WO1996017738A1 - Dispositif de transfert - Google Patents

Dispositif de transfert Download PDF

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Publication number
WO1996017738A1
WO1996017738A1 PCT/JP1995/002510 JP9502510W WO9617738A1 WO 1996017738 A1 WO1996017738 A1 WO 1996017738A1 JP 9502510 W JP9502510 W JP 9502510W WO 9617738 A1 WO9617738 A1 WO 9617738A1
Authority
WO
WIPO (PCT)
Prior art keywords
output shaft
speed
gear set
transfer device
operation lever
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP1995/002510
Other languages
English (en)
Japanese (ja)
Inventor
Munenori Onitsuka
Koji Ando
Kenichiro Shinada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Original Assignee
Mitsubishi Motors Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Priority to KR1019960704301A priority Critical patent/KR970701133A/ko
Publication of WO1996017738A1 publication Critical patent/WO1996017738A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3467—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear combined with a change speed gearing, e.g. range gear

Definitions

  • the present invention relates to an improvement of a transfer device provided with a speed change means and a rotation difference sensitive joint.
  • VCU viscous coupling
  • HCU click coupling
  • One of the four-wheel drive systems that achieves this is to provide a mechanism for switching between high-speed gears and low-speed gears, and a mechanism for switching between differential free four-wheel drive and direct-coupled four-wheel drive.
  • a high-speed gear differential-free four-wheel drive (4H) position a high-speed gear direct four-wheel drive (4HLc) position, and a low-speed gear direct four-wheel drive (4 LL c) Select and switch between three shift positions Possible transfer equipment is required.
  • Fig. 4 is a block diagram showing the drive system of the above-mentioned four-wheel drive vehicle.
  • 1 is an engine as a power source
  • 2 is a transmission
  • 3 is a transfer device
  • 4 is a front differential
  • Reference numeral 5 denotes a lidar differential.
  • the driving force generated by the engine 1 is input to the transfer device 3 via the transmission 2, and according to the shift position of the transfer device 3, each of the different transmission paths in the transfer device 3 is provided.
  • the signal is output to the front differential 4 and the differential 5 via.
  • a switching mechanism between a high gear stage and a low gear stage, and a switching mechanism between a differential free four-wheel drive mechanism and a direct-coupled four-wheel drive mechanism are required.
  • one switching rail 6, 7 is required for each switching mechanism, for example, as in the conventional structure shown in FIG.
  • Shift forks 8 and 9 are attached to these switching rails 6 and 7, respectively, and a desired switching operation is performed by sliding the engaging sleeves 10 and 11 in the axial direction. It is configured to be
  • FIG. 6 In such a conventional structure, as shown in FIG. 6, two switching rails 6 and 7 are arranged substantially in parallel and parallel, and the transfer lever 12 is inclined in the vehicle width direction before engaging. In this case, one of the switching rails is operated in the front and rear directions. For this reason, there is a problem that the number of parts is increased and the cost is disadvantageous. In addition, it is necessary to secure a space for inclining the transfer levers 12 in the vehicle width direction. In particular, for vehicles with small body dimensions such as mini-vehicles, the transmission lever and the shift lever for transmission are required. This was disadvantageous in terms of layout flexibility and livability, partly due to the necessity of juxtaposition.
  • the present invention provides a mechanism for switching the speed changing means such as a switching mechanism between a high gear stage and a low gear stage and a switching unit for performing differential lock switching between the front and rear wheel output shafts with a single set of switching units.
  • the shift position can be switched simply by operating only the operation lever such as the transfer lever.
  • the present invention provides a speed change means for selectively changing the rotation speed transmitted from a power source and transmitting the rotation speed to one of a front wheel output shaft and a rear wheel output shaft, and a front wheel output shaft and a rear wheel.
  • a rotation-difference-sensitive joint interposed between the wheel-side output shaft and transmitting power according to the rotation speed difference between the two output shafts, and a locking means for selectively inhibiting the differential at the rotation-difference-sensitive joint
  • a set of switching means is connected to the operating lever that can be operated by the operator, and the shifting means and the locking means are connected so as to interlock with each other.
  • the speed change means includes a first gear set to which power is transmitted from a power source, a second gear set having a different gear ratio from the first gear set, and a position engaged with the first gear set. And a shift sleeve that is movable between a position engaged with the second gear set side.
  • the gear ratio may be set so that the first gear group rotates at a higher speed than the second gear group.
  • the locking means in the present invention is a port movable between a position where it engages with the front wheel output shaft and the rear wheel output shaft and a position where it engages with only one of the output shafts. It is possible to adopt a configuration in which a x-leave is provided. In this case, in particular, the operating lever moves the lock sleeve to lock position and lock. Switching to the first position may be performed.
  • the off-road running performance is further improved when the shift position is in the differential lock position.
  • the speed change means includes a first gear set to which power is transmitted from a power source, a second gear set having a different gear ratio from the first gear set, and a position engaged with the first gear set.
  • a shift sleeve movable between a position engaged with the second gear set and a position engaged with the front wheel output shaft and the rear wheel output shaft. And a rock leave that is movable between a position engaged with only one of the two output shafts.
  • the operating lever may be configured to be able to switch between three positions, a high-speed free position, a high-speed lock position, and a low-speed lock position, and these three positions are switched in this order. It may be installed as possible. In these cases, it is possible to switch to each shift position according to the linear operation of the operation lever, and the space required for operation of the operation lever can be made relatively small. Performance, the number of parts can be reduced, and costs can be reduced.
  • FIG. 1 is a longitudinal sectional view showing an embodiment of a preferred transfer device according to the present invention.
  • FIG. 2 is a plan sectional view of the transfer device of FIG.
  • FIG. 3 is an enlarged view showing the part A in Fig. 1.
  • Fig. 3 (A) is a high-speed gear differential free four-wheel drive (4H) position
  • Fig. 3 (B) is a high-speed gear directly connected four-wheel drive. (4 HL c) position
  • Fig. 3 (C) shows the state of low-speed gear direct-coupled four-wheel drive (4 LL c) position.
  • FIG. 4 is a configuration diagram showing a drive system of a four-wheel drive vehicle.
  • FIG. 5 is a perspective view showing an example of a conventional switching mechanism using two switching rails.
  • FIG. 6 is a plan view showing the arrangement of the two switching rails shown in FIG.
  • FIG. 1 and 2 are cross-sectional views showing the internal configuration of a transfer device according to the present invention.
  • an input shaft 22 connected to a transmission and a driving force are output to rear wheels.
  • An input gear 26 that rotates integrally is attached to the input shaft 22, and a high-speed gear rotatably supported on the rear wheel-side output shaft 23 via a high-speed idle gear 27.
  • the high-speed idle gear 27 and the high-speed gear 28 constitute a first gear set.
  • a low-speed gear 29 rotatably supported on the rear shaft-side output shaft 23 is combined with a low-speed idle gear 30 that is coaxially attached to the high-speed idle gear 27 and rotates together. I have.
  • the low-speed gear 29 and the low-speed idle gear 30 constitute a second gear set.
  • one switching rail that slides in the axial direction in conjunction with the transfer lever 31 as an operating lever 32 is provided, and the rail main body constitutes the switching means.
  • a speed change fork 3 3 and a lock fork 3 4 are attached to the switching rail 32, and these pair of forks are always spaced at a constant distance in the axial direction. It is supported so as to be able to slide in the axial direction integrally with the switching rail 32 while maintaining it.
  • the transmission fork 33 on the rear wheel side output shaft 23 engages with the recess formed on the outer peripheral surface of the transmission sleeve 35 that can be splined with the rear wheel side output shaft to allow sliding in the axial direction. Then, in conjunction with the operation of the transfer lever 31, slide the speed change sleeve 35 axially (see the arrow 36 in FIG. 1). In the sliding range of the transmission sleeve 35, the clutch gear 37 of the high-speed gear 28 is disposed forward, and the clutch gear 38 of the low-speed gear 29 is disposed rearward. As a result, the transmission sleeve 35 and the clutch gears 37, 38 connect the high-speed gear 28 or the low-speed gear 29 to the rear-wheel-side output shaft 23 to cut the driving force transmission path.
  • the speed change means 39 for changing is formed.
  • the lock fork 34 on the front wheel side output shaft 25 engages with the recess formed on the outer peripheral surface of the lock fork 40, and the lock sleeve 40 is moved in the axial direction in conjunction with the operation of the transfer lever 31. (See arrow 41 in Figure 1.)
  • the lock sleeve 40 is slidably connected to the clutch gear 44 (front wheel output shaft gear) of the outer case 43, in which the spline formed on the circumferential surface is directly connected to the output shaft 25 of the VCU 24. And are connected to the rear-wheel-side output shaft 23 to be integrally connected with the clutch gear 42 (rear-wheel-side output shaft gear) to connect them directly.
  • the rock leave 40 is designed to engage only with the clutch gear 44 of the outer case 43.
  • the lock sleeve 40 and the clutch gears 42, 44 are connected directly to the four-wheel drive or rear-wheel output shaft 23 with the rear-wheel output shaft 23 and the front-wheel output shaft 25 directly connected. And between the front wheel side output shaft 25.
  • the locking means 45 for switching to one of the driving force transmission paths of a differential free four-wheel drive functioning through the use of 1; 24 is formed.
  • the transfer device of such a configuration is a high-speed gear differential free four-wheel drive (4H) position using high-speed gear 28 and VCU 24, High-speed gear using high-speed gear 28 to inhibit differential in VCU 24 Directly connected four-wheel drive (4HLc) position, and low-speed gear using low-speed gear 29 to inhibit differential in VCU 24
  • Three shift positions of the direct-coupled four-wheel drive (4LLc) position can be selectively switched by sliding one switching rail 32 forward and backward.
  • the high-speed gear differential free four-wheel drive (4H) position is suitable for normal on-gate driving.
  • switching is performed by shifting the transfer lever 31 backward.
  • the switching rail 32 is provided with three concave portions 47, 48, 49 at three places defining each shift position, and is provided with a ball which is appropriately biased by elastic components. Position by engaging with 50.
  • the transmission fork 33 and the rock fork 34 also move forward together while maintaining a certain distance, and the transmission fork 33 moves the transmission sleeve 35 and Rock forks 34 cause Rock Leaves 40 to each slide forward.
  • the ball 50 is fitted into the recess 47 of the switching rail 32, and the speed change sleeve 35 is engaged with the clutch gear 37 of the high-speed gear 28 and the lock.
  • the leaves 40 are respectively engaged with clutch gears 44 provided in the gear case 43 of the VCU 24 (see FIG. 3A).
  • the driving force transmission path in this shift position is as shown by the arrow in Fig. 3 (A). That is, the driving force received by the input shaft 22 connected to the transmission is the input gear 26, the high-speed idle gear 27 and And transmitted to the speed change sleeve 35 via the high speed gear 28, and further transmitted to the rear wheel output shaft 23 fitted with the sleeve 35. Also, at this time, the front wheel side output shaft 25 is connected via the VCU 24, that is, the VCU 24 according to the rotational speed difference, because the rock leave 40 is not engaged with the clutch gear 42. It is connected to the rear wheel output shaft 23 so as to transmit torque.
  • the force using the VCU 24 as the rotational differential sensing joint is replaced by the known hydraulic coupling (HCU) or one-way clutch.
  • HCU hydraulic coupling
  • a function of transmitting a driving force when a rotation difference occurs between the front and rear output shafts may be provided.
  • the high-speed gear-directed four-wheel drive (4HLc) position is suitable for running at relatively high speeds through the off-road.
  • the ball 50 engages with the recess 48 of the switching rail 32, and as shown in FIG. 3 (B), the speed change sleeve 35 becomes the clutch gear 37 of the high speed gear 28. It is combined with. For this reason, the driving force transmission path from the input shaft 22 to the rear wheel output shaft 23 is the same as the above-described 4H position.
  • the lock sleeve 40 slides rearward, it engages with the clutch gear 42 of the rear wheel output shaft 23, so that the rear wheel output shaft 23 and the front wheel output
  • the shaft 25 is directly connected via the outer case 43.
  • the front wheel side output shaft 25 receives the driving force by prohibiting the original function of the VCU 24, that is, the function of transmitting the driving force in the event of a rotation difference.
  • a drive system is formed in which the drive shafts of the wheels rotate together.
  • the four-wheel drive (4LLc) position which is directly connected to a low-speed gear, is suitable when a particularly large driving torque is required when driving off-open.
  • the switching rail 32 moves backward 1 to a position where the ball 50 fits into the recess 49.
  • one set of switching means is provided with the transmission means 39 and the locking means 45 via one switching rail 32 which is displaced by the transfer lever 31.
  • the configuration can be simplified because they are linked.
  • a high-speed gear differential free four-wheel drive (4Hc) position a high-speed gear directly-connected four-wheel drive (4HLc) position, and a low-speed gear directly-connected four-wheel drive (4LLc) position
  • the three shift positions are installed in such a way that they can be switched in this order, so that it is possible to switch to each shift position in accordance with the linear operation of the transfer lever 31.
  • the space required for operating the lever 31 can be made relatively small, the degree of freedom in layout and the livability can be improved, the number of parts can be reduced, and the cost can be reduced.
  • the switching rail 32 is used as the switching means.
  • the present invention is not limited to this.
  • a transfer lever and a speed change sleeve, and a transfer lever and a mouthpiece are used.
  • the sleeve and may be directly connected by cables, and the transmission sleeve and the mouthpiece may be simultaneously moved via the cable in response to switching of the transfer lever.
  • the same operation and effect as when the switching rail 32 is used can be obtained, and in particular, the degree of freedom in layout can be further improved.
  • the transfer device provides a shift position in which on-load traveling stability is obtained by operating the operating lever, and a high-speed and low-speed traveling position in which off-road traveling performance is obtained. Switching to each shift position is possible. Especially, it can be switched to each shift position by linear operation with good operability, so it can be effectively used for automobiles and various industrial equipment equipped with a power transmission system with a transformer. In particular, the effect can be sufficiently exerted when adopted in a small vehicle that tends to have a problem in securing the mounting space.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

La présente invention concerne un dispositif de transfert qui permet, au moyen d'un ensemble d'organes de transition, de réaliser une translation entre trois positions, à savoir décrabotage quatre roues motrices vitesse rapide, crabotage quatre roues motrices vitesse rapide, et crabotage quatre roues motrices vitesse lente. Cette conception permet de maintenir une bonne tenue au sol en parcours routier ou tout-terrain. Selon ce dispositif, une fourche de changement de vitesse (33) et une fourche de verrouillage (34) sont montées sur un seul rail de transition (32) mécaniquement couplé à un levier de transfert (31). Une couronne de changement de vitesse (35) prise dans la fourche de changement de vitesse (33) est conçue pour être amenée en prise, avec l'un ou l'autre de deux pignons d'embrayage (37, 38) provoquant ainsi une transition du trajet de transmission de la force motrice. Une couronne de verrouillage (40), prise dans la fourche de verrouillage (34), engage ou dégage un pignon d'embrayage (42) par rapport à un pignon d'embrayage disposé sur un carter externe (43), ce qui permet d'effectuer la transition entre crabotage quatre roues motrices et décrabotage quatre roues motrices.
PCT/JP1995/002510 1994-12-09 1995-12-07 Dispositif de transfert Ceased WO1996017738A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1019960704301A KR970701133A (ko) 1994-12-09 1995-12-07 트랜스퍼장치(Transfer Apparatus)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP6/330979 1994-12-09
JP06330979A JP3085348B2 (ja) 1994-12-09 1994-12-09 四輪駆動車のトランスファ装置

Publications (1)

Publication Number Publication Date
WO1996017738A1 true WO1996017738A1 (fr) 1996-06-13

Family

ID=18238487

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP1995/002510 Ceased WO1996017738A1 (fr) 1994-12-09 1995-12-07 Dispositif de transfert

Country Status (3)

Country Link
JP (1) JP3085348B2 (fr)
KR (1) KR970701133A (fr)
WO (1) WO1996017738A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11105574A (ja) 1997-09-30 1999-04-20 Suzuki Motor Corp ４ｗｄ車のトランスファレバー構造
JP3932686B2 (ja) * 1998-07-31 2007-06-20 スズキ株式会社 四輪駆動車のトランスファ装置
JP2014083107A (ja) * 2012-10-19 2014-05-12 Matsuo Kogyosho:Kk 食品容器蓋用スタンド

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62143732A (ja) * 1985-12-19 1987-06-27 Fuji Heavy Ind Ltd ４輪駆動装置
JPS6325139A (ja) * 1986-07-18 1988-02-02 Fuji Heavy Ind Ltd ４輪駆動装置
JPS6350733U (fr) * 1986-09-20 1988-04-06
JPH01275224A (ja) * 1988-04-27 1989-11-02 Fuji Technica Inc ４輪駆動車の動力伝達機構
JPH03217333A (ja) * 1990-01-19 1991-09-25 Mitsubishi Automob Eng Co Ltd 四輪駆動車用トランスミッション

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105637342B (zh) 2013-09-30 2019-03-26 哈克兰格有限责任公司 比浊计及检测比浊计的样品试管污染的方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62143732A (ja) * 1985-12-19 1987-06-27 Fuji Heavy Ind Ltd ４輪駆動装置
JPS6325139A (ja) * 1986-07-18 1988-02-02 Fuji Heavy Ind Ltd ４輪駆動装置
JPS6350733U (fr) * 1986-09-20 1988-04-06
JPH01275224A (ja) * 1988-04-27 1989-11-02 Fuji Technica Inc ４輪駆動車の動力伝達機構
JPH03217333A (ja) * 1990-01-19 1991-09-25 Mitsubishi Automob Eng Co Ltd 四輪駆動車用トランスミッション

Also Published As

Publication number Publication date
KR970701133A (ko) 1997-03-17
JPH08156625A (ja) 1996-06-18
JP3085348B2 (ja) 2000-09-04

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