JPH0234100Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a four-wheel drive vehicle (hereinafter referred to as a "4WD vehicle" as necessary), and particularly relates to a horizontal transmission used in a 4WD vehicle.

Generally, 4WD vehicles have a constant four-wheel drive (4WD)
A full-time system for use in
There is also a part-time model that allows switching between 4WD and two-wheel drive (2WD). Particularly in the case of a full-time type, a mechanism is required to compensate for the difference in rotation speed between the front and rear wheels.

By the way, as conventional horizontal transmissions for 4WD vehicles, two-wheeled transmissions are often used, which are comprised of an input shaft and an output shaft that is connected to the input shaft via a transmission mechanism and is substantially parallel to the input shaft.

In such a conventional two-wheel horizontal transmission, a differential gear mechanism with a planetary gear is provided after final reduction in order to compensate for the difference in rotational speed between the front and rear wheels.

However, such conventional horizontal transmissions for 4WD have the following problems.

(1) Since a differential gear mechanism is provided after final reduction, it must have great strength, which increases the size of the device.

(2) Since a planetary gear is used, the difference in rotational speed with the output gear must be corrected using a separate gear, which complicates the device.

The present invention aims to solve these problems, and aims to downsize and simplify the device.
The purpose of the present invention is to provide a transverse transmission for four-wheel drive vehicles.

Therefore, the transverse transmission for four-wheel drive vehicles of the present invention has an input shaft that is connected to the crankshaft of the transverse engine via a clutch mechanism and extends concentrically with the crankshaft, and An intermediate shaft connected via a speed change mechanism and arranged parallel to the input shaft; an output shaft connected to the intermediate shaft via a speed reduction mechanism and arranged parallel to the intermediate shaft; A differential gear mechanism that has an integrally provided differential case and compensates for the rotational speed difference between the front and rear wheels, and a front wheel differential gear that is connected to the first side gear of the differential gear mechanism via a final reduction gear. and a rear wheel drive system connected to a second side gear of the differential gear mechanism via a rear wheel drive gear, the differential gear mechanism compensating for the rotation speed difference between the front and rear wheels, The present invention is characterized in that the final reduction gear is disposed on the opposite side of the clutch mechanism.

Hereinafter, a horizontally mounted transmission for a four-wheel drive vehicle as an embodiment of the present invention will be explained with reference to the drawings. FIG. 1 is a schematic diagram showing its configuration, and FIG. 2 is a diagram showing another example. FIG. 2 is a schematic diagram showing a general configuration.

Now, the horizontal transmission T according to the present invention
This is for a four-wheel drive vehicle, and as shown in FIG. 1, an input shaft 1 is provided inside the case C. This input shaft 1 is connected via a clutch mechanism 3 to a crankshaft 2 of a transverse engine E (this crankshaft 2 is arranged to extend in the vehicle width direction because the engine E is a transverse type). and is arranged so as to extend concentrically with the crankshaft 2.

Further, this horizontal transmission T has an intermediate shaft 4 and an output shaft 5 in its case C, and the intermediate shaft 4 is connected to the input shaft 1 through a transmission mechanism (speed gear group) 6. They are connected and arranged to extend parallel to the input shaft 1.

Further, the output shaft 5 is connected to the intermediate shaft 4 via a reduction mechanism (reduction gear) 7, and is arranged to extend parallel to the intermediate shaft 4.

As a result, this transmission T is configured as a three-axis type, but the input shaft
A transmission mechanism 6 that takes up a large space is interposed between the intermediate shaft 4 and the intermediate shaft 4, and a reduction gear 7 that takes up almost no space is installed between the intermediate shaft 4 and the output shaft 5.
Since the output shaft 5 is only interposed therein, a considerable space is formed around the output shaft 5.

Focusing on this point, the output shaft 5 is provided with a differential gear mechanism (hereinafter referred to as "center differential") 10 for compensating for the difference in rotational speed between the front wheels 8 and the rear wheels 6.

And the center differential 10 arranged like this
The differential case 11 is connected to the reduction gear 7.

The center differential 10 also includes differential pinions 12 and 13 that are pivotally supported by the differential case 11.
Each of the differential pinions 12 and 13 meshes with a first side gear 14 and a second side gear 15 that are arranged to face each other.

The first side gear 14 is connected via the tubular shaft 16 to
It is connected to a final reduction gear 18 that transmits power to a front wheel differential gear mechanism 17 (this mechanism 17 compensates for the difference in rotation speed between the left and right front wheels 8, 8, and is hereinafter referred to as a "front differential" 17). There is. Note that the final reduction gear 18 is connected to a differential case 19 of the front differential 17.

The second side gear 15 is connected via a shaft 20 passing through the tubular shaft 16 to a rear drive gear 22 that transmits power to a rear wheel drive system 21 . Note that the power from the gear 22 is further decelerated by the gear 23 and then transferred to the rear wheel differential gear mechanism 2 via the transfer 24 for selectively switching between 4WD and 2WD.
5 (this mechanism 25 compensates for the difference in rotational speed between the left and right rear wheels 9, 9, and is hereinafter referred to as the "rear differential 25").

Further, a shaft 20 connected to the second side gear 15
extends to the outside of the differential case 11, and the end of this shaft 20 and the differential case 11 can be connected via a center differential lock mechanism 26, thereby connecting the second side gear 15 side and the differential case 11 side. or unlink it. That is, when the sleeve 27 of the center differential lock mechanism 26 is moved to the right in FIG. 1 and the connection between the second side gear 15 side and the differential case 11 side is released, the center differential 10 can perform its original function. When the sleeve 27 is moved to the left in FIG. 1 to connect them together, the front and rear wheels are locked. By being able to lock in this way, the vehicle can be started even if one of the front wheels 8 or rear wheels 9 slips.

Since the center differential 10 is provided before the final deceleration in this manner, there is no need to provide a large strength unlike in the conventional case, and the center differential 10 can be made smaller. Therefore, the center differential 10 can be arranged with sufficient space between the intermediate shaft 4 and the output shaft 5.

Furthermore, the center differential 10 is arranged on the opposite side of the clutch mechanism 3 with respect to the final reduction gear 23. Therefore, there is no fear of interference between the clutch mechanism 3 and the center differential 10, and a high degree of freedom in design can be obtained when changing the layout of each gear including the center differential 10.

Note that the reference numeral 29 in FIG. 1 indicates a spline fitting portion.

When the transfer 24 is switched to the 4WD side with the above configuration, the sleeve 2 of the transfer 24
4a moves downward in FIG.
The drive side gear 24b and the driven side gear 24c are connected, whereby the power from the engine E is appropriately changed in speed by the transmission T and transmitted to the front wheel drive system 28 and the rear wheel drive system 21.

That is, the power from the engine E is transmitted to the front wheel drive system 28 via the first side gear 14 of the center differential 10 and the final reduction gear 18, and the power from the engine E is transmitted to the rear wheel drive system 21. second side gear 15 of center differential 10;
The signal is transmitted to the rear differential 25 via the gears 22 and 23, the spline fitting portion 29, and the transmission 24.

At this time, the center differential lock mechanism 26
Since the side gear 15 side and the differential case 11 side are disconnected, even if a rotation speed difference occurs between the front and rear wheels, this rotation speed difference can be compensated for by the action of the center differential 10.

If either the front wheel 8 or the rear wheel 9 slips, the center differential lock mechanism 26 may be used to connect the second side gear 15 side and the differential case 11 side. This function can be stopped, making it possible to start the vehicle.

Furthermore, when the sleeve 24a of the transfer shaft 24 is moved upward in FIG. 1 to disconnect the gears 24b and 24c, 2WD is used. That is, the power from the engine E is blocked by the transfer 24 and is not transmitted to the rear wheel drive system 21, but is transmitted only to the front wheel drive system 28.

Furthermore, in the embodiment described above, power is transmitted to the rear wheel drive system 21 after being decelerated by the gears 22 and 23.
The present invention can also be applied to a type of transmission T' that transmits information without deceleration, as shown in FIG.
Here, in FIG. 2, the same reference numerals as in FIG. 1 indicate substantially the same parts. Note that the reference numeral 30 in FIG. 2 indicates a gear for transmitting power to the rear wheel drive system, which is connected to the second side gear 15.

As described in detail above, according to the horizontal transmission for a four-wheel drive vehicle of the present invention, the input shaft is connected to the crankshaft of the horizontal engine via a clutch mechanism and extends concentrically with the crankshaft. , an intermediate shaft connected to the input shaft via a transmission mechanism and arranged parallel to the input shaft, and an output shaft connected to the intermediate shaft via a speed reduction mechanism and arranged parallel to the intermediate shaft. and,
a differential gear mechanism that has a differential case integrated with the output shaft and compensates for the difference in rotation speed between the front and rear wheels;
a front wheel differential gear mechanism connected to a first side gear of the differential gear mechanism via a final reduction gear; and a rear wheel connected to a second side gear of the differential gear mechanism via a rear wheel drive gear. a drive system, and a differential gear mechanism that compensates for the difference in rotation speed between the front and rear wheels,
With a simple configuration in which the final reduction gear is disposed on the opposite side of the clutch mechanism, the following effects and advantages can be obtained.

(1) A differential gear mechanism that compensates for the difference in rotation speed between the front and rear wheels can eliminate the braking phenomenon that occurs when using 4WD.

(2) This transmission is configured as a three-shaft type, but a transmission mechanism that takes up a large space is interposed between the input shaft and the intermediate shaft, and the intermediate shaft and output shaft Since a speed reduction mechanism that takes up almost no space is interposed between them, a considerable space is formed around the output shaft, and the above-mentioned differential gear mechanism can be easily installed in this space. The driving torque of this differential gear mechanism is low before the final deceleration, that is, at the high rotation part before the final deceleration, so there is no need to provide large strength as in the past, and this makes the differential gear mechanism smaller. be able to.

(3) Since a differential mechanism with planetary gears is not used as in the past, the structure can be simplified.

(4) By arranging the differential gear mechanism that compensates for the rotational speed difference between the front and rear wheels on the opposite side of the clutch mechanism with respect to the final reduction gear, interference between the clutch mechanism and the differential gear mechanism can be prevented. No more worries,
A transmission with a high degree of freedom in design can be obtained when changing the layout of each gear, including the differential gear mechanism.

[Brief explanation of the drawing]

The figure shows a horizontally mounted transmission for a four-wheel drive vehicle as an embodiment of the present invention. FIG. 1 is a schematic diagram showing the general structure thereof, and FIG. FIG. DESCRIPTION OF SYMBOLS 1...Input shaft, 2...Crankshaft, 3...Clutch mechanism, 4...Intermediate shaft, 5...Output shaft, 6...Transmission mechanism, 7
...Reduction mechanism (reduction gear), 8...Front wheel, 9...Rear wheel,
10... Center differential (differential gear mechanism), 11... Differential case, 12, 13... Differential pinion, 14... First
Side gear, 15...Second side gear, 16...Tubular shaft, 17...Front differential (differential gear mechanism for front wheels),
18... Final reduction gear, 19... Differential case, 20...
Shaft, 21... Rear wheel drive system, 22, 23... Gear, 24
...Transfer, 24a...Sleeve, 24b, 2
4c...Gear, 25...Rear differential (differential gear mechanism for rear wheels), 26...Front wheel drive system, 29...Spline fitting part, 30...Gear, C...Case, E...Engine,
T, T'...transmission.

Claims (1)

[Scope of utility model registration request] An input shaft connected to the crankshaft of the horizontal engine via a clutch mechanism and extending concentrically with the crankshaft, and an intermediate shaft connected to the input shaft via a transmission mechanism and arranged parallel to the input shaft. A shaft, an output shaft connected to the intermediate shaft via a speed reduction mechanism and arranged parallel to the intermediate shaft, and a differential case integrated with the output shaft to reduce the difference in rotational speed between the front and rear wheels. a differential gear mechanism for compensation, a front wheel differential gear mechanism connected to a first side gear of the differential gear mechanism via a final reduction gear, and a rear wheel drive gear connected to a second side gear of the differential gear mechanism. and a rear wheel drive system connected via a rear wheel drive system, and a differential gear mechanism for compensating for the rotational speed difference between the front and rear wheels is disposed on the opposite side of the clutch mechanism with respect to the final reduction gear. A horizontally mounted transmission for four-wheel drive vehicles.