JPH0118416Y2 - - Google Patents
Info
- Publication number
- JPH0118416Y2 JPH0118416Y2 JP1981138842U JP13884281U JPH0118416Y2 JP H0118416 Y2 JPH0118416 Y2 JP H0118416Y2 JP 1981138842 U JP1981138842 U JP 1981138842U JP 13884281 U JP13884281 U JP 13884281U JP H0118416 Y2 JPH0118416 Y2 JP H0118416Y2
- Authority
- JP
- Japan
- Prior art keywords
- transmission
- shaft
- engine
- output
- gear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 42
- 238000010586 diagram Methods 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Description
【考案の詳細な説明】
この考案は、リヤエンジン車の動力伝達装置に
関し、特に、RR車と呼ばれるリヤエンジン・後
輪駆動車の駆動動力（以下、単に動力という）伝
達装置のレイアウトに関するものである。[Detailed description of the invention] This invention relates to a power transmission device for rear engine vehicles, and in particular to the layout of the drive power (hereinafter simply referred to as power) transmission device for rear engine/rear wheel drive vehicles called RR vehicles. be.
従来のこの種の車種における動力伝達装置の一
般的なレイアウトについては、エンジン縦置き構
造の場合のレイアウトと、エンジン横置き構造の
場合のレイアウトとが知られていて、先ずエンジ
ン縦置き構造の場合の構成は、第１図に示すよう
に、エンジン本体Ｅに１体に形成されたミツシヨ
ンT1の出力軸と、リヤアクスルＡのデフＤとの
間が、短かいプロペラシヤフトS1で回動接続され
た構成になつている。 Regarding the general layout of the power transmission device in conventional vehicle models of this type, two layouts are known: one with a vertical engine structure and the other with a horizontal engine structure. As shown in Fig. 1, the output shaft of the transmission T1 , which is integrally formed in the engine body E, and the differential D of the rear axle A are rotatably connected by a short propeller shaft S1 . It has a similar structure.
しかし、このような構成によると、エンジンＥ
の形状が軸線方向に長い形状をなしていることか
ら、車体のリヤオーバハングの長さが延伸するこ
とが避けられず、その結果、後輪軸に大きな荷重
がかかるという問題点がある。 However, according to such a configuration, the engine E
Since the shape is long in the axial direction, it is inevitable that the length of the rear overhang of the vehicle body will be extended, and as a result, there is a problem in that a large load is applied to the rear wheel axle.
一方、エンジン横置き構造の場合の構成は、第
２図に示すように、ミツシヨンT2の出力軸は、
車体の斜め前方に引出された上で、プロペラシヤ
フトS2により、デフＤの軸線と交角を持つて回動
接続された構成になつている。 On the other hand, in the case of a horizontal engine structure, the output shaft of the transmission T 2 is as shown in Figure 2.
It is pulled out diagonally to the front of the vehicle body and is rotatably connected to the axis of the differential D by a propeller shaft S2 .
この構成によると、車体のリヤオーバハング長
が大幅に短縮されるメリツトがあるが、その反
面、プロペラシヤフトS2とデフＤの入力軸との継
手が成角係合状態となることから、アクスルＡに
伝動された駆動トルクの変動量がかなり増大し、
その結果、車体振動や騒音の発生を招き易い等の
欠点がある。 This configuration has the advantage of significantly shortening the rear overhang length of the vehicle body, but on the other hand, since the joint between the propeller shaft S 2 and the input shaft of the differential D is in a state of angle engagement, the axle A The amount of fluctuation in the drive torque transmitted to the
As a result, there are drawbacks such as the tendency to cause vehicle body vibration and noise.
本考案は、上記欠点を解消するためになされた
ものであつて、すなわち、本考案の目的は、円滑
なトルク伝動作動が得られるエンジン横置き型リ
ヤエンジン車の動力伝達装置を提供することにあ
る。 The present invention has been made in order to eliminate the above-mentioned drawbacks, and the purpose of the present invention is to provide a power transmission device for a horizontally mounted rear engine vehicle that can provide smooth torque transmission operation. be.
以下、図示の一実施例に基づいて本考案を説明
する。 Hereinafter, the present invention will be explained based on an illustrated embodiment.
実施例の動力伝達装置においては、第３図およ
び第４図に示すように、エンジンＥは、車体の左
向きに横置きされていて、すなわち、ラジエータ
１が車体の左側面の開口に対接すると共に、ミツ
シヨン２の出力軸３は、車体の右側部に引出され
ている。 In the power transmission device of the embodiment, as shown in FIGS. 3 and 4, the engine E is placed horizontally to the left of the vehicle body, that is, the radiator 1 is in contact with the opening on the left side of the vehicle body, and , the output shaft 3 of the transmission 2 is pulled out to the right side of the vehicle body.
この出力軸３は、ミツシヨン２に一体形成され
たトランスフア機構４の上部の入力側を成してお
り、しかして同トランスフア機構４の出力側を成
す伝動軸５は、エンジンＥの軸線にほぼ沿つてエ
ンジンＥの後下方位置に横架されている。 This output shaft 3 forms the upper input side of a transfer mechanism 4 integrally formed with the transmission 2, and the transmission shaft 5 forming the output side of the transfer mechanism 4 is aligned with the axis of the engine E. It is suspended horizontally at a position below and behind the engine E, almost along the same line.
なお、同トランスフア機構４の入力側と出力側
との間は、好ましくは、伝動ベルトあるいは伝動
チエーンによつて回動接続されているが、しかし
車種によつて上記伝動媒体部材の使用が設計上不
適当な場合には、ギヤ部材が使用される。 Note that the input side and output side of the transfer mechanism 4 are preferably rotatably connected by a transmission belt or transmission chain, but depending on the vehicle model, the use of the above-mentioned transmission medium member may be designed. If this is not appropriate, gear members are used.
一方、エンジンＥの車体中央線付近の後部寄り
の下方には、伝動ギヤ機構６が取付けられてい
て、このギヤ機構６は、ギヤ軸が互に直交する図
示しない入力ギヤと出力ギヤとにより形成されて
おり、しかして、トランスフア機構４の出力側
と、同ギヤ機構６の入力ギヤ軸とは、上記伝動軸
５によつて回動接続されている。 On the other hand, a transmission gear mechanism 6 is installed below the rear of the engine E near the center line of the vehicle body, and this gear mechanism 6 is formed by an input gear and an output gear (not shown) whose gear axes are orthogonal to each other. The output side of the transfer mechanism 4 and the input gear shaft of the gear mechanism 6 are rotationally connected by the transmission shaft 5.
しかして、同伝動機構６の出力ギヤ軸は、同ギ
ヤ軸の前方ほぼ正面に対向するデフＤの入力軸と
の間に架装されたプロペラシヤフト７によつて、
デフＤと回動接続されている。 Therefore, the output gear shaft of the transmission mechanism 6 is operated by the propeller shaft 7 mounted between the output gear shaft of the gear shaft and the input shaft of the differential D facing almost in front of the gear shaft.
Rotationally connected to differential D.
このように構成された実施例の動力伝達装置に
おいては、エンジンＥのトルク出力は、ミツシヨ
ン２→トランスフア機構４→伝動軸５→伝動ギヤ
機構６→プロペラシヤフト７→デフＤの経路でリ
ヤアクスルＡに伝達されるが、プロペラシヤフト
７の両端の継手は、ほぼ直状の係合状態にあり、
従つて動力の伝達作動は、一般のFR車の場合と
同様に円滑に行われ、これにより、振動や騒音発
生の虞れが解消される。 In the power transmission device of the embodiment configured in this manner, the torque output of the engine E is transmitted to the rear axle A via the transmission path 2 → transfer mechanism 4 → transmission shaft 5 → transmission gear mechanism 6 → propeller shaft 7 → differential D. However, the joints at both ends of the propeller shaft 7 are in a substantially straight engagement state,
Therefore, the power transmission operation is carried out smoothly as in the case of a general FR vehicle, thereby eliminating the possibility of vibration and noise generation.
そのほか、トランスフア機構４の伝動媒体部材
にベルト、チエーン類を装備した構造では、該機
構４内部の各回転軸の軸間距離の寸法精度が、そ
れ程精密を要求されないことから、トランスフア
機構４のコストダウンが容易である。 In addition, in a structure in which the transmission medium member of the transfer mechanism 4 is equipped with a belt or a chain, the dimensional accuracy of the distance between the rotating shafts inside the mechanism 4 is not required to be very precise. It is easy to reduce costs.
なお、上述した実施例は、横置きエンジンが左
向きに塔載されている車種を対象にしたものであ
るが、右向き塔載の車種についても、同様すなわ
ち左右反対に構成すれば、全く同様な作動、効果
が得られ、そのほか、RR型の乗用車、大型〜小
型の各バス、ルートバン等の広い範囲の車種を対
象にして、同様に構成することが可能である。 Note that the above-mentioned embodiment is intended for vehicle models in which the transverse engine is mounted on the left-facing tower, but the same operation can be obtained for vehicle models that are mounted on the right-facing engine in the same manner, that is, if the left and right sides are reversed. In addition, the same configuration can be applied to a wide range of vehicle types such as RR passenger cars, large to small buses, and route vans.
以上述べたように、横置きリヤエンジンのミツ
シヨンとプロペラシヤフトとの間に、トランスフ
ア機構、伝動軸及び伝動ギヤ機構を介在させ、か
つ伝動軸及び伝動ギヤ機構をリヤエンジンの下部
後方寄りに配置した本考案によれば、車体のオー
バハング長を短かくすることができるばかりでな
く、エンジンを横置きにした割にはプロペラシヤ
フトを長くすることができ、またプロペラシヤフ
トをリヤアクスルに対して直角に配置することが
できるので、円滑なトルク伝達が行われ、振動、
騒音も低減する効果が得られる。 As mentioned above, a transfer mechanism, a transmission shaft, and a transmission gear mechanism are interposed between the transmission of a horizontal rear engine and a propeller shaft, and the transmission shaft and transmission gear mechanism are arranged near the rear of the lower part of the rear engine. According to this invention, not only can the overhang length of the car body be shortened, but also the propeller shaft can be made longer considering that the engine is placed horizontally, and the propeller shaft can be made perpendicular to the rear axle. This allows for smooth torque transmission and vibration,
The effect of reducing noise can also be obtained.
第１図および第２図は、リヤエンジン車の動力
伝達装置の従来の２つの構成例を示す平面概略
図、第３図は、本考案の一実施例を示すリヤエン
ジン車の動力伝達装置の平面概略図、第４図は、
同側面概略図である。
Ａ……リヤアクスル、Ｄ……デフ、Ｅ……エン
ジン、３……ミツシヨン出力軸、４……トランス
フア機構、５……伝動軸、６……伝動ギヤ機構、
７……プロペラシヤフト。
1 and 2 are schematic plan views showing two conventional configuration examples of a power transmission device for a rear engine vehicle, and FIG. 3 is a schematic plan view of a power transmission device for a rear engine vehicle showing an embodiment of the present invention. The schematic plan view, Figure 4, is
It is a same side schematic diagram. A... Rear axle, D... Differential, E... Engine, 3... Mission output shaft, 4... Transfer mechanism, 5... Transmission shaft, 6... Transmission gear mechanism,
7... Propeller shaft.
Claims (1)
ンと、 上記リヤエンジンの出力軸と略同一軸線上に出
力軸を配置したミツシヨンと、 上記ミツシヨンの出力軸を入力側とするトラン
スフア機構と、 リヤアクスルのデフの後方であつて、エンジン
本体の下部後方寄りに取付けられらていて、入力
ギヤ軸と出力ギヤ軸とを略直角に交角させた伝動
ギヤ機構と、 上記トランスフア機構の出力側と上記伝動ギヤ
機構の入力側とを上記エンジンの後部下方におい
て回動接続する、上記エンジンの軸線と略平行に
配置された伝動軸と、 上記伝動ギヤ機構の出力側と上記デフの入力側
とを回動接続する、上記リヤアクスルと略直角を
なすプロペラシヤフトと からなるリヤエンジン車の動力伝達装置。[Scope of Claim for Utility Model Registration] A rear engine placed horizontally behind a rear axle, a transmission whose output shaft is arranged substantially on the same axis as the output shaft of the rear engine, and an input side of which is the output shaft of the transmission. a transmission gear mechanism, which is installed behind the differential of the rear axle and toward the rear of the lower part of the engine body, and in which the input gear shaft and the output gear shaft are substantially perpendicular to each other; a transmission shaft arranged substantially parallel to the axis of the engine, the transmission shaft rotatably connecting the output side of the mechanism and the input side of the transmission gear mechanism at the lower rear of the engine; and the output side of the transmission gear mechanism and the differential transmission shaft. A power transmission device for a rear engine vehicle, comprising a propeller shaft that is substantially perpendicular to the rear axle and is rotationally connected to the input side of the rear axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13884281U JPS5843519U (en) | 1981-09-18 | 1981-09-18 | Power transmission device for rear engine vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13884281U JPS5843519U (en) | 1981-09-18 | 1981-09-18 | Power transmission device for rear engine vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5843519U JPS5843519U (en) | 1983-03-23 |
| JPH0118416Y2 true JPH0118416Y2 (en) | 1989-05-30 |
Family
ID=29932051
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13884281U Granted JPS5843519U (en) | 1981-09-18 | 1981-09-18 | Power transmission device for rear engine vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5843519U (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0428828Y2 (en) * | 1985-08-29 | 1992-07-14 |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5725865Y2 (en) * | 1977-03-15 | 1982-06-04 | ||
| JPS55144120U (en) * | 1979-04-04 | 1980-10-16 |
-
1981
- 1981-09-18 JP JP13884281U patent/JPS5843519U/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5843519U (en) | 1983-03-23 |
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