JPH11280868A - Vehicular drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a compact vehicular drive device which can reduce the stirring resistance of a lubricant and be easily changed to the drive device for a four-wheel-drive vehicle. SOLUTION: A longitudinally installed engine 10, torque converter 20, belt type continuously variable transmission 30 are connected in order; an output shaft 51 is arranged on the same shaft as the crankshaft 11 of the engine 10; a front drive shaft 53 for transmitting the power from the output shaft 51 is arranged on the downside of the output shaft 51; and a hub 56 fitted to the output shaft 51, a double pinion type planetary gear 60 having a sun gear 61 formed on the hub 56, a first multi-plate clutch 70 for transmitting the power from a transmission 30 to a carrier 65 and a second multi-plate brake 80 for rotatingly and engagingly locking a ring gear 62 selectively are provided. The power is transmitted by the selective operation of the first multi-plate clutch 70 and the second multi-plate brake 80 and the switching of forward/backward movement.

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 arranged engine.

[0002]

2. Description of the Related Art Conventionally, there is a prior art in Japanese Utility Model Laid-Open No. 63-84453 concerning a drive device in which an engine and a transmission are arranged vertically.

In this prior art, an engine, a torque converter, a primary shaft of a belt type continuously variable transmission, and a planetary gear type forward / reverse switching device are coaxially arranged in a vehicle longitudinal direction. A drive system is shown in which a secondary shaft of the machine is disposed below the input drive system, another planetary gear type speed reducer is provided on the secondary shaft, and power is transmitted to front wheels or rear wheels.

However, in this drive device, the input drive system such as the engine, the torque converter, the forward / reverse switching device, and the primary shaft of the transmission is coaxially arranged in the vehicle longitudinal direction. Since the output drive system such as a secondary shaft is disposed apart from the shaft below the input drive system, the input drive system is relatively high, and the rear part of the drive system is It is housed and installed in the engine room while protruding greatly into the tunnel formed in the lower part of the room.

[0005] With the overhang of the driving device, the tunnel greatly extends into the vehicle interior, and the toe board for partitioning the engine room and the vehicle interior is pushed to the vehicle interior side, so that the effective living space in the vehicle interior is restricted and the livability is reduced. The drive unit and the toe board are located close to each other, and if a sufficient crash stroke is required in the event of a frontal collision, the habitability will be further affected, and the working space in the engine room will be difficult to obtain. Smooth operations such as attaching and detaching the device and maintenance may be hindered.

As a countermeasure, the primary shafts of the engine, the torque converter and the belt-type continuously variable transmission are arranged coaxially in the longitudinal direction of the vehicle body, and a secondary drive system as an output drive system of the belt-type continuously variable transmission below the engine. A forward-reverse switching device is arranged on the shaft side, and the output from the transmission is configured to be transmitted to a differential device by a drive shaft via the forward-reverse switching device to reduce the length of the vehicle in the longitudinal direction. Can be considered.

[0007]

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 of the vehicle in the longitudinal direction is reduced, the forward / reverse switching device is arranged vertically below the engine, so the overall height of the drive device is increased and the so-called slant nose, which lowers the engine hood, is limited. The degree of freedom is restricted by vehicle design. When changing to a drive system for a four-wheel drive vehicle based on this, it is necessary to further branch the output from the forward / reverse switching device, and a power distribution device is provided between the forward / reverse switching device and the differential device. It must be interposed, and the lower part of the engine protrudes greatly, and the structure becomes complicated, which is not preferable. In order to reduce the overall height of the driving device, it is conceivable to incline the engine side rightward or leftward, but a problem arises in terms of compatibility with other driving devices in a vehicle.

On the other hand, in general, a transmission case accommodating a front differential device, a belt-type continuously variable transmission, a forward / reverse switching device and a power distribution device is continuously and integrally formed, and a front differential device in which a differential oil is used. Except for the above, the belt-type continuously variable transmission, the power distribution device, and the like have a structure in which the same lubricating oil (ATF) is used to lubricate them. ,
Part of the forward / reverse switching device, the power distribution device, and the like will be submerged below the stationary oil level of the lubricating oil.

When the vehicle is driven in this state, the lubricating oil flows around the forward / reverse switching device and the power distribution device. This entrainment phenomenon becomes conspicuous as the vehicle speed increases, and the stirring resistance of the lubricating oil increases, so that the power transmission efficiency decreases and the fuel efficiency deteriorates.

[0010] Further, in the engine room structure having the same shape, compatibility with a belt-type continuously variable transmission, a manual transmission (manual transmission, MT), a stepped automatic transmission (automatic transmission, AT), and the like is provided. If the overall length and the outer circumference of the transmission case, that is, the so-called waist circumference, are made substantially the same as those of the manual transmission that can be designed to be relatively compact, the support member mounted on the vehicle and the exhaust system can be shared.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in view of the foregoing, and it is an object of the present invention to provide a compact drive device, a reduced agitation resistance of lubricating oil, and a common use of components. Accordingly, it is an object of the present invention to provide a vehicle drive device that can be changed to a drive device for a four-wheel drive vehicle having excellent in-vehicle compatibility.

[0012]

According to a first aspect of the present invention, there is provided a vehicle driving apparatus for a vehicle, comprising: a vertically arranged engine; a transmission to which an output from the engine is input; A drive shaft disposed below the crankshaft for transmitting power to a differential device; a double pinion type planetary gear disposed substantially coaxially with the crankshaft; and a transmission provided on a carrier of the double pinion type planetary gear. A first frictional engagement element for transmitting the output from the transmission, an input member for transmitting the output from the transmission to the sun gear of the double pinion type planetary gear, and an output from the double pinion type planetary gear for the drive shaft. Output means for transmitting and second frictional engagement for rotationally locking the ring gear of the double pinion type planetary gear And a prime, the first and second
Is selectively operated to switch back and forth.

According to the first aspect of the present invention, the double pinion type planetary gear serving as the forward / reverse switching device, the first and second frictional engagement elements are disposed substantially coaxially with the engine crankshaft, and the drive shaft is provided. Since it is arranged in parallel below the crankshaft, it is possible to achieve compactness without increasing the height of the driving device, and further to provide lubricating oil below the double pinion type planetary gear, the first and second frictional engagement elements, and the like. And the oil pan for storing the control valve and the like can be efficiently arranged, and the rotating parts such as the double pinion type planetary gears and the frictional engagement elements of the first and second multi-plates are relatively high. The agitation resistance is reduced by the lubricating oil during traveling, so that the power transmission efficiency and the fuel efficiency can be improved, and the deterioration of the lubricating oil can be prevented.

According to a second aspect of the present invention, in the vehicle drive system according to the first aspect, the first friction engagement element is configured to transmit the output from the transmission to the carrier by the first friction engagement element, and
The friction engagement element is in a ring gear rotation allowable 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.

According to the second aspect of the present invention, the forward / reverse switching can be performed by the selective operation of the first and second friction engagement elements, and an appropriate gear ratio can be obtained according to the number of teeth of the sun gear and the ring gear. Can be

According to a third aspect of the present invention, in the case of four-wheel drive, the engine is disposed vertically, a transmission to which an output from the engine is input, and the engine is disposed below the crankshaft of the engine. A front drive shaft for transmitting power to a front differential device, an output shaft disposed substantially coaxially with respect to the crankshaft and transmitting power to the front live shaft, and an allowable distance between the transmission and input switching means. A double pinion type planetary gear disposed coaxially with the output shaft; a first frictional engagement element for transmitting power from a transmission to a carrier of the double pinion type planetary gear; and the double pinion type planetary gear. The input member for transmitting the output from the transmission to the sun gear and the output from the double pinion type planetary gear And output means for power transmission to the output shaft,
A second frictional engagement element for rotatably locking the ring gear of the double pinion type planetary gear, wherein the first frictional engagement element transmits power from the transmission to the carrier in the forward gear and the second frictional engagement The 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.

According to the third aspect of the present invention, a double pinion type planetary gear serving as a forward / reverse switching device, the first and second planetary gears.
Is arranged substantially coaxially with the crankshaft of the engine, and the front drive shaft is arranged in parallel below the crankshaft. Therefore, in addition to the effects of the invention of claims 1 and 2, the transmission A drive device for a two-wheel drive vehicle is provided, in which a drive device for a four-wheel drive vehicle described later is easily provided by separating the drive device from a double pinion type planetary gear by an allowable distance between input switching means.

According to a fourth aspect of the present invention, in the vehicle drive device of the third aspect, in the case of four-wheel drive, the rear is disposed substantially coaxially with respect to the crankshaft and transmits power to a rear differential device. A drive shaft, power transmission means arranged in place of the output means for transmitting the output from the carrier of the double pinion type planetary gear to the rear drive shaft, and output from the sun gear of the double pinion type planetary gear to the output shaft. A fourth frictional engagement element for transmitting power to the power transmission means, a fifth frictional engagement element for transmitting power between the power transmission means and the output shaft, and an output from the transmission to a ring gear of the double pinion type planetary gear. A third friction engagement element for selectively transmitting power, wherein the first friction engagement element transmits an output from the transmission to the double pinion type planetary gear. Form an input switching means for selectively power transmission output from the transmission by the first and third friction engagement elements can be power transmitted to the sun gear of the gear to the sun gear and the ring gear of the double pinion planetary gear,
By selectively operating the friction engagement elements, the input from the transmission is transmitted to the output shaft and the rear drive shaft through the double pinion type planetary gear at a predetermined ratio of power distribution and forward / reverse switching. It is characterized by the following.

According to a fourth aspect of the present invention, in the third aspect of the invention, the third, fourth, and fifth frictional engagement elements, a rear drive shaft for transmitting power to a rear differential device, and the like are additionally provided. By doing so, the two-wheel drive vehicle drive device according to the third aspect of the invention can be relatively easily changed to a four-wheel drive vehicle drive device.

According to a fifth aspect of the present invention, in the vehicle driving device of the fourth aspect, the third and fourth frictional engagement elements are in a power transmission state in the forward drive stage, and the double pinion type planetary gear is in communication with the carrier. It functions as a center differential device for distributing power to the sun gear at a predetermined ratio, and performs differential limitation between the carrier and the sun gear with the fifth frictional engagement element in a power transmission state.

According to the fifth aspect of the present invention, in the forward gear, the output from the transmission is input to the ring gear of the double pinion type planetary gear, and the power is distributed by the specifications of the double pinion type planetary gear to transfer the power from the carrier to the rear drive shaft. Power is transmitted from the sun gear to the front drive shaft via the fifth frictional engagement element, and the fourth frictional engagement element restricts the differential to enable proper traveling.

According to a sixth aspect of the present invention, in the vehicle driving device of the third or fifth aspect, the second frictional engagement is performed when the first and fourth frictional engagement elements are in a power transmission state. The element is characterized by being in a ring gear rotation locked state.

According to the sixth aspect of the present invention, the output from the transmission is input to the sun gear of the double pinion type planetary gear whose ring gear is rotationally locked by the second frictional engagement element, and is inverted to the carrier of the double pinion type planetary gear. Output after deceleration, from carrier to rear drive shaft
Further, a driving force is transmitted to the front drive shaft via the fourth frictional engagement element in a direction opposite to that of the forward drive shaft.

[0024] The invention according to claim 7 is the invention according to claims 1 to 6.
In the vehicle drive device, the transmission, a primary shaft disposed substantially coaxially with the crankshaft of the engine, and a secondary shaft disposed in parallel with the primary shaft,
A primary pulley and a secondary pulley respectively provided on the primary shaft and the secondary shaft, and a drive belt wound around the primary pulley and the secondary pulley; and a drive belt for the primary pulley and the secondary pulley of the drive belt. It is a belt-type continuously variable transmission that changes the ratio of the winding diameter in a stepless manner.

According to the seventh aspect of the present invention, the transmission is constituted by a belt-type continuously variable transmission having a primary shaft arranged coaxially with the crankshaft of the engine, whereby the drive unit can be made more compact. can get.

[0026]

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

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

Reference numeral 10 denotes a vertically arranged engine.
Torque converter 20 joined to vertical engine 10
Converter housing 1 for accommodating the belt-type continuously variable transmission 30 and the front differential 40 behind the torque converter case 1, and a bearing plate 3 described below behind the differential and converter housing 2. A case 4 accommodating the forward / reverse switching device 50 and an end case 5 located behind the case 4 and closing the rear end of the case 4 are sequentially joined to form a transmission case 6, and a lower portion of the transmission case 6 is formed. The oil pan 7 is attached to.

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

The power continuously variable by the continuously variable transmission 30 is output to the secondary shaft 32, and the output from the secondary shaft 32 is input to the forward / reverse switching device 50 inside the case 4, and the differential is output by the forward / reverse switching device 50. Power is transmitted to the front wheels via a device, for example, a front differential device 40.

Next, the torque converter 20, the belt type continuously variable transmission 30, the front differential device 40, and the forward / reverse switching device 50 will be sequentially described with reference to FIGS.

The torque converter 20 has an input rotatably supported coaxially and rotatably on the crankshaft 11 via a ball bearing in the differential and converter housing 2 and the bearing plate 3 as shown in a sectional view of a main part in FIG. It has a shaft 21.

The input shaft 21 is rotatably surrounded by a stator shaft 22 having a cylindrical outer periphery and a flange provided at a base end bolted to the differential and converter housing 2. An oil pump drive shaft integrally connected to the impeller 24 is rotatably supported.

The impeller 24 has its outer periphery integrally connected to the outer periphery of the front cover 25, and
Is driven to rotate integrally with the crankshaft 11 by being bolted to the crankshaft 11 via a starter gear 25a and a drive plate 26 provided on the outer periphery of the crankshaft 11.

A turbine 27 is spline-fitted to the input shaft 21 so as to face the impeller 24.
A stator 28 supported by a stator shaft 22 via a one-way clutch is interposed between the stator shaft 22 and the turbine 27, and an oil pump 8 that is rotationally driven by an oil pump drive shaft is provided at a base end of the stator shaft 22. .

When the crankshaft 11 rotates, the impeller 24 is driven to rotate, and the turbine 2
By transmitting torque in the same direction as rotation of the impeller 24 to the input shaft 7, the input shaft 21 that is spline-fitted with the turbine 27 is rotationally driven.

The belt-type continuously variable transmission 30 includes a primary shaft 31 and a secondary shaft 32 arranged in parallel with each other, a primary pulley 33 and a secondary pulley 34 provided on the primary shaft 31 and the secondary shaft 32, respectively. Drive belt 3 wound between 33 and 34
5, the drive belt 3 for each pulley 33, 34 is changed by changing the pulley groove width of each pulley 33, 34.
The ratio is changed steplessly by changing the ratio of the effective winding diameter of No. 5.

For this reason, the primary pulley 33 provided on the primary shaft 31 formed integrally with the input shaft 21
Are fixed sheaves 3 formed integrally with the primary shaft 31.
3a and a movable sheave 33b capable of moving the fixed sheave 33a in the axial direction.

On the back surface of the movable sheave 33b opposite to the fixed sheave 33a, a first piston 37 having a substantially inverted L-shaped cross section is provided.
The first piston 37a forms a hydraulic chamber 37A in cooperation with a bottomed cylindrical first cylinder 37b whose center is fixed to the primary shaft 31, and a back surface of the movable sheave 33b. A second piston 37c fixed to the first cylinder 37b is fitted to a second cylinder 37d provided integrally with the first cylinder 37b to form a hydraulic chamber 37B, and the movable sheave 33b is moved in a direction to reduce the pulley groove width. Is provided with a hydraulic actuator 37 having a spring for urging the hydraulic actuator.

Hydraulic chambers 37A, 37
An oil passage communicating with B is formed, and is controlled by the hydraulic control unit 9 based on the throttle opening and the like, and is supplied to the hydraulic chambers 37A and 37B of the hydraulic actuator 37 via an oil passage and the like formed in the bearing plate 3. By moving the movable sheave 33b along the primary shaft 31 by the hydraulic pressure to be discharged, the width of the pulley groove is movably controlled.

On the other hand, a secondary shaft 32 arranged in parallel with the primary shaft 31 is rotatably supported on the differential and converter housing 2 and the bearing plate 3 via a ball bearing, and a secondary pulley 34 provided on the secondary shaft 32 is , A fixed sheave 34a integrally formed with the secondary shaft 32, and a movable sheave 34b capable of moving the fixed sheave 34a in the axial direction.

A substantially cylindrical cylinder 36a is fixed to the back surface of the movable sheave 34b, and the hydraulic chamber 36 cooperates with a piston 36b whose center is fixed to the secondary shaft 32.
A hydraulic actuator 36 having a spring for urging the movable sheave 34b in the direction of forming A and reducing the pulley groove width is provided.

The hydraulic chamber 36 of the hydraulic actuator 36 is controlled by the hydraulic control unit 9 based on the opening degree of the slot and the like, via an oil passage, a sleeve and the like formed in the case 4.
A is configured to supply and discharge hydraulic pressure to A, and a drive sprocket 39 is provided at one end of the secondary shaft 32.

Here, the movable sheave 34b of the secondary pulley 34 is supplied to and discharged from the hydraulic chambers 37A, 37B, and 36A because the hydraulic area of the movable sheave 33b of the primary pulley 33 is larger than the pressure receiving area of the primary pulley 33 which receives the hydraulic action. According to the hydraulic pressure, the pulley groove widths of the primary pulley 33 and the secondary pulley 34 change in an opposite relationship, and each pulley 33,
The ratio of the effective winding diameter of the drive belt 35 to the drive belt 35 is steplessly changed, and the power that is continuously variable is transmitted to the secondary shaft 32.
Output to

The front differential device 40 comprises:
A front drive shaft 53 rotatably supported by the bearing plate 3 via a taper roller bearing 53a intersects and meshes with a crown gear 43 attached to a crown gear attachment member of the differential case 41.

On the other hand, the differential case 41 has a pinion shaft 44
a, a pair of pinions 44b is provided, and a differential gear 44 is constituted by left and right side gears 44c meshing with both pinions 44b.
Is transmitted to the front wheels via a constant velocity joint, an axle shaft, or the like.

Next, the forward / reverse switching device 50 will be described with reference to FIG. 2 and FIG.

The forward / reverse switching device 50 is disposed substantially coaxially with the crankshaft 11, the input shaft 21, the primary shaft 31 and the like of the engine 10, and is disposed in parallel below the output shaft 51. The front drive shaft 53 is provided.

The arrangement from the direction of arrow A in FIG. 2 is shown in FIG.
a, the input shaft 21, the primary shaft 31, and the output shaft 51 are coaxially positioned substantially on the center line of the vehicle width in the front-rear direction of the vehicle, and the secondary shaft 32 is arranged at substantially the same height as the primary shaft 31 and parallel to the side. Then, the primary pulley 33 and the secondary pulley 34 are arranged at substantially the same height. Reference numeral B denotes a tunnel formed below the vehicle body.

The front drive shaft 53 is disposed between the primary shaft 31 and the secondary shaft 32 in a plan view and below and meshes with the crown gear 43 so as to ensure consistency with the continuously variable transmission 30. The size is reduced by reducing the size of the whole in the vertical direction.

The output shaft 51 has a transfer driven gear 5 attached to a front drive shaft 53 at the end thereof.
A transfer drive gear 51a always meshing with the gear 4 is formed, and a spline 51b is formed at the rear end. The tip of the output shaft 51 is a ball bearing 5
A shaft support member 4 bolted to the bearing plate 3 via 1d
8 is rotatably supported on the rear end portion, and the rear end portion is connected to a parking gear 52 rotatably supported on the case 4 and the end cover 5 via a ball bearing 52a and a needle bearing 52b while being fitted to a spline 51b. ing.

On the other hand, a fixed shaft 55 is provided on the bearing plate 3 via a shaft support member 48. The fixed shaft 55 has a substantially cylindrical shape surrounding the output shaft 51, and is attached by fixing a flange portion provided at the base end to the shaft support member 48 with a bolt. The fixed shaft 55 is rotatable via a thrust bearing. Is fitted with the hub 56.

The hub 56 has a substantially cylindrical shape, and its base end is rotatably supported on a fixed shaft 55 via a needle bearing, and is connected to the drive sprocket 39 via a silent chain 49 so as to transmit power. The sprocket 57 is coupled, and the inner diameter at the tip is rotatably supported on the output shaft 51 via a bearing metal.

A sun gear 61 of a double pinion type planetary gear 60 is integrally formed on the outer periphery of the distal end of the hub 56. The double pinion type planetary gear 60 is composed of a sun gear 6.
1, a ring gear 62, a first gear and a second gear which mesh with each other and mesh with each other with the sun gear 61 and the ring gear 62.
Pinions 63, 64, and first and second pinions 6
And a carrier 65 that rotatably supports the gears 3 and 64 via needle bearings. The power input to the carrier 65 is transmitted to the output shaft 51 as it is, and the ring gear 62 is locked to the case 4 to form the sun gear 61. It has a function of rotating the carrier 65 in the opposite direction with respect to the sun gear 61 by the input power.

Between the driven sprocket 57 and the double pinion type planetary gear 60, there is sufficient interposition of a first multi-plate clutch 70 serving as a first frictional engagement element for inputting an output from the driven sprocket 57 described later to the carrier. A gap L is provided, where the driven sprocket 5
A first multi-plate clutch 70 for inputting the output from the carrier 7 to the carrier 65 is provided.

In this first multi-plate clutch 70, a clutch drum 71 is rotatably supported on a fixed shaft 55 via a bush and is connected to a driven sprocket 57. A clutch hub 72 is connected to a carrier 65 of a double pinion type planetary gear 60. Join. Thus, the first multi-plate clutch 70 is interposed between the driven sprocket 57 and the carrier 65 so as to be able to transmit power, bypassing the bypass.

The drive plate 75a and the driven plate 75b are pressed by a hydraulic pressure in a hydraulic chamber 73 formed by the hub 56 and the clutch drum 71 via a piston 74 to transmit power. Piston 74
A retainer 76 is provided on the opposite side of the hydraulic chamber 73 to apply a pressing force of a return spring 77 to the piston 74.

Between the case 4 and the ring gear 62 of the double pinion type planetary gear 60, a second frictional engagement element for selectively locking the ring gear 62 to the case 4 and fixing the ring gear 62 is provided. A multiple disc brake 80 is provided.

The second multi-plate brake 80 is connected to the clutch hub 8
2 is provided on the ring gear 62, and the drive plate 85 a and the driven plate 85 b disposed between the case 4 and the clutch hub 82 are pressed against each other by the hydraulic pressure of the hydraulic chamber 83 via the piston 84 to lock the ring gear 62 to the case 4. It is configured to be fixed, and the pressing force of the return spring 87 is applied to the piston 84.

The carrier 65 of the double pinion type planetary gear 60 and the parking gear 52 are connected so as to be able to transmit power by engaging means, for example, spline fitting.

In an oil pan 7 provided below the transmission case 6, the oil pressure from the oil pump 8 is provided below the output shaft 51, the first multi-plate clutch 70, the second multi-plate brake 80, and the like. The first multiple disc clutch 7 is controlled by a hydraulic control unit 9 based on signals from a throttle sensor 9b, a shift switch 9c, and the like.
0, a control valve 88 for supplying and discharging the hydraulic chambers 73 and 83 of the second multi-plate brake 80 and the continuously variable transmission 30
Is provided.

Next, the operation of the vehicle driving device thus configured will be described with reference to the schematic explanatory views shown in FIGS. 5 to 8 and the first multiple disc clutch 70 and the second multiple disc brake in each traveling range shown in FIG. The operation will be described with reference to the explanatory diagram of the operation of the frictional engagement element showing the connection state of 80. In the explanatory diagram of the operation of the frictional engagement element, a circle indicates that the corresponding first multi-disc clutch 70 or second multi-disc brake 80 is engaged or activated.

First, the power of the engine 10 is supplied from the crankshaft 11 through the torque converter 20 to the continuously variable transmission 30.
Is input to the primary axis 31. And the primary axis 3
1, the speed is continuously changed by the primary pulley 33, the drive belt 35, and the secondary pulley 34 so that the secondary shaft 3
Output to 2.

The speed change output from the secondary shaft 32 is transmitted from the drive sprocket 39 to the driven sprocket 57 via the silent chain 49, decelerated according to the number of teeth of the drive sprocket 39 and the driven sprocket 57, and transmitted through the clutch drum 71. The gears are input from the first multi-plate clutch 70 to the sun gear 61 of the double pinion type planetary gear 60 via the carrier 65 and the hub 56. Here, in the neutral (N) range and the parking (P) range, the first multi-plate clutch 70 is disengaged and the sun gear 61 is rotationally driven via the hub 56, but the first and second pinions 63 and 64, the ring gear 62 idles, the power to the carrier 65 is cut off, and no further power transmission is performed.

In the drive (D) range, which is the forward gear,
The first multi-plate clutch 70 is engaged, and the power transmission state is shown by the thick line in FIG. That is, the input from the driven sprocket 57 is transmitted to the carrier 65 of the double pinion type planetary gear 60 by the engaged first multi-plate clutch 70, and the output shaft 51 is spline-fitted to the parking gear 52 which is spline-fitted to the carrier 65. The front drive shaft 53 is rotationally driven in the same direction as the driven sprocket 57, and the front drive shaft 53 is rotationally driven through a transfer driven gear 54 meshing with the transfer drive gear 51 a to transmit power to the front differential device 40.

Therefore, as shown in FIG. 6, the engagement of the ring gear 62 by the second multiple disc brake 80 is released from the double pinion type planetary gear 60, and the first multiple disc clutch 7
0 from the driven sprocket 57 is input to the carrier 65 together with the carrier 65 and the output shaft 5.
Since 1 is connected via the parking gear 52, the whole rotates integrally with the output shaft 51.

On the other hand, in the reverse (R) range where the reverse gear is set, the engagement of the first multi-plate clutch 70 is released, and the ring gear 62 of the double pinion type planetary gear 60 is locked to the transmission case 6 by the second multi-plate brake 80. In this way, the power transmission state is shown by a thick line in FIG.

Therefore, as shown in FIG. 8, the double pinion type planetary gear 60 is configured such that the first and second pinions 63 and 64 meshed with each other by the rotation of the input side sun gear 61 which is driven to rotate by the hub 56 are rotated in the reverse direction. The carrier 65 rotates along the ring gear 62 to rotate the carrier 65 in the reverse rotation direction with respect to the sun gear 61, and the parking gear 52
, The output shaft 51 is rotated in the opposite direction to the input side, and the front drive shaft 5 is rotated via the transfer driven gear 54 meshing with the transfer drive gear 51a.
3 by rotating the front differential device 40
To transmit power.

Here, the double pinion type planetary gear 6
The gear ratio according to 0 will be described.

In this case, the gear ratio output to the output shaft 51 with respect to the input to the sun gear 61 is set by the following equation, where ZS is the number of teeth of the sun gear 61 and ZR is the number of teeth of the ring gear 62.

Transmission ratio = [ZS + (− ZR)] / ZS

From this, it is understood that the gear ratio can be freely set by appropriately setting the number of teeth ZS of the sun gear 61 and the number of teeth ZR of the ring gear 62.

Assuming that ZS = 37 and ZR = 82, the gear ratio = [37 + (− 82)] / 37 = 1.216, and the reduction ratio in the reverse (R) range is appropriately secured.

Therefore, the double pinion type planetary gear 6
A forward / reverse switching device mainly including the first, multi-plate clutch 70 and the second multi-plate brake 80 is configured.

Therefore, the crankshaft 11 of the engine 10
The torque converter 20, the primary shaft 31 and the output shaft 51 of the belt-type continuously variable transmission 30 are substantially coaxial and a double pinion type planetary gear 60 serving as a forward / reverse switching device, a first multi-plate clutch 70, a second multi-plate brake 80 Is the output shaft 5
1 is arranged coaxially with the output shaft 51 so as to surround it, and the front drive shaft 53 is arranged in parallel downward, so that the compactness can be obtained without increasing the height of the drive device, and the living space in the vehicle interior And the outer circumference of the transmission case 6, that is, the so-called waist circumference, can be formed substantially the same as the conventional manual transmission, and the manual transmission (manual transmission, MT) and the stepped automatic transmission (automatic transmission) can be formed. , A
T) Excellent in-vehicle compatibility with on-board vehicles, enabling common use of supporting members and exhaust systems for on-board installation.

Further, as the space between the toe board and the driving device, that is, the space in front of the toe board increases, a crash stroke at the time of collision can be ensured, and a working space at the time of attaching and detaching the driving device and the like can be ensured.

Further, it becomes possible to efficiently arrange the oil pan 7 for storing the lubricating oil and storing the control valve 88 below the output shaft 51 and the like.
The rotating parts of the double pinion type planetary gear 60, the first multi-plate clutch 70, and the second multi-plate brake 80 are arranged at relatively high positions, and the stirring resistance due to the lubricating oil during traveling is reduced, thereby improving the power transmission efficiency. As a result, improvement of fuel efficiency and deterioration of lubricating oil are prevented.

In the above vehicle drive device, the driven sprocket 57 and the double pinion type planetary gear 60
Between the hub 56 and the output shaft 5.
1 is provided with a transfer mechanism for transmitting power to a rear differential device in place of a hub and an output shaft for a four-wheel drive vehicle, and in place of the parking gear 52, so that a main part of the vehicle drive device is provided. A common four-wheel drive vehicle drive device can be configured.

Next, a drive unit for a four-wheel drive vehicle based on the vehicle drive unit will be described with reference to FIGS. For convenience, the same parts as those in FIGS. 1 to 8 are denoted by the same reference numerals.

FIG. 10 is a view for explaining the outline of the drive system of the drive device for a four-wheel drive vehicle. FIG. 11 is a sectional view of the drive device, and FIG. 12 is an enlarged view of a main part of the sectional view shown in FIG. is there.

A case 95 and an extension case 96 for accommodating a transfer unit 100 for a four-wheel drive vehicle are sequentially joined to the rear of the bearing plate 3 in place of the case 4 and the end case 5 constituting the transmission case 6.

The driving force from the engine 10 input from the transmission 30 is transmitted to the front wheels by the transfer unit 100 via the front differential device 40 in the differential and converter housing 2, while the propeller shaft 98 and the rear differential device are arranged. 99
It is configured to transmit power to the rear wheels via the like.

Next, the transfer unit 100 will be described with reference to FIGS.

The transfer unit 100 includes a crankshaft 11, an input shaft 21, and a primary shaft 31 of the engine 10.
An output shaft 101 for a four-wheel drive vehicle, a rear drive shaft 102, and the above-mentioned front drive shaft 53, which are arranged in parallel below the output shaft 101, are arranged substantially coaxially with respect to the like.

As shown in FIG. 13, the arrangement from the direction of arrow A in FIG.
The input shaft 21, the primary shaft 31, the output shaft 101, and the rear drive shaft 102 are located substantially coaxially in the longitudinal direction of the vehicle body substantially on the center line of the vehicle width, and the front drive shaft 53 is formed between the primary shaft 31 and the secondary shaft 32 in plan view. Between and below. Reference numeral B denotes a tunnel formed below the vehicle body.

Therefore, by arranging the rear drive shaft 102 substantially coaxially with the crankshaft 11 of the engine 10, the ground height of the rear drive shaft 102 is secured, and the rear drive shaft 102 is extended rearward from the rear drive shaft 102 through the universal joint. The road clearance of the extended propeller shaft 98 and the like is secured to make off-road traveling favorable.

The output shaft 101 has a transfer drive gear 101a which always meshes with a transfer driven gear 54 attached to the front drive shaft 53 at the end thereof.
Is formed, and the tip is a ball bearing 51d.
The rear drive shaft 10 is rotatably supported by the shaft support member 48 through a shaft, and the rear end is rotatably supported by the shaft holding member 104 bolted to the extension case 96.
2 is supported by a needle bearing 101e via a needle bearing 101e.

A spline 101b into which the clutch hub 119 is fitted is formed on the outer periphery of the rear end of the output shaft 101 in the axial direction.

A hub 103 is rotatably fitted to the output shaft 101. The hub 103 has a cylindrical portion 103a fitted to the output shaft 101, and a flange portion 103b formed at a base end of the cylindrical portion 103a. The outer periphery of the cylindrical portion 103a near the flange portion 103b has a double pinion type planetary gear 60. A sun gear 61 is integrally formed, and a fifth end is provided at the rear end.
A spline 103d into which the clutch drum 131 of the fifth multi-plate clutch 130 serving as a friction engagement element is fitted is formed, and a spline 104 of the first multi-plate clutch 70 is formed on the flange portion 103b.

The double pinion type planetary gear 60 is
The power input to the ring gear 62 is supplied to the sun gear 61 by torque distribution according to gear specifications of the sun gear 61 and the ring gear 62.
To the carrier 65, and the ring gear 62 is
Has a function of rotating the carrier 65 in the opposite direction with respect to the sun gear 61 by the power input to the sun gear 61.

The fixed shaft 55 has a driven sprocket 57
Is provided rotatably via a needle bearing, and the driven sprocket 5 is selectively provided between the driven sprocket 57 and the double pinion type planetary gear 60.
7 is input to the sun gear 61 via the ring gear 62 or the hub 103.
Input switching means 69 having a multi-plate clutch 110 and the first multi-plate clutch 70 is provided.

The first multi-plate clutch 70 includes the spline 10
4 is formed integrally with the hub 103, and is interposed between the driven sprocket 57 and the hub 103 so as to selectively transmit power.

The third clutch 110 will be described. The clutch drum 71 is used in common with the first multi-plate clutch 70, and the outer spline 82 of the ring gear 62 is connected to the second multi-plate brake 8.
The third multi-plate clutch 110 is interposed between the driven sprocket 57 and the ring gear 62 so as to be capable of selectively transmitting power. The drive plate 115a and the driven plate 115b are pressed against each other by the hydraulic pressure of the hydraulic chamber 73 via the piston 74 to transmit power.

A second multi-plate brake 80 is provided between the intermediate case 95 of the transmission case 6 and the ring gear 62 of the double pinion type planetary gear 60 to lock the ring gear 62 by engaging the intermediate case 95. The second multi-plate brake 80 is configured so that the drive gear 85a and the driven plate 85b are pressed against each other by the hydraulic pressure of the hydraulic chamber 83 via the piston 84 to lock and fix the ring gear 62 to the case 95.

On the side opposite to the input switching means 69 with respect to the double pinion type planetary gear 60, a cylindrical connecting member 11 is provided.
6 is supported by a case 95 via a ball bearing 116a, and is rotatably supported by the hub 103 via a bearing. The carrier 65 and the connecting member 116 are spline-fitted so as to transmit power.

The fourth multi-plate clutch 120 is connected to the connecting member 11.
The shaft holding member 1 provided on the extension case 96 so as to be rotatable coaxially with the output shaft 101 while a drum member 121 a integral with the shaft 6 is connected via the drum 121.
The power is coupled to a rear drive shaft 102 supported by the power transmission shaft 04. On the other hand, the clutch hub 119 is fitted to the spline 101b of the output shaft 101 and is interposed between the output shaft 101 and the rear drive shaft 102 so as to be able to transmit power by bypass.

The piston 12 is moved by the hydraulic pressure in the hydraulic chamber 123.
4, a drive plate 12 disposed between the clutch drum 121 and one clutch spline 122.
Power is transmitted by pressing the 5a and the driven plate 125b. Further, a balance hydraulic chamber 127 for canceling the centrifugal hydraulic pressure generated in the hydraulic chamber 123 by the retainer 126 is provided on the opposite side of the hydraulic chamber 123 of the piston 124, and the pressing force of the return spring 128 is urged on the piston 124.

A fifth multi-plate clutch 130 serving as a fifth frictional engagement element for transmitting power between the output shaft 101 and the hub 103 is provided between the output shaft 101 and the rear end of the hub 103. The fifth multi-plate clutch 130 includes a clutch drum 131
The spline 103d of the hub 103 is spline-fitted to the small diameter portion of the
2 is spline-fitted to the output shaft 101 via the clutch hub 119 and is interposed between the output shaft 101 and the hub 103 so as to transmit power.

Then, the piston 13 is moved by the hydraulic pressure in the hydraulic chamber 133.
4, the clutch drum 131 and the clutch hub 132
The drive plate 135a and the driven plate 135b are pressed against each other to transmit power. Further, a balance chamber 137 is provided by a retainer 136 to cancel the centrifugal hydraulic pressure by the hydraulic chamber 133. , The pressing force of the return spring 138 is urged.

In an oil pan 7 provided below the transmission case 6, oil pressure from an oil pump 8 is supplied with a vehicle speed sensor 9a, a throttle sensor 9b, a shift switch 9c, a front wheel speed sensor 9d, and a rear wheel speed sensor 9.
e, controlled by the hydraulic control unit 9 based on signals from the angle sensor 9f and the like, and the hydraulic chambers 37, 83, 113, 123, of the respective multi-plate clutches and multi-plate brakes 70, 80, 110, 120, 130. 133 and a control valve 88 for supplying to the continuously variable transmission 30.

Next, the operation of the driving device for a four-wheel drive vehicle configured as described above will be described with reference to the schematic explanatory diagrams shown in FIGS. 14 to 18 and the multiple disc clutches and multiple disc brakes 70 in the respective traveling ranges shown in FIG. , 80, 110, 120, and 130 will be described with reference to the explanatory diagram of the operation of the frictional engagement element showing the connected state. In this diagram for explaining the operation of the frictional engagement element, a mark “○” indicates engagement or operation, and a mark “○” indicates engagement or operation as necessary, which will be described later.

First, the power of the engine 10 is supplied from the crankshaft 11 through the torque converter 20 to the continuously variable transmission 30.
Is input to the primary axis 31. And the primary axis 3
1, the speed is continuously changed by the primary pulley 33, the drive belt 35, and the secondary pulley 34 so that the secondary shaft 3
Output to 2.

The transmission output from the secondary shaft 32 is transmitted from the drive sprocket 39 to the driven sprocket 57 via the silent chain 49, and is decelerated according to the tooth number specifications of the drive sprocket 39 and the driven sprocket 57, and is transmitted through the clutch drum 71. Is input to the first multi-plate clutch 70 and the third multi-plate clutch 110.

Here, in the neutral (N) range and the parking (P) range, the first and third multi-plate clutches 7 are used.
0 and 110 are released to be in a power transmission cutoff state, and no further power transmission is performed.

In the drive (D) range, which is the forward gear,
The third multi-plate clutch 110 and the fifth multi-plate clutch 130 are engaged, and the power transmission state is shown by a thick line in FIG. That is, the engaged third multi-plate clutch 110 transmits power from the driven sprocket 57 to the ring gear 62 of the double pinion type planetary gear 60, and the engaged fifth multi-plate clutch 130 couples the sun gear 61 of the double pinion type planetary gear 60 with the output shaft. 101 is the hub 1
03, the fifth multi-plate clutch 130 and the clutch hub 119 so as to be capable of transmitting power.

Therefore, as shown in FIG. 15, the double pinion type planetary gear 60 has the input side ring gear 62 meshing with the second pinion 64, the first pinion 34 meshing with the second pinion 64 meshing with the sun gear 61, and the sun gear 61 and the carrier. 65 is rotated in the same direction as the ring gear 62 so as to operate and rotate while transmitting torque to the sun gear 61 and the carrier 65 at a predetermined distribution ratio.

The ring gear includes a hub 103 integrally formed with the sun gear 61, an output shaft 101 connected to the hub 103 via a fifth multi-plate clutch 130, a clutch hub 119 and the like, and a connecting member 116 spline-fitted to the carrier 65. 62, and is output to a transfer driven gear 54 meshing with the transfer drive gear 101a of the output shaft 101 to output the front drive shaft 53.
Is rotated in the direction opposite to the ring gear 62. On the other hand, the rear drive shaft 102 is rotationally driven in the same direction as the ring gear 62 via the drum member 121 a connected to the connecting member 116 and the clutch drum 121 of the fourth multi-plate clutch 120.

Further, the sun gear 61 is rotated by the rotation and revolution of the first pinion 63 and the second pinion 64 during torque transmission.
Function as a so-called center differential device for absorbing a rotational difference between the carrier and the carrier 65.

Here, the torque distribution of the double pinion type planetary gear 60 will be described with reference to the schematic diagram of FIG.

The input torque of the ring gear 62 is Ti, the front torque by the sun gear 61 is TF, and the carrier 65
And the number of teeth of the sun gear 61 is Z
S, if the number of teeth of the ring gear 62 is ZR, then Ti = TF + TR TF: TR = ZS: (ZR−ZS).

From this, it is understood that the reference torque distribution of the front torque TF and the rear torque TR can be set freely by appropriately setting the number of teeth ZS of the sun gear 61 and the number of teeth ZR of the ring gear 62.

Here, as described above, ZS = 37 and ZR = 8
When it is set to 2, TF: TR = 37: (82−37). Therefore, the front and rear wheel torque distribution ratio is TF: TR ≒ 45: 55, and approximately 45% is distributed to the front wheels and approximately 55% to the rear wheels, so that it is possible to set the reference torque distribution sufficiently for the rear wheel bias.

On the other hand, the fourth multi-plate clutch 120 is
Drive plate 1 via piston 124 with hydraulic pressure of 3
The clutch 25a is pressed against the driven plate 125b to generate a clutch torque Tc. The clutch torque Tc is variably controlled by a hydraulic pressure from a control valve 88 controlled by the hydraulic control unit 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 unit 9, but when traveling on a slippery road surface, TF < Since the rear wheels always slip first in the reference torque distribution of the rear wheel biasing of the TR, the slip ratio S is calculated as S = NF / NR (S> 0).

The clutch pressure Pc is obtained from the map shown in FIG. 16 of the hydraulic control unit 9 based on the slip ratio S and the angle ψ inputted to the hydraulic control unit 9 from the angle sensor 9f.
Search for. Here, in Non-slip S ≧ 1 have the clutch pressure Pc is at a low value, the clutch pressure Pc increases according to the decrease of the slip ratio S in the slip state of S <1, and becomes equal to or less than the slip ratio S ₁ P _max Set forth in The line pressure is adjusted to the clutch pressure Pc, and the clutch torque Tc of the fourth multi-plate clutch 120 is variably controlled.

Therefore, the rear drive shaft transmitted from the carrier 65 via the connecting member 116 by the fourth multi-plate clutch 120 and the front end reaching the output shaft 101 via the sun gear 61, the hub 103 and the fifth multi-plate clutch 130. A bypass system 140 is separately provided between the drive system and the drive.

In the bypass system 140, when the rear wheel slips, the operation function of the rear wheel speed NR> the speed of the ring gear 62> the front wheel speed NF is established in the transfer unit 100, and the output is performed according to the clutch torque Tc. Axis 10
1 is transmitted from the connecting member 116 to the output shaft 101 via the fourth multi-plate clutch 120 with the torque increased by Tc;
A front drive shaft 53 via a transfer driven gear 54 meshing with the transfer drive gear 101a
To the rear drive shaft 102 connected to the clutch drum 121 of the fourth multi-plate clutch 120, a torque reduced by the clutch torque Tc flowing to the front wheels is transmitted. 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 = 4
When the clutch torque Tc is generated when the rear wheel slips at 5:55, and the rear wheel slips, the larger the clutch torque Tc is, the larger the input torque Ti is, via the bypass system 140, on the front wheel side according to the clutch torque Tc. Flows to
As shown in FIG. 16, the ratio of TF: TR = TF ₁ : TR ₁ is positively controlled to increase the front wheel torque, the rear wheel torque is reduced, no slip occurs, and the running performance is improved.

On the other hand, when the front wheels slip, the operation function of the rear wheel rotation speed NR <the rotation speed of the ring gear 62 <the front wheel rotation speed NF is established in the transfer unit 100, and the fourth output from the output shaft 101 according to the clutch torque Tc. Torque is transmitted to the rear drive shaft 102 via the clutch drum 121 of the plate clutch 120, and the clutch torque Tc is reduced from the output shaft 101 to the front drive shaft 53 via the transfer driven gear 54 meshing with the transfer drive gear 101a. The torque is transmitted, the rear wheel torque is positively controlled to increase, the front wheel torque is reduced, no slip occurs, and the running performance is improved.

On the other hand, when the vehicle turns in the torque distribution control associated with the occurrence of the slip, the operation limiting torque of the fourth multi-plate clutch 120 is corrected to be reduced by the angle 蛇. For this reason, the operation limit of the transfer unit 100 is reduced, and the difference in the number of rotations can be sufficiently absorbed, the tight corner braking phenomenon is avoided, and good maneuverability is secured.

In the reverse (R) range for the reverse gear, the third multiple disc clutch 110 and the fifth multiple disc clutch 13
0 is released and the first multiple disc clutch 70, the fourth multiple disc clutch 120, and the second multiple disc brake 80 are engaged, and the power transmission state shown in FIG. That is, the first multi-plate clutch 70 is engaged to transmit power from the driven sprocket 57 to the sun gear 61 of the double pinion type planetary gear 60 via the hub 103, and the ring gear 62 is locked to the case 95 by the second multi-plate brake 80. Fix it. Then, power can be transmitted from the connecting member 116 to the output shaft 101 by the fourth multi-plate clutch 120.

Accordingly, as shown in FIG. 18, the double pinion type planetary gear 60 has the first and second pinions 63 meshed with each other by the rotation of the input side sun gear 61.
64 rotates in the opposite direction while rotating along the ring gear 62 to rotate the carrier 65 in the opposite direction to the sun gear 61 to rotate the connecting member 116 in the opposite direction with respect to the input side, and to rotate the rear drive shaft 102 in the opposite direction. , And power is transmitted to the output shaft 101 via the fourth multi-plate clutch 120.

Accordingly, the input from the driven sprocket 57 receives the ring gear 62 of the double pinion type planetary gear 60 from the case 95 by the second multi-plate brake 70, thereby causing the front drive shaft 53 to rotate in the direction opposite to the drive (D) range state. The double pinion type planetary gear 60 has a forward / reverse switching function.

In this case, the reduction ratio outputted to the output shaft 101, that is, the front drive shaft 53 and the rear drive shaft 102 with respect to the input of the sun gear 61 is set by the following equation.

Reduction ratio = [ZS + (− ZR)] / ZS Here, assuming that ZS = 37 and ZR = 82 in the same manner as above, the reduction ratio becomes [37 + (− 82)] / 37 = 1.216, and the reverse ( (R) The reduction ratio in the range is appropriately secured.

On the other hand, the torque Ti input to the sun gear 61
Is transmitted to the front drive shaft 53 via the output shaft 101 according to the clutch torque Tc, and a torque obtained by subtracting the clutch torque Tc transmitted to the front wheels is input to the rear wheels. As a result, the front and rear wheel torques TF and TR become It looks like this:

Ti = TF + TR TR = Ti−Tc TF = Tc

Therefore, when the rear wheel slip occurs, the clutch torque Tc is increased to positively control the front wheel torque to increase, and the rear wheel torque is reduced so that no slip occurs and the running performance is improved. Since the rear wheels are driven directly and the front shaft is transmitted via the clutch 120, only the front wheels do not slip independently.

In the case of further turning, the operation limiting torque of the fourth multi-plate clutch 120 is reduced by the angle 、,
It is possible to sufficiently absorb the difference in the number of rotations, thereby avoiding the tight corner braking phenomenon and improving the operability.

Therefore, in the present embodiment described above,
An output shaft 101 and a rear drive shaft 102, which are configured to be transmitted to the output side of the belt-type continuously variable transmission 30, are disposed substantially coaxially with the rotation axis of the crankshaft 11 of the engine 10, and the front drive shaft 53 is connected to the output shaft. Arranged in parallel below 101,
The output shaft 101 is provided with a double pinion type planetary gear 60 to which a sun gear 61 is coupled via a hub 103 and a fifth multi-plate clutch 130, a third multi-plate clutch 110 for transmitting the output of the continuously variable transmission 30 to a ring gear 62, a hub 10
3 is provided with a first multi-plate clutch 70, a fourth multi-plate clutch 120 for connecting the output shaft 101 and the carrier 65 so that power can be transmitted, and a second multi-plate brake 80 for locking the ring gear 62. Clutch and multi-plate brake 7
By selectively controlling 0, 80, 110, 120, 130, etc., in the drive (D) range which is a forward stage and the reverse (R) range which is a reverse stage, appropriate torque distribution to the front and rear wheels and operation limitation are performed. It functions as a center differential device to enable good driving,
In addition, it functions as a forward / reverse switching device when switching to the drive (D) range and the reverse (R) range.

Thus, conventionally, a dedicated double pinion type planetary gear was required for each of the center differential device and the forward / reverse switching device. However, both functions are achieved by a single double pinion type planetary gear. The structure and control of the vehicle can be simplified and reduced in weight, and the cost and the overall length can be shortened to achieve a compact size. The output shaft 101, the rear drive shaft 102, the double pinion type planetary gear 60, and the above-mentioned multiple disc clutches are arranged substantially coaxially with the rotation axis of the crankshaft 11 of the engine 10 while ensuring the livability. And the front drive shaft 53
Are arranged in parallel below them, so that the outer peripheral dimension of the manual transmission and the transmission case 6, that is, the so-called waist circumference, can be formed to be substantially the same. The same layout can be achieved, the compatibility with vehicles equipped with a manual transmission, a stepped automatic transmission, and the like is excellent, and the support member and the exhaust system for mounting can be shared.

Further, a crash stroke at the time of a collision is secured between the toe board and the driving device, that is, as the space in front of the toe board increases, and the work space can be effectively used when the transmission is detached.

Further, the oil pan 7 for storing the lubricating oil and storing the control valve 88 can be efficiently arranged below the output shaft 101 and the like behind the front drive shaft 53, and the output shaft 101 can be efficiently arranged. Since the rotating portions of the double pinion type planetary gear 60, the respective multi-plate clutches and the multi-plate brakes 70, 80, 110, 120, and 130 are disposed relatively high, the stirring resistance due to the lubricating oil during traveling is reduced. The power transmission efficiency can be improved, the fuel efficiency can be improved, and the deterioration of the lubricating oil can be prevented.

According to the embodiment described above, the torque converter 20 and the belt-type continuously variable transmission 3 are provided between the two-wheel drive vehicle drive device and the four-wheel drive vehicle drive device.
A double pinion type planetary gear 6 in the front / rear switching device 50 and the transfer unit 100 as well as the front differential device 40 and the torque converter case 1, the differential and converter housing 2, and the bearing plate 3 of the transmission case 6 accommodating them.
0, the fixed shaft 55, the first multi-plate clutch 70, the second multi-plate brake 80, and many other main parts can be shared, and the third, fourth, and fifth bases are based on a two-wheel drive vehicle drive device. The main part of the drive unit for a four-wheel drive vehicle can be relatively easily configured by additionally arranging a power transmission mechanism for transmitting power to a multi-plate clutch and a rear differential device such as a rear drive shaft. Is possible, and a significant reduction in manufacturing cost is possible.

In the above embodiment, the torque converter 20
However, instead of the torque converter 20, an electromagnetic clutch or a wet clutch can be used as a starting clutch. A drive sprocket 39 provided on the secondary shaft 32 of the continuously variable transmission 30 and the forward / reverse switching device 5
The transmission from the continuously variable transmission 30 is transmitted to the forward / reverse switching device 50 or the transfer unit 100 by wrapping a chain 49 between the transmission chain 100 and the driven sprocket 57 of the transfer unit 100 or the idle gear regardless of the silent chain 49. The present invention is not limited to the above-described embodiment, and can be variously changed without departing from the gist of the present invention.

[0137]

According to the vehicle drive device described above, the double pinion type planetary gear, the first and second frictional engagement elements serving as the forward / reverse switching device, are arranged substantially coaxially with the crankshaft of the engine. Since the drive shaft is arranged in parallel below the crankshaft, the drive unit can be made compact without increasing the height of the drive unit. In addition to reducing the cross-sectional area of the tunnel, the living space in the passenger compartment can be secured and the livability can be improved, and the work space for the crash stroke at the time of collision and assembly and maintenance can be secured.

Further, a double pinion type planetary gear,
An oil pan for storing lubricating oil and storing a control valve and the like can be efficiently disposed below the first and second multi-plate friction engagement elements and the like, and a double pinion type planetary gear, a first and a second (2) Rotating parts such as a multi-plate frictional engagement element are arranged at a relatively high position to reduce agitation resistance due to lubricating oil during traveling, thereby improving power transmission efficiency and fuel efficiency, and improving lubricating oil Deterioration is prevented.

An input switching means is interposed between the transmission and the double pinion type planetary gear, and a plurality of frictional engagement elements and a power transmission mechanism are additionally discharged, so that the four-wheel drive vehicle can be relatively easily operated. The main part of the driving device for can be configured,
There are many common parts, and there are effects peculiar to the present invention, such as a significant reduction in manufacturing cost, and it greatly contributes to the field of automobile production and utilization.

[Brief description of the drawings]

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

FIG. 2 is a cross-sectional view of a main part, similarly illustrating a vehicle drive device.

3 is an enlarged sectional view of a main part of FIG. 2;

FIG. 4 is an explanatory view of a main part arrangement similarly viewed from the direction of arrow A in FIG. 2;

FIG. 5 is a schematic explanatory view showing the operation.

FIG. 6 is a schematic explanatory view showing the operation.

FIG. 7 is a schematic explanatory view showing the operation.

FIG. 8 is a schematic explanatory view showing the operation.

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

FIG. 10 shows a vehicle drive device according to the present embodiment.
It is a figure which shows the drive system explaining conversion to the drive device for wheel drive vehicles.

FIG. 11 is a cross-sectional view of a main part, similarly illustrating a vehicle drive device.

FIG. 12 is an enlarged sectional view of a main part of FIG.

FIG. 13 is an explanatory view of the arrangement of the main part, similarly viewed from the direction of arrow A in FIG. 11;

FIG. 14 is a schematic explanatory view showing the operation.

FIG. 15 is a schematic explanatory view showing the operation.

FIG. 16 is a schematic explanatory view showing the operation.

FIG. 17 is a schematic explanatory view showing the operation.

FIG. 18 is a schematic explanatory view showing the operation.

FIG. 19 is an explanatory view of the operation of the friction engagement element showing the operation.

[Explanation of symbols]

 DESCRIPTION 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 48 Rear differential device 50 Forward / reverse switching device 51 Output shaft (output means) 51a Transfer drive gear (output means) 53 Front drive shaft 54 Transfer driven gear (output means) 56 Hub 60 Double pinion type planetary gear 61 Sun gear 62 Ring gear 65 Carrier 69 Input means 70 First multi-plate clutch (first friction engagement element) 80 Second multi-plate brake (second friction engagement element) 99 Rear differential device 100 Transfer unit 101 Output shaft (output means) 101a Transformer Fast drive gear (output means) 102 Rear drive shaft 103 Hub 110 Third multi-plate clutch (third friction engagement element) 120 Fourth multi-plate clutch (fourth friction engagement element) 130 Fifth multi-plate clutch (Fifth) Friction engagement element)

Claims (7)

[Claims] 1. A vertically disposed engine, a transmission to which an output from the engine is input, a drive shaft disposed below a crankshaft of the engine to transmit power to a differential device, and the crank A double pinion type planetary gear disposed substantially coaxially with the shaft; a first frictional engagement element for transmitting power from a transmission to a carrier of the double pinion type planetary gear; and a sun gear of the double pinion type planetary gear. An input member for transmitting the output from the transmission; an output unit for transmitting the output from the double pinion type planetary gear to the drive shaft; and a second frictional engagement for rotationally locking the ring gear of the double pinion type planetary gear. And selectively actuating the first and second frictional engagement elements and Advancing the vehicle drive device, characterized in that the switching. And a second frictional engagement element in which the first frictional engagement element transmits power from a transmission to a carrier and a second gear is in a ring gear rotatable state. 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 locked state. 3. A vertically disposed engine, a transmission to which an output from the engine is input, a front drive shaft disposed below the crankshaft of the engine and transmitting power to a front differential device, An output shaft disposed coaxially with the crankshaft and transmitting power to the front live shaft; and a double shaft disposed coaxially with the output shaft at a distance from the transmission and an input switching means interposed allowable distance. A pinion-type planetary gear; a first frictional engagement element that transmits power from the transmission to the carrier of the double pinion-type planetary gear; and an input member that transmits power from the transmission to the sun gear of the double-pinion-type planetary gear. Output means for transmitting an output from the double pinion type planetary gear to the output shaft; A second frictional engagement element that rotationally locks a ring gear of a bull pinion type planetary gear, wherein the first frictional engagement element is configured to transmit an output from a transmission to a carrier in a power transmission state and to rotate the second frictional engagement element. The vehicle drive device according to claim 1, wherein the engagement element is in a ring gear rotation allowable 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 arranged substantially coaxially with respect to the crankshaft and transmitting power to a rear differential device; and a double pinion type arranged instead of the output means. Power transmission means for transmitting the output from the carrier of the planetary gear to the rear drive shaft, a fourth friction engagement element for transmitting the power from the sun gear of the double pinion type planetary gear to the output shaft, and the power transmission means. A fifth frictional engagement element for transmitting power between the output shaft and a third frictional engagement element for selectively transmitting power from the transmission to the ring gear of the double pinion type planetary gear; The first frictional engagement element is capable of transmitting the output from the transmission to the sun gear of the double pinion type planetary gear, and
And input switching means for selectively transmitting power from the transmission to the sun gear and ring gear of the double pinion type planetary gear by the third friction engagement element, and selectively operating the friction engagement elements. 4. The vehicle according to claim 3, wherein an input from the transmission is transmitted to the output shaft and the rear drive shaft by performing power distribution and forward / reverse switching at a predetermined ratio through the double pinion type planetary gear. Drive. 5. The forward stage functions as a center differential device in which the third and fourth frictional engagement elements are in a power transmission state and the double pinion type planetary gears distribute power to the carrier and the sun gear at a predetermined ratio. And the fifth
The vehicle drive device according to claim 4, wherein the frictional engagement element is set in a power transmission state to limit the differential between the carrier and the sun gear. 6. The reverse stage according to claim 4, wherein said first and fourth friction engagement elements are in a power transmission state and said second friction engagement element is in a ring gear rotation locked state. 6. The vehicle drive device according to 5. 7. A transmission, wherein the transmission comprises a primary shaft arranged coaxially with a crankshaft of the engine, a secondary shaft arranged parallel to the primary shaft, and a primary shaft provided on each of the primary shaft and the secondary shaft. A pulley, a secondary pulley, and a drive belt wound around the primary pulley and the secondary pulley, and changing the ratio of the winding diameter of the drive belt to the primary pulley and the secondary pulley in a stepless manner. 7. The vehicle drive device according to claim 1, wherein the drive device is a belt-type continuously variable transmission.