JPH035243A - Power transmission device for four-wheel drive vehicle - Google Patents

Abstract

PURPOSE:To facilitate manufacture and assembly by making up the case part covering a main shaft, a countershaft, and a differential retaining part of right and left cases, and of a transfer case, and by providing the transfer case with a cap part for fixing the differential retaining part. CONSTITUTION:A transmission 6 being the title power transmission device comprises a main shaft 8 to which a driving force is input from an internal combustion engine 2, a countershaft 10 to which the driving force from the main shaft 8 is transmitted via a gear group, a differential gear 12 for driving the front and rear wheels, and a four-wheel drive transfer 14; and the differential gear 12 is held by a differential retaining part 16. In this case, a case part 18 covering respective shafts 8, 10, and the differential retaining part 16 is made up of left and right case 20, 22 and of a transfer case 24, and to the transfer case 24, a cap part 26 for fixing the differential retaining part 16 is provided. Thus, the necessity for simultaneously working respective cases 20, 22, and 24 can be dispensed with, and manufacturing labor can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a power transmission device for a four-wheel drive vehicle, and more particularly to a power transmission device for a four-wheel drive vehicle in which a differential holding portion can be fixed to a transfer case.

[Conventional technology]

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 the front wheels and drive the rear wheels.

Furthermore, vehicles are equipped with a transmission in order to convert and output the driving force generated by the internal combustion engine mounted as a prime mover as required according to driving conditions. Transmissions include gear-type transmissions, belt-type transmissions, and the like, and gear-type transmissions are often used because of their low transmission loss of driving force.

As shown in FIG. 3, the transmission 106 has a main shaft 10B that receives driving force from an internal combustion engine (not shown), and a counter shaft 110 arranged parallel to the main shaft 108.

The main shaft 108 has one end on the internal combustion engine side (not shown) connected to a clutch (not shown).

The main shaft 108 is rotatably supported by a first main shaft bearing 132 and a second main shaft bearing 134. The counter shaft 110 arranged parallel to the main shaft 108 is rotatably supported by a first counter shaft bearing 136 and a second counter shaft bearing 138.

The main shaft 10B and the counter shaft 110 are connected through a transmission gear train 140. The speed change gears 140 include a first gear group provided on the main shaft 108 and a second gear group provided on the counter shaft 11O as a forward gear train.

The first gear group includes a main shaft 1st speed gear 142 and a main shaft 2nd speed gear 144 provided sequentially from the internal combustion engine side (not shown).
・Main shaft 3rd speed gear 146・Main shaft 4th speed gear 148・
It is composed of a main shaft and a 5-speed gear 150.

The second gear group includes a countershaft first speed gear 152 and a countershaft second speed gear 1, which are provided sequentially from the internal combustion engine side (not shown).
54, counter shaft third speed gear 156, counter shaft fourth speed gear 158, and counter shaft fifth speed gear 160.

The reverse gear train includes a main shaft reverse gear 162 provided on the main shaft 10B, a counter shaft reverse gear 164 provided on the counter shaft 110, and a pass idler gear 168 provided on the rebus idler gear shaft 166.
There is.

The counter shaft 110 is connected to a rear actuating mechanism 172 by a rear final reduction gear train 170, which is a second reduction gear train. The rear final reduction gear train 170 includes a final drive gear 174 provided at one end of the counter shaft 110 on the internal combustion engine side (not shown), and a final driven gear 176 that meshes with the final drive gear 174.
It consists of and. Final driven gear 17
6 is a rear actuation housing 178 of the rear actuation mechanism 172;
It is fixed in place. The rear actuation housing 178 is
The rear working housing is rotatably supported by a first bearing 180 and a second rear working housing bearing 182 .

Further, the rear actuating mechanism 172 includes the driving force distribution mechanism 18
4 is connected to a propeller shaft (not shown). The driving force distribution mechanism 184 is provided by meshing a transfer drive bevel gear 186 fixed to the rear operating housing 178 of the rear operating mechanism 172 with a transfer driven bevel gear 190 fixed to one end of the transfer output shaft 188. ing. Transfer output shaft 1
88 is rotatably supported by a transfer output shaft first bearing 192 and a transfer output shaft second bearing 194, and has the other end connected to one end of a propeller shaft (not shown).

Furthermore, as a power transmission device for other four-wheel drive vehicles, as disclosed in Utility Model Application No. 59-31524, a crown gear and a pinion gear are meshed with each other by a hypoid gear, and a unit of a transmission/differential gear case and a pinion gear is used. In some cases, the transmission case housing the transmission case is divided along a plane connecting the center of the main shaft of the transmission and the center of the first drive axle of the differential gear, and the pinion unit is housed in one of the cases.

Furthermore, as an automobile powertrain,
As disclosed in Publication No. 7-30186, an input shaft, an output shaft, and a differential shaft are mounted on a power train case via bearings, and the power train case is mounted on a plane containing the input shaft, output shaft, and differential shaft. In a power train that is divided into an upper case and a lower case, and in which the central axis of one of the shafts is offset to either the upper or lower case side with respect to the dividing plane, the shaft whose central axis is offset is supported. A bearing hole is provided penetrating through the wall of the power train case, and the bearing hole is formed into a perfect circle with arc-shaped bearing surfaces formed on both mating surfaces of the upper case and the lower case, and the center axis of the shaft There was one in which the bearing surface on the side where the axis was deviated was made of an arc larger than a semicircle, and the width of the opening in the bearing surface was formed to be larger than the diameter of the shaft.

In addition, as a lubricating oil floating device for a vehicle power transmission device,
As disclosed in Japanese Utility Model Publication No. 61-13804, a front end portion corresponding to the space between the bearing and the seal member on both side walls of the transaxle case has one end attached to the inner wall of the cover that covers the front end opening of the transaxle case. A pair of communicating passages are provided which are open opposite to each other and whose other ends are open between the bearing and the seal member, and are provided on the inner wall of the cover on both sides of the front of the ring gear from one side to the position where one end of each communicating passage opens. There was one that integrally formed a pair of guide walls that extended at an angle and received the lubricating oil flowing down from above.

[Problem that the invention seeks to solve]

By the way, in a conventional power transmission device for a four-wheel drive vehicle, as shown in Fig. I supported it.

As a result, there is an inconvenience that the light case, left case, and transfer case must be processed simultaneously.

Additionally, when assembling the transmission, the differential holding section was supported by the transmission's light case, left case, and transfer case, making it difficult to securely fix the differential gear side bearings, etc., making it impractical for practical use. It has the disadvantage of being a disadvantage.

[Purpose of the invention]

SUMMARY OF THE INVENTION In order to eliminate the above-mentioned disadvantages, it is an object of the present invention to divide the case portion that encloses the main shaft, counter shaft, and differential holding portion of the power transmission device of a four-wheel drive vehicle into a light case, a left case, and a transfer case. By providing a cap part on the transfer case that fixes the differential holding part, it is possible to save the effort of processing the right case, left case, and transfer case of the transmission at the same time. To realize a UJ power transmission device for a four-wheel drive vehicle, which is fixed to a case and can be reliably and easily assembled into a transmission.

[Means for solving problems]

To achieve this object, the present invention provides a power transmission system for a four-wheel drive vehicle that transmits the driving force of an internal combustion engine to front wheels and rear wheels. A case portion enclosing the differential holding portion and the differential holding portion is provided by a light case, a left case, and a transfer case, and the transfer case is provided with a cap portion for fixing the differential holding portion. .

[Effect]

With the above configuration, when assembling the transmission, the main shaft and counter shaft are rotatably held by the right case and left case of the transmission, and the differential gear is held by the l/transfer case. The differential holding part is securely fixed by the fixing cap part, and the 1-transfer case is engaged with the light case and the l/rough toss to easily assemble the transmission.

〔Example〕

Embodiments of the present invention will be described in detail below based on the drawings.

Figure 1.2 shows an embodiment of the invention. 1st
．． In FIG. 2, 2 is an internal combustion engine, 4 is a clutch, and 6 is a transmission which is a power transmission device for a four-wheel drive vehicle.

An internal combustion engine 2 of a four-wheel drive vehicle (not shown) is connected to a transmission 6 via a clutch 4 to transmit driving force to front wheels and rear wheels (not shown), respectively.

As shown in Figure 1.2, this Transmitushiron 6 is
A main shaft 8 to which driving force is input from the internal combustion engine 2, a counter shaft 10 to which the driving force is transmitted from the main shaft 8 via a gear group, and a differential gear 12 which drives front wheels and rear wheels (not shown). Four-wheel drive transfer 14
It has This differential gear 12 is held by a differential holding section 16.

The main shaft 8, counter shaft 10, and differential holding portion 16 are covered by a case portion 18 of the transmission 6.

The case portion 18 is connected to a light case 20 disposed on the light side of the transmission 6 and the transmission 6.
It is composed of a left case 22 and a transfer case 24, which are arranged on the left side of the transfer case.

The transfer case 24 is provided with a cap portion 26 that fixes the differential holding portion 16.

That is, the differential holding portion 16 is attached to the transfer case 24 from the transmission 6 attachment side portion, and the cap portion 26 is provided to fix the differential holding portion 16 from the transmission 6 attachment side portion to the transfer case 24 side.

Next, the effect will be explained.

When assembling the transmission 6, the main shaft 8 and the counter shaft 10 are rotatably held by the right case 20 and left case 22 of the transmission 6, and the differential gear 12 is attached to the transfer case 24.
The differential holding part 16 holding the
6 to securely fix the differential holding part 16.
The transmission 6 is assembled by engaging the transfer case 24 in which the position is set with the right case 20 and the left case 22.

As a result, the light case 20 of the transmission 6
It is economically advantageous because it eliminates the need to simultaneously process the left case 22 and the truss case 24, reduces manufacturing effort, and reduces costs.

Furthermore, since the differential holding part 16 can be fixed to the transfer case 24 when assembling the transmission 6, the installation work can be performed reliably and easily, improving work efficiency, and the four-wheel drive transfer part 14 can be mounted independently. Furthermore, the gear tooth contact of the four-wheel drive transfer 14 can be adjusted when the transmission 6 is assembled, which is advantageous in practice.

〔Effect of the invention〕

As explained in detail above, according to the present invention, the case portion enclosing the main shaft, counter shaft, and differential holding portion of a power transmission device of a four-wheel drive vehicle is provided by a light case, a left case, and a transfer case, A cap part that fixes and fixes the differential holding part on the transfer case eliminates the need to simultaneously process the transmission light case, left case, and transfer case, which reduces manufacturing effort and is practically advantageous. It is. Further, the differential holding portion can be fixed to the transfer case when assembling the transmission, and the installation work can be performed reliably and easily.

[Brief explanation of the drawing]

1.2 shows an embodiment of the invention, FIG. 1 is a schematic sectional view of the transmission, and FIG. 2 is a right side view of the transmission. FIG. 3 is a schematic sectional view of a transmission showing the prior art of the present invention. In the figure, 2 is an internal combustion engine, 4 is a clutch, 6 is a transmission, 8 is a main shaft, 10 is a counter shaft, 12
is a differential gear, 14 is a four-wheel drive transfer, 16 is a differential holding part, 18 is a case part,
20 is a light case, 22 is a left case, 24 is a transfer case, and 26 is a cap portion. Patent Applicant: Suzuki Motor Co., Ltd.
Attorney Yoshimi Saigo, Patent Attorney Figure 2

Claims (1)

[Claims] 1. In a power transmission device for a four-wheel drive vehicle that transmits the driving force of an internal combustion engine to front wheels and rear wheels, the main shaft, counter shaft, and differential holding portion of the power transmission device for a four-wheel drive vehicle are covered. A power transmission device for a four-wheel drive vehicle, characterized in that a case portion is provided with a light case, a left case, and a transfer case, and the transfer case is provided with a cap portion for fixing the differential holding portion.