JPH0655950A - Motive power transmission device for four-wheel drive vehicle - Google Patents

Abstract

PURPOSE:To enable application to various vehicles having different transmission torque, and secure serviceability to a friction clutch by arranging the friction clutch removably on the shaft end in either one of the first and the second transfer shafts extending in a vehicle body longitudinal direction in offset arrangement in a vehicle width direction in a motive power transmission passage to the first and the second wheel shafts. CONSTITUTION:Drive shafts 52 and 54 are connected through constant velocity joints 51 and 53 to short and long and left and right side front wheel shafts 19 and 20 to transmit output of an engine 1 through a front wheel differential device 11, and transfer shafts 23 and 24 in offset arrangement are arranged at a prescribed interval in a vehicle width direction in a transfer device 22. A hollow shaft 27 having a gear 28 meshed with a gear 26 on the rear end of this transfer shaft 23 is arranged coaxially with the transfer shaft 24, and a friction clutch 30 is installed removably on these projecting ends. Thereby, since the output side transfer shaft 24 is arranged in the center and a connection bent angle to a propeller shaft 35 can be reduced, application becomes possible to various vehicles having different transmission torque, and serviceability to the friction clutch can be improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device for a four-wheel drive vehicle.

[0002]

2. Description of the Related Art In a four-wheel drive vehicle based on a front-wheel drive vehicle, in which an engine is laterally mounted on a front portion of a vehicle body and a transmission is arranged in series on one side of the engine in a vehicle width direction via a clutch. In general, there are many cases in which the output of the transmission is received by the differential case of the front wheel differential device, and the rotation of the differential case is transmitted to the rear axle side via the transfer device.

By the way, in the four-wheel drive vehicle having such a structure, the above-mentioned transfer device is arranged offset in the vehicle width direction and extends in the longitudinal direction of the vehicle body.
In this case, a pinion gear provided at the front end of the first transfer shaft meshes with a ring gear made of a bevel gear or a hypoid gear provided in the differential case of the front wheel actuator, Further, since the gear mounted on the rear portion of the first transfer shaft and the gear mounted on the second transfer shaft mesh with each other, the driving force transmitted from the transmission to the front wheel differential device is It is adapted to be transmitted to the second transfer shaft via the first transfer shaft and further transmitted to the rear axle through the propeller shaft connected to the rear end of the second transfer shaft.

A transfer device having two transfer shafts arranged offset in the vehicle width direction is as follows.
Since the length in the vehicle width direction can be made shorter than that of the transfer device having the transfer shaft extending in the vehicle width direction, there is no risk of interfering with the steering device and the exhaust system of the engine, and the second transfer device is provided. Since the shaft can be arranged so as to substantially coincide with the center of the vehicle body in the vehicle width direction, there is an advantage that the bending angle of the joint connecting the second transfer shaft and the propeller shaft is small, and torque fluctuation does not occur. Therefore, for example, when a friction clutch is arranged in the middle of the power transmission path, the control torque of the friction clutch is transmitted to the rear wheels without fluctuation, and it is considered that accurate torque distribution can be obtained for the four wheels. .

[0005]

However, when the friction clutch is disposed in the middle of the power transmission path from the front axle to the rear axle, the friction clutch is used for transmission between a plurality of vehicles having different engine outputs. Since different torques are applied, friction clutches having different capacities are required. Therefore, when the friction clutch is simply arranged in the transfer case in the middle of the power transmission path, the transfer case needs to be changed depending on the vehicle type, which causes a problem that the production cost increases. Further, it is difficult to secure good serviceability for the friction clutch while arranging the friction clutch while avoiding interference with the steering device and the exhaust system.

In view of the above, the present invention relates to a four-wheel drive vehicle provided with first and second transfer shafts which are arranged offset in the vehicle width direction and extend in the vehicle front-rear direction for a plurality of vehicle types having different transmission torques. An object of the present invention is to provide a power transmission device which can be adapted without changing a transfer case and can secure good serviceability for a friction clutch.

[0007]

In order to achieve the above object, the present invention is characterized in that a friction clutch is detachably arranged at either shaft end of the first and second transfer shafts. To do.

[0008]

According to the present invention, by providing the first and second transfer shafts arranged offset in the vehicle width direction, the transfer shaft on the output side is arranged substantially in the center in the vehicle width direction. This makes it possible to reduce the bending angle of the joint that connects the transfer shaft on the output side and the propeller shaft, and in addition to the advantage of preventing torque fluctuations, the friction clutch also allows the shaft end of the transfer shaft to be Since it is detachably attached to the part, it can be applied to multiple vehicle models with different transmission torques without changing the transfer case, and the serviceability of the friction clutch is extremely good. There is.

Further, since the heavy friction clutch can be arranged at the substantially central portion in the vehicle width direction, it is also excellent in weight distribution to the vehicle body.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a skeleton diagram showing a first embodiment of the present invention. Reference numeral 1 is an engine horizontally mounted on the front of a vehicle body, and a crankshaft 2 thereof extends in the vehicle width direction and is led out to the side of the engine 1. It is arranged to be done.

On the left side of the engine 1, a clutch housing 4 for accommodating the clutch 3 and a transmission case 6 for accommodating a manual transmission 5 arranged in series with the engine 1 are integrally connected.
The transmission 5 includes a primary shaft (input shaft) 7 connected to a crankshaft 2 of an engine 1 via a clutch 3, a secondary shaft (output shaft) 8 arranged in parallel with the shaft 7, and both shafts. It is constituted by the first to fifth speeds and the reverse gear train 9 provided between the seventh and eighth gears. The rotation of the crankshaft 2 of the engine 1 transmitted to the primary shut 7 via the clutch 3 is transmitted to the secondary shaft 8 after being transmitted by the selective meshing of the gears of the transmission gear train 9 to the secondary shaft 8. The rotation of is output from a drive gear 10 fixed to the end of the shaft 8 on the engine 1 side. A ring gear 13 formed of a spur gear fixed to a differential case 12 of a front wheel differential device 11 is engaged with the drive gear 10.

The front wheel differential device 11 includes pinion gears 15 and 16 rotatably supported on a pinion shaft 14 provided in a differential case 12, and a pair of side gears 17 and 18 meshing with the pinion gears 15 and 16. A relatively short left front axle 19 is splined to one side gear 17, and a relatively long right front axle 20 is splined to the other side gear 18. And left front axle 19
Is connected to the left front wheel drive shaft 52 via a constant velocity joint 51, and to the right front axle 20 is connected to a right front wheel drive shaft 54 via a constant velocity joint 53.

The differential case 12 of the front wheel differential device 11 has a second ring gear 21 formed of a bevel gear or a hypoid gear, which is closer to the inner side of the vehicle (the engine 1 side) than the first ring gear 13 and close to the first ring gear 13. Are combined.

Reference numeral 22 denotes a transfer device. The transfer device 22 includes two transfer shafts 23, which are arranged offset in the vehicle width direction at a predetermined interval and extend in the vehicle width direction.
24 is provided in the transfer case 29. Of these two transfer shafts 23, 24, the transmission 5
The second ring gear at the front end of the transfer shaft 23 on the side.
A pinion gear 25 that meshes with 21 is integrally provided, and
A gear 26 is fixed to the rear portion of the transfer shaft 23.

A hollow shaft 27 is fitted around the outer periphery of the transfer shaft 24 on the engine 1 side so as to be rotatable relative to the transfer shaft 24 coaxially with the transfer shaft 24. The gear 26 of the transfer shaft 23 is mounted on the hollow shaft 27. By providing the gear 28 that meshes with the
The driving force transmitted to the differential case 12 of 11 is the transfer shaft.
It is adapted to be transmitted to the hollow shaft 27 through 23.

The front ends of the transfer shaft 24 and the hollow shaft 27 project forward from the transfer case 29, and a friction clutch 30 composed of a hydraulic clutch is detachably attached to these projecting parts. That is, a sleeve (not shown) that can be pulled out from this shaft 27 is spline-coupled to the outer periphery of the hollow shaft 27, and the outer peripheral surface of this sleeve has a plurality of friction elements that mesh with the spline teeth formed on it. A plate 30a is provided so as to rotate integrally with the hollow shaft 27.

A cup-shaped body 30b is spline-coupled to the front end of the transfer shaft 24 so as to cover the friction plate 30a and to be pulled out from the transfer shaft 24. A plurality of friction plates 30c meshing with the spline teeth formed on the above and arranged alternately with the above friction plates 30a constitute the friction clutch 30 together with the friction plates 30a. When the friction clutch 30 is hydraulically engaged, the transfer shaft 24 rotates integrally with the hollow shaft 27.

A companion flange 55 is attached to the rear end of the transfer shaft 24, and when the friction clutch 30 is engaged, the rear wheel differential 36 from the companion flange 55 via the constant velocity joint 34 and the propeller shaft 35. Power is transmitted to.

The rear wheel differential device 36 has a construction in which a differential gear mechanism 37 similar to that of the front wheel differential device 11 is driven via a drive pinion 38, and is an output shaft of the differential gear mechanism 37. Left and right rear axles 39 and 44 are connected to left and right rear axles 40 and 40 via constant velocity joints 41 and 42, respectively.

The friction clutch 30 is housed in a case 56 which is removably attached to the transfer case 29, as shown in the plan view of FIG. This case
56 supports the front end of the transfer shaft 24, and
When the 56 is removed from the transfer case 29, the friction clutch 30 can be pulled out from the transfer shaft 24 and the hollow shaft 27. Further, as the case 56, a plurality of cases having different sizes are prepared according to the capacity of the friction clutch 30 accommodated therein.

As shown in FIG. 1, an exhaust pipe 45 extending from the engine 1 to the side of the friction clutch 30 and a predetermined distance from the friction clutch 30 is led out. The catalytic converter 46 provided in the middle of the exhaust pipe 45 is arranged. Also, transfer case 29
A rack and pinion type steering device 47 is disposed near the left end of the rack case 47a, and a rack case 47a thereof is disposed so as to extend in the vehicle width direction.

The configuration of the first embodiment of the present invention has been described above. In the present embodiment, however, the two transfer shafts 23 and 24 arranged offset in the vehicle width direction are provided. The transfer shaft 24 can be arranged substantially in the center in the vehicle width direction.
In addition to the advantage that the bend angle of the joint 34 connecting the 24 and the propeller shaft 35 can be reduced, and thus no torque fluctuations occur, the friction clutch 30 is removably mounted on the front end of the transfer shaft 24. Therefore, by exchanging the friction type case 30 having a different capacity together with the case 56, it is possible to adapt to a plurality of vehicle types having different transmission torques. Also, the friction clutch 30
The serviceability for Further, since the heavy friction clutch 30 is arranged in the center portion in the vehicle width direction, it is also excellent in weight distribution to the vehicle body.

Next, a second embodiment of the present invention will be described with reference to the skeleton diagram of FIG.

In this embodiment, unlike the first embodiment, the friction clutch 30 is removably arranged at the rear end of the transfer shaft 23 on the transmission 5 side of the two transfer shafts 23, 24. There is a feature in that That is, a hollow shaft 27 'is coaxially mounted on the outer periphery of the transfer shaft 23 on the transmission 5 side so as to be rotatable relative to the transfer shaft 23. The gear 26 attached to the hollow shaft 27' and the engine 1 The gear 28 attached to the transfer shaft 24 on the side is in mesh with each other, and the friction clutch 30 is provided between the transfer shaft 23 and the hollow shaft 27 '. Since the other configurations are the same as those in the first embodiment, the corresponding elements are designated by the same reference numerals and duplicate description will be omitted. FIG. 4 is an exploded view of the main part of this embodiment as seen from the rear side of the vehicle body.

This embodiment also has the same effects as the above-mentioned first embodiment, but since the friction clutch 30 is detachably attached to the rear end side of the transfer case 29, the friction clutch is The serviceability for 30 is even better than that of the first embodiment. Another advantage is that the friction clutch 30 is arranged away from the exhaust system.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing a configuration of a first embodiment of the present invention.

FIG. 2 is a plan view showing a configuration of a main part of FIG.

FIG. 3 is a skeleton diagram showing a configuration of a second embodiment of the present invention.

FIG. 4 is an exploded view showing a configuration of a main part of FIG.

[Explanation of symbols]

 1 engine 3 clutch 4 clutch housing 5 transmission 7 primary shaft 8 secondary shaft 11 front wheel differential device 12 differential case 13 first ring gear 21 second ring gear 22 transfer device 23, 24 transfer shaft 30 friction clutch 36 rear wheel differential device

Claims (3)

[Claims] 1. A four-wheel drive vehicle in which an engine is mounted horizontally and a transmission is connected in series to one side in the vehicle width direction of the engine, wherein the four-wheel drive vehicle is arranged in parallel with the transmission. A first axle that receives the output of the vehicle, first and second transfer shafts that are arranged offset in the vehicle width direction in the power transmission path from the first axle to the second axle, and extend in the vehicle body front-rear direction, and the first and second transfer axles. A power transmission device for a four-wheel drive vehicle, comprising: a friction clutch removably disposed at one of the shaft ends of the second transfer shaft. 2. A propeller shaft for transmitting a driving force to the second axle is connected to one end of the second transfer shaft, and the friction clutch is attached to a transfer case at the other end of the second transfer shaft. The power transmission device for a four-wheel drive vehicle according to claim 1, wherein 3. The one end of the first transfer shaft is linked to the first axle, and the friction clutch is attached to a transfer case at the other end of the first transfer shaft. Item 4. A power transmission device for a four-wheel drive vehicle according to item 1.