JP3080763B2 - Power transmission device for four-wheel drive vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device for a four-wheel drive vehicle.

[0002]

2. Description of the Related Art A four-wheel drive vehicle in which an engine is mounted horizontally and a transmission is arranged in series via a clutch on one side in the vehicle width direction of the engine is disclosed in, for example, Japanese Utility Model Publication No. 3-47927. As described above, a first ring gear receiving an output from a transmission is provided on a differential case (differential case) of a differential device of a first axle (for example, a front wheel axle) and is driven by a second axle (for example, a rear wheel axle). A transfer shaft for transmitting a force is provided in parallel with the first axle, and a second ring gear meshing with an input gear provided on the transfer shaft is provided separately from the first ring gear in the differential case. Proposed.

According to such a configuration, the second ring gear can be formed to have a relatively small diameter without being restricted by the first ring gear having a relatively large diameter in relation to the final reduction ratio. This is advantageous in that the distance between the first axle and the transfer shaft can be reduced as compared with the case where the input gear of the transfer shaft meshes with the first ring gear.

Further, since the second ring gear is provided in a space between the first ring gear and the protrusion of the clutch housing, space efficiency can be improved.

[0005]

However, in the configuration disclosed in the above-mentioned publication, the first and second ring gears are both arranged in parallel with the differential case of the differential device of the first axle. However, there is a problem that the size becomes large and its rigidity must be increased.

Further, since the first and second ring gears are arranged side by side in the differential case, a large amount of force acts on the bearings which support the differential case at both ends thereof. It was necessary to strengthen the transfer case to which the bearing was fixed, and the transfer case had to be formed of a high-strength material or had to be unnecessarily thick.

In view of such a problem, the present invention provides a transfer shaft parallel to the first axle, and a second ring gear meshing with an input gear provided on the transfer shaft is provided on the first axle. It is an object of the present invention to provide a power transmission device for a four-wheel drive vehicle in which the space efficiency is increased and the size around the transfer shaft is reduced in the configuration provided.

[0008]

SUMMARY OF THE INVENTION According to the present invention, a bearing is provided between a second ring gear and the first ring gear at a position closer to the inside of the vehicle than the first ring gear and closer to the transmission than the protrusion of the clutch housing. It is characterized by being arranged in a mode with a part interposed.

[0009]

According to the present invention, since the first ring gear for transmitting the driving force to the transfer shaft is provided,
The second ring gear can be formed to have a relatively small diameter without being restricted by the first ring gear having a relatively large diameter in relation to the final reduction ratio, whereby the distance between the first axle and the transfer shaft can be reduced. In addition to the effect that the distance can be reduced, the differential case can be reduced in size by disposing the second ring gear with a bearing interposed between the second ring gear and the first ring gear. With the arrangement between the projecting portion of the housing and the first ring gear, the transfer device can be made compact and the load on the transfer case can be reduced.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a skeleton diagram showing a first embodiment of the present invention. Reference numeral 1 denotes an engine mounted horizontally on a front portion of a vehicle body, and a crankshaft 2 extends in a vehicle width direction and is led out to the side of the engine 1. It is arranged to be.

On the left side of the engine 1, a clutch housing 4 for housing the clutch 3 and a transmission case 6 for housing a manual transmission 5 arranged in series with the engine 1 are connected. The transmission 5 includes a primary shaft (input shaft) 7 connected to the crankshaft 2 of the engine 1 via the clutch 3, a secondary shaft (output shaft) 8 arranged in parallel with the shaft 7, and both of these shafts. The speed change gear train 9 is provided between the gears 7 and 8 for the 1st to 5th speeds and the reverse. And clutch 3
The rotation of the crankshaft 2 of the engine 1 transmitted to the primary shut 7 via the gears is shifted to the secondary shaft 8 by selective engagement of each gear of the transmission gear train 9, and is transmitted to the secondary shaft 8. The drive signal is output from a drive gear 10 fixed to the end of the shaft 8 on the engine 1 side. The drive gear 10 is meshed with a first ring gear 13 formed of a spur gear fixed to a differential case 12 of a front wheel differential 11. The differential case 12 is rotatably supported on both sides by bearings 25a and 25b.

The front-wheel differential device 11 includes pinion gears 15 and 16 rotatably supported on a pinion shaft 14 provided in a differential case 12 and a pair of side gears 17 and 18 meshing with the pinion gears 15 and 16. A relatively short left front axle 19 is splined to one side gear 17, and a relatively long right front axle 20 is splined to the other side gear 18. And left front axle 19
Is connected to a left front wheel drive shaft 52 via a constant velocity joint 51, and a right front wheel drive shaft 54 is connected to the right front axle 20 via a constant velocity joint 53.

An inner cylindrical shaft 21 is arranged on the outer periphery of the right front axle 20 so as to be coaxial with and relatively rotatable with respect to the right front axle 20. The left end of the inner cylindrical shaft 21 is a front wheel differential. It is connected to 11 differential cases 12. Further, on the outer periphery of the inner cylindrical shaft 21, an outer cylindrical shaft 22 is coaxial with the shafts 20, 21.
In addition, they are arranged so as to be relatively rotatable to form a triple shaft.
The two cylindrical shafts 21 and 22 extend to the engine 1 side from the mounting surface 4a of the clutch casing 4 with respect to the engine 1, and a friction clutch 30 is mounted on this extended portion.

The friction clutch 30 includes a plurality of friction plates that mesh with spline teeth formed on the outer peripheral surface of the outer cylindrical shaft 22.
30a and a cup-shaped body coaxially fixed to the inner cylindrical shaft 21
A plurality of friction plates 30 meshing with spline teeth formed on the inner peripheral surface of 30b and alternately arranged with the friction plates 30a
c, and in the case of a hydraulic clutch, it is actuated by hydraulic control from outside to press the friction plates 30a, 30c to
And a casing 30d in which these elements are accommodated. When the hydraulic clutch 30 is engaged, the two cylindrical shafts 21 and 22 rotate integrally.

Engine 1 and transmission case 6
The clutch housing 4 is provided with a right front axle 20, which constitutes the triple shaft, and a projection 4b projecting toward the inner and outer cylindrical shafts 21, 22. The clutch 30 is disposed closer to the engine 1 than the protrusion 4b.

A second ring gear 23 is connected to the outer cylindrical shaft 22. The second ring gear 23 is disposed on the vehicle body inner side (engine side) with respect to the first ring gear 13 and on the transmission 5 side with respect to the protrusion 4 b of the clutch housing 4. On both sides of the second ring gear 23, bearings for supporting the outer periphery of the outer cylindrical shaft 22 are provided.
24a and 24b are provided.

Further, a transfer shaft 26 is provided in the transmission case 29 in parallel with the front axles 19 and 20, and an input gear 28 meshing with the second ring gear 23 is connected to the transfer shaft 26. . Further, an output gear 31 composed of a bevel gear or a hypoid gear is attached to the transfer shaft 26 in order to convert the power transmitted to the transfer shaft 26 in the direction of 90 ° and transmit it to the rear wheel side. A pinion gear 33 having a power transmission shaft 32 extending rearward of the vehicle body meshes with the output gear 31. The power transmission shaft 32 is connected to a rear wheel differential device 36 via a constant velocity joint 34 and a propeller shaft 35.

The rear wheel differential device 36 has a configuration in which a differential gear mechanism 37 similar to the front wheel differential device 11 is driven via a drive pinion 38, and is an output shaft of the differential gear mechanism 37. Drive shafts 43 and 44 for left and right rear wheels are connected to the left rear axle 39 and the right rear axle 40 via constant velocity joints 41 and 42, respectively.

Reference numeral 45 denotes an exhaust pipe introduced rearward from the engine 1, and a catalytic converter 46 is provided in the exhaust pipe 45. A rack-and-pinion type steering device 47 is provided at the left end of the transfer case 29.
The rack case 47a extends in the vehicle width direction below the transfer case 29.

The above is the configuration of the first embodiment of the present invention. According to the above configuration, the second ring gear 23 is formed by the differential case 12 of the front wheel differential 11 and the projection 4b of the clutch housing 4.
, The space efficiency can be increased, and the second ring gear 23 is
The differential case 12 is not provided on the differential case 12, but is provided on the outer cylindrical shaft 22, so that it is not necessary to increase the size and rigidity of the differential case 12.

In this embodiment, since the friction clutch 30 and the output gear 31 of the transfer shaft 26 are disposed at the center in the vehicle width direction, good weight distribution can be obtained. Further, since a sufficient distance can be maintained between the friction clutch 30 and the exhaust system, there is no possibility that the friction clutch 30 will be damaged by heat from the exhaust system.

Further, even when the steering device 47 is provided on either the left or right side of the vehicle body, the friction clutch
There is no danger of the 30 and the steering device 47 interfering.

FIG. 2 is a skeleton diagram showing a second embodiment of the present invention.

In the present embodiment, a second ring gear 23 is coaxially provided on the outer periphery of the right front axle 20 and is rotatably rotatable, and rotates integrally with the differential case 12 of the front wheel differential 11. 21 and the differential case 12 and the cylindrical shaft 21
It is supported by bearings 24, 25a and 25b at two places. Further, it is characterized in that the friction clutch 30 is provided at the end on the inner side (the engine 1 side) of the transfer shaft 26. Then, one set of friction plates 30a of the friction clutch 30 is engaged coaxially with the outer periphery of the transfer shaft 26 and is engaged with the outer peripheral surface of a cylindrical shaft 27 that is rotatably provided relative to the outer periphery of the transfer shaft 26. The other set of friction plates 30c is engaged with the inner peripheral surface of the cup 30b attached to the transfer shaft 26. Other parts have the same configuration as in FIG. 1, and corresponding elements are denoted by the same reference numerals and redundant description is omitted. However, the present embodiment also has the same effect as the first embodiment. . In addition, since the friction clutch 30 is provided at the end of the transfer shaft 26, the serviceability of the friction clutch 30 is good.

Next, a third embodiment of the present invention will be described with reference to a skeleton diagram shown in FIG.

In this embodiment, the friction clutch 30 is provided adjacent to the front wheel differential 11 at the end of the transfer shaft 26 on the transmission 5 side, that is, the end opposite to the engine 1 side. Except for, the configuration is the same as that of the second embodiment.

Further, in this embodiment, since the second ring gear 23 is provided further away from the first ring gear 13 inward of the vehicle body (toward the engine 1), the transfer shaft meshing with the second ring gear 23 is provided. The input gear 28 on 26 also leans toward the inside of the vehicle body. Therefore, even though the friction clutch 30 is provided at the end of the transfer shaft 26 opposite to the engine 1 side, the position of the friction clutch 30 is shifted toward the vehicle body inner side, and the friction clutch 30 Even when the steering device is provided on the same side, there is no possibility that the friction clutch 30 and the steering device will interfere with each other. Moreover, in the present embodiment, there is no possibility that the friction clutch 30 is damaged by heat from the exhaust system.

Further, in the present embodiment, since the friction clutch 30 is provided close to the transmission 5 and the front wheel differential device 11, it is easy to handle the hydraulic circuit for control, and the friction clutch 30 is provided. Since the clutch 30 is provided at the end of the transfer shaft 26, the friction clutch
Good serviceability for 30.

FIGS. 4 to 6 are skeleton diagrams showing fourth to sixth embodiments of the present invention, respectively. In these embodiments, the point that the friction type clutch 30 is provided on the power transmission means for transmitting power from the transfer shaft 26 to the rear wheel side,
This is different from the first to third embodiments.

That is, in the fourth embodiment shown in FIG. 4, the friction type clutch 30 is provided at the rear end of the shaft 32 of the pinion gear 33 which is the input gear in the power transmission means for the rear wheels. Also in this embodiment, the oil in the transfer case 29 of the friction clutch 30 can be used as the operating oil of the friction clutch 30.

In the fifth embodiment shown in FIG. 5, the friction clutch 30 is provided at the front end of the drive pinion 38 of the rear wheel differential 36. In this embodiment, the friction clutch
By arranging 30 at the rear of the vehicle body, there is an effect that weight distribution is improved.

Further, in the sixth embodiment shown in FIG. 6, the friction clutch 30 is provided between the divided propeller shafts 35a and 35b. In this embodiment, the friction clutch
30 can be fixed to the vehicle body, and the propeller shafts 35a and 35b are connected to the front and rear thereof, so that the friction clutch 30 can be easily removed and replaced, and there is an advantage that serviceability is good.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a configuration of a first embodiment of the present invention.

FIG. 2 is a skeleton diagram showing a configuration of a second embodiment of the present invention.

FIG. 3 is a skeleton diagram showing a configuration of a third embodiment of the present invention.

FIG. 4 is a skeleton diagram showing a configuration of a fourth embodiment of the present invention.

FIG. 5 is a skeleton diagram showing the configuration of a fifth embodiment of the present invention.

FIG. 6 is a skeleton diagram showing a configuration of a sixth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 3 Clutch 4 Clutch housing 4b Clutch housing protrusion 5 Transmission 7 Primary shaft 8 Secondary shaft 9 Transmission gear assembly 11 Front wheel differential 12 Differential case 13 First ring gear 19 Left front axle 20 Right front axle 23 Second ring gear 26 Transfer Shaft 30 friction clutch

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-64-60436 (JP, A) JP-A-62-244715 (JP, A) JP-A-63-203422 (JP, A) JP-A-63-203 242728 (JP, A) JP-A-63-162333 (JP, A) JP-A-60-184725 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 17/28-17 / 36 F16H 48/20

Claims (10)

(57) [Claims] 1. A four-wheel drive vehicle in which an engine is mounted horizontally and a transmission is connected in series on one side in a vehicle width direction of the engine via a clutch. A first ring gear provided on a differential case and receiving an output from the transmission; a transfer shaft provided in parallel with the first axle and transmitting a driving force to a second axle; and a driving force applied to the transfer shaft. A second ring gear provided on the first axle for transmission, wherein the second ring gear is located on the vehicle inner side of the first ring gear and on the transmission side of the clutch housing protrusion. , A power transmission device for a four-wheel drive vehicle, wherein the power transmission device is arranged in a manner that a bearing is interposed between the first ring gear and the first ring gear. 2. The power transmission device for a four-wheel drive vehicle according to claim 1, wherein a friction clutch is provided on the first axle. 3. The power transmission device for a four-wheel drive vehicle according to claim 2, wherein the friction clutch is provided on an engine side of a protruding portion of the clutch housing. 4. The power transmission device for a four-wheel drive vehicle according to claim 1, wherein a friction clutch is provided on the transfer shaft. 5. The power transmission device for a four-wheel drive vehicle according to claim 4, wherein the friction clutch is provided at an end of the transfer shaft on the engine side. 6. The power transmission device for a four-wheel drive vehicle according to claim 4, wherein the friction clutch is provided at an end of the transfer shaft on a transmission side. 7. The power transmission device for a four-wheel drive vehicle according to claim 1, wherein a friction clutch is provided on a propeller shaft for transmitting power to the second axle side. 8. The power transmission device for a four-wheel drive vehicle according to claim 7, wherein the friction clutch is provided on a transfer shaft side on the propeller shaft. 9. The power transmission device for a four-wheel drive vehicle according to claim 7, wherein the friction clutch is provided on a side of the second axle on the propeller shaft. 10. The friction clutch according to claim 7, wherein the friction clutch is provided at a central portion on the propeller shaft.
A power transmission device for a four-wheel drive vehicle as described in the above.