JPH0439787Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Field of Industrial Application) The present invention relates to a torque distribution device for a four-wheel drive vehicle with a horizontally mounted engine.

(Prior Art) In a four-wheel drive vehicle in which the torque output from the engine via the transmission is divided to drive the front wheels and the rear wheels respectively, the In addition to the inter-wheel differential, the vehicle is equipped with a torque distribution mechanism that distributes torque to the front and rear wheels, and as the torque distribution mechanism, an inter-axle differential is provided to eliminate the so-called braking phenomenon during cornering. Sometimes. This inter-axle differential device has an input element into which torque from the engine or transmission is input, and outputs for the front wheels and rear wheels that divide the torque input to the element and transmit it to the front wheels and rear wheels, respectively. By performing differential operation between both output elements,
This absorbs the difference in rotational speed between the front and rear wheels during cornering.

(Problems to be Solved by the Invention) By the way, when a four-wheel drive vehicle with a horizontally mounted engine in which the engine is arranged so that the output shaft extends in the width direction of the vehicle body is provided with an inter-axle differential device as described above, It is customary to integrate the differential device and an inter-wheel differential device for wheels located on the engine side to form a torque distribution device, and to connect the device to the engine via a transmission.

In that case, the inter-wheel differential device is connected to the wheels via an axle extending left and right from the device, so its position in the longitudinal and vertical directions of the vehicle body is restricted, and as a result, the inter-axle differential device etc. The arrangement of these members is also restricted, making it extremely difficult to lay out each of these constituent members in a compact manner. In addition, there is a problem of interference between the output path from the inter-axle differential device to the wheels located on the opposite side of the engine and the axle of the wheels located on the engine side, and attempts to avoid this will complicate the structure. become.

The present invention addresses the above-mentioned circumstances, and is intended to provide a transverse engine-mounted four-wheel drive system that is equipped with a torque distribution mechanism such as an inter-axle differential and an inter-axle differential for wheels located on the engine side. In a torque distribution device for a vehicle, the degree of freedom in arrangement is expanded in order to position the inter-wheel differential device corresponding to the wheel on the engine side, and the axle of the wheel on the engine side and the wheel on the opposite side from the engine. The purpose is to simplify the structure of this type of torque distribution device while avoiding interference with the output path of the torque distribution device.

(Means for Solving the Problems) That is, the present invention is a torque distribution device for a four-wheel drive vehicle with a horizontal engine, which distributes torque input from the engine via the transmission to the front wheels and the rear wheels. Equipped with a torque distribution mechanism that distributes the torque to the engine, and an inter-wheel differential for the wheels located on the engine side,
These are arranged on separate shafts, and a front wheel output gear train and a rear wheel output gear train that output torque from the shaft of the torque distribution mechanism to the front wheels and the rear wheels, respectively, are arranged in the axial direction of the torque distribution mechanism. The vehicle is characterized in that idle gears, which are arranged on both sides and constitute an output gear train for wheels located on the opposite side of the engine, are arranged on the shaft of the inter-wheel differential device.

(Function) According to the above configuration, the torque input from the engine via the transmission is distributed between the front wheels and the rear wheels by the torque distribution mechanism, and these torques are distributed between the front wheels and the rear wheels. Torque is transmitted from the wheel output gear train to the wheels located on the engine side via an inter-wheel differential device that constitutes the torque distribution device, and to the other wheel via an inter-wheel differential device provided separately. That will happen. And especially,
The inter-wheel differential device for the wheels located on the engine side is placed on a separate shaft from the torque distribution mechanism, increasing the degree of freedom in arrangement. The corresponding positions can be easily placed, and the layout of the torque distribution device as a whole can be simplified. In addition, since the idle gear that constitutes the output gear train to the wheels located on the opposite side of the engine is placed on the shaft of the inter-wheel differential, it is possible to avoid complicating the structure and to operate the front and rear wheels without complicating the structure. Interference of the output path to the wheel side is avoided.

(Example) Examples of the present invention will be described below.

First, the overall configuration of the four-wheel drive vehicle according to this embodiment will be explained with reference to FIG. It is equipped with a power plant. The engine 1 is arranged so that its output shaft 4 extends in the width direction of the vehicle body. Further, the transmission 2 is also arranged such that an input shaft 6 connected to the engine output shaft 4 via a clutch 5 and an output shaft 7 parallel thereto extend in the width direction of the vehicle body. Gear trains 81 to 85, 8r for 1st to 5th speeds and reverse speed, which are selectively put into a power transmission state, are provided between the input and output shafts ₆ and ₇ of the input and output shafts 2, respectively. An output gear 9 is provided at one end of the shaft 7 for transmitting torque from the transmission 2 to the torque distribution device 3.

On the other hand, the torque distribution device 3 divides and outputs the torque input from the transmission 2, and drives the left and right front wheels 10, 11, as well as a propeller shaft 12 extending in the longitudinal direction of the vehicle body, and a rear wheel differential. Left and right rear wheels 16 and 17 are driven through a drive device (hereinafter referred to as a rear differential) 13 and rear wheel drive shafts 14 and 15 extending left and right from the rear differential 13.

Next, the structure of the torque distribution device 3 will be explained with reference to FIG.
and left and right front wheel drive shafts 23 and 24 which are similarly arranged on the same axis in the width direction of the vehicle body and extend to both left and right sides.
, a first output shaft 25 for the rear wheels parallel to these, and an output shaft 28 for the rear wheels connected to the shaft 25 via a pair of bevel gears 26 and 27 and arranged in the longitudinal direction of the vehicle body and extending rearward. The left and right front wheel drive shafts 23 and 24 are provided with the front wheels 10 and 24 shown in FIG.
11, rear wheel output shafts 28 are connected to the propeller shafts 12, respectively.

An input gear 3 is disposed on the first intermediate shaft 21.
1 is rotatably supported to form an input gear train 30 extending from the transmission output gear 9 to the input gear 31 via the idle gear 32. , second inter-axle differentials (hereinafter referred to as first and second center differentials) 40, 50, and a switching mechanism 60 for these are arranged, and the left and right front wheel drive shafts 23, 24 have opposite ends thereof. A differential device 70 is arranged.

The first and second center differentials 40, 50 are both constructed with a double pinion type planetary gear mechanism, and as shown in FIG. 3, sun gears 41, 51
and a plurality of first pinion gears 42...42,5 disposed around and meshing with the gears 41,51.
2...52, a plurality of second pinion gears 43...43, 53...53 that mesh with these, and pinion shafts 44...44, 54...54 and 45, respectively. ...4
5, 55... Carrier 4 supported via 55
6, 56 and second pinion gear 43...43,5
3... 53 and ring gears 47, 57 that mesh with the gears.

As shown in FIG. 2, the ring gears 47 and 57 of the first and second center differentials 40 and 50 are connected and connected to the input gear 31, and
The carrier 46 of the first center differential 40 and the sun gear 51 of the second center differential 50 are connected and connected to the first intermediate shaft 21, and the sun gear 41 of the first center differential 40 and the carrier 56 of the second center differential 50 are connected.
and is guided to the switching mechanism 60. and,
A first output gear 81 for front wheels is fixed to one end of the first intermediate shaft 21, and the gear 81 meshes with a second output gear 82 for front wheels rotatably supported on the front left wheel drive shaft 23. A front wheel output gear train 80 is configured.

The switching mechanism 60 also includes first and second splines 61 and 62 connected to the sun gear 41 and carrier 56 of the first and second center differentials 40 and 50, respectively.
, a third spline 63 connected to the rear wheel first output gear 91 which is arranged in parallel with these and rotatably supported on the second intermediate shaft 22 , and a third spline 63 that spans these splines 61 , 62 , 63 . The sleeve 64 is slidably fitted. When the sleeve 64 is slid to the left as shown in the figure, the first and third splines 61,
63 to the sun gear 41 of the first center differential 40
and the first output gear 91 for the rear wheels are connected, and if the sleeve 64 is slid to the right from the illustrated position, it is connected to the carrier 56 of the second center differential 50 via the second and third splines 62 and 63. The first output gear 91 for rear wheels is connected thereto. This first output gear 91 for rear wheels is meshed with a second output gear 92 for rear wheels rotatably supported on the front left wheel drive shaft 23, and the first output shaft 25 for rear wheels is connected to the second output gear 92 for rear wheels. A third output gear 93 for the rear wheels, which is fixedly attached to the rear wheels, is meshed with the third output gear 93 for the rear wheels, and these gears 91 to 93 constitute an output gear train 90 for the rear wheels.

Here, this rear wheel output gear train 90 is provided from above the second intermediate shaft 22 extending leftward from the first and second center differentials 40, 50 to the left front wheel drive shaft 23 or the first rear wheel output shaft 25. On the other hand, the front wheel output gear train 80 has first and second output gears.
It is provided from above the first intermediate shaft 21 extending to the right side from the center differentials 40, 50 to the left front wheel drive shaft 23. That is, both output gear trains 80 and 90 are distributed and arranged on both sides of the first and second center differentials 40 and 50 in the axial direction.

On the other hand, the front differential 70 includes a differential case 71 that is rotatably fitted and supported on the left and right front wheel drive shafts 23 and 24, and a differential case 71 that is constructed within the case 71 in a direction perpendicular to the axes of the front wheel drive shafts 23 and 24. A pinion shaft 72 and a pair of pinion gears 73 and 74 rotatably supported by the shaft 72.
and a pair of left and right output gears 75, 76 meshed with both pinion gears 73, 74.
The differential case 71 is connected to the second front wheel output gear 82, and both output gears 75, 76 are connected to the ends of the left and right front wheel drive shafts 23, 24, respectively.

In this torque distribution device 3, the first and second center differentials 40,
50, a viscous coupling spring 100 is arranged as differential limiting means. This viscous cut spring 100 includes an inner case 101 coupled to the second output gear 82 for the front wheels, and an outer case 102 coupled to the second output gear 92 for the rear wheels.
and a large number of plates 103 arranged between the cases 101 and 102 and engaged with them alternately...
103, and the plates 103...10
3 is filled with viscous fluid. The second output gear 82 for the front wheels is located between the inner case 101 and the outer case 102.
When the rotational speed difference between and the rear wheel second output gear 92 is small, the relative rotation is allowed, but when the rotational speed difference exceeds a predetermined amount, the relative rotation is limited by the resistance of the viscous fluid. It acts on

Next, to explain the operation of this embodiment, the rotation output from the engine 1 via the transmission 2 is transmitted to the output gear 9 of the transmission 2.
from the first and second center differentials 4 through an input gear train 30 consisting of an idle gear 32 and an input gear 31.
It is input to ring gears 47 and 57 of 0 and 50.

When the sleeve 64 in the switching mechanism 60 is slid to the left as shown in the figure, the torque is divided by the first center differential 40 and output to the sun gear 41 and the carrier 46 of the center differential 40. The torque output to the sun gear 46 side is transmitted to the front wheel first output gear 81 via the first intermediate shaft 21, and the torque output to the sun gear 41 side is transmitted to the rear wheel first output gear 81 via the second intermediate shaft 22 and the switching mechanism 60. 1 output gear 91, respectively. Also,
When the sleeve 64 in the switching mechanism 60 is slid to the right, the torque is applied to the second center differential 5.
The torque is divided by 0 and output to the sun gear 51 and carrier 56 of the center differential 50, and the torque output to the sun gear 51 side, contrary to the first center differential 40, is transmitted to the front wheel first output gear 81.
Then, the torque output to the carrier 56 is transmitted to the rear wheel first output gear 91 via the switching mechanism 60. In either case, the torque transmitted to the first output gear 81 for front wheels is transmitted to the first output gear 81 for the front wheels.
1 and a front wheel second output gear 82 that meshes with the front differential gear 80.
0 to the left and right front wheel drive shafts 23, 24 through the front differential 70.
and drives the left and right front wheels 10, 11. Further, the torque transmitted to the first output gear 91 for the rear wheels is transmitted to the output gear train 90 for the rear wheels, which is composed of the gear 91 and the second and third output gears 92 and 93 for the rear wheels. Output shaft 25 and a pair of bevel gears 26, 27
is transmitted to the second rear wheel output shaft 28 via the propeller shaft 12, rear differential 13, and rear wheel drive shaft 1.
The left and right rear wheels 16, 17 are driven via the wheels 4, 15.

In that case, if the diameters of the sun gears 41, 51, ring gears 47, 57, etc. that constitute the first and second center differentials 40, 50 are appropriately set, the front and rear wheels of both center differentials 40, 50 can be Since the output elements to the front wheels 10,
11 and the rear wheels 16, 17. For example, in sporty driving, the torque transmitted to the rear wheels 16, 17 is greater than the torque transmitted to the front wheels 10, 11. It is possible to selectively obtain a suitable distribution, a distribution suitable for normal driving or driving on rough roads, etc. in which torque is evenly distributed to the front and rear wheels.

In any case, during relatively gentle cornering, the viscous cut spring 10
0 allows relative rotation between the second output gear 82 for the front wheels and the second output gear 92 for the rear wheels.
A differential operation is performed between the wheels 6 and 56, so that the difference in rotational speed between the front and rear wheels due to cornering is absorbed and the braking phenomenon is eliminated. On the other hand, when the rotational speed difference between the front and rear wheels exceeds a predetermined amount, such as during sharp cornering or when either the front or rear wheels slip, the viscous coupling spring 100
limits the differential operation between the two output elements in the first center differential 40 or the second center differential 50, so the center differential 40 or 50 approaches the locked state and the rotational speed difference between the front and rear wheels as described above is reduced. will be eliminated or suppressed. Therefore, during sharp cornering, it is possible to prevent the driving condition from becoming unstable due to excessive rotational speed difference between the front and rear wheels, and when either the front or rear wheels slip, the other Power is transmitted to, for example, making it possible to escape from a slip condition or obtaining the required starting acceleration. In this way, the viscous cutlet spring 1
By the action of 00, the differential operation of the center differentials 40 and 50 is controlled according to the driving condition.

However, in this torque distribution device 3, the left and right front wheel drive shafts 2 on which the front differential 70 is disposed
3 and 24, first and second intermediate shafts 21 and 22 are provided, and the first and second intermediate shafts 21 and 22 are provided on these shafts 21 and 22.
A second center differential 40, 50 and a switching mechanism 60 thereof are arranged. In other words, the front differential 70 is arranged on a separate axis from the first and second center differentials 40, 50, etc., and therefore, when laying out each component of the torque distribution device 3, the front differential 70 can be relatively freely arranged without being restricted by the first and second center differentials 40, 50, etc., and can be easily positioned corresponding to the front wheels 10, 11.
The layout of each component of the torque distribution device 3 as a whole is also facilitated.

Further, a front wheel output gear train 80 and a rear wheel output gear train 80 output torque from the first and second center differentials 40 and 50 on the first and second intermediate shafts 21 and 22 or their switching mechanism 60 to the front and rear wheels, respectively. Wheel output gear 90
are distributed to both sides of the first and second center differentials 40, 50, respectively, so that the output torque to the front wheels 10, 11 is transmitted from the right side of both center differentials 40, 50, and the output torque to the rear wheels 16, 17 is distributed from the right side of both center differentials 40, 50. Since it is taken out from the left side of both center differentials 40, 50, both output paths do not intersect with each other, and therefore, multiplexing of the shafts when the torque transmission paths intersect in a complicated manner is avoided. That is, in this transfer device 3, the first intermediate shaft 21
Above, the input gear 31 and the first and second center differentials 4
Connection part 2 with ring gears 45, 57 of 0,50
1' is fitted, and the carrier 46 of the first center differential 40 and the second center differential 50 are mounted on the second intermediate shaft 22.
a connecting portion 22′ between the carrier 56 of the second center differential 50 and the second spline 62 of the switching mechanism 60, and a connecting portion 22″ between the carrier 56 of the second center differential 50 and the second spline 62 of the switching mechanism 60;
the third spline 63 and the first output gear 91 for the rear wheels.
The connecting portions 22 〓 of the front wheel second output gear 82 and the differential case 71 of the front differential 70 and the inner case 101 of the viscous coupling spring 100 are fitted on the left front wheel drive shaft 23 .
3' and the connecting portion 23'' between the outer case 102 of the viscous cut spring 100 and the second output gear 92 for the rear wheels are fitted, respectively, but both are in a relatively simple fitted state, Despite the large number of constituent members, complex multiplexing of the axes as a whole is avoided.

Note that FIGS. 4 and 5 show torque distribution devices 3a and 3b, respectively, according to other embodiments of the present invention.
Next, these torque distribution devices will be explained.

First, the torque distribution device 3a shown in FIG.
3a, 24a, first and second output shafts 25a for rear wheels,
28a, a first switching mechanism 60a having first and second center differentials 40a, 50a and a front differential 70a, and disposed on the first intermediate shaft 21a as a switching mechanism for both center differentials 40a, 50a;
The second switching mechanism 6 arranged on the second intermediate shaft 22a
0a'.

In this torque distribution device 3a, the rotation from the transmission output gear 9a is transmitted to the first and second center differentials 40a, 5 through the input gear train 30a.
0a, and when the sleeves 64a, 64a' of the first and second switching mechanisms 60a, 60a' are in the positions shown, the first
The center differential 40a divides the torque, and when both sleeves 64a, 64a' are slid to the right, the second center differential 50a divides the torque. In either case, sun gears 41a, 51
A front wheel output gear train 80 whose output to a is the second intermediate shaft 22a, first and second output gears 81a and 82a.
a, and is transmitted to the left and right front wheel drive shafts 23a, 24a via the front differential 70a. Also, the first
The output of the center differential 40a to the carrier 46a is
The first and second output shafts 25a for the rear wheels are connected to the first intermediate shaft 21a, the first switching mechanism 60a, and the first output gear train 90a for the rear wheels consisting of the first to third output gears 91a, 92a, and 93a. , 28a, the output of the second center differential 50a to the carrier 56a is controlled by the second switching mechanism 60a', the fourth and fifth output gears 94a and 95a.
A second output gear train 90a' for the rear wheels, a hollow connecting shaft 23a' fitted on the left front wheel drive shaft 23a, and second and third output gears in the first output gear train 90a for the rear wheels. The power is transmitted to the first and second rear wheel output shafts 25a and 28a via 92a and 93a, respectively. In this case, in this torque distribution device 3a, the front wheel output gear train 80a and the rear wheel second output gear train 90a' are arranged on the right side of the first and second center differentials 40a, 50a, and the rear wheel first The output gear train 90a is distributed to the left side of these center differentials 40a, 50a, and both center differentials 40a, 50
Cross-over or axis multiplexing of the respective output paths from a is avoided. In this torque distribution device 3a, the left front wheel drive shaft 23a and the second and fifth rear wheel drive shafts are connected to each other.
A viscous coupling spring 100a is interposed between the output gears 92a and 95a.

Furthermore, the torque distribution device 3b shown in FIG. 5 is obtained by replacing the output elements of the first and second center differentials 40a, 50a to the front wheel side and the rear wheel side in the torque distribution device 3a of FIG. 4. That is, in this torque distribution device 3b, the sun gears 41b, 51b of the first and second center differentials 40b, 50b
The output to the rear wheel first and second output shafts 25 is transmitted via the second intermediate shaft 22b and the rear wheel output gear train 90b.
b, 28b, and the first center differential 40
b to the carrier 46b is the first intermediate shaft 21
b, first switching mechanism 60b, first output gear train 80b for front wheels, hollow connecting shaft 23b' and front differential 70
The output of the second center differential 50b to the carrier 56b is transmitted to the front wheel drive shafts 23b, 24b via the second center differential 50b.
Switching mechanism 60b' and second output gear train 80 for front wheels
b′ and the front wheel drive shaft 2 via the front differential 70b.
3b and 24b, respectively. In other words, in this torque distribution device 3b, the output path from the first and second center differentials 40b, 50b to the rear wheels and the output path from the second center differential 50b to the front wheels are located on the right side of both center differentials 40b, 50b. Output paths from the first center differential 40b to the front wheels are arranged on the left side of both center differentials 40b and 50b, respectively. In this torque distribution device 3b, a viscous coupling spring 100b is disposed between the second intermediate shaft 22b and the second output gear train 80b' for front wheels.

(Effects of the invention) As described above, the present invention provides a torque distribution device for a horizontally mounted four-wheel drive vehicle with a torque distribution mechanism such as an inter-axle differential device and an inter-wheel differential device for wheels located on the engine side. and a front wheel output gear train and a rear wheel output gear train that output torque from the shaft of the torque distribution mechanism to the front wheels and the rear wheels, respectively, in the axial direction of the torque distribution mechanism. Since the idle gears, which are arranged on both sides and constitute the output gear train for the wheels located on the opposite side of the engine, are arranged on the shaft of the inter-wheel differential, the inter-wheel differential is connected to the wheel. It can be freely arranged according to the position, and the layout of each component of the torque distribution device as a whole is facilitated, and in particular, interference in the output path from the torque distribution mechanism to the front and rear wheels is avoided. This can be avoided with a simple structure.

[Brief explanation of the drawing]

1 to 3 show a first embodiment of the present invention, FIG. 1 is a schematic diagram showing the overall configuration of a four-wheel drive vehicle according to the embodiment, and FIG. 2 is an enlarged schematic diagram of the main parts thereof. , FIG. 3 is a schematic diagram showing the configuration of the first and second center differentials in this embodiment. Also, the 4th and 5th
The figures are schematic diagrams showing the main parts of the second and third embodiments of the present invention. 1...Engine, 2...Transmission,
3, 3a, 3b... Torque distribution device, 40, 40
a, 40b, 50, 50a, 50b...Torque distribution mechanism (first, second center differential), 60, 60a,
60a', 60b, 60b'...Switching mechanism, 70,7
0a, 70b... Inter-wheel differential device (front differential), 80, 80a, 80b, 80b'... Output gear train for front wheels, 90, 90a, 90a', 90b...
Output gear train for rear wheels, 92, 92a...idle gear.

Claims (1)

[Scope of utility model registration request] A torque distribution device for a four-wheel drive vehicle that divides torque input via a transmission from an engine arranged such that its output shaft extends in the width direction of the vehicle body and outputs the divided torque to front wheels and rear wheels. , a torque distribution mechanism that receives torque from the transmission and distributes it to the front wheels and rear wheels, and an inter-wheel differential for wheels located on the engine side, and these are arranged on separate shafts. In addition, a front wheel output gear train and a rear wheel output gear train that output torque from the shaft of the torque distribution mechanism to the front wheels and the rear wheels, respectively, are arranged on both sides of the torque distribution mechanism in the axial direction, and are connected to the engine. A torque distribution device for a four-wheel drive vehicle, characterized in that an idle gear constituting an output gear train to wheels located on the opposite side is arranged on the shaft of the inter-wheel differential device.