JPH09310746A - Drive device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive device for a vehicle to facilitate variation to a drive device for a four-wheel drive vehicle by a method wherein the device is formed in a compact and a constituting parts are commonized, in a drive device for a vehicle having a transverse engine. SOLUTION: A transverse engine and a transmission 30 are arranged on the same shaft and a drive device for a vehicle comprises a front drive shaft 51 arranged in parallel to the crank shaft of an engine; a double pinion type planetary gear 55 having a front drive shaft 51 in which a sun gear 56 is fitted; a coupling member 61 to perform power transmission of a gear shift output from the transmission 30 to a carrier 60; a first multidisc clutch 65 to selectively transmit a power from the carrier 60 to the front drive shaft 51; and a second multidisc clutch 75 to selectively lock rotation at the ring gear 57.

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 horizontal engine.

[0002]

2. Description of the Related Art Conventionally, there is a prior art of Japanese Patent Application Laid-Open No. 4-83948 regarding a drive device of a vehicle in which an engine is horizontally arranged. In this prior art, an engine, a torque converter, a forward / reverse switching device equipped with a double pinion type planetary gear, and a belt type continuously variable transmission are provided coaxially in the vehicle body width direction, and the output from the secondary shaft of the continuously variable transmission is provided. It is shown to be a transmission arrangement in a differential device.

[0003]

However, in the above-mentioned prior art, in the engine arranged horizontally, the torque converter, the forward / reverse switching device, and the belt type continuously variable transmission are sequentially arranged coaxially with the engine. Machine, the differential device is further provided below the secondary shaft of the belt type continuously variable transmission, and the transmission case integrally formed with these is joined, so that the overall length of the drive device becomes large in the vehicle width direction. The side wall of the engine room and the drive unit are placed close to each other when the vehicle is mounted, and the degree of freedom in vehicle body design is limited if a sufficient crash stroke is secured in the event of a side collision, and it is difficult to obtain a working space in the engine room. Smooth work such as time and maintenance may be hindered.

Further, in a four-wheel drive vehicle drive system based on this drive system, since a center differential device is further provided on the secondary shaft side of the belt type continuously variable transmission, a structure and a control device for controlling them are provided. There is a problem that it becomes complicated and the cost rises.

Further, it has in-vehicle compatibility with a belt type continuously variable transmission, a manual transmission (manual transmission, MT), an automatic transmission (automatic transmission, AT), etc. in the engine room structure having the same shape. It is desirable that the supporting member for mounting on the vehicle and the exhaust system can be commonly used by making the overall length and the outer circumference of the transmission case, that is, the so-called waist size substantially the same as those of the manual transmission which can be designed relatively compactly.

Therefore, an object of the present invention is to shorten the drive device, particularly the transmission case in the vehicle body width direction,
It can be installed in the conventional engine room while ensuring the flexibility of vehicle body design, work space for crash strokes, and when installing / removing the transmission, etc., and it can be easily changed to a drive unit for four-wheel drive vehicles by sharing the components. It is to provide a possible vehicle drive device.

[0007]

A vehicle drive device according to the present invention that achieves the above object comprises a horizontal engine, a transmission to which the output from the engine is input, and a parallel to the crankshaft of the engine. A drive shaft arranged to transmit power to the differential device, a double pinion type planetary gear to which a sun gear is power-transmittable coupled to this drive shaft, an input member for transmitting power from a transmission to a carrier of this planetary gear, and A first friction engagement element for selectively transmitting power from the carrier of the planetary gear to the drive shaft; and a second friction engagement element for selectively rotationally locking the ring gear of the planetary gear, It is characterized in that the first and second friction engagement elements are selectively operated to switch between forward and backward movement.

Another vehicle drive device according to the present invention that achieves the above object is a horizontal engine, a transmission to which an output from the engine is input, and a crankshaft of the engine which are arranged in parallel. Front drive shaft that transmits power to the front differential device, double pinion type planetary gear that connects this sun gear to the front drive shaft so that power can be transmitted, and power transmission to the transmission shaft and transmission shaft to which the output from the transmission is input. An input member having a coupling member to be coupled, for transmitting power output from the transmission to a planetary gear carrier, and a first friction member for selectively transmitting power output from the planetary gear carrier to the front drive shaft. A coupling element and a second friction engagement element for selectively rotationally locking the ring gear of the planetary gear. In the forward stage, the first friction engagement element is in the power transmission state, the second friction engagement element is in the ring gear rotation permitting state, and in the reverse stage, the first friction engagement element is in the released state and the second friction engagement element is in the second state. It is characterized in that the friction engagement element is in a ring gear rotation locked state, and in the case of four-wheel drive,
A rear drive shaft that is arranged parallel to the crankshaft of the engine and that transmits power to the rear differential device; and a fifth friction engagement element that selectively transmits power between the front drive shaft and the rear drive shaft. The input member is provided with the connecting member for selectively transmitting power from the transmission shaft to the ring gear and the carrier of the planetary gear, and the first friction engagement element drives the output from the planetary gear to the rear drive shaft. The front drive shaft is transmittable, and selectively operates the input switching means and each frictional engagement element to switch the input from the transmission through the planetary gear at a predetermined ratio for power distribution and forward / backward movement. And power is transmitted to the rear drive shaft.

[0009]

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

Referring to FIG. 1, a drive system of a belt type continuously variable transmission-equipped two-wheel drive vehicle drive apparatus as a vehicle drive apparatus to which the present invention is applied will be described.

Reference numeral 10 denotes a horizontal engine, a torque converter case 1 joined to the engine 10 for accommodating a torque converter 20, a belt type continuously variable transmission 30 located laterally of the torque converter case 1, A differential device, for example, a differential and converter housing 2 and a side case 3 that accommodate a front differential device 40, and an end cover 4 that accommodates the transfer unit 50 in cooperation with the torque converter case 1 are joined to form a transmission case 5. An oil pan (not shown) is provided below the transmission case 5.

The crankshaft 11 of the horizontal engine 10 is connected to the torque converter 20 inside the torque converter case 1, and the input shaft 21 from the torque converter 20 is the primary of the belt type continuously variable transmission 30 inside the differential and converter housing 2. By connecting to the shaft 31, the power from the crankshaft 11 is transmitted to the primary shaft 31 of the continuously variable transmission 30 via the torque converter 20.

Then, the power continuously variable by the continuously variable transmission 30 is output to the secondary shaft 32 and input to the transfer unit 50 via the counter shaft 39 and the like, and is transferred to the front wheels by the transfer unit 50 via the front differential device 40. Composed of transmission.

An oil pump drive shaft 2 provided in a torque converter 20 is provided in the transmission case 5.
An oil pump 8 which is connected to 4a and is always driven is provided. The oil pump 8 constantly generates hydraulic pressure to supply oil to the torque converter 20 and the like, which enables hydraulic control of the continuously variable transmission 30 and a vehicle speed sensor 9a. , Throttle sensor 9
The hydraulic pressure control circuit 9 controls the hydraulic pressure of the transfer unit 50 on the basis of the signals of the shift switch 9c and the shift switch 9c.

Next, the torque converter 20, the belt type continuously variable transmission 30, the differential device 40 and the transfer unit 50 will be sequentially described with reference to FIGS.

The torque converter 20 is rotatably supported coaxially with the crankshaft 11 via a ball bearing 21a in the differential and converter housing 2 and the side cover 3 as shown in FIG. It has an input shaft 21.

The outer circumference of the input shaft 21 is substantially cylindrical, and a flange portion provided at the base end is rotatably surrounded by a stator shaft 22 bolted to the torque converter case 1 with an oil pump housing 8c interposed therebetween. Axis 22
An oil pump drive shaft 24a, which is integrally connected to the impeller 24, is rotatably fitted therein.

The outer periphery of the impeller 24 is integrally connected to the outer periphery of the front cover 25, and the drive plate 2
By being coupled to the crankshaft 11 via 6, the rotary shaft is integrally driven with the crankshaft 11.

A turbine 27, which is opposed to the impeller 24 and is spline-fitted to the input shaft 21, is arranged.
A stator 28 supported by the stator shaft 22 via a one-way clutch 28a is interposed between the turbine 28 and the turbine 27.

Further, a lock-up clutch 29 is interposed between the turbine 27 and the front cover 25, and an inner gear 8a rotatably driven by an oil pump drive shaft 24a at the base end of the stator shaft 22 and an outer gear meshing with the inner gear 8a. An oil pump 8 including 8b and the oil pump housing 8c is provided.

When the crankshaft 11 of the engine 10 rotates, the impeller 24 is rotationally driven via the drive plate 26, the front cover 25, etc. connected to the crankshaft 11.

By the rotation of the impeller 24, the oil in the impeller 24 is discharged to the outside by the centrifugal force, and the oil flows from the outside of the turbine 27 to transmit the torque in the same direction as the rotation of the impeller 24 to the turbine 27. The input shaft 21 that is spline-fitted with the turbine 27 is rotationally driven. Further, the torque of the impeller 24 is increased by reversing the outflow direction of the oil flowing out from the turbine 27 by the stator 28 to the direction that promotes the rotational force of the impeller 24. When the rotation speed of the turbine 27 is high, the oil flow hits the back surface of the stator 28 and the one-way clutch 28a causes the stator 28 to idle.

On the other hand, when the vehicle speed or the number of revolutions reaches a constant value, the impeller 24 and the turbine 27 are directly connected to each other via the front cover 25 by the lock-up clutch 29, so that the so-called torque converter is prevented from slipping, and the engine 1 is correspondingly removed.
By reducing the number of revolutions of 0, fuel economy is saved and quietness is improved.

The belt type continuously variable transmission 30 includes a primary pulley 31 and a secondary pulley 34 respectively provided on a primary shaft 31 and a secondary shaft 32 which are arranged in parallel with each other.
The drive belt 35 is wound between the pulleys 33 and 34, and the ratio of the effective winding diameter of the drive belt 35 to the pulleys 33 and 34 is changed by changing the pulley groove width of the pulleys 33 and 34. It is configured to change the speed continuously by changing.

Therefore, the primary pulley 33 provided on the primary shaft 31 formed integrally with the input shaft 21.
Is a fixed sheave 3 formed integrally with the primary shaft 31.
3a and a movable sheave 33b that allows the fixed sheave 33a to move in the axial direction. The fixed sheave 33a and the movable sheave 33b sandwich the drive belt 35 with a predetermined clamping force to transmit torque in order to ensure a smooth continuously variable transmission of the transmission, and a pulley formed by the fixed sheave 33a and the movable sheave 33b. Since it is necessary to smoothly and variably control the groove width, a plurality of ball grooves extending in the axial direction and facing each other are formed in the fitting portion of the primary shaft 31 and the movable sheave 33b, and the ball grooves between the facing ball grooves are formed. The means for transmitting torque via the ball 33c interposed between the two is adopted.

A substantially cylindrical piston 37a is fixed to the rear surface of the movable sheave 33b opposite to the fixed sheave 33a. This piston 37a has a bottomed cylindrical cylinder 37b whose center is fixed to the primary shaft 31. The hydraulic actuator 37 is provided with a spring 37c that forms a hydraulic chamber 37A in cooperation with the spring 37c and biases the movable sheave 33b in a direction to narrow the pulley groove width.

An oil passage 31b communicating with the hydraulic chamber 37A is formed in the primary shaft 31, and the oil pressure is controlled through the oil passage 3a formed in the side cover 3 under the control of the hydraulic control circuit 9 based on the throttle opening degree and the like. The movable sheave 33 is driven by the hydraulic pressure supplied to and discharged from the hydraulic chamber 37A of the actuator 37.
By moving b along the primary shaft 31, the pulley groove width is variably controlled.

On the other hand, the secondary shaft 32 arranged in parallel with the primary shaft 31 is a differential and converter housing 2.
Also, the secondary pulley 34, which is rotatably supported by the side cover 3 via the roller bearing 32a and the ball bearing 32b, and is provided on the secondary shaft 32 is a fixed sheave 34a formed integrally with the secondary shaft 32.
And a movable sheave 34b capable of moving in the axial direction with respect to the fixed sheave 34a. The fixed sheave 34a and the movable sheave 34b are the secondary shaft 32 and the movable sheave 3.
It is configured to transmit torque via balls 34c interposed between a plurality of ball grooves formed in the fitting portion 4b so as to extend in the axial direction and face each other.

A substantially cylindrical cylinder 36a is fixed to the back surface of the movable sheave 34b, and this cylinder 36a cooperates with a cylindrical piston 36b whose central portion is fixed to the secondary shaft 32 to form a hydraulic chamber 36A. There is provided a hydraulic actuator 36 having a spring 36c which forms the pulley sheave 34b in a direction to narrow the pulley groove width.

An oil passage 32b communicating with the hydraulic chamber 36A is formed in the secondary shaft 32, and is controlled by the hydraulic control circuit 9 based on the throttle opening degree and the like, via the oil passage 1a formed in the torque converter case 1. A drive gear 38 is provided at one end of the secondary shaft 32 so as to be supplied to and discharged from the hydraulic chamber 36A of the hydraulic actuator 36.

Since the movable sheave 34b of the secondary pulley 34 has a larger pressure-receiving area of the movable sheave 33b of the primary pulley 33 than the pressure-receiving area of the movable sheave 33b of the primary pulley 33, the pressure is supplied to and discharged from the hydraulic chambers 37A and 36A. Depending on the hydraulic pressure, the pulley groove widths of the primary pulley 33 and the secondary pulley 34 change to the opposite relationship,
The ratio of the effective winding diameter of the drive belt 35 to 3 and 34 is changed steplessly, and the power continuously changed is output to the secondary shaft 32.

The speed change output from the secondary shaft 32 is output from the drive gear 38 and is decelerated by the counter shaft 39 to drive the driven gear 54 and the driven gear 5.
It is configured to be transmitted to the transfer unit 50 via a transmission shaft 53 connected to the gear 4.

The counter shaft 39 has a shaft 39a whose both ends are fixed to the torque converter case 1 and the differential-and-converter housing 2 and a relatively large diameter which is rotatably fitted to the shaft 39a and meshes with the drive gear 38. The driven-side gear 39c and the drive-side gear 39d that is integrally formed with the driven-side gear 39c and meshes with the driven gear 54 are formed on both sides of the torque converter case 1
The gear 3 whose axial movement is restricted through the inner race of the needle bearing 39e and the roller bearing 39f supported by the differential and converter housing 2
And 9b.

Next, the front differential device 40 and the transfer unit 50 will be described with reference to FIG. 2 and FIG.

The front differential device 40 is
A driven gear 54 in which a cylindrical flange portion 54a is rotatably supported by the differential and converter housing 2 via a ball bearing 54b, and a ball bearing 53.
It is arranged in a diff housing 41 whose diameter is formed at a joint with a substantially cylindrical transmission shaft 53 that is rotatably supported by the torque converter case 1 via a.

The front differential device 4
The structure of No. 0 is a hollow cylindrical differential case 42 which is substantially cylindrical and integrally formed with a front drive shaft 51 described later, and is rotatably fitted in a large diameter portion formed by the flange portion 54a of the driven gear 54 and the transmission shaft 53. And a pair of pinions 43b are provided in the differential case 42 by pinion shafts 43a whose both ends are supported by the differential case 42, and the left and right side gears 43c, 43 are provided on the both pinions 43b.
The differential gear 43 is engaged by the engagement of d.
Is composed.

A drive shaft 44 connected to one side gear 43c penetrates the differential and converter housing 2 from the differential case 42, transmits power to one front wheel via a constant velocity joint, an axle shaft, etc., and is connected to the other side gear 43d. The drive shaft 45 that penetrates penetrates the diff case 42 and the front drive shaft 51 integrally formed with the diff case 42, projects from the end cover 4, and transmits power to the other front wheel via a constant velocity joint, an axle shaft, and the like.

The transfer unit 50 is the engine 1
It has a front drive shaft 51 that is arranged in parallel with the zero crankshaft 11, the input shaft 21, the primary shaft 31, the secondary shaft 32, and the like.

The crankshaft 11, the primary shaft 31, the secondary shaft 32, the front drive shaft 51, etc., which are arranged in parallel with each other, are arranged in the direction of the arrow A in FIG. 2 as shown in FIG. The rotating shaft core 11a and the primary shaft 31 are coaxially positioned in the vehicle body width direction, the secondary shaft 32 is arranged parallel to the primary shaft 31 at a high position behind the vehicle body, and the secondary pulley 34 faces the primary pulley 33. Will be placed. The front drive shaft 51 is arranged substantially parallel to the lower side of the secondary shaft 32 to reduce the size of the entire drive device in the vehicle width direction and the front-rear direction, thereby achieving compactness, and good storage in the engine room for manual shift. Machine (MT), automatic transmission (A
T) We are trying to improve the compatibility with the vehicle body.

One end of the front drive shaft 51 integrally formed with the differential case 42 has a transmission shaft 53 and a transmission shaft 53.
Is interposed in the torque converter case 1 with a ball bearing 53a supporting the
Each of them is rotatably supported by the end cover 4 via c.

A spline 51a, to which the sun gear 56 of the double pinion type planetary gear 55 is fitted, is provided on the outer periphery of the central portion of the front drive shaft 51 in the axial direction. Also, the spline 51a is close to the spline 51a and serves as a first friction engagement element. Splines 51b to which the clutch drum 66 of the multi-plate clutch 65 is fitted are respectively formed.

The double pinion type planetary gear 55 fitted and connected to the spline 51a formed on the outer periphery of the front drive shaft 51 in the axial direction is a spline 51.
The sun gear 56, which is spline-fitted to a, the ring gear 57, and the first and second pinions 58 and 5, which mesh with the sun gear 56 and the ring gear 57 and mesh with each other.
9 and a carrier 6 for rotatably supporting the first and second pinions 58 and 59 via a needle bearing 60a.
It has a function of rotating the sun gear 56 in the opposite direction with respect to the input to the carrier 60 by locking the ring gear 57 to the transmission case 5.

This double pinion type planetary gear 55
Is a thrust bearing 56a supported by the transmission shaft 53.
And the thrust bearing 56 supported by the end cover 4 via the clutch drum 66 of the first multi-plate clutch 65.
By holding the sun gear 56 with b, movement in the axial direction is prevented.

Between the transmission shaft 53 and the carrier 60 of the double pinion type planetary gear 55, a connecting member 61 having one end spline-fitted to the transmission shaft 53 and a tip end connected to the other end of the connecting member 61 will be described later. A coupling member 62 serving as the clutch hub 107 of the fourth multi-plate clutch 105
The transmission shaft 53 and the connecting member 61 form an input member 63. Further, the connecting member 61 is rotatably supported by a thrust bearing 64a supported by a substantially cylindrical fixed shaft 64 integrally formed with the torque converter case 1.

The first multi-disc clutch 65 and the transmission case 5 which are the first friction engagement elements for selectively transmitting power between the front drive shaft 51 and the carrier 60 of the double pinion type planetary gear 55, and the double pinion type. A second multi-plate clutch 75 is provided between the planetary gear 55 and the ring gear 57, which serves as a second friction engagement element for selectively locking the transmission case 5 and fixing the ring gear 57.

In the first multi-plate clutch 65, the clutch drum 66 is spline-coupled to the spline 51b of the front drive shaft 51, and the clutch hub 67 is coupled to the carrier 60 of the double pinion type planetary gear 55 to form the front drive shaft 51 and the carrier 60. And is installed so as to be able to transmit power. Then, the hydraulic pressure in the hydraulic chamber 68 pushes the retaining plate 70c, which comes into contact with the snap ring 70d fixed in the clutch drum 66 via the piston 69, and the drive plate 70a between the driven plate 70b and the clutch hub 67 to transmit power. The piston 69 is biased by the pressing force of the return spring 73.

The second multi-plate clutch 75 is provided on the retaining plate 80c, the driven plate 80b, and the ring gear 57 which are brought into contact with the snap ring 80d fixed in the end case 4 via the piston 79 by the hydraulic pressure of the hydraulic chamber 78. The drive plate 80 a between the clutch hub 77 and the clutch hub 77 is pressed to lock and fix the ring gear 57 to the transmission case 5.
The pressing force of the return spring 83 is urged on 9.

In the oil pan provided under the transmission case 5, the hydraulic pressure from the oil pump 8 is controlled by the hydraulic control circuit 9 based on signals from the vehicle speed sensor 9a, the throttle sensor 9b, the shift switch 9c, etc. A control valve for selectively switching and supplying to the hydraulic chambers 68 and 78 of the first and second multi-plate clutches 65 and 75 and the continuously variable transmission 30 is provided.

Next, the operation of the two-wheel drive vehicle drive device constructed as described above will be described briefly with reference to FIGS. 5 to 8 and FIG.
The operation will be described with reference to the friction engagement element operation explanatory views showing the connected states of the first and second multi-plate clutches 65 and 75 in the respective traveling ranges shown in FIG. A mark in this friction engagement element operation explanatory view indicates that the corresponding multi-plate clutch is engaged or operated.

First, the power of the engine 10 is the crankshaft 1
1 to the primary shaft 31 of the continuously variable transmission 30 via the torque converter 20. And primary axis 3
1, the primary pulley 33, the drive belt 35, and the secondary pulley 34 change the speed and output to the secondary shaft 32. The shift output from the secondary shaft 32 is decelerated by the drive gear 38, the counter shaft 39, and the driven gear 54, and is input to the carrier 60 of the double pinion type planetary gear 55 via the transmission shaft 53, the connecting member 61, and the like. Here, in the neutral (N) range and the parking (P) range, the first and second multi-plate clutches 65,
75 is released together and the carrier 60 is driven to rotate to
Although the second pinions 58 and 59 planetarily rotate around the sun gear 56, the power transmission to the front drive shaft 51 is interrupted and the power transmission thereafter is stopped.

In the drive (D) range which is the forward stage,
The first multi-plate clutch 65 is engaged, and the power transmission state is shown by the thick line in FIG. That is, the hydraulic pressure is supplied to the hydraulic chamber 68 from the control valve, and the retaining plate 70c and the driven plate 7 are in contact with the snap ring 70d fixed in the drum 66 via the piston 69.
0b and the drive plate 70a are pressed, and the input from the transmission shaft 53 is applied by the first multi-plate clutch 65 engaged with the front drive shaft 5 via the carrier 60 of the double pinion type planetary gear 55 and the first multi-plate clutch 65.
1 is rotationally driven in the same direction as the transmission shaft 53 to transmit power to the front differential device 40.

Therefore, in the double pinion type planetary gear 55, as shown in FIG. 6, the engagement of the ring gear 57 by the second multi-plate clutch 75 is released, and the carrier 60 and the front drive shaft 51 include the first multi-plate clutch 65. Front drive shaft 5 because it is integrally connected via
The whole rotates together with 1.

On the other hand, in the reverse (R) range, which is the reverse stage, the first multi-plate clutch 65 is released and
When the second multi-plate clutch 75 is engaged, the power transmission state shown in FIG. 7 is indicated by a thick line. That is, hydraulic pressure is supplied from the control valve to the hydraulic chamber 78, and the snap ring 80d and the retaining plate 8 are supplied via the piston 79.
0c, drive plate 80a, driven plate 80
The ring gear 57 is rotationally locked to the transmission case 5 by the second multi-plate clutch 75 that presses and engages b.

Therefore, the double pinion type planetary gear 55 meshes with each other by the rotation of the carrier 60 on the input side as shown in FIG. 8, and the first and second pinions 58 and 59 rotate in the opposite direction to each other along the ring gear 57. Rotate to rotate the sun gear 56 in the opposite direction to the carrier 60 to rotate the front drive shaft 51 in the opposite direction with respect to the input side and transmit power to the front differential device 40.

Here, the double pinion type planetary gear 5
The gear ratio according to No. 5 will be described.

In this case, the gear ratio output to the front drive shaft 51 with respect to the input to the carrier 60 is the sun gear 5
When the number of teeth of 6 is ZS and the number of teeth of the ring gear 57 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 56 and the ring gear 57 are calculated.
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 55 and the first and second multi-plate clutches 65 and 75 as main parts.

Therefore, the engine 10 and the torque converter 2
0, a belt type continuously variable transmission 30 is coaxially arranged in the vehicle width direction, and a double pinion type planetary gear 55 serving as a forward-reverse switching device, first and second multi-plate clutches 65, 75
Are arranged on the opposite side of the torque converter 20 via the transmission 30 and on the front drive shaft 51 arranged at a low position with respect to the crankshaft 11 of the engine 10, so It is possible to shorten the size of the drive unit without increasing the height of the drive unit.
It is easy to secure a working space when the transmission is removed.

In the above vehicle drive device, the connecting member 61
In place of the above, an input switching means is interposed and a power transmission mechanism for transmitting the power to the rear differential device is additionally provided, thereby configuring a four-wheel drive vehicle drive device that shares a main part of the vehicle drive device. can do.

A drive system for a four-wheel drive vehicle based on the drive system for a vehicle will be described with reference to FIGS. 10 to 19. Here, for convenience, the same parts as those in FIGS. 1 to 8 are designated by the same reference numerals.

FIG. 10 is a diagram for explaining the outline of the drive system of the drive device for a four-wheel drive vehicle.

4 instead of the torque converter case 1 and the end cover 4 which form the transmission case 5.
A torque converter case 81 for a wheel drive vehicle is provided, and a case 82 for accommodating a transfer unit 90 for a four wheel drive vehicle and an end cover 83 are sequentially joined to the torque converter case 81.
An extension case 84 for accommodating a power transmission mechanism that transmits the output from the transfer unit 90 to the rear wheels is joined to the rear of the vehicle to form a transmission case 85 for a four-wheel drive vehicle, and an oil pan ( (Not shown).

The crankshaft 11 of the horizontally installed engine 10 has the torque converter 20 inside the torque converter case 81.
When the input shaft 21 from the torque converter 20 is connected to the primary shaft 31 of the belt type continuously variable transmission 30 inside the differential and converter housing 2, the power from the crankshaft 11 is not transmitted via the torque converter 20. It is configured to be transmitted to a primary shaft 31 of the gear transmission 30.

Then, the power continuously variable-shifted by the continuously variable transmission 30 is output to the secondary shaft 32 and input to the transfer unit 90 via the counter shaft 39 and the like, and is transferred to the front wheels by the transfer unit 90 via the front differential device 40. On the other hand, it is configured to be transmitted to the rear wheels via the propeller shaft 86, the rear differential device 87 and the like.

The oil pump 8 provided in the transmission case 85 constantly generates oil pressure to supply oil to the torque converter 20 and the like to enable oil pressure control of the continuously variable transmission 30 and to control the vehicle speed sensor 9a and throttle sensor 9
The hydraulic pressure control circuit 9 controls the hydraulic pressure of the transfer unit 90 based on the respective signals of b, the shift switch 9c, the front wheel rotation speed sensor 9d, the rear wheel rotation speed sensor 9e, the steering angle sensor 9f, and the like.

Next, the parts of the front differential device 40 and the transfer unit 90 will be described with reference to FIGS.

The front differential device 40 is
Similarly to the above, the driven gear 54 in which the cylindrical flange portion 54a is rotatably supported by the differential and converter housing 2 via the ball bearing 54b, and the torque converter case 81 is rotatably supported in the torque converter case 81 by the ball bearing 53a. It is arranged in the differential housing 41 whose diameter is formed at the joint with the substantially cylindrical transmission shaft 53.

And the front differential device 4
The structure of No. 0 is integrally formed with the front drive shaft 51 which is the first drive shaft, and is substantially cylindrical and has the driven gear 5
4 has a hollow differential case 42 which is rotatably fitted in the flange portion 54a and the transmission shaft 53.
Inside the pinion shaft 4 both ends of which are supported by the differential case 42
A pair of pinions 43b is provided by 3a, and the left and right side gears 43c and 43d mesh with both pinions 43b to form a differential gear 43.

The drive shaft 44 connected to one side gear 43c penetrates the differential case 42 from the differential case 42 to transmit power to one front wheel via a constant velocity joint, an axle shaft, etc., and is connected to the other side gear 43d. The drive shaft 45 that penetrates penetrates the differential drive case 42 and the front drive shaft 51 that is integrally formed with the differential drive case 42, projects from the end cover 83, and transmits power to the other front wheel via a constant velocity joint, an axle shaft, and the like.

The transfer unit 90 is the engine 1
No. 0 crankshaft 11, input shaft 21, primary shaft 31, secondary shaft 32, and the like are arranged in parallel with a front drive shaft 51 as a first drive shaft and a rear drive shaft 92 as a second drive shaft. are doing.

The crankshaft 11, the primary shaft 31, the secondary shaft 32, the front drive shaft 51, the rear drive shaft 92, etc., which are arranged in parallel with each other, are arranged in the direction of arrow B in FIG. In addition, the rotary shaft core 11 a of the crankshaft 11 and the primary shaft 31 are coaxially positioned in the vehicle body width direction, and the secondary shaft 32 is arranged in parallel with the primary shaft 31 at a high position behind the vehicle body with respect to the primary pulley 33. The secondary pulley 34 is arranged at a high position in the rear of the vehicle body. By arranging the front drive shaft 51 below the secondary shaft 32 and the rear drive shaft 92 parallel to the rear of the secondary shaft 32 in parallel with the vehicle body, the overall size of the drive device in the vehicle width direction and the front-rear direction is suppressed, and the drive device is made compact. As a result, the storability in the engine room is improved and the compatibility with the vehicle body equipped with the manual transmission (MT) and the automatic transmission (AT) is improved.

One end of the front drive shaft 51 integrally formed with the differential case 42 has a transmission shaft 53 and a transmission shaft 53.
Through the ball bearing 53a for supporting the torque converter case 81 and the other end of the needle bearing 5
Each of them is rotatably supported by the end cover 83 via 1c.

A spline 51a to which the sun gear 56 of the double pinion type planetary gear 55 is fitted is provided on the outer periphery of the central portion of the front drive shaft 51 in the axial direction, and a fifth multi-component serving as a fifth friction engaging element is provided on the outer periphery of the end portion. Splines 51d to which the clutch drum 116 of the plate clutch 115 fits are formed.

On the other hand, a transfer driven gear 92a is attached to one end of a rear drive shaft 92 arranged in parallel with the front drive shaft 51, and a bevel gear 92b meshing with a bevel gear 93a provided at one end of an output shaft 93 described later is attached to the other end. , Multiple ball bearings 92c
Is rotatably supported by the torque converter case 81 and the end cover 83 of the transmission case 85.

The double pinion type planetary gear 55 fitted and connected to the spline 51a formed on the outer periphery of the front drive shaft 51 in the axial direction is formed by the spline 51a.
The sun gear 56 splined to a, the ring gear 57, and the first and second pinions 58, 5 that mesh with the sun gear 56 and the ring gear 57 and mesh with each other.
9 and a carrier 6 for rotatably supporting the first and second pinions 58 and 59 via a needle bearing 60a.
0, and the power input to the ring gear 57 is transmitted to the sun gear 56 and the carrier 60 by torque distribution according to the gear specifications of the sun gear 56 and the ring gear 57, and the ring gear 57 is locked to the transmission case 85 so that the carrier 60 Sun gear 5 for input to
It has the function of rotating 6 in the opposite direction.

This double pinion type planetary gear 55
Is a thrust bearing 56a supported by the transmission shaft 53.
And the thrust bearing 56b supported by the case 82 through the ball bearing 94a and the transfer drive gear 94 hold the sun gear 56, thereby preventing movement in the axial direction.

The front drive shaft 51 is a substantially cylindrical fixed shaft 104 integrally formed with the torque converter case 81.
And an oil chamber 104A is formed by closing the space between the inner peripheral surface of the fixed shaft 104 and the front drive shaft 51 by the clutch drum 96 of the third multi-plate clutch 95 serving as a third friction engagement element. A hydraulic passage 104a communicating with the oil chamber 104A is formed in the fixed shaft 104, and an oil passage 104b is formed on the outer periphery of the fixed shaft 104.

Between the transmission shaft 53 and the double pinion type planetary gear 55, the output from the transmission shaft 53 is selectively input to the ring gear 57 or the carrier 60.
The input switching means 101 having the multi-disc clutch 95 and the fourth multi-disc clutch 105 serving as the fourth friction engagement element is provided.

The third multi-plate clutch 95 will be described. A clutch drum 96, which is arranged in place of the connecting member 61 of the two-wheel drive vehicle drive device 50, is rotatably supported on the fixed shaft 104. The clutch drum 96 is the transmission shaft 5
The clutch hub 77 is connected to the ring gear 57 of the double pinion type planetary gear 55 by fitting with a spline formed at the tip of No. 3. In this way, the third multi-plate clutch 95 is provided between the transmission shaft 53 and the ring gear 57 so as to be bypassed and capable of transmitting power. Then, the hydraulic pressure in the hydraulic chamber 98 pushes the retaining plate 100c that abuts on the snap ring 100d fixed in the clutch drum 96 via the piston 99 and the drive plate 100a between the driven plate 100b and the clutch hub 77 to transmit power. To be configured. A retainer 102a is provided on the opposite side of the piston 99 from the hydraulic chamber 98 via a piston 99a.
The pressing force of the return spring 102 is urged via a.

The fourth multi-plate clutch 105 will be described. The clutch drum 96 is also used as the third multi-plate clutch 95, and the clutch hub 107 is connected to the carrier 60 of the double pinion type planetary gear 55. Thus, the fourth multi-plate clutch 105 is provided between the transmission shaft 53 and the carrier 60 so as to be bypassed and capable of transmitting power. Then, the oil pressure in the hydraulic chamber 108 causes the piston 99 to pass through the piston 99a.
Drive plate 110a between the retaining plate 110c and the driven plate 110b and the clutch hub 107 that abut on the snap ring 110d fixed to the
Is configured to press and transmit power to the piston 99.
The pressing force of the return spring 102 is applied to a.

The transmission case 8 is rotatably mounted on the side opposite to the input switching means 101 with respect to the double pinion type planetary gear 55 via a ball bearing 94a.
5 is rotatably supported by the case 82 and the needle bearing 9
A transfer drive gear 94 is rotatably supported by the front drive shaft 51 via a shaft 4b, and a transfer driven gear 92a of a rear drive shaft 92 is meshed with the transfer drive gear 92a so that power can be transmitted.

Between the double pinion type planetary gear 55 and the transfer drive gear 94, the output from the carrier 60 of the double pinion type planetary gear 55 is selectively transmitted to the transfer drive gear 94.
The multi-plate clutch 65 is provided.

In the first multi-plate clutch 65, the clutch drum 66 is spline-connected to the transfer drive gear 94, and the clutch hub 67 is connected to the carrier 60 of the double pinion type planetary gear 55. In this way, the first multi-plate clutch 65 is interposed between the carrier 60 and the transfer drive gear 94 so as to be able to transmit power by bypassing. Then, the hydraulic pressure in the hydraulic chamber 68 pushes the retaining plate 70c, which comes into contact with the snap ring 70d fixed in the clutch drum 66 via the piston 69, and the drive plate 70a between the driven plate 70b and the clutch hub 67 to transmit power. The piston 88 biases the pressing force of the return spring 92.

The front drive shaft 5 is provided between the end of the front drive shaft 51 and the transfer drive gear 94.
Fifth multi-plate clutch 1 serving as a fifth friction engagement element for selectively transmitting power between 1 and the transfer drive gear 94
15 are provided.

In the fifth multi-plate clutch 115, the clutch drum 116 has the spline 51d of the front drive shaft 51.
To the front drive shaft 51 by connecting the clutch hub 117 to the transfer drive gear 94.
And the transfer drive gear 94 are provided so that power can be transmitted. The piston 1 is driven by the hydraulic pressure in the hydraulic chamber 118.
Retaining plate 12 that abuts snap ring 120d fixed in clutch drum 116 via 19
0c and driven plate 120b and clutch hub 11
7 is configured to press the drive plate 120 a between the drive plate 120 a and the drive plate 120 a to transmit power, and the piston 119 is biased by the pressing force of the return spring 123.

Case 8 of transmission case 85
2 and the ring gear 57 of the double pinion type planetary gear 55 are selectively connected to the transmission case 85.
A second multi-plate clutch 75, which serves as a second friction engagement element for locking the ring gear 57 by being locked to, is provided.

The second multi-plate clutch 75 is brought into contact with the snap ring 80d fixed in the case 82 via the piston 79 by the hydraulic pressure in the hydraulic chamber 78, and the retaining plate 8 is brought into contact therewith.
0c and driven rate 80b and the drive plate 80 between the clutch hub 77 provided on the ring gear 57.
a is pressed to lock the ring gear 57 to the transmission case 85, and the piston 79
The pressing force of the return spring 83 is urged to.

A retainer 93 is provided in the extension case 84 provided at the rear end of the torque converter case 81.
The output shaft 93 is pivotally supported by a pair of roller bearings 93d supported by the extension case 84 by b and spaced by a predetermined distance via a spacer 93c.

A bevel gear 93a that meshes with the bevel gear 92b provided on the rear drive shaft 92 is provided at the tip of the output shaft 93, and the other end is capable of transmitting power to the rear differential device 87 via a universal joint, a propeller shaft 86 and the like. Is composed of.

In the oil pan provided under the transmission case 85, the oil pressure from the oil pump 8 is applied to the vehicle speed sensor 9a, the throttle sensor 9b, the shift switch 9c, the front wheel speed sensor 9d, and the rear wheel speed sensor 9.
Each of the first, second, third, fourth, and fifth multi-plate clutches 65, 75, 95, 105, 115 is controlled by the hydraulic pressure control circuit 9 based on signals from the steering angle sensor 9f and the like. A control valve for selectively switching and supplying to the hydraulic chambers 68, 78, 98, 108, 118 and the continuously variable transmission 30 is provided.

Next, the operation of the four-wheel drive vehicle drive device constructed as described above will be described with reference to the schematic explanatory diagrams shown in FIGS. 14 to 18 and the first, second, third, and third driving ranges shown in FIG.
Fourth and fifth multi-plate clutches 65, 75, 95, 10
A description will be given according to a frictional engagement element operation explanatory view showing a connected state of Nos. In this friction engagement element operation explanatory view, a mark indicates 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 31 of the continuously variable transmission 30 via the torque converter 20. And primary axis 3
1, the primary pulley 33, the drive belt 35, and the secondary pulley 34 continuously change the speed of the secondary shaft 3
Output to 2. The shift output from the secondary shaft 32 is decelerated by the drive gear 38, the counter shaft 39, and the driven gear 54 to be transmitted to the transmission shaft 53 and the clutch drum 9.
It is input to the third multi-plate clutch 95 and the fourth multi-plate clutch 105 via 6. Here, in the neutral (N) range and the parking (P) range, the third and fourth multi-plate clutches 95, 105 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 95 and the first multi-plate clutch 65 are engaged, and the power transmission state is shown by the thick line in FIG. That is, hydraulic pressure is supplied to the hydraulic chamber 98 from the control valve, and the clutch drum 96 is supplied via the piston 99.
The retaining plate 100c, the driven plate 100b, and the drive plate 100a that are in contact with the snap ring 100d fixed therein are pressed, and the engaged third multi-plate clutch 95 causes the transmission shaft 53 to move to the ring gear 57 of the double pinion type planetary gear 55. While transmitting power, the retaining plate 70c, the driven plate 70b, and the drive plate 70a are pressed and engaged with the snap ring 70d of the first multi-plate clutch 65 via the piston 69 by the hydraulic pressure supplied to the hydraulic chamber 68. The first multi-plate clutch 65 connects the carrier 60 of the double pinion type planetary gear 55 and the transfer driven gear 94 so that power can be transmitted.

Therefore, in the double pinion type planetary gear 55, as shown in FIG. 15, the ring gear 57 on the input side meshes with the first pinion 58, and the second pinion 59 meshing with the first pinion 58 meshes with the sun gear 56. Also, the carrier 60 is rotated in the same direction as the ring gear 57 so that the sun gear 56 and the carrier 60 are differentially rotated while transmitting torque at a predetermined distribution ratio. The front drive shaft 51 is spline-fitted to the sun gear 56. And a transfer drive gear 94, which is coupled to the carrier 60 so as to be capable of transmitting power, in the same direction as the ring gear 57, and outputs it to a transfer driven gear 92a meshing with the transfer drive gear 94 to rotate the rear drive shaft 92 in the opposite direction to the ring gear 57. To drive. Then, during torque transmission, the first and second pinions 5
It functions as a so-called center differential device that absorbs the rotation difference between the sun gear 56 and the carrier 60 by the rotation and revolution of 8, 59.

The torque distribution of the double pinion type planetary gear 55 will be described below with reference to the schematic diagram of FIG.

The input torque of the ring gear 57 is Ti, the front side torque of the sun gear 56 is TF, and the carrier 60 is
TR is the rear torque and Z is the number of teeth on the sun gear 56.
If S and the number of teeth of the ring gear 57 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 56 and the number of teeth ZR of the ring gear 57.

When ZS = 37 and ZR = 82, 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 115 includes the hydraulic chamber 1
Snap ring 1 via piston 119 with hydraulic pressure of 18
20d, the retaining plate 120c, the driven plate 120b and the drive plate 120a are pressed to generate the clutch torque Tc, and the clutch torque Tc is variably controlled by the hydraulic pressure from the control valve controlled by the hydraulic control circuit 9.

Here, the front wheel rotation speed NF and the rear wheel rotation speed NR detected by the front wheel rotation speed sensor 9d and the rear wheel rotation speed sensor 9e are input to the hydraulic control circuit 9, but TF <when traveling on a slippery road surface. Since the rear wheel always slips first with the reference torque distribution of TR rear wheel bias, the slip ratio S
= NF / NR (S> O). For the slip ratio S and the steering angle ψ input from the steering angle sensor 9f to the hydraulic control circuit 9, the clutch pressure Pc is searched from the map of the hydraulic control circuit 9 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 set in accordance with the decrease of the slip ratio in the slip state of S <1.
When c is increased and the slip ratio S becomes equal to or less than the set value S ₁ , P
_Set to _max . The line pressure is adjusted to the clutch pressure Pc to variably control the clutch torque Tc of the fifth multi-plate latch 115.

Therefore, the fifth multi-plate clutch 115 individually configures a bypass system 125 from the sun gear 56 to the sun gear 56 via the front drive shaft 51 and the transfer drive gear 94. This bypass system 125
Then, when the rear wheels slip, the transfer unit 9
Within 0, the differential function of rear wheel rotational speed NR> rotational speed of ring gear 57> front wheel rotational speed NF is established, and the front drive shaft 51 moves from the transfer drive gear 94 to the fifth multi-plate clutch in accordance with the clutch torque Tc. The clutch torque is increased by Tc and transmitted to the front drive shaft 51 via 115, and a torque obtained by subtracting the clutch torque Tc flowing to the front wheels is input to the transfer driven gear 92a which meshes with the transfer drive gear 94. The torque is also transmitted to 92, and as a result,
The front and rear wheel torques TF and TR are as follows.

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 125 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. When the above-mentioned slip S becomes equal to or less than the set value, the differential limiting torque is maximized together with the hydraulic pressure of the fifth multi-plate clutch 115, and the sun gear 56 and the carrier 60.
Connect directly to. For this reason, the transfer unit 90 is differentially locked, and the direct drive type four-wheel drive traveling with the torque distribution corresponding 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 <rotation speed of ring gear 57 <front wheel rotation speed NF is established in the transfer unit 90, and the transfer torque is transferred from the front drive shaft 51 according to the clutch torque Tc. The torque is transmitted to the drive gear 94, and the torque obtained by subtracting the clutch torque Tc flowing to the rear wheels from the front drive shaft 51 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 the clutch torque Tc is generated when the front wheel slip occurs. 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 115 and the sun gear 56 and the carrier 60 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 115 is reduced and corrected by the steering angle ψ. Therefore, the differential limitation of the transfer unit 90 can be reduced to sufficiently absorb the rotational speed difference, the tight corner braking phenomenon can be avoided, and the maneuverability is ensured satisfactorily.

In the reverse (R) range, which is the reverse stage,
The third multi-plate clutch 95 and the first multi-plate clutch 65 are disengaged, and the fourth multi-plate clutch 105, the fifth multi-plate clutch 115 and the second multi-plate clutch 75 are engaged, and FIG.
The power transmission state shown in FIG. 7 is indicated by a thick line. That is, hydraulic pressure is supplied from the control valve to the hydraulic chamber 108, and the snap ring 110d, the retaining plate 110c, the driven plate 110 are supplied via the piston 99a.
b and the drive plate 110a are pressed to engage the fourth multi-plate clutch 105 to transmit power from the transmission shaft 53 to the carrier 60 of the double pinion type planetary gear 55, and at the same time, to the piston 7 by the hydraulic pressure supplied to the hydraulic chamber 78.
The ring gear 57 is locked and fixed to the transmission case 85 by a second multi-plate clutch 75 that presses and engages the snap ring 80d, the retaining plate 80c, the drive plate 80a, and the driven plate 80b via the shaft 9. Then, the snap ring 120d, the retaining plate 120c, the driven plate 120b via the piston 119 by the hydraulic pressure supplied to the hydraulic chamber 118.
The drive plate 120a is pressed to enable power transmission from the front drive shaft 51 to the transfer drive gear 94 by the fifth multi-plate clutch 115.

Therefore, the double pinion type planetary gear 55 is, as shown in FIG. 18, the first and second pinions 58 and 59 meshed with each other by the rotation of the carrier 60 on the input side.
Rotate in the opposite direction to each other and rotate along the ring gear 57 to rotate the sun gear 56 in the opposite direction to the carrier 60 to rotate the front drive shaft 51 in the opposite direction to the input side.
And the front drive shaft 51 is the fifth multi-plate clutch 11
The power is transmitted to the transfer drive gear 94 via 5 and the rear drive shaft 92 is rotationally driven in the opposite direction to the front drive shaft 51.

Therefore, the input from the transmission shaft 53 is the ring gear 57 of the double pinion type planetary gear 55 which is the second gear.
By locking the transmission case 85 with the multi-plate clutch 75 of the front drive shaft 51 and the rear drive shaft 9 in the direction opposite to the drive (D) range state.
2 is output to this double pinion type planetary gear 5
Reference numeral 5 has a forward / reverse switching function.

In this case, the gear ratio output to the front drive shaft 51 and the rear drive 92 with respect to the input of the carrier 60 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 60
Is transmitted to the transfer drive gear 94 according to 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, the 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 clutch torque Tc is reduced to flow the input torque Ti to the front wheel side, and the front wheel torque is positively increased to control 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 115 to directly connect the front drive shaft 51 and the transfer drive gear 94, which corresponds to the axial load distribution of the front and rear wheels. Running performance is maximized by direct-drive four-wheel drive with the above torque distribution. When the vehicle further turns, the steering angle ψ reduces the differential limiting torque of the fifth multi-plate clutch 115, 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 described above,
A front drive shaft 51 and a rear drive shaft 92, which respectively transmit power to a front differential device 40 or a rear differential device 87 that is configured to be transmitted to the output side of the belt type continuously variable transmission 30, are arranged in parallel with the crankshaft 11 of the engine 10 in a horizontal position. A double pinion type planetary gear 55 to which the sun gear 56 is connected is provided on the front drive shaft 51. No. 2 multi-plate clutch 75, third multi-plate clutch 95 for transmitting the output from the continuously variable transmission 30 to the ring gear 57, fourth multi-plate clutch 105 for transmitting to the carrier 60, front drive shaft 5
A fifth multi-plate clutch 115 for connecting the rear drive shaft 92 and the rear drive shaft 92 to each other in a power-transmittable manner is provided, and each of the first, second, third, fourth, and fifth multi-plate clutches 65, 75, 95,
By selectively controlling 105 and 115, appropriate torque distribution and differential limitation to the front drive shaft 51 and the rear drive shaft 92 in the forward drive (D) range and the reverse reverse (R) range are performed. It functions as a center differential device that enables it to obtain good traveling performance, and also functions as a forward / reverse switching device when switching between the drive (D) range and the reverse (R) range.

Therefore, the conventional double pinion type planetary gears, which individually function as the center differential device and the forward / reverse switching device, respectively, are required, but both functions are achieved by a single double pinion type planetary gear and high performance is maintained. While the structure and control of the drive unit can be simplified and the weight can be reduced, the cost can be reduced and the size of the drive unit can be reduced. In particular, the overall length in the vehicle width direction can be shortened. Are sufficiently separated from each other, the crash stroke at the time of a side collision is secured with the increase between the side wall of the engine room and the drive unit, and it can be effectively used as a work space when the transmission is attached / detached, and the degree of freedom in vehicle design is increased. Increase.

Further, instead of the torque converter 20, it is also possible to use an electromagnetic clutch or a wet clutch as a starting clutch. In this case, the belt type continuously variable transmission 30 in the neutral (N) range and the parking (P) range.
Of the continuously variable transmission 30 by shutting off the input to the primary shaft 31 of
Subsequent power transmission will be lost.

According to the embodiment described above, the torque converter 20, the belt type continuously variable transmission 30 are provided between the two-wheel drive vehicle drive device and the four-wheel drive vehicle drive device.
The front differential device 40, the diff-and-converter housing 2 for accommodating them, the side cover 3 and, of course, the transfer units 40 and 90 include double pinion type planetary gears 55, first and second multi-plate clutches 65, 75, and other main parts. Common use is achieved, and power is applied to the third, fourth and fifth multi-plate clutches 95, 105, 115 and the rear differential device such as the transfer drive gear 94 and the rear drive shaft 92 based on the two-wheel drive vehicle drive device. By additionally disposing the power transmission mechanism for transmitting, the main part of the drive device for a four-wheel drive vehicle can be configured relatively easily, and the manufacturing cost can be significantly reduced.

[0118]

According to the vehicle drive device of the present invention described above, the drive shaft is arranged in parallel with the crank shaft of the transverse engine, and the double pinion type planetary gear is provided coaxially with the drive shaft. Since the second frictional engagement element is selectively operated to switch between forward and backward, the drive unit can be made compact, and the degree of freedom in designing the vehicle body, the crash stroke, and the work space when the transmission is detached can be secured.

Further, by interposing the input switching means between the transmission and the double pinion type planetary gear and additionally disposing the power transmission mechanism, the main portion of the drive unit for a four-wheel drive vehicle can be relatively easily manufactured. Can be configured, there are many common parts, and a significant reduction in manufacturing cost can be achieved.

[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 likewise a cross-sectional view illustrating a vehicle drive device.

FIG. 3 is likewise an enlarged view of a main part of the cross-sectional view shown in FIG.

FIG. 4 is also an explanatory view of the main part arrangement as seen from the direction of arrow A in FIG.

FIG. 5 is likewise a schematic illustration showing the operation.

FIG. 6 is likewise a schematic illustration showing the operation.

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

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

FIG. 9 is likewise an operation explanatory view of the friction engagement element showing the operation.

FIG. 10 is also a diagram showing an outline of the vehicle drive device of the present invention.

FIG. 11 is likewise a sectional view illustrating a vehicle drive device.

FIG. 12 is also an enlarged view of a main part of the cross-sectional view shown in FIG. 11.

FIG. 13 is an explanatory diagram of the main part layout, similarly viewed from the direction of arrow B in FIG. 11.

FIG. 14 is likewise a schematic illustration showing the operation.

FIG. 15 is likewise a schematic illustration showing the operation.

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

[Explanation of symbols]

 10 engine 11 crankshaft 20 torque converter 30 belt type continuously variable transmission 31 primary shaft 32 secondary shaft 33 primary pulley 34 secondary pulley 35 drive belt 40 front differential device 51 front drive shaft 53 transmission shaft 55 double pinion type planetary gear 56 sun gear 57 ring gear 58 first pinion 59 second pinion 60 carrier 61 connecting member 63 input member 65 first multi-plate clutch 75 second multi-plate clutch 87 rear differential device 92 rear drive shaft 94 input switching means 95 third multi-plate Clutch 105 Fourth multi-plate clutch 115 Fifth multi-plate clutch

Claims (7)

[Claims] 1. A horizontal 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 and 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 a power 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 horizontal engine, a transmission to which an output from this engine is input, a front drive shaft which is arranged in parallel with a crank shaft of the engine and transmits power to a front differential device, and a sun gear is a front. It has a double pinion type planetary gear that is capable of transmitting power to the drive shaft, a transmission shaft to which the output from the transmission is input, and a connecting member that is capable of transmitting power to the transmission shaft. An input member for transmitting the output of the planetary gear, a first frictional engagement element for selectively transmitting the output from the carrier of the planetary gear to the front drive shaft, and a first frictional engagement element for selectively rotationally locking the ring gear of the planetary gear. And two friction engagement elements, the forward gear having a first friction engagement element in a power transmission state and a second friction engagement element. The drive device for a vehicle, wherein the friction engagement element is in a ring gear rotation permitting state, and in the reverse stage, the first friction engagement element is in a released state and the second friction engagement element is in a ring gear rotation locked state. . 4. In the case of four-wheel drive, a rear drive shaft, which 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 is provided, and the connecting member is an input switching means for selectively transmitting power from the transmission shaft to the ring gear of the planetary gear and the carrier, the first frictional engagement. The element is capable of transmitting the output 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.