JPH03118226A - Driving force transmitting device for internal combustion engine - Google Patents

Abstract

PURPOSE:To increase the structural strength of a device by arranging a transmitting shaft between a propeller shaft and a differential gear, supporting one end of the transmitting shaft by a mount bracket, and providing a shielding cylinder member forming an annular type hollow section on the outer circumference of the transmitting shaft. CONSTITUTION:Driving force from an internal combustion engine is transmitted by a propeller shaft 10 to rear wheels 6 via a rear wheel differential gear 12. In this case, a transmitting shaft 14 is arranged between the propeller shaft 10 and the rear differential gear 12. The transmitting shaft 14 has its one end supported by a mount bracket 16 onto a car body, and the shaft is concurrently connected with the rear differential gear 12 at the other end of it. In addition, the outer circumference of the transmitting shaft 14 is provided with a shielding cylinder member 20 forming an annular type hollow section 18. Namely, the outer circumferential section of the transmitting shaft 14 is formed with the annular type hollow section 18 so that the structural strength of the device is thereby increased. This thereby prevents a device from being made larger in size, whereas a space is effectively utilized, and also enhances safety with the propeller shaft 10 shielded.

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a driving force transmission device for an internal combustion engine, and in particular to an internal combustion engine that transmits driving force from an internal combustion engine to a differential via a propeller shaft to drive wheels. It relates to a driving force transmission device for an engine.

[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 driving force transmission device for an internal combustion engine, Japanese Patent Application Laid-Open No. 63-28
There is one disclosed in Publication No. 7633.

The transfer device for a four-wheel drive vehicle disclosed in this publication includes a clutch disc provided on a driving side and a driven side, and a cylinder means that operates to bring these clutch discs into frictional contact with each other, The cylinder means is actuated when a rotation difference occurs between the driving side and the driven side of the clutch, the operation of the cylinder means is regulated during high-speed driving, and the clutch disks are prevented from colliding with each other during cornering during high-speed driving. By weakening the joining force and minimizing the change in drive characteristics caused by the transition from 2-wheel drive to 4-wheel drive,
The effect on the distance between drivers is kept small.

Further, there is one disclosed in Japanese Patent Application Laid-open No. 192819/1983. The gear type transmission disclosed in this publication is a gear type transmission that transmits torque from an engine output shaft arranged in the longitudinal direction of a vehicle body to front wheels and rear wheels. A shaft is arranged parallel to the engine output shaft, and a first output shaft that outputs torque from the secondary shaft to the front wheel or the rear wheel located on the engine side is arranged parallel to the secondary shaft, and the secondary shaft is arranged parallel to the engine output shaft. A second output shaft that outputs torque from one wheel to the other wheel is disposed coaxially with the secondary shaft, which reduces the space occupied by the tunnel section on the passenger compartment floor, and the lowest ground clearance of the wheel is located on the engine side. It is close to .

[Problems to be Solved by the Invention] Incidentally, in the conventional driving force transmission device for an internal combustion engine, the rear differential 112 is supported by a mount bracket 116 on the vehicle body side (not shown), as shown in FIG. .

However, the lower side of the mount bracket 116 is open, which reduces the strength of the mount bracket 116, and if the size of the mount bracket 116 is increased in order to maintain this strength, there is an inconvenience that space efficiency decreases.

In general, the rear differential 112 and the propeller shaft 11
As shown in FIG. 9, there is a fuel tank 108 above the
is provided, and the mount is fixed at the shaded area a or b.

However, when fixing the mount at location a, as shown in FIG. 10, the mount bracket 116 has a shape that opens in the direction of the arrow due to the ease of assembly of the flange portion of the propeller shaft 110, which is disadvantageous in terms of strength. be.

In addition, when fixing the mount at location b, the installation span L with the mount 140 fixed in advance becomes short, and the wind-up force of the rear differential 112 cannot be efficiently absorbed, which is disadvantageous in practice. There is an inconvenience.

Furthermore, as shown in FIGS. 11 to 13, a bolt tightening seat surface is provided on the Z rear differential 212 made of, for example, cast iron, and a sheet metal mount bracket 216 is fixed to this bolt tightening seat surface to attach the vehicle body 2.
It is attached to 40.

However, due to the configuration of the vehicle, the fuel tank 208 is installed near the rear differential 212 and the propeller shaft 210, as shown in FIGS. This has the disadvantage of reducing safety.

[Object of the Invention] Therefore, an object of the present invention is to provide a transmission shaft between the propeller shaft and the differential, support one end of the transmission shaft with a mount bracket, and connect the differential to the other end, in order to eliminate the above-mentioned disadvantages. By providing a shielding cylinder member that forms an annular hollow part on the outer periphery of the transmission shaft, structural strength is improved and two spaces are effectively utilized, and the propeller shaft is shielded for safety. The object of the present invention is to realize a driving force transmission device for an internal combustion engine that can improve performance.

[Means for Solving the Problem] In order to achieve this object, the present invention provides a driving force transmission device for an internal combustion engine that transmits driving force from the internal combustion engine to a differential via a propeller shaft. A transmission shaft is provided between the differentials, one end of the transmission shaft is supported by a mount bracket, and the other end is connected to the differential, and a shielding cylindrical member forming an annular hollow portion is provided on the outer periphery of the transmission shaft. It is characterized by having been provided.

[Operation] By having the structure as described above, a circular hollow part is formed in the outer peripheral part of the transmission shaft by the shielding cylinder member, which improves structural strength, prevents enlargement, and achieves effective use of space. , the propeller shaft is shielded to improve safety.

[Embodiments] Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

1 to 6 show embodiments of this invention. Third
．． In FIG. 4, 2 is a four-wheeled vehicle, for example, 4.4 is a front wheel, 6.6 is a rear wheel, and 8 is a fuel tank.

For example, one end of a propeller shaft 10 is connected to an internal combustion engine (not shown) of the vehicle 2 via a transmission (not shown) in order to transmit driving force to the rear wheels 6, and the other end of the propeller shaft 10 is connected to the internal combustion engine (not shown) of the vehicle 2. Connect to rear differential 12 and install it.

A transmission shaft 14 is provided between the propeller shaft 10 and the differential 12, one end of the transmission shaft 14 is supported by a mount bracket 16 on a vehicle body (not shown), and the other end is connected to the differential 12. A shielding cylindrical member 20 forming an annular hollow portion 18 is provided on the outer circumferential portion of 14 .

Specifically, the shielding cylindrical member 20 includes a cylindrical first member 22 that holds one end of the transmission shaft 14 and is integrally formed with the mount bracket 16, and a cylindrical first member 22 that holds the other end of the transmission shaft 14. a cylindrical second member 24 that holds the first and second members 22.
24 and a cylindrical member 26 interposed between them.

The shielding cylindrical member 20 is configured to have a torque tube type closed cross-sectional shape, and the hollow portion 18 is formed in the outer circumference of the transmission shaft 14 to be sealed.

Further, a case portion 32 of a viscous coupling 30 is fixed to the differential case 28 of the rear differential 12, and the second member 24 is attached to this case portion 32.

Note that the reference numeral 34 is provided at one end portion of the transmission shaft 14,
This is a propeller flange connected to the propeller shaft 10.

Next, the effect will be explained.

When installing the transmission shaft 14 in the vehicle 2, as shown in FIG.
8 is disposed at a position below the fuel tank 8, and the propeller flange 34 is positioned on the end surface of the mount bracket 16.

The driving force from the internal combustion engine (not shown) is transmitted to the transmission (
(not shown) to one end of the propeller shaft 1°, and is transmitted from the other end of the propeller shaft 1o to one end of the transmission shaft 14. Next, the driving force is transmitted from the other end of the transmission shaft 14 to the rear differential 12 via the viscous coupling 30, and the rear differential 12 drives the rear wheels 6.6.

As a result, the shielding cylindrical member 20 can be configured to have a torque tube type closed cross-sectional shape, the strength of the mount bracket 18 can be improved compared to the conventional one, the size of the mount bracket 16 can be prevented from increasing, and space efficiency can be achieved. It is something that can improve.

Moreover, by providing the propeller flange 34 at one end of the transmission shaft 14, there is no risk of impairing the assemblability of the propeller shaft 10, and usability can be improved.

Further, a shielding cylinder member 2 is provided between the fuel tank 8 and the transmission shaft 10.
By being able to shield the fuel tank 8 from the rotating parts, safety can be improved.

Furthermore, by providing the transmission shaft 10, the length of the propeller shaft 10 can be shortened, and the degree of freedom in design can be increased, which is advantageous in practice.

Note that the present invention is not limited to the above-described embodiments, and various modifications can be made.

For example, in the embodiment of the present invention, a shielding cylinder member is provided between the propeller shaft and the rear differential of a four-wheeled vehicle, but the vehicle can have three wheels other than four wheels, and it is also possible to use a four-wheel drive vehicle. In the power transmission system, a shielding cylinder member can be provided at a rear differential portion of a front engine/front drive (FF) or a front differential and/or rear differential portion of a front engine/rear drive (FR).

Further, in the embodiment of the present invention, the first cylindrical member, the second cylindrical member, and the cylindrical member constitute a shielding cylindrical member having a hollow portion that is sealed to the outer circumference of the transmission shaft. The length of the first member integrally formed with the bracket in the axial direction is increased, and the first member alone or the first and second members are
The shielding cylinder member can also be configured by the members, which contributes to simplifying the configuration and improving workability.

[Effects of the Invention] As described in detail above, according to the present invention, a transmission shaft is provided between the propeller shaft and the differential, one end of the transmission shaft is supported by a mount bracket, and the other end is connected to the differential, Since the shielding cylindrical member that forms an annular hollow portion is provided at the outer peripheral portion of the transmission shaft, the shielding cylindrical member can be configured to have a torque tube type closed cross-sectional shape,
The strength of the mount bracket can be improved, the size of the mount bracket can be prevented, and space efficiency can be improved. Further, by holding the transmission shaft by a shielding cylinder member, the fuel tank can be shielded from rotating parts such as the transmission shaft,
This can improve safety. Further, by providing a transmission shaft between the propeller shaft and the differential, the length of the propeller shaft can be shortened, and the degree of freedom in design can be increased, which is advantageous in practice.

[Brief explanation of drawings]

1 to 6 show embodiments of the present invention, FIG. 1 is a schematic cross-sectional plan view of the transmission shaft portion, FIG. 2 is a left side view of FIG. 1, and FIG. 3 is a partially cutaway plan view of the vehicle. 4 is a partially cutaway side view of the vehicle, FIG. 5 is a schematic side view of the rear differential and the viscous coupling, and FIG. 6 is a schematic plan view of the rear differential and the viscous coupling. Figures 7 to 10 show the prior art of this invention - Figure 7 is a schematic front view of the mount bracket, Figure 8 is a sectional side view taken along the line ■-■ in Figure 7, and Figure 9 is a rear differential. FIG. 10 is a schematic diagram showing the arrangement state with the propeller shaft, and FIG. 10 is a schematic perspective view of the mount bracket. 11 to 13 show other conventional techniques of the present invention, and the first
Figure 1 is a schematic diagram showing the arrangement of the rear differential and propeller shaft, Figure 12 is a bottom view of Figure 11, and Figure 13 is a diagram showing the arrangement of the rear differential and propeller shaft.
1 is a schematic view taken from arrow X■ in FIG. 1. FIG. In the figure, 2 is a vehicle, 4 is a front wheel, 6 is a rear wheel, 8 is a fuel tank, 10 is a propeller shaft, 12 is a rear differential, 14 is a transmission shaft, 16 is a mount bracket, 18 is a hollow part, and 20 is a shielding tube 22 is a cylindrical first member, 24 is a cylindrical second member, 26 is a cylindrical member, 28 is a differential case, 3
0 is a viscous coupling, 32 is a case portion, and 34 is a propeller flange. License Applicant: Suzuki Motor Co., Ltd. Patent attorney
Yoshimi Saigo Figure 2 Figure 1 Figure 12 116 Yu 1 Ran Figure 11 Figure 10 12 08 Figure 12 Figure 13 Figure 08

Claims (1)

[Claims] 1. In a driving force transmission device for an internal combustion engine that transmits driving force from the internal combustion engine to a differential via a propeller shaft, a transmission shaft is provided between the propeller shaft and the differential, and one end of this transmission shaft is supported by a mount bracket. A driving force transmission device for an internal combustion engine, characterized in that a differential is connected to the other end of the transmission shaft, and a shielding cylindrical member forming an annular hollow portion is provided on the outer peripheral portion of the transmission shaft.