of the transfer output shaft 34, and the other of the front and rear wheels (not shown), for example, a front wheel (not shown) is driven by the driving force from the transfer output shaft 34. ).

As shown in FIG. 1, the automatic transmission 2 includes a main case 36 and a side case mounted on the main case 36 so as to surround the intermediate transmission mechanism 12 and form an oil chamber 38 for the automatic transmission. 40, a bottom case 42 surrounding the differential gear 4, and a transfer front case 44. The transfer 6 is provided integrally with the automatic transmission 2 by the main case 36.

Further, the output shaft 10, the final deceleration shaft 20, and the transfer input shaft 24 are provided in parallel and substantially on the same plane as shown in FIGS. It is arranged between the shaft 20 and the transfer input shaft 24.

That is, the output shaft 10, the final reduction shaft 20, and the transfer input shaft 24 are connected to the first drive gear 14, the second drive gear 16, and the final reduction shaft 20 which are mounted on the output shaft 10 as shown in FIG. The central portions of the first driven gear 22 and the output gear 28, which are axially mounted, and the second driven gear 26, which is axially mounted on the transfer input shaft 24, are arranged substantially linearly.

Two first and second bearings 46 and 48 for supporting the transfer input shaft 24 are provided, and the first and second bearings are provided.
A retainer 50 that supports 46 and 48 is mounted inside the main case 36.

When the retainer 50 is mounted, a notch (not shown) and a lubricating oil guide are arranged below the first bevel gear 30 so as to be positioned.

 Next, the operation will be described.

The automatic transmission 2 is driven by driving an internal combustion engine (not shown).
Through a transmission (not shown) and an output shaft 10, an intermediate transmission mechanism 12
The first and second drive gears 14 and 16 are rotated.

Then, the final reduction shaft 20 of the final reduction unit 18 is rotated via the first driven gear 22 meshing with the first drive gear 16, and the differential gear 4 is rotated via the output gear 28 of the final reduction shaft 20. A rear wheel (not shown), which is one of the wheels, is driven.

Further, a transfer input shaft of the transfer 6 is connected via a second driven gear 26 meshing with the second drive gear 16.
The transfer output shaft 34 on which the second bevel gear 32 is mounted via the first bevel gear 30 of the transfer input shaft 24 is rotated. And the transfer output shaft
34 drives a front wheel (not shown) which is the other one of the front and rear wheels.

At this time, the lubricating oil is scraped up by the rotation of the first bevel gear 30, and the lubricating oil is supplied to the first and second bearings 46 by the notched portion (not shown) of the retainer 50 and the lubricating oil guiding portion.
Guided to 48.

When the space between the first and second bearings 46 and 48 is filled with the guided lubricating oil, the lubricating oil is discharged to the outside of the retainer 50 through a discharge port (not shown) of the retainer 50, and the first and second lubricating oils are discharged. It also flows out of the retainer 50 from the gap between the two bearings 46 and 48.

As a result, the final reduction unit 18 and the differential gear 4 are driven by the intermediate transmission mechanism 12 via the first drive gear 14.
Can be sequentially connected to the first power train system, and can be connected to the second power train system of the transfer 6 via the second drive gear 16.
The first and second power train systems can be made independent, and the gear ratio can be set by changing the number of first and second drive gears 14 and 16 due to factors such as changes in engine characteristics caused by the presence or absence of a supercharger. This can be easily performed by processing such as changing the tire diameter, and the distribution of the driving force is favorably performed by the intermediate transmission mechanism 12, so that the transmission of the driving force can be smoothly performed.

In addition, since the driving force transmission shaft does not pass through the lower portion of the transmission as in the related art, the device is compact, and the space for disposing the lower portion of the transmission is not required. It is economically advantageous and can reduce the weight of the transmission, and is fully compatible with the power transmission system of a four-wheel drive vehicle such as a midship engine front drive (MF) or a midship engine rear drive (MR) It is practically advantageous.

Further, since the work of attaching the transfer 6 is facilitated, the degree of freedom in design is increased, and the usability can be improved.

Further, the output shaft 10, the final deceleration shaft 20, and the transfer input shaft 24 are provided in parallel and substantially on the same plane as shown in FIGS. By arranging between the shaft 20 and the transfer input shaft 24, the driving force can be distributed and distributed to both sides with the output shaft 10 interposed therebetween, and a space for avoiding the differential gear 4 is not required. There is no need for a drive shaft configuration to avoid, and the shafts 10, 20, and 24 can be arranged substantially linearly to form a flat structure, which is practically advantageous.

Note that the present invention is not limited to the above-described embodiment, and various application modifications are possible.

For example, in the embodiment of the present invention, the first and second drive gears are used as the first and second drive portions of the intermediate transmission mechanism, but the driving force at the intermediate transmission mechanism portion is the first and second power trains. The first and second drive units can be configured by a chain, a belt, or a combination of a chain and a belt.

Also, in the present invention, when configuring the intermediate transmission mechanism, the first and second gear ratios are selected to facilitate selection of a gear ratio.
Although the second drive unit is used, the first and second drive units may be combined into one drive unit to simplify the configuration and save space.

[Effects of the Invention] As described above in detail, according to the present invention, the driving force taken out of the transmission is distributed, one of the front and rear wheels is driven via the differential gear, and the driving force is provided integrally with the transmission. In a power transmission device for a four-wheel drive vehicle that drives one of the front and rear wheels via a transfer, the input shaft on one side of the transmission is connected to the internal combustion engine and the first and second output shafts are connected to the output shaft on the other side. An intermediate transmission mechanism having a drive gear is provided, and the first drive gear of the intermediate transmission mechanism meshes with the first driven gear of the final reduction shaft arranged in the vehicle width direction of one of the front and rear wheels of the first power train system. And the second drive gear is connected to the second driven gear of the transfer input shaft of the transfer arranged in the vehicle width direction of the second power train system of the other of the front and rear wheels. The output gear of the final reduction shaft and the differential gear are provided in mesh with each other, the first bevel gear of the transfer input shaft is provided in mesh with the second bevel gear of the transfer output shaft, and the main case and the intermediate transmission mechanism are provided. It consists of a side case to surround, a bottom case to surround the differential gear, and a transfer front case. The output shaft, the final reduction shaft, and the transfer input shaft are arranged in parallel and substantially on the same plane, and the final reduction shaft and the transfer input are provided. An output shaft is provided between the shafts, and the first and second power train systems are provided and provided at front and rear positions of the transmission, respectively.
A transfer input shaft of a transfer arranged in the vehicle width direction, which is configured to distribute and arrange the differential gear and the transfer at the front and rear positions of the transmission, is provided, and the differential gear and the transfer are allocated to the front and rear positions of the transmission. As a result, the driving force can be transmitted to the first power train system of one of the front and rear wheels by the first drive portion of the intermediate transmission mechanism, and the other can be transmitted by the second drive portion of the intermediate transmission mechanism. To the second powertrain system of
The first and second powertrain systems can be made independent, the gear ratio can be easily set by various factors, and the driving force can be well distributed by the intermediate transmission mechanism, and the driving force can be smoothly transmitted. Can play. In addition, since the driving force transmission shaft does not pass through the lower portion of the transmission as in the related art, the device is compact, and the space for disposing the lower portion of the transmission becomes unnecessary.
The space can be saved, the configuration can be simplified, the cost can be reduced, and the transmission can be reduced in weight. Further, since the mounting work of the transfer is facilitated, the degree of freedom of design is increased, and the usability can be improved. Furthermore, the output shaft, the final deceleration shaft, and the transfer input shaft are provided in parallel and substantially on the same plane, and the output shaft is disposed between the final deceleration shaft and the transfer input shaft, so that the output shaft is provided. The drive force can be distributed to both sides by sandwiching it, and it does not require space to avoid differential gears, does not require a drive shaft configuration that avoids transmissions, and furthermore, the output shaft, final reduction shaft, and transfer input shaft Are arranged substantially linearly to form a flat structure, which is practically advantageous.

[Brief description of the drawings]

1 to 3 show an embodiment of the present invention, FIG. 1 is a schematic view of an automatic transmission of a four-wheel drive vehicle, FIG. 2 is a schematic plan view of an intermediate transmission mechanism, and FIG. 3 is an intermediate transmission mechanism. It is a schematic structure front view of. 4 and 5 are schematic views of a transmission of a four-wheel drive vehicle, respectively, showing the prior art of the present invention. In the figure, 2 is an automatic transmission, 4 is a differential gear, 6 is a transfer, 8 is an input shaft, 10 is an output shaft, 12 is an intermediate transmission mechanism, 14 is a first drive gear, 16 is a second drive gear, and 18 is A final reduction unit, 20 is a final reduction shaft, 22 is a first driven gear, 24 is a transfer input shaft, 26 is a second driven gear, 30 is a first bevel gear, 32 is a second bevel gear, and 34 is a transfer output shaft.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-2-286433 (JP, A) JP-A-63-151583 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 17/34-17/346

Claims (1)

(57) [Claims] 1. A driving force taken out of a transmission is distributed to drive one of the front and rear wheels via a differential gear, and one of the other front and rear wheels is transferred via a transfer integrated with the transmission. 4 to drive
In a power transmission device for a wheel drive vehicle, an intermediate transmission mechanism having first and second drive gears is provided on an output shaft on the other side while connecting an input shaft on one side of the transmission to an internal combustion engine. The first drive gear is provided in mesh with the first driven gear of the final reduction shaft disposed in the vehicle width direction of the first power train system of one of the front and rear wheels, and the second drive gear is provided on one of the front and rear wheels. A second driven gear of a transfer input shaft of the transfer disposed in a vehicle width direction of the second power train system, and an output gear of the final reduction shaft and a differential gear provided in mesh with each other; A first bevel gear of a shaft is provided in mesh with a second bevel gear of a transfer output shaft, and a side case surrounding the main case, the intermediate transmission mechanism, and the demounter. The output shaft, the final reduction shaft, and the transfer input shaft are disposed in parallel and substantially on the same plane, and the output shaft is provided between the final reduction shaft and the transfer input shaft. And the first and second power train systems are respectively arranged at the front and rear positions of the transmission, and the differential gear and the transfer are arranged at the front and rear positions of the transmission. A power transmission device for a four-wheel drive vehicle.