JPH04121227A - Full-time 4 wheel driving device - Google Patents

Abstract

PURPOSE:To improve transmission efficiency and to reduce the entire length by making a rear axle and a rear hollow shaft directly interlocked by a double differential gear. CONSTITUTION:As for a double differential gear 9, a planetary gear 12 on a pin 11 of a planetary carrier 10 interlocks with a rear axle 4 through a front side gear 13, and a rear side gear 14 drives a front axle 3 through a front transfer gear 15, a center idler gear 16 and a rear driven gear 17. Two double pinions 20 and 21 interlock with a rear hollow shaft 23 through a ring gear 19 which is integral with a ring-shaped shaft 18 of the pin 11 through a sun gear 22. A carrier 24 which supports the two double pinions 20 and 21 is provided on a ring-shaped shaft 25, and when rotation difference is generated between it and the rear hollow shaft 23 through a drum 67 and a viscous coupling 70, they are restrictedly differential-rotated. It is so constituted that a rear transfer gear 26 rotates a front hollow shaft 31, and the whole constitution is stored in a case 32.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application This invention relates to an improvement in a longitudinally mounted engine type permanent four-wheel drive system.

(b) In the conventional invention described in the specification of Technical Publication No. 134348/1980, although the front and rear bevel gear reduction devices are located on the center line of the vehicle, there is a problem that the diameter of the ring gear is too large. Ta.

(C) Problems to be Solved by the Invention This invention uses a double differential device that differentially rotates between the left front axle and the right rear axle, and between the old front axle and the left rear axle. Four reduced-sized reduction gears with the same diameter on the left and right and front and rear are installed through a central shaft and a hollow shaft installed at an angle of about 3 degrees with respect to the line.
In a constant four-wheel drive system configured to rotate an void gear, the three front and rear transfer drive gears, the idler gear, and the front and rear driven gears are used, and the front and rear reduction gears are of the same type, and both It is placed on the center line of the vehicle, ensuring the maximum length of the left and right propeller shafts in both the front and rear, with the aim of always providing sufficient suspension stroke for the front and rear wheels.

(d) Means for solving the problems The present invention will be explained below with reference to the drawings. FIG. 1 shows a skeleton diagram of a power train according to a first embodiment of the present invention, and FIG. 4 is a side sectional view of a portion of the double differential gear and the transfer. The input shaft 2 of the engine l is inclined at 3 degrees (example shown) with respect to the center line of the car, and the front center shaft 3 and rear center shaft 4 are provided parallel to each other and are on a line connecting the left and right front axles 5.6. It is arranged so as to pass through the intersection of the line connecting the left and right rear axles 7.8 and the east center line. Since it is desirable to shorten the overall length of the double differential device 9 according to the present invention, a bevel gear differential device and a double pinion differential device are used in combination, that is, the planetary gear 12 on the pin 11 of the planetary carrier 10 is a front side gear. The rear side gear 14 drives the front center shaft 3 via a front transfer gear 15, a middle idler gear 16, and a rear driven gear 17. On the other hand, two double pinions 2
0.21 is a configuration in which the rear hollow shaft 23 is interlocked through the sun gear 22. A carrier 24 supporting the double pinions 20, 21 is provided on the annular shaft 25, and when a rotational difference occurs between the drum 67 and the rear hollow shaft 23 via a known viscous coupling 70, the carrier 24 mutually limits the differential movement. Rotate. The rear transfer gear 26 on the annular shaft 25 rotates the front hollow shaft 31 through the front driven gear 30 via the front and rear idler gears 28 and 29 directly connected by the connecting shaft 27, and the whole is housed in a case 32. There is.

(e) Operation The output of the engine 1 is transmitted to the input shaft 2 via the transmission 80.
The front pressure pinion 33 rotates through the known differential rotation through the front and rear central shafts 3.4 and the front and rear hollow shafts 31.23.
The void gear 34, the front old binion 35, the front old void gear 36, the rear left binion 37, the rear left void gear 38, the rear right pinion 39, the rear right void gear 40, respectively, and the ball joint 41, 42 and The left and right front axles 5.6 and the left and right rear axles 7.8 are driven via left and right propeller shafts 43,44. Front and rear gear case 45.46
are the same shape, and the front and rear left and right binions are 33.3537.39
Front and rear left/right/Void gear 34.36.38.40
Since they are arranged in exactly the same shape on the center line of the car, it not only improves mass production, but also allows the left and right propeller shafts to be
is the maximum length of the same length, and has a long suspension stroke, making it suitable for off-road use. Since the front and rear torque tubes 47, 48 are constructed integrally with the engine 1, they are attached to the body via a shock absorber (not shown). Changes in the wheelbase of the vehicle can be easily accommodated by rotating and arranging the front and rear driven gears 30.17 around the input shaft 2 from position d to position d, as shown in Figure 8. , and does not require major modification of the device. In the end, the structure is such that a diagonal differential can be obtained between the left front axle 5, the right rear axle 8, and the front right axle 6 and the left rear axle 7 through the front and rear center axle 3.4, and the front and rear hollow axle 31.23. Since the center shaft 3.4 and the front and rear hollow shafts 31.23 operate as if they were one body, the same members are often used, and the front and rear gear cases 45, 46 have the advantage of being located on the center line of the vehicle.

Moreover, the entire device can be provided in a small size, light weight, and at low cost.

(f) Embodiment 5 The second embodiment shown in the drawings is a combination of a known Torsen differential and a double pinion differential. The input shaft 2 is rotated by a planetary carrier 52 via a disk 51 provided between the front and rear worm wheels 49 and 50.
The upper worm 53 operates the interlocking pinion 54, which has a slightly larger diameter, and at the same time, the ring gear 55, which is integrally provided at the rear end of the planetary carrier 52, operates the double pinion 2.
This is similar to the first embodiment in that the carrier 56, the annular shaft 25 and the upper rear transfer gear 26 are rotated through a rotation angle of 0.21, and the sun gear 22 drives the rear hollow shaft 23. Also, the structure is completely the same as the first embodiment except that the front worm wheel 49 interlocks the front transfer gear 15 via the annular shaft 81 and the rear worm wheel 50 rotates the rear center shaft 4, and the whole is compact. is housed in a case 32. Planetary carrier 52 and 2 types of blocks 61.6
2 and assembled with connecting bolts 79.

In the third embodiment shown in FIG.
Similar to the twelfth embodiment described in the specification of No. 9723, two sets of planetary gear devices are used in the double differential device,
The purpose is to obtain different front and rear torque distribution (1:2 in the illustrated example). Rotation from input shaft 2 is carried out by carrier 58.
Front sun gear 6 via upper front and rear binions 59.60
3 passes through the annular shaft 81 to the front transfer gear 1 of the same body.
5 and rear sun gear 65 are configured to interlock the rear transfer gear 26 through the annular shaft 66, drum 67 and annular shaft 25, the front ring gear 68 is directly connected to the rear central shaft 4, and the rear ring gear 69 is directly connected to the rear hollow shaft 23 for rotation. It has a structure that allows

A known viscous coupling 70 is provided between the rear hollow shaft 23 and the drum 67 to provide a predetermined limited differential. In this case, the left and right rear axles 7.8 are suitable for implementation in a heavily loaded vehicle. In addition, a known hydraulically operated variable torque clutch (not shown) can be used instead of the viscous coupling 70.

As described above, this invention uses the double differential device 9 with a relatively short overall length, and has a configuration suitable for power distribution to the left and right front axles 5.6 by the front and rear transfer gears 15.26.
As shown in Figure 2.3, the front and rear left and right high pot gear shafts 71
．． If 72, 73, and 74 are inclined to the road surface (5 degrees each in the illustrated example), this is an especially advantageous design because a high minimum ground clearance can be obtained, but it is also easy to apply it when it is not inclined (horizontal). It is possible to implement various combinations depending on the purpose.

For the double differential device 9, published patent publication Sho 62-191228
In addition to being able to apply the double differential device (not shown) of the third embodiment described in the specification of No. 1, it is of course possible to use a combination of various known double differential devices. By combining the double pinion differential, in the 1st and 2nd embodiments, there is no need for a shell (not shown) that surrounds and drives the Torsen differential or the viscous coupling 70 in the conventional method. It is useful for miniaturization and weight reduction, and is practical as a double differential device with 1:1 torque distribution.

(G) Effects of the Invention As described above, the present invention provides a permanent four-wheel drive device for a vertically mounted car/ginner vehicle by connecting the rear center shaft 4 and the rear hollow shaft 23 to a double differential device 9.
By directly linking the
Its overall length has been shortened to make it smaller and lighter, and the front and rear gear cases 45
．． 46 on the center line of the vehicle not only improves its versatility and adaptability for off-road driving, but also has the effect of arranging the main body of the engine 1 at a low position beside the front gear case 45.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram showing the power train of the first embodiment of the present invention, FIG. 2 is a skeleton diagram of a front gear case in a front cross section, FIG. 3 is a front cross section of the front gear case, and FIG. 4 is a skeleton diagram showing a front gear case. FIG. 5 is a side sectional view showing the structure of the double differential device and transfer gear portion of the second embodiment, and FIG. 6 is a side sectional view showing the structure of the double differential device and transfer gear portion of the second embodiment. 7 is a cross-sectional view of the main parts of the Tosen differential device, FIG. 7 is a thin sectional view showing the structure of the double differential device and transfer gear portion of the third embodiment, and FIG. 8 is a variable angle arrangement of the transfer gear. A schematic front view showing each of the figures is shown. Explanation of symbols 75 Left front wheel 76 Right front wheel 77 Left rear wheel 78 Right rear wheel 79 Connection bolt c - c' Vehicle center line

Claims (1)

[Claims] (1) A double differential device that differentially rotates between the left front axle and the right rear axle, and between the right front axle and the left rear axle is used, and the front transfer gear, middle idler gear, and front driven gear are The rear central shaft and the front central shaft are differentially rotated in the same direction, and at the same time, the rear hollow shaft and the front hollow shaft are differentially rotated in the same direction through the rear transfer gear, front and rear idler gears, and rear driven gear. A constant four-wheel drive device that rotates. (2
) A pin on the carrier driven by the input shaft, a ring gear that rotates directly through the annular shaft, and a double pinion on the carrier give the rotation of the carrier to the front hollow shaft and the rotation of the sun gear to the rear hollow shaft, and the rotation of the front side gear. The constant four-wheel drive device according to claim 1, characterized in that the rotation is applied to the rear center shaft and the rotation of the rear side gear is respectively applied to the front center shaft for interlocking differential rotation. (3) A patent characterized in that the rotation of the input shaft simultaneously rotates the carrier of the Tosen differential and the ring gear of the double pinion differential via a disk provided between the front worm wheel and the rear worm wheel. Claim 1st
Continuous four-wheel drive system as described in section. (4) The same carrier driven by the input shaft interlocks the front and rear ring gears and front and rear sun gears via the front and rear pinions, and differentially operates the front center shaft and front hollow shaft, and the rear center shaft and rear hollow shaft at the same time with different torques. The constant four-wheel drive device according to claim 1, which rotates.