JPH0911765A - Power distribution device for vehicles - Google Patents

Abstract

(57) [Summary] [Object] An object of the present invention is to apply a distribution case that can be changed from a part-time type to a full-time type without the need to change the shape or structure of the distribution case. Therefore, it is possible to eliminate the need for parts that connect the transmission output shaft and the rear-side distribution output shaft when changing from the part-time type to the full-time type, which can reduce the cost and reduce the noise and vibration. It is to avoid the deterioration of speed. Therefore, according to the present invention, the power output from the shift output shaft of the transmission is distributed to the rear distribution output shaft in series with the shift output shaft and the front distribution output shaft in parallel with the rear distribution output shaft. In the vehicle power distribution device that distributes and takes out respectively,
A joint mechanism is provided in the existing low-speed / high-speed switching mechanism disposition space in the distribution case, and one end side of the input side member of this joint mechanism is connected to the speed change output shaft and other input side members are provided. It is characterized in that the end side is connected to the rear side distribution output shaft.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle power distribution device, and more particularly to a part-time system which can be changed from a part-time system to a full-time system without the need to change the shape or structure of the distribution case. And a full-time type can be applied as a distribution case, and a part that connects the shift output shaft and the rear-side distribution output shaft when changing from a part-time type to a full-time type can be unnecessary, which reduces costs. Sound,
The present invention relates to a vehicle power distribution device capable of avoiding deterioration of vibration and deterioration of limit speed.

[0002]

2. Description of the Related Art Vehicles include four-wheel drive vehicles in which all of the front wheels and rear wheels are driven by an internal combustion engine mounted therein. A four-wheel drive vehicle is provided with a vehicle power distribution device that distributes and extracts power output from a transmission connected to an internal combustion engine, which is distributed to a rear distribution output shaft and a front distribution output shaft. This vehicle power distribution device includes a so-called part-time type that can switch between two-wheel drive and four-wheel drive, and a so-called full-time type that constantly drives all four wheels.

An example of the part-time type vehicle power distribution device is shown in FIG. In FIG. 3, 10
2 is a transmission, 104 is a shift output shaft, and 106 is a vehicle power distribution device. This vehicle power distribution device 106 includes a distribution case 108, a distribution input shaft 110, and a rear distribution output shaft 1.
12 and the front-side distribution output shaft 114 are pivotally supported.

The distribution input shaft 110 is connected in series to the shift output shaft 104 of the transmission 102. Rear distribution output shaft 11
2 is arranged in series with the shift output shaft 104, and is connected to a rear propulsion shaft (not shown) via a rear slide yoke 116. The front distribution output shaft 114 is the rear distribution output shaft 11.
2 are arranged in parallel with each other and are connected to a front propulsion shaft (not shown) via a front slide yoke 118.

The vehicle power distribution device 106 includes a distribution input shaft 110 and a rear distribution output shaft 11 in a distribution case 108.
An installation space 120 for the low speed / high speed switching mechanism is provided between the two. A low speed / high speed switching mechanism 122 is arranged in the low speed / high speed switching mechanism installation space 120.

The low speed / high speed switching mechanism 122 includes the distribution input shaft 1
The switching input gear 124 is fixedly installed on the
The switching shaft 126 is fixed to the distribution input shaft 110 and the rear distribution output shaft 112 in parallel, and is integrally formed into the first and second shafts.
The intermediate gears 128 and 130 are pivotally supported by the switching shaft 126, the rear distribution output shaft 112 is pivotally supported by the switching output gear 132, and a switching sleeve 134 is provided between the switching input gear 124 and the switching output gear 132. .

The low speed / high speed switching mechanism 122 uses the switching sleeve 134 to move the distribution input shaft 110 from the rear distribution output shaft 11.
By connecting to 2, it switches at high speed. Further, the low speed / high speed switching mechanism 122 switches to the low speed by connecting the switching output gear 132 to the rear distribution output shaft 112 by the switching sleeve 134.

A drive sprocket 136 is pivotally supported on the rear side distribution output shaft 112. The front side distribution output shaft 1
A driven sprocket 138 is fixed to the shaft 14. A chain 140 is wound around the drive sprocket 136 and the driven sprocket 138. The vehicle power distribution device 106 is provided with a two-wheel / four-wheel switching mechanism 142. The two-wheel / four-wheel switching mechanism 142 connects / disconnects the drive sprocket 136 to / from the rear distribution output shaft 112 by the switching sleeve 144, and intermittently supplies the driving force from the rear distribution output shaft 112 to the front distribution output shaft 114 to perform two-wheel drive. Switch to four-wheel drive.

When the part-time type vehicle power distribution device 106 is changed to a front-rear wheel rotation difference absorption type full-time type vehicle power distribution device, a rotation difference sensitive joint mechanism may be provided. . As a power distribution device for a vehicle provided with such a rotation-difference-sensitive joint mechanism, as shown in FIGS.
There are the following.

4 and 5, reference numeral 206 denotes a vehicle power distribution device. As shown in FIG. 4, this vehicle power distribution device 206 removes the low speed / high speed switching mechanism 122 shown in FIG. 3 from the low speed / high speed switching mechanism installation space 220 in the distribution case 208 and extends the distribution input shaft 210. Sleeve 2
46 are formed. The rear distribution output shaft 212 is connected to the sleeve 246.

Further, the vehicle power distribution device 206 is shown in FIG.
As shown in FIG. 7, the front distribution output shaft 214 is provided with a fluid coupling 248 as a joint mechanism. The fluid coupling 248 covers the input side shaft 250 connected to the front distribution output shaft 214, the output side cam ring 252 connected to the front side propulsion shaft (not shown), and the shaft 250 and the cam ring 252. 254 and the fluid space 256
Is formed. The fluid space 256 is filled with fluid, and the piston 258, the spring 260, and the rotor 262 are filled.
A valve 264 and an orifice 266 formed in the valve 264 are provided.

The fluid coupling 248 causes the piston 258 to move forward and backward due to the difference in rotational speed between the rotor 262 on the input side and the cam ring 252 on the output side to flow the fluid.
By restricting the flow of the fluid by the orifice 266, the pressure is increased to cause resistance to the forward / backward movement of the piston 258, and the torque is transmitted. As a result, the fluid coupling 248 transmits the power from the variable speed output shaft 204 to the front propulsion shaft (not shown) according to the rotation difference.

FIG. 6 shows a vehicle power distribution device provided with a rotation difference sensitive type joint mechanism. The vehicle power distribution device 306 shown in FIG. 6 is similar to that shown in FIG. 4, except that the low speed / high speed switching mechanism 122 shown in FIG. 210 is extended to form a sleeve 246, and the rear distribution output shaft 212 is connected to the sleeve 246.

The vehicle power distribution device 306 is provided between the front distribution output shaft 312 and the front propulsion shaft (not shown) or between the front propulsion shaft and the front differential mechanism (not shown). A fluid coupling 348 which is a joint mechanism is provided. The fluid coupling 348 has the cam ring 252 on the input side and the rotor 262 on the output side.

FIG. 7 shows a vehicle power distribution device provided with a rotation difference sensitive type joint mechanism. The vehicle power distribution device 406 shown in FIG. 7 is similar to that shown in FIG.
Arrangement space 22 for low speed / high speed switching mechanism in distribution case 208
0 to remove the low-speed high-speed switching mechanism 122 shown in FIG. 3,
The distribution input shaft 210 is extended to form a sleeve 246,
The rear distribution output shaft 212 is connected to the sleeve 246.

The vehicle power distribution device 406 shown in FIG.
A driven sprocket 438 is rotatably supported on the front distribution output shaft 414, and a part of the distribution case 408 is bulged outward to form a bulged portion 470. As a result, the coupling arrangement space 472 is formed in the distribution case 408. Is formed. A fluid coupling 448, which is a joint mechanism, is arranged in the coupling arrangement space 472. The fluid coupling 448 has the cam ring 452 on the input side and the rotor 462 on the output side.

Some full-time type vehicle power distribution devices are provided with a center differential.

As such a vehicle power distribution device,
There is one disclosed in JP-A-64-30835. The vehicle power distribution device disclosed in this publication is provided with a viscous coupling as a fluid coupling to prevent a tight corner braking phenomenon.

[0019]

However, by utilizing the distribution case of the part-time type power distribution device for a vehicle as it is, a rotation-difference-sensing joint mechanism is provided and a front-rear wheel rotation-difference absorption-type full-time type is used. When changing to a vehicle power distribution device, as shown in FIG. 4, by removing the low speed / high speed switching mechanism 122 of FIG. 3 from the low speed / high speed switching mechanism disposition space 220 in the distribution case 208, the distribution input shaft There is the inconvenience that a sleeve 246 is required as a separate component in order to connect 210 and the rear side distribution output shaft 212.

In the vehicle power distribution device 206 shown in FIGS. 4 and 5, the front distribution output shaft 214 is provided with the fluid coupling 248.
It is also necessary to newly install a new component for connecting with the front propulsion shaft (not shown).

Further, the vehicle power distribution device 3 shown in FIG.
06 is provided with a fluid coupling 348 between the front distribution output shaft 312 and the front propulsion shaft (not shown), or between the front propulsion shaft and the front differential mechanism (not shown). Therefore, it is necessary to newly install the propulsion shaft and other vehicle parts (for example, change the shape of the floor panel to avoid interference with the fluid coupling 348).

Furthermore, in the vehicle power distribution device 406 shown in FIG. 7, a part of the distribution case 408 is bulged outward to form a bulged portion 470, and the distribution case 408 is provided with a coupling arrangement. Since the space 472 is formed, it is necessary to newly install the distribution case 408 itself.

Therefore, when a part-time type vehicle power distribution device and a full-time type vehicle power distribution device are set, compatibility of parts such as a distribution case is lost,
There is the inconvenience of increasing costs. In addition, when the power distribution device for a part-time type vehicle and the power distribution device for a full-time type vehicle are set by incorporating separate parts, it is necessary to confirm the experiment including vibration for each vehicle. By doing so, there is an inconvenience that the number of steps is increased.

Further, as shown in FIG. 5, the front distribution output shaft 21
4 is provided with the fluid coupling 248, or as shown in FIG. 6, the fluid coupling 348 is provided between the front distribution output shaft 312 and the front propulsion shaft or between the front propulsion shaft and the front differential mechanism. In this case, the rear propulsion shaft and the front propulsion shaft are shortened, which causes the inconvenience of deterioration of the sound and vibration surface, and the increase in weight lowers the drive system resonance point.
There is an inconvenience that the limit speed (guaranteed rotation speed) decreases.

[0025]

In order to eliminate the above-mentioned inconvenience, the present invention provides the power output from the shift output shaft of a transmission connected to an internal combustion engine mounted on a vehicle to the shift output shaft. In a vehicle power distribution device that distributes and takes out a rear distribution output shaft that is in series with a front distribution output shaft that is parallel to the rear distribution output shaft, and a low speed that is already present in the distribution case of the vehicle power distribution device. A joint mechanism for distributing the power output from the speed change output shaft to the front side distribution output shaft according to the rotation difference and taking it out is provided in the space for the high speed switching mechanism, and the input side member of this joint mechanism is provided. One end side is connected to the shift output shaft and the other end side of the input side member is connected to the rear distribution output shaft.

[0026]

According to the structure of the present invention, the vehicle power distribution device provides the power output from the speed change output shaft to the rotational speed difference in the existing low speed / high speed switching mechanism installation space in the distribution case of the vehicle power distribution device. According to the above, a joint mechanism that distributes and takes out to the front side distribution output shaft is provided, and one end side of the input side member of this joint mechanism is connected to the shift output shaft and the other end side of this input side member is provided. By connecting to the rear side distribution output shaft, the shape and structure of the part-time type distribution case can be used as it is to change to the full-time type, and the input side member can be used to change the speed change output shaft and rear side. The distributed output shaft can be connected, and the length of the rear propulsion shaft or the front propulsion shaft is not changed.

[0027]

Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 show an embodiment of the present invention. In FIG. 1, 2 is a transmission, 4 is a shift output shaft, and 6
Is a vehicle power distribution device. In this vehicle power distribution device 6, a rear distribution output shaft 10 is mounted on a distribution case 8 and bearings 12
The front side distribution output shaft 16 is supported by the bearings 18 and 20, and the front side distribution output shaft 16 is supported by the bearings 18 and 20.

The rear side distribution output shaft 10 is a transmission output shaft 4
Are connected in series to the rear driving shaft (not shown) via the rear slide yoke 22. The front distribution output shaft 16 is arranged in parallel with the rear distribution output shaft 10 and is connected to a front propulsion shaft (not shown) via a front slide yoke 24.

The rear side distribution output shaft 10 has a bearing 12
A drive sprocket 26 is supported between bearings 14 by bearings 28. The front distribution output shaft 16 has bearings 18 and 20.
The driven sprocket 30 is fixed between them. The drive sprocket 26 and the driven sprocket 30 have a chain 3
2 is wrapped around.

The vehicle power distribution device 6 is provided with a two-wheel / four-wheel switching mechanism 34. The two-wheel / four-wheel switching mechanism 34 is provided on the rear side distribution output shaft 10 with a switching boss 38 pivotally supported by a bearing 36, and is mounted on the switching boss 38 by spline coupling so as to be axially movable and axially movable. The drive sprocket 26 is provided with a switching sleeve 40 which is engaged and disengaged by spline coupling.

Therefore, the rear side distribution output shaft 10 is
At the front side of the drive sprocket 26, the distribution case 8 is axially supported by the bearing 12 through the bearing 36 of the two-wheel / four-wheel switching mechanism 34 and the switching boss portion 38, and at the rear side of the drive sprocket 26, the bearing is provided at the distribution case 8. It is provided by being axially supported by 14.

On the switching sleeve 38, the switching yoke 4
2 are engaged with each other. The switching yoke 42 is provided on the switching shaft 44.

The two-wheel / four-wheel switching mechanism 34 moves the switching shaft 44 in the axial direction by a switching lever (not shown).
The switching yoke 42 is used to move the switching sleeve 40 to the switching boss portion 3.
8 in the axial direction to engage and disengage the drive sprocket 26. As a result, the two-wheel / four-wheel switching mechanism 34 switches between two-wheel drive and four-wheel drive as described later.

The vehicle power distribution device 6 is provided with a space 46 for a low speed / high speed switching mechanism between the transmission output shaft 4 and the rear distribution output shaft 10 in the distribution case 8. The conventional low-speed / high-speed switching mechanism 122 shown in FIG. 3 is not installed in the low-speed / high-speed switching mechanism installation space 46 and is removed.

The vehicle power distribution device 6 is provided in the existing low-speed / high-speed switching mechanism installation space 46 in the distribution case 8.
A fluid coupling 48 is provided as a joint mechanism.
The fluid coupling 48 distributes the power output from the variable speed output shaft 4 to the front distribution output shaft 16 according to the rotation difference and takes out the power.

As shown in FIG. 2, one end of the fluid coupling 48 is connected to the variable speed output shaft 4 and the other end thereof is connected to the rear output shaft 10 so that the distribution case 8 has a bearing 50.
A shaft 52 which is an input side member and a cam ring 54 which is an output side member which are axially supported by the shaft 52 and the cam ring 54.
A fluid space 58 is formed by the case 56 that covers the.

The cam ring 54 is rotatably supported on the rear side distribution output shaft 10 by a bearing 60, and is connected to the switching boss portion 38 of the two-wheel / four-wheel switching mechanism 34 by a connecting portion 62. Further, the fluid space 58 is filled with fluid in a liquid-tight manner, and a piston 64, a spring 66, a rotor 68, a valve 70, and an orifice 72 formed in the valve 70 are provided.

The fluid coupling 48 moves the fluid by moving the piston 64 forward and backward due to the difference in rotational speed between the rotor 68 on the input side and the cam ring 54 on the output side, and restricts the fluid flow by the orifice 72 to generate a pressure. Is increased to cause resistance to the forward / backward movement of the piston 64, and torque is transmitted. As a result, the fluid coupling 48 transmits the power from the shift output shaft 4 to the switching boss portion 38 according to the rotation difference.

Next, the operation of this embodiment will be described.

The vehicle power distribution device 6 is driven by moving the switching shaft 44 in the axial direction by the switching lever of the two-wheel / four-wheel switching mechanism 34, and moving the switching sleeve 40 in the axial direction of the switching boss portion 38 by the switching yoke 42. Sprocket 26
When the vehicle is disengaged from, it is switched to two-wheel drive.

As a result, the vehicle power distribution device 6 does not transmit the power from the shift output shaft 4 to the front distribution output shaft 16 but only to the rear distribution output shaft 10.

The vehicle power distribution device 6 is driven by axially moving the switching shaft 44 by the switching lever of the two-wheel / four-wheel switching mechanism 34 and moving the switching sleeve 40 by the switching yoke 42 in the axial direction of the switching boss portion 38. Sprocket 26
When engaged with, the mode is switched to four-wheel drive.

The fluid coupling 48 transmits the power from the variable speed output shaft 4 to the switching boss portion 38 according to the rotation difference.
As a result, the vehicle power distribution device 6 transmits the power from the shift output shaft 4 to the rear distribution output shaft 10 and, at the same time, through the drive sprocket 26, the driven sprocket 30, and the chain 32 according to the rotation difference. It is transmitted to the distribution output shaft 16.

This vehicle power distribution device 6 does not have the conventional low speed / high speed switching mechanism 122 shown in FIG. A fluid coupling 48 is provided to distribute and take out the power output from the motor 4 from the front-side distribution output shaft 16 according to the rotation difference. The fluid coupling 48 is provided by connecting one end side of a shaft 52, which is an input side member, to the variable speed output shaft 4, and connecting the other end side of the shaft 52 to the rear distribution output shaft 10. .

As a result, this vehicle power distribution device 6
Can be changed to a full-time type by directly using the shape and structure of the part-time type distribution case, and can also connect the variable speed output shaft 4 and the rear side distribution output shaft 10 by using the shaft 52 of the fluid coupling 48. can do.

Further, the vehicle power distribution device 6 is provided with the front distribution output shaft 16, the rear distribution output shaft 10 and the rear propulsion shaft, or between the front propulsion shaft and the front differential mechanism. Since the fluid coupling 48 is not provided, the length of the rear propulsion shaft or the front propulsion shaft is not changed.

Therefore, the vehicle power distribution device 6 is
The distribution case 8 can be changed from the part-time type to the full-time type without the need to change the shape or structure of the distribution case 8, and the distribution case 8 can be applied to the part-time type and the full-time type. , The transmission output shaft 4 and the rear distribution output shaft 1 by the shaft 52 of the fluid coupling 48.
By connecting 0 to 0, a part for connecting the shift output shaft 4 and the rear distribution output shaft 10 when the part-time type is changed to the full-time type can be unnecessary, and the cost can be reduced. it can.

The vehicle power distribution device 6 does not change the length of the rear propulsion shaft or the front propulsion shaft, so that the rear propulsion shaft or the front propulsion shaft is newly installed and the distribution case 6 is provided.
It is possible to achieve cost reduction without the need for new installation of other vehicle parts and other vehicle parts, and for each vehicle like the case of setting to part time type and full time type by incorporating separate parts respectively. It is possible to avoid the inconvenience that causes an increase in the number of man-hours, and to avoid the deterioration of the sound / vibration and the deterioration of the limit speed without the need to confirm the experiment including the vibration.

[0049]

As described above, according to the present invention, the power distribution device for a vehicle can be changed to the full-time type by directly utilizing the shape and structure of the part-time type distribution case, and the input side of the joint mechanism can be used. The member can be used to connect the variable speed output shaft and the rear distribution output shaft, and the lengths of the rear propulsion shaft and the front propulsion shaft are not changed.

For this reason, the vehicle power distribution device can be changed from the part-time type to the full-time type without the need to change the shape or structure of the distribution case, and can be applied to the part-time type and the full-time type. It is possible to use a distribution case that does not require a part that connects the transmission output shaft and the rear distribution output shaft when changing from a part-time type to a full-time type, which can reduce costs and By not changing the lengths of the side propulsion shaft and the front propulsion shaft, it is possible to avoid deterioration of sound and vibration and deterioration of the limit speed.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view of a vehicle power distribution device showing an embodiment of the present invention.

FIG. 2 is an enlarged cross-sectional view of a fluid coupling portion of a vehicle power distribution device.

FIG. 3 is a sectional view of a vehicle power distribution device including a low speed / high speed switching mechanism showing a first conventional example.

FIG. 4 is a cross-sectional view of a portion of a power distribution device for a vehicle showing a second conventional example, in which a low speed / high speed switching mechanism is removed.

FIG. 5 is a cross-sectional view of a front distribution output shaft portion provided with a fluid coupling of a vehicle power distribution device showing a second conventional example.

FIG. 6 is a sectional view of a fluid coupling portion showing a third conventional example.

FIG. 7 is a cross-sectional view of a front side distribution output shaft portion provided with a fluid coupling showing a fourth conventional example.

[Explanation of symbols]

 2 Gearbox 4 Gearshift output shaft 6 Vehicle power distribution device 8 Distribution case 10 Rear distribution output shaft 16 Front distribution output shaft 26 Drive sprocket 30 Driven sprocket 32 Chain 34 Two-wheel four-wheel switching mechanism 46 Space for low-speed / high-speed switching mechanism 48 Fluid Coupling 52 Shaft 54 Cam Ring 56 Case 64 Piston 68 Rotor

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[Procedure amendment]

[Submission date] August 22, 1995

[Procedure amendment 1]

[Document name to be amended] Drawing

[Correction target item name] All figures

[Correction method] Change

[Correction contents]

FIG.

[Fig. 2]

FIG. 4

FIG. 6

[Figure 3]

[Figure 5]

FIG. 7

Claims (1)

[Claims] 1. A rear distribution output shaft in which power output from a transmission output shaft of a transmission connected to an internal combustion engine mounted on a vehicle is connected in series to the transmission output shaft, and a front side parallel to the rear distribution output shaft. In a power distribution device for a vehicle which is distributed to and extracted from a distribution output shaft, the power output from the shift output shaft is rotated into an existing space for a low speed / high speed switching mechanism in a distribution case of the power distribution device for a vehicle. A joint mechanism that distributes and takes out to the front side distribution output shaft according to the difference is arranged and provided, one end side of the input side member of this joint mechanism is connected to the shift output shaft, and the other side of the input side member is provided. A power distribution device for a vehicle, wherein an end side is connected to the rear distribution output shaft and provided.