JPS6378827A - Normally four-wheel drive device - Google Patents

Abstract

PURPOSE:To simplify drive mechanism of left and right axles, to improve a transmission factor, and to enable increase of a minimum ground clearance, by using a Y-type power train. CONSTITUTION:An inner front side gear 8 drives a left bevel gear 13 through an annular middle shaft 12 to rotate a small bevel gear 14, end rotates a left front axle 19 through a left shaft 15, a universal joint 16, a propeller shaft 47, a front axle 48, a left drive bevel 17, and a reduction bevel gear 18. An outer front side gear 9 drives a right bevel gear 21 through a concentrical annular outer shaft 20 to rotate a right small bevel gear 22, and rotates a right front axle 26 through a right shaft 23, a universal joint 16, a propeller shaft 47, a front shaft 48, a right drive bevel gear 24, and a right reduction bevel gear 25.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application This invention relates to an improvement of a permanent four-wheel drive system for a longitudinally mounted engine vehicle.

(b) Conventional technology In order to convert a two-wheel drive vehicle with a longitudinally mounted engine to a permanent four-wheel drive vehicle,
As shown in the first embodiment of Japanese Patent Application No. 60-279117, a transfer chain is required to drive the left and right front axles, resulting in low transmission efficiency and a complicated device.

(c) Problems to be solved by the invention This invention has two problems.
It uses two spiral gears directly connected to a heavy differential to form a Y-shaped powertrain, with the aim of simplifying the device and improving transmission efficiency.

(d) Means for solving the problems The present invention will be explained below with reference to the drawings. FIG. 1 is a cross-sectional plan view showing the structure of a first embodiment of the double differential device of the present invention, FIG. 2 is a schematic plan view showing the power train as a skeleton, and FIG. FIG. 2 is an enlarged plan sectional view showing the structure of a rear axle reduction gear portion. This double differential device has the same structure as the third embodiment shown in FIG. 7 of Japanese Patent Application No. 61-030766, and the input shaft 3 is connected to the planetary carrier through the ball joint 2 from the transmission shaft 1. The outer and outer planetary gears 6.7 provided on the planetary gear shaft 5 on the 4 are in contact with the inner and outer front side gears 8.9, and at the same time are in contact with the inner and outer rear side gears 10.11 at the rear. The own side gear 8 connects to the left bevel gear 1 via the annular center shaft 12.
3 to rotate the left small bevel gear 14, and the left front axle via the left shaft 15 universal joint 16 (or ball joint) propeller shaft 47 front shaft 48 left drive bevel gear 17 and left reduction bevel gear 18. Rotate 19. The outwardly curved side gear 9 drives the right bevel gear 21 through the concentric annular outer shaft 20 to rotate the right small bevel gear 22, and the right wheel 23, universal joint 16, propeller shaft 47, front shaft 48, The right front axle 26 is rotated via the right drive bevel gear 24 and the right reduction bevel gear 25. Inner ridge side gear 10,
Output shaft 41, rear drive gear 27 and right rear reduction gear 28 (
right rear axle 2 via a spiral gear (or hypoid gear).
It is configured to rotate 9. The outer rear side gear 11 has an annular shaft 30. Through the front drive gear 31 and the left rear reduction gear 32,
The left rear axle 33 is driven.

(E) Function A well-known ball is installed so that the entire double differential device 36, which is attached to the lower part of the body (not shown) through the output cover transmission 35 of the engine 34 using a cushion body (not shown), can move up and down freely. As described above, two types of differential rotation can be obtained between the left front axle 19 and the right rear axle 29 and between the right front negative shaft 26 and the left rear axle 33 through the joint 2 by rotation of the same planetary carrier shaft 5. So, left and right front wheels 37°3
8 and the left and right rear wheels 39.40 can be driven in the same way as when the center differential is locked when making a curve.
This is similar to the double differential shown in No. 79117. In this invention, the output shaft 41 for driving the left and right rear wheels 39 and the concentric annular shaft 30 are connected to the universal joint 16.
Directly connects the front and rear drive gears 31 and 2 without using
7, these front and rear drive gears 31, 27 and left and right rear reduction gears 32.28 are installed in a gear box 42 rotatably mounted around left and right rear axles 33.29.
It accommodates. The case 43 of the left and right drive bevel gears 17.24 and the left and right reduction bevel gears 18.25 corresponds to the left and right front wheels 3.
It is mounted on the arm 44 of a well-known Uitzschpon, which is a 7.38 suspension. Left and right front axle 19.26
Needless to say, the left and right front wheels 37 and 38 are rotatably driven via the ball joint 45. The input shaft 3 and the output shaft 41 are on a straight line, and are inclined by 3 degrees to the center line of the vehicle (in the illustrated example), so that the rear drive gear 31 does not come into contact with the left rear reduction gear 32.

(f) Second Embodiment In the first embodiment shown in the drawings, spiral gears are used for the left and right rear reduction gears 32 and 28, but this can also be replaced with hypoid gears (not shown), or a double It is also possible to arrange a differential device divided into front and rear parts as in the embodiment shown in Figure 5 of Japanese Patent Application No. 60-279117, and various combinations can be applied. In this case, although the overall length is a little longer, the casing 46 has the advantage of being thinner. Of course, other suspensions can be used in place of the Yitzhubon arm 44. In the second embodiment shown in FIG. 4, the rotation of the transmission shaft 1 is transmitted to the input shaft 3 using a universal joint (or ball joint) 49 and a propeller shaft 50. It is fixed to the body (not shown) by a support fitting 51, and has a vibration-proof structure, and a universal joint 52 and a propeller shaft 53 are also provided between the left and right rear axles 33.29 and the left and right rear reduction gears 32.28. This is an example with improved vibration isolation.

(G) Effects of the Invention This invention has the effect of simplifying the drive mechanism of the left and right front axles 19.26 by using a Y-shaped power train, improving transmission efficiency, and increasing the minimum ground clearance. The output shaft 41 and the annular shaft 30 are made smaller and lighter by eliminating the use of the universal joint 16, and the cost is significantly reduced.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional plan view of a double differential according to a first embodiment of the present invention, FIG. 2 is a schematic plan view showing its power train in skeleton form, and FIG. 3 is a plan view showing the left and right rear reduction gears and , a plan sectional view showing an enlarged structure of a gearbox, and FIG. 4 are respectively a plan schematic view showing a skeleton of a power train according to a second embodiment of the present invention. Patent applicant: Shinwa Sangyo Co., Ltd. 2° Company = 71

Claims (4)

[Claims] (1) Uses left and right drive bevel gears and left and right reduction bevel gears that are interlocked with the inner and outer front side gears of a double differential device that rotates differentially between the left front axle and the right rear axle, and between the right front axle and the left rear axle. A constant four-wheel drive system that uses a Y-shaped powertrain that rotates the left and right front axles. (2) The input shaft of the double differential and the transmission shaft are driven via a ball joint,
A constant four-wheel drive device according to claim 1. (3) Claim No. 1, characterized in that an annular shaft concentric with the output shaft that drives the front and rear drive gears is provided on a gear box rotatably attached to the center of the left and right rear axles, eliminating the need for a universal joint. The constant four-wheel drive device according to item 1. (4) Claims characterized in that the input shaft and transmission shaft of the double differential are driven via two universal joints (or ball joints) and a propeller shaft. The constant four-wheel drive device according to item 1.