KR100757162B1 - Power train for 4-wheel drive automobile - Google Patents

Abstract

A power transmission for a four-wheel drive vehicle is provided to cut down manufacturing cost by selecting the friction coupling between the moving type shaft and the output shaft instead of the spline coupling. A power transmission for a four-wheel drive vehicle comprises a transfer, a front propeller shaft(13), a front differential, an actuator(30), a return spring(51), a first moving type shaft(41), a second moving type shaft(42), and first and second drive shafts(11,43). The front differential has a pinion gear(17) and a ring gear(15). The return spring supplies elastic force to first and second moving type shafts(41,42). The first moving type shaft transfers the power through the first drive shaft(11) and a spline. The second moving shaft(42) transfers the power through the second drive shaft and the gear. The drive shafts are connected to left and right sides of the front differential to drive front wheels through the power transfer and cutoff due to the first and second moving type shafts.

Description

Power transmission device for four-wheel drive vehicles {POWER TRAIN FOR 4-WHEEL DRIVE AUTOMOBILE}

1 is a schematic view showing the configuration of a typical four-wheel drive vehicle.

2 is a cross-sectional view showing a front wheel-side power transmission device of a typical four-wheel drive vehicle.

3 is a cross-sectional view showing a front wheel side power transmission device of a four-wheel drive vehicle for driving an actuator using a conventional engine vacuum pressure.

4 is a cross-sectional view showing a front wheel side power transmission device of a four-wheel drive vehicle according to an embodiment of the present invention.

5 is a cross-sectional view showing an operation state of four-wheel drive of the front wheel-side power transmission device of a four-wheel drive vehicle according to an embodiment of the present invention.

6 is a cross-sectional view showing an operation state of two-wheel drive of the front wheel power transmission device of a four-wheel drive vehicle according to an embodiment of the present invention.

<Description of Symbols for Main Parts of Drawings>

11, 43: drive shaft 13: front propeller shaft

15: ring gear 17: pinion gear

30: actuator 40: front differential

41,42: movable shaft 51: return spring

The present invention relates to a power transmission device of a four-wheel drive vehicle, and more specifically, it is possible to reduce the manufacturing cost by making a gear coupling, not a spline coupling, between the movable shaft and the output shaft, and friction coupling between the movable shafts. The present invention relates to a power transmission device of a four-wheel drive vehicle.

A four-wheel drive car, unlike a two-wheel drive car, has a function that can use both front and rear wheels of a vehicle as driving wheels in full time or part time, and is a jeep or leisure vehicle for the purpose of driving on a rough road. It is a driving mechanism applied to a special vehicle used for a special purpose.

The four-wheeled vehicle described above exhibits a stable driving performance under the road surface conditions that can be driven and evenly distributes power to four wheels even in poor driving conditions due to terrain or weather, thereby increasing tire groundability and smooth running. Do it.

1 is a schematic view showing the configuration of a typical four-wheel drive vehicle.

As shown in FIG. 1, in a typical four-wheel drive vehicle, the driving force output from the engine 100 passes through the transmission 110 to the rear wheel side and the front wheel side in the transfer case 120, so that the rear wheel side is the rear propeller shaft 130. ) And the rear differential 140, the front wheel side is composed of a structure in which power is transmitted to the front propeller shaft 13 and the front differential 40, respectively, and normally transfers power to the rear wheel side to travel in two-wheel drive. While operating the transfer case 120 while transmitting the power to the front wheel to be made to drive in four-wheel drive.

2 is a cross-sectional view showing a front wheel-side power transmission device of a typical four-wheel drive vehicle.

As shown in FIG. 2, the front wheel side power transmission device of a typical four-wheel drive vehicle drives a drive pinion gear 17 in which engine power transmitted through a transfer case (not shown) is connected to the front propeller shaft 13. Then, power is transmitted to the first and second drive shafts 11 and 12 through the ring gear 15 engaged with the drive pinion gear 17.

However, such a four-wheel drive vehicle, the front propeller shaft 13, the drive pinion gear 17, the ring gear 15, by the rotational force transmitted from the front wheel when the driver is driven only by the driving force (2WD) of the rear wheel Since the first and second drive shafts 11 and 12 are idling, a lot of noise and low fuel economy are generated.

In order to solve this problem, in order to minimize idling components when power is not transmitted to the front wheels, a device for controlling part of the front wheel drive line is applied.

3 is a cross-sectional view showing a power transmission device of a four-wheel drive vehicle for driving the actuator using a conventional engine vacuum pressure.

As shown in FIG. 3, a power transmission device of a four-wheel drive vehicle that drives an actuator using a conventional engine vacuum pressure operates a vacuum pressure generated from an engine by operating an actuator 30 to control the transmitted power. Using the circle, the shift rod 33 is moved by setting one of the two spaces in the vacuum state inside the actuator 30 through the control of the solenoid valve.

The fork 35 and the sleeve 37 connected to the shift rod 33 interlock the clutch gear 39 to prevent idling of the deep and front propeller shafts in the two-wheel drive (2WD) driving state of the vehicle, and four-wheel driving state. Allows for normal power transfer.

However, since the power transmission device uses a vacuum pressure generated in the engine, there is a problem in that the stable operation of the actuator is difficult because the vacuum pressure is not constant according to the rotation speed of the engine.

In addition, in order to control the clutch gear, solenoid valves, actuators, etc., protrude outside the deep to occupy an excessive space, which is disadvantageous in terms of layout, and requires a separate vacuum pressure supply line, so as to assemble the complexity of the automobile structure There is a problem that the efficiency in terms of lowering.

In addition, since only one of both drive shafts that transmits power is controlled, the differential gear inside the deep shaft is always rotated regardless of the driving mode, and there is a possibility of a joint occurrence due to gear engagement in a no-load state. The disadvantage is that.

In order to solve this problem, the drive shaft is installed in the front differential so that the movable shaft, which plays an important role in transmitting or blocking front wheel power, can be axially moved inside the front differential. By controlling the output shaft that is machined, it prevents the rotation between the front differential internal parts during two-wheel drive and prevents fuel consumption and noise caused by gear meshing in the no-load state, and it is a power that can lead to weight reduction and cost reduction by reducing the number of parts. The technology related to the delivery device has been disclosed by the present applicant in the "power control device of a four-wheel drive vehicle" of Republic of Korea Patent Publication No. 10-2006-0014839 (published February 16, 2006).

However, Patent Publication No. 10-2006-0014839 discloses a manufacturing cost by processing a spline on two movable shafts, a drive shaft, and an output shaft, and processing the two movable shafts to be unevenly coupled to each other. There is this relatively high problem.

An object of the present invention is to solve such a conventional problem, it is possible to reduce the manufacturing cost by the friction coupling is made between the movable shaft and the output shaft rather than the spline coupling, the friction coupling between the movable shaft, To provide a power transmission device for a four-wheel drive vehicle.

As a means for achieving the above object, the configuration of the present invention, the four-wheel drive and the transfer between the two-wheel drive to transfer the engine power, the front propeller shaft for transmitting the engine power transmitted through the transfer to the rotational force, A front differential having a pinion gear and a ring gear for receiving and transmitting rotational force of the front propeller shaft, an actuator located inside the front differential and converting external pneumatic pressure into mechanical displacement or stress, and an inside of the front differential A return spring positioned in the front differential to provide elastic force to the first and second movable shafts, and positioned inside the front differential to move axially under the force from the actuator and the return spring, and to drive power through the first drive shaft and the spline. First movable shaft for transmitting the And a second movable shaft positioned in the front differential and receiving axial force from the actuator and the return spring to move axially and transmitting power through the second drive shaft and the gear, and respectively connected to the left and right sides of the front differential. And first and second drive shafts for driving the front wheels through power transmission and interruption by the first and second movable shafts.

The configuration of the present invention is characterized in that, during four-wheel drive, the spline machined on the first movable shaft and the first drive shaft are coupled, and the gear machined on the second movable shaft and the second drive shaft are coupled.

The configuration of the present invention is characterized in that, during two-wheel drive, the spline and the first drive shaft of the first movable shaft are separated and the gear and the second drive shaft of the second movable shaft are separated.

The configuration of the present invention is characterized in that the air input to the actuator during the two-wheel drive is cut off and the air inside the actuator is discharged to the atmosphere.

In the configuration of the present invention, it is preferable that the actuator uses external pneumatic pressure without using the vacuum pressure generated in the engine.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings in order to describe in detail enough to enable those skilled in the art to easily carry out the present invention. . Other objects, features, and operational advantages, including the object, operation, and effect of the present invention will become more apparent from the description of the preferred embodiment.

For reference, the embodiments disclosed herein are only presented to select the most preferred embodiment in order to help those skilled in the art from the various possible examples, various changes and additions and changes within the scope without departing from the spirit of the invention It goes without saying that this is possible, of course, and other equivalent embodiments are possible.

4 is a cross-sectional view showing a front wheel side power transmission device of a four wheel drive vehicle according to an embodiment of the present invention, Figure 5 is a four wheel drive of the front wheel power transmission device of a four wheel drive vehicle according to an embodiment of the present invention. 6 is a cross-sectional view showing an operating state, Figure 6 is a cross-sectional view showing the operating state of the two-wheel drive of the front wheel-side power transmission device of a four-wheel drive vehicle according to an embodiment of the present invention.

As shown in Figures 4 to 6, the configuration of the power transmission device of a four-wheel drive vehicle according to an embodiment of the present invention, the transfer (not shown) for switching the four-wheel drive and two-wheel drive and transmitting the engine power, and The front propeller shaft 13 for transmitting the engine power transmitted through the transfer (not shown) to the rotational force, and the pinion gear 17 and the ring gear 15 for receiving and transmitting the rotational force of the front propeller shaft 13; The branch has a front differential 40, an actuator 30 located inside the front differential 40 and converts external pneumatic pressure into a mechanical displacement or stress, and is located inside the front differential 40 and has a first position. And a return spring 51 which provides elastic force to the second movable shafts 41 and 42 and is located inside the front differential 40 and transmits a force from the actuator 30 and the return spring 51. A first movable shaft 41 which receives the axial movement and transmits power through the first drive shaft 11 and the spline 41a, and is located inside the front differential 40, and the actuator 30 and the return. A second movable shaft 42 which transmits power through the second drive shaft 43 and the gear 42a by receiving the force from the spring 51 and moving in the axial direction, and on the left and right sides of the front differential 40. It is connected to each other and comprises a first and second drive shaft (11, 43) for driving the front wheels through power transmission and interruption by the first and second movable shaft (41, 42).

Referring to the operation of the power transmission device of a four-wheel drive vehicle according to an embodiment of the present invention by the above configuration is as follows.

First, during four-wheel drive, as shown in FIG. 5, when a driver operates a four-wheel switch (not shown) to perform four-wheel drive, the actuator 30 pushes the first movable shaft 41 by the input air pressure. As a result, the second movable shaft 42 pushes and moves the return spring 51 to engage the spline 41a and the first drive shaft 11 which are processed on the first movable shaft 41. The second gear shaft 42 and the second drive shaft 43 are coupled to the second movable shaft 42. Accordingly, the gear 42a is input from the front propeller shaft 13 through the ring gear 17 of the front differential 40. The driving force is transmitted to the first drive shaft 11 and the second drive shaft 43 to drive the four-wheel drive.

At this time, the actuator 30 uses an external pneumatic pressure without using a vacuum pressure generated in the engine.

In addition, when the driver operates the two-wheel switch (not shown) to switch to two-wheel drive, the air input to the actuator 30 is cut off, and the air inside the actuator 30 is released to the atmosphere, as shown in FIG. As shown, the first and second movable shafts 41 and 42 are moved to the left by the restoring force of the return spring 51 at the end of the second movable shaft 42, so that the spline of the first movable shaft 41 41a) and the first drive shaft 11 are separated and the gear 42a and the second drive shaft 43 of the second movable shaft 42 are separated, thus the front differential 40 from the front propeller shaft 13. The driving force input through the ring gear 17 of the vehicle is not transmitted to the first drive shaft 11 and the second drive shaft 43, thereby enabling two-wheel drive of the vehicle.

As described above, the present invention is effective to reduce the manufacturing cost by the friction coupling between the movable shaft and the output shaft rather than the spline coupling, and the friction coupling between the movable shaft.

Claims (5)

Transfer which transfers engine power by switching four-wheel drive and two-wheel drive, And front propeller shaft for transmitting the engine power transmitted through the transfer to the rotational force, A front differential having a pinion gear and a ring gear for receiving and transmitting rotational force of the front propeller shaft; An actuator located inside the front differential and converting external pneumatic pressure into mechanical displacement or stress; A return spring located inside the front differential to provide elastic force to the first and second movable shafts; A first movable shaft positioned inside the front differential and axially moved by receiving force from an actuator and a return spring, and transmitting power through a first drive shaft and a spline; A second movable shaft which is located inside the front differential and moves in an axial direction by receiving force from an actuator and a return spring, and transmits power through a second drive shaft and a gear; Power transmission of the four-wheel drive vehicle, which is connected to the left and right sides of the front differential, respectively, and comprises first and second drive shafts for driving the front wheels through power transmission and interruption by the first and second movable shafts. Device. The method of claim 1, The four-wheel drive power transmission device is characterized in that the spline and the first drive shaft is coupled to the first movable shaft coupled to the gear and the second drive shaft is processed on the second movable shaft coupled . The method according to claim 1 or 2, The two-wheel drive power transmission device characterized in that the spline and the first drive shaft of the first movable shaft is separated, and the gear and the second drive shaft of the second movable shaft are separated. The method according to claim 1 or 2, Air input to the actuator during the two-wheel drive is shut off and the air inside the actuator is discharged to the atmosphere, characterized in that the power transmission device of the four-wheel drive vehicle. The method according to claim 1 or 2, The actuator is a power transmission device for a four-wheel drive vehicle, characterized in that using the external pneumatic pressure without using the vacuum pressure generated in the engine.

Images