JPH0585207A - Vehicle powertrain structure - Google Patents

Abstract

(57) [Abstract] [Purpose] To secure the rigidity of the powertrain system and to suppress the engine bore deformation due to the driving torque reaction force acting on the differential device (diff) to improve the durability. [Structure] The engine 1, the transmission 2 and the transfer 4 are arranged vertically, and a differential 5 is arranged on either the left or right side of the engine 1, and the driving force of the engine 1 is transferred from the transfer through a propeller shaft 6. To the differential. One drive shaft 7L is held by the pipe member 9 connected to the differential. The differential and pipe members are attached to the left and right side surfaces of the engine 1 via brackets 13 and 14, respectively, and either one of them is connected to the transfer via a connecting member 11. The mounting portion of the bracket 13 is set so that the vertical forces P1 and P2 caused by the torques TA and TP acting on the differential from the drive shaft and the propeller shaft act in mutually opposite directions.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle powertrain structure.

[0002]

2. Description of the Related Art Conventionally, as a power train system for transmitting the driving force of an engine to a differential device, there is a power train system provided with a transfer in addition to a transmission. For example, in the case where the engine is arranged in the front part of the vehicle body and the engine and the transmission are arranged vertically in series in the longitudinal direction of the vehicle body, the differential device for the left and right front wheels is arranged in the vicinity of the engine. Thus, the driving force is transmitted from the transfer to the differential via a propeller shaft extending in the vehicle front-rear direction. More specifically, the transmission is connected to the rear end of the engine, the transfer is further connected to the rear end of the transmission, and the propeller shaft extends forward from the transfer. The vertical installation of the engine, transmission, and transfer is often seen in four-wheel drive vehicles, but recently, in order to avoid concentration of weight on the front of the vehicle body as much as possible, or especially in one-box vehicles. In terms of securing a driver's seat space, which tends to be a problem, there is a tendency to be adopted in front-wheel drive vehicles.

By the way, since the above-mentioned differential device is a considerable heavy object, in the case where the differential device is arranged in the vicinity of the engine, in order to increase the rigidity of the entire power train system, the differential device is installed in the engine. There is a cylinder block or an oil pan that can be connected (Japanese Patent Publication Sho 5).
2-26366 and JP-A-1-204822).

[0004]

However, in reality, it is not possible to sufficiently secure the rigidity of the entire powertrain system by simply connecting the differential device to the engine as in the above-mentioned conventional technique. In particular, in the case of a type in which the engine, the transmission and the transfer are vertically installed and the engine driving force is transmitted from the transfer to the differential device, securing the rigidity becomes a problem.

Therefore, the present applicant has previously proposed a powertrain structure for a vehicle to meet the demand for securing the rigidity of such a powertrain system (Japanese Patent Application No. 2-
165180). The proposed powertrain structure is
While connecting the differential device and the transfer with a connecting member extending in the front-rear direction of the vehicle body, the drive shaft extending in the vehicle width direction below the engine from the differential device is held by a pipe member connected to the differential device, and the pipe member and The differentials are attached to opposite side surfaces of the engine via brackets.

[0006] However, in such a proposal, a circulation torque is applied from the flora shaft and a drive torque reaction force is applied from the drive shaft to the differential device, whereby the engine of the differential device is applied. A vertical force is generated in the mounting portion, and the torsion resulting from the vertical force may deform the bore of the engine to reduce durability.

The present invention has been made in view of the above points, and an object of the present invention is due to the circulating torque and the driving torque reaction force acting on the differential device in the above proposed power train structure. By making improvements so as to suppress the deformation of the engine bore as much as possible, the rigidity of the powertrain system can be ensured and the durability can be improved.

[0008]

In order to achieve the above object, the invention according to claim 1 is a powertrain structure for a vehicle, wherein an engine and an input side end of a transmission are connected and the speed change is performed. A transfer is connected to the output side end of the machine, and the engine, the transmission, and the transfer are vertically arranged so that the connecting direction thereof is the front-rear direction of the vehicle body. A differential device is arranged on one of the two sides, and is configured to transmit the driving force of the engine to the differential device via a propeller shaft extending in the vehicle front-rear direction from the transfer after passing through the transmission and the transfer. Is assumed. A feature of the present invention is that, of the left and right drive shafts extending from the differential device, the drive shaft for wheels located on the side opposite to the side where the differential device is arranged with respect to the engine is held by a pipe member connected to the differential device. , The differential device and the pipe member are attached to mutually opposite side surfaces of the engine via brackets, and one of the both is provided with a connecting member extending in the vehicle body front-rear direction on either the left or right side of the engine. Via the transfer. Further, of the two mounting portions of the differential device and the pipe member for the engine, at the mounting portion located on the arrangement side of the connecting member, the vertical force caused by the circulating torque acting on the differential device from the propeller shaft and The vertical drive force generated by the drive torque reaction force acting on the differential device from the drive shaft is set to act in the directions opposite to each other.

Each of the inventions described in claims 2 to 4 shows a specific embodiment of the invention described in claim 1.

That is, in the invention of claim 2, the differential device, the propeller shaft and the connecting member are all arranged on the right side of the engine, and the rotation direction of the propeller shaft when the vehicle is traveling forward is: The counterclockwise direction when viewed from the front of the vehicle body is set opposite to the direction of rotation of the engine crankshaft.

According to the third aspect of the invention, the differential device, the propeller shaft and the connecting member are all arranged on the left side of the engine, and the direction of rotation of the propeller shaft when the vehicle is traveling forward is It is configured to be set clockwise as seen from the front of the vehicle body, like the rotation direction of the crankshaft.

Further, in the invention according to claim 4, the differential device and the propeller shaft are arranged on the right side of the engine, and the connecting member is arranged on the left side of the engine, and the propeller shaft during forward traveling of the vehicle. The rotation direction is set to the clockwise direction as seen from the front of the vehicle body, like the rotation direction of the crankshaft of the engine.

According to a fifth aspect of the present invention, in the second aspect of the present invention, when the vehicle is traveling forward, the propeller shaft is counterclockwise when viewed from the front of the vehicle body, opposite to the rotational direction of the crankshaft of the engine. Are configured to rotate in the forward rotation direction (that is, clockwise when viewed from the right side of the vehicle body). That is, the transfer is provided between the drive gear provided coaxially with the output shaft of the transmission, the driven gear provided coaxially with the propeller shaft, and the drive gear and the driven gear. The differential device is provided with two idle gears, the drive pinion connected to the propeller shaft, and the drive pinion arranged coaxially with the drive shaft closer to the engine than the drive pinion. And a ring gear that meshes with.

According to a sixth aspect of the present invention, in the third aspect of the invention, when the vehicle is traveling forward, the propeller shaft rotates forward in the clockwise direction when viewed from the front of the vehicle body, like the rotational direction of the crankshaft of the engine. It is configured to rotate in each direction. That is,
The transfer includes a drive sprocket provided coaxially with the output shaft of the transmission, a driven sprocket provided coaxially with the propeller shaft, and a chain wound around the drive sprocket and the driven sprocket. The differential device includes a drive pinion connected to the propeller shaft,
A ring gear that is arranged closer to the engine than the drive pinion on the coaxial line with the drive shaft and that meshes with the drive pinion.

According to a seventh aspect of the invention, in the fourth aspect of the invention, when the vehicle travels forward, the propeller shaft rotates forward when the propeller shaft rotates clockwise as viewed from the front of the vehicle body in the same direction as the crankshaft of the engine rotates. It is configured to rotate in each direction. That is,
The transfer includes a drive sprocket provided coaxially with the output shaft of the transmission, a driven sprocket provided coaxially with the propeller shaft, and a chain wound around the drive sprocket and the driven sprocket. The differential device includes a drive pinion connected to the propeller shaft,
A ring gear is arranged at a position farther from the engine than the drive pinion on the coaxial line with the drive shaft, and includes a ring gear that meshes with the drive pinion.

The invention according to claim 8 is the same as claim 1.
In the invention described above, in order to make the torsional force of the engine due to the vertical force generated by the driving torque reaction force acting on the differential device zero, the connecting member among the two attachment parts of the differential device and the pipe member with respect to the engine La is the length in the vehicle front-rear direction between the center point of the mounting portion located on the arrangement side and the center point of the connecting portion between the connecting member and the transfer, and the length in the vehicle width direction between the center points of the two mounting portions is 2Lb. Then, the ratio La / Lb of La and Lb is set to be equal to the final gear ratio of the differential device.

[0017]

With the above construction, in the invention according to claim 1,
The differential device arranged on the side of the engine is attached to the engine side surface on the arrangement side via a bracket, and is attached to the engine side surface on the opposite side to the arrangement side via a pipe member and a bracket,
Further, since it is also connected to the transfer through the connecting member, the supporting rigidity of this differential device and thus the rigidity of the power train system are sufficiently ensured.

Further, of the two mounting portions of the differential device and the pipe member for the engine, the mounting portion located on the side where the connecting member is arranged is caused by the circulating torque acting on the differential device from the propeller shaft. The vertical force and the vertical force caused by the drive torque reaction force acting on the differential device from the drive shaft are set to act in opposite directions, and the vertical force due to the torque is reduced as a whole, Deformation of the engine bore is suppressed.

[0019]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 4 show a vehicle powertrain structure according to a first embodiment of the present invention. This example
The powertrain system is mounted on the front part of the vehicle body and is applied when driving the front wheels.

1 to 4, reference numeral 1 denotes an engine in which a crankshaft (not shown), which is an output shaft, extends in the longitudinal direction of the vehicle body and is vertically arranged, and 2 denotes a rear end portion of the engine 1. A transmission having an input shaft side end connected via a clutch 3, a transfer 4 connected to an output shaft side end of the transmission 2, and a differential 5 arranged near the lower right side of the engine 1 It is a device.

The transfer 4 is connected to the right side of the engine 1 and the transmission 2, that is, the rear end of a propeller shaft 6 extending in the longitudinal direction of the vehicle on the side where the differential device 5 is disposed. It is connected to the differential device 5. A pair of left and right drive shafts 7L, 7R connected to the left or right front wheel (not shown) extends from the differential device 5 in the vehicle width direction. Among them, the drive shaft 7R on the right side is connected to the differential device 5 via a universal joint 8R. The right end of a pipe member 9 extending in the vehicle width direction below the oil pan 1a of the engine 1 is fixed to the left end surface of the differential device 5, and the left drive shaft 7L is rotatably held in the pipe member 9. Has been done. The left drive shaft 7L has a universal joint 8L outside the pipe member 9,
As a result, a so-called left and right equal length drive shaft for preventing torque steer is formed.

The transfer 4 and the differential device 5 are connected to each other on the right side of the engine 1 by a channel-shaped connecting member 11 extending in the longitudinal direction of the vehicle body. The connecting member 11 is arranged substantially parallel to the propeller shaft 6 and covers the side opposite to the engine side of the propeller shaft 6, the front end portion of which is the differential device 5 and the rear end portion thereof is the transfer device. 4 are connected to each other with bolts 12.

The differential device 5 and the pipe member 9 are attached to the opposite side surfaces of the cylinder block 1b of the engine 1 by mounting brackets 13, 1 respectively.
It is attached via 4. That is, the differential device 5 is mounted on the right side surface of the cylinder block 1b of the engine 1 via the mounting bracket 13, and the pipe member 9 is mounted on the left side surface of the cylinder block 1b of the engine 1 via the mounting bracket 14. There is. The one mounting bracket 13 is composed of an engine side bracket 13a welded or bolted to the right side surface of the cylinder block 1b and a differential side bracket 13b welded or bolted to the upper surface of the differential device 5. Both brackets 13a and 13b are bolts 1
Connected by five. Also, the other mounting bracket 14
Similarly, the engine side bracket 14a is similarly welded or bolted to the left side surface of the cylinder block 1b, and the pipe side bracket 14b is welded or bolted to the end of the universal joint 8L of the pipe member 9. The brackets 14a and 14b are connected to each other by a bolt 16.

From the engine 1 through the clutch 3, the transmission 2 and the transfer 4, a differential device 5 is provided.
The power train system P leading to is attached to the vehicle body at three positions on the left and right sides of the engine 1 and near the rear end of the transmission 2. As shown in FIG. 3, a pair of left and right front frames 19L and 19R extending in the vehicle front-rear direction are provided on both left and right mounting portions of the engine 1, and both front frames 19L and 19R are attached to each other. The lower part of the engine 1 is connected by a first cross member 20 extending in the vehicle width direction. The engine-side bracket 13a of the one mounting bracket 13 is mounted near the coupling portion of the cross member 20 with the front frame 19R via the rubber bush 21R, and the engine-side bracket 14a of the other mounting bracket 14 is the rubber bush 21L. The cross member 20 is attached near the joint with the front frame 19L. Also,
At a mounting portion near the rear end of the transmission 2, as shown in FIG. 4, a second cross member 22 that connects the left and right front frames 19L and 19R is extended in the vehicle width direction. The vicinity of the rear end of the transmission 2 is attached to the center of the member 22 via a support member 23 having an elastic body.

As shown in FIG. 5, the transfer 4 is provided with a drive gear 31 provided coaxially with an output shaft (not shown) of the transmission 2, and a driven gear provided coaxially with the propeller shaft 6. The gear 32 and the two idle gears 3 interposed between the drive gear 31 and the driven gear 32.
Therefore, the propeller shaft 6 rotates in the direction of rotation of the engine 1 when the vehicle is traveling forward.
The counter shaft is set counterclockwise as viewed from the front of the vehicle body, opposite to the rotation directions of the crankshaft and the input / output shafts of the transmission 2. Note that FIG. 5 is a view as seen from the rear of the vehicle body.

Further, the differential device 5 is
As shown in FIG. 6, the drive pinion 41 connected to the propeller shaft 6 and the drive shaft 7
L, 7R and a ring gear 42 arranged coaxially with the drive pinion 41 on the left side closer to the engine 1 than the drive pinion 41 and provided with a ring gear 42 which meshes with the drive pinion 41. Is configured. The differential device 5 further includes a differential case 44 provided integrally with the ring gear 42 so as to rotate, two differential pinions 46 and 46 rotatably provided on the differential case 44 via a support shaft 45, and the drive shafts 7L. , 7R are integrally attached to one end of each of the rotary gears 7R, and are provided with a pair of left and right differential side gears 47, 47 meshing with the differential pinions 46, 46.
When the propeller shaft 6 rotates counterclockwise as viewed from the front of the vehicle body, the driving force from the propeller shaft 6 is transmitted to the drive shafts 7L, 7R via the differential device 5, and the drive shafts 7L, 7L,
7R rotates in the forward direction (clockwise when viewed from the right side of the vehicle body). As described above, among the mounting brackets 13 and 14 that are the two mounting portions of the differential device 5 and the pipe member 9 with respect to the engine 1, the mounting bracket 13 located on the right side of the engine, which is the side on which the connecting member 11 is disposed, is the drive shaft. 7L, 7
Vertical force P1 caused by the driving torque reaction force TA acting on the differential device 5 from R, and the differential device 5 from the propeller shaft 6
It is set so that the vertical force P2 caused by the circulation torque TP acting on the valve acts in the directions opposite to each other.

Next, the operation and effect of the first embodiment will be described. The differential device 5 arranged on the right side of the engine 1 is attached to the right side surface of the engine 1 via a mounting bracket 13. At the same time, it is mounted on the left side surface of the engine 1 via the pipe member 9 and the mounting bracket 14, and is also connected to the transfer 4 via the connecting member 11. Therefore, the supporting rigidity of the differential device 5 and thus the power train system P is increased. The rigidity of can be sufficiently secured.

Further, in such a structure, when the vehicle travels forward,
The recirculation torque TP acts from the propeller shaft 6, whereby the two mounting portions (mounting brackets) 13 of the differential device 5 on the left and right side surfaces of the engine 1 are attached.
A vertical force P2 is generated in each of the fourteen. Also,
Drive torque reaction force TA from drive shafts 7L and 7R
Acts, whereby the mounting portion (mounting bracket) 1 of the differential device 5 on the right side surface of the engine 1
A vertical force P1 is generated at the connecting portion between the transfer member 3 and the transfer member 4, respectively. In this case, the drive shafts 7L and 7R rotate in the forward direction, and the drive torque reaction force TA acts counterclockwise when viewed from the right side of the differential device 5, so that the vertical direction caused by the drive torque reaction force TA is increased or decreased. The force P1 is the engine 1
Mounting part 1 of the differential device 5 to the right side of the
At 3, it is upward. On the other hand, the above-mentioned propeller shaft 6
Rotates counterclockwise when viewed from the front of the vehicle body in the opposite direction to the rotation direction of the engine 1, and the circulation torque TP acts in the counterclockwise direction in the differential device 5, so that the vertical movement caused by the circulation torque TP The force P2 is directed downward at the mounting portion 13 of the differential device 5 on the right side surface of the engine 1. Therefore, in the mounting portion 13 of the differential device 5 for the right side surface of the engine 1, the vertical force P caused by the driving torque reaction force TA is generated.
1 and the vertical force P2 caused by the circulation torque TP
Since they act in opposite directions to cancel each other and the vertical force is reduced as a whole, the bore deformation of the engine 1 can be suppressed and the durability can be improved.

If there is a difference between the vertical forces P2 and (P1-P2) acting on the two mounting portions 13 of the differential device 5 on the left and right side surfaces of the engine 1,
A torsion moment about the vertical axis is generated for the power train system P. Therefore, to suppress this moment,
The following conditions are required.

P2 = P1−P2 2P2 = P1 (1) Further, as shown in FIG. 7, the two mounting portions 13 and 1 of the differential device 5 on the left and right side surfaces of the engine 1 are arranged.
4, the length in the vehicle front-rear direction between the center O1 of the mounting portion on the right side of the engine 1 and the center O3 of the connecting portion between the connecting member 11 and the transfer 4 is La.
The length in the vehicle width direction between O2 is 2 Lb (the length in the vehicle width direction between the engine center T and the center points O1 and O2 of each mounting portion is Lb)
Then, the vertical forces P1 and P2 are expressed by the following equations.

P1 = TA / La P2 = TP / 2Lb When these two equations are substituted into the above equation (1), TP / Lb = TA / LaLa / Lb = TA / TP (2)

Further, regarding the final gear ratio η of the differential device 5, since TA = ηTP holds, substituting this into the above (2), La / Lb = η (3) holds.

As can be seen from the above equation (3), La and Lb
By setting the ratio La / Lb of the same as the final gear ratio η, the torsion moment about the vertical axis of the engine 1 can be minimized.

8 to 10 show a vehicle powertrain structure according to a second embodiment of the present invention. In the case of the second embodiment, the differential device 5 is arranged near the left side of the engine 1, and the propeller shaft 6 for transmitting the driving force of the engine 1 from the transfer 4 to the differential device 5 is located on the left side of the engine 1. Is arranged so as to extend in the front-back direction of the vehicle body. A connecting member 11 for connecting the differential device 5 and the transfer 4 is arranged substantially parallel to the propeller shaft 6 and extending in the vehicle body front-rear direction so as to cover the side of the propeller shaft 6 opposite to the engine side. ing.

A right end portion of a pipe member 9 extending in the vehicle width direction below the oil pan 1a of the engine 1 is fixed to the right side surface of the differential device 5, and the right drive shaft 7R is rotatable in the pipe member 9. Held in. The differential device 5 and the pipe member 9 are attached to opposite side surfaces of the engine 1 (cylinder block) via attachment brackets 13 and 14, respectively. That is, the differential device 5 is mounted on the left side surface of the engine 1 via the mounting bracket 13, and the pipe member 9 is mounted on the right side surface of the engine 1 via the mounting bracket 14.

The transfer 4 includes a drive sprocket 51 provided coaxially with an output shaft (not shown) of the transmission 2, a driven sprocket 52 provided coaxially with the propeller shaft 6, and the drive sprocket. 51
And the chain 5 wound around the driven sprocket 52
Therefore, the rotation direction of the propeller shaft 6 is the same as the rotation directions of the crankshaft of the engine 1 and the input / output shafts of the transmission 2 when the vehicle is traveling forward as viewed from the front of the vehicle body. Is set to the direction. As shown in FIG. 11, the differential device 5 has a drive pinion 41 connected to the propeller shaft 6 and a drive pinion 41 on the right side closer to the engine 1 than the drive pinion 41 coaxially with the drive shafts 7L and 7R. And the drive pinion 41
And a ring gear 42 that meshes with the drive shafts 7L and 7R so that the left and right drive shafts 7L and 7R rotate in the forward direction (clockwise when viewed from the right side of the vehicle body) when the propeller shaft 6 rotates in the clockwise direction when seen from the front of the vehicle body. It has become.
The other structure of the power train structure is the same as that of the first embodiment, and the same members are designated by the same reference numerals and the description thereof is omitted.

In the second embodiment described above, the drive torque reaction force TA from the drive shafts 7L and 7R and the circulation torque TP from the propeller shaft 6 act on the differential device 5 during forward traveling of the vehicle. , When the vertical forces P1 and P2 are simultaneously generated in the mounting portion (mounting bracket) 13 of the differential device 5 on the right side of the engine 1 by the torques TA and TP, the drive shafts 7L and 7R rotate in the forward direction, and Since the drive torque reaction force TA acts clockwise in the differential device 5 when viewed from the left side, the vertical force P1 caused by this drive torque reaction force TA becomes upward at the mounting portion 13. On the other hand, the propeller shaft 6 rotates clockwise as seen from the front of the vehicle body in the same direction as the rotation direction of the engine 1, and the circulation torque TP acts clockwise in the differential device 5, so that the circulation torque TP is generated. The vertical force P2 generated is downward at the mounting portion 13. Therefore, as in the case of the first embodiment, the vertical forces P1 and P2 caused by the torques TA and TP cancel each other out at the mounting portion 13,
After all, the vertical force is reduced, so that the deformation of the engine 1 bore can be suppressed, and the durability can be improved.

12 and 13 show a vehicle powertrain structure according to a third embodiment of the present invention. In the case of the third embodiment, the differential device 5 is arranged near the right side of the engine 1, and the driving force of the engine 1 from the transfer 4 is transferred to the differential device 5 described above.
A propeller shaft 6 that transmits the signal to the right side of the engine 1 extends in the vehicle body front-rear direction. The right end of a pipe member 9 extending in the vehicle width direction below the oil pan 1a of the engine 1 is fixed to the left side surface of the differential device 5, and the left drive shaft is rotatably held in the pipe member 9. There is. The differential device 5 and the pipe member 9 are attached to opposite side surfaces of the engine 1 via attachment brackets 13 and 14, respectively. That is, the differential device 5 is mounted on the right side surface of the engine 1 via the mounting bracket 13, and the pipe member 9 is mounted on the left side surface of the engine 1 via the mounting bracket 14.

The connecting member 11 is located on the right side of the engine 1, that is, on the side opposite to the side where the differential device 5 is arranged.
Is arranged so as to extend in the vehicle front-rear direction, the front end of the connecting member 11 is connected to the left end of the pipe member 9, and the rear end of the connecting member 11 is connected to the transfer 4, respectively. The member 9 and the transfer 4 are connected.

As in the case of the second embodiment, the transfer 4 includes a drive sprocket 51 provided coaxially with the output shaft of the transmission 2, and a driven sprocket 52 provided coaxially with the propeller shaft 6. And a chain 53 wound around the drive sprocket 51 and the driven sprocket 52. Therefore, the rotation direction of the propeller shaft 6 is such that the crankshaft (not shown) of the engine 1 rotates when the vehicle travels forward. The direction is set clockwise as seen from the front of the vehicle body. Also,
As shown in FIG. 11, the differential device 5 is located on the right side of the drive pinion 41 connected to the propeller shaft 6 and the drive shafts 7L and 7R coaxially with the drive pinion 41 and farther from the engine 1 than the drive pinion 41. A ring gear 42 that is arranged and meshes with the drive pinion 41 is provided. When the propeller shaft 6 rotates clockwise when viewed from the front of the vehicle body, the left and right drive shafts 7L and 7R rotate in the forward direction. ing. The other structure of the power train structure is the same as that of the first embodiment, and the same members are designated by the same reference numerals and the description thereof is omitted.

In the third embodiment, when the drive torque is applied from the drive shafts 7L and 7R and the circulation torque TP is applied from the propeller shaft 6, the differential device 5 is driven when the vehicle travels forward. Due to the torque reaction force, a vertical force P2 is generated on each of the two mounting portions (mounting brackets) 13 and 14 of the differential device 5 for the left and right side surfaces of the engine 1, and the circulating torque TP causes the differential device for the left side surface of the engine 1. A vertical force P1 is applied to the mounting portion (mounting bracket) 14 of 5 and the coupling portion of the connecting member 11 and the transfer 4, respectively. In this case, the drive shafts 7L and 7R rotate in the forward direction, and the drive torque reaction force TA acts clockwise in the differential device 5 when viewed from the left side, so that the vertical force generated by the drive torque reaction force TA. P1 is directed upward at the mounting portion 14. On the other hand, the propeller shaft 6 rotates clockwise as seen from the front of the vehicle body in the same direction as the rotation direction of the engine 1, and the circulation torque TP acts clockwise in the differential device 5, so that the circulation torque TP is generated. The vertical force P2 generated is downward at the mounting portion 13. Therefore, the vertical forces P1 and P2 caused by the above two types of torques TA and TP.
Since the mounting portions 14 cancel each other out and the vertical force is reduced, the bore deformation of the engine 1 can be suppressed and the durability can be improved.

[0043]

As described above, according to the powertrain structure for a vehicle of the present invention, the differential device on the side of the engine is attached to the left and right sides of the engine via the bracket or the pipe member. Since it is connected to the transfer via the connecting member, it is possible to sufficiently secure the supporting rigidity of the differential device and thus the rigidity of the power train system.
Moreover, of the two mounting portions of the differential device and the pipe member to the engine, the mounting portion located on the side where the connecting member is arranged has a vertical force and a drive force generated by the drive torque reaction force acting on the differential device from the propeller shaft. The vertical force caused by the circulating torque acting on the differential device from the shaft acts in the opposite direction, and the vertical force due to the torque can be reduced as a whole, so that the bore deformation of the engine is suppressed and the durability is improved. It is possible to improve.

In particular, according to the invention described in claim 8, since the torsional force of the engine due to the vertical force caused by the torque acting on the differential device is not generated at all, it is possible to greatly suppress the deformation of the bore of the engine and to improve the durability. Can be improved.

[Brief description of drawings]

FIG. 1 is a plan view showing a powertrain structure for a vehicle according to a first embodiment of the present invention.

FIG. 2 is a perspective view of the power train structure.

FIG. 3 is a front view of the power train structure as viewed from the front of the vehicle body.

FIG. 4 is a partial cross-sectional view of a connecting portion between a transmission and a vehicle body seen from the front of the vehicle body.

FIG. 5 is a side view showing a structure of a transfer.

FIG. 6 is a cross-sectional view showing a structure of a differential device.

FIG. 7 is an explanatory diagram for explaining a relationship between vertical forces acting on a power train system.

FIG. 8 is a view, corresponding to FIG. 1, showing a second embodiment of the present invention.

FIG. 9 is a view equivalent to FIG.

FIG. 10 is a schematic front view of the power train structure as seen from the front of the vehicle body.

FIG. 11 is a view corresponding to FIG. 6.

FIG. 12 is a view, corresponding to FIG. 1, showing a third embodiment of the present invention.

13 is a view equivalent to FIG. 10.

[Explanation of symbols]

 1 engine 2 transmission 4 transfer 5 differential device 6 propeller shaft 7L, 7R drive shaft 9 pipe member 11 connecting member 13, 14 mounting bracket 31 drive gear 32 driven gear 33, 34 idle gear 41 drive pinion 42 ring gear 51 drive sprocket 52 driven Sprocket 53 chain

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masao Nishioka 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (8)

[Claims] 1. An engine and an input side end portion of a transmission are connected to each other, and a transfer is connected to an output side end portion of the transmission, and the engine, the transmission and the transfer are connected in their connecting directions. Are placed vertically so that they are in the front-rear direction of the vehicle body, and the differential device is placed on either the left or right side of the engine,
In a power train structure of a vehicle configured to transmit the driving force of the engine to the differential device via a propeller shaft extending in the vehicle front-rear direction from the transfer after passing through the transmission and the transfer, and extending from the differential device. Of the left and right drive shafts, the drive shaft for wheels located on the side opposite to the side where the differential device is arranged with respect to the engine is held by a pipe member connected to the differential device, and the differential device and the pipe member are respectively The brackets are attached to opposite side surfaces of the engine via brackets, and either one of them is connected to the transfer via a connecting member extending in the vehicle front-rear direction on either the left or right side of the engine. Of the two mounting parts of the differential device and the pipe member for the engine, the mounting part located on the arrangement side of the connecting member is caused by the circulation torque acting on the differential device from the propeller shaft. A power train structure for a vehicle, wherein a vertical force and a vertical force generated by a drive torque reaction force acting on the differential device from the drive shaft are set to act in opposite directions. 2. The differential device, the propeller shaft and the connecting member are all arranged on the right side of the engine, and the direction of rotation of the propeller shaft during forward running of the vehicle is the same as the direction of rotation of the crankshaft of the engine. On the contrary, the powertrain structure for a vehicle according to claim 1, wherein the powertrain structure is set counterclockwise when viewed from the front of the vehicle body. 3. The differential device, the propeller shaft and the connecting member are all arranged on the left side of the engine, and the direction of rotation of the propeller shaft when the vehicle is traveling forward is the same as the direction of rotation of the crankshaft of the engine. The powertrain structure for a vehicle according to claim 1, wherein the powertrain structure is also set clockwise when viewed from the front of the vehicle body. 4. The differential device and the propeller shaft are arranged on the right side of the engine, and the connecting member is arranged on the left side of the engine. The direction of rotation of the propeller shaft during forward running of the vehicle is the crank of the engine. 2. The powertrain structure for a vehicle according to claim 1, wherein the powertrain structure is set clockwise as seen from the front of the vehicle body in the same manner as the rotation direction of the shaft. 5. The transfer includes a drive gear provided coaxially with an output shaft of a transmission, a driven gear provided coaxially with the propeller shaft, and a drive gear provided between the drive gear and the driven gear. It is provided with two idle gears provided, the differential device is arranged at a position closer to the engine than the drive pinion connected to the drive pinion and the drive shaft, the drive pinion being connected to the propeller shaft, and The powertrain structure for a vehicle according to claim 2, further comprising a ring gear that meshes with the drive pinion. 6. The transfer is wound around the drive sprocket provided coaxially with the output shaft of the transmission, the driven sprocket provided coaxially with the propeller shaft, and the drive sprocket and the driven sprocket. The differential device includes a drive pinion connected to the propeller shaft, is located closer to the engine than the drive pinion coaxially with the drive shaft, and meshes with the drive pinion. The powertrain structure for a vehicle according to claim 3, further comprising a ring gear. 7. The transfer is wound around the drive sprocket provided coaxially with the output shaft of the transmission, the driven sprocket provided coaxially with the propeller shaft, and the drive sprocket and the driven sprocket. And a chain, wherein the differential device is disposed on the drive pinion connected to the propeller shaft, coaxially with the drive shaft, farther from the engine than the drive pinion, and meshes with the drive pinion. The powertrain structure for a vehicle according to claim 4, further comprising a ring gear. 8. A center point of a mounting portion of the two mounting portions of the differential device and the pipe member with respect to the engine, which is located on the side where the connecting member is arranged, and a center point of the connecting portion between the connecting member and the transfer. The length of the vehicle in the front-rear direction is La, and the length between the center points of the two mounting parts is 2L.
The power train structure for a vehicle according to claim 1, wherein the ratio La / Lb between La and Lb is set to be equal to the final gear ratio of the differential device.