JPH09277842A - Vehicle driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle driving device capable of changing it into a four wheel driven vehicle driving device with ease by making the vehicle driving device with vertical engine compact and components common. SOLUTION: A vehicle driving device is provided with a double pinion type planetary gear 42 which is provided with a vertical engine 10 and a transmission 20 on the same axis and in which a sun gear 43 is connected to the front drive shaft 41 arranged in parallel with the crank shaft 11 of the engine 10, an input member 53 for inputting motive power in a carrier 47 from the transmission 20, a first multiple disc clutch 55 which selectively transmits motive power to the front drive shaft 41 from the carrier 47, and a second multiple disc clutch 65 which selectively lock the rotation of a ring gear 44.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device used for a vertically installed engine.

[0002]

2. Description of the Related Art Conventionally, there is a prior art disclosed in Japanese Patent Laid-Open No. 51-89066 regarding a drive device in which an engine and a transmission are vertically arranged. In this prior art, as shown in FIG. 22, an engine 201, a torque converter 202 and a belt type continuously variable transmission 203 are arranged coaxially in the longitudinal direction of the vehicle body, and the torque converter 202 and the belt type continuously variable transmission 20 are arranged.
A forward / reverse switching device 20 composed of a planetary gear between
4, a substantially U-shaped drive system for transmitting power from a belt type continuously variable transmission 203 to a differential device 205 arranged below the engine 201 by a drive shaft 206 is formed.

However, in this drive system, the engine 201, the torque converter 202, and the forward / reverse switching device 2 are used.
04 and the transmission 203 are arranged coaxially in the longitudinal direction of the vehicle body, the length a in the longitudinal direction of the vehicle body becomes large, and the engine rear is extended in a tunnel formed in the lower part of the vehicle compartment. It is housed and installed in the room. The tunnel overhangs in the passenger compartment along with the overhang of the drive unit, and the toe board that separates the engine room from the passenger compartment is pushed toward the passenger compartment, limiting the living space in the passenger compartment and affecting the habitability. When the drive device and toeboard are placed close to each other, trying to secure a sufficient crash stroke at the time of a frontal collision will further affect the habitability, and it will be difficult to obtain a working space in the engine room. May interfere with the smooth work of.

As a drive system proposed as a countermeasure against this, as shown in FIG. 23, an engine 201, a torque converter 202 and a belt type continuously variable transmission 203 are arranged coaxially in the longitudinal direction of the vehicle body, and the engine 201 A forward / reverse switching device 204 and a differential device 205 are arranged in the rear of the transmission 203 to output the output from the transmission 203.
The drive shaft 206 is configured to transmit power to the differential device 205 via the drive shaft 206 to reduce the length a in the front-rear direction of the vehicle body.

[0005]

However, in the above-mentioned prior art, the forward / reverse switching device interposed between the torque converter and the belt type continuously variable transmission is located below the engine. Although the length a in the front-rear direction of the vehicle body is reduced from the above, since the forward / reverse switching device is arranged vertically below the engine, the overall height b of the drive device is increased and the engine hood is lowered as shown in FIG. However, the so-called slant nose is restricted, and the degree of freedom in vehicle design is restricted. Further, the above-mentioned prior art is a front-wheel drive vehicle or a rear-wheel drive vehicle, but when changing to a four-wheel drive vehicle based on this, it is necessary to further branch the output from the forward / reverse switching device. A center differential device must be interposed between the progression switching device and the differential device, which is not preferable because the lower part of the engine overhangs greatly and the structure becomes complicated.

Therefore, the object of the present invention was made in view of the above point, and an object of the present invention is to provide a vehicle drive device in which an engine and a transmission are arranged vertically.
An object of the present invention is to provide a vehicle drive device that is compact and that can be easily changed to a four-wheel drive vehicle drive device by using common components.

[0007]

A vehicle drive system according to the present invention that achieves the above object comprises a vertically installed engine and a transmission,
The drive shaft is arranged parallel to the engine crankshaft, the double pinion type planetary gear in which the sun gear is connected to the drive shaft and the output from the transmission is input to the carrier, and the output from the carrier is selectively used as the drive shaft. A first frictional engagement element for transmitting power to the second frictional engagement element and a second frictional engagement element for selectively rotationally locking the ring gear of the planetary gear, and selectively actuating the first and second frictional engagement elements. The forward / reverse switching is performed by pressing the switch.

A vehicle drive device according to another aspect of the present invention includes a vertically installed engine and a transmission, a front drive shaft arranged in parallel with a crankshaft of the engine, a transmission and an input switching means intervening allowable distance. Double pinion type planetary gear in which the sun gear is coupled to the front drive shaft, input means for transmitting the output from the transmission to the carrier of this planetary gear, and first friction engagement for selectively transmitting power from the carrier to the front drive shaft. And a second frictional engagement element for selectively rotationally locking the element and the ring gear, and selectively operating the first and second frictional engagement elements to perform forward / backward switching.

In the case of four-wheel drive, a fifth friction for selectively transmitting power between the rear drive shaft, which is arranged in parallel with the crankshaft of the engine, and the front drive shaft and the rear drive shaft. An engagement element is provided, and input switching means for selectively transmitting power from the transmission to the ring gear and the carrier of the planetary gear is provided in place of the input means, and the first friction engagement element outputs the output from the planetary gear. Power can be transmitted to the rear drive shaft, and by selectively operating the input switching means and each frictional engagement element, the input from the transmission is distributed through the planetary gear at a predetermined ratio and forward / backward switching is performed. Then, the power is transmitted to the front drive shaft and the rear drive shaft.

[0010]

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

Referring to FIG. 1, a drive system of a two-wheel drive vehicle drive system with a belt type continuously variable transmission will be described as a vehicle drive system to which the present invention is applied. A first case 1 joined to a vertically mounted engine, and a second case located behind the first case 1 for accommodating a belt type continuously variable transmission 20 described later.
Case 2, a third case 3 located behind the second case 2 and accommodating the transfer unit 40, and a rear end of the third case 3 located behind the third case 3 to close the rear end thereof. The fourth case 4 is sequentially joined, and the fifth case 5 that is partitioned and formed below the second case 2 and accommodates the front differential device 30 is joined to form the transmission case 6. An oil pan is attached to the bottom.

Reference numeral 10 is a vertically installed engine, and a crankshaft 11 of the engine 10 has a torque converter 13 provided with a lockup clutch 12 inside the first case 1.
And a belt type continuously variable transmission 20 in which the input shaft 14 from the torque converter 13 is arranged inside the second case 2.
Input to the primary shaft 21 of. Torque converter 13
The input shaft 14 and the primary shaft 21 from the engine 1
It is arranged coaxially with the crankshaft 11 of 0 and is rotatably supported by the transmission case 6 via bearings.

In the continuously variable transmission 20, a secondary shaft 22 is arranged parallel to a side of a primary shaft 21, and a primary pulley 23 and a secondary pulley 24 are respectively attached to the primary shaft 21 and the secondary shaft 22 and a primary cylinder 26, respectively. The secondary cylinder 27 is provided with variable pulley groove widths, and the drive belt 25 is wound between the primary pulley 23 and the secondary pulley 24.

Then, by changing the pulley gap between the primary pulley 23 and the secondary pulley 24 by the hydraulic control system, the ratio of the winding diameter of the drive belt 25 to the primary pulley 23 and the secondary pulley 24 is changed to continuously steplessly change the power of the secondary shaft. It is configured to output to 22.

A primary reduction gear 28 is provided on the secondary shaft 22, and a primary reduction gear 28 meshes with a primary driven gear 29 to form a third reduction gear.
Is input to a transfer unit 40 disposed inside the case 3 and the fourth case 4, and is configured to be transmitted to the front wheels by the transfer unit 40 via a differential device in the fifth case 5, for example, a front differential device 30.

The front differential device 30 is
As shown in the sectional view of the main part in FIG. 2 and the perspective view of the main part in which the transmission case 6 is omitted in FIG. 3, a differential case main body 31a and a schematic structure integrally formed with the differential case main body 31a in the fifth case 5 are shown. A differential case 31 including a cylindrical crown gear mounting member 31b is rotatably installed on the fifth case 5 in the left-right direction of the vehicle body via a plurality of bearings 32, and is mounted on a flange portion 31c of the crown gear mounting member 31b. A front drive shaft 41, which will be described later, intersects with the crown gear 33 and meshes therewith.

On the other hand, a pair of pinions 34b are provided in the differential case body 31a by a pinion shaft 34a, and left and right side gears 34c, 34d which mesh with both pinions 34b.
The differential gear 34 is constituted by.
The drive shaft 35 connected to one side gear 34c penetrates the inside of the crown gear mounting member 31b from the differential case body 31a to transmit power to one front wheel via a constant velocity joint, an axle shaft, etc., and to the other side gear 34d. The drive shaft 36 to be connected protrudes from the differential case body 31a and is a constant velocity joint,
Power is transmitted to the other front wheel via an axle or the like.

A crown gear 33 is located below the continuously variable transmission 20 between the primary shaft 21 and the secondary shaft 22 in plan view, and the crown gear 33 and the diff case body 31a are laterally separated from each other with the primary shaft 21 therebetween. It is installed in the fifth case 5 so as to be separately arranged. Therefore, the crown gear 33 can be formed to have a smaller diameter than the conventional crown gear mounted and formed on the outer periphery of the differential case accommodating the differential gear 34, and the front differential device 30 as a whole has a smaller diameter, and the crown gear 33 and the differential case main body 31a. By disposing the central portion of the differential case 31 having a small diameter between and to face the primary shaft 21, the continuously variable transmission 20 and the front differential device 30 can be arranged close to each other.

In the second case 2, an oil pump 16 which is connected to the stator shaft 15 of the torque converter 13 and is constantly driven is provided. The oil pump 16 constantly generates hydraulic pressure to the torque converter 13 and the like. Refueling enables hydraulic control of the continuously variable transmission 20, and the vehicle speed sensor 3
7a, throttle sensor 37b, shift switch 37c
The hydraulic control circuit 38 controls the hydraulic pressure of the transfer unit 40 based on the respective signals from the above.

Next, the portion of the transfer unit 40 will be described with reference to FIGS. 4 and 5 which is an enlarged view of the essential portions of FIG.

The transfer unit 40 is the engine 1
It has a front drive shaft 41 which is a first drive shaft arranged in parallel with the crankshaft 11, the input shaft 14, the primary shaft 21, the secondary shaft 22 and the like.

The crankshaft 11, the primary shaft 21, the secondary shaft 22, the front drive shaft 41, etc., which are arranged in parallel with each other, are arranged substantially in the center of the vehicle body width as shown in FIG. 6 showing the arrangement from the direction of arrow A in FIG. The rotation center axis 11a of the crankshaft 11 and the primary shaft 21 are coaxially located in the longitudinal direction of the vehicle body, and the secondary shaft 22 and the primary shaft 21 are arranged at substantially the same height and laterally parallel to each other. 23 and the secondary pulley 24 are arranged at substantially the same height. And as described above, the front drive shaft 41
Is disposed between the primary shaft 21 and the secondary shaft 22 in a plan view and meshes with the crown gear 33 by being arranged at the lower side to improve the jointability with the continuously variable transmission 20 and suppress the overall vertical dimension. To make it compact.

A pinion portion 41a is formed at the tip of the front drive shaft 41 so as to be constantly meshed with the crown gear 33 of the front differential device 30. The tip portion of the front drive shaft 41 is provided with a taper bearing 41e and the rear end portion thereof is provided with a needle bearing 41f. Each transmission case 6
Is rotatably supported by the third case 4 and the fourth case 4.

A spline 41b, into which the sun gear 43 of the double pinion type planetary gear 42 is fitted, is fitted to the outer periphery of the central portion of the front drive shaft 41 in the axial direction, and a rear end of the hollow shaft 52 described later is fitted to the outer periphery of the rear end portion in the axial direction. The respective splines 41c are formed, and one end is opened at the rear end to have a hollow shape, and the other end is provided with an oil passage 41d which is opened corresponding to an oil chamber 83A, a thrust bearing 51b and a needle bearing 82b which will be described later. Has been done.

Further, the inner race of the tapered bearing 41e is held by the pinion portion 41a and the lock nut 41g screwed onto the front drive shaft 41 to prevent the front drive shaft 41 from moving in the axial direction.

The double pinion type planetary gear 42 fitted and coupled to the spline 41b formed on the outer periphery of the central portion of the front drive shaft 41 in the axial direction is the spline 4
A sun gear 43 splined to 1b, a ring gear 44, first and second pinions 45 that mesh with the sun gear 43 and the ring gear 44, and mesh with each other,
46 and a carrier 47 that rotatably supports the first and second pinions 45 and 46 via a needle bearing 47a. By locking the ring gear 44 to the transmission case 6, the power input to the carrier 47 is generated. It has a function of rotating the sun gear 43 in the opposite direction with respect to the carrier 47.

This double pinion type planetary gear 42
Is a fixed shaft 4 fixed to the transmission case 6.
9, a thrust bearing 51a supported by the third case 3 of the transmission case 6 via the thrust bearing 49a and the hollow member 50, and a bearing 52a.
The sun gear 43 is held between the front drive shaft 41 and the thrust bearing 51b which is supported by the hollow shaft 52 which is rotatably coaxially supported by the third case 3 of the transmission case 6. To be prevented.

The fixed shaft 49 has a substantially cylindrical shape surrounding the front drive shaft 41, and is attached by fixing a flange portion provided at the base end to the third case 3 of the transmission case 6 with a bolt.

A primary driven gear 29 that meshes with the primary reduction gear 28 is rotatably provided on the fixed shaft 49 via a needle bearing 29a, and a primary driven gear 29, which will be described later, is provided between the primary driven gear 29 and the double pinion type planetary gear 42. The third multi-disc clutch 85 serving as the third friction engagement element and the fourth multi-disc clutch 9 serving as the fourth friction engagement element for inputting the output from the ring gear 44 or the carrier 47.
5 are separated from each other by a gap L in which an input switching means 84 having

The first connecting member 5 is provided between the primary driven gear 29 and the double pinion type planetary gear 42.
A second connecting member 53b, which is connected to 3a and the first connecting member 53a and serves as a hub 96 of a fourth multi-plate clutch 95 described later.
Are connected by an input member 53 consisting of.

On the side opposite to the input member 53 with respect to the double pinion type planetary gear 42, the output from the carrier 47 of the double pinion type planetary gear 42 is fed to the hollow shaft 52.
A first frictional engagement element that selectively transmits power to the first
Is provided.

In the first multi-plate clutch 55, the drum 56 is spline-connected to the hollow shaft 52, and the hub 57 is connected to the carrier 47 of the double pinion type planetary gear 42.
In this way, the first multi-plate clutch 55 is interposed between the carrier 47 and the hollow shaft 52 so as to be bypassed and capable of transmitting power. Then, the retaining plate 60c and the driven plate 60 that come into contact with the snap ring 60d fixed in the drum 56 via the piston 59 by the hydraulic pressure of the hydraulic chamber 58.
The drive plate 60a between b and the hub 57 is pressed to transmit power. A retainer 61 is provided on the opposite side of the piston 59 from the hydraulic chamber 58.
The pressure of the return spring 63 is urged by 9.

The rear end of the front drive shaft 41 and the rear end of the hollow shaft 52 are spline-coupled by a spline 41c.

The transmission case 6 is selectively provided between the third case 3 of the transmission case 6 and the ring gear 44 of the double pinion type planetary gear 42.
A second multi-plate clutch 65, which serves as a second friction engagement element for locking the ring gear 44 by being locked to, is provided.

The second multi-plate clutch 65 is provided on the ring gear 44 and the retaining plate 68c and driven plate 68b which come into contact with the snap ring 68d fixed in the transmission case 6 via the piston 67 by the hydraulic pressure of the hydraulic chamber 66. The drive plate 68a between the hub 69 and the hub 69 is pressed to lock and fix the ring gear 44 to the transmission case 6, and the piston 67 is biased by the return spring 70.

In the oil pan 72 provided in the lower portion of the transmission case 6, the hydraulic pressure from the oil pump 16 is controlled by a hydraulic pressure control circuit 38 based on signals from a vehicle speed sensor 37a, a throttle sensor 37b, a shift switch 37c, etc. First and second multi-plate clutch 5
Control valves 73 for selectively switching and supplying to the hydraulic chambers 58 and 66 of Nos. 5 and 65 and the continuously variable transmission 20 are provided.

Next, the operation of the vehicle drive device constructed as above will be described with reference to the schematic illustrations shown in FIGS. 7 to 10 and the first and second multi-disc clutches 5 in the respective travel ranges shown in FIG.
The operation will be described with reference to a frictional engagement element operation explanatory view showing a connected state of Nos. 5 and 65. The mark in this table indicates that the corresponding multi-plate clutch is engaged or activated.

First, the power of the engine 10 is the crankshaft 1.
1 to the primary shaft 21 of the continuously variable transmission 20 via the torque converter 13. And the primary axis 2
1, the primary pulley 23, the drive belt 25, and the secondary pulley 24 are used to change the speed and output to the secondary shaft 22. The shift output from the secondary shaft 22 is decelerated by the primary reduction gear 28 and the primary driven gear 29, and is input to the carrier 47 of the double pinion type planetary gear 42 via the input member 53. Here, in the neutral (N) and parking (P) ranges, the first and second multi-plate clutches 55 and 65 are both released, the carrier 47 is rotationally driven, and the pinions 45 and 46 are planet-rotated around the sun gear 43. However, the power transmission to the front drive shaft 41 is cut off and the power transmission thereafter is stopped.

In the drive (D) range which is the forward stage,
The first multi-plate clutch 55 is engaged, and the power transmission state is shown by the thick line in FIG. That is, hydraulic pressure is supplied from the control valve 73 to the hydraulic chamber 58, and the retaining plate 60c, the driven plate 60b, and the drive plate 60a that abut on the snap ring 60d fixed in the drum 56 via the piston 59 are pressed and engaged. The input from the primary driven gear 29 by the first multi-plate clutch 55 is the double pinion type planetary gear 4
The front drive shaft 41, which is input to the hollow shaft 52 via the second carrier 47 and the first multi-plate clutch 55 and is spline-coupled to the hollow shaft 52, is connected to the primary driven gear 2
It is rotationally driven in the same direction as 9 and transmits power to the front differential device 30.

Therefore, in the double pinion type planetary gear 42, the engagement of the ring gear 44 by the second multi-plate clutch 65 is released as shown in FIG. 8, and the carrier 47 and the front drive shaft 41 are connected to the first multi-plate clutch. Since they are integrally connected via 55 and the hollow shaft 52, the entire body rotates together with the front drive shaft 41. On the other hand, in the reverse (R) range, which is the reverse stage, the first multi-plate clutch 55 is disengaged and the second multi-plate clutch 65 is engaged, and the power transmission state shown in FIG. 9 is indicated by a thick line. Like That is, the second multi-plate clutch 65 that supplies hydraulic pressure from the control valve 73 to the hydraulic chamber 66 and presses and engages the snap ring 68d, the retaining plate 68c, the drive plate 68a, and the driven plate 68b via the piston 67. Ring gear 4 by
4 is rotationally locked to the transmission case 6.

Therefore, the double pinion type planetary gear 42 is engaged with each other by the rotation of the carrier 47 on the input side as shown in FIG.
Rotate in the opposite direction to each other, rotate along the ring gear 44, rotate the sun gear 43 in the opposite direction to the carrier 47, and rotate the front drive shaft 41 in the opposite direction to the input side.
Power is transmitted to the front differential device 30.

Here, the double pinion type planetary gear 4
The gear ratio according to 2 will be described.

In this case, the gear ratio output to the front drive shaft 41 with respect to the input to the carrier 47 is the sun gear 4
When the number of teeth of 3 is ZS and the number of teeth of the ring gear 44 is ZR, it is set by the following equation.

Gear ratio = [ZS + (-ZR)] / ZS From this, the number of teeth ZS of the sun gear 43 and the ring gear 44 are obtained.
It can be seen that the gear ratio can be freely set by appropriately setting the number of teeth ZR of.

When ZS = 37 and ZR = 82, the gear ratio = [37 + (-82)] / 37 = -1.216, and the reduction ratio in the reverse (R) range is properly secured.

Therefore, a forward / reverse switching device is constructed which has the double pinion type planetary gear 42 and the first and second multi-plate clutches 55, 65 as main parts.

Therefore, the engine 10 and the torque converter 1
3. The belt type continuously variable transmission 20 is coaxially arranged in the longitudinal direction of the vehicle body and serves as a forward / reverse switching device. The double pinion type planetary gear 42, the first and second multi-plate clutches 55, 6 are provided.
5 and the like are arranged on the side opposite to the torque converter 13 through the transmission 20 and on the front drive shaft 41 arranged at a low position with respect to the crankshaft 11 of the engine 10, so that the upper portion of the drive device Can be shortened and the drive unit can be made compact without increasing the height of the drive unit.

In the above vehicle drive device, the primary driven gear 29 and the double pinion type planetary gear 42 are used.
And a power transmission mechanism for transmitting the power to the rear differential device instead of the hollow shaft 52 by interposing an input switching means between the four wheels which share the main part of the vehicle drive device. A drive vehicle drive device can be configured.

A drive system for a four-wheel drive vehicle based on the drive system for a vehicle described above will be described with reference to FIGS. Here, for convenience, the same parts as those in FIGS. 1 to 8 are designated by the same reference numerals.

FIG. 12 is a diagram for explaining the outline of the drive system of the drive device for a four-wheel drive vehicle.
The third case 3 is provided behind the second case 2 constituting the
Instead of the above, a sixth case 7 for accommodating the transfer unit 80 for a four-wheel drive vehicle and a seventh case 8 for accommodating the power transmission mechanism for transmitting the output from the transfer unit 80 rearward are sequentially joined. There is.

The driving force input from the transmission 20 side is transmitted to the front wheels by the transfer unit 80 via the front differential device 30 in the fifth case 5, while the propeller shaft 75, the rear differential device 76, etc. are transmitted. It is configured to be transmitted to the rear wheel via.

Incidentally, the oil pump 16 which is connected to the stator shaft 15 of the torque converter 13 provided in the second case 2 and is constantly driven to constantly generate oil pressure to supply the torque converter 13 and the like with the continuously variable transmission. The hydraulic pressure control of the machine 20 is enabled, and the vehicle speed sensor 37a, the throttle sensor 37b, the shift switch 37c, the front wheel rotation speed sensor 3 are provided.
7d, the rear wheel rotation speed sensor 37e, the steering angle sensor 37f, and other signals to control the hydraulic control circuit 38 to enable hydraulic control of the transfer unit 80.

Next, the portion of the transfer unit 80 will be described with reference to FIG. 13 and FIG.

The transfer unit 80 is the engine 1
No. 0 crankshaft 11, input shaft 14, primary shaft 21, secondary shaft 22 and the like are arranged in parallel with the first drive shaft front drive shaft 41 and second drive shaft rear drive shaft 81 are doing.

The crankshaft 11, the primary shaft 21, the secondary shaft 22, the front drive shaft 41, the rear drive shaft 81, etc., which are arranged in parallel with each other, are arranged in the direction of arrow B in FIG. 13 as shown in FIG. , The rotation center axis 11a of the crankshaft 11 and the primary shaft 21 are coaxially positioned in the vehicle body front-rear direction on the vehicle body width center axis, and the secondary shaft 22 and the primary shaft 21 are substantially parallel to each other at the same height. The primary pulley 23 and the secondary pulley 24 are arranged at substantially the same height. Then, as described above, the front drive shaft 41 is arranged between the primary shaft 21 and the secondary shaft 22 in plan view and below and is meshed with the crown gear 33 so that the continuously variable transmission 20 can be obtained.
It is designed to be compact by reducing the overall vertical dimension by improving the bondability with.

Further, the rear drive shaft 81 is replaced by the primary shaft 2
By arranging them in a lower position relative to the primary shaft 21 on the same axis as 1 in a plan view, storability in the tunnel 39 is improved, and compatibility with a manual transmission and a vehicle body equipped with an automatic transmission is improved. .

A pinion portion 41a which is constantly meshed with the crown gear 33 of the front differential device 30 is formed at the tip of the front drive shaft 41, the tip end of which is provided with a taper bearing 41e and the rear end of which is provided with a needle bearing 41f. Each transmission case 6
Is rotatably supported by the sixth case 7 and the seventh case 8.

Further, a spline 41b meshing with the sun gear 43 of the double pinion type planetary gear 42 is provided on the outer periphery of the central portion of the front drive shaft 41 in the axial direction, and a fifth friction engaging element serving as a fifth friction engagement element is provided on the outer periphery of the axial rear end portion. Spline 41c to which the drum 106 of the multi-plate clutch 105 is fitted is formed respectively, and one end corresponds to an oil chamber 83A, a thrust bearing 51b and a needle bearing 82b which will be described later and has a hollow shape with an opening at the rear end. An oil passage 41d is formed so as to open each hole.

Further, the inner race of the tapered bearing 41e is held by the pinion portion 41a and the lock nut 41g screwed to the front drive shaft 41 to prevent the front drive shaft 41 from moving in the axial direction.

On the other hand, a transfer driven gear 81a is formed at the other end of the rear drive shaft 81, one end of which is connected to the propeller shaft 75 via a universal joint, and a sixth case of the transmission case 6 is formed by a plurality of ball bearings 81b.
Is rotatably supported by the case 7 and the seventh case 8.

The double pinion type planetary gear 42 fitted and coupled to the spline 41b formed on the outer periphery of the central portion of the front drive shaft 41 in the axial direction is the ring gear 4
The power input to the sun gear 43 and the ring gear 44 is torque-distributed by the specifications of the sun gear 43 and the ring gear 44.
7 and has a function of rotating the sun gear 43 in the opposite direction with respect to the carrier 47 by the power input to the carrier 47 by rotationally locking the ring gear 44 to the transmission case 6.

This double pinion type planetary gear 42
Is a fixed shaft 4 fixed to the transmission case 6.
9, a thrust bearing 51a supported by the sixth case 7 of the transmission case 6 via the thrust bearing 49a and the hollow member 50, and a fifth friction engagement element arranged in place of the hollow shaft 51a. 5, the sun gear 43 is held by the thrust bearing 51b supported by the seventh case 8 of the transmission case 6 via the multi-plate clutch 105, the thrust bearing 82b, and the transfer drive gear 82, thereby preventing axial movement. To be done.

An oil chamber 83A is formed in the fixed shaft 49 by closing the space between the inner peripheral surface of the fixed shaft 49 and the front drive shaft 41 by an oil seal 83. The fixed shaft 49 has a hydraulic pressure communicating with the oil chamber 83A. The passage 49b is formed, and the hydraulic passage 49c is also formed on the outer periphery of the fixed shaft 49.

A fixed driven gear 29 that meshes with the primary reduction gear 28 is rotatably provided on the fixed shaft 49 via a needle bearing 29a, and the primary driven gear 29 is selectively interposed between the primary driven gear 29 and the double pinion type planetary gear 42. A third multi-disc clutch 85 serving as a third friction engagement element for inputting the output from 29 to the ring gear 44 or the carrier 47, and a fourth multi-disc clutch 9 serving as a fourth friction engagement element.
5 is provided.

The third multi-plate clutch 85 will be described. A drum 86 integrally provided with a hollow member 50 rotatably supported by a fixed shaft 49 via a bush 50a.
Is coupled to the primary driven gear 29, and the hub 69 is coupled to the ring gear 44 of the double pinion type planetary gear 42. In this way, the third multi-plate clutch 85
It is provided between the primary driven gear 29 and the ring gear 44 so as to be bypassed and capable of transmitting power. The hydraulic pressure of the hydraulic chamber 88 presses the retaining plate 89c that abuts on the snap ring 89d fixed in the drum 86 via the piston 89 and the drive plate 89a between the driven plate 89b and the hub 86 to transmit power. Composed. Reference numeral 89e is a piston 89 and a drum 86
The seal is slidable and liquid-tight. Further, a balance hydraulic chamber 92 is provided on the opposite side of the piston 89 from the hydraulic chamber 88 to cancel the centrifugal hydraulic pressure generated in the hydraulic chamber 88 by the retainer 91 via the piston 90.
A pressing force of a return spring 93 is applied to the piston 89 via the piston 89.

Regarding the fourth multi-plate clutch 95, the drum 86 is shared with the third multi-plate clutch 85, and the hub 96 is connected to the carrier 47 of the double pinion type planetary gear 42. In this way, the fourth multi-plate clutch 95 is provided between the primary driven gear 29 and the carrier 47 so as to be bypassed and capable of transmitting power. And hydraulic chamber 9
The hydraulic pressure of 7 presses the retaining plate 98c that abuts on the snap ring 98d fixed to the piston 89 via the piston 90 and the drive plate 98a between the driven plate 98b and the hub 96 to transmit power. . Reference numeral 90a denotes pistons 89 and 9
It is a seal that slidably and liquid-tightly holds between 0 and between the piston 90 and the drum 86. The centrifugal oil pressure generated in the oil pressure chamber 97 is canceled by the oil pressure in the balance oil pressure chamber 97, and the return spring 93 is applied to the piston 90.
The pressing force of is energized.

On the opposite side of the double pinion type planetary gear 42 from the input switching means 84, the transmission case 6 is rotatably mounted via a ball bearing 52a.
Of the rear drive shaft 81 is rotatably supported by the front drive shaft 41 via a needle bearing 82b, and the transfer driven gear 81a of the rear drive shaft 81 is meshed with the transfer drive gear 81a so that power can be transmitted. ing.

Between the double pinion type planetary gear 42 and the transfer drive gear 82, there is provided the first friction engagement element for selectively transmitting the output from the carrier 47 of the double pinion type planetary gear 42 to the transfer drive gear 82. A first multi-plate clutch 55 is provided.

In the first multi-plate clutch 55, the drum 56 is spline-coupled to the transfer drive gear 82, and the hub 57 is the double pinion type planetary gear 42 as described above.
Of carrier 47. Thus, the first multi-plate clutch 55 includes the carrier 47 and the transfer drive gear 82.
A power transmission is possible by bypassing between and. Then, the hydraulic pressure in the hydraulic chamber 58 causes the drum 56 via the piston 59.
The retaining plate 60c that abuts the snap ring 60d fixed inside and the drive plate 80a between the driven plate 60b and the hub 57 are pressed to transmit power.

A fifth frictional engagement element that selectively transmits power between the front drive shaft 41 and the transfer drive gear 82 is provided between the rear end portion of the front drive shaft 41 and the transfer drive gear 82. A multi-plate clutch 105 is provided.

The fifth multi-plate clutch 105 is the drum 106.
Is splined to the spline 41c of the front drive shaft 41, and the hub 107 is connected to the transfer drive gear 8
It is connected to the front drive shaft 41 and the transfer drive gear 82 so as to be capable of transmitting power. The drive plate 110 between the retaining plate 110c and the driven plate 110b and the hub 107, which contacts the snap ring 110d fixed in the drum 106 via the piston 109 by the hydraulic pressure of the hydraulic chamber 108.
A balance hydraulic chamber 112 is provided which is configured to press a and transmit power, and a retainer 111 provides a balance hydraulic chamber 112 for canceling centrifugal hydraulic pressure generated by the hydraulic chamber 108. The piston 109 is biased by the return spring 113.

The transmission case 6 is selectively provided between the sixth case 7 of the transmission case 6 and the ring gear 44 of the double pinion type planetary gear 42.
A second multi-plate clutch 65, which serves as the second frictional engagement element for locking and locking the ring gear 44 by being locked to, is provided.

In the oil pan 72 provided under the transmission case 6, the oil pressure from the oil pump 16 is transmitted to the vehicle speed sensor 37a, the throttle sensor 37b, the shift switch 37c, the front wheel speed sensor 37d, the rear wheel speed sensor 37e. It is controlled by a hydraulic control circuit 38 based on signals from the steering angle sensor 37f and the like, and is controlled by the first, second, third, fourth and fifth multi-plate clutches 55, 65, 8 described above.
5, 95, 105 hydraulic chambers 58, 66, 85, 97,
A control valve 121 is provided for selectively switching and supplying 108 and the continuously variable transmission 20.

Next, the operation of the four-wheel drive vehicle drive device configured as described above will be described with reference to the schematic illustrations shown in FIGS. 16 to 20 and the first, second, third, and third drive ranges shown in FIG.
The fourth and fifth multi-plate clutches 55, 65, 85, 95,
A frictional engagement element operation explanatory diagram showing a connected state of 105 will be described. In this list, marks indicate that the corresponding multi-plate clutch is engaged or operated, and () indicates that it is engaged or operated as necessary, which will be described later.

First, the power of the engine 10 is the crankshaft 1
1 to the primary shaft 21 of the continuously variable transmission 20 via the torque converter 13. And the primary axis 2
1, the primary pulley 23, the drive belt 25, and the secondary pulley 24 are used to change the speed and output to the secondary shaft 22. The shift output from the secondary shaft 22 is decelerated by the primary reduction gear 28 and the primary driven gear 29, and is input to the third multi-plate clutch 85 and the fourth multi-plate clutch 95 via the drum 86. Here, in the neutral (N) and parking (P) ranges, the third and fourth multi-plate clutches 85 and 95 are released and the power transmission is cut off, and the power transmission thereafter is stopped.

In the drive (D) range which is the forward stage,
The third multi-plate clutch 85 and the first multi-plate clutch 55 are engaged, and the power transmission state is shown by the thick line in FIG. That is, hydraulic pressure is supplied from the control valve 121 to the hydraulic chamber 85, and the retaining plate 89c, the driven plate 89b, and the drive plate 89a that abut on the snap ring 89d fixed in the drum 86 via the piston 89 are pressed and engaged. The power is transmitted from the primary driven gear 29 to the ring gear 44 of the double pinion type planetary gear 42 by the third multi-plate clutch 85, and the retaining of the first multi-plate clutch 55 is performed via the piston 59 by the hydraulic pressure supplied to the hydraulic chamber 88. The first multi-plate clutch 55 that presses and engages the plate 60c, the driven plate 60b, and the drive plate 60a connects the carrier 47 of the double pinion type planetary gear 42 and the transfer drive gear 82 so that power can be transmitted.

Therefore, in the double pinion type planetary gear 42, as shown in FIG. 17, the ring gear 44 on the input side meshes with the first pinion 45, and the second pinion 46 meshing with the first pinion 45 meshes with the sun gear 43. The sun gear 43 and the carrier 47 are rotated in the same direction as the ring gear 44, and the sun gear 43 and the carrier 47 are differentially rotated while transmitting torque at a predetermined distribution ratio.
The front drive shaft 41, which is spline-coupled to the sun gear 43, and the transfer drive gear 82, which is power-transmittablely coupled to the carrier 47, are rotated in the same direction as the ring gear 44, and output to a transfer driven gear 81a that meshes with the transfer drive gear 82. The drive shaft 81 is rotationally driven in the direction opposite to the ring gear 44.

When torque is transmitted, the first and second pinions 45 and 46 function as a so-called center differential device that absorbs the rotation difference between the sun gear 43 and the carrier 47 by the rotation and revolution of the sun.

The torque distribution by the double pinion type planetary gear 42 will now be described with reference to the schematic diagram of FIG.

The input torque of the ring gear 44 is Ti, the front side torque of the sun gear 43 is TF, and the carrier 47 is
TR is the rear torque and Z is the number of teeth of the sun gear 43.
If S and the number of teeth of the ring gear 44 are ZR, then Ti = TF + TR TF: TR = ZS: (ZR-ZS) holds. From this, it is understood that the reference torque distribution of the front side torque TF and the rear side torque TR can be freely set by appropriately setting the number of teeth ZS of the sun gear 43 and the number of teeth ZR of the ring gear 44.

If ZS = 37 and ZR = 82, then TF: TR = 37: (82-37). Therefore, the front / rear wheel torque distribution ratio becomes TF: TR≈45: 55, which is approximately 45% distributed to the front wheels and approximately 55% distributed to the rear wheels, and can be set sufficiently as the reference torque distribution of the rear wheel bias.

On the other hand, the fifth multi-plate clutch 105 includes the hydraulic chamber 1
Snap ring 1 via piston 109 with 08 hydraulic pressure
10d, the retaining plate 110c, the driven plate 110b, and the drive plate 110a are pressed to generate the clutch torque Tc, and the clutch torque Tc is variably controlled by the hydraulic pressure from the control valve 121 controlled by the control circuit 38.

Here, the front wheel rotation speed NF detected by the front wheel rotation speed sensor 37d and the rear wheel rotation speed sensor 37e,
The rear wheel rotational speed NR is input to the control circuit 38, but when the vehicle is traveling on slippery roads, the rear wheel always slips first due to the reference torque distribution of TF <TR rear wheel bias, so the slip ratio S = NF / NR. (S> O). This slip ratio S and the steering angle ψ input to the control circuit from the steering angle sensor 37f retrieve the clutch pressure Pc from the map of the control circuit 38 shown in FIG. Here, the clutch pressure Pc is set to a low value in the non-slip condition of S ≧ 1, and the clutch pressure Pc is increased according to the decrease of the slip ratio in the slip state of S <1 so that the slip ratio S is equal to or less than the set value S ₁ Becomes P _max
Specified in. The line pressure is adjusted to this clutch pressure Pc to variably control the clutch torque Tc of the fifth multi-plate latch 105.

Therefore, the fifth multi-plate clutch 105 separately configures a bypass system 122 from the sun gear 43 to the sun gear 43 via the front drive shaft 41 and the transfer drive gear 82. This bypass system 122
Then, when the rear wheels slip, the transfer unit 8
Within 0, the differential function of the rear wheel rotational speed NR> the rotational speed of the ring gear 44> the front wheel rotational speed NF is established, and the front drive shaft 41 moves from the transfer drive gear 82 to the fifth multi-plate clutch according to the clutch torque Tc. The torque is increased by Tc and transmitted to the front drive shaft 41 via 105,
Further, a torque obtained by subtracting the clutch torque Tc flowing to the front wheels is input to the transfer drive gear 82 and the torque is also transmitted to the rear drive shaft 81. As a result, the front and rear wheel torques TF and TR are as follows. become.

TF = 0.45Ti + Tc TR = 0.55Ti-Tc Therefore, in the non-slip state, since the clutch torque Tc is zero, TF: TR = 45: 55 is distributed to the rear wheel bias, and when the rear wheel slip occurs, the clutch torque is distributed. When Tc occurs, the input torque Ti flows toward the front wheels via the bypass system 122 as the clutch torque Tc increases in accordance with the clutch torque Tc, and TF: TR = T as shown in FIG.
F ₁ : The torque of the front wheels is positively controlled to increase by changing to TR ₁ , and the torque of the rear wheels is reduced to prevent slip and improve the running performance. Then, when the above-mentioned slip S becomes equal to or less than the set value, the differential limiting torque becomes maximum together with the hydraulic pressure of the fifth multi-plate clutch 105, and the sun gear 43 and the carrier 47.
Connect directly to. For this reason, the transfer unit 80 is differentially locked, and the direct drive type four-wheel drive traveling with the torque distribution equivalent to the axial load distribution of the front and rear wheels is achieved, and the running performance is maximized.

On the other hand, when the front wheels slip, the differential function of rear wheel rotation speed NR <ring speed of ring gear 44 <front wheel rotation speed NF is established in the transfer unit 80, and the transfer from the front drive shaft 41 is performed in accordance with the clutch torque Tc. The torque is transmitted to the drive gear 82, and the torque obtained by subtracting the clutch torque Tc flowing to the rear wheels from the front drive shaft 41 is transmitted to the front wheels. As a result, the front and rear wheel torques TF and TR are as follows. become.

TF = 0.45Ti-Tc TR = 0.55Ti + Tc Therefore, in the non-slip state, since the clutch torque Tc is zero, TF: TR = 45: 55 is distributed to the rear wheel bias, and when the front wheel slip occurs, the clutch torque Tc. Occurs, the input torque Ti is changed according to the clutch torque Tc.
Flows to the rear wheel side and the rear wheel torque is positively controlled to increase,
The front wheel torque is reduced, slippage is eliminated, and running performance is improved. If the slip ratio falls below the set value, the fifth
Since the differential limiting torque is maximized together with the hydraulic pressure of the multi-plate clutch 105 and the sun gear 43 and the carrier 47 are directly connected, the direct connection type 4 of the torque distribution corresponding to the axial load distribution of the front and rear wheels.
Wheel drive is achieved and running performance is fully demonstrated. Thus, according to the slip state, the torque to the front and rear wheels is widely controlled to avoid it.

When turning in the torque distribution control associated with the occurrence of slip, the differential limiting torque of the fifth multi-plate clutch 105 is reduced and corrected by the steering angle ψ. Therefore, the differential limitation of the transfer unit 80 can be reduced to sufficiently absorb the rotational speed difference, the tight corner braking phenomenon can be avoided, and the maneuverability can be ensured satisfactorily.

In the reverse (R) range, which is the reverse stage,
The third multi-plate clutch 85 and the first multi-plate clutch 55 are released, and the fourth multi-plate clutch 95, the fifth multi-plate clutch 105 and the second multi-plate clutch 105 are engaged, and
The power transmission state shown in 9 is indicated by a thick line. That is, the hydraulic pressure is supplied from the control valve 121 to the hydraulic chamber to press the snap ring 98d, the retaining plate 98c, the driven plate 98b and the drive plate 98a via the piston 90, and the fourth multi-plate clutch 9 is pressed.
5 is engaged and power is transmitted from the primary driven gear 29 to the carrier 47 of the double pinion type planetary gear 42, and the snap ring 68d and the retaining ring are retained via the piston 67 by the hydraulic pressure supplied to the hydraulic chamber 66 of the second multi-plate clutch 65. The ring gear 44 is locked and fixed to the transmission case 6 by the second multi-plate clutch 65 that presses and engages the steering plate 68c, the drive plate 68a, and the driven plate 68b. Then, the snap ring 110d, the retaining plate 98c, the driven plate 98b, and the drive plate 110a are pressed via the piston 109 of the fifth multi-plate clutch 105 to cause the fifth multi-plate clutch 105 to transfer the front drive shaft 41 to the transfer drive gear. The power can be transmitted to 82.

Therefore, as shown in FIG. 20, the double pinion type planetary gear 42 has the first and second pinions 45 and 46 meshed with each other by the rotation of the carrier 47 on the input side.
Rotate in the opposite direction to each other, rotate along the ring gear 44, rotate the sun gear 43 in the opposite direction to the carrier 47, and rotate the front drive shaft 41 in the opposite direction to the input side.
Moreover, the front drive shaft 41 is the fifth multi-plate clutch 10.
The power is transmitted to the transfer drive gear 82 via 5 to drive the rear drive shaft 81 to rotate in the opposite direction to the front drive shaft 41.

Therefore, the input from the primary driven gear 29 is in the direction opposite to the drive (D) range state by rotationally locking the ring gear 44 of the double pinion type planetary gear 42 to the transmission case 6 by the second multi-plate clutch 65. Output to the front drive shaft 41 and the rear drive shaft 81, the double pinion type planetary gear 42 has a forward / reverse switching function.

In this case, the gear ratio output to the front drive shaft 41 and the rear drive 81 with respect to the input of the carrier 47 is set by the following equation.

Gear ratio = [ZS + (-ZR)] / ZS Here, if ZS = 37 and ZR = 82 similarly to the above, gear ratio = [37 + (-82)] / 37 = -1.216 and reverse ( The reduction ratio in the R range is properly secured.

On the other hand, the torque Ti input to the carrier 47
Is transmitted to the transfer drive gear 82 in accordance with the clutch torque Tc, and a torque obtained by subtracting the clutch torque Tc transmitted to the rear wheels is input to the front wheels. As a result, front and rear wheel torques TF and TR are as follows.

Ti = TF + TR TF = Ti-Tc TR = Tc Therefore, when the rear wheel slip occurs, the input torque Ti is made to flow to the front wheel side by reducing the clutch torque Tc and the front wheel torque is positively controlled to increase the rear wheel torque. To reduce slippage to improve running performance, and to increase the clutch torque Tc when the front wheel slips so that the input torque Ti flows to the rear wheel side and the rear wheel torque is positively increased to reduce the front wheel torque. To prevent slipping and improve running performance. Further, when the slip ratio becomes equal to or less than the set value, the differential limiting torque Tc is maximized together with the hydraulic pressure of the fifth multi-plate clutch 105 to directly connect the front drive shaft 41 and the transfer drive gear 82, which corresponds to the axial load distribution of the front and rear wheels. The so-called direct-coupling type four-wheel drive traveling with such torque distribution maximizes the running performance. When the vehicle further turns, the steering angle ψ reduces the differential limiting torque of the fifth multi-plate clutch 105, which makes it possible to sufficiently absorb the difference in rotational speed, thereby avoiding the tight corner braking phenomenon. , The maneuverability is improved.

Therefore, in the present embodiment, the above-described four-wheel drive vehicle drive device is a front differential device 30 configured to be transmitted to the output side of the belt type continuously variable transmission 20.
Alternatively, the front drive shaft 41 and the rear drive shaft 81, which respectively transmit power to the rear differential device 76, are arranged parallel to the crankshaft 11 of the vertically installed engine 10, and the double pinion type planetary gear 42 in which the sun gear 43 is coupled to the front drive shaft 41. Is provided, and power can be transmitted between the third multi-plate clutch 85 that transmits the output from the continuously variable transmission 20 to the ring gear 44, the fourth multi-plate clutch 95 that transmits to the carrier 47, and the carrier 47 and the transfer drive gear 82. First multi-disc clutch 5 connected to
5, a fifth multi-plate clutch 105 that connects the front drive shaft 41 and the rear drive shaft 81 so that power can be transmitted, and a first multi-plate clutch 55 that locks the ring gear 44 are provided. By selectively controlling the third, fourth, and fifth multi-plate clutches 55, 65, 85, 95, 105, in the drive (D) range which is the forward stage and the reverse (R) range which is the reverse stage. It functions as a center differential device that enables appropriate torque distribution and differential limitation to the front drive shaft 51 and the rear drive shaft 52, and good running performance is obtained, and to the drive (D) range and reverse (R) range. It functions as a forward / reverse switching device when switching.

Therefore, in the conventional four-wheel drive vehicle drive system, the dedicated double pinion type planetary gears that individually function as the center differential device and the forward / reverse switching device are required. The function is achieved, and the structure and control of the drive unit can be simplified and lightened while maintaining high performance, which reduces the cost and size, especially the overall length. The amount of protrusion into the tunnel below the cabin can be made extremely small or eliminated, the cross-sectional area of the tunnel projecting into the passenger compartment is greatly reduced, and the toe board and the drive device are sufficiently separated from each other. The living space is sufficiently secured and the habitability is improved.

In addition, the crash stroke at the time of collision is secured between the toe board and the drive unit, that is, the front space of the toe board is increased, and it can be effectively utilized as a working space when the transmission is attached and detached. Further, the so-called slant nose for lowering the engine hood can be realized, which increases the degree of freedom in vehicle design.

Further, instead of the torque converter 13, it is possible to use an electromagnetic clutch or a wet clutch as a starting clutch. In this case, the primary shaft 21 of the belt type continuously variable transmission 20 in the neutral (N) and parking (P) ranges. The input power to the continuously variable transmission 20 and thereafter is cut off by cutting off the input to the continuously variable transmission 20.

According to the embodiment described above, the torque converter 13, the belt type continuously variable transmission 20 are provided between the two-wheel drive vehicle drive device and the four-wheel drive vehicle drive device.
The front differential device 30 and the first, second and fifth cases 1, 2 and 5 of the transmission case 6 that accommodates them are of course the transfer unit 40 and 80, the front drive shaft 41, the double pinion type planetary gear 42, the fixed shaft. 49, the first and second multi-plate clutches 55, 65, etc. can be used in common for many main parts, and the third, fourth and fifth clutches 85, 95 are based on the two-wheel drive vehicle drive device. 105, the transfer drive gear 85, the rear drive shaft 81, and other rear differential devices may be provided with a power transmission mechanism for transmitting power to the rear differential devices, so that the main portion of the four-wheel drive vehicle drive device can be relatively easily configured. This makes it possible to significantly reduce manufacturing costs.

[0101]

According to the vehicle drive system of the present invention described above, the drive shaft is arranged in parallel with the crankshaft of the vertically installed engine, and the drive shaft has the double pinion type planetary gear and the first and second friction members. Providing a combination element, first
The drive device can be made compact because it is configured to switch between forward and reverse movements by selectively operating the friction engagement element of the vehicle. , A working space can be secured.

Further, by interposing the input switching means between the transmission and the planetary gears and additionally disposing the power transmission mechanism, the main portion of the four-wheel drive vehicle drive unit can be constructed relatively easily. Since the number of common parts is large, the manufacturing cost can be significantly reduced, and the advantages peculiar to the present invention can be obtained.

[Brief description of drawings]

FIG. 1 is a diagram showing an outline of an embodiment of a vehicle drive device according to the present invention.

FIG. 2 is a main-portion cross-sectional view illustrating a front differential device used in the present embodiment.

FIG. 3 is a perspective view of relevant parts for explaining an arrangement state of a front differential device and a belt type continuously variable transmission.

FIG. 4 is likewise a sectional view illustrating a vehicle drive device.

FIG. 5 is also an enlarged view of a main part of the cross-sectional view shown in FIG.

FIG. 6 is also an explanatory view of the main part arrangement as seen from the direction of arrow A in FIG.

FIG. 7 is likewise a schematic illustration showing the operation.

FIG. 8 is likewise a schematic illustration showing the operation.

FIG. 9 is likewise a schematic illustration showing the operation.

FIG. 10 is likewise a schematic illustration showing the operation.

FIG. 11 is an explanatory view of the operation of the friction engagement element showing the same operation.

FIG. 12 is also a diagram showing an outline of the vehicle drive device of the present invention.

FIG. 13 is likewise a sectional view illustrating a vehicle drive device.

FIG. 14 is likewise an enlarged view of a main part of the cross-sectional view shown in FIG. 13.

FIG. 15 is also an explanatory view of the main part arrangement as seen from the direction of arrow B in FIG. 13.

FIG. 16 is likewise a schematic illustration showing the operation.

FIG. 17 is likewise a schematic illustration showing the operation.

FIG. 18 is likewise a schematic illustration showing the operation.

FIG. 19 is likewise a schematic illustration showing the operation.

FIG. 20 is likewise a schematic illustration showing the operation.

FIG. 21 is also an explanatory view of the operation of the friction engagement element showing the operation.

FIG. 22 is an explanatory diagram of a conventional vehicle drive device.

FIG. 23 is an explanatory view of a conventional vehicle drive device.

[Explanation of reference numerals] 10 engine 11 crankshaft 20 belt type continuously variable transmission 21 primary shaft 22 secondary shaft 23 primary pulley 24 secondary pulley 25 drive belt 30 front differential device 38 hydraulic control circuit 41 front drive shaft 42 double pinion type planetary gear 43 Sun gear 44 Ring gear 45 First pinion 46 Second pinion 47 Carrier 53 Input member 55 First multi-plate clutch 65 Second multi-plate clutch 76 Rear differential device 81 Rear drive shaft 84 Input switching means 85 Third multi-plate Clutch 95 Fourth multi-plate clutch 105 Fifth multi-plate clutch

Claims (7)

[Claims] 1. A vertically mounted engine, a transmission to which an output from the engine is input, a drive shaft arranged in parallel with a crank shaft of the engine for transmitting power to a differential device, and a sun gear on the drive shaft. A double-pinion type planetary gear that is coupled so that power can be transmitted, an input member that transmits the output from the transmission to the carrier of the planetary gear, and an output member that selectively transmits the output from the carrier of the planetary gear to the drive shaft. And a second frictional engagement element for selectively rotationally locking the ring gear of the planetary gear,
A vehicle drive device characterized by selectively operating the first and second friction engagement elements to switch between forward and backward movement. 2. In the forward drive stage, the first friction engagement element is in a power transmission state of the output from the carrier to the drive shaft, the second friction engagement element is in a ring gear rotation permitting state, and the reverse stage is The vehicle drive device according to claim 1, wherein the first frictional engagement element is in a released state and the second frictional engagement element is in a ring gear rotation locking state. 3. A vertically installed engine, a transmission to which an output from the engine is input, a front drive shaft which is arranged in parallel with a crankshaft of the engine and transmits power to a front differential device, and a transmission. A double pinion type planetary gear in which the sun gear is coupled to the front drive shaft so as to be able to transmit power by separating the input switching means by an allowable distance, an input member for transmitting power from the transmission to a carrier of this planetary gear, and a carrier of the planetary gear. Has a first frictional engagement element for selectively transmitting the power of the output of the vehicle to the front drive shaft, and a second frictional engagement element for selectively rotationally locking the ring gear of the planetary gear. The first friction engagement element is in a power transmission state and the second friction engagement element is in a ring gear rotation permitting state, In the reverse stage, the first frictional engagement element is in the released state and the second frictional engagement element is in the ring gear rotation locked state, and the vehicle drive device is characterized. 4. In the case of four-wheel drive, a rear drive shaft that is arranged in parallel with a crank shaft of the engine and transmits power to a rear differential device, and selectively between a front drive shaft and a rear drive shaft. A fifth frictional engagement element for transmitting power, wherein the input member is an input switching means for selectively transmitting power from the transmission to the ring gear of the planetary gear and the carrier, the first frictional engagement. The element is capable of transmitting power from the planetary gear to the rear drive shaft, and selectively actuating the input switching means and each friction engagement element to input the input from the transmission through the planetary gear at a predetermined ratio. The drive system for a vehicle according to claim 3, wherein power distribution and forward / reverse switching are performed by the power transmission to transmit power to the front drive shaft and the rear drive shaft. 5. A third frictional engagement element, wherein the input switching means engages in a forward stage to transmit the output from the transmission to a ring gear, and the input switching means engages in a reverse stage to output the output from the transmission as a carrier. The vehicle drive device according to claim 4, further comprising a fourth friction engagement element that transmits power to the vehicle. 6. The forward stage functions as a center differential device in which a double pinion type planetary gear distributes power to a carrier and a sun gear at a predetermined ratio, and
6. The vehicle drive device according to claim 4, wherein the frictional engagement element is moved to a power transmission state to limit the differential between the carrier and the sun gear. 7. The transmission has a primary shaft, a secondary shaft arranged in parallel with the primary shaft, a primary pulley and a secondary pulley respectively provided on the primary shaft and the secondary shaft, and between the primary pulley and the secondary pulley. 7. A belt type continuously variable transmission that has a drive belt wound around it, and that continuously changes speed by changing the ratio of the winding diameter of the drive belt to the primary pulley and the secondary pulley. The drive device for a vehicle described in 1.