JPS5885727A - Operating mechanism of four-wheel drive car - Google Patents

Abstract

PURPOSE:To prevent an erroneous operation by restricting a shift operation to an emergency low (EL) speed change stage at a two-wheel drive position in a speed changer incorporating an EL speed change stage gear with a larger gear ratio than that of the first speed. CONSTITUTION:At a two-wheel drive running condition, when a change lever is selected to an EL and the first speed side, an operation shaft 41 is rotated to the left and the select bar 45 of a select unit 44 is moved downward to be coupled with the side of a shift arm 51 and rail 46 in a speed changer. At this time, the lock lever 62 of the operation shaft 41 having rotated to the left overlaps with the back of the lug 61 of a switching fork 58 having moved to the right, thus restricting the forward movement of the operation shaft 41. Accordingly, a shift operation of the change lever to the EL speed change stage and the EL speed change stage gear side by the shifter rail 46 are blocked, thereby a shift to the EL speed change stage is made impossible.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a four-wheel drive vehicle with a transmission system in which a transverse transaxle transmission is added with a transfer device for switching between 2 and 4 wheel drives. This invention relates to a shift operation when an emergent low (hereinafter referred to as EL) gear with a large ratio is incorporated and an operation mechanism that performs a switching operation of a transfer device.

In a 4-wheel drive vehicle, one way to improve the performance of getting out of holes and climbing is to increase the gear ratio of the transmission.
This is one method. The gear ratio is inevitably determined by the strength of the drive system, but in four-wheel drive mode, the power is distributed between the front and rear wheels, so it can be made larger than in two-wheel drive mode.

Therefore, focusing on this point, the applicant has already developed a system in which an auxiliary transmission is provided in the front stage of the variable speed type in Japanese Patent Application Laid-Open No. 55-429.
According to this proposal, the gear ratio of all the gears obtained by the transmission is uniformly increased by the auxiliary transmission. However, in principle, it is sufficient to add one gear ratio with a higher gear ratio than the first gear ratio of 2-wheel drive only when the vehicle is 4-wheel drive, and to share the other gears with 2-wheel drive. Based on these points, a gear mechanism for obtaining the EL gear stage is incorporated into the transmission instead of the above-mentioned auxiliary transmission, and the gear mechanism for the EL gear stage can be operated only in the case of four-wheel drive. It is possible to do so.

In addition, with such a structure, if you accidentally shift to E during two-wheel drive, excessive torque may be applied to the drive system and damage it, so the operating mechanism must be designed to reliably prevent this malfunction. There is a need.

The present invention was made in view of the above circumstances, and the present invention allows the switching clutch of the transfer device to be switched between two positions using the select lever.
．． A switching fork is used to switch to each position of 4-wheel drive, and in the case of 2-wheel drive, the shift operation to the EL gear stage of the operation system from the change lever to the transmission is restricted, and the 4-wheel drive To provide an operating mechanism for a four-wheel drive vehicle that enables shifting with the addition of an EL gear stage only during driving.

Hereinafter, one embodiment of the present invention will be specifically described with reference to the drawings. First, to explain the transmission system of a four-wheel drive vehicle to which the present invention is applied in FIG. A final reduction device 3 and a transfer device @ 4 are installed in the left-right direction of the vehicle body, and a final reduction device 3 and a transfer device @ 4 are sequentially installed from the engine side of the transmission 1 in the longitudinal direction of the vehicle body perpendicular to the engine side. @4
There is a power transmission structure for transmitting power from one side to the other side.

The transmission 1 is of a constant mesh type, and has a main shaft 7 connected to a crankshaft 5 of an engine 2 via a clutch 6 to receive engine power, and a subshaft 8 disposed parallel to the main shaft 7. , a drive gear 9 for the EL gear, a drive gear 10 for the reverse gear, and drive gears 11 to 14 for the first to fourth gears are provided in order from the clutch side of the main shaft 7; Each of the above drive gears 9.11
Driven gears 15 and 16 that are constantly meshing with 14 to 14
19 to 19 are provided. A synchronizing mechanism 20 for obtaining both gears is connected between the drive and driven gears 9, 15 for the ELII gear and the driven gear 11, 16 for the first gear.
A synchronizing mechanism 21 that obtains a carnivorous gear between the drive and driven gear 12.11 of the gear 12.11 and the drive and driven gear 13.18 of the 3rd gear is connected to the EL on one side of the drive and driven gear 14.19 of the 4th gear. A synchronizing mechanism 22 is provided toward the same shift direction as the second speed. Further, a driven gear 23 for reverse gear is formed on the sleeve side of the synchronization mechanism 20, and by shifting the idler gear 24 with respect to gear 10.23 in the same direction as the first and third gears, the reverse gear is shifted. I'm starting to get it. In this way, the shift directions of EL, 2311, and 4th gear are the same, and 1st gear, 3rd gear, and reverse gear are provided in the opposite shift direction, and here, 4th gear and reverse gear are provided. If the stages are provided by a common shifter rail and the select positions are made the same, the overall shift pattern will be as shown in FIG. 2<a>.

On the other hand, the gear ratios in the first to fourth gears are approximately the same as in a normal two-wheel drive vehicle, whereas the gear ratio in the EL gear
．． The gear ratio according to No. 15 is set even larger than that of the first speed. Furthermore, in relation to this EL gear, the gear ratio of reverse gear 1il110.23.24 is also approximately the same as that of the EL II gear.

The final reduction gear 13 has a final reduction gear 26 that meshes with the output wheel 25 at the clutch side end of the subshaft 8 of the transmission 1 to extract the shifted power. A moving device! 27 is connected to, for example, the front wheels through an axle shaft 28 so as to directly transmit driving force thereto.

Transfer equipment! 4 has a transfer shaft 29 that is set to be rotatable orthogonal to the final reduction gear 26, and a transfer gear 30 that is always in mesh with the final reduction gear 26 is rotatably provided on this shaft 29. , these gears 3
0 and the transfer shaft 29 is provided with a switching clutch 31 for 2° four-wheel drive switching.

The switching clutch 31 has a hub 32 fixed to the shaft 29 of the transformer 71, and a sleeve 33 fitted to the hub 32 so as to be movable in the axial direction.The sleeve 33 is moved to the left in FIG. 34, the transfer gear 30 is integrally connected to the transfer shaft 29, thereby switching to four-wheel drive. The transfer shaft 29 changes direction at right angles through a pair of bevel gears 35 and 36 and is connected to the output shaft 37, and power is further transmitted from the output shaft 31 to, for example, the rear wheels during four-wheel drive.

Next, operations for changing the speed of the transmission 1 and switching the switching clutch 31 will be explained.

First, the overall outline will be explained in Figures 1 and 3.
The operating shaft 41 from the change lever 40 on the driver's seat side passes under the transfer shaft 29 in the immediate vicinity of the shift lever 31, that is, on the two-wheel drive position side, and further passes under the differential device 27 to shift to the gear shift l11. Bi extending to the lower part between the clutches 60
t, and an operating shaft 43 from the select lever 42 is installed directly above and substantially parallel to the operating shaft 41, with an end reaching the switching clutch 31.

The end of the operating shaft 41 is connected to the select lever 4 of the select device 44 via the arm 41a, as detailed in FIGS. 4 and 5.
5, the select lever 45 is moved up and down by the rotation of the operating shaft 41 during the select operation, and the select lever 45 is moved up and down by the axial movement of the operating shaft 41 during the shift operation.
It is connected so that it can rotate.

On the other hand, three shifter rails 46 to 48 are arranged in parallel on a horizontal plane below the gears, synchronizing mechanism, etc. in the transmission 1, and the shifter rails 46 are engaged with the sleeve side of the synchronizing mechanism 20 by a shifter fork 49. By operating it, the EL and first speeds are shifted, and the shifter rail 47 similarly operates the synchronization mechanism 21 to shift between the second and third speeds.
The shifter rail 48 operates the synchronizing mechanism 22 and also operates the idler gear 24 through the reversing link 50, thereby shifting between the fourth gear and the reverse gear. ``And the shifter arms 51 from these shifter rails 46 to 48
53 are stacked in this order from bottom to top based on the shift pattern shown in FIG. 2, and are selectively engaged with the other select lever 45 during a select operation.

The end of the operating shaft 43 has a vertically erected locking piece 54, as detailed in FIGS. 6 to 8, and this locking piece 54 is supported by a shaft 55 so as to be horizontally rotatable. lever 56
is engaged with one side of the Further, a fork shaft 57 is installed above and parallel to the transformer 77 shaft 29, and a switching fork 58 that engages with the sleeve 33 of the switching clutch 31 is movably engaged with this fork shaft 57. The other lever 56 engages the top of the lever 58 . Therefore, when the select lever 42 is tilted forward and the operating shaft 43 is moved axially forward, the locking piece 54 engages the lever 56.
rotates, and the sleeve 33 of the switching clutch 31 moves to the left in FIG. 7 together with the switching fork 58 and engages with the spline 34 of the transfer vehicle 30, thereby switching to four-wheel drive.

On the other hand, by tilting the select lever 42 backward, the operating shaft 43,
When the lever 56 is operated in the opposite direction, the sleeve 33 moves to the right side in FIG. 7 together with the switching fork 58, and the spline 3
4 is disengaged and the mode returns to two-wheel drive. In this way, the switching pattern of the select lever 42 is as shown in FIG. 2(b).
become that way.

In this operating mechanism, the operating shaft 41 from the change lever 40 and the switching force 58 on the switching clutch 31 side are further connected.
A locking means 60 is provided between the two wheels to prevent shifting to the EL gear stage during two-wheel drive. This locking means 60
As is clear from FIG. 7, the switching fork 58 moves to the right in the two-wheel drive position, and at this time, as shown in FIG.
), the shift pattern focuses on the fact that if the shift pattern is shifted to the ELL gear side and the operating shaft 41 is rotated to the left, the directions for both cases will collide. Therefore, in the switching fork 58, a protrusion 61 is formed on the two-wheel drive position side in the middle of the fork 58a on the transmission side that does not interfere with the operating shaft 43 or the locking piece 54, and the operating shaft 41 behind this protrusion 61
A lock lever 62 is fixed to the side. The relationship between these protrusions 61 and the lock lever 62 is determined by the switching fork 5.
When the protrusion 61 protrudes to the right side due to the movement to the two-wheel drive position in step 8, and the EL gear gear side is selected in the neutral position, the lock lever 62 rotates to the left along with the operating shaft 41. However, the lock lever 62 overlaps behind the protrusion 61, so that the operating shaft 41 cannot be moved forward, that is, it cannot be shifted to the ELL gear.

To explain the operation of the operating mechanism of the present invention configured in this way, first, during normal driving, the select lever 42
When the switch is placed in the rear two-wheel drive position, the sleeve 33 of the switching clutch 31 is disengaged from the spline 34 by the switching fork 58, and the clutch is released, and the transfer gear and shaft 30.29 for this purpose are disconnected. Power is no longer transmitted to transfer equipment W4 and later, and the final reduction gear t
! 3, power is transmitted only to the front wheels, and two-wheel drive driving is performed using only the front wheels.

Therefore, at this time, when the change lever 4o is selected to the EL and 1st speed side, the select lever 45 of the select group @44 is lowered by rotation of the operating shaft 41 to the left, and the shifter arm and rail 5 in the transmission 1 are moved downward. , 46 side. By the way, in the select operation, the lock lever 62 of the operating shaft 41 that rotates to the left overlaps behind the protrusion 61 of the switching fork 58 that is moving to the right, thereby restricting the forward movement of the operating shaft 41. Therefore, the shift operation of the change lever 4o to the forward ELII gear and the synchronization operation by the shifter rail 46 are blocked, and it becomes impossible to shift to the EL gear. On the other hand, even in this state, the operating shaft 41 can freely move backward, and when the change lever 4o is shifted backward, the shifter rail 46 moves the synchronizing mechanism 20 toward the first gear - the car 11.16 side, and the first gear is shifted. can get.

Next, when the change lever 4o is brought to the neutral position, the operating shaft 41 causes the select lever 45 of the select group @44 to return to the center and engage with the shifter arm and the rail 52.47. On the other hand, at this time, the lock lever 62 of the operating shaft 41
becomes vertical and the protrusion 61 protruding to the right side comes off and is no longer restrained in any way, making it possible to shift the change lever 40 forward, and by the operation of the synchronization mechanism 21 by the shifter rail 47, the shift lever 40 is shifted to the second and third gears. is obtained.

Furthermore, when the change lever 4o is tilted to the right to select 4th gear and reverse gear, the rotation of the operating shaft 41 to the right causes the select lever 45 of the select group [44] to rise and move the shifter arm and rail 53.48. In this case, the lock lever 62 moves further away from the protrusion 61 and becomes irrelevant.

Therefore, when the change lever 40 is shifted after the shift, the fourth gear or reverse gear is obtained by the operation of the synchronization mechanism 22 by the shifter rail 48 or the idler wheel 24 by the shifter arm 53 and the reversing link 50.

The above description has been about a normal two-wheel drive case, but when four-wheel drive is required, such as in an emergency situation, the select lever 42 is moved to the forward four-wheel drive position. Then, as the switching fork 58 moves to the left, the sleeve 33 meshes with the spline 34 and engages with it, thereby transmitting power from the final reduction gear 3 to the rear wheel via the transfer device 4 and the like. Four-wheel drive running is performed using the front and rear wheels.

In such a four-wheel drive, when the protrusion 61 moves to the left together with the switching fork 58, the protrusion 61 comes out of the sliding range of the lock lever 62 and no longer locks. Therefore, when the change lever 40 is selected to the left and shifted forward, the shifter rail 46 moves the synchronizing mechanism 20 toward the EL gear gear 9.15.
L! The 1st gear is obtained, and by performing the gear change operation as described above, the 1st to 4th gears and the reverse gear are obtained as in the case of two-wheel drive.

As is clear from the above description, according to the present invention, there is provided in the transmission 1 an EL gear gear 9 having a gear ratio larger than that of the first gear.
15 is built in, and this EL gear stage is obtained only in the case of 4-wheel drive, and is mechanically locked so that it cannot be shifted in the case of 2-wheel drive, so the structure of the transmission 1 itself is a sub-shift. It is very simple compared to the one with a mechanism, and there is no need to accidentally enter the EL gear when driving 2-wheel drive, and when using 4-wheel drive, the EL gear is added, which improves the performance of a 4-wheel drive vehicle. can be fully demonstrated. The locking means 6o that prevents entering the EL gear stage during two-wheel drive utilizes the movement of the switching fork 58 of the switching clutch 31, and uses the movement of the switching fork 58 of the switching clutch 31.
The structure is very simple because it is configured in relation to the operating shaft 41 from the top. Furthermore, in the shift pattern of the change lever 40, since the E gear is provided before the first gear, operability is also good.

[Brief explanation of drawings]

Fig. 1 is a skeleton diagram showing an example of a transmission system of a four-wheel drive vehicle to which the present invention is applied and an outline of an embodiment of an operating mechanism according to the present invention, and Fig. 2 (a) shows a shift pattern of a change lever. (b) is a diagram showing the switching pattern of the select lever, FIG. 3 is a skeleton diagram schematically showing the operating mechanism according to the present invention from the side, and FIGS. 4 and 5 are plan views of a part of the transmission side. 22 is a side view, FIGS. 6 and 7 are a side view and a front view of the switching clutch, and FIG. 8 is a perspective view thereof.

Claims (1)

[Claims] Power is transmitted from the transmission to one of the front and rear wheels via the final reduction gear, and the transmission system is configured to further transmit power from the reduction gear to the other of the front and rear wheels by the action of the 2.4-wheel drive switching clutch of the transfer device. In a four-wheel drive vehicle, the transmission is configured to obtain an emergent low gear with a larger gear ratio in the first gear, and the switching clutch is controlled by operating the select lever in position 2. The switching fork is configured to move left and right to switch between 2 and 4 wheel drive, and an operating shaft from the change lever is provided near the switching fork and perpendicular to the direction of movement thereof, extending toward the transmission side. A protrusion is provided on the side of the switching fork in the two-wheel drive position, and one side of the protrusion on the operating shaft engages with the protrusion when the switching fork moves to the two-wheel drive position. An operating mechanism for a four-wheel drive vehicle, characterized in that it is provided with a lock lever that presses the shift to the emergency low gear position, and enables shifting to the emergent low gear only in the case of four-wheel drive.