JPH0443127A - Power transmission device for vehicle - Google Patents

Abstract

PURPOSE:To widen the rear part car compartment space with a low floor by forming a power taking-out port at the front edge part close to an engine of a transmission and installing a power distribution means for distributing the power to the front and rear wheels in the transmission parallel part at the rear edge part of the power taking-out port and reducing the total length of the transmission and the engine. CONSTITUTION:A power taking-out port 6 is formed under the front edge part close to an engine 1 of a transmission 3, and the turning moment is transmitted to a gear 5 through an idle gear 4. Then, the turning moment is transmitted to a center differential gear 22 as a power distribution means 7 by a center differential gear input shaft 21 as outer peripheral shaft, and drives a reduction gear 10 in a differential gear case 9 for front shaft through a front shaft propulsion shaft 8 and a front shaft propulsion shaft 8A from the center differential gear 22, and distributed to both the front wheels through a differential gear mechanism 11. Further, the power is transmitted to the left front wheel through a fixed shaft 14 for front wheel and directly transmitted to the right front wheel and to the front wheel driving shafts 12 and 12 through the uniform speed joints 13 and 13 so that each length of the driving shafts 12 and 12 is made equal. Further, the turning moment is transmitted also to a rear wheel driving propulsion shaft 15 through an output shaft 23 for rear wheel from the center differential gear 22.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a power transmission device for a vehicle, and more particularly to a power transmission device for a vehicle that enables space-saving arrangement in a multi-shaft drive type vehicle.

[Prior Art and Problems] Conventionally, in multi-axle drive vehicles such as four-wheel to six-wheel drive vehicles, engines and transmissions are often arranged vertically.

Many small passenger cars and light vehicles use multi-axle drive vehicles that use transverse engines and are developed from the so-called FF, FR or RR layouts, but light vans, minipans, etc. with a displacement of about 1.5 or more engine are used. Conventional FR-based vertical layouts are common in state wagons, buses, trucks, etc. This is because if we adopt a vertical FR-based arrangement, we can share the engine, transmission, suspension, etc. and other parts of conventional FR vehicles, and all-wheel drive can be achieved at a relatively low cost. This is because it also has the advantage of easier maintenance.

However, when arranging the engine and transmission vertically in this way, except for trucks with fixed front wheels that allow for a high vehicle height, designers are required to place the Gaff 71 non-sial gear case on the front axle. This is something that takes a lot of effort.

In other words, when the front suspension is independent suspension, it receives drive reaction torque while driving, and a considerable amount of 7 Mfl.
The differential gear case does not require much reinforcing parts, so it is not possible to place the engine's oil pan on the front side of the engine. Unavoidably increasing the overall length of the aircraft, it was necessary to reversely drive the transfer unit or the final gear of the front shaft of the propulsion shaft, which was located far to the rear of the transmission. In addition, this single stroke had the problem that there was little freedom in the location of the Y control axle.

In any case, this will definitely lead to an increase in weight and a decrease in cabin space, but it is lightweight and sacrifices cabin space by 4ft+.
In order to drive the front and rear axles with as low a cost as possible, there was a problem in which the installers had to struggle with the arrangement of the front axle drive system.

As a result of intensive study, the inventors of the present invention found that in the case of an in-line engine or type 2 engine, the width of the lower part of the engine, that is, the width of the crankcase, is approximately 1-/
Noting that it was as small as 2 to 2/3 or less, I learned that the above problem could be solved by utilizing the dead space diagonally below the crankcase, and arrived at the present invention.

[Object of the Invention] An object of the present invention is to provide a power transmission system for a multi-shaft drive vehicle, which includes an engine and a transmission (transfer unit), and which can have a low floor and a large rear cabin space.

[Structure of the Invention] According to the present invention, in a power transmission system for a multi-shaft drive vehicle in which both an engine and a transmission are vertically installed and are arranged at the front of the vehicle, and the transmission is arranged at the rear of the engine, A power take-off port is provided at the front end near the engine, and the power take-off port "-1
A power distribution means for distributing power to the front and rear wheels is installed in the parallel part of the transmission at the rear end.i'. The vehicle interior space is improved by transmitting power to the power distribution means via a power transmission device and an idle gear or a non-chain, and by lowering the pivot level of the rear wheel propulsion shaft. There is provided a power transmission system for a vehicle according to claim 1, which enlarges the power distribution means and secures a mounting space for the power distribution means.

The present invention will be described in detail below using Examples.

[Embodiment Fig. 1, Fig. 2, Fig. 3, and Fig. 4 are respectively a sectional view of the main part of the embodiment of the present invention, a perspective view thereof, a transparent side view of both sides, and a view from the front of the vehicle of the embodiment. It is a conceptual diagram.

In Figures 1, 2, 3, and 4, 1 is the engine, 2 is the clutch casing, 2A is the main shaft, 3 is the transmission, 4 is the idle gear, 5 is the power extraction [cogear, 6 is the power 6A is a power outlet casing, 7 is a power distribution means, and L is also a limited slip device (differential control device) such as a center differential, a center differential lock, or a viscous coupling.
< is a combination of these. 8.8A is the propulsion shaft for the front axle, 9 is the defa 1 non-charging gear for the front axle.
10 is a reduction gear, IJ is a differential gear mechanism, 12 is a front wheel drive shaft, 13 is a constant velocity joint, 1-4 is a front fixed shaft, 15 is a propulsion shaft for the rear axle, 16 is a front wheel, 1-7
is the rear wheel, 19 is the differential gear case for the rear axle, 2
1 is a center differential lever, 22 is a differential limiting device, 23 is an output shaft for rear wheels, 50 is a driver, 100 is a high floor level, and 200 is a low floor level.

As shown in Figures 1, 2, 3, and 4, the power outlet 6 is located below the front end of the transmission near the engine, and the idle gear 4
(or a wide silent chain) to transmit the rotational force to gear 5. The rotational force is transmitted to the center differential 22 by the center differential input shaft 21, which is an outer circumferential shaft, and from the center differential 22 to the front axle propulsion shaft 8 and front axle propulsion shaft 8A, which are partially inner sleeves, to the front differential gear case. 9 and drives the reduction gear 10 in the differential gear mechanism 1.
1 to both front wheels. Note that the left front wheel is connected to the front wheel fixed shaft 14, and the right front wheel is connected directly to the front wheel drive shaft 12.
．． 12 are constant velocity joints 13.13 so that they are of equal length.
Power is transmitted through the

At the same time, rotational force is also transmitted from the center differential 22 to the rear axle drive propulsion shaft 15 via the rear axle output shaft 23.

The differential limiting device 22 does not work when the rotational difference between the front and rear axes is small, but as the rotational difference increases, it gradually works to limit the differential, and when the rotational difference becomes significant, it works as a differential lock. I can do things.

As mentioned above, this power distribution means is comprised of a limited slip device (differential limiting device) such as a center differential, a center differential lock, a viscous coupling, or a combination thereof.

Note that it is of course possible to provide the sub-transmission before or after the main transmission 3.

It goes without saying that it is also possible to add a limited slip device to either the front or rear axle or both axle drive units (differential gear mechanism) so that driving force can be obtained even if one wheel slips. Nor.

In any case, according to the present invention, not only can the overall length of the transmission including the engine and transfer unit be shortened and made compact, but also the level of pivoting of the front and rear propulsion shafts can be lowered. As shown, it is possible to reduce the area on the high floor level 100 and widen the low floor level 200, which has the advantage of significantly improving the indoor space utility for mini-pans and the like.

Note that the present invention is applicable not only to 4-wheel drive vehicles but also to 6- to 10-wheel vehicles (
It can also be applied to vehicles with tandem rear wheels (double tires).

[Effects of the Invention] By carrying out the present invention, all of the above objects of the invention can be achieved.

In other words, the overall length of the engine and transmission (including the transfer unit) can be made small and compact, and the rear cabin space can be widened with a low floor.

[Brief explanation of the drawing]

FIG. 1, FIG. 2, FIG. 3, and FIG. 4 are a plan sectional view, a perspective view, a side perspective view of the vehicle, and a conceptual diagram seen from the front of the vehicle, respectively, of an embodiment of the present invention. 1-engine, 2-m-clutch casing, 2A-main shaft, 3-m-transmission, 4-m-idle gear, 5-power outlet gear, 6-power outlet gear, 7--power distribution means, 8 .8A~ Propulsion shaft for front axle, 9- Differential gear case for front axle, 10- One reduction gear, 11- m- Differential gear mechanism, 12- Front wheel drive shaft, constant velocity joint, Front axle fixed shaft, For rear axle Propulsion shaft, center differential input shaft, center differential, differential limiting device, output shaft for rear axle.

Claims (2)

[Claims] (1) In a power transmission system for a multi-shaft drive vehicle where both the engine and transmission are installed vertically and are placed at the front of the vehicle and at the rear of the engine, the front end of the transmission closer to the engine A power transmission device for a vehicle, characterized in that a power output port is provided, and power distribution means for distributing power to front and rear wheels is provided in a portion parallel to the transmission at a rear end of the power output port. (2) By transmitting power to the power distribution means via an idle gear or silent chain and by lowering the pivoting level of the rear wheel propulsion shaft, the cabin space is expanded and the installation space for the power distribution means is reduced. A power transmission device for a vehicle as claimed in claim 1.