JPH0558179A - Horizontal transmission for midship - Google Patents

Abstract

PURPOSE:To constitute four-wheel drive of a midship by arranging a transfer housing, in which a transfer is capable of being incorporated, in front of a main shaft. CONSTITUTION:First and second transfer covers 100 and 104 are removed through the opening of a transfer housing, and a transfer input shaft extending through a first opening 96 is incorporated in the transfer housing. A gear to transmit rotation from a main shaft to the transfer input shaft is contained in a chamber formed between the end surface of a transmission case 28 and a transmission case cover 29. An output shaft is incorporated in a manner to extend through a second opening 98 and point to the direction of a front. The output shaft is coupled to a front differential, coupled to front wheels, through a propeller shaft. This constitution transmits rotation also to front wheel so as to form four-wheel drive.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a horizontal transmission for a midship, which can be shared by 2WD and 4WD.

[0002]

2. Description of the Related Art A conventional horizontal transmission for 4WD (four-wheel drive) is, for example, one shown in FIG. The engine 1 is arranged in front of the axle of the front wheel 12 of the automobile, and the main shaft 3 of the transmission mechanism 2 connected to the output shaft of the engine 1 is also located in front of the front axle. Rotation is transmitted from the main shaft 3 or an appropriate shaft parallel thereto to the front differential 4 positioned substantially on the front wheel axle, and the left and right output shafts of the front differential are axially connected to the left and right front wheels 12. Further, the rotation of the front differential 4 is transmitted to the input shaft 6 of the transfer 5 arranged rearward of the front wheel axle, and this is converted to a rearward right angle via the bevel gear 7 and becomes an output of the transfer.

The output of the transfer 5 is transmitted to the rear differential 9 by the propeller shaft 8, the direction is changed by the bevel gear 10 in the rear differential, and then the output is transmitted to the differential case 11, and the left and right outputs thereof are transmitted to the rotation of the rear wheel 13. Become.

That is, this is a 4WD based on a so-called FF (front engine / front drive) system.
The positional relationship of the main parts of the transmission is that the engine, that is, the speed change mechanism section 2, the front differential 4, and the transfer 5 are connected in this order, and the transfer 5 is opposite to the speed change mechanism section 2 with the differential 4 located substantially on the axle. Located on the side.

[0005]

However, in the case of the midship type in which the engine is arranged on the front side of the rear wheel axle due to the necessity of the dynamic performance of the vehicle, it is easy to use the conventional transmission as described above. It cannot be converted to 4WD. When considering only the 2WD of the rear wheels, the transmission of the conventional FF can be connected to the output of the front differential 4 by replacing the front wheels with the rear wheels 13 while maintaining the front-rear positional relationship between the transmission mechanism 2 and the front differential 4. For example, an MR (mid engine rear drive) type midship can be used.

However, if it is tried to make it 4WD,
As described above, since the transfer is on the opposite side of the transmission mechanism section with the differential interposed therebetween, in order to drive the front wheels 12, as shown in FIG. There is the inconvenience of having to turn the output 180 degrees and bring it to the front differential 60. Moreover, even if I dare to do this, the rear wheel 13 axles are crossing, so even if I try to pass the lower side of it, the minimum ground clearance cannot be secured, and the upper side is the engine 1 or the transmission mechanism section 2. Because it is blocked, it will sacrifice the interior space of the car, and in reality, it was impossible to realize the 4WD of the midship using the conventional transmission.

Therefore, in view of the above problems, it is an object of the present invention to provide a structure of a horizontal transmission for a midship, which can be easily 4WD as required.

[0008]

For this reason, the present invention has a main shaft to which rotation is transmitted by controlling a rotation ratio with an input shaft in a plurality of stages through a transmission mechanism, and a differential is provided behind the main shaft. A transmission case cover is attached to the end face of the transmission case that houses the transmission mechanism, and a gear that transmits rotation from the main shaft to the differential is housed in a chamber formed between the end face and the transmission case cover. A transfer housing is formed outside the transmission case in front of the transfer housing, and the transfer housing has a first opening communicating with the chamber at an end surface thereof.
It has a second opening provided from the front side wall toward the front,
A first transfer cover is attached to the first opening, a second transfer cover is attached to the second opening, and the first transfer cover has a bulging portion protruding toward the chamber side. Then, when the oil level of the chamber is built in the transfer housing, a transfer input shaft penetrating the first opening and an output shaft penetrating the second opening are incorporated, and a gear for transmitting rotation from the main shaft to the transfer input shaft is provided. The horizontal transmission was set to be substantially the same as the oil level of the chamber in the virtual state housed in the chamber.

[0009]

[Function] Since the differential, which transmits the rotation from the main shaft, is provided behind the main shaft, by connecting the differential output to the rear wheel axle of the automobile,
2WD of midship MR is constructed.

First from the opening of the transfer housing
And the second transfer cover is removed, the transfer input shaft that penetrates the first opening is installed in the transfer housing, and the main shaft rotates to the transfer input shaft in the chamber formed between the end surface of the transmission case and the transmission case cover. It accommodates the gear that transmits. The output shaft is installed in the front direction through the second opening. By connecting this output shaft to a front differential connected to the front wheels via a propeller shaft, the rotation is transmitted to the front wheels as well, and 4WD is configured.

At this time, the volume corresponding to the bulging portion of the first transfer cover protruding toward the chamber side is replaced by the volume of the gear that transmits the rotation from the main shaft to the transfer input shaft. Level does not change.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows the overall structure of a power train when the transmission 20 of the present invention is used. A transmission main shaft 23, which is an extension of the output shaft of the engine 1, is arranged in front of the rear wheel 13 axle in parallel with the rear wheel axle, and from this main shaft 23, a rear differential 30 positioned approximately on the rear wheel 13 axle. The rotation is transmitted to the differential case 32, and the left and right output shafts of the rear differential 30 are axially connected to the left and right rear wheels 13.

In the 4WD state, the transfer 40
The input shaft 42 is located in front of the main shaft 23, is provided near the front side of the transmission mechanism 21 of the transmission, and rotation is transmitted from the same main shaft 23. From the output shaft 44 facing the front of the transfer 40, the rotation is transmitted to the front differential 60 by the propeller shaft 50, and the bevel gear 62 in the front differential is transmitted.
The direction of the front wheel 12 is changed by the rotation of the front wheel 12 after being transmitted to the differential case 64.

2 to 5 show details of the embodiment of the transmission 20 in the 4WD state. The main shaft 23 extends coaxially on an extension of an input shaft 24 that is coaxial with a crankshaft that is an engine output shaft, and rotation is transmitted from the input shaft 24 through the torque converter 22 and the transmission mechanism unit 21. The main shaft 23 projects from an end surface of a transmission case 28 that houses the transmission mechanism unit 21, and a rear wheel output gear 25 is spline-coupled to the end of the main shaft 23 so as to rotate integrally.

An idler shaft 34 is provided on the lower rear side of the main shaft 23 in parallel with the main shaft 23, and an input gear 35 thereof meshes with a rear wheel output gear 25 of the main shaft. The tip ends of the main shaft 23 and the idler shaft 34 are supported by bearings 81 and 82 provided on the transmission case cover 29, respectively, and the output gear 25 for the rear wheel of the main shaft and the input gear 35 of the idler shaft are connected to the end face of the transmission case 28 and the transmission. It is housed in a chamber 94 formed between the case covers 29. The other end of the idler shaft 34 is supported by a bearing 83 held by the converter housing 27.

A differential housing 38 is formed behind the idler shaft 34 and extends from the transmission case 28. The rear differential 30 is provided in the differential housing 38 such that the output axis thereof, that is, the rotation axis of the differential case 32 is parallel to the idler shaft 34, and the reduction gear 37 fixed to the differential case 32 and the idler shaft 34. It meshes with the output gear 36. The differential case 32 is supported by bearings 84 and 85 held by a differential housing 38 and a housing cover 39. As a result, the rear wheel drive shaft 70 including the universal joint 71 coupled to the rear differential 30 extends from the differential housing 38 portion to the left and right.

A front wheel output gear 26 is fixed to the hub of the rear wheel output gear 25 so as to integrally rotate adjacent to the rear output gear 25. A transfer housing 48 having a first opening 96 communicating with a chamber 94 formed between the transmission case end surface and the transmission case cover is formed outside the transmission case 28 in front of the main shaft 23. The transfer input shaft 42 supported by the bearing 87 held by the bearing holder 86 inserted through the first opening 96 and the bearing 88 held by the transmission case cover 29 penetrates through the opening and the main shaft 23. Is provided on the lower front side in parallel with the main axis. Input gear 41 splined to the end of transfer input shaft 42
Mesh with the front wheel output gear 26 of the main shaft in the chamber 94.

A bevel gear 43 is provided at the other end of the transfer input shaft 42, and a transfer output shaft 44 having a bevel gear 45 meshing with the bevel gear 43 is provided with its direction changed to the front. The transfer housing 48 has a protrusion 46 extending forward in the front side surface and having a second opening 98, and the transfer output shaft 44 is held by a bearing holder 89 inserted into the protrusion 98 through the opening 98. The rear end portion is supported by the bearing 90, penetrates the second opening 98, and the other end portion is supported by the bearing 91 held by the extension 47 coupled to the same opening.

The transfer output shaft 44 is divided into two parts in the axial direction, with a flange 52 for connecting a propeller shaft attached to the front end and a switching mechanism 73 for turning the output on and off in the middle thereof. The switching mechanism 73 includes a drive gear 77 that is spline-coupled to the front shaft 75 of the transfer output shaft and rotates integrally, and a rear shaft 76.
And a driven gear 78 rotatably supported on the front shaft 75 and provided on the driven gear 78 in a meshed state and sliding onto the driving gear 77, thereby driving the driving gear 77 and the driven gear. A ring-shaped slider 79 is provided to connect 78. Transfer output is turned on / off by connecting / disconnecting by this slide. In addition,
Make sure the slider always meshes with the drive gear,
You may make it slide on a driven gear at the time of connection. The slider 79 has a groove on its outer circumference, and is slid by a fork 74 engaging with the groove.

In FIGS. 4 and 5, reference numeral 80 denotes a parking gear fixed to the hub of the rear wheel output gear 25 adjacent to the front wheel output gear 26, which is locked by a claw (not shown). ing. Further, the speed change mechanism section 21 is an automatic speed change mechanism using a planetary gear group. Details of this kind of mechanism are shown in, for example, Japanese Patent Laid-Open No. 60-82448, and similar ones can be used. Input shaft 24
The rotation ratio between the main shaft 23 and the main shaft 23 is controlled in multiple stages.

In the 4WD mode, the main shaft 23, which is the output shaft of the speed change mechanism unit 21, rotates the idler shaft 34 by the output gear 25 for the rear wheels, and the rear differential located behind the main shaft. 30 transmits the rotation, and on the other hand, by the front wheel output gear 26,
The rotation is transmitted to the transfer 40 located in front of the main shaft.
Therefore, as shown in FIG. 1, left and right outputs are output from the rear differential 30 and are connected to the rear wheel 13 axles to drive them. This makes the midship M
The R method is realized. At the same time, the transfer 40, which transmits rotation, has an output shaft 44 extending forward, and is connected to a front differential 60 having an output shaft line on the front wheel 12 axle by a propeller shaft 50, whereby the front differential 6 is connected.
The front wheels 12 connected to 0 are driven.

FIG. 6 shows the vicinity of the transfer housing 48 in the 2WD state, in which the transfer constituent members are not incorporated, and the transfer housing 48 is shown.
The inside is hollow. The input gear 41 of the transfer input shaft 42 is not provided in the chamber 94, and the front wheel output gear 26 is not mounted on the main shaft 23. Instead of these, the first opening 96 in the transfer housing 48 has a first
The transfer cover 100 is oil-tightly attached and closed by packing (not shown) or the like, and the second transfer cover 104 is attached to the second opening 98.

The first transfer cover 100 has a bulging portion 102 protruding toward the chamber 94. The volume of the bulging portion 102 is approximately matched with the volume of the protruding portion of the transfer input shaft 42, which is not incorporated, into the chamber 94, and the volume of the input gear 41 or the output gear 26 for the front wheel. The outer shape of the bulging portion 102 is preferably a circular shape around the input shaft 42 when the input shaft 42 is incorporated, as shown in FIG. 7. The front wheel output gear 26 can be left assembled regardless of 2WD4WD, and in this case as well, the volume of the bulging portion 102 may be determined in consideration of the variation in the entire chamber 94 due to 2WD4WD.

The second transfer cover 104 is fixed to the mounting surface with bolts without providing any packing, or if packing is used, a notch is provided in a part thereof to form a gap or notch with the mounting surface. Is used as an air passage to prevent the transfer housing 48 from being heated to a high pressure.

With this structure, it is not necessary to turn back the rearward transfer from the transfer case and pass the rotary shaft under or over the transmission case, unlike the conventional example, when 4WD is adopted. Therefore, there is no waste in securing a predetermined minimum ground clearance in the vehicle layout. Further, as shown in FIG. 3, the idler shaft 34 and the input shaft 42 of the transfer 40 are arranged at the lowermost position within the limit of the oil pan bottom wall 93 of the transmission case 28, which makes it possible to reduce the overall front-rear dimension. , A compact transmission is obtained.

Further, the input shaft 42 of the transfer is assembled from the opening 96 provided in the side wall similarly to the idler shaft 34, and these supporting bearings are held in the transmission case cover 29, so that the assembly is easy. There is.

Then, the transfer housing 4 is provided with the first transfer cover 100 having the bulged portion 102.
Since the opening of 8 is closed and it is set to 2WD, 2WD4W
Regardless of D, the oil level in the chamber 94 is kept the same, and stable lubrication performance is obtained.

In the embodiment, rotation transmission from the main shaft 23 to the transfer 40 and the rear differential 30 is transmitted to each of the front wheel output gear 26 and the rear wheel output gear 25.
However, the main shaft 2 is not limited to this.
Alternatively, two gears for transmitting rotation to the transfer 40 and the rear differential 30 may be meshed with one gear provided to the gear 3.

[0029]

As described above, according to the present invention, the rotation is transmitted from the main shaft of the transmission placed horizontally to the rear differential, and the output of the differential is connected to the rear wheel axle to form the midship MR system, and the front of the main shaft is used. Since a transfer housing capable of incorporating a transfer is provided in the housing, and a transfer cover having a bulging portion is attached to an opening of the housing communicating with a chamber for accommodating a rotation transmission gear from the main shaft, a 4WD structure is provided as necessary. At times, a midship 4WD can be constructed by simply incorporating a transfer in the transfer housing and connecting the transfer output shaft to the front differential with a propeller shaft.

As a result, the minimum ground clearance is not adversely affected and the vehicle interior space is not sacrificed. Also,
Since the differential and the transfer are distributed in front of and behind the main shaft, and the whole becomes compact, the effect of reducing the weight can also be obtained.

Further, since the transfer cover having the bulging portion closes the opening of the transfer housing before making 4WD, the oil level in the chamber for accommodating the rotation transmitting gear remains the same even when making 4WD. The effect is maintained and the lubricating performance is stably obtained.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a power train using the present invention.

FIG. 2 is a front view of the embodiment.

FIG. 3 is a side view of the embodiment.

FIG. 4 is a diagram showing a cross section of the first half of the AA arrow portion in FIG. 3 in a 4WD state.

5 is a diagram showing a cross section of the rear half of the AA arrow in FIG.

FIG. 6 is a diagram showing the vicinity of a transfer housing in the embodiment.

FIG. 7 is a view on arrow BB in FIG.

FIG. 8 is a diagram showing a conventional example.

FIG. 9 is an explanatory diagram of a virtual example in which a midship is made using a conventional example.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 engine 2 rear part of transmission 3 main shaft 4 front differential 5 transfer 6 input shaft 7 bevel gear 8 propeller shaft 9 rear differential 10 bevel gear 11 differential case 12 front wheel 13 rear wheel 20 transmission 21 transmission mechanism part 22 torque converter 23 main shaft 24 input shaft 25 Output Gear for Rear Wheel 26 Output Gear for Front Wheel 27 Converter Housing 28 Transmission Case 29 Transmission Case Cover 30 Rear Differential 32 Differential Case 34 Idler Shaft 35 Input Shaft 36 Output Shaft 37 Reduction Gear 38 Differential Housing 39 Housing Cover 40 Transfer 41 Input Gear 42 input shaft 43, 45 bevel gear 44 output shaft 46 protrusion 47 Tension 48 Transfer housing 50 Propeller shaft 52 Flange 60 Front differential 62 Bevel gear 64 Differential case 70 Rear wheel drive shaft 71 Universal joint 73 Switching mechanism 74 Fork 75 Front shaft 76 Rear shaft 77 Drive gear 78 Driven gear 79 Slider 80 Parking gear 81, 82, 83, 84, 85, 87, 88, 90, 9
1 Bearing 86, 89 Bearing Holder 93 Oil Pan Bottom Wall 94 Chamber 96 First Opening 98 Second Opening 100 First Transfer Cover 102 Swelling Part 104 Second Transfer Cover

Claims (2)

[Claims] 1. A horizontal transmission, which has a main shaft to which rotation is transmitted through a speed change mechanism section in which a rotation ratio with an input shaft is controlled in a plurality of stages, and a differential is provided behind the main shaft. A transmission case cover is attached to the end surface of the transmission case that houses the mechanism section, and a gear that transmits rotation from the main shaft to the differential is housed in the chamber formed between the end surface and the transmission case cover. A transfer housing is formed outside the transmission case, and the transfer housing has a first opening communicating with the chamber at an end surface thereof, and a second opening provided from the front side wall toward the front, The first transfer cover is attached to the first opening, and the second opening is attached. A second transfer cover is attached to the first transfer cover, and the first transfer cover has a bulging portion that protrudes toward the chamber side so that the oil level in the chamber causes the first opening in the transfer housing. A transfer input shaft penetrating therethrough and an output shaft penetrating the second opening are incorporated, and the gear for transmitting rotation from the main shaft to the transfer input shaft is substantially the same as the oil level of the chamber in the virtual state housed in the chamber. The horizontal transmission for midships, which is characterized by 2. The horizontal transmission for a midship according to claim 1, wherein the second transfer cover is attached together with a ventilation path.