JPS59199327A - Power transmission of vehicle - Google Patents

Abstract

PURPOSE:To improve transmission efficiency, by a method wherein a differential case of a differential gear is connected with an output shaft transmitting power to a pair of a right and left driving wheels and belt type automatic speed change gears are provided respectively on shafts extending from both sides of the differential gears. CONSTITUTION:An output shaft 21 of an engine E of a vehicle wherein a power unit P including the engine E is fixed at the front edge of a vehicular body frame F rockably centering around a hinge shaft 83 is formed into a hollow shaft into which inner edge parts of input shafts 52 of a right and left belt type automatic speed change gears M are inserted. Both the input shafts 52 are connected with an output shaft 21 through a differential gear Df obtained by forming a differential case 53 on an intermediate part of the output shaft 21 unitarily. The right and left automatic speed change gears M are connected in parallel with the output shaft 21 of the engine E through the differential gear Df. Then output shafts 61 of the automatic speed change gears M are connected with a right and left driving wheels Wf.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power transmission device for a vehicle for transmitting power from an output shaft of an engine to a pair of left and right drive wheels.

Conventionally, such power transmission devices have connected the input shaft of a V-belt automatic transmission to the output shaft of the engine, and connected the left and right drive wheels to the output shaft of the transmission via a differential device. Although this is known, since the power load on the automatic transmission is heavy, there is a problem in that transmission efficiency is significantly reduced due to slip loss, especially when the load is high.

Therefore, in order to reduce the power burden of the V-belt type automatic transmission by half, the present invention drives both driving wheels through a pair of left and right automatic transmissions, and furthermore, the transmission characteristics are different between the two automatic transmissions. It is an object of the present invention to provide a power transmission device with high transmission efficiency, in which even if there is a difference in the gear ratio due to variations, the difference is absorbed by the differential function of the differential device so as not to impede the straight running performance of the vehicle. shall be.

In order to achieve this object, the present invention connects a differential case of a differential to the output shaft, a pair of left and right input shafts extending from a pair of left and right side gears of the differential, and a pair of drive wheels. and the output shafts connected to each other via a pair of belt type automatic transmissions.

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

First, in FIGS. 1 to 3, the illustrated vehicle has a pair of left and right driving wheels Wf, If' and a power unit P for driving them at the front part of a body frame F, and a driven wheel Wr at the rear thereof. are arranged respectively.

The vehicle body frame F includes a pair of left and right vertical members 1, 1' with supporting plates 1α, 1α' erected on each front wheel, and a plurality of horizontal members 2, 3, 4.5 that connect these vertical members in a ladder shape. a pair of reinforcing members 6, 6' connecting the two middle horizontal members 3, 4;
three inverted U-shaped roll pars 7.8, connected to the front, middle and rear parts of the longitudinal members 1, 1' so as to connect them;
9, front roll par 1, frontmost cross member 2
And the left and right support plates 1α and 1a′ are surrounded by a cross-shaped reinforcing member 1.
0, and the center roll par 8 and rear roll par 9 are connected at their tops via a reinforcing member 11.

A steering column supporting a steering handle 13 is attached to the center of the front roll par 1.

Said pair of reinforcing members 6 along the center line between both longitudinal members 1, 1'
, 6', and this fuel tank 12 is bolted to the cross member 3 and both sleeve reinforcement members 6, 6'.

A floor plate 16 is attached to the lower surface of the vehicle body frame F, and a front seat 14 for the driver and a passenger A are attached to the upper surface of the floor plate 16.
A rear seat 15 is installed for the vehicle, and the backrests 14α, 15α are arranged substantially along the center rollper 8 and the rear rollper 9, respectively. Of course, the heights of these rollpers 8 and 9 are selected in advance so that they pass over the heads of the driver and passenger A, respectively.

In FIGS. 4 to 6, the power unit P includes an engine E and a pair of left and right belt type automatic transmissions M, M' disposed on both sides of the rear thereof.

The engine E is arranged with its crankshaft 2o facing in the left-right direction of the vehicle, and an output shaft 21 is provided on one side of the crankshaft 20, and a primary inertia force balancing shaft 2 is provided on the other side.
2 and a pump drive shaft 23 are respectively disposed parallel to the crankshaft 2o, and a starter motor 24 is disposed adjacent to the left end of the crankshaft 2o. A generator 25 is attached to the left end of the crankshaft 2o, and a centrifugal automatic starting clutch 26 is attached to the right end of the crankshaft 2o, and between this clutch 26 and the output shaft 21 is a reduction gear 2T having a forward/reverse switching function. is provided.

This device 2γ includes a small-diameter drive gear 28 fixed to the output member of the clutch 26, and a large-diameter relay gear 29 rotatably supported by the output shaft 21 and constantly engaged with the drive gear 28 via an idle gear 28'. , the first idle gear 3 with a diameter of
1. A large-diameter second idle gear 32 integrally connected to the first idle gear 31, and a relay gear 29 and a second idle gear 32.
It is comprised of a switching gear 33 that is slidably spline-fitted to the output shaft 21 adjacent to the idle gear 32. The switching gear 33 can move along the output shaft 21 between a forward position on the right and a reverse position on the left in FIG. 29, a dog clutch consisting of a dog 34 and a dog hole 35 that can engage with each other is provided on the switching gear 33 and the relay gear 29, and in the backward position, the dog clutch 34, 35 is released and the switching is performed. Gear 33 is the second
It is designed to mesh with the idle gear 32.

When the switching gear 33 is placed in the forward position, the 200 rotations of the crankshaft are transmitted to the output shaft 21 through the starting clutch 26, drive gear 28, idle gear 28', relay gear 29, and switching gear 33 in order. This can be rotated in the normal direction to move the vehicle forward. Moreover, if the switching gear 33 is shifted to the reverse position, the above rotation is controlled by the starting clutch 26,
The deceleration is transmitted to the output shaft 21 through the drive gear 28, the idle gear 28', the first idle gear 31, the second idle gear 32, and the switching gear 33 in order, and is reversed to drive the vehicle backward.

In order to provide the switching gear 33 with the above switching, a gear switching device is provided as follows.

A shift fork support shaft 37 parallel to the output shaft 21 is rotatably supported by a pair of left and right bearings γ0α and γOh provided in the casing 70 of the power unit P. An actuation lever 40 is fixed to the left end of the shift fork support shaft 31 that protrudes outside the casing, and an operational input from a gear change lever (not shown) is applied to the shift fork support shaft 3γ via the actuation lever 40.

A boss portion 38α of the shift fork 38 is slidably fitted to the shift fork support shaft 3T, and the shift fork 38
The fork portion 38b is connected to the boss portion 33 of the switching gear 33.
The boss portion 33α is engaged with an annular groove 36 provided on the outer periphery of α so as to sandwich the boss portion 33α.

In addition, the shift drum 3 is attached to the shift fork support shaft 371.
9 are integrally combined. The shift drum 39 is made of a press, and connects a pair of left and right end walls 39α, 39h that are penetratingly supported by the shift fork support shaft 31 at positions adjacent to the bearings γ0α, γOb, and both end walls 39α, 39b. ,
It also includes a body portion 39c that is concentric with the shift fork support shaft 31 and surrounds approximately half the circumference of the boss portion 38α of the shift fork 38. Right end wall portion 39A of this shift drum 39
The fitting part between the and the shift fork support shaft 31 has an occluded cross section, and both 3γ and 39 can rotate together, but axial movement is prevented by both bearing parts γ0ap70b. thwarted.

A cam groove 88 is provided in the body portion 39c of the shift drum 39, and an engaging protrusion 87 that engages with the cam groove 8-8 is integrally formed on the outer surface of the boss portion 38α of the shift fork 38. .

Thus, when the switching gear 33 is placed in the neutral position, the shift fork 38 occupies the center position of the shift fork shaft 3γ. Therefore, if the operating lever 4 (l) is operated to rotate the shift drum 39 in one direction or the other,
By the guiding action of the cam groove 88, the shift fork 38 can be displaced to the right or left via the engagement protrusion 8T, and the switching gear 33 can be shifted to the forward or reverse position.

The output shaft 21 is composed of a hollow shaft, and the input shafts 52 and 52 of the left and right belt type automatic transmissions M and M' are installed in the hollow part.
0 inner end portions protrude from the left and right, and these input shafts 5
2.52 is connected to the output shaft 21 via the differential device Df. A differential case 53 of the differential device Df is integrally formed at the intermediate portion of the output shaft 21, and a pinion shaft 55 that supports pinions 54 and 54 is attached to the differential case Df, as in a general differential device. A pair of left and right side gears 56, 56 meshing with the binions 54, 54 are spline-coupled to the left and right input shafts 52, 52, respectively.

Therefore, the left and right automatic transmissions M and M' are connected in parallel to the output shaft 21 of the engine E via the differential device Df, and the left and right drive wheels are connected to the output shafts 61 and 61 of these automatic transmissions M and M'. Wf and Wf' are each concatenated.

The connection structure will be described later.

Since the left and right automatic transmissions M and M' have the same structure,
Only the structure of the left one M will be explained. Input shaft 52
A variable diameter drive pulley 58 is located at the end of the output shaft 61.
A variable-diameter driven pulley 59 is attached to each of the boosters IJ 58 and 59, and an endless belt 60 is stretched between the two boobies IJ 58 and 59. The drive pulley 58 has a centrifugal mechanism 62 that operates to increase its effective diameter in accordance with an increase in its rotational speed.
On the other hand, the driven pulley 59 is equipped with a spring 63 that acts to constantly increase its effective diameter, and the interaction between the centrifugal mechanism 62 and the spring 63 allows the input shaft 52 and the output shaft 61 to change the gear ratio. The rotational speed of the shaft 520 is automatically decreased as the rotational speed of the shaft 520 increases.

A wheel drive shaft 65 is spline-coupled to the outer end of the output shaft 61, and an axle 6γ fixed to a hub 66 of the drive wheel Wf is connected to the wheel drive shaft 65 via a constant velocity joint 68.

When the power of the engine E is output from the output shaft 21, the output torque is transmitted to the differential case 53, the pinion shaft 55, the pinion 54, 54, and the left and right side gears 56.
5B, the rotational torque of each input shaft 520 is distributed to the left and right input shafts 52.
0, is transmitted to the corresponding drive wheel Wf or rv f/ via the driven pulley 59, output shaft 61, and wheel drive shaft 65 to drive it.

If the rotational speed of each input shaft 52 increases as the engine rotational speed increases, the gear ratio between the driver and the output shaft 52.61 decreases due to the interaction between the centrifugal mechanism 62 and the spring 63.
The output shaft 61 and the drive wheels 65 are now driven at high speed.

Then, when the vehicle is traveling straight, both driving wheels Wf.

If there is a difference in the gear ratio between the two automatic transmissions M 4 M' when the two automatic transmissions M 4 M' are rotating at the same speed, the left and right input shafts 52 are adjusted accordingly by the differential function of the differential device Df. .52
In other words, the difference in the gear ratio is absorbed, and both driving wheels Wf and Jf' can continue to rotate at the same speed.

Also, when the vehicle turns, the differential device Df exhibits a differential function to provide a difference in rotational speed to the left and right input shafts 52, 52, and at the same time, both automatic transmissions M.

M' also cooperates to exhibit a differential function. That is, if the rotational speed of the input shaft 520 on the inner wheel side of the turning path, for example, the left side, decreases, in the left automatic transmission M, the gear ratio between the driver and the output shaft 52.61 increases; For example, since the rotational speed of the input shaft 520 on the right side increases, the gear ratio between the driver and output shaft 52.61 of the automatic transmission M' on the right side decreases, and as a result, the left and right drive wheels WflWf' have respective turning paths. A rotational speed difference corresponding to the length of is given, and therefore the differential load on the differential device Df is reduced.

The -order inertia force balancing shaft 22 is connected to drive gears 41 having the same diameter.
and synchronously rotated from the crankshaft 20 via the driven gear 42. The weight 22 of this balance shaft 22. z is provided at a position where it enters between a pair of opposing crank webs 20α, 20α when approaching the crankshaft 20,
Since the primary inertia force balancing action of the engine E by the weight 22cL is well known, its explanation will be omitted.

The pump drive shaft 23 is driven by the crankshaft 20 via a chain transmission 43. A lubricating oil pump 44 is connected to one end of the pump drive shaft 23, and a cooling water pump is connected to the other end, and the water pump 45 can be easily attached and detached as follows.

That is, the rotary shaft 4γ of the water pump 1450 having the impeller 46 is connected to the pump drive shaft 23 via a removable joint 48, and the pump crank 49 that supports the rotary shaft 4γ and accommodates the impeller 46 is It is fixed to the crankcase 50 of the engine E with bolts 51. Therefore, by removing the bolts 51, the water pump 45 can be easily taken out from the engine E, which is convenient for maintenance.

Incidentally, when the engine E is an air-cooled type, the water pump 45 is removed in this way, and an appropriate blind cover is provided on the opening of the crankcase 50 behind the pump housing 49.

The starting motor 24 is disposed in a space 64 between the engine E and one automatic transmission M, and is supported by the casing γ0 via a support member 69. The output gear 24α of the starting motor 24 is connected to a reduction gear 89 on the crankshaft 20 via a large-diameter gear 84, a connecting shaft 85, and a small-diameter gear 86, which are arranged to straddle the generator 25 from the left and right sides. The gear 89 and the crankshaft 20 are connected via an overrunning clutch 98 that can transmit driving force from the gear 89 to the crankshaft 20 in only one direction. By doing so, the crankshaft 20 can be cranked by the starting motor 24 from outside the generator 25 at the time of starting.

The casing γ0 of the power unit P includes a crankcase 50 that accommodates and supports the crankshaft 20, output shaft 21, etc. of the engine E, and an automatic transmission M that extends rearward from both left and right ends of the crankcase 50.

A pair of mission cases γ1゜11 that accommodate and support M'
The transmission cases 11 and 11' are integrally connected to form a rigid body, and the transmission cases 11 and 11' are arranged substantially horizontally so as to sandwich the front end of the vehicle body frame F from the left and right sides. In this way, the space between the two transmission cases γ1°71' can be effectively utilized as a vehicle body space, making it possible to make the vehicle more compact and contributing to reducing the childishness of the power unit P.

The casing γ0 is divided into several blocks and cast as follows. That is, the central part of the crankcase 50 and the intermediate part between the central part and each transmission case 11°T11 are divided along a plane perpendicular to the axis of the crankshaft 20, and the thus divided parts are In FIG. 5, the first to fourth blocks γ0. from the left. ~ Called T04. These blocks 10° to γ04 are bolted together between adjacent blocks.

1st to 4th blocks γ0. Support brackets 14 to IT are integrally provided on the outer surfaces of ~104, respectively, and support caps 19 to 82 are connected to these support brackets 14 to Tγ through holes 78, respectively. is a single pivot shaft 8 disposed parallel to the crankshaft 20 to connect the power unit P to the vehicle body frame F.
3 is held in place. At that time, each support bracket 14 to 7γ
The support surfaces of the support camps 19 to 82 are each formed into a semicircular shape that is easy to process and can be brought into close contact with the circumferential surface of the pivot shaft 830, and each through bolt 78 is formed in order to position and securely fix the pivot shaft 83 to the casing TO. The pivot shaft 83 is passed through. Thus, the first to fourth blocks γ0. ~
γ04 is also connected to each other by the pivot 83, increasing the bonding strength.

Furthermore, each set of support brackets and camp γ4°79
;75,80;76.81;77.82 mating surfaces are shifted in phase from each other in the circumferential direction of the plate shaft 83. In this way, the relatively weak parts of the support brackets γ4 to γT and the plurality of through bolts γ8 are not biased in one direction, and the pivot shaft 83 can be firmly supported in all directions.

The pivot 83 is connected to a pair of left and right Neidhardt spring devices Sf on the inside of the support bracket γ4゜γγ at both outer positions.
, Sf' to the left and right support plates 1α of the vehicle body frame F,
1α'. Since these spring devices Sf and Sf' have the same structure, only the left one Sf will be explained. As shown in FIG. 7, this spring device Sf has a spring chamber whose basic shape is a hexagonal cross section. 91; and a spring operating body 92, which has a basic hexagonal cross-sectional shape and is accommodated in the spring chamber 91 so as to be relatively rotatable.
and six cylindrical rubber springs 93 which are projected into the right corner of the spring chamber 91 and filled between the housing 90 and the spring actuating body 92. It is fixed together. A flange 94 is integrally formed on the outer peripheral surface of the housing 90 and projects over half the circumference thereof.

On the other hand, semicircular support recesses 95 that open toward the front are formed in the support plates 1α and 1α′ of the vehicle body frame F, and the mounting flange 94 is fitted into the recess 95 to attach the mounting flange 94. Multiple bolts 9 on support plate 10L, 1α'
It is fixed by 6.

Thus, the power unit P serves as the left and right driving wheels Wf.

If it swings around the axis 83 with the vertical movement of F t/,
The spring actuating body 92 rotates relative to the housing 90 to apply compressive deformation to all the rubber springs 93 at the same time, and the repulsive force of the rubber springs 93 caused by the deformation causes the driving wheels Wf, W to be compressed.
f' is elastically suspended. By the way, since the casing γ0 of the power unit P constitutes a rigid body as described above and connects the two-layer driving wheels Wf and Wf', it has a stabilizer function that suppresses the vertical vibration of one driving wheel by the other driving wheel. will be prepared.

A hydraulic damper 91 is interposed between each of the support plates 1a, 1α' of the vehicle body frame F and the transmission cases 11, 11' in order to damp the vertical movement of the driving wheels r1, F1'.

The pivot shaft 83 is arranged near the speed reduction device 2γ.

In this way, the weight of the engine E side of the power unit P and the weight of the drive wheels 11'f, Wf side are substantially balanced with the axis 83 as a boundary, and the weight of the drive wheels Wf, Wf' and the power unit P are approximately balanced.
The moment of inertia of the swing system around the pivot 83 can be significantly reduced, and as a result, the drive wheels Wf, Wf'
The road surface followability of the vehicle is improved, and the load on the Nye-Tohard type spring device 5f9Sf' is reduced.

A support cylinder 100 surrounding the wheel drive shaft 65 is integrally formed on the outer surface of each mission case γ1, 11', and an outer cylinder 101 rotatably supported by this support cylinder 100 includes:
Knuckles 102 that rotatably support the hubs 66 of the corresponding drive wheels F f and F f' are connected via a pair of king pins 103 that are coaxially arranged across the swing center of the constant velocity joint 68 . The knuckle 102 is connected to the steering handle 13 via a steering mechanism (not shown).

Therefore, by rotating the steering handle 13 to rotate the knuckle 102 around the king pin 103, the driving wheel F f t F f' can be turned.

Further, the knuckle 102 has a corresponding drive wheel If.

A back plate 104 of a brake device B (drum type in the illustrated example) of Wf' is fixed, and this back plate 10
In order to suppress 40 rotations, a restraining arm 105 protruding from the outer surface of the outer cylinder 101 is connected to the vehicle body frame F via a torque rod 106. Therefore, during braking, the braking torque acting on the back plate 104 is supported by the vehicle body frame F via the knuckle 102, the outer cylinder 101, and the torque rod 106. In addition, when the power unit P swings around the pivot shaft 83, the relative rotational displacement between the outer cylinder 101 and the support cylinder 100 connected to the knuckle 102 is controlled so that the proper alignment of the drive wheels F j + F f' is maintained. is allowed.

A rear fork 111 is pivotally attached to the rear end of the vehicle body frame F via a pivot shaft 110 so as to be able to swing vertically, and the driven wheel Wr is pivotally supported at the rear end of the rear fork 111 . In order to suspend the rear fork 111, a spring device S having the same structure as the above-mentioned Knightnold spring device Sf is installed between the pivot shaft 110 and the rear fork 111.
r is interposed.

Further, a hydraulic damper 112 is interposed between the rear fork 111 and the vehicle body frame F to damp the vertical movement of the driven wheel Wτ.

As described above, according to the present invention, since a pair of V-belt type automatic transmissions are provided corresponding to the left and right drive wheels, the power burden on each automatic transmission is halved compared to the conventional one, and therefore the Even under load, slip loss can be halved and transmission efficiency can be significantly improved.

Moreover, since the input shafts of the pair of automatic transmissions are connected to the output shaft of the engine via a differential device, even if there is a difference in gear ratio between the two automatic transmissions due to variations in transmission characteristics, this difference can be avoided. The difference can be absorbed by the differential function of the differential device, thereby ensuring the straight-line performance of the vehicle.

Furthermore, when the vehicle turns, both automatic transmissions can work together to perform a differential function, which reduces the differential load on the differential device and contributes to further improvement of transmission efficiency.

[Brief explanation of the drawing]

1 to 7 show an embodiment of the present invention,
FIG. 1 is a perspective view of the separated body frame and power unit of the vehicle, FIGS. 2 and 3 are a plan view and side view of the same vehicle, FIG. 4 is a side view of the power unit, and FIG.
5A is an enlarged longitudinal sectional plan view of the engine part of the same power unit, FIG. 6 is a side view of the power transmission system of the engine, and FIG. 7 is a side view of the power transmission system of the engine. -■ line enlarged sectional view. E...engine, Df...differential gear, M, M'
... A pair of belt automatic transmissions, Wf, Ff'... A pair of drive wheels, 21... Engine output shaft, 52...
Input shaft of automatic transmission, 53... Differential case, 56...
・Side gear, 61...Output shaft patent for automatic transmission Applicant: Honda Motor Co., Ltd.

Claims (1)

[Claims] In a vehicle power transmission device for transmitting power from an output shaft of an engine to a pair of left and right drive wheels, a differential case of a differential device is connected to the output shaft, and a left and right side gear extending from a pair of left and right side gears of the differential device is connected to the output shaft. A power transmission device for a vehicle, in which a pair of input shafts and an output shaft connected to the pair of driving wheels are respectively connected via a pair of belt type automatic transmissions.