JPH03118225A - Power unit for vehicle - Google Patents

Abstract

PURPOSE:To lower loading to an internal combustion engine at the time of idling by controlling a transfer gear transmitting driving force to wheels to be neutral when the shift lever of a transmission is actuated to a neutral position. CONSTITUTION:A power unit for a vehicle is equipped with a transverse internal combustion engine. In this case, a transmission 6 is provided by which gear shifting is actuated through the actuation of a shift lever 70. In addition, a transfer gear (auxiliary transmission section) 50 transmitting driving force to wheels and an actuator 72 actuating the transfer gear 50 are also provided respectively. Furthermore, a transfer gear switch-over section 74 is provided too, which causes the transfer gear 50 to make switch-over between a high range and a low range. In this case, the actuator 72 is drivingly so controlled by a control section 68 as to make the transfer gear natural when the shift lever 7 is actuated to a neutral position. This thereby allows loading to the internal combustion engine to be lowered at the time of idling.

Description

[Detailed Description of the Invention] [Field of Application in M Industry] This invention relates to a power unit for a vehicle, and in particular, it is equipped with a horizontal internal combustion engine, and drives the front wheels and/or rear wheels using the driving force from the horizontal internal combustion engine. The present invention relates to a driving power unit for a vehicle.

[Prior Art] Driving power from an internal combustion engine is transmitted to front wheels or rear wheels via a transmission, depending on the power transmission method.

Recently, in order to improve driving performance and stability not only when driving on rough roads or uneven terrain, but also when driving on normal roads, the driving force of the internal combustion engine has been distributed to the front drive axle and the rear drive axle. Various types of four-wheel drive vehicles have appeared that transmit power to each of the front wheels and the rear wheels.

As a vehicle power unit, Tokuko Sho 63-3945
There is one disclosed in Publication No. 0. The vehicle power unit disclosed in this publication rotatably supports an input shaft connected to a crankshaft and an output shaft parallel to the input shaft, and a subshaft and an intermediate shaft parallel to the output shaft. At the same time, an auxiliary transmission mechanism is installed between the auxiliary shaft and the intermediate shaft, and a large reduction ratio can be secured without fundamentally changing the existing transmission and vehicle body structure. The work efficiency of assembling the sub-transmission mechanism has been improved.

Further, there is one disclosed in Japanese Patent Publication No. 83-54569. What is disclosed in this publication is that a first transmission, a second transmission, and a third transmission are sequentially arranged from the internal combustion engine side, and each transmission is housed separately in each case. This eliminates the need for major changes to existing parts, improves mass productivity, and lowers the cost.

Furthermore, there is one disclosed in Japanese Unexamined Patent Publication No. 63-203422. The four-wheel drive device disclosed in this publication has a power selection means disposed in the viscous coupling, and has a first power transmission system via the viscous coupling and a second direct power transmission system that bypasses the viscous coupling. When the transmission exceeds a predetermined drive torque, the power selection means automatically switches to the second direct-coupled power transmission system, and the direct-coupled four-wheel drive driving mode can be selected as desired. The durability of the ring, drivability on rough roads, etc., and fuel efficiency have been improved.

[Problems to be Solved by the Invention] By the way, in the conventional vehicle power unit, the front-engine φ rear drive type FR system has an input shaft 110, a main shaft 112, and an output shaft, as shown in FIG. The main shaft 180 is provided coaxially with the counter shaft 114, and the counter shaft 114 is arranged parallel to these axes.
12 and the counter shaft 114, a main transmission section 126 having a four-stage transmission gear train is provided between the main shaft 112 and the counter shaft 1.
14 and the output shaft 180, there is provided an auxiliary transmission section 150 that decelerates the rotation from the main shaft 112 at extremely low speeds and transmits the driving force to the output shaft 180.

Loads on the internal combustion engine include the input shaft 110, the counter shaft 114 connected to the input shaft 110, the reduction gear 182 splined to the input shaft 110, the high speed gear 184, and the high speed sleeve. 186, there are also a main second speed gear 132, a main first speed gear 128, and a reverse idler gear 188, which are gear-fitted to the input shaft 110.

Therefore, the input shaft 110 has many parts that are fitted with binders and gears, and when the vehicle is idling in a neutral state, there is a large load on the internal combustion engine, and a large amount of noise, so-called rattling noise, is generated.

Furthermore, the load on the internal combustion engine increases during idling in a neutral state, resulting in poor fuel efficiency and an economical disadvantage.

[Object of the Invention] Therefore, in order to eliminate the above-mentioned disadvantages, the object of the present invention is to provide a transmission that changes gears by operating a shift lever, provide a transfer that transmits driving force to the wheels, and operate the transfer. By providing an actuator, a transfer switching section that switches the transfer between high range and low range, and a control section that controls the transfer so that when the shift lever is in the neutral state, the transfer is also in the neutral state, the shift position can be changed. To provide a power unit for a vehicle that can set a transfer to a neutral state when the engine is in a neutral state, reduce the load on an internal combustion engine during idling, reduce noise, and improve fuel efficiency.

[Means for Solving the Problems] In order to achieve this object, the present invention provides a vehicle power unit equipped with a horizontal internal combustion engine and driving wheels, which is equipped with a transmission that changes gears by operating a shift lever. , a transfer for transmitting driving force to the wheels is provided, an actuator for operating the transfer is provided, a transfer switching unit is provided for switching the transfer between a high range and a low range, and the transfer is switched on when the shift position of the shift lever is in a neutral state. The present invention is also characterized in that it is provided with a control section that controls the vehicle to bring it into a neutral state.

[Function] With the above configuration, when the shift lever is in the neutral position, the control section operates the actuator to control the transfer to be in the neutral state, thereby reducing the load on the internal combustion engine during idling. This reduces noise and improves fuel efficiency.

[Examples] Examples of the present invention will be described in detail below based on the drawings.

1 to 3 show embodiments of this invention. Third
In the figure, 2 is a vehicle power unit for a midship engine/rear drive type (MR system) four-wheel drive vehicle (4WD vehicle), 4 is a horizontal internal combustion engine, and 6 is a transmission (T/M).
), 8 is Kura-Sochi part case 8-1 and light case 8-
2 and a left case 8-3. Inside the transmission case 8, there is an input shaft 10 directly connected to the internal combustion engine 4, a main shaft 12 arranged coaxially with the input shaft 10, and an input shaft 12 arranged parallel to, that is, substantially parallel to, the main shaft 12. A counter shaft 14 is provided.

The input shaft 10 is supported by an input shaft bearing 18 held by the clutch case 8-1.

The main shaft 12 is supported by a first main shaft bearing 18 held by the right case 8-2 and a second main shaft bearing 20 held by the left case 8-3.

The counter shaft 14 includes a first counter shaft bearing 22 held in a clutch case 8-1 and a left case 8-3.
The second counter shaft bearing 24 is supported by the second counter shaft bearing 24 held by the second counter shaft bearing 24 .

A main transmission section 26 having a plurality of stages, for example, a five-stage transmission gear train, is provided between the main shaft 12 and the counter shaft 14.

That is, a main first speed gear 28, a main reverse gear 30, and a main second speed gear 32 are fixedly provided on the main shaft 12 in order from the internal combustion engine 4 side, and
A main third speed gear 34, a main fourth speed gear 36, and a main fifth speed gear 38 are rotatably provided within the side case 8-4.

Further, on the counter shaft 14, sequentially from the internal combustion engine 4 side,
A counter first speed gear 40 that meshes with the main first speed gear 28 and a counter second speed gear 42 that meshes with the main second speed gear 32 are rotatably provided, and a counter third speed gear 44 that meshes with the main third speed gear 34. A counter 4th speed gear 46 that meshes with the main 4th speed gear 36 and a counter 5th speed side wheel 4 that meshes with the main 5th speed gear 38 in the side case 8-4.
8 are fixedly provided.

Furthermore, a sub-transmission section 50, which is a transfer (T/F), is provided between the input shaft 10 and the counter shaft 14. That is, the input shaft 10 and the main shaft 12 are arranged coaxially, and the end surface of the input shaft 10 and the end surface of the main shaft 12 are spaced apart. A transfer hub 52 is attached to the end of the input shaft 10 on the main shaft 12 side, and a transfer sleeve 54 movable in the axial direction of the input work 0 is attached to this transfer hub 52.

Furthermore, a transfer drive gear 56 is rotatably provided on the input shaft 10 on the side closer to the internal combustion engine 4 than the transfer hub 52 . On the other hand, a transfer driven gear 58 fixed to the end of the main shaft 12 on the input shaft 10 side is disposed closer to the main shaft 12 than the transfer hub 52 .

The transfer drive gear 58 rotates with the rotation of the input shaft 10 because the transfer sleeve 54 is coupled to the drive side spline 60.

Further, the transfer driven gear 58 directly connects the input shaft 10 and the main shaft 12 by connecting the transfer sleeve 54 to the driven side spline 62.

The transfer drive gear 56 is connected to the counter shaft 14
It meshes with a driven idler gear 64 rotatably provided. This driven idler gear 64 is formed to have a larger diameter than the transfer drive gear 56. The driven idler gear 64 is integrally provided with a drive idler gear 66 meshed with the transfer driven gear 58. This drive idler gear 66
is formed to have a smaller diameter than the transfer driven gear 58.

Therefore, when the vehicle is running in a high range, when the transfer sleeve 54 is coupled to the driven side spline 62 by a gear ratio switching mechanism (not shown), the input shaft 10 and the main shaft 12 are directly coupled, so that the speed is reduced. The driving force from the input shaft 10 is transmitted to the main shaft 12 without any interference. On the other hand, when the vehicle is running in a low range, when the transfer sleeve 54 is coupled to the drive side spline 60, the direct connection between the input shaft 10 and the main shaft 12 is released, and as the input shaft 10 rotates, the transfer sleeve 54 is coupled to the drive side spline 60. The gear 56 rotates, and this transfer drive gear 5
6 rotates the driven idler gear 64, the drive idler gear 66 provided integrally with the driven idler gear 64 rotates, the transfer driven gear 58 rotates, and the main shaft 12 rotates.
The driving force is reduced by the sub-transmission section 50 and transferred to the main shaft 12.
is transmitted to.

A rear differential is connected to the countershaft 14 via a final reduction unit (not shown), and a front differential (not shown) is connected to the countershaft 14 via a propulsion shaft (not shown). It functions as the output shaft of 6.

The internal combustion engine 4 includes a control section 68 that controls the auxiliary transmission section 50, which is a transfer, to be in a neutral state when a shift lever 70 (described later) is in a neutral (N) state (see FIG. 2).

This control section 68 includes a shift lever as shown in FIG.
The transmission 6, which performs a speed change operation by the speed change operation of 70, is connected to the sub-transmission section 50, which is a transfer that transmits driving force to wheels (not shown), and is connected via an actuator 72 that operates the sub-transmission section 50. In addition to providing
A transfer switching section 74 for switching transfer between a high range and a low range is connected and provided. When the shift position of the shift lever 70 is in the neutral state, a neutral signal is input to the control section 68, an operation signal is output to the actuator 72, and the sub-transmission section 50 is controlled to be in the neutral state. It is something to do.

Next, the effect will be explained.

When the vehicle is running in a high range, the transfer sleeve 54 is moved to the main shaft 12 side by the gear ratio switching mechanism and is coupled to the driven side spline 62, so that the input shaft 10 and the main shaft 12 are connected to the transfer hub 52, the transfer sleeve 54, Transfer driven gear 58
Directly connected via. Therefore, the driving force of the input shaft 10 is transmitted to the main shaft 12 without being decelerated by the sub-transmission unit 50 (see the high range portion in FIG. 2).

On the other hand, when the vehicle is running in a low range, the transfer sleeve 54 is moved toward the internal combustion engine 4 and is coupled to the drive side spline 60. The transfer drive gear 56 rotates as the input shaft 10 rotates, and the rotation of the transfer drive gear 56 causes the driven idler gear 64 to rotate, and the rotation of the drive idler gear 66 integrated with the driven idler gear 64 causes the transfer The driven gear 58 is rotated, which causes the main shaft 12 to rotate.

At this time, the rotation of the main shaft 12 is decelerated by the sub-transmission section 50. Therefore, the driving force from the input shaft 10 side is transmitted to the main shaft 12 via the auxiliary transmission section 50 (see the low range portion in FIG. 2).

Then, in the main transmission section 26, the speed is reduced to a predetermined value by a desired speed change gear stage. Therefore, the driving force from the main shaft 12 is transmitted to the counter shaft 14, which is the output shaft, through the main transmission section 26, and then to the final reduction section and rear differential (not shown), as well as to the propulsion shaft (not shown). The signal is transmitted to the front differential (not shown) via the front differential.

The shift position of the shift lever 70 is neutral (N
), the actuator 72 is operated by a signal from the control section 88, and the sub-transmission section 50 is brought into the neutral state by the actuator 72.

That is, as shown in FIG. 3, the transfer sleeve 54 is located at the center, and the drive side spline 60
Alternatively, coupling of the transfer sleeve 54 with the driven side spline 62 is avoided.

Thereby, when the shift position of the shift lever 70 is in the neutral (N) state, the control section 68 can bring the sub-transmission section 50 into the neutral state, and the load on the internal combustion engine 4 during idling can be reduced to the input shaft. 10 and a transfer hub 5 spline-coupled to this input shaft 10.
2 and the transfer sleeve 54, the load on the internal combustion engine 4 can be reduced, and noise, so-called rattle, can be reduced, which is advantageous in practice.

Furthermore, since the load on the internal combustion engine 4 is reduced when the vehicle is idling in a neutral state, fuel efficiency is improved, which is economically advantageous.

Furthermore, in the transmission 6, the main shaft 12 is also used as the shaft of the transfer driven gear 58, and the counter shaft 14 is also used as the idler shaft of the driven idler gear 64 and the drive idler gear 66, so that the input shaft 10 and the main shaft are It is sufficient to provide only three shafts, ie, the transmission shaft 12 and the counter shaft 14, so that the configuration of the transmission 6 can be simplified, the size can be reduced, and space efficiency can be improved.

Furthermore, since the counter shaft 14 functions as an output shaft, there is no need to provide an output shaft coaxially with the main shaft 12, and the counter shaft 14 does not need to be provided coaxially with the main shaft 12.
2 can be made small in the axial direction, contributing to miniaturization.

[Effects of the Invention] As explained in detail above, according to the present invention, a transmission is provided which operates to change gears by a shift lever operation, a transfer is provided to transmit driving force to the wheels, and an actuator is provided to operate the transfer. , we have provided a transfer switching section that switches the transfer between high range and low range, and a control section that controls the transfer so that when the shift lever is in the neutral state, the transfer is also in the neutral state, so that the shift position of the shift lever is in the neutral state. When this occurs, the control unit can put the transfer in a neutral state, reducing the load on the internal combustion engine during idling, and reducing noise, so-called rattle. Also,
By reducing the load on the internal combustion engine when the vehicle is idling in a neutral state, fuel efficiency can be improved, which is also economically advantageous.

[Brief explanation of drawings]

1 to 3 show embodiments of the present invention, FIG. 1 is a control block diagram of a vehicle power unit, and FIG. 2 is a transmission (
A diagram showing the relationship between T/M) and transfer (T/F),
FIG. 3 is a schematic enlarged sectional view of the vehicle power unit. FIG. 4 is a schematic enlarged sectional view of an FR type vehicle power unit showing the prior art of the present invention. In the figure, 2 is a vehicle power unit, 4 is an internal combustion engine, 6 is a transmission, 8 is a transmission case, 8-1 is a clutch case, 8-2 is a light case, 8-3 is a left case, 8-4 1 is a side case, 10 is an input shaft, 12 is a main shaft, 14 is a counter shaft, 26 is a main transmission section, 50 is a sub-transmission section, 52 is a transfer hub, 54 is a transfer sleeve, 56 is a transfer drive gear, 58 is a transfer gear Driven gear, 60 is drive side spline, 6
2 is a driven side spline, 64 is a driven idler gear, 66 is a drive idler gear, 68 is a control unit, 70
The shift lever 72 is an actuator, and 74 is a transfer switching section. License Applicant: Suzuki Motor Co., Ltd. Patent attorney
Yoshimi Saigo 1, Indication of Case Patent Application No. 1-256405 2, Title of Invention Vehicle Power Unit 3, Relationship with the person making the amendment Patent Applicant Address 300-1 Takatsuka, Kamimura, Hamana-gun, Shizuoka Prefecture Also name (
20B)♀Aikime Dobutsu Kogyo Co., Ltd.

Claims (1)

[Claims] 1. In a vehicle power unit equipped with a horizontal internal combustion engine and driving wheels, a transmission is provided that changes gears by operating a shift lever, a transfer is provided to transmit driving force to the wheels, and an actuator is provided to operate the transfer. A vehicle comprising: a transfer switching unit that switches the transfer between a high range and a low range; and a control unit that controls the transfer so that when the shift lever is in the neutral state, the transfer is also in the neutral state. power unit.