JPH08108759A - Transfer structure of four-wheel drive vehicle - Google Patents

Abstract

PURPOSE: To enable the diameter of a final driven gear provided on the outer periphery of a differential case to be optionally set in a four-wheel drive vehicle having a transfer connected to a front differential gear. CONSTITUTION: A transfer case 15 jointed to the left side of a torque converter case 12 receiving a front differential gear 4 supports a transfer input shaft 55 and transfer output shaft 66 inside the case 15. A final driven gear 44 and transfer drive gear 45 are fixed to the outer periphery of a differential case 43 so that a transfer drive gear 45 meshes with a transfer driven gear 56 provided on the right end of the transfer input shaft 55. Since the transfer input shaft 55 does not cross the rotary surface of the final driven gear 44, the diameter of the final driven gear 44 can be optionally set.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a four-wheel drive vehicle in which front and rear wheels are driven by an engine mounted on the front part of a vehicle body, and more particularly to a structure of a transfer provided between a front differential gear and a rear differential gear thereof.

[0002]

2. Description of the Related Art As a transfer structure for such a four-wheel drive vehicle, the one described in Japanese Patent Laid-Open No. 61-92335 is known.

In this case, the left and right ends and the middle part of the transfer input shaft are supported by the case by three bearings, and the transfer is provided on the outer periphery of the differential case between the bearing of the middle part and the bearing of the right end. The drive gear meshes with the transfer driven gear provided on the transfer input shaft.

[0004]

By the way, in the above-mentioned conventional one, since the outer periphery of the final driven gear provided in the differential case so as to be adjacent to the transfer drive gear is opposed to the outer periphery of the transfer input shaft, If it is attempted to avoid such interference, the diameter of the final driven gear cannot be sufficiently ensured, and therefore there is a problem that the degree of freedom in setting the gear ratio of the final drive gear and the final driven gear becomes low. To avoid this, if the transfer input shaft facing the outer periphery of the final driven gear is made to have a small diameter, the capacity of the bearing that supports the small diameter portion will be insufficient.

Further, in the above-mentioned conventional device, since the three bearings are supported by the transmission case, the torque converter case and the transfer case, the transfer input shaft can be assembled in advance in the transfer case to form a sub-assembly. However, there is a problem that the number of assembling steps increases.

The present invention has been made in view of the above circumstances, and an object thereof is to increase the degree of freedom in setting the gear ratio of the final drive gear and the final driven gear, and to improve the workability of assembling the transfer.

[0007]

In order to achieve the above object, the present invention provides a final driven gear and a transfer drive gear arranged side by side on the outer periphery of a differential case of a front differential gear, and the final driven gear is used as a transmission output shaft of a transmission. The transfer drive gear is meshed with the transfer drive gear provided on the transfer input shaft that is supported in the transfer case in the left-right direction of the vehicle, and is further supported in the transfer case by the propeller shaft in the longitudinal direction of the vehicle. A transfer structure for a four-wheel drive vehicle in which the connected transfer output shaft is connected to the transfer input shaft through a pair of transfer bevel gears that mesh with each other. , Characterized in that the cantilevered to the transfer case as transfer input shaft does not cross the plane of rotation of the final driven gear.

[0008]

According to the above structure, the rotation of the mission output shaft is controlled by the final drive gear provided on the mission output shaft, the final driven gear provided on the differential case, the differential case, the transfer drive gear provided on the differential case, and the transfer input shaft. It is transmitted to the transfer input shaft via the provided transfer driven gear. At this time, since the transfer input shaft does not cross the rotating surface of the final driven gear provided in the differential case, there is no fear that the final driven gear will interfere with the transfer input shaft even if the diameter of the final driven gear is arbitrarily set. Further, since the transfer input shaft is supported by the transfer case, the transfer input shaft can be assembled in advance in the transfer case to form a subassembly, and the number of assembling steps in the main assembly line can be reduced.

[0009]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 8 show an embodiment of the present invention. FIG. 1 is a schematic view of a power transmission system of a four-wheel drive vehicle, FIG. 2 is a skeleton diagram of a transmission device, and FIG. 3 is a transmission device. 4 is a partially cutaway plan view, FIG. 4 is an enlarged view of an essential part of FIG. 3, FIG. 5 is a view taken in the direction of arrow 5 in FIG. 4, FIG. 6 is a sectional view taken along line 6-6 of FIG. 4, and FIG.
7 is a sectional view taken along line 7 and FIG. 8 is a view taken in the direction of arrow 8 in FIG.

As shown in FIG. 1, the engine E is mounted horizontally so that the crankshaft 1 faces the left-right direction of the vehicle body. A transmission device that transmits the driving force of the engine E to the left and right front wheels W _FL and W _FR and the left and right rear wheels W _RL and W _RR is connected to the torque converter 2 connected to the crankshaft 1 and the torque converter 2. The transmission 3, a front differential gear 4 connected to the transmission 3, a transfer 5 connected to the front differential gear 4, and a rear differential gear 6 connected to the transfer 5.

[0012] The front differential gear 4, the left and right front wheels W through the front left axle 7 _L and the front right axle 7 _R
Connected to _FL and W _FR . The rear differential gear 6 connected to the transfer 5 via a propeller shaft 8 is connected to the left and right rear wheels W _RL and W _RR via a rear left axle 9 _L and a rear right axle 9 _R.

As is apparent from FIG. 3, the torque converter case 12, the mission case 13, and the mission case cover 14 are sequentially coupled to the right side surface of the crankcase 11 of the engine E, and the rear left side surface of the torque converter case 12 is connected. The transfer case 15 is connected to the. The transfer case 15 has a front cover 16
Also, the front cover 16 covers the opening on the front surface of the transfer case 15, and the side cover 17 covers the opening on the left side surface of the transfer case 15.

Next, the structure of the transmission 3 will be described with reference to FIGS. 2 and 3.

The transmission 3 housed in the transmission case 13 includes a main shaft MS, a secondary shaft SS, and a counter shaft CS which are arranged in parallel with each other and extend in the left-right direction of the vehicle body.

A main drive gear 21 is fixedly mounted on the main shaft MS, and a main third speed gear 22 is connectable to the main shaft MS by a third speed clutch C _3.
And a main fourth speed gear 23 which is integrally formed and is connectable to the main shaft MS by a fourth speed-reverse clutch C _4R.
Also, the main reverse gear 24 is rotatably supported.

A secondary driven gear 25 is fixedly mounted on the secondary shaft SS, and a secondary first speed gear 26 that can be connected to the secondary shaft SS by a first speed clutch C ₁ and a secondary driven gear 25 that is connected to the secondary shaft SS by a second speed clutch C _2. A possible secondary second gear 27 is rotatably supported.

A counter second speed gear 28, a counter third speed gear 29 and a final drive gear 30 are fixedly mounted on the counter shaft CS, and a counter idle gear 31, a counter fourth speed gear 32 and a counter reverse gear 33 are provided. A counter first speed gear 34, which is rotatably supported and can be coupled to the counter shaft CS via a first speed hold clutch C _LH , is rotatably supported. The reverse idle gear 35 meshes with the main reverse gear 24 and the counter reverse gear 33. Counter first gear 34
_{Can be connected} to the counter third speed gear 29 via the one-way clutch C _OW , and the counter fourth speed gear 32 and the counter reverse gear 33 can be selectively connected to the counter shaft CS via the selector 36.

The main drive gear 21 meshes with the counter idle gear 31, and the counter idle gear 31 meshes with the secondary driven gear 25. The rotation of the crankshaft 1 of the engine E rotates with the torque converter 2, the main shaft MS, and the main drive gear. 21 is transmitted to the secondary shaft SS via the counter idle gear 31 and the secondary driven gear 25.

Therefore, the secondary first speed gear 26 rotatably supported on the secondary shaft SS is connected to the first speed clutch C.
_When connected to the secondary shaft SS at ₁ , the rotation of the secondary shaft SS causes the first speed clutch C ₁ and the secondary 1 to rotate.
It is transmitted to the counter shaft CS via the high speed gear 26, the one-way clutch C _OW and the counter third speed gear 29, and the first speed gear stage is established. Although the first speed clutch C ₁ is maintained in the engaged state even when the second speed to the fourth speed gear is established, the one-way clutch C _OW slips when the second speed to the fourth speed is established.

[0021] Upon binding to the secondary shaft SS in the secondary second gear 27 rotatably supported on the secondary shaft SS second clutch C _2, the rotation the second clutch C ₂ of the secondary shaft SS, secondary second gear 2
7 and the counter second speed gear 28 to be transmitted to the counter shaft CS to establish the second speed gear.

[0022] When coupled to the main shaft MS by a main third-speed gear 22 rotatably supported on the main shaft MS third speed clutch C _3, the rotation of the main shaft MS is the third speed clutch C _3, a main third-speed gear 22 and the counter It is transmitted to the counter shaft CS via the third speed gear 29, and the third speed gear stage is established.

A counter shaft CS is rotatably supported relative to the counter shaft CS.
Counter 4 counter gear 32 held by selector 36
With the main shaft MS connected to the shaft CS,
Main 4th speed gear 23 supported rotatably 4th speed-River
Scratch C_4RWhen connected to the main shaft MS with
Rotation of in-shaft MS is fourth speed-reverse clutch
C _4R, Main fourth speed gear 23, counter fourth speed gear 32, and
It is transmitted to the counter shaft CS via the selector 36.
As a result, the fourth gear is established.

With the counter reverse gear 33 rotatably supported on the counter shaft CS connected to the counter shaft CS by the selector 36, the main reverse gear 24 rotatably supported on the main shaft MS is connected to the fourth speed-reverse clutch C. _When connected to the main shaft MS at _4R , the rotation of the main shaft MS is the fourth speed-reverse clutch C _4R , the main reverse gear 24, the reverse idle gear 35, the counter reverse gear 33 and the selector 36.
Is transmitted to the counter shaft CS via the, and the reverse gear is established.

When the first speed hold clutch C _LH is engaged while the first speed clutch C ₁ is engaged, the first speed hold gear stage is established. If strong 1st gear is established when strong engine braking is required, one-way clutch C
_{Even if OW} slips, the torque of the rear wheels W _RL and W _RR can be reversely transmitted to the engine E via the first speed hold clutch C _LH .

Next, the structure of the front differential gear 4 will be described with reference to FIGS.

The front differential gear 4 housed in the rear portion of the torque converter case 12 and the mission case 13 has a taper roller bearing 41 provided in the torque converter case 12 and the mission case 13.
The differential case 43 is rotatably supported by the taper roller bearing 42 provided in the. On the outer periphery of the differential case 43, a final driven gear 44 that meshes with the final drive gear 30 provided on the counter shaft CS, and a transfer drive gear 45 that transmits power to the transfer 5,
It is fastened together by a plurality of bolts 46 ....

Thus, the rotation of the counter shaft CS of the transmission 3 is transmitted to the differential case 43 via the final drive gear 30 and the final driven gear 44, and the rotation of the differential case 43 causes the left and right front wheels W _FL and W _{FR to} rotate. It is transmitted to the front left axle 7 _L and the front right axle 7 _R in accordance with the load.

The front left output shaft 47 connected to the front left axle 7 _L
L and a front right output shaft 47 _R connected to the front right axle 7 _R are relatively rotatably fitted in the differential case 43, and the differential side gears 48, 48 are respectively provided at the opposite ends of both output shafts 47 _L , 47 _R. Are spline-joined. The spring pin 4 is provided inside the differential case 43 so as to be orthogonal to the both output shafts 47 _L and 47 _R.
A pair of differential pinion gears 51, 51 meshing with the differential side gears 48, 48 are supported on the pinion shaft 50 fixed by 9.

Next, the structure of the transfer 5 will be described with reference to FIGS.

[0031] The rear portion of the torque converter case 12 and the supporting hole 12 ₁ for supporting the transfer case 15 is formed in the lateral direction, the supporting portion 15 ₁ projecting from the supporting hole 12 ₁ in the right side surface of the transfer case 15 Are engaged with the inro cage and fixed with four bolts 52 ... The front cover 16 that covers the opening 15 ₂ formed on the front surface of the transfer case 15 is fixed by four bolts 53, and side portions that cover the opening 15 ₃ formed on the left side surface of the transfer case 15. The cover 17 has five bolts 54
Fixed with ...

The transfer input shaft 55, which is supported inside the transfer case 15 in the left-right direction of the vehicle body, is integrally provided with a transfer driven gear 56 which meshes with the transfer drive gear 45 at the right end thereof, and a first transfer bevel gear 57 at the left end thereof. Are fixed with nuts 58. The transfer input shaft 55 is
On the left side of the transfer driven gear 56, it is supported by a roller bearing 59 provided on the supporting portion 15 ₁ of the transfer case 15, and at an intermediate portion thereof by a taper roller bearing 60 provided on the supporting portion 15 ₁ of the transfer case 15, Further, the left end portion thereof is supported by a taper roller bearing 61 provided between the first transfer bevel gear 57 and the side cover 17.

The transfer input shaft 55 has two tapes.
Axial positioning by Parola bearings 60 and 61
To be That is, to the left of the transfer input shaft 55
The thrust force is the step portion 55 of the transfer input shaft 55.₁
To taper roller bearing 60, distance collar
62, shim 63, first transfer bevel gear 57,
Sides via tapered roller bearing 61 and shim 64
Step 17 of cover 17 ₁Be accepted by. Also transfer
The thrust force to the right of the input shaft 55 is the nut 58,
Washer 65, first transfer bevel gear 57, shi
63, distance collar 62 and taper roller bear
Step 1 of transfer case 15 via ring 60
5_FourBe accepted by. At this time, a pair of taper roller bears
Set load of rings 60 and 61 is shim 63 and shim 64
Adjusted by the thickness of.

The transfer output shaft 66, which is supported inside the transfer case 15 in the longitudinal direction of the vehicle body, is integrally provided with a second transfer bevel gear 67 which meshes with the first transfer bevel gear 57 at the front end thereof, and a coupling at the rear end thereof. 68 is spline-fitted and fixed with a nut 69. Transfer output shaft 6
6 is supported by a taper roller bearing 70 provided on the transfer case 15 at the front part thereof, and is supported by a taper roller bearing 71 provided on the transfer case 15 at the rear part thereof.

The thrust force of the backward transfer output shaft 66, the second transfer bevel gear 67 via a shim 72 and the tapered roller bearing 70 is the receiving step portion 15 ₅ of the transfer case 15, the thrust force of the forward, the nut It is received by the step portion 15 ₆ of the transfer case 15 from 69 via the washer 73, the coupling 68 and the taper roller bearing 71. The set load of the pair of tapered roller bearings 70 and 71 is performed by adjusting the tightening amount of the nut 69. The tooth contact of the first transfer bevel gear 57 and the second transfer bevel gear 67 is changed by changing the thickness of the shim 72 interposed between the second transfer bevel gear 67 and the taper roller bearing 70.
This is done by adjusting the position of 7 in the front-back direction.

The transfer 5 is assembled in advance as a sub-assembly, and the torque converter case 12 is collectively assembled.
Be assembled into. Assembly of the transfer 5 is performed in the following procedure. First, the front cover 16 and the side cover 17
Then, a standard dummy of the transfer output shaft 66 is inserted from the opening 15 _{2 on} the front surface of the transfer case 15 to apply a preload to the taper roller bearing 70. In this state, a measuring instrument is inserted through the opening 15 ₂ and the distance from the axis of the transfer input shaft 55 to the front end face of the inner race of the taper roller bearing 70 is measured, whereby the second transfer bevel gear 6
Shim 7 to be interposed between the No. 7 and the taper roller bearing 70
Set the thickness of 2. A plurality of types of shims 72 having different thicknesses at intervals of 30 microns are prepared, and a shim having a predetermined thickness is selected from them.

Next, the standard dummy of the transfer output shaft 66 is removed, the selected shim 72 is attached to the actual transfer output shaft 66, the transfer output shaft 66 is inserted into the transfer case 15, and the coupling 68 is spline fitted to the rear end. The transfer output shaft 66 is completely assembled by fixing it with the washer 73 and the nut 69.

Next, while supporting the a transfer driven gear 56 from the support portion 15 ₁ side by inserting the transfer input shaft 55 integrally provided with the roller bearing 59 and the tapered roller bearing 60 of the transfer case 15, the left side of the transfer case 15 From the surface opening 15 ₃ to the transfer output shaft 65, the distance collar 62, the shim 63, the first transfer bevel gear 5
7, the washer 65 and the nut 58 are fixed, and the side cover 17 is further mounted via the taper roller bearing 61 and the shim 64 to complete the assembly of the transfer input shaft 65.

In this state, in front of the transfer case 15.
Surface opening 15₂Is open for transfer
The opening portion is formed without forming a special window in the case 15.
Fifteen ₂To the first transfer bevel gear 57 and the second
Check the tooth contact of the transfer bevel gear 67 and check the
Crash measurements can be made. And Tran
The opening 15 on the front of the suffer case 15₂On front cover
By installing 16
Assembly is completed.

In the transfer 5 completed as described above, the supporting portion 15 ₁ is provided in the torque converter case 12.
4 bolts 5 in the state of being fitted into the support hole 12 ₁ of the
Fixed at 2. By sub-assembling the transfer 5, it is possible to reduce the number of assembling steps in the main assembly line.

As is apparent from FIG. 4, the transfer driven gear 56 provided at the right end of the transfer input shaft 55, which is cantilevered by the transfer case 15 and extends to the right, is a final driven gear 44 provided on the outer periphery of the differential case 43. It is placed to the left of the plane of rotation. Therefore, even if the diameter of the final driven gear 44 is increased, the final driven gear 44
Does not interfere with the transfer input shaft 55, and the final drive gear 30 and the final driven gear 4
The gear ratio of 4 can be set arbitrarily. Further, since it is not necessary to reduce the diameter of the transfer input shaft 55 in order to avoid interference with the final driven gear 44, it is possible to sufficiently secure the capacity of the bearing that supports the transfer input shaft 55.

Next, the operation structure of the transmission arm of the transmission 3 will be described with reference to FIGS.

On the left side surface of the torque converter case 12,
A speed change arm 82 is rotatably supported by a speed change shaft 81. The speed change arm 82 is connected via a push-pull cable 83 to a select lever 94 (see FIG. 6) provided inside the vehicle, and the speed change shaft 81 is connected to the torque converter case 1.
It penetrates 2 and is connected to a manual valve (not shown) provided in the hydraulic control device inside the transmission 3.

The push-pull cable 83 comprises an outer tube 84 and an inner cable 85, and the tip of the outer tube 84 is joined to the connecting collar 87 by a joint 86. The connecting collar 87 integrally includes a large-diameter main body portion 87 ₁ and a small-diameter male screw portion 87 _2, and the outer tube 84 is supported by the torque converter case 12 by a nut 88 screwed to the male screw portion 87 _1. .

That is, a notch 12 ₂ extending in the vehicle front-rear direction is formed on the lower surface of the support hole 12 ₁ of the torque converter case 12.
The mounting bracket 89 is fixed by two bolts 90, 90 so as to face the rear end of the notch 12 ₂ . The mounting bracket 89 is provided with a U-shaped notch 89 ₁ opening upward, and the male screw part 87 ₂ of the connecting collar 87 is fitted into the notch 89 ₁ to allow the nut 88 to be fitted.
Screw together. Thereby, the main body 87 of the connecting collar 87
The edge of the notch 89 ₁ of the mounting bracket 89 is clamped by ₁ and the nut 88, and the outer tube 84 of the push-pull cable 83 is fixed to the mounting bracket 89.

Support hole 12 of torque converter case 12
₁Support part 15 of the transfer case 15 fitted to the₁
On the lower surface of the notch 12₂Upward recess corresponding to
Fifteen ₇Is formed. The recess 15₇Is the transfer
-A roller bearing 59 for supporting the input shaft 55 and a taper
Between the roller bearings 60, the supporting portion 15₁Under
Face up to a position close to the transfer input shaft 55
The push-pull cable
The end of 83 is stored.

The tip of the inner cable 85 slidably fitted inside the outer tube 84 penetrates the inside of the joint 86 and the connecting collar 87, and the inside of the flexible boot 91 supported by the male screw portion 87 _2. It is connected to the rod 92 with. The tip of the rod 92 extending from the boot 91 is connected to the speed change arm 82 via a joint 93.

As described above, the push-pull cable 8
The concave portion 1 in which 3 is formed on the lower surface of the transfer case 15.
Since housed in 5 _7, without bypassing the lower surface of the transfer case 15 by connecting the select lever 94 and the shift arm 82 by a complex link mechanism, sufficient ground clearance by increasing the position of the push-pull cable 83 Can be secured. Further, when the transfer 5, the propeller shaft 8 and the rear differential gear 6 are removed from the four-wheel drive vehicle of this embodiment to form a two-wheel drive vehicle, the push-pull cable 83 of the four-wheel drive vehicle and the two-wheel drive vehicle is used. Since the handling is the same, the manufacturing cost can be reduced.

Although the embodiments of the present invention have been described in detail above, the present invention can be modified in various ways without departing from the scope of the invention.

For example, in the embodiment, the transmission 3
Although the counter shaft CS, which is the mission output shaft, is arranged in the lateral direction of the vehicle body, it may be arranged in the longitudinal direction of the vehicle body. In this case, the final drive gear 30 and the final driven gear 44 are bevel gears.

[0051]

As described above, according to the present invention, the transfer input shaft is supported by the transfer case in a cantilever manner so as not to cross the surface of rotation of the final driven gear. The driven gear does not interfere with the transfer input shaft, and the degree of freedom in setting the gear ratio of the final drive gear and the final driven gear is improved. Moreover, since the sub-assembly can be constructed by previously assembling the transfer input shaft to the transfer case, the workability of assembling the transfer is improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram of a power transmission system of a four-wheel drive vehicle.

[Fig.2] Skeleton diagram of transmission

FIG. 3 is a partially cutaway plan view of the transmission device.

FIG. 4 is an enlarged view of a main part of FIG.

5 is a view in the direction of arrow 5 in FIG.

6 is a sectional view taken along line 6-6 of FIG.

FIG. 7 is a sectional view taken along line 7-7 of FIG. 6;

FIG. 8 is an 8-direction arrow view of FIG.

[Explanation of symbols]

3 transmission 4 front differential gear 8 propeller shaft 15 transfer case 30 final drive gear 43 differential case 44 final driven gear 45 transfer drive gear 55 transfer input shaft 56 transfer driven gear 57 first transfer bevel gear (transfer bevel gear) 66 transfer output shaft 67 second transfer Bevel gear (transfer bevel gear) CS mission output shaft (counter shaft)

Claims (1)

[Claims] 1. A front differential gear (4)
A final driven gear (44) and a transfer drive gear (45) are arranged side by side on the outer periphery of the differential case (43) of
The transmission output shaft (C
The transfer drive gear (45) is meshed with the final drive gear (30) provided in S), and the transfer drive gear (45) is provided in the transfer input shaft (55) supported in the lateral direction of the vehicle body in the transfer case (15). The transfer output shaft (6) is engaged with the transfer output shaft (6) and is supported by the transfer case (15) in the vehicle front-rear direction and connected to the propeller shaft (8).
6) via a pair of transfer bevel gears (57, 67) meshing with each other,
In the transfer structure of a four-wheel drive vehicle connected to 5), the transfer input shaft (55) is cantilever-supported in the transfer case (15) so as not to cross the rotation surface of the final driven gear (44). Yes, 4
Transfer structure for wheel drive vehicles.