JPS6322732A - Four-wheel drive vehicle - Google Patents

Abstract

PURPOSE:To facilitate a shift operation and simplify the shift structure by performing the high/low-speed rotation transfer shift of an auxiliary transmission, the two/four-wheel drive shift, and the lock/unlock shift of a center differential with the same means respectively. CONSTITUTION:The first and second shift rods 41, 42 for shifting an auxiliary speed change gear 9 and a center differential gear 10 respectively are provided on a shift device 40. The first shift fork 45 is fixed to the first shift rod 41 to allow the sleeve 19 of a shift mechanism 11 of the auxiliary speed change gear 9 to be moved at its tip. On the other hand, the second shift fork 46 is fixed to the second shift rod 42 to allow the sleeve 29 of a shift mechanism 12 of the center differential mechanism 10 to be moved at its tip. A shift block 47 is provided slidably over the first and second shift rods 41, 42 and is connected to a motor unit 49 and a shift switch 50 via an operation arm 48.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a four-wheel drive vehicle.

(Prior Art) As a four-wheel drive vehicle, a full-time four-wheel drive vehicle is known in which a center differential gear is provided between a front wheel drive system and a rear wheel drive system. As a four-wheel drive vehicle, the front
Part-time four-wheel drive vehicles are known that have two-wheel drive using one of the rear wheels and perform four-wheel drive driving when necessary. Furthermore, it has both the above-mentioned full-time 4-wheel drive and part-time 4-wheel drive functions, and has a direct 4-wheel drive mode in which the center differential gear stops differentially, and a 4-wheel drive mode in which the center differential gear is differentially free. There are also known four-wheel drive vehicles that can run in either a two-wheel drive mode or a two-wheel drive mode that transmits power to only one of the front and rear wheels.
It is stated in the publication number etc.

Additionally, four-wheel drive vehicles are known that include a sub-transmission in addition to a main transmission.

(Problems to be Solved by the Invention) However, in the four-wheel drive vehicle described in the above-mentioned Japanese Unexamined Patent Publication No. 59-81233, there are two modes: a direct four-wheel drive mode with differential stop of the center differential gear; a first switching means for switching a center differential gear to a differential-free four-wheel drive mode; and a four-wheel drive;
The second switching means for switching between two-wheel drive and transmitting power to only one of the front and rear wheels is separate (separately provided, so the structure is complex and the size is large. Met.

Furthermore, in a four-wheel drive vehicle equipped with an auxiliary transmission, a switching means must be provided to switch between the high-speed rotation transmission mode and the low-speed rotation transmission mode of the auxiliary transmission, and this also applies to the four-wheel drive vehicle. This made the transfer structure complicated.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a four-wheel drive vehicle equipped with a transfer having a simple and compact structure and a switching means.

(Means for Solving the Problems) The four-wheel drive vehicle of the present invention includes an auxiliary transmission and a center differential gear constituted by a planetary gear in a transfer case that distributes torque between front and rear wheels. a first switching device for switching between a high-speed rotation transmission mode and a low-speed rotation transmission mode of the auxiliary transmission; and a direct four-wheel drive mode with differential stop of the center differential gear;
a second switching device that switches between a differential-free four-wheel drive mode of the center differential gear and a two-wheel drive mode that transmits power to only one of the front and rear wheels, one of the first switching devices; The present invention is characterized in that a switching means is provided for switching the combination of the above mode and one of the three modes of the second switching device in conjunction with each other.

(Operations and Effects of the Invention) The four-wheel drive vehicle of the present invention has a switching means for switching between a high-speed rotation transmission mode and a low-speed rotation transmission mode of the auxiliary transmission, a switching means for switching between two-wheel drive and four-wheel drive, and a center differential. Since the gear locking and unlocking switching means are the same, the troublesome switching operation can be eliminated, and
The structure of the switching means can be made compact, and the size of the transfer case can be reduced.

(Embodiments) Hereinafter, a four-wheel drive vehicle according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a sectional view of a transfer device 4 used in a four-wheel drive vehicle according to an embodiment of the present invention.

As shown in FIG. 1, the transfer device 4 is a auxiliary transmission in which an input shaft 14 is connected to the output shaft 13 of the main transmission 3, and a sleeve gear type auxiliary conversion/switching mechanism 11 arranged on the same axis is arranged in parallel. The planetary sub-transmission gear mechanism 9 and the input member 24 are connected to the output member 23 of the planetary sub-transmission gear mechanism 9, the first output member 33 is directly connected to the rear wheel drive shaft, and the second output member 34 is connected to the output member 23 of the planetary sub-transmission gear mechanism 9. is connected to the front wheel drive shaft via a transfer gear 36, and a sleeve gear type 2-4 switching mechanism 12 arranged on the same axis is arranged in parallel.
0. In addition, each of the above-mentioned mechanisms is disposed within the transfer keshifugu 3.

The planetary sub-transmission gear mechanism 9 is connected to the input shaft 14
A sun gear 15 provided at the end of the sun gear 15, a ring gear 16 on the outer peripheral side of the sun gear 15, and a plurality of pinion gears 17.1? which are located between the ring gear 16 and the sun gear 15 and rotate and revolve around the sun. It is composed of... The pinion gears 17, 17, . ing. Further, the ring gear 16 is pivotally supported relative to the output member 23 so as to be freely rotatable. Note that the output member 2
3 is on the same axis as the input shaft 14 and is rotatable relative to the input shaft 14.

A clutch hub 2 is provided on the outer layer of the pivot portion of the ring gear 16.
0, a sleeve 19 is supported so as to be slidable in the axial direction. On both sides of the sleeve 19 in the axial direction, there are clutch teeth 21 provided on a locking member 38 that is engaged with the transfer casing 37 and clutch teeth 22 that are rotatably supported on the output member 23. are arranged, and the sleeve 19 slid axially with respect to these clutch teeth 21, 22 can be selectively engaged. In other words, the sleeve gear type dramatic conversion switching mechanism 11 is constituted by the sleeve 19 and the clutch teeth 21 and 22, and the sleeve gear type sub conversion switching mechanism 11
is located on the output side of the planetary sub-transmission gear mechanism 9. This sleeve gear type sub-conversion switching mechanism 11 is operated by an appropriate operating member (not shown).

By switching the sleeve gear type auxiliary conversion/switching mechanism 11, the following speed change action is performed in the planetary type auxiliary transmission gear mechanism 9.

(1) When the N range sleeve 19 is positioned at the solid line position in Figure 1 and is not engaged with any of the clutch teeth 21, 22, leaving the ring gear 16 in a free state, input is input from the human power shaft 14 to the sun gear 15. The generated power is generated by pinion gear 17.17...
・ is only rotated on its own axis and is not transmitted to the output member 23, resulting in a neutral state.

(■) Position the LOW range sleeve 19 at the position indicated by the reference numeral 19' (shown by the chain line in FIG. 1) and engage it with the clutch teeth 21 of the locking member 38, and fix the ring gear 16 to the side of the transfer pop-up puffer 3. do. Then, the power input from the human power shaft 14 to the sun gear 15 causes the pinion gears 17, 17, . . . to rotate and revolve, and is decelerated and transmitted to the output member 23 via the carrier 18.

<1) Position the HI range sleeve 19 at the position 19'' (shown by the chain line in FIG. 1) and engage the clutch teeth 22 on the output member 23 side to connect the ring gear 16 to the output member 23.

Then, the power input from the input shaft 14 to the sun gear 15 only causes the pinion gears 17, 17, . . . to revolve, and is directly transmitted to the output member 23 via the carrier 18.

On the other hand, the planetary type center differential mechanism 10 includes a sun gear 25 relatively rotatably supported on the outer periphery of an input member 24 integrally formed with the output member 23 of the planetary auxiliary transmission gear mechanism 9, and an outer periphery of the sun gear 25. a ring gear 26 on the side, and a plurality of pinion gears 2 that are located between the ring gear 26 and the sun gear 25 and rotate and revolve.
It is composed of 7°27... The pinion gears 27, 27, . . . are rotatably supported by a carrier 28, and the carrier 28 is rotatably supported by the end of the input member 24.

Further, the ring gear 26 is rotatably supported by the first output member 33 of the planetary center differential mechanism 10 (that is, the output member directly connected to the rear wheel drive shaft).

Note that the first output member 33 is on the same axis as the input member 24 and is rotatable relative to the input member 24.

A gear 34 serving as a second output member of the planetary center differential mechanism 10 is relatively rotatably supported on the outer layer of the pivot portion of the sun gear 25, and the gear 34 is connected to the chain 3.
5 to a transfer gear 36 on the front wheel drive shaft side.

Further, a sleeve 29 is supported on the outer periphery of the input side end of the planetary center differential mechanism 10 at the pivot portion of the sun gear 25 via a clutch hub 30 so as to be slidable in the axial direction. On both sides of the sleeve 29 in the axial direction, there are clutch teeth 31 supported so as to rotate together with the input member 24 and clutch teeth 31 formed on the gear 34 (in other words, the second output member). #J32 are arranged, and the sleeve 29 slid onto these clutch teeth 31, 32 is selectively engaged. In other words, the sleeve 29 and the clutch teeth 31 and 32 constitute a sleeve gear type 2-4 switching mechanism 12, and the sleeve gear type 2-4 switching mechanism 12 is located on the input side of the planetary type center differential mechanism 10. They are forced to do so. This sleeve gear type 2-4 switching mechanism 12 is operated by an appropriate operating member (not shown).

By switching the sleeve gear type 2-4 switching mechanism 12, the following power distribution effect is achieved in the planetary type center differential mechanism 10.

(I) The two-wheel drive sleeve 29 is positioned at the solid line position in FIG. 1 and engaged with the clutch teeth 31 of the input member 24, thereby connecting the sun gear 26 to the input member 24. Then, the power inputted from the output member 23 of the planetary auxiliary transmission gear mechanism 9 to the input member 24 is inputted to the sun gear 25 and carrier 28, and is transmitted to the first gear via the ring gear 26 due to the revolution of the pinion gears 27, 27... It is directly transmitted to the rear wheel drive shaft 6 via the output member 33, but the gear 34 which is the second output member
Since it is in a free state, there is no power transmission to the front wheel drive shaft 5, resulting in two-wheel drive with only the rear wheels.

(■) Four-wheel drive (differential lock state) The sleeve 29 is positioned at the position indicated by the symbol 29' (shown by the chain line in FIG. 1), and both the clutch teeth 31 on the input member 24 side and the clutch teeth 32 on the gear 34 side are engaged. , thereby connecting the sun gear 25 to the input member 24 and the gear 34, which is the second output member. Then, the power input from the output member 23 of the planetary auxiliary transmission gear mechanism 9 to the input member 24 is input to the sun gear 25, carrier 28, and gear 34, and is transmitted via the ring gear 26 by the revolution of the pinion gears 27, 27... is directly connected to the rear wheel drive shaft 6 via the first output member 33, and is also transmitted from the gear 34 to the front wheel drive shaft 5 via the chain 35 and transfer gear 36, thereby driving the four wheels of the front and rear wheels. It becomes a drive. At this time, the power from the input member 24 is transmitted to the sun gear 25.
and the carrier 28 at the same time, the pinion gears 27, 27, . . . do not rotate and enter a differential lock state.

(■) 4-wheel drive (differential free state) The sleeve 29 is positioned at the position indicated by the symbol 29' (shown by the chain line in Figure 1) and engaged with the clutch teeth 32 on the gear 34 side, which is the second output member, and the sun gear 25 is connected to the gear 34. Then, the power inputted from the output member 23 of the planetary sub-transmission gear mechanism 9 to the human power member 24 is inputted to the carrier 28, and then transferred to the pinion gears 27, 27...
The output from the ring gear 26 is transmitted to the rear wheel drive shaft via the first output member 33, while the output from the gear 34 is transmitted to the chain 35 and the transfer gear 36. It is also transmitted to the front wheel drive shaft via the Therefore, it becomes a four-wheel drive with front wheels and rear wheels. At this time, since the power from the input member 24 is input only to the carrier 28, the pinion gear 2
7.27... rotates and revolves, and is in a differential free state.

Switching between the state of the auxiliary transmission, that is, the auxiliary transmission gear 9, and the state of the center differential gear, that is, the center differential mechanism 10, such as two-wheel drive or four-wheel drive, is performed by a switching device 40 shown in FIG.

Next, details of the structure of the switching device 40 will be explained with reference to FIG. 3.

The switching device 40 includes a first shift loft 41 for switching the sub-transmission gear 9 and a second shift rod 42 for switching the center differential mechanism 10. The first and second shift rods 41 and 42 are arranged parallel to each other and supported by first and second guide and support members 43 and 44 so as to be slidable in their longitudinal directions. In FIG. 3, a first shift fork 45 is fixed at its base 45a slightly to the left of the center of the first shift rod 41.

The first shift fork 45 is attached at its tip to the sleeve 19 of the switching mechanism 11 of the auxiliary transmission gear 9, and is configured to move the sleeve 19.

On the other hand, in FIG. 3, a second shift fork 46 is fixed at its base 46a slightly to the right of the center of the second shift rod 41. The second shift fork 46 is attached at its tip to the sleeve 29 of the switching mechanism 12 of the center differential mechanism 10 to move the sleeve 29.

A shift block 47 is disposed over both the first and second shift rods 41 and 42 and between the shift forks 45 and 46, and is slidably attached to the first and second shift rods 41 and 42. is provided. This shift block 47 is connected to a motor unit 49 via an actuating arm. A changeover switch 50 disposed at the driver's seat is connected to this motor unit 49, and when the driver operates this changeover switch 50, the motor unit 49 is operated.

Semi-cylindrical recesses 51 and 52 are formed in opposing surfaces of the first and second shift rods 41 and 42, respectively. As shown in FIG. 3, the recess 51 is provided approximately at the center of the first shift rod 41, while the recess 52 is located at a predetermined distance from the center in the figure. ing.

A gap 53 is provided in the middle portion of the shift block 47 as shown in the figure.

Within this gap 53, between the first and second shift rods 41 and 42, the gap between the first and second shift rods 41 and 42 and the recess 51.
Interlock pin 5 whose length is the addition of the height of one side of 52
4 is placed.

This interlock pin 54 has the above-mentioned recess 51 at the upper and lower ends.
．． It has an upper head 54a and a lower head 54b shaped to fit exactly into the upper head 52.

The outer surfaces of the first and second shift rods 41 and 42 are provided with recesses 55.56 spaced the same distance from the recesses 51.52. This recess 55.5
6 and the recesses 51, 52 may have the same shape.

First and second interlock plungers 57, 58 are provided at the upper and lower portions of the guide support member 44. - These first and second interlock plungers 57
．． 58 is adapted to selectively protrude and fit into the recess 55,56.

The switching device 40 described above allows the difference between one of the high-speed rotation transmission mode and low-speed rotation transmission mode of the auxiliary transmission gear 9, the direct four-wheel drive mode by differential stop of the center differential gear 4, and the center differential gear. The auxiliary transmission and the center differential gear are configured to switch the combination between a four-wheel drive mode in which power is free and a two-wheel drive mode in which power is transmitted only to one of the front and rear wheels. It is designed so that it can be switched in conjunction with the .

Next, this switching will be explained in detail.

Note that this switching mode is a combination of the following modes.

■－－－－－－－Sub-transmission gear High-speed 2-wheel drive■・----1--Sub-transmission gear High-speed 4-wheel drive Center differential mechanism lock■--－－－Sub-transmission gear Low-speed 4-wheel drive Center differential i-structure lock - - - - Sub-transmission gear High rotation 4-wheel drive Center differential mechanism free Also, when the first shift fork 45 is in the right position as shown in Fig. 3, the sub-transmission gear 9 is rotated at high rotation speed. and the 6th
When in the left position shown in the figure, the sub-transmission gear 9 is assumed to rotate at a low speed. Furthermore, the second shift fork 46
When it is in the left position shown in FIG. 3, it is in two-wheel drive mode, and when it is in the right position in FIG. When in the intermediate position shown in FIG. 4, a four-wheel drive mode is set in which the center differential mechanism 10 is locked. Further, the description will be made assuming that the switching device 40 is in the position shown in FIG.

Therefore, it is assumed that the drive mode is in the state (2) above.

First, if the driver operates the changeover switch 50 to instruct the state (2) above, this instruction causes the motor unit 49 and shift block 47 to move a predetermined distance to the right in the figure. At this time, since the right end of the first shift rod 41 is in contact with the second guide support member 44, the first shift rod 41 cannot move to the right and remains in the same position.
The shift rod 42 is moved to the right by the amount that the shift block 47 is moved by the action of the interlock pin 54, and reaches the position shown in FIG. Therefore, due to this operation, the drive mode becomes the state (2) above.

Next, if the driver operates the changeover switch 50 and instructs the state (■) above, upon receiving this instruction, the motor unit 49 moves the shift block 47 to the right in the figure by the same distance as the predetermined distance. let At this time, the right end of the first shift loft 41 is in contact with the second guide support member 44, so it cannot move to the right and remains in the same position, but the second shift rod 42 Due to the action of the lock pin 54, the shift block 47 is moved to the right by the amount of movement, and is in the position shown in FIG. Therefore, due to this operation, the drive mode becomes the state (2) above.

Furthermore, in this state, if the driver operates the changeover switch 50 and instructs the above-mentioned state (3), upon receiving this instruction, the first interloF hook plunger 57 first protrudes and engages the concave portion 55 of the first shift rod 41. The motor unit 49 then moves the shift block 47 to the left to the position shown in FIG. 6, while fixing the rod 41.

To move the shift block 47, first move the second shift rod 42 to the left in the figure, and when the recess 56 of the second shift rod 42 reaches the position of the second interlock plunger 58, the second interlock plunger 58 is moved. The plunger 58 is actuated to protrude and engage the recess 56, thereby preventing further movement of the second shift rod 42. In this way, the second shift rod 4
2 is fixed, the shift block 47 continues to move to the left, so the interlock pin 54 pops out of the recess 52 and fits into the recess 51 of the first shift rod 41. Block 47 moves first shift rod 41 to the left via interlock pin 54 and positions it at its left end position. This operation causes the first
The shift rod 41 and the second shift rod 42 are
It is positioned at the position shown in the figure, and the drive mode is in the state shown by (■) above.

Furthermore, in this state, if the driver operates the changeover switch 50 and instructs the above state (3), upon receiving this instruction, the shift block 47 is moved to the right, and at the same time, the interlock pin 54 is activated to shift the shift block 47 to the first position. shift rod 41
Also move it to the right.

During these movements, the first interlock plunger 57 engages with the recess 55, and at this point the auxiliary transmission 3 enters a high rotational state. From this state, the shift block 47 is further moved to the left.

Then, since the first shift rod 41 is engaged by the first interlock plunger 57, the interlock pin 54 is locked in the recess 52 of the second shift rod 42, and the second shift rod 42 is thereby moved to the left. moved,
It becomes a two-wheel drive mode.

In the embodiments described above, the sub-transmission and the center differential gear are switched by a motor, but the sub-transmission and the center differential gear may be switched manually.

As explained above, according to the switching means of the above embodiments of the present invention, by linearly moving the shift block with one motor, it is possible to switch the drive mode of the transfer in various ways.

[Brief explanation of the drawing]

FIG. 1 is a sectional view showing the structure of a transfer of a four-wheel drive vehicle according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing the structure of a transfer of a four-wheel drive vehicle. 5 and 6 are front views showing the structure and operating state of the switching device used in the transfer of the four-wheel drive vehicle. 3-----1.-Main transmission 4--) Transfer device 9--Planetary sub-transmission gear mechanism 10--
--- Planetary type center differential mechanism 11 --- Sleeve gear type sub-conversion switching mechanism 12 --- Sleeve gear type 2-4 switching mechanism 13 --- Output shaft 14 --- Input shaft 19 -・-・-Sleeve 23------One output member 24--One-person power member 29-----One-sleeve 33--One first output member 34- -------Second output member 36, ---Transfer gear 37, Transfer gear 37, Transfer gear casing 40,
--All change equipment

Claims (1)

[Claims] An auxiliary transmission and a center differential gear constituted by a planetary gear are provided in a transfer case that distributes torque to front and rear wheels, and a first transmission mode that switches between a high-speed rotation transmission mode and a low-speed rotation transmission mode of the auxiliary transmission.
A switching device, a direct four-wheel drive mode with differential stop of the center differential gear, a four-wheel drive mode with free differential of the center differential gear, and two wheels that transmit power to only one of the front and rear wheels. a second switching device for switching the driving mode, and switching means for switching the combination of one mode of the first switching device and one of the three modes of the second switching device in conjunction with each other. A four-wheel drive vehicle with special features.