JPH04107349A - Power unit for four-wheel drive car - Google Patents

Abstract

PURPOSE:To set a distance between the shaft on the output side of a transmission and the shaft on the input side of a transfer by composing a shift gear, assembled to the shaft on the output side of the transmission, by a gear different from a shift gear composing the shift gear set of a main gear shifting mechanism. CONSTITUTION:A plurality of pairs of shift gear sets 17a, 18a, 17b, and 18b, which compose an auxiliary gear shifting mechanism 10d, are located between a shaft 12 on the output side of a transmission 10b and a shaft 13 on the input side of a transfer 10c. Shift gears 17a and 17b composing shift gear sets 17a, 18a, 17b, and 18b and assembled to the shaft 12 on the output side of the transmission 10b are composed of a gear different from the shift gears 18a and 18b composing the shift gear set of the main gear shifting mechanism of the transmission 10b. This constitution sets a gear ratio between the shift gear sets 17a, 18a, 17b, and 18b located between the transmission 10b and the transfer 10c to an arbitrary value and also sets a distance between the shaft 12 on the output side of the transmission 10b and the shaft 13 on the input side of the transfer 10c to an arbitrary value.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a power unit for a four-wheel drive vehicle.

(Prior art) Developed in 1982 as a type of power unit for four-wheel drive vehicles.
- As shown in Publication No. 89429, there is a vertical engine mounted in the longitudinal direction of a vehicle, a transmission that changes the speed of the driving force from the engine and outputs it, and one side of the transmission in the vertical or horizontal direction. There is a power unit for four-wheel drive vehicles that is equipped with a transfer that is assembled into a transmission and distributes the driving force from the same transmission to both the front and rear wheels. In such a power unit, a plurality of pairs of transmission gears constituting a sub-transmission mechanism are interposed between the transmission controller and the transfer.

The Kakaru power unit has a shorter length in the longitudinal direction of the vehicle than the conventional power unit, in which the transfer is assembled at one end of the transmission in the longitudinal direction. In addition to improving performance, the cabin space has been expanded to make more effective use of the cabin and improve livability.

(Problem to be Solved by the Invention) Incidentally, in the power unit described above, the transmission is a manual transmission, and the transmission gear of the main transmission mechanism assembled to the output side shaft constituting the transmission gear set of the transmission; The speed change gears assembled on the output side/yaft, which constitute the speed change gear set of the sub-transmission mechanism, are composed of the same gears. For this reason, the gear ratio of the auxiliary transmission mechanism interposed between the transmission and the transfer is regulated by the gear ratio of the gear set of the main transmission mechanism of the transmission, and the gear ratio of the former cannot be arbitrarily set to a desired gear ratio. Can not. Furthermore, since the distance between the output shaft of the transmission and the input shaft of the transfer is regulated by the transmission gear set, there are significant restrictions on the configuration of the power unit itself.

It is therefore an object of the present invention to address such problems.

(Means for Solving the Problems) The present invention provides a power unit of the type described above, in which a plurality of pairs of transmission gears constituting a sub-transmission mechanism are interposed between the output shaft of the transmission and the input shaft of the transfer. In addition, the transmission gears that constitute each of these transmission gear sets and are assembled to the output shaft of the transmission are configured to be different gears from the transmission gears that constitute the transmission gear assembly of the main transmission mechanism of the transmission. It is characterized by:

(Operations and Effects of the Invention) In the power unit having such a configuration, the output shaft side transmission gears in the transmission gear set that constitutes the main transmission mechanism of the transmission and the transmission gear assembly that constitutes the auxiliary transmission mechanism between the transmission and the transfer are respectively Since the configurations are different and independent from each other, even if the gear set of the main transmission mechanism of the transmission is set optimally for the same transmission, there is no restriction on the gear set between the transmission and the transfer. Therefore, according to the power unit, even if the gear ratio of the transmission gear set of the transmission is set optimally, the gear ratio of the transmission gear set between the transmission and the transfer can be set to an arbitrary value. The distance between the output shaft of the transmission and the input shaft of the transfer can be set as desired, and the transmission can be configured without extending the entire length.

(Example) Examples of the present invention will be described below based on the drawings.
The figure shows a power unit 10 according to a first embodiment of the present invention with the engine omitted, and FIG. 3 shows a power unit 20 according to a second embodiment of the present invention with the engine omitted. has been done. The power unit 10.
20, the first power unit IO is a power unit equipped with a manual transmission, whereas the second power unit 20 is a power unit equipped with an automatic transmission. As shown in FIG. 4, these power units) 10 and 20 are configured as a power unit for a four-wheel drive vehicle.

The first power unit 10 includes an engine 10a, a clutch, a transmission 10b, and a transfer 10.
It is composed of c. The engine 10a is a vertically mounted engine mounted longitudinally at the front of the vehicle, and a transmission 10b is attached to the rear end of the engine 10a via a clutch.

The transmission 10b extends toward the rear of the vehicle from the rear end of the engine 10a, and as shown in FIG. 2, a transfer 10c is assembled to the lower right side of the transmission 10b.

The transmission 10b is a parallel two-shaft type 5-speed transmission, and the input shaft 11
A transmission gear set constituting each gear stage is interposed between the output shaft 12 and the output shaft 12. In such a transmission job, the driving force transmitted from the engine 10a to the input shaft 11 is shifted to a desired value, transmitted to the output shaft 12, and outputted from the output shaft 12.

The transfer lOc includes an input shaft 13 and a pair of front and rear output shafts 14a, 14b, as well as a center differential 15 and a differential limiting mechanism 16. The center differential 15 is of a known bevel gear type, and the input shaft 1
The driving force from 3 is transferred to both output shafts 14a and I4.
b and output. The driving force output to the front side output shaft 14a is transmitted to the front differential gear 31.
1 to each front wheel 32 side.

Further, the driving force outputted to the rear output shaft 14b is transmitted to the rear differential 33, and outputted from the rear differential 33 to each rear wheel 34 side. The differential limiting mechanism 16 is a known viscous fluid coupling that connects the input shaft 13 and the rear output shaft 14.
(both outputs are interposed between b) 14aldb
Limit the differential between

Thus, an auxiliary transmission mechanism 10d is interposed between the transmission 10b and the transfer 10c. The sub-transmission mechanism 10d includes first and second transmission gears 17a, 17b rotatably assembled to the output shaft 12 of the transmission 10b, and a first and second transmission gear 17a, 17b rotatably assembled to the input shaft 13 of the transfer 10c. Second transmission gears 18a, 18b, and both gears 18a, 18
It is composed of a synchromesh 19 interposed between b.

In such a sub-transmission mechanism 10d, both transmission gears 17a, 17b on the side of the transmission 10b are independent gears different from each transmission gear making up the main transmission mechanism of the transmission 10b, and the transmission gears 17a, 17b on the side of the transfer foe are It is constantly meshed with each transmission gear 18a, 18b. The transmission gear 18a18b is selectively connected to the input shaft 13 by sliding operation of the hub sleeve of the synchromesh 19, and transmits the driving force from the transmission fob to the input shaft 13 by changing the speed to two high and low speeds.

In the power unit IO having such a configuration, the length in the longitudinal direction of the vehicle is shortened compared to a conventional power unit, that is, a conventional power unit in which the transfer is assembled to one end of the transmission in the longitudinal direction. In addition to improving the ease of mounting the vehicle, it also expands the space inside the vehicle, allowing for effective use of the vehicle interior and improved comfort.

Therefore, in the power unit 10, each of the transmission gears 17a and 17b on the transmino/controller 10b side constituting the sub-transmission mechanism 10d is connected to the transmission 10.
Since it is composed of independent gears different from each transmission gear that constitutes the main transmission mechanism b, the gear ratio of each transmission gear set of the main transmission mechanism is the same as the gear ratio of each transmission gear set of the auxiliary transmission mechanism 10d. There are no restrictions on responses regarding ratio settings. Therefore, according to the power unit 10, even if the gear ratio of the transmission gear set of the transmission 10b is set optimally, the transmission gear set (17a, 18a) of the sub-transmission mechanism 10d,
(1'7b, 18b) can be set to an arbitrary value, and the interval between the output shaft 12 of the transmission/engine 10b and the input shaft 13 of the transfer 10c can also be set arbitrarily. Further, since the transmission gear set of the sub-transmission mechanism 10d is provided between the transmission gears of the transmission 10b, the power unit 10 can be constructed without increasing the length of the transmission 10b.

FIG. 3 shows an example in which the engine of the second power unit 20 according to the present invention is removed. The power unit 20 is equipped with an automatic transmission 20b, and the difference from the first power unit 10 is basically based on the difference in the type of transmission. Therefore, in the power unit 20, an engine (not shown), a transfer 20C, an auxiliary transmission mechanism 20d,
is the first power unit.

The clutch and transmission 20b are similar to the first power unit 10, but the configuration of the clutch and transmission 20b is different from those of the first power unit 1o due to the difference in the type of transmission. However, the clutch is a known fluid clutch, the transmission 20b is also a known transmission, and the transmission 2O forming the sub-transmission mechanism 20d
The first one on the b side. The second transmission gears 27a, 27b are rotatably assembled to the idler shaft 22 of the transmission 20b.

Therefore, the power unit 20 also has the same functions and effects as the first power unit 10 for basic fishing.

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram of a power unit according to a first embodiment of the present invention with the engine removed, FIG. 2 is a shaft layout diagram showing the arrangement of each shaft in the power unit, and FIG. 1 is a skeleton diagram corresponding to FIG. 1 of the power unit according to the embodiment, and FIG. 4 is a schematic configuration diagram of a four-wheel drive vehicle equipped with the power unit according to the first embodiment. Explanation of codes 1020...Power unit, lOa...Engine, 10b, 20b...Transmission
tion, 10c, 20c.

Claims (1)

[Claims] A vertical engine mounted in the longitudinal direction of a vehicle, a transmission attached to one end of the engine in the longitudinal direction to change the speed and output the driving force from the engine, and a transmission mounted on one side of the transmission in the vertical or horizontal direction. In a power unit for a four-wheel drive vehicle, which is equipped with a transfer that distributes and outputs driving force from the transmission to both front and rear wheels, a sub-transmission mechanism is provided between an output shaft of the transmission and an input shaft of the transfer. A plurality of pairs of transmission gear sets constituting the transmission are interposed, and the transmission gears constituting each of these transmission gear sets and assembled on the output shaft side of the transmission are the transmission gear sets constituting the transmission gear assembly of the main transmission mechanism of the transmission. A power unit for four-wheel drive vehicles characterized by being configured with gears different from gears.