JPH0421708Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a four-wheel drive vehicle that is compatible with a transaxle of a front-wheel drive vehicle.

[Prior Art] As shown in FIG. 2, a transaxle of a front-wheel drive vehicle includes a clutch case 2 having a partition wall 2a,
The transmission case 6 includes a transmission case 6 connected to the clutch case 2 with bolts 3, and a cover 9 connected to a partition wall 6a of the transmission case 6 with bolts 7. The main shaft 28 is supported at its left end by a bearing 37 on the partition wall 6a, and at its right end by a bearing 27 on the partition wall 2a. By operating a clutch lever 29 supported by a support shaft 30 on the clutch case 2, a clutch mechanism (not shown) is operated, and the main shaft 28 is rotationally coupled to or disconnected from the engine crankshaft.

The main shaft 28 is integrally formed with a first gear gear 43 adjacent to the partition wall 2a, and has a reverse gear gear R in the center.
and the second gear gear 45 are fixedly supported, and the third gear gear 34 and the fourth gear gear 36 are supported so as to be freely rotatable. Further, the main shaft 28 has a fifth speed gear 8 fixedly supported at its left end. gear 34,
36 is selectively rotationally coupled to the main shaft 28 by a synchronous clutch mechanism 5 having a known clutch sleeve 35.

A sub-shaft 39 parallel to the main axis 28 has its left end connected to the partition wall 6.
a with the bearing 38, and the right end with the bearing 2a on the partition wall 2a.
6, respectively. The countershaft 39 has an output gear 46 integrally formed at its right end, and is connected to the main shaft 2 described above.
Gear 4 that meshes with gears 43 and 45 of 8, respectively.
2 and 16 are freely rotatably supported, and each gear 42,
16 is selectively rotationally coupled to the countershaft 39 by a known synchronizing clutch mechanism 17 including a clutch sleeve 44. Further, the countershaft 39 is the gear 3 of the main shaft 28.
The gears 15 and 14 are supported by gears 15 and 14 that mesh with the gears 4 and 36, respectively, and each gear 15 and 14 is integrally connected to a boss portion 40 and fixedly supported by a countershaft 39 by a key 41. Furthermore, the secondary shaft 39 has the main shaft 28 at the left end.
A gear 13 meshing with a gear 8 is freely rotatably supported and selectively rotatably coupled to a countershaft 19 by a known synchronous clutch mechanism 10 including a clutch sleeve 12.

The clutch sleeve 44 is integrally formed with the gear 51. As shown in the expanded view, the gear 51 and the main shaft 2
The idle gear 31, which is selectively engaged with the gear R of No. 8, is supported by the shaft 32 so as to be freely rotatable. The shaft 32 is integrally formed with a block 33 connected to the inner wall of the transmission case 6 by bolts 4.
The tip is supported by the partition wall 2a. idle gear 3
1 to the left from the state shown in FIG.
When the gear 51 and the gear 51 are engaged with each other, a reverse gear shift is achieved.

The output gear 46 of the countershaft 39 is meshed with the driven gear 25 of the differential gear 50 . Differential gear device 5
0 is supported by the wall 6b of the transmission case 6 at the left end boss 18a of the carrier case 18 by a bearing 20, and by the bearing 24 at the right end boss 18b.
It is supported by the wall portion 2b of the clutch case 2. The carrier case 18 is supported by a shaft 11 that crosses the carrier case 18, and the shaft 11 supports a pair of opposing bevel gears 23 such that they can freely rotate. The pair of left and right output bevel gears 19, 19a are supported by the wall of the carrier case 18 by known means and meshed with the pair of bevel gears 23. The output bevel gear 19 is spline-coupled to the left front wheel axle 48, and similarly the output bevel gear 19a is spline-coupled to the right front wheel axle 48a.

By the way, in the four-wheel drive vehicle using the transaxle of the FF vehicle disclosed in Utility Model Application Publication No. 56-44927, the horizontal transaxle of the FF vehicle is placed vertically, and a rear wheel drive mechanism is added to the transaxle. However, in the transaxle of a FF vehicle, the front axle is connected to a differential gear unit that is integrated with the transmission, so the reduction ratio of the differential gear unit is close to 1. Therefore, instead of a pair of left and right axles, two propulsion shafts are connected to the differential gear device,
When connecting one propulsion shaft to the final reduction gear of the front axle and the other propulsion shaft to the final reduction gear of the rear axle to create a four-wheel drive vehicle, connect the final reduction gear of the front axle and the final reduction gear of the rear axle. It is necessary to set the reduction ratio of the machine to a value close to 1.

However, in order to meet the above requirements, the rear axle final reduction gear installed in conventional FR vehicles cannot be used as is, and new components such as bevel gears are required, which increases manufacturing costs. There's a problem.

As shown in FIG. 2, the diameter of the output gear 46 of the countershaft 39 is made large in the transaxle so that the differential gear of a conventional FR vehicle can be used. gear 2
By making the diameter of the bearing 27 of the main shaft 28 smaller and thereby bringing the reduction ratio of the differential gear device 50 closer to 1,
This is not possible due to the relationship with the wall portion 2a that supports the.

In addition, to complement the functionality of four-wheel drive vehicles,
Although the differential gear 50 is normally provided with a lock mechanism, it is difficult to provide an unnecessary lock mechanism in the differential gear of a front-wheel drive vehicle due to space constraints.

In the above transaxle, the output gear 46 is arranged so as to protrude inside the clutch case 2 because the clutch operating mechanism including the clutch lever 29 is disposed above the main shaft 28, and the clutch operating mechanism including the clutch lever 29 is disposed above the main shaft 28. Using the extra space, the gears are shifted by one row toward the engine side (to the right in the figure), the axial dimension of the transmission case 6 is shortened, and the differential gear device 5 is
This is to move 0 toward the center in the vehicle width direction.

[Problems to be solved by the invention] In view of the above-mentioned problems, the purpose of the invention is to change the transaxle of a FF vehicle from a 4WD vehicle to a 4WD vehicle by simply making a simple change. The purpose is to provide the following at a low price.

[Means for solving the problem] In order to achieve the above object, the structure of the present invention is to connect an insertion case between the clutch case of the transaxle and the transmission case, and to connect the insertion case to the countershaft of the transmission. Two large and small output gears are connected to the facing part and the part that protrudes into the clutch case, and the two large and small gears are freely rotatably supported by the carrier case of the differential gear and selectively rotationally coupled by the clutch. The output gears are meshed together to form an auxiliary transmission, with one output shaft of the differential gear device serving as the final reducer of the front axle, and one output shaft of the differential gear device serving as the final reducer of the rear axle, respectively, as the propulsion shaft. It is connected by.

[Function] Two large and small output gears are connected to the part of the subshaft of the transmission that faces the insertion case and the part that projects to the clutch case, and the two large and small gears are freely rotatably supported on the carrier case of the differential gear device. It meshes with the two output gears, and a clutch allows the two gears, small and large, to be selectively rotatably connected to the carrier case, thereby forming an auxiliary transmission, and at the same time changing the final reduction ratio to the final reduction ratio of the rear axle of a conventional FR vehicle. Adapt it to the machine.

[Embodiment of the invention] As shown in FIG. 1, the invention connects an insertion case 56 between the clutch case 2 and the transmission case 6, and lengthens the main shaft 28 and subshaft 39 by the dimension of the insertion case 56. However, even if the diameter of the output gear 46A of the subshaft 39 is made large, the output gear 46A is made to fit inside the insertion case 56. And output gear 46A
The output gear 46A is made to have a large diameter so as to approach the main shaft 28 to avoid interference with the bearing 27.

The output gears 46A and 46 are meshed with gears 25 and 74, respectively, which are rotatably supported on the carrier case 18. One of the driven gears 25, 74 can be selectively rotatably coupled to the carrier case 18 by a clutch mechanism 71 disposed between the two, thereby forming a high/low speed auxiliary transmission.

The clutch mechanism 71 has a clutch sleeve 72 supported by a spline on a clutch hub formed in the carrier case 18. When the clutch sleeve 72 is moved leftward from the neutral position shown in the figure by a shift arm 75 that engages the clutch sleeve 72, the clutch is engaged. The sleeve 72 meshes with the spline 25a integrated with the driven gear 25, and the driven gear 25
is rotationally coupled to the carrier case 18. vice versa,
When the clutch sleeve 72 is moved to the right, the clutch sleeve 72 meshes with the spline 74a that is integrated with the gear 74, and the gear 74 is moved toward the carrier case 1.
Rotationally coupled to 8. In this way, a main transmission consisting of a gear train of the main shaft 28 and a subshaft 39 and a sub-transmission integrated with the differential gear device 50 are constructed.

The engine and the transaxle are arranged vertically, and the output shaft 48a is connected to the final reduction gear of the front axle, and the output shaft 48 is connected to the final reduction gear of the rear axle by a propulsion shaft.

The differential gear device 50 is provided with a lock mechanism 59 inside. The lock mechanism 59 has holes provided in the back of the output bevel gear 19a and in the wall of the carrier case 18 facing the output bevel gear 19a, and a clutch pin 62 is fixedly supported by a clutch sleeve 63 fitted into the boss portion 18b of the carrier case 18. configured. When the clutch sleeve 63 is moved to the left, the relative rotation between the carrier case 18 and the output bevel gear 19a is prevented by the clutch pin 12, and the rotation of the carrier case 18 is equally transmitted to the final reduction gear of the front axle and the final reduction gear of the rear axle. Ru.

[Effects of the invention] As described above, the present invention connects the insertion case between the clutch case of the transaxle and the transmission case, and connects the part of the subshaft of the transmission facing the insertion case and the part protruding into the clutch case. The auxiliary transmission is created by connecting two large and small output gears to the two large and small gears, which are freely rotatably supported by the carrier case of the differential gear device and selectively rotationally coupled by the clutch. One output shaft of the differential gear device is connected to the final reduction gear of the front axle, and one output shaft of the differential gear device is connected to the final reduction gear of the rear axle, respectively, by a propulsion shaft, resulting in the following effects. play.

The conventional horizontal transaxle has been changed to a vertical one,
By making simple changes, you can change the reduction ratio to conventional FR.
Since it can be adapted to the final reduction gear of the rear axle of a vehicle, normal driving performance can be ensured and manufacturing costs can be reduced.

By disposing one output gear of the transaxle inside the clutch case, the differential gear device can be disposed close to the engine, and the auxiliary transmission can be configured with the shortest insertion case.

It can be equipped with a gear mechanism that drives only the rear wheels, which helps improve fuel efficiency.

[Brief explanation of drawings]

FIG. 1 is a sectional plan view of a four-wheel drive vehicle according to the present invention, and FIG. 2 is a sectional plan view of a general transverse transaxle. 18...Carrier case, 28...Main shaft, 39
...Subshaft, 46,46A...Output gear, 48,4
8a...Output shaft, 50...Differential gear device, 56...
...insertion case, 71...clutch mechanism.

Claims (1)

[Scope of utility model registration request] An insertion case is connected between the clutch case of the transaxle and the transmission case, and two large and small output gears are connected to the part of the subshaft of the transmission that faces the insertion case and the part that projects to the clutch case, and a differential gear is formed. A sub-transmission is constructed by meshing two large and small output gears with two large and small gears that are rotatably supported by the carrier case of the device and are selectively rotationally coupled by a clutch, and one output shaft of the differential gear device is connected to the front. A four-wheel drive vehicle characterized in that one output shaft of a differential gear device is connected to a final reduction gear of a rear axle by a propulsion shaft, respectively.