JP5367624B2 - Vehicle transfer - Google Patents

Description

  The present invention includes a two-wheel drive / four-wheel drive switching function that selectively switches between a two-wheel drive state and a four-wheel drive state, and a sub-transmission function that selectively switches the ratio of the rotational speed of the output shaft to the rotational speed of the input shaft. The present invention relates to a transfer of a vehicle including

  Conventionally, a transfer provided with a 2WD / 4WD switching function and an auxiliary transmission function is widely known (see, for example, Patent Document 1). FIG. 11 shows an example of this type of typical transfer. In the transfer shown in FIG. 11, a power transmission system is formed between the input shaft A1 connected to the output shaft of the vehicle engine E / G (or transmission T / M) and the left and right rear wheels of the vehicle. The first output shaft A2 is arranged coaxially with each other. A second output shaft A3, which forms a power transmission system between the left and right front wheels of the vehicle, is eccentric from the first output shaft A2 and is disposed in parallel with the first output shaft A2.

  This transfer includes an auxiliary transmission mechanism M1 and a 2WD / 4WD switching mechanism M2. The subtransmission mechanism M1 includes a first piece P1 (outer spline), a second piece P2 (outer spline), a hub H1 (outer spline), and a sleeve S1 (inner spline) arranged coaxially with the first output shaft A2. ). The first piece P1 rotates integrally with the input shaft A1. The second piece P2 rotates at a rotational speed slower than that of the input shaft A1 by the “deceleration mechanism including the counter shaft A4 that is eccentric from the first output shaft A2 and arranged in parallel with the first output shaft A2.” More specifically, if the speed reduction ratio (> 1) of the speed reduction mechanism is called “sub-reduction ratio α”, the second piece P2 is obtained by dividing the rotational speed of the input shaft A1 by the sub-reduction ratio α. Rotate at the rotation speed The hub H1 rotates integrally with the first output shaft A2. The sleeve S1 is always splined to the hub H1 and is movable in the direction of the first output shaft A2. The axial position of the sleeve S1 is adjusted by the position of the fork F1. The axial position of the sleeve S1 is controlled by driving an actuator (not shown) by the ECU to control the position of the fork F1.

  The 2WD / 4WD switching mechanism M2 includes a third piece P3 (outer spline), a hub H2 (outer spline), and a sleeve S2 (inner spline) arranged coaxially with the first output shaft A2. The third piece P3 can form a power transmission system with the second output shaft A3 via the intermediate shaft A5, the clutch C / T controlled by the ECU, the intermediate shaft A6, and the idle shaft A7. Yes. The hub H2 rotates integrally with the first output shaft A2. The sleeve S2 is always spline fitted to the hub H2 and is movable in the direction of the first output shaft A2. The axial position of the sleeve S2 is adjusted by the position of the fork F2. The position of the sleeve S2 in the axial direction is controlled by driving an actuator (not shown) by the ECU to control the position of the fork F2.

  In the subtransmission mechanism M1, as shown in FIG. 12, when the sleeve S1 is in a position where it is splined with the first piece P1, the first output shaft A2 rotates at the same rotational speed as the input shaft A1. This mode is called “HIGH mode”. On the other hand, as shown in FIG. 13, when the sleeve S1 is in a position where the sleeve P1 is splined with the second piece P2, the first output shaft A2 is obtained by dividing the rotational speed of the input shaft A1 by the auxiliary reduction ratio α. It rotates at a rotational speed (a rotational speed smaller than that in the HIGH mode). This mode is called “LOW mode”. As described above, in the auxiliary transmission mechanism M1, the auxiliary transmission function for selectively switching between the HIGH mode and the LOW mode is achieved by controlling the fork F1 (therefore, the axial position of the sleeve S1).

  Further, in the 2WD / 4WD switching mechanism M2, as shown in FIG. 14, when the sleeve S2 is in a position where it is splined with the third piece P3 (and the clutch C / T is in a connected state), A power transmission system is formed between the first and second output shafts A2 and A3. That is, a power transmission system is formed between the input shaft A1 and the first and second output shafts A2 and A3. This mode is referred to as “4WD mode”. On the other hand, as shown in FIG. 15, when the sleeve S2 is in a position where the third piece P3 is not splined, a power transmission system is not formed between the first and second output shafts A2 and A3. That is, a power transmission system is formed between the input shaft A1 and the first output shaft A2, while a power transmission system is not formed between the input shaft A1 and the second output shaft A3. This mode is referred to as “2WD mode”. Thus, in the 2WD / 4WD switching mechanism M2, the 2WD / 4WD switching function for selectively switching between the 4WD mode and the 2WD mode by controlling the fork F2 (therefore, the axial position of the sleeve S2). Is achieved.

  Incidentally, in the transfer shown in FIG. 11, the counter shaft A4 and the idle shaft A7 are provided separately and independently. This is based on the reason that the rotational speeds of both axes cannot be matched in the HIGH mode. As a result, there is a problem that the number of parts as the entire transfer increases and the manufacturing cost increases.

  In the 4WD mode, the drive torque of the second output shaft A2 (= drive torque of the intermediate shaft A5) is input to the clutch C / T in both the HIGH mode and the LOW mode. That is, in the 4WD mode and the HIGH mode (H4 mode), a torque equal to the driving torque of the input shaft A1 is input to the clutch C / T. In the 4WD mode and the LOW mode (L4 mode), “the driving torque of the input shaft A1 Torque equal to “torque obtained by multiplying the auxiliary reduction ratio α (> 1)” is input to the clutch C / T. Therefore, a relatively large driving torque can be input to the clutch C / T. Due to this, there is a problem that the clutch C / T is enlarged.

  Further, the counter shaft A4 always rotates while the input shaft A1 rotates, regardless of the state of the auxiliary transmission mechanism M1 and the 2WD / 4WD switching mechanism M2. As a result, there is a problem that the torque transmission efficiency of the entire transfer is relatively low.

  Further, the clutch C / T is disposed coaxially and in series with the auxiliary transmission mechanism M1 and the 2WD / 4WD switching mechanism M2. As a result, there is also a problem that the entire length (length in the axial direction) of the entire transfer is relatively large.

Japanese Patent No. 3650255

  The present invention is for addressing the above-described problems, and has as its object the transfer of a vehicle having an auxiliary transmission function and a 2WD / 4WD switching function, which has a relatively small number of parts, is compact, and The object is to provide an inexpensive one having relatively high torque transmission efficiency.

  The vehicle transfer according to the present invention transmits power between an input shaft that forms a power transmission system with an output shaft of a power source of the vehicle, and one of the left and right front wheels and the left and right rear wheels of the vehicle. A second output shaft in which a power transmission system is formed between a first output shaft in which a system is formed, and the other of the left and right front wheels and the left and right rear wheels of the vehicle, the first intermediate shaft, and the second A power transmission system is formed between the output shaft and a second intermediate shaft that rotates at a rotational speed greater than the rotational speed of the second output shaft, and between the first intermediate shaft and the second intermediate shaft. A power transmission system is formed between the clutch that cuts off and connects the power transmission system, and the input shaft and the first output shaft, and no power transmission system is formed between the input shaft and the second output shaft. Power transmission between the two-wheel drive state, the input shaft, and the first and second output shafts Selectively with switching between four-wheel drive state in which integration is formed, and a switching mechanism which selectively switches the ratio of the rotational speed of the first output shaft for rotation speed of the input shaft.

  Thus, the switching mechanism is a mechanism that achieves both the 2WD / 4WD switching function and the auxiliary transmission function. In addition, the positional relationship between the input shaft, the first and second output shafts, and the first and second intermediate shafts is not limited as long as the 2WD / 4WD switching function and the auxiliary transmission function are achieved. Good. A power transmission system may be formed between the first (second) output shaft and the left and right rear wheels (left and right front wheels), or the first (second) output shaft and the left and right front wheels (left and right rear wheels). A power transmission system may be formed between the two.

  The switching mechanism forms a power transmission system between the input shaft and a first transmission member that rotates at the same rotational speed as the input shaft and the first intermediate shaft. And a power transmission system is formed between the second rotating member that rotates at a rotation speed lower than the rotation speed of the first intermediate shaft and the first intermediate shaft, and the rotation speed of the first intermediate shaft. A fourth rotating member that forms a power transmission system between the third rotating member that rotates at a higher rotational speed and the first output shaft and rotates at the same rotational speed as the first output shaft. And a moving member that changes a connection relationship between the first, second, third, and fourth rotating members according to the state, and a control unit that controls the state of the moving member. The control means may be a means for manually controlling the position of the moving member, or a means for controlling the position of the moving member with an actuator.

  When the moving member is in the first state, the first rotating member and the fourth rotating member are connected so as to rotate integrally, and a high-speed two-wheel drive state (H2 mode) is achieved. . When the moving member is in the second state, the first rotating member, the second rotating member, and the fourth rotating member are connected so as to rotate integrally, and a high-speed side four-wheel drive state (H4 mode) Is achieved. When the moving member is in the third state, the second rotating member and the fourth rotating member are coupled so as to rotate integrally, and the first rotating member and the third rotating member rotate integrally. Thus, the low-speed four-wheel drive state (L4 mode) is achieved.

  According to the transfer according to the present invention, the (one) first intermediate shaft also serves as the counter shaft A4 and the idle shaft A7 in the transfer shown in FIG. That is, the number of shafts can be reduced as compared with the transfer shown in FIG. As a result, the number of parts as a whole transfer can be reduced, and the manufacturing cost can be reduced.

  In the transfer according to the present invention, the rotation speed ratio of the first intermediate shaft to the second rotation member is α1, the rotation speed ratio of the third rotation member to the first intermediate shaft is α2, and the second intermediate to the second output shaft. The rotation speed ratio of the shaft is α3 (α1, α2, α3> 1). It is preferable that α1 = α2 = α3.

  In the H4 mode (and the clutch is in a connected state), the first intermediate shaft (and the second intermediate shaft) is input at the “rotational speed obtained by multiplying the rotational speed of the input shaft by α1” via the second rotational member. It rotates at an increased speed with respect to the shaft. On the other hand, in the L4 mode (and the clutch is in the engaged state), the first intermediate shaft (and the second intermediate shaft) is “rotational speed obtained by dividing the rotational speed of the input shaft by α2” via the third rotational member. ”Decelerates and rotates with respect to the input shaft. In both the H4 mode and the L4 mode, the second output shaft rotates at a reduced speed with respect to the second intermediate shaft at “a rotational speed obtained by dividing the rotational speed of the second intermediate shaft by α3”.

  In the H4 mode (and the clutch is engaged), the first output shaft rotates at “a rotational speed equal to the rotational speed of the input shaft”, and the second output shaft sets “(α1 / α3) to the rotational speed of the input shaft. It rotates at the "rotation speed obtained by multiplication". In L4 mode (and the clutch is engaged), the first output shaft rotates at “the rotational speed obtained by dividing the rotational speed of the input shaft by (α1 · α2)”, and the second output shaft is “input The rotation speed is obtained by dividing the rotation speed of the shaft by (α2 · α3). Here, “α2 · α3” corresponds to the auxiliary reduction ratio α in the conventional transfer shown in FIG. On the other hand, in the transfer according to the present invention, the driving torque of the first intermediate shaft is input to the clutch C / T in either the H4 mode or the L4 mode (the clutch is in a connected state).

  From the above, in the H4 mode (and the clutch is in a connected state), a torque equal to “torque obtained by dividing the drive torque of the input shaft by α1” is input to the clutch. Accordingly, a small driving torque is input to the clutch as compared with the conventional transfer shown in FIG. 11 ("torque equal to the driving torque of the input shaft A1" is input to the clutch in the H4 mode). In the L4 mode (and the clutch is in a connected state), torque equal to “torque obtained by multiplying the drive torque of the input shaft by α2” is input to the clutch. Therefore, considering “α2 <α”, the conventional transfer shown in FIG. 11 (in the L4 mode, “torque obtained by multiplying the driving torque of the input shaft A1 by the auxiliary reduction ratio α” is input to the clutch). In comparison, a small driving torque is input to the clutch.

  As described above, in the transfer according to the present invention, the driving torque input to the clutch can be reduced in both the H4 mode and the L4 mode as compared with the conventional transfer shown in FIG. As a result, the clutch can be miniaturized and the entire transfer can be made compact.

  In the transfer according to the present invention, a power transmission system is not formed between the input shaft and the first intermediate shaft in the H2 mode. Therefore, even when the input shaft A1 is rotating, the first intermediate shaft (also serving as the counter shaft A4 and the idle shaft A7 in the transfer shown in FIG. 11) does not rotate. Therefore, compared with the conventional transfer shown in FIG. 11 (the counter shaft A4 is always rotated while the input shaft A1 is rotating), the torque transmission efficiency can be increased.

  Specifically, the transfer according to the present invention can be configured as follows. That is, the input shaft and the first output shaft are arranged coaxially with each other, and in order from the side closer to the input shaft in the direction of the first output shaft, the third rotating member, the first rotating member, The engaging portions of the fourth rotating member and the second rotating member with respect to the moving member are arranged coaxially with respect to the first output shaft, and the moving member is coaxial with respect to the first output shaft. A first moving member that is movable in the direction of the first output shaft and changes the connection relationship between the first, second, and fourth rotating members according to the position in the direction; and A second moving member is provided that is coaxial with the output shaft and is movable in the direction of the first output shaft, and changes the connection relationship between the first and third rotating members according to the position in the direction. In the first state, the first moving member is in the first position. And the first rotating member and the fourth rotating member are connected, and the second moving member is in the first position, so that the first rotating member and the third rotating member are not connected, and the first In the state of 2, the first rotating member, the second rotating member, and the fourth rotating member are connected by the first moving member being at a second position farther from the input shaft than the first position. In addition, since the second moving member is in the first position, the first rotating member and the third rotating member are not connected, and in the third state, the first moving member is the second The second rotating member and the fourth rotating member are connected by being in a third position farther from the input shaft than the position, and the second moving member is farther from the input shaft than the first position. In the second position. Rotating member and the third rotating member is coupled. Here, it is preferable that the second output shaft is eccentric from the first output shaft and the first and second intermediate shafts and is arranged in parallel with the first output shaft.

  In this case, the first and second intermediate shafts are eccentric from the first output shaft, and are arranged in parallel to the first output shaft and coaxially with each other, and the clutch in the direction of the first output shaft. A part or all of the range where there is an overlap with the range between the engaging portion of the second rotating member and the engaging portion of the third rotating member in the direction of the first output shaft Is preferred. Thereby, the clutch and the switching mechanism can be arranged in parallel. Therefore, the entire length of the transfer (length in the axial direction) is shortened compared to the conventional transfer shown in FIG. 11 (the clutch is arranged in series with the auxiliary transmission mechanism and the 2WD / 4WD switching mechanism). be able to.

  In addition, the second rotating member and the fourth rotating member are connected when the first moving member is in the third position, and the first moving member is connected to the first position when the second moving member is in the first position. In the fourth state of the moving member in which the rotating member and the third rotating member are not connected, a neutral state (N mode) in which no power transmission system is formed between the input shaft and the first and second output shafts. ) Is preferably achieved.

  According to this, when the vehicle is towed at the time of a vehicle failure or the like (at the time of being towed), the input shaft can be selected even if the first output shaft (or the second output shaft) rotates by selecting the neutral state. It is possible to obtain a state in which does not rotate. Therefore, it is possible to obtain a state in which the output shaft of the automatic transmission connected to the input shaft does not rotate when towed, and the failure of the transmission due to the rotation of the output shaft of the transmission when towed. Occurrence can be suppressed.

It is the figure which showed typically the drive system of the vehicle carrying the transfer which concerns on embodiment of this invention. FIG. 2 is a skeleton diagram corresponding to an axial section of the transfer shown in FIG. 1. FIG. 3 is an enlarged view around a switching mechanism shown in FIG. 2 in an H2 mode. FIG. 3 is an enlarged view around the switching mechanism shown in FIG. 2 in H4 mode. FIG. 3 is an enlarged view around a switching mechanism shown in FIG. 2 in an N mode. FIG. 3 is an enlarged view around a switching mechanism shown in FIG. 2 in an L4 mode. FIG. 3 is a view corresponding to FIG. 2 showing a drive torque transmission path in the H2 mode. FIG. 3 is a view corresponding to FIG. 2 showing a drive torque transmission path in the H4 mode. FIG. 3 is a view corresponding to FIG. 2 showing a drive torque transmission path in an N mode. FIG. 3 is a diagram corresponding to FIG. 2 illustrating a drive torque transmission path in an L4 mode. It is a skeleton figure corresponding to the section of the direction of an axis of the conventional transfer. FIG. 12 is an enlarged view around the auxiliary transmission mechanism shown in FIG. 11 in the HIGH mode. FIG. 12 is an enlarged view around the auxiliary transmission mechanism shown in FIG. 11 in the LOW mode. FIG. 12 is an enlarged view around the 2WD / 4WD switching mechanism shown in FIG. 11 in the 4WD mode. FIG. 12 is an enlarged view around the 2WD / 4WD switching mechanism shown in FIG. 11 in the 2WD mode.

  A vehicle transfer according to an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a drive system of a vehicle equipped with a transfer T / F according to an embodiment of the present invention. This transfer T / F includes an input shaft A1, a first output shaft A2, and a second output shaft A3.

  The input shaft A1 is connected to the output shaft of a transmission T / M (automatic transmission A / T or manual transmission M / T) connected to the engine E / G, and the input shaft A1 and the transmission T / M A power transmission system is formed with the output shaft. The first output shaft A2 is connected to the left and right rear wheels via a differential D / F on the rear wheel side, and a power transmission system is formed between the first output shaft A2 and the left and right rear wheels. The second output shaft A3 is connected to the left and right front wheels via a differential D / F on the front wheel side, and a power transmission system is formed between the second output shaft A3 and the left and right front wheels.

  This transfer T / F includes a switching mechanism M that achieves both the “sub-shift function” and the “2WD / 4WD switching function”. The “sub transmission function” is a function for selectively switching the ratio of the rotational speed of the first output shaft A2 (and the second output shaft A3) to the rotational speed of the input shaft A1. The “2-wheel / four-wheel drive switching function” is a function for selectively switching between a two-wheel drive state (specifically, a rear wheel drive state) and a four-wheel drive state. The switching mechanism M is controlled by the electronic control unit ECU. Hereinafter, a specific configuration of the transfer T / F will be described with reference to FIG.

(Constitution)
As shown in FIG. 2, in this transfer T / F, the input shaft A1 and the first output shaft A2 are coaxial with each other by a plurality of bearings (or bushes) fixed to a housing (not shown). Are supported so as to be relatively rotatable. The second output shaft A3 is offset from the first output shaft A2 by a plurality of bearings (or bushes) fixed to the housing, and is supported rotatably in parallel with the first output shaft A2. .

  The first intermediate shaft A4 and the second intermediate shaft A5 are eccentric from the first output shaft A2 and parallel to the first output shaft A2 by a plurality of bearings (or bushes) fixed to the housing. Moreover, they are supported so as to be relatively rotatable coaxially with each other.

  A gear G1 that rotates integrally with the second intermediate shaft A5 and a gear G2 that rotates integrally with the second output shaft A3 are always meshed with each other. The number of teeth of the gear G2 is larger than the number of teeth of the gear G1. Accordingly, the second output shaft A3 rotates at a reduced speed with respect to the second intermediate shaft A5.

  The clutch C / T is disposed coaxially with the first and second intermediate shafts A4 and A5, and is the maximum torque (hereinafter referred to as "clutch torque") that can be transmitted between the first and second intermediate shafts A4 and A5. It is configured to be adjustable. The clutch C / T is a clutch mechanism having one of known configurations such as a multi-plate clutch. Part or all of the range where the clutch C / T exists in the direction of the first output shaft A2 overlaps the range between second and third pieces P2 and P3 described later in the direction of the first output shaft A2. .

  The switching mechanism M includes a first piece P1, a second piece P2, a third piece P3, a hub H, a sleeve S1, a sleeve S2, a fork F1, and a fork F2. The third piece P3, the first piece P1, the hub H, and the second piece P2 are disposed so as to be rotatable coaxially with the first output shaft A2 in this order from the side closer to the input shaft A1.

  The first piece P1 rotates integrally with the input shaft A1. The hub H rotates integrally with the first output shaft A2.

  For the second piece P2, the gear G3 that rotates integrally with the first intermediate shaft A4 and the gear G4 that rotates integrally with the second piece P2 are always meshed with each other. The number of teeth of the gear G4 is larger than the number of teeth of the gear G3. Accordingly, the second piece P2 rotates at a reduced speed with respect to the first intermediate shaft A4. In other words, the first intermediate shaft A4 rotates at an increased speed with respect to the second piece P2.

  For the third piece P3, a gear G5 that rotates integrally with the third piece P3 coaxially and a gear G6 that rotates integrally with the first intermediate shaft A4 are always meshed. The number of teeth of the gear G6 is larger than the number of teeth of the gear G5. Accordingly, the third piece P3 rotates at an increased speed with respect to the first intermediate shaft A4. In other words, the first intermediate shaft A4 rotates at a reduced speed with respect to the third piece P3.

  The first piece P1, the second piece P2, the third piece P3, and the cylindrical outer periphery of the hub H are respectively formed with outer splines coaxially with the first output shaft A2.

  The sleeve S1 has a cylindrical shape and is arranged coaxially with the first output shaft A2. An inner spline is formed on the inner periphery of the sleeve S1. The sleeve S1 is always splined to the hub H and is movable in the direction of the first output shaft A2. Depending on the axial position of the sleeve S1, the sleeve S1 can be spline-fitted with the first piece P1 and the second piece P2.

  The sleeve S2 has a cylindrical shape and is arranged coaxially with the first output shaft A2. An inner spline is formed on the inner periphery of the sleeve S2. The sleeve S2 is always spline-fitted to the third piece P3 and is movable in the direction of the first output shaft A2. Depending on the axial position of the sleeve S2, the sleeve S2 can be splined with the first piece P1.

  The fork F1 is engaged with the sleeve S1 and is movable in the direction of the first output shaft A2. The axial position of the sleeve S1 can be controlled by adjusting the axial position of the fork F1. Similarly, the fork F2 is engaged with the sleeve S2 and is movable in the direction of the first output shaft A2. The axial position of the sleeve S2 can be controlled by adjusting the axial position of the fork F2. The axial positions of the forks F1, F2 are adjusted by an actuator (not shown).

  The electronic control unit ECU determines the state (position) of the operation member (lever, etc.) for achieving the “sub-shift function” and the “2WD / 4WD switching function” operated by the driver, the traveling state of the vehicle, etc. Accordingly, the actuator for driving the forks F1 and F2 and the clutch C / T are controlled.

(Operation)
Next, the operation of the transfer T / F configured as described above will be described. As shown in FIGS. 3 to 6, the axial position of the sleeve S1 is selectively adjusted to any one of the three positions, and the axial position of the sleeve S2 is selectively adjusted to any one of the two positions. Is done. Hereinafter, it demonstrates in order.

  As shown in FIG. 3, when the axial position of the sleeve S1 is adjusted to the first position and the axial position of the sleeve S2 is adjusted to the first position, the sleeve S1 has the hub H and the first piece P1. The sleeve S2 is spline-fitted only with the third piece P3. That is, the first piece P1 and the hub H are connected so as not to be relatively rotatable, and the first piece P1 and the third piece P3 are not connected. This state is referred to as “H2 mode”.

  As shown in FIG. 4, when the axial position of the sleeve S1 is adjusted to the second position farther from the input shaft A1 than the first position, and the axial position of the sleeve S2 is adjusted to the first position, the sleeve S1 is spline-fitted with the hub H, the first piece P1, and the second piece P2, and the sleeve S2 is splined with only the third piece P3. That is, the first piece P1, the second piece P2, and the hub H are connected so as not to rotate relative to each other, and the first piece P1 and the third piece P3 are not connected. This state is referred to as “H4 mode”.

  As shown in FIG. 5, when the axial position of the sleeve S1 is adjusted to the third position farther from the input shaft A1 than the second position, and the axial position of the sleeve S2 is adjusted to the first position, the sleeve S1 is spline-fitted only with the hub H and the second piece P2, and the sleeve S2 is spline-fitted only with the third piece P3. That is, the second piece P2 and the hub H are connected so as not to rotate relative to each other, and the first piece P1 and the third piece P3 are not connected. This state is called “N mode”.

  As shown in FIG. 6, when the axial position of the sleeve S1 is adjusted to the third position and the axial position of the sleeve S2 is adjusted to the second position farther from the input shaft A1 than the first position, the sleeve S1 is spline-fitted only with the hub H and the second piece P2, and the sleeve S2 is spline-fitted with the first piece P1 and the third piece P3. That is, the second piece P2 and the hub H are connected so as not to rotate relative to each other, and the first piece P1 and the third piece P3 are connected so as not to rotate relative to each other. This state is referred to as “L4 mode”.

  Hereinafter, the ratio of the “number of teeth of the gear G4” to the “number of teeth of the gear G3”, that is, the rotation speed ratio of the first intermediate shaft A4 with respect to the second piece P2 is α1 (> 1). The ratio of the “number of teeth of the gear G6” to the “number of teeth of the gear G5”, that is, the rotation speed ratio of the third piece P3 with respect to the first intermediate shaft A4 is α2 (> 1). The ratio of the “number of teeth of the gear G2” to the “number of teeth of the gear G1”, that is, the rotational speed ratio of the second intermediate shaft A5 to the second output shaft A3 is α3 (> 1). In this example, α1 = α2 = α3.

<H2 mode>
As indicated by a thick arrow in FIG. 7, in the H2 mode, there is a power transmission system (A1 → P1 → S1 → H → A2) between the engine E / G and the left and right rear wheels in the transfer T / F. It is formed. On the other hand, no power transmission system is formed between the engine E / G and the left and right front wheels. Therefore, the driving torque of the engine E / G is transmitted to the left and right rear wheels but is not distributed to the left and right front wheels. In the H2 mode, a high-speed rear wheel drive state (two-wheel drive state) in which the first output shaft A2 rotates at “the same speed as the input shaft A1” is obtained.

<H4 mode>
As indicated by a thick arrow in FIG. 8, in the H4 mode, in the transfer T / F, between the engine E / G and the left and right rear wheels, as in the H2 mode (A1 → P1 → S1 → H → A2 ) Is formed. In addition, a power transmission system of (A1->P1->S1->P2->G4->G3->A4-> C / T->A5->G1->G2-> A3) is formed between the engine E / G and the left and right front wheels. The Therefore, when the clutch C / T is in the engaged state, the driving torque of the engine E / G is distributed to the left and right rear wheels and the left and right front wheels. At this time, the distribution ratio to the left and right front wheels can be adjusted by adjusting the clutch torque.

  In the H4 mode, in particular, when the clutch C / T is in a completely connected state (a state in which the clutch torque is equal to or higher than a predetermined value and the rotational speeds of the first and second intermediate shafts A4 and A5 match), the first output shaft A2 rotates at “the same speed as the input shaft A1”, and the second output shaft A3 rotates at a “rotational speed obtained by multiplying the rotational speed of the input shaft A1 by (α1 / α3)”. A driving state is obtained. In this example, since α1 = α2 = α3, the second output shaft A3 also rotates at “the same speed as the input shaft A1”, similarly to the first output shaft A2. When the clutch C / T is in a disconnected state (clutch torque = 0), the driving torque of the engine E / G is not distributed to the left and right front wheels, and the high-speed side rear wheel driving state ( Two-wheel drive state) is obtained.

<N mode>
As indicated by thick arrows in FIG. 9, in the N mode, power is transmitted between the engine E / G and the left and right rear wheels and between the engine E / G and the left and right front wheels in the transfer T / F. A system is not formed. As a result, a neutral state is obtained.

<L4 mode>
As indicated by a thick arrow in FIG. 10, in the L4 mode, between the engine E / G and the left and right rear wheels (A1 → P1 → S2 → P3 → G5 → G6 → A4 → A power transmission system of G3->G4->P2->S1->H-> A2) is formed. In addition, a power transmission system of (A1->P1->S2->P3->G5->G6->A4-> C / T->A5->G1->G2-> A3) is formed between the engine E / G and the left and right front wheels. The Therefore, when the clutch C / T is in the engaged state, the driving torque of the engine E / G is distributed to the left and right rear wheels and the left and right front wheels. At this time, the distribution ratio to the left and right front wheels can be adjusted by adjusting the clutch torque.

  In the L4 mode, particularly when the clutch C / T is in a completely connected state, the first output shaft A2 rotates at “the rotational speed obtained by dividing the rotational speed of the input shaft A1 by (α1 · α2)”. A low-speed four-wheel drive state in which the second output shaft A3 rotates at “a rotational speed obtained by dividing the rotational speed of the input shaft A1 by (α2 · α3)” is obtained. In this example, since α1 = α2 = α3 (> 1), the rotation speeds of the second output shaft A3 and the first output shaft A2 are the same. That is, in this example, the sub reduction ratio in the “sub transmission function” is represented by “α1 · α2 (= α2 · α3)”. When the clutch C / T is in a non-connected state (clutch torque = 0), the drive torque of the engine E / G is not distributed to the left and right front wheels, and the low-speed rear wheel drive state (two-wheel drive state) Is obtained.

(Action / Effect)
Hereinafter, the operation and effect of the transfer T / F according to the embodiment of the present invention will be described.
(1) In the present embodiment, one first intermediate shaft A4 also serves as the counter shaft A4 and the idle shaft A7 in the conventional transfer shown in FIG. That is, the number of shafts can be reduced as compared with the conventional transfer shown in FIG. As a result, the number of parts as a whole transfer can be reduced, and the manufacturing cost can be reduced.

(2) In the present embodiment, the driving torque of the first intermediate shaft A4 is input to the clutch C / T in both the H4 mode and the L4 mode (the clutch C / T is in the connected state). As can be understood from FIG. 8, in the H4 mode (and the clutch C / T is in the connected state), the first intermediate shaft A4 is the input shaft at the “rotation speed obtained by multiplying the rotation speed of the input shaft A1 by α1”. Rotating at a higher speed than A1. Therefore, in the H4 mode (and the clutch C / T is in the connected state), a torque equal to “a torque obtained by dividing the drive torque of the input shaft A1 by α1” is input to the clutch C / T. Therefore, a smaller driving torque is input to the clutch C / T than the conventional transfer shown in FIG. 11 (in the H4 mode, “torque equal to the driving torque of the input shaft A1” is input to the clutch).

  On the other hand, as can be understood from FIG. 10, in the L4 mode (and the clutch C / T is in the connected state), the first intermediate shaft A4 is “rotational speed obtained by dividing the rotational speed of the input shaft A1 by α2.” The motor rotates at a reduced speed with respect to the input shaft A1. Therefore, in the L4 mode (and the clutch C / T is in the connected state), a torque equal to “a torque obtained by multiplying the driving torque of the input shaft A1 by α2” is input to the clutch C / T. Here, as described above, the sub-reduction ratio in the present embodiment is represented by “α1 · α2 (= α2 · α3)”. Therefore, if the sub-reduction ratio is equal between the transfer according to the present embodiment and the conventional transfer (sub-reduction ratio = α) shown in FIG. 11, “α1 · α2 (= α2 · α3) = α” is obtained. To establish. In other words, “α2 <α” is established. Considering this, in the present embodiment, in the L4 mode, the conventional transfer shown in FIG. 11 (in the L4 mode, “torque obtained by multiplying the drive torque of the input shaft A1 by the auxiliary reduction ratio α”) is input to the clutch. A small driving torque is input to the clutch C / T.

  As described above, in the present embodiment, the driving torque input to the clutch C / T is small in both the H4 mode and the L4 mode as compared with the conventional transfer shown in FIG. As a result, the clutch C / T can be reduced in size, and the entire transfer can be made compact.

(3) In this embodiment, in the H2 mode, a power transmission system is formed between the input shaft A1 and the first intermediate shaft A4 (also serving as the counter shaft A4 and the idle shaft A7 in the transfer shown in FIG. 11). Not. Therefore, even when the input shaft A1 is rotating, the first intermediate shaft A4 does not rotate. Therefore, compared with the conventional transfer shown in FIG. 11 (the counter shaft A4 is always rotated while the input shaft A1 is rotating), the torque transmission efficiency can be increased.

(4) In the present embodiment, as described above, a part or all of the range where the clutch C / T exists in the direction of the first output shaft A2 in the direction of the first output shaft A2 It overlaps the range between the second and third pieces P2, P3. In other words, the clutch C / T and the switching mechanism M are arranged in parallel. Therefore, the entire length of the transfer (length in the axial direction) is shortened compared to the conventional transfer shown in FIG. 11 (the clutch is arranged in series with the auxiliary transmission mechanism and the 2WD / 4WD switching mechanism). be able to.

(5) In this embodiment, the power transmission system between the engine E / G and the left and right front wheels is formed via the clutch C / T. Therefore, in the H4 or L4 mode, the engine E / T distributed to the left and right front wheels is controlled by controlling the state of the clutch C / T (disengaged state, half-connected state, fully connected state, clutch torque) according to the state of the vehicle. The ratio of the G driving force can be adjusted appropriately.

(6) In this embodiment, N mode exists. Therefore, when the vehicle is towed when the vehicle is out of order (when towed), the input shaft A1 is selected even if the first output shaft A2 (or the second output shaft A3) rotates by selecting the N mode. It is possible to obtain a state in which does not rotate. Accordingly, it is possible to obtain a state in which the output shaft of the transmission T / M connected to the input shaft A1 does not rotate during towing, and the output shaft of the transmission T / M rotates during towing. It is possible to suppress the occurrence of a failure of the transmission T / M.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, α1 = α2 = α3, but α1, α2, and α3 may be different values. Further, part or all of the range where the clutch C / T exists in the direction of the first output shaft A2 overlaps the range between the second and third pieces P2 and P3 in the direction of the first output shaft A2. However, they do not have to overlap.

  Moreover, in the said embodiment, the rear-wheel drive state is employ | adopted as a two-wheel drive state. On the other hand, the front wheel drive state may be adopted as the two-wheel drive state. In this case, a power transmission system may be formed between the first output shaft A2 and the left and right front wheels, and a power transmission system may be formed between the second output shaft A3 and the left and right rear wheels.

  In the above embodiment, the input shaft A1 and the first output shaft A2 are coaxially arranged. However, the first output shaft A2 may be arranged eccentrically from the input shaft A1. In this case, the first output axis A2 may or may not be parallel to the input axis A1. Moreover, although the first and second intermediate axes A4 and A5 are parallel to the first output axis A2, they may not be parallel.

  In the above embodiment, the third piece P3, the first piece P1, the hub H, and the second piece P2 are arranged in this order from the side closer to the input shaft A1 in the direction of the first output shaft A2. The order may be different from this order. In the above embodiment, the N mode is set, but the N mode may not be set.

  In the above embodiment, the axial positions of the forks F1 and F2 (and thus the sleeves S1 and S2) are controlled by an actuator that operates according to a command from the electronic control unit ECU. By mechanically connecting the member (lever or the like) and the forks F1, F2 by a link or the like, the axial position of the forks F1, F2 may be manually controlled by operating the operation member.

  In the above-described embodiment, a high-speed two-wheel drive state (H2 mode), a high-speed four-wheel drive state (H4 mode), and a low-speed four-wheel drive state (L4 mode) are set. On the other hand, the two-wheel drive state (L2 mode) on the low speed side cannot be set. However, this does not cause substantial problems. This is based on the following reason. That is, the low-speed side gear is selected in the transfer when the vehicle normally travels on an irregular road surface such as sand or mud at a very low speed, that is, when escape performance and running performance are required. is there. Escapeability and running performance are better in the four-wheel drive state than in the two-wheel drive state. Therefore, it is difficult to assume a situation where the two-wheel drive state is preferred over the four-wheel drive state (situation in which the L2 mode is selected) when the low speed side gear is selected. From the above, there is no problem even if the L2 mode is not set in the above embodiment.

  E / G ... engine, T / M ... transmission, T / F ... transfer, C / T ... clutch, M ... switching mechanism, A1 ... input shaft, A2 ... first output shaft, A3 ... second output shaft, A4 ... 1st intermediate shaft, A5 ... 2nd intermediate shaft, P1 ... 1st piece, P2 ... 2nd piece, P3 ... 3rd piece, H ... Hub, S1, S2 ... Sleeve, F1, F2 ... Fork, ECU ... Electronic Control device

Claims (5)

An input shaft (A1) that forms a power transmission system with the output shaft of the power source of the vehicle;
A first output shaft (A2) in which a power transmission system is formed between one of the left and right front wheels and the left and right rear wheels of the vehicle;
A second output shaft (A3) in which a power transmission system is formed between the other of the left and right front wheels and the left and right rear wheels of the vehicle;
A first intermediate shaft (A4);
A second intermediate shaft (A5) that forms a power transmission system with the second output shaft (A3) and rotates at a rotational speed greater than the rotational speed of the second output shaft (A3);
A clutch (C / T) for cutting off and connecting a power transmission system between the first intermediate shaft (A4) and the second intermediate shaft (A5);
A power transmission system is formed between the input shaft (A1) and the first output shaft (A2), and a power transmission system is not formed between the input shaft (A1) and the second output shaft (A3). A two-wheel drive state and a four-wheel drive state in which a power transmission system is formed between the input shaft (A1) and the first and second output shafts (A2, A3) are selectively switched, and the input A switching mechanism (M) that selectively switches the ratio of the rotational speed of the first output shaft (A2) to the rotational speed of the shaft (A1);
A vehicle transfer equipped with
The switching mechanism (M)
A first rotating member (P1) that forms a power transmission system with the input shaft (A1) and rotates at the same rotational speed as the rotational speed of the input shaft (A1);
A second rotating member (P2) that forms a power transmission system with the first intermediate shaft (A4) and rotates at a rotational speed smaller than the rotational speed of the first intermediate shaft (A4);
A third rotating member (P3) that forms a power transmission system with the first intermediate shaft (A4) and rotates at a rotational speed greater than the rotational speed of the first intermediate shaft (A4);
A fourth rotating member (H) that forms a power transmission system with the first output shaft (A2) and rotates at the same rotational speed as the first output shaft (A2);
Moving members (S1, S2) for changing the connection relationship between the first, second, third, and fourth rotating members (P1, P2, P3, H) according to the state;
Control means (F1, F2, ECU) for controlling the state of the moving members (S1, S2);
With
When the moving members (S1, S2) are in the first state, the first rotating member (P1) and the fourth rotating member (H) are coupled so as to rotate integrally, and the high speed side two-wheel drive State (H2 mode) is achieved,
When the moving members (S1, S2) are in the second state, the first rotating member (P1), the second rotating member (P2), and the fourth rotating member (H) are integrally rotated. Connected to achieve a high-speed four-wheel drive state (H4 mode),
When the moving members (S1, S2) are in the third state, the second rotating member (P2) and the fourth rotating member (H) are coupled so as to rotate integrally and the first rotating member. (P1) and the third rotating member (P3) are connected so as to rotate integrally, and a low-speed four-wheel drive state (L4 mode) is achieved. In the transfer of the vehicle according to claim 1,
The input shaft (A1) and the first output shaft (A2) are arranged coaxially with each other,
In order from the side closer to the input shaft (A1) in the direction of the first output shaft (A2), the third rotating member (P3), the first rotating member (P1), the fourth rotating member (H), And the respective engaging portions of the second rotating member (P2) with respect to the moving members (S1, S2) are arranged coaxially with respect to the first output shaft (A2),
The moving members (S1, S2) are movable coaxially with respect to the first output shaft (A2) and in the direction of the first output shaft (A2), and the first, The first moving member (S1) for changing the connection relationship between the second and fourth rotating members (P1, P2, H) and the first output shaft (A2) are coaxial and the first output. A second moving member (S2) that is movable in the direction of the axis (A2) and that changes the connection relationship between the first and third rotating members (P1, P3) according to the position in the direction is provided. And
In the first state, since the first moving member (S1) is in the first position, the first rotating member (P1) and the fourth rotating member (H) are connected, and the second moving member is connected. When the member (S2) is in the first position, the first rotating member (P1) and the third rotating member (P3) are not connected,
In the second state, the first moving member (S1) is located at a second position farther from the input shaft (A1) than the first position, whereby the first rotating member (P1), the second The rotating member (P2) and the fourth rotating member (H) are connected, and the second moving member (S2) is in the first position, so that the first rotating member (P1) and the third rotating member (P2) are in the first position. The rotating member (P3) is not connected,
In the third state, the first moving member (S1) is located at a third position farther from the input shaft (A1) than the second position, whereby the second rotating member (P2) and the fourth position The rotating member (H) is connected, and the second moving member (S2) is located at a second position farther from the input shaft (A1) than the first position, whereby the first rotating member (P1). And a transfer of the vehicle to which the third rotating member (P3) is coupled. In the transfer of the vehicle according to claim 2,
The first and second intermediate shafts (A4, A5) are eccentric from the first output shaft (A2), parallel to the first output shaft (A2), and coaxially arranged with each other;
Part or all of the range in which the clutch (C / T) is present in the direction of the first output shaft (A2) is part of the second rotating member (P2) in the direction of the first output shaft (A2). A vehicle transfer that overlaps a range between an engagement portion and the engagement portion of the third rotating member (P3). In the transfer of the vehicle according to claim 3,
The second output shaft (A3) is eccentric from the first output shaft (A2) and the first and second intermediate shafts (A4, A5) and is arranged in parallel with the first output shaft (A2). Car transfer. In the transfer of the vehicle according to any one of claims 2 to 4,
When the first moving member (S1) is in the third position, the second rotating member (P2) and the fourth rotating member (H) are connected, and the second moving member (S2) is In the fourth state of the moving members (S1, S2) in which the first rotating member (P1) and the third rotating member (P3) are not connected by being in the first position, the input shaft (A1) and A vehicle transfer in which a neutral state (N mode) in which a power transmission system is not formed between the first and second output shafts (A2, A3) is achieved.

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