JPS6047729A - Power transmission apparatus for car - Google Patents

Abstract

PURPOSE:To eliminate the troubles such as the increase of traveling resistance and the increase of noise by allowing the first and the second reduction mechanisms to be ON/OFF-controlled by a drag clutch and suppressing useless revolution of a propeller shaft. CONSTITUTION:A rear side reduction gear 10 is constituted of the first reduction mechanism I and the second reduction mechanism II in a housing 11. The first reduction mechanism I is constituted of the driving gear 12 of a driving gear shaft 9 connected with a propeller shaft through a universal joint and a bevel gear 13 engaged with the driving gear 12. The second reduction mechanism IIis constituted in the combination of a casing 14, front and rear bevel gears 15 and 15 axially supported onto the casing 14, and the bevel gears 16 and 16 connected to rear axle shafts 6 and 6 and engaged with bevel gears 15 and 15. A drag clutch 18 is shifted by the operation of an actuator 19 and performs switching to the clutch-ON state between the bevel gear 13 side and the bevel gear 17 side.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power transmission system for a Wb part-time 4VVD motor vehicle which is capable of switching between two-wheel drive and four-wheel drive.

In a part-time 4WD vehicle that is in the front position when driving, the transfer clutch 7 installed in the transmission 2 is disconnected and the propeller shaft 8 is moved as shown in Figure 1.
．． The engine 1 is connected to the rear wheel power transmission system that reaches the rear wheels 5 via the rear final reduction gear 10 and the rear axle shaft 6.
It is possible to stop the power transmission from the engine 1 and transmit power only to the front wheels 3 via the transmission 2 and the front axle shaft 4 (24) i drive state (Meiko Sho 55-54533). (see official bulletin).

In such a part-time 4WD vehicle, in the 2@drive state, the power transmission system on the rear wheel side is the driven wheel.
Zero rotation results in completely unnecessary rotation, which causes problems such as increased running resistance, increased scale noise, and more.

The present invention discontinues the transfer clutch γ during two-wheel drive in the covered time 4'WD vehicle as described above, and also disables the power transmission of the rear final reduction gear 10il. The present invention will be described below with reference to the embodiment shown in FIG. 2, which stops the rotation of the parts and eliminates disadvantages such as increased running resistance and increased noise.

In FIG. 2, reference numeral 10 denotes a rear final speed device, which consists of a drive gear 12 of a drive gear shaft 9 connected to a propeller shaft through a universal joint in a housing 11, and a bevel gear 13 meshing with the drive gear 12. 1, a casing 14, front and rear bevel gears 15 and 15 that are shaft-supported by the casing 14, and left and right rear axle shafts 6.
6 and the front and rear bevel gears 15 + 15
The structure is such that a second speed reduction mechanism (2), which is combined with left and right bevel gears 16 and 16 that mesh with each other, is lined up in one direction in the front of the vehicle.

The shaft portion of the bevel gear 13 of the first speed reduction mechanism I is connected to a gear portion 14 provided in the casing 14 of the second reducer t's 11.
A gear 1Y meshing with α is supported so as to be relatively rotatable, and a dog clutch 18 is provided between the gear 1γ and the bevel gear 13, and an actuator such as a diaphragm or a solenoid is provided to operate the dog clutch 18. 19 is provided, and when the actuator 19 operates, the shift fork 19'' connected to the actuating piece 19' of the actuator 19 moves in the vertical direction of the figure, and the bevel gear 13 and the gear 17 are disengaged as shown in the second figure. The dog clutch 18 moves upward in FIG. 2 from the clutch-off state in which the clutch is released, and can be switched to the clutch-on state in which the dog clutch 18 straddles the bevel gear 13 side and the gear 17 side and engages.

In FIG. 2, 20 indicates an ancular bearing.

In the above configuration, when the transfer clutch 7 is engaged and the power from the engine 1 is transmitted to the propeller shaft 8 during four-wheel drive, the actuator is operated in conjunction with the switching operation to four-wheel drive or manually. 19 is activated and the dog clutch 1 is in the clutch-on state in which the bevel gear 13 and gear 17 are connected, and the rotation of the propeller shaft 8 and the drive VI gear shaft 9 is caused by the drive gear 12 and the bevel gear 13. The output of the first reduction mechanism I is reduced by the gear 11 and the gear part 1 of the casing 14.
Due to the meshing with 4α, the second reducer (transmitted to
A second stage of deceleration is performed by the second deceleration mechanism (2), and the rear wheels 5, 5 are rotationally driven via the rear axle shaft 6.6.

In this four-wheel drive state, the second reduction gear 2 constitutes a known differential mechanism, so that the left and right rear wheels are accurately differentially operated when turning.

Transfer clutch 7 is transferred from the four-wheel drive state like this.
When switching to two-wheel drive with +I and lr, the actuator 19 acts in conjunction with the switching operation or manually, and the shift fork 19'' moves the dog clutch 18 to shift the bevel gear as shown in No. 212+. 13 and gear 17 are separated.

Then, the second reduction gear 194 II rotates due to the rotation of the rear wheels 5 and 5, which are the driven wheels, but this rotation only causes the gear 17 to idle, and the electric image 413. The first drive gear 12
Reduction gear structure I and drive gear shaft 9. The light is not transmitted to the propeller shaft 8 at all, and all disadvantages such as an increase in light traveling resistance due to these unnecessary rotations, and accompanying deterioration in fuel efficiency and increase in noise are eliminated.

The order of operation when switching between two-wheel drive and four-wheel drive is as follows: When switching from four-wheel drive to two-wheel drive, the dog clutch 18 is first disengaged, and then the transfer clutch 7 is disengaged.
When switching from 2@drive to 4'@drive, transfer clutch 7 is first connected, and then dog clutch 18 is connected.
It is desirable to inherit the following.

As described above, according to the present invention, the rear final reduction gear
The reduction mechanism and the second reduction mechanism are configured as a two-stage reduction type final reduction device arranged in front and behind, and both the first and second reduction gears are connected by a dog clutch and have a structure that allows easy control. Thank you for your help, transmission clutch e9
J Tsuta 2@ In the drive state, the first reduction mechanism of the rear final reduction gear and the propeller shaft are disconnected from both the power source and the road surface human power by the transfer clutch and dog clutch and stop, reducing running resistance, fuel consumption, noise, etc. It achieves a significant reduction in υ.

Furthermore, in the present invention, the rear final reduction gear is configured as a two-stage reduction type in which the first and second reduction gears tA are arranged after the mouth iJ as described above, so that it is compared to a single-stage reduction type. Each I! ! 3
The diameter of the vehicle can be made significantly smaller, and as shown in Figure 6, the ground clearance H of the Vella End-Destruction Vehicle 10 can be made significantly smaller than that of the conventional one-kill, one-shot type A. It is possible to lower the cargo floor of the car body and expand the cargo space.It also has a structure in which only one dog clutch is required and the final reduction gear has a built-in dog clutch, which makes it possible to reduce the burden on the car body. Together with the tUt facilitation, etc., this can bring about a great practical effect.

[Brief explanation of the drawing]

Fig. 1 is a system diagram showing an example of the power transmission system of a part-time 4WD vehicle to which the present invention is applied, and Fig. 2 shows an embodiment of the present invention. The plan view and the (b) diagram are explanatory diagrams showing examples of how the actuator and the dog clutch are connected. FIG. 3 is an explanatory side view showing the rear final reduction gear of the present invention in comparison with a conventional one. 1... Engine, 2... Mission, 3... Front wheel, 5... Rear wheel, 7... Transfer clutch, 8...
...Propeller shaft, 10...Rear final reduction gear,
11... Housing, ■... First reduction gear drawing, G...
Second reduction mechanism, 18... dog clutch, 19...
actuator. that's all

Claims (1)

[Claims] The rear wheel power transmission system, which transmits power from the engine to the propeller shaft through the transmission to the rear final reduction gear, can be turned into two-wheel drive by disengaging the transfer clutch at the transmission center. Part-time 4-wheel drive self-driving vehicle
In the car, the rear emergency reduction gear (Co., Ltd.) is installed inside the housing with a first reduction mechanism and a second reduction mechanism arranged in a 011 rearward direction, and the first and second reduction mechanisms are coupled; A quick-movement power transmission device characterized by having a structure in which a dog clutch for controlling disengagement is installed and an actuator for operating the dog clutch is attached.