JPH0446824A - Power train construction for vehicle - Google Patents

Abstract

PURPOSE:To obtain the simple and compact constitution of a power train by using one of transmission shafts of a multi-shaft type transmission as an output shaft, positioning a differential gear and a drive shaft coaxially with other shafts of the transmission and connecting the aforesaid output shaft and differential gear to each other via a reduction gear mechanism. CONSTITUTION:A transmission 10 has a multi-shaft construction comprising a plurality of transmission shafts parallel to each other, or an input shaft 11 and an output shaft 12. A front differential gear 21, a front drive shaft 22 and a center differential gear 24 are arranged coaxially with the input shaft 11, and front wheels 23 are connected to the front drive shaft 22. In addition, a reduction gear 25 is provided at the end of the output shaft 12, and engaged with a large-diameter gear 26 at the periphery of the center differential gear 24, thereby forming a reduction gear mechanism. According to the aforesaid construction, the whole of a power train can be made compact.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a power train structure for a vehicle in which an engine and a transmission are placed horizontally with respect to the vehicle. 2. Description of the Related Art For cars or four-wheel drive vehicles, a structure is generally known in which an engine and a transmission are mounted in an H position in an engine room at the front of the vehicle.

In this type of structure, the traction transmission is usually arranged in series with the engine, that is, on an extension of the engine output shaft, and 1.
These engines and transmissions are located forward of the front drive shaft, and in order to reduce the weight on the front wheels and improve steering stability, braking performance, etc., As shown in the publication, a vehicle in which the engine and transmission are located rearward from the front drive shaft is also known.

In addition, as shown in Japanese Patent Application Laid-open No. 56-31824, the engine is placed behind the front drive shaft, and the transmission is placed in front of the engine above the front differential and the front drive shaft, parallel to the engine. Some structures are also known. The transmission disclosed in this publication has an input shaft and an output shaft as shifting shafts, and has a structure in which both shafts are arranged in parallel and a shifting gear train is arranged on these shafts, and the transmission is connected to the engine side. The rotation transmitted from the output shaft via the gear-type interlocking device is input to the input shaft, while the rotation is transmitted from the output shaft to the input gear of the front differential via the transmission gear.

[Problems to be Solved by the Invention] By the way, in this type of conventional structure, the speed change shafts such as the input shaft and output shaft on which the speed change mechanism of the transmission is disposed, the differential (front differential) and the drive shaft are connected. However, this structure requires a large space in the longitudinal and vertical directions of the vehicle, and the longitudinal length of the engine room and the height of the bonnet become thicker. There are problems such as hearing. For this reason, there is a need to make the structure more compact, including the transmission, differential, and drive shaft.

In addition, in this type of powertrain structure, it is necessary to transmit the rotation of the output shaft of the transmission to the differential side (front differential or center differential in four-wheel drive, etc.) at an appropriate reduction ratio, and a reduction mechanism is required for this purpose. There is a need to make the structure more compact and simple.

In view of these circumstances, an object of the present invention is to provide a vehicle powertrain structure that allows a powertrain including an engine, transmission, reduction mechanism, differential, drive shaft, etc. to be compact and simple in structure. shall be.

[Means to solve the problem]

In order to achieve the above objects, the present invention has an engine placed horizontally with respect to a vehicle, and a transmission consisting of a mechanism for changing the speed of the rotation transmitted from the engine is placed in parallel with the engine. A powertrain structure of a vehicle, wherein the above-mentioned transmission transmissions have a plurality of transmission shafts arranged in parallel, and one of the transmission shafts is an output shaft. This transmission has a structure in which a differential and a drive shaft are disposed coaxially with a transmission shaft other than the output shaft, and a speed reduction mechanism is provided between the output shaft of the transmission and the differential. .

(Function: According to the above *structure, one shift shaft of the transmission, the differential, and the drive shaft are located on the same axis in a compact arrangement, and the reduction mechanism is also compactly incorporated. Power is transmitted from the engine to the differential through deceleration.

Carrying example: An embodiment of the invention will be described based on the drawings.

1 and 2 show the structure of a first embodiment of the present invention, and the figures show the structure applied to a four-wheel drive VJ vehicle. The left side in Figure 1 is the front side of the vehicle, and the lower side in Figure 2 is the front side of the vehicle.

In these figures, in the engine compartment 1 at the front of the vehicle, a Nireshin 2 is placed horizontally in a device near the rear of the engine compartment 1, and in front of it is a mechanism for changing the speed of the rotation transmitted from the engine 2. Transmission 1 consisting of
0 is placed horizontally in parallel with the engine 2.

The power transmission system of the engine 2 and the transmission 10 is composed of an engine output shaft 3 extending in the width direction of the vehicle (b).
A clutch 4 is connected to one end side, and a clutch pulley 5 provided on the output side of the clutch 4 is connected to an input pulley 6 provided on the input side of the transmission 10.
Power is transmitted through the heald 7 (or chain).

The above-mentioned transmission 10 has a multi-speed construction having a plurality of gear shift shafts arranged in parallel, and in the figure, an input shaft 11 is a gear shift shaft on the input side, and an output shaft is a gear shift shaft on the output side. 12, parallel to each other, and the output shaft 12
The input shaft 11 is vertically shifted so that the input shaft 11 is located at the top and the input shaft 11 is located at the bottom. One end of the input shaft 11 (
An input pulley 6 is provided on the right side of FIG.

A plurality of sets of transmission gear trains 13 are arranged on the input shaft 11 and the output shaft 12. Regarding this transmission gear train 13, only a part (two sets) is shown in FIG. 2 and the others are omitted, but the gear train 13 of the number of sets corresponding to the number of gears is arranged, and each gear In each row 13, a gear 13a on the input shaft 11 side and a gear 13b on the output shaft 12 side mesh with each other (in the reverse gear train, these gears mesh with the intermediate gear A7). A synchronizing device (not shown) is provided for these gear trains, which allows the shafts 11 and 12 to be selectively coupled to the gears 13a and 13b.
One set of transmission gear train 13 selectively except when in neutral
The input shaft 11 and the output shaft 12 are coupled via the input shaft 11, and the rotation transmitted to the input shaft 11 is changed in speed by the gear ratio of the gear train 13 and transmitted to the outputs 11!112.

For the transmission 10, a front wheel side differential (front differential) 21 and a drive shaft (front drive shaft) 22 are disposed coaxially with the input shaft 11 which is a transmission shaft other than the output shaft 12,
Furthermore, a differential (center differential) 24 that distributes power between the front wheels and the rear wheels is also arranged coaxially with the input shaft 11. That is, the front differential 21 is located on the extension line of the input shaft 11 on the side of the transmission 10.
is arranged, and a center differential 24 is arranged in a position closer to the input shaft 11 than the front differential 21, and one of the left and right front drive shafts 22 connected to the front differential 21 is connected to the center differential 21. 24 and the input shaft 11 and extends outward thereof.

Left and right front wheels 23 are connected to the left and right front drive shafts 22 via joints or the like.

The rotation of the output shaft 12 of the transmission 10 is controlled by the differential (center differential 24. These six speed reduction mechanisms are transmitted to the front differential 21) side, and include a reduction gear 25 provided at the end of the output @ 12, and a large diameter gear provided on the outer periphery of the center differential 24 and meshing with the reduction gear 25. 26, it is provided from the output shaft 12 to the differential.

In this embodiment, the center differential 24 is composed of a planetary gear unit, and the gear 2 is attached to the outer periphery of the ring gear.
5 is provided, and an output part 24a to the front wheel side is connected to the carrier holding the binion gear, and an output part 24b to the rear wheel side is connected to the sun gear, and these are connected to the front drive shaft 22. are arranged concentrically around the A differential case of the front differential 21 is connected to an output portion 24a of the center differential 24 to the front wheel side.

In addition, the output section 24b of the center differential 24 to the rear wheel side includes:
A propeller shaft 30 is connected via bevel gears 31, 32 for direction change. Although an idler may be interposed between the output section 24b and the bevel gears 31 and 32, in this embodiment, in order to simplify the structure, the bevel gear 31.
1 is provided directly on the output section 24b of the center differential 24, and therefore the transmission 31 is also connected to the output section 24b of the center differential 24.
It is placed coaxially with the output @12 of 0. The propeller shaft 30 extends toward the rear of the vehicle, and a rear wheel is connected to the propeller shaft 30 at the rear of the vehicle via a differential (not shown) or the like.

According to the structure of this embodiment as described above, the transmission [0] is parallel to the engine 2 of the side neck 3]1. : Due to this arrangement, the dimensions in the width direction of the vehicle are made more compact, and the engine 2 itself is located behind the front drive shaft 13, making it a midship, which improves weight distribution, etc. You can get a reasonable layout. .

In particular, since the front differential 21, front drive shaft 22, and center differential 24 are arranged coaxially with the input shaft 11 of the transmission 10, the transmission 10, front differential 21, etc. are laid out sufficiently compactly in the longitudinal and vertical directions. be done.

Furthermore, the rotation of the output shaft 12 of the transmission 10 is
The signal is transmitted to the differential side through a reduction mechanism composed of a reduction gear 25 provided on the output shaft 12 and a gear 26 on the outer periphery of the center differential 24 that meshes with the reduction gear 25, and an appropriate reduction ratio is obtained at this portion. Gears 25 and 26 constituting this reduction mechanism also connect the output shaft 12 and the input shaft 11.
and a coaxial portion.

Therefore, the front differential 21, the front drive shaft 22, the center differential 24, and the speed reduction mechanism can all be moved from the shaft 11 of the transmission 10 without shifting forward or backward or up and down with respect to the transmission 10.
．． It is compactly arranged at a position corresponding to 12. Furthermore, the structure is simplified compared to a case where a differential, a reduction gear, etc. are arranged on a shaft separate from m11.12 of the transmission 10.

FIG. 3 shows a second embodiment. In this embodiment as well, the transmission 10 is arranged in parallel in front of the engine 2,
The transmission 10 has an input shaft 11 arranged in parallel.
The transmission 10 has a multi-shaft structure having a front differential 21, a front drive shaft 22, and a center differential 34 coaxially with the input shaft 11, and the output shaft 12 and a differential. The second embodiment is the same as the first embodiment in that a speed reduction mechanism is provided throughout. However, in this embodiment, the center differential 34 is constructed of a bevel gear type. A large diameter gear 36 is connected to the outer periphery of the differential case of the center differential 34, and this gear 36 meshes with a reduction gear 35 provided at the end of the output shaft 12.
These gears 35 and 36 constitute a speed reduction mechanism.

Furthermore, an output section 34a for the front wheels and an output section 34b for the rear wheels are connected to the left and right side gears of the center differential 34.

If the center differential 34 is a bevel gear type as in this embodiment, the differential body will be convex in the radial direction compared to the planetary gear type center differential 24 in the first embodiment.
The input shaft 11 and the output shaft 121 . : is provided with a transmission gear train 13, so if a center differential is provided on the same axis as the input shaft 11, the distance between the center differential and the output shaft 12 is restricted. If the diameter of the main body is sufficiently small, the gear diameters of the gear 36 provided on the outer periphery of the center differential 34 and the reduction gear 35 of the output shaft 12 can be adjusted within a certain range even within a limited distance between the shafts, and the reduction ratio can be set. The degree of freedom is increased. However, since the planetary gear type has a smaller axial dimension than the bevel gear type, the first embodiment is preferable in terms of compactness in the vehicle width direction.

FIG. 4 shows a third embodiment. In this embodiment as well, a transmission 10 is arranged in parallel in front of the engine 2.
The transmission 10 has an input shaft 1 arranged on a flat surface (1).
1 and an output shaft 12, a front differential 2'l, a front drive shaft 22, and a center differential 24 are disposed coaxially with the input shaft 11 for this transmission 10, and This embodiment is similar to the first embodiment in that the reduction gear 25 at the end and the gear 26 on the outer periphery of the center differential 24 form a reduction R groove. However, in this embodiment, the front differential 21 and center differential 24 are arranged on one side (the left side in the figure) with the output shaft 12 of the transmission 10 in between.
A center differential 24 is disposed on the center T] 24, and a front differential 21 is disposed on the opposite side (right side in the figure).A hollow shaft 40 is connected to the output section 24a of the front wheel side of the center differential 24, and this hollow shaft 40 is used as an input. A front differential 21 is connected to the tip of the shaft 11 passing through the shaft 11, and a front drive shaft 22 further passes through the hollow shaft 40.

In the structure of this embodiment, the lengths of the left and right drive shafts are better balanced when the front differential 21 is positioned relative to the transmission 10 as shown in FIG. It may be adopted if it is desirable for etc. However, according to this embodiment, the front drive shaft 22
Since the hollow shaft 40 and the input shaft 11 of the transmission are triple-layered on the inside and outside, and the diameter becomes large, the first and second embodiments are preferable in terms of compactness and structural simplification.

Although each of the above embodiments has a four-wheel drive structure equipped with a center differential, the present invention is applicable to a four-wheel drive vehicle that transmits power to the rear wheels through gears or the like without using a center differential. can also be applied. Roughly speaking, the structures shown in the above embodiments excluding the center differential and the rear wheel drive system can also be applied to two-wheel drive vehicles such as F cars. axis 12
The gear that meshes with the reduction gear provided in front differential 2
What is necessary is just to provide it on the outer periphery of 1 to constitute a speed reduction mechanism.

(Effects of the Invention) As described above, the powertrain structure of the present invention is provided on the same axis as the transmission shaft other than the output shaft for a multi-transmission transmission arranged in parallel with a horizontal engine. The differential and drive shaft are located in
In addition, since a reduction gear R#I is provided between the output shaft of the transmission and the differential, the engine and transmission are arranged in parallel to make the vehicle more compact in the width direction. It is also possible to have a compact structure in the vertical direction. In particular, the reduction mechanism described above allows for appropriate deceleration to be performed between the transmission and the differential, and the reduction mechanism can also be incorporated compactly, making the entire power train compact and simple in structure. It is.

[Brief explanation of the drawing]

FIG. 1 is a schematic side view of the structure of the first embodiment of the present invention, and FIG.
The figure is a skeleton diagram of the same structure, and Figure 3 is a diagram of the second embodiment of the present invention. The skeleton diagram of the II structure, Figure 4 is the third figure of the present invention.
FIG. 3 is a skeleton diagram of the structure of the embodiment. 2...engine, 10...transmission,]
Co...Input shaft, 12...Output shaft, 21...Front differential, 22...Front drive shaft, 24.3
4... Center differential, 25.35... Reduction gear, 26
．． 36...Gear that meshes with the reduction gear. Patent applicant Mazda Co., Ltd. Agent
People Patent Attorney Etsushi Kotani
Patent Attorney Chief 1) Masamukai Patent Attorney
Takao Ito Diagram

Claims (1)

[Claims] 1. A vehicle powertrain structure in which an engine is placed horizontally with respect to the vehicle, and a transmission consisting of a mechanism that changes the speed of the rotation transmitted from the engine is placed parallel to the engine, and the transmission is parallel to the engine. The transmission has a multi-shaft structure in which a plurality of shift shafts are arranged in a row, and one of these shift shafts is an output shaft. and a drive shaft, and a deceleration mechanism is provided between the output shaft of the transmission and the differential.