JPS6344575B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to the modification of automotive transmissions employed in front-wheel drive motor vehicles, for example for off-road use.

More specifically, the present invention relates to a transmission consisting of a parallel primary shaft and a secondary shaft supporting gears that are always in mesh with each other, and a pair of semi-shafts approximately parallel to the primary and secondary shafts (on which the front wheels are attached). (drive connected)
For converting an automobile transmission of the type equipped with a differential device for driving the vehicle to achieve a lower gear ratio in forward and reverse rotation, and also to transmit drive to the rear wheels of the automobile. Regarding structure.

[Prior Art] A conventional transmission for a front-wheel drive vehicle consists of a primary shaft and a secondary shaft that support gears that are constantly in mesh with each other, and a gear train of, for example, four systems installed between these shafts. A differential device driven by a secondary shaft is provided, and a pair of left and right half shafts extend from both sides of the differential device in parallel to the primary and secondary shafts. A pair of left and right front wheels are drivingly connected to these pair of half shafts.

[Problem to be solved by the invention] Conventional transmissions can only achieve normal gear ratios, so it is not possible to obtain high torque output at low speeds or simultaneous drive of four wheels, which is required for off-roading. There isn't.

The purpose of the invention is to make the vehicle applicable to off-road applications. Off-road, you often come across situations where you have to drive the wheels particularly slowly and powerfully. It may also be necessary to drive all of the wheels at the same time. It goes without saying that off-road vehicles are designed with this in mind, but in the present invention, we have made it possible to ride off-road by simply modifying the transmission of a normal front-wheel drive vehicle. be.

[Means for Solving the Problems] In order to achieve the above object, the present invention comprises a primary shaft and a secondary shaft that support gears that are constantly meshed, extends substantially parallel to the above-mentioned axis of the transmission, and is connected to the front wheels of an automobile. An automobile transmission system incorporating a differential device for transmitting drive to a pair of half shafts connected to a power take-off device and a low first speed gear for transmitting drive to the rear wheels of an automobile. in a structure for converting into a transmission of the same type with attached: (a) a first auxiliary casing 13 which is fixed at its extension to the casing 2 of the transmission on the opposite side of the engine; , a gear transmission 14 supported in the first auxiliary casing and operative to connect the primary shaft 3 and the secondary shaft 4 of the transmission with a transmission ratio corresponding to the low first gear; (b) a second auxiliary casing 15 fixed to the casing 16 of the differential gear 7;
a power take-off shaft 17 supported by a second auxiliary casing 15 to rotate about an axis perpendicular to the axis of the differential; and a power take-off shaft 17 for transmitting drive from the differential 7 to the power take-off shaft 17. It is rotatably supported by bevel gear transmissions 18, 19 for the purpose of The second conversion device 12 includes a transmission shaft 20 and devices 40 to 45 for connecting and disconnecting the transmission shaft 20 and the power extraction shaft 17, and the second conversion device 12 forms a part of the first conversion device 11. A gear transmission 14 is rotatably supported by a first gear 21 fixed to the end 3b of the primary shaft 3 protruding into the first auxiliary casing 13 and an intermediate shaft 23 fixed to the first auxiliary casing 13. a second gear 22 that meshes with the first gear 21;
2, a fourth gear 26 that is rotatably supported by a pin 27 fixed in the first auxiliary casing 13 and meshes with the third gear 25, and the first auxiliary casing 13. a fifth gear 2 rotatably supported by the end 4a of the secondary shaft 4 protruding into the gear 13 and meshing with the fourth gear 26;
8 and a sixth gear 29 fixed to the end 4a of the secondary shaft 4, and the device for engaging and disengaging the low first gear is slidable on the sixth gear 29 by a splined coupling 30. Can be attached freely,
A ring gear 33 connected and fixed to the fifth gear 28 and a sleeve 3 that can engage with its splined inner surface
1, and the sleeve is connected to the sixth gear 2.
9, the sixth
The gear 29 and the fifth gear 28 are engaged and disengaged, and the gear transmission 14 further includes a seventh gear 34 for reverse speed which is connected and fixed to the second gear 22 and the third gear 25. This structure is characterized in that the sleeve 31 is provided with a ring gear 32 that can mesh with the seventh gear 34.

[Function] In the automobile transmission system configured as described above, the first converter in the first auxiliary casing is actuated to generate very low-speed torque when off-roading, such as on a sandy beach off a normal flat road. By increasing the drive of the wheels, the vehicle can travel, and by activating the second conversion device in the second auxiliary casing, the vehicle can drive all four wheels simultaneously and travel over obstacles. Further, the structure of the gear train of the first converting device makes the first converting device compact although it achieves very low speed drive in both forward and reverse rotational directions.

EXAMPLES The invention will now be described, by way of example only, with reference to the accompanying drawings, in which: FIG.

Now, a transmission 1 for a motor vehicle according to the invention is generally shown in FIG. 1, comprising a power take-off device 12 for transmitting drive to the rear wheels of the motor vehicle and a low first speed gear 11.

A primary shaft 3 and a secondary shaft 4 are rotatably supported within the main casing 2. The primary shaft 3 has an end 3a that projects from the main casing 2 and is driven by the engine. Four helical gears 5 are fixed to the primary shaft 3 and mesh with four helical gears 6 on the secondary shaft 4. These gears 6 are rotatably mounted on the secondary shaft 4. The conventional sleeves and synchronizers used to selectively couple and secure gear 6 to secondary shaft 4 are not shown. In this way, the main casing 2 houses the main transmission.

A differential gear 7 is directly connected to this main transmission. The planetary carrier of the differential is fixed to a gearwheel 8 which engages a pinion 9 fixed to the secondary shaft 4. The differential device 7 serves to transmit the drive from the secondary shaft 4 to the pair of half shafts 10. This half shaft 10 is intended to be connected to the front wheels of a motor vehicle.

As shown in FIG. 1, the half shaft 10 extends in a direction substantially parallel to the primary shaft 3 and the secondary shaft 4 of the main transmission. The main transmission is designed to be mounted horizontally on the vehicle with respect to the longitudinal direction of the vehicle itself.

The main transmission equipped with a differential device is the first conversion device 1
1 and a second converting device 12, the transmission is converted into the transmission shown in FIG.

The first conversion device 11 is connected to a first auxiliary casing 13 fixed to the casing 2 on the opposite side of the car engine.
installed inside.

A gear transmission 1 is provided in the first auxiliary casing 13.
4 is arranged to selectively connect the primary shaft and secondary shaft of the main transmission. The gear ratio at this time is very low and corresponds to a low first speed gear.

The second conversion device 12 is a differential gear casing 16
the second auxiliary casing 15 fixed to the gear 8;
It consists of a power take-off shaft 17 that supports at one end a bevel pinion 18 that meshes with a bevel gear 19 fixed to the power take-off shaft 17, and a transmission shaft 20 that is selectively connected to the power take-off shaft 17. Note that the rear wheels are driven via this transmission shaft 20.

1 to 3, the gear transmission 14 has a primary shaft 3 that protrudes into the casing 13.
The first gear 21 is fixed to the end 3b of the first gear. This first gear 21 meshes with a second gear 22 rotatably supported by an intermediate shaft 23 fixed to the casing 13. This second gear 22 is integral with one tubular element 24 . This element 24 has a third gear 25 that meshes with a gear 26 .
The gear 26 is a pin 27 fixed to the casing 13.
It is rotatably supported.

The gear 26 meshes with a gear 28 rotatably supported on the end 4a of the secondary shaft 4 protruding into the casing 13. Gear 29 is lined up with this gear 28.
There is. This gear 29 is fixed to the end 4a. The teeth of this gear 29 are splines, to which a sleeve 31 is slidably attached by a splined coupling 30. A gear 32 is provided on the outer surface of the sleeve 31. A device of known type (not shown) is provided for axially displacing the sleeve 31 on the gearwheel 29 fixed to the end 4a of the secondary shaft 4. sleeve 3
1 is the first end position where the splined inner surface meshes with the toothed ring 33 of the gear 28, and the gear 32.
is a gear 34 formed on a portion of the tubular element 24.
and a second end position in which the two ends are engaged. Although gear 34 appears to be separated from gear 32 in Figure 2, the pitch circles of both gears are actually in contact with each other, and the apparent distance shown in Figure 2 is based on this cross section. This is due to a specific method. Of course, this sleeve 31 is
A neutral position, indicated by a dashed line in the figure, can be taken.

When the sleeve 31 is in its first end position (gears 28 and 29 are connected and integrated), the primary shaft 3 and secondary shaft 4 of the transmission are connected at a gear ratio corresponding to the low first speed gear. be done.

When the sleeve 31 is in its second end position (ring gears 32 and 34 meshing with each other), the primary shaft 3 and the secondary shaft 4 are connected at a gear ratio corresponding to reverse speed.

Of course, the illustrated example relates to the case in which the transmission gear provided in the original transmission for obtaining reverse speed is removed. Therefore, by using the first converter 11, it is possible to add not only a low first speed but also a new reverse ratio to the original transmission.

It is clear that if it were necessary to add only a low first gear to the main transmission without modifying the reversing ratio, it would be unnecessary to provide ring gear 32 and gear 34.

Referring to FIGS. 4 and 5, the gear 8 is fixed to the planetary carrier 35 of the differential 7 by bolts 36. As shown in FIGS. It is fixed to the bevel gear 19 using this same bolt.

As can be understood from FIG.
It is rotatably supported inside.

The transmission shaft 20 is the shaft 1 on the opposite side of the umbrella pinion 18.
The end portion 20a is rotatably supported in a hole 38 formed at the end portion of the cylindrical member 7. A gear 40 is also fixed to this end 20a by a ring nut 39. The end of the transmission shaft 20 opposite to the end 20a is provided with a flange 20b for connecting the transmission shaft 20 to a shaft that transmits drive to the rear wheels of the vehicle.

The transmission shaft 20 has a splined portion 20C within the casing 15, and a sleeve 41 is slidably attached to this portion. This sleeve 41 is connected to the splined portion 20 of the transmission shaft 20.
has a splined inner surface for connecting with c;
An inner ring gear 42 is provided which operates to mesh with a gear 40 which is connected and fixed to the shaft 17.

The sleeve 41 is movable between a first end position and a second end position, and when in the first end position, the inner ring gear 42 is isolated from the gear 40, so that the connection between the shafts 17 and 20 is broken. In the second end position (shown in FIG. 4), the inner ring gear 42 meshes with the gear 40 so that the shaft 17 is rotationally connected to the shaft 20.

The axial displacement of the sleeve 41 is controlled by a bifurcated element 43 fixed to a shaft 44 extending to one side of the shaft 20 and perpendicular to the axis of the shaft 20 . The shaft 44 is rotatably supported within the casing 15 and
A lever 45 for controlling the displacement of the bifurcated element 43 is fixed to this end.

Each of the two arms of the bifurcated element 43 has a sliding block 4 that engages with a circumferential groove 47 of the sleeve 41.
6 is provided.

In order to hold the bifurcated element 43 in each of the two end positions corresponding to the above-mentioned end positions of the sleeve 41, finger-like projections 48 are provided which are slidably supported in the part 15a of the casing 15. .

The free end of this projection 48 is held in contact with the free end of one of the two arms of the bifurcated element 43 by a coil spring 49. Two notches 43a are provided in the arm of the forked element 43 that cooperates with the protrusion 48.
(FIG. 4) are provided, each of which allows the free ends of the projections 48 to engage in one or the other of the end positions of the bifurcated element 43.

Since the protrusion 43a has a cam shape, when the forked element 43 is rotated in a controlled manner, the protrusion 48 reaches the opposite end position.
It is pushed back to the retracted position until it engages with the other notch 43a.

Of course, significant changes may be made in the construction details and embodiments described and illustrated by way of example without departing from the scope of the invention.

For example, although the conversion shown in the accompanying drawings relates to the case where the original transmission is of the type with four gears, it is clear that such a conversion is equally possible in the case of a five-gear transmission. [Effects of the Invention] Since the present invention is configured as described above, when the automobile travels off-road, the first conversion device can be operated to drive the wheels at low speed and with large torque. This allows the car to travel off-road without difficulty. Additionally, by operating the second conversion device, all four wheels can be driven, which also allows the vehicle to travel off-road without difficulty.

Moreover, the first conversion device also achieves reverse drive at low speeds, which may enable the vehicle to be driven on more aggressive off-road terrain.

In particular, the first conversion device of the present invention has the advantage of being compact while having a reverse drive function, and can be extremely easily adopted as an option by simply making the primary shaft and secondary shaft protrude from the main casing. effective.

Furthermore, the structure of the gear trains 21 to 29 and the sleeve 31 is such that they can selectively take a very low first speed, and also have a structure that allows them to obtain a very low reverse speed (gear 31, 34) can be added without requiring any additional space.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional perspective view schematically showing an automobile transmission according to the present invention, FIG. 2 is a cross-sectional view taken along the line - in FIG. 3, and FIG. 3 is a cross-sectional view taken in the direction of the arrow in FIG. 1. 4 is a detailed sectional view of FIG. 1, and FIG. 5 is a sectional view taken along the line - in FIG. 4. In the figure, 2 is the casing of the transmission, 3 is the primary shaft, 3a is the end of the primary shaft, 4 is the secondary shaft, 4a is the end of the secondary shaft, 7 is the differential gear, and 11 is the first shaft. a conversion device; 12 is a second conversion device; 13 is a first conversion device;
Auxiliary casing, 14 gear transmission, 15 second auxiliary casing, 16 differential casing, 17 power take-off shaft, 18 umbrella pinion, 1
9 is a bevel gear, 20 is a transmission shaft, 21 is a first gear,
22 is a second gear, 23 is an intermediate shaft, 25 is a third gear, 26 is a fourth gear, 27 is a pin, 28 is a fifth gear, 29 is a sixth gear, 30 is a splined coupling, 31 is a sleeve, 32 , 33 is a gear, 3
4 is the seventh gear, 40 is the gear, 41 is the sleeve, 4
2 is an internal gear, 43 is a bifurcated element, 43a is a notch, 44 is a horizontal shaft, 44a is an end protruding from the casing 15, 45 is a control lever, 46 is a sliding block, 47 is a circumferential groove, and 48 is a retainer. device or finger-like process. Note that the same reference numerals in each figure indicate the same or corresponding parts.

Claims (1)

[Scope of Claims] 1. Drive is applied to a pair of half-shafts that are made up of a primary shaft and a secondary shaft that support gears that are constantly meshed, extend approximately parallel to the above-mentioned axis of the transmission, and are connected to the front wheels of an automobile. A structure for converting a type of automobile transmission incorporating a differential device for transmission into a transmission of the same type equipped with a power take-off device and a low first speed gear for transmitting drive to the rear wheels of an automobile. in which the structure comprises: (a) a first auxiliary casing 13 fixed in its extension to the casing 2 of the transmission opposite the engine; A first conversion device including a gear transmission 14 that operates to connect the primary shaft 3 and the secondary shaft 4 with a gear ratio corresponding to the low first speed gear, and devices 29 and 30 for engaging and disengaging the connection. 11, and (b) a second auxiliary casing 15 fixed to the casing 16 of the differential gear 7.
a power take-off shaft 17 supported by a second auxiliary casing 15 to rotate about an axis perpendicular to the axis of the differential; and a power take-off shaft 17 for transmitting drive from the differential 7 to the power take-off shaft 17. It is rotatably supported by bevel gear transmissions 18, 19 for the purpose of The second conversion device 12 includes a transmission shaft 20 and devices 40 to 45 for connecting and disconnecting the transmission shaft 20 and the power extraction shaft 17, and the second conversion device 12 forms a part of the first conversion device 11. A gear transmission 14 is rotatably supported by a first gear 21 fixed to the end 3b of the primary shaft 3 protruding into the first auxiliary casing 13 and an intermediate shaft 23 fixed to the first auxiliary casing 13. a second gear 22 that meshes with the first gear 21;
2, a fourth gear 26 that is rotatably supported by a pin 27 fixed in the first auxiliary casing 13 and meshes with the third gear 25, and the first auxiliary casing 13. a fifth gear 2 rotatably supported by the end 4a of the secondary shaft 4 protruding into the gear 13 and meshing with the fourth gear 26;
8 and a sixth gear 29 fixed to the end 4a of the secondary shaft 4, and the device for engaging and disengaging the low first gear is slidable on the sixth gear 29 by a splined coupling 30. Can be attached freely,
A ring gear 33 connected and fixed to the fifth gear 28 and a sleeve 3 that can engage with its splined inner surface
1, and the sleeve is connected to the sixth gear 2.
9, the sixth
The gear 29 and the fifth gear 28 are engaged and disengaged, and the gear transmission 14 further includes a seventh gear 34 for reverse speed which is connected and fixed to the second gear 22 and the third gear 25. A structure characterized in that the sleeve 31 is provided with a ring gear 32 that can mesh with the seventh gear 34. 2. In the device according to claim 1, the bevel gear transmission forming a part of the second conversion device 12 includes a bevel gear 19 fixed to a planetary carrier of the differential device 7; The structure is characterized by comprising an umbrella pinion 18 that engages with the power take-off shaft 17 and is connected and fixed to the power take-off shaft 17. 3. In the device described in claim 1, a device for connecting and disconnecting the power output shaft 17 and the transmission shaft 20 is slidably attached to the transmission shaft 20 by a splined coupling, and The structure is characterized in that it consists of a sleeve 41 equipped with an internal gear 42 that can mesh with a gear 40 fixed to the extraction shaft 17, and the connection is engaged and disengaged by displacing the sleeve in the axial direction. body. 4. In the device according to claim 3, the device for connecting and disconnecting the power take-off shaft 17 and the transmission shaft 20 further includes a forked element 43, and the arm of the element has a free end connected to the forked element 43. The forked element 43 supports two sliding blocks 46 disposed in engagement with the inside of the circumferential groove 47 of the sleeve 41, and the forked element 43 is inserted into the second auxiliary casing 15 about an axis perpendicular to the axis of the sleeve 41. Horizontal shaft 44 supported rotatably
A structure supported by a control lever 45, the transverse axis of which has an end 44a projecting from the casing 15. 5. In the structure set forth in claim 4, the structure is configured to hold a bifurcated element 43 at each of its end positions, which corresponds to the engagement and disengagement of the connection between the power take-off shaft 17 and the transmission shaft 20. A structure comprising a holding device 48. 6. In the device according to claim 5, the holding device is elastically pressed against the free end of one of the two arms of the bifurcated element 43, so that the forked element 43 two notches 43a formed in the free end corresponding to both end positions of the
A structure comprising fingers 48 selectively engageable within the structure. 7. In the device according to claim 6, the notches 43a formed at the free ends of the two arms of the forked element have a cam shape, so that the forked element 43 A structure characterized in that the finger-like protrusion 48 is pushed back when the finger-like protrusion 48 is displaced.