JPH0211418A - Drive device for vehicle - Google Patents

Drive device for vehicle

Info

Publication number
JPH0211418A
JPH0211418A JP16116288A JP16116288A JPH0211418A JP H0211418 A JPH0211418 A JP H0211418A JP 16116288 A JP16116288 A JP 16116288A JP 16116288 A JP16116288 A JP 16116288A JP H0211418 A JPH0211418 A JP H0211418A
Authority
JP
Japan
Prior art keywords
engine
cylinder block
vehicle
differential
oil pan
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.)
Granted
Application number
JP16116288A
Other languages
Japanese (ja)
Other versions
JPH0474213B2 (en
Inventor
Akio Kazama
風間　彰夫
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP16116288A priority Critical patent/JPH0211418A/en
Priority to GB8915050A priority patent/GB2222124B/en
Priority to DE19893921414 priority patent/DE3921414C2/en
Publication of JPH0211418A publication Critical patent/JPH0211418A/en
Publication of JPH0474213B2 publication Critical patent/JPH0474213B2/ja
Granted 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
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • 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
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • 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
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/02—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, substantially in or parallel to the longitudinal centre line of the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F01M2011/0066—Oilsumps with passages in the wall, e.g. for axles or fluid passages

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)
  • Arrangement Of Transmissions (AREA)
  • Motor Power Transmission Devices (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

PURPOSE:To enhance the assembly accuracy of an entire engine by tilting the longitudinally mounted engine to one lateral side, specifying the forming position of a mating surfaces of the engine and an oil pan located thereunder, and forming a differential case on the titled surface on the tilted side of a cylinder block. CONSTITUTION:In an arrangement of a power plant P mounted longitudinally on a vehicle V with the power plant as a unit comprising an engine 1, a clutch 2, a transmission 3, and a differential device D, the engine 1 is disposed with the cylinder axis line L1 tilted to one lateral side with respect to the vertical line. While an oil pan 13 is mated to the bottom surface of the cylinder block 6, the mating surface P1 is perpendicular to the axial line L1 and located parallel to and lower than a crank center surface P2. A differential case body 171 is formed on the side surface on the titled side of the cylinder block 6 so that an intermediate transmission shaft 12 spanning from the cylinder block 6 to the oil pan 13 and link motion connecting the differential device D to a driven wheel is passed through an supported with the differential case body.

Description

【発明の詳細な説明】 Ａ０発明の目的 （１）産業上の利用分野 本発明はパワープラントのエンジンが車体に縦置き（そ
のクランク軸が車両の前後方向と平行）され、該パワー
プラントにより、その左右両側に配設される左、右駆動
輪を駆動するようにした車両の駆動装置に関するもので
ある。Detailed Description of the Invention A0 Object of the Invention (1) Industrial Application Field The present invention is directed to a power plant in which an engine is installed vertically in a vehicle body (its crankshaft is parallel to the front-rear direction of the vehicle), and the power plant enables The present invention relates to a drive device for a vehicle that drives left and right drive wheels disposed on both the left and right sides of the vehicle.

本発明は車両の前部に配置されて左、右前車輪を駆動す
るようにしたもの、また前記パワープラントが車両の後
部に配置されて左、右後車輪を駆動するようにしたもの
の何れにも適用される。The present invention can be applied to both a power plant arranged at the front of a vehicle to drive the left and right front wheels, and a power plant arranged at the rear of the vehicle to drive the left and right rear wheels. Applicable.

（２）従来の技術 従来、エンジン、ミッションおよび差動装置をユニット
化してなる、パワープラントを車両に縦置きし、１亥パ
ワープラントの出力を、富亥パワーフ。(2) Conventional technology Conventionally, a power plant consisting of an engine, a transmission, and a differential gear is installed vertically in a vehicle, and the output of the power plant is transferred to a multi-unit power plant.

ラントに貫通支持される中間伝動軸を介して駆動車輪に
伝達するようにしたものは公知である（特公昭４８−１
３０１５号公報参照）。It is known that the transmission is transmitted to the driving wheels via an intermediate transmission shaft that is supported through the runt (Japanese Patent Publication No. 48-1).
(See Publication No. 3015).

（３）発明が解決しようとする課題 ところが前記従来のものでは、シリンダブロック、オイ
ルパンおよび差動装置のデフケースがそれぞれ別体に形
成されているため、それら三者の公差の累積によってそ
れら相互の取付部の精度が出しづら（、これに起因して
それらの組付時にそれらの取付面にこじりが生じたり、
またそれらに跨って設けられる回転軸等にかじりを生じ
る等の不都合を生じ、これを解消するには各単品部品の
加工精度を大幅に向上させねばならずコスト高の原因と
なり、また部品点数が多く、その組付コストが嵩み、さ
らにエンジンの結合剛性が低下するという問題がある。(3) Problems to be Solved by the Invention However, in the conventional system, the cylinder block, oil pan, and differential case of the differential gear are each formed separately. It is difficult to maintain the accuracy of the mounting parts (because of this, the mounting surfaces may become strained when they are assembled,
In addition, problems such as galling occur on the rotating shafts installed across these parts, and to solve this problem, the machining accuracy of each individual part must be significantly improved, which causes high costs and increases the number of parts. In many cases, there are problems in that the assembly cost increases and the joint rigidity of the engine decreases.

本発明は上記実情にかんがみてなされたもので、エンジ
ン全体の組付精度、結合剛性を向上させ且つ低コストの
新規な車両の駆動装置を提供することを目的とするもの
である。The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a novel vehicle drive system that improves the assembly accuracy and joint rigidity of the entire engine and is low in cost.

Ｂ１発明の構成 （１）課題を解決するための手段 本発明によれば、前記目的達成のため、エンジン、ミッ
ションおよび差動装置を備えたパワープラントを、該エ
ンジンのクランク軸が車両の前後方向を向くように該車
両に縦向きに配設し、前記パワープラントにより、その
両側に配設される左、右駆動輪を駆動するようにした、
車両の駆動装置において、前記エンジンは、そのシリン
ダ軸線が車両の左右方向一方に傾斜されて、そのシリン
ダブロックの下面にはオイルパンが接合され、それらの
接合面は、前記シリンダ軸線と直交し、かつクランク軸
のジャーナル軸受の中心を通るクランクセンタ面と平行
でかつ咳面より下方にあり、またシリンダブロックの傾
斜側側面にはこれと一体に前記差動装置を収容するデフ
ケース本体が形成され、さらに前記シリンダブロックと
オイルパンにはそれらに跨って前記差動装置と、該装置
の反対側にある駆動車輪とを連動、連結する中間伝動軸
が貫通支持される。B1 Structure of the Invention (1) Means for Solving the Problems According to the present invention, in order to achieve the above-mentioned object, a power plant including an engine, a transmission, and a differential device is provided such that the crankshaft of the engine is aligned in the longitudinal direction of the vehicle. The power plant is arranged vertically on the vehicle so as to face the vehicle, and the power plant drives left and right drive wheels arranged on both sides of the power plant.
In the vehicle drive device, the engine has its cylinder axis inclined to one side in the left-right direction of the vehicle, an oil pan is joined to the lower surface of the cylinder block, and their joint surfaces are perpendicular to the cylinder axis, and is parallel to the crank center surface passing through the center of the journal bearing of the crankshaft and below the coughing surface, and a differential case body is formed integrally with the inclined side surface of the cylinder block to house the differential device, Further, an intermediate transmission shaft is supported through the cylinder block and the oil pan so as to straddle them and interlock and connect the differential device and the drive wheel on the opposite side of the device.

（２）作　用 前記構成によれば、エンジンが運転されると、その出力
はクラッチ、ミッション、プロペラ軸を介して差動装置
に伝達され、さらに該装置から中間伝動軸、ジヨイント
、ドライブ軸および他のジヨイントを介して差動装置か
ら遠ざかる側の駆動車輪に伝達され、さらに差動装置か
らジヨイント、ドライブ軸およびジヨイントを介して該
差動装置寄りの駆動車輪にも伝達される。(2) Operation According to the above configuration, when the engine is operated, its output is transmitted to the differential device via the clutch, transmission, and propeller shaft, and from the device to the intermediate transmission shaft, joint, drive shaft, and The signal is transmitted to the drive wheel on the side away from the differential device via another joint, and is further transmitted from the differential device to the drive wheel closer to the differential device via the joint, the drive shaft, and the joint.

パワープラントの動力部たるエンジンは、シリンダブロ
ックとデフケースとが一体で部品点数が少なく結合強度
が高く、構成部品の組付精度が高い。The engine, which is the power unit of a power plant, has a cylinder block and a differential case that are integrated, has a small number of parts, has high joint strength, and has high assembly accuracy of component parts.

（３）実施例 次に図面により本発明装置の一実施例について説明する
。(3) Embodiment Next, an embodiment of the apparatus of the present invention will be described with reference to the drawings.

第１図は本発明装置の概略平面図であって、エンジンｌ
、クラッチ２、ミッション３および差動装置りとがユニ
ット化されてなるパワープラントＰは、車両■に縦置き
（エンジン１のクランク軸５が車両■の縦軸線と平行）
に搭載されており、その出力はジヨイントＪｘ、Ｊｒｔ
、　　ドライブ軸Ｓｒ、　５ｆｆｉおよびジヨイントＪ
ｒ、、Ｊ１．を介して左、右駆動輪としての前車輪Ｗｆ
、Ｗｒに伝達される。FIG. 1 is a schematic plan view of the device of the present invention, in which the engine l
, a clutch 2, a transmission 3, and a differential gear unit are installed vertically in a vehicle (the crankshaft 5 of the engine 1 is parallel to the longitudinal axis of the vehicle).
It is installed in the joint Jx, Jr.
, drive shaft Sr, 5ffi and joint J
r,,J1. Front wheel Wf as left and right driving wheels via
, Wr.

第２，３図に示すようにパワープラントＰの駆動部を構
成するエンジン１のシリンダ軸線り。As shown in FIGS. 2 and 3, the cylinder axis of the engine 1 that constitutes the drive section of the power plant P.

Ｌ、は鉛直線に対して車両■の左右方向一方（車両■の
前進方向右側）に傾斜（約５０°）しており、同方向に
傾斜するシリンダブロック６の上面には、シリンダヘッ
ド７さらにその上にヘッドカバー８が重合結着される。L is inclined (approximately 50 degrees) to one side in the left-right direction of the vehicle (2) (to the right in the forward direction of the vehicle) with respect to the vertical line. A head cover 8 is polymerically bonded thereon.

またシリンダブロック６の、クランクケースを構成する
スカート部６１の下面にはオイルパン１３の上面が複数
のボルト１１により結着される。Further, the upper surface of an oil pan 13 is fixed to the lower surface of a skirt portion 61 of the cylinder block 6 that constitutes a crankcase with a plurality of bolts 11.

而して前記シリンダブロック６のスカート部６、とオイ
ルパン１３との接合面Ｐ、−Ｐ、は、前記シリンダ軸線
り、−Ｌ、と直交し、クランク軸５のジャーナル軸部を
支承するジャーナル軸受ＩＯの中心Ｏを通るクランクセ
ンタ面Ｐｔ　　Ｐｇと平行で、かつ該面Ｐ　ｚ　　Ｐ　
ｚよりも下方にある。The joint surfaces P, -P, between the skirt part 6 of the cylinder block 6 and the oil pan 13 are perpendicular to the cylinder axis -L, and are journals that support the journal shaft part of the crankshaft 5. Parallel to the crank center plane Pt Pg passing through the center O of the bearing IO, and the plane P z P
It is below z.

シリンダブロック６のスカート部６１内に形成される軸
受半部１５と、該軸受半部１５に固着される軸受キャッ
プ１６とにより、前記ジャーナル軸受１０が形成され、
このジャーナル軸受ＩＯによりクランク軸５のジャーナ
ル軸部が回転自在に支承される。而してこのジャーナル
軸受１０は、前記スカート部６Ｉとオイルパン１３との
接合面Ｐ、−Ｐ、よりも上方にある。The journal bearing 10 is formed by a bearing half 15 formed in the skirt portion 61 of the cylinder block 6 and a bearing cap 16 fixed to the bearing half 15,
A journal shaft portion of the crankshaft 5 is rotatably supported by this journal bearing IO. This journal bearing 10 is located above the joint surfaces P, -P between the skirt portion 6I and the oil pan 13.

エンジンｌの、シリンダブロック６の傾倒側のスカート
部６．の外面には、差動装置りを収容するデフケース本
体１７＋が一体に形成され、このデフケース本体１７．
の開放端面にデフケース蓋１７□がボルト１８により固
着されて密閉状のデフケース１７が構成される。Skirt portion on the tilting side of the cylinder block 6 of the engine 1 6. A differential case body 17+ that accommodates a differential gear is integrally formed on the outer surface of the differential case body 17.
A differential case lid 17□ is fixed to the open end surface of the differential case 17 with bolts 18, thereby forming a sealed differential case 17.

シリンダブロック６の、デフケース１７側のスカート部
６１と、オイルパン１３には、クランク軸５下にあって
該軸５と略直交する中間伝動軸１２が略水平に貫通され
、該軸１２の一端部（第２図右端部）はオイルパン１３
に形成した軸受ホルダ１９にボール軸受２４を介して回
転自在に支承される。An intermediate transmission shaft 12 located below the crankshaft 5 and substantially orthogonal to the shaft 5 is passed through the skirt portion 61 of the cylinder block 6 on the differential case 17 side and the oil pan 13 substantially horizontally, and one end of the shaft 12 (right end in Figure 2) is the oil pan 13
It is rotatably supported via a ball bearing 24 in a bearing holder 19 formed in .

また中間伝動軸１２の他端部（第２図左端部）はクラン
クケースとデフケース１７との境界壁をなす、シリンダ
ブロック６のスカート部６１を貫通して、該スカート部
６．にテーパローラ軸受２１を介して回転自在に支承さ
れる。そして中間伝動軸１２の、デフケース１７内突入
端は差動装置りのピニオンドライブギヤ３０にスプライ
ン結合される。The other end (left end in FIG. 2) of the intermediate transmission shaft 12 passes through the skirt 61 of the cylinder block 6, which forms the boundary wall between the crankcase and the differential case 17, and passes through the skirt 61 of the cylinder block 6. is rotatably supported via a tapered roller bearing 21. The end of the intermediate transmission shaft 12 that protrudes into the differential case 17 is spline-coupled to a pinion drive gear 30 of a differential gear.

差動装置りは前述のように傾倒するシリンダブロック６
下の死空間に配設されており、パワープラントＰ全体が
コンパクトに形成される。前記差動装置りは、従来公知
の構造のもので、デフケース１７にテーパローラ軸受２
１．２２を介して回転自在に支承される差動ハウジング
２５、この差動ハウジング２５の外周部に固着されて前
記ミッション３からのプロペラ軸４に連動される大径の
ドリブンギヤ２６、差動ハウジング２５にピン２７を介
して支承される一対のデフピニオンギヤ２８．２９およ
び１亥デフピニオンギヤ２８．２９に噛合される一対の
ピニオンドライブギヤ３０，３１とより構成され、一方
のピニオンドライブギヤ３０は前述のように前記中間伝
動軸１２の内端にスプライン結合され、また他方のピニ
オンドライブギヤ３１はジヨイントＪｒ＋　にスプライ
ン結合される。The differential gear is a cylinder block 6 that is tilted as described above.
It is disposed in the dead space below, making the entire power plant P compact. The differential device has a conventionally known structure, and includes a differential case 17 and a tapered roller bearing 2.
1.22, a differential housing 25 rotatably supported, a large-diameter driven gear 26 fixed to the outer periphery of the differential housing 25 and interlocked with the propeller shaft 4 from the mission 3, and a differential housing. 25 and a pair of pinion drive gears 30 and 31 meshed with the differential pinion gear 28.29, one of the pinion drive gears 30 being as described above. The second pinion drive gear 31 is spline-coupled to the inner end of the intermediate transmission shaft 12, and the other pinion drive gear 31 is spline-coupled to the joint Jr+.

前記ジヨイントＪｒ、の内端はデフケース１７の外壁に
テーパローラ軸受２２を介して回転自在に支承され、ま
た該ジヨイントＪｒ＋　の外端は第１図に示すようにド
ライブ軸Ｓｒおよび他のジヨイントＪｒｚを介して右側
駆動車輪Ｗｒに連結される。また前記中間伝動軸１２の
外端にはジヨイントＪｆ、の内端がスプライン結合され
、このジヨイントＪｆ、の外端には、第１図に示すよう
にドライブ軸Ｓｌおよび他のジヨイントＪｔ２ｔを介し
て左側駆動車輪ＷＺが連結される。The inner end of the joint Jr. is rotatably supported on the outer wall of the differential case 17 via a tapered roller bearing 22, and the outer end of the joint Jr+ is supported via a drive shaft Sr and another joint Jr. as shown in FIG. and is connected to the right drive wheel Wr. Further, the inner end of a joint Jf is spline-coupled to the outer end of the intermediate transmission shaft 12, and the outer end of the joint Jf is connected to a drive shaft Sl and another joint Jt2t as shown in FIG. The left drive wheel WZ is connected.

なお、図中３２．３３．３４および３５はオイルシール
である。In addition, 32, 33, 34 and 35 in the figure are oil seals.

第２，３図に示すようにシリンダブロック６のクランク
ケース内にはクランク軸５の両側において、該クランク
軸５と平行な一対のバランス軸３６．３７が回転自在に
支承され、これらのバランス軸３６．３７はそれぞれ一
対のウェイト３６Ｗ。As shown in FIGS. 2 and 3, a pair of balance shafts 36 and 37 parallel to the crankshaft 5 are rotatably supported on both sides of the crankshaft 5 within the crankcase of the cylinder block 6. 36.37 is a pair of weights 36W each.

３７ｗを有する。一対のバランス軸３６．３７は調時伝
動装置３８を介してクランク軸５に連動連結されている
。It has 37w. A pair of balance shafts 36 , 37 are operatively connected to the crankshaft 5 via a timing transmission 38 .

調時伝動装置３８は、クランク軸５に固着した駆動プー
リ３９、一方のバランス軸３６に固着した第１被動プー
リ４０、他方のバランス軸３７に隣接してそれと平行に
シリンダブロック６のスカート部６Ｉに回転自在に支承
される第２被動ブーＵ　４１、前記駆動および被動プー
リ３９および４０．４１に巻掛けられる無端状調時帯４
２、第２被動プーリ４１に隣接して中間軸４３に固着し
た駆動ギヤ４４、及び他方のバランス軸３７に固着され
て駆動ギヤ４４と噛合する被動ギヤ４５とから構成され
る。その際、第１．第２被動ブーＩＪ　４０．４１の歯
数は、駆動プーリ３９の歯数の２分の１に設定され、ま
た両ギヤ４４．４５は同歯故に設定される。而して、両
バランス軸３６．３７は、クランク軸５の回転時、それ
の２倍の回転速度をもって互に反対方向へ回転され、両
ウェイト３６ｗ、３７ｗの総合遠心力によりエンジンｌ
の往復質量の２次慣性力を打消すようになっている。The timing transmission device 38 includes a drive pulley 39 fixed to the crankshaft 5, a first driven pulley 40 fixed to one balance shaft 36, and a skirt portion 6I of the cylinder block 6 adjacent to and parallel to the other balance shaft 37. A second driven boot U 41 is rotatably supported on the drive and driven pulleys 39 and 40. An endless timing belt 4 is wound around the drive and driven pulleys 39 and 40.41.
2. The drive gear 44 is fixed to the intermediate shaft 43 adjacent to the second driven pulley 41, and the driven gear 45 is fixed to the other balance shaft 37 and meshes with the drive gear 44. At that time, 1. The number of teeth of the second driven booby IJ 40.41 is set to half the number of teeth of the drive pulley 39, and both gears 44.45 are set to have the same number of teeth. When the crankshaft 5 rotates, the balance shafts 36 and 37 are rotated in opposite directions at twice the speed of the crankshaft 5, and the total centrifugal force of the weights 36w and 37w causes the engine l
The secondary inertial force of the reciprocating mass is canceled out.

いまパワープラントＰのエンジン１が運転されると、そ
の出力はクラッチ２、ミッション３よりプロペラ軸４を
介して差動装置りに伝達され、さらに該装置りから、中
間伝動軸１２、ジヨイントＳｆ、　、ドライブ軸Ｓ２お
よび他のジヨイントＳ！！、２を介して左側駆動車輪Ｗ
ｒに伝達され、さらにそこからジヨイントＪｒ、、ドラ
イブ軸Ｓｒおよび他のジヨイントＳｒｚを介して右側駆
動車輪ｗｐにも伝達される。When the engine 1 of the power plant P is operated, its output is transmitted from the clutch 2 and transmission 3 to the differential gear via the propeller shaft 4, and from the gear to the intermediate transmission shaft 12, joint Sf, , drive shaft S2 and other joints S! ! , 2 through the left drive wheel W
r, and from there to the right drive wheel wp via joint Jr, drive shaft Sr, and another joint Srz.

而して前記パワープラン）Ｐの動力部たるエンジン１は
、そのシリンダブロック６にデフケース本体１７１が一
体に形成されるため部品点数が削減されるとともにエン
ジン１全体の結合剛性が高められ、さらに構成部品の組
付精度が向上する。In the engine 1, which is the power unit of the power plan) P, the differential case body 171 is integrally formed with the cylinder block 6, which reduces the number of parts and increases the joint rigidity of the engine 1 as a whole. The accuracy of parts assembly is improved.

また軸受半部１５と軸受キャップ１６との接合面はシリ
ンダ軸線り、−Ｌ、と直交し、かつ前記クランクセンタ
面Ｐｚ　　Ｐｉ上にあるのでシリンダブロック６が傾斜
していてもエンジン１運転時の爆発荷重は、軸受半部１
５と軸受キャップ１６との接合面に略垂直に作用して該
接合面に滑りを生じることがない。Furthermore, since the joint surface between the bearing half 15 and the bearing cap 16 is perpendicular to the cylinder axis line -L and is on the crank center plane Pz Pi, even if the cylinder block 6 is tilted, the joint surface of the bearing cap 16 is Explosive load is applied to bearing half 1
5 and the bearing cap 16, so that no slippage occurs on the joint surface.

またシリンダブロック６とオイルパン１３との接合面Ｐ
、　−Ｐ、は前記クランクセンタ面ＰｚＰ２より下方に
あるので、スカート部６１が長く形成されてこれとデフ
ケース１７との一体構造により剛性が一層高められる。Also, the joint surface P between the cylinder block 6 and the oil pan 13
, -P are located below the crank center plane PzP2, so the skirt portion 61 is formed long and the integral structure of this and the differential case 17 further increases the rigidity.

さらにエンジン１はそのシリンダ軸線り、　−Ｌｌが一
方に傾斜してその全高を短縮してその重心を低くするこ
とができ、またエンジンの傾斜側と同じ側に差動装置り
が配設されるのでパワープラントＰの、クランク軸５と
直交する方向の幅を短縮してそのコンパクト化が可能と
なる。Furthermore, the engine 1 has its cylinder axis -Ll tilted to one side to shorten its overall height and lower its center of gravity, and the differential gear is disposed on the same side as the tilted side of the engine. Therefore, the width of the power plant P in the direction perpendicular to the crankshaft 5 can be shortened and the power plant P can be made more compact.

Ｃ０発明の効果 以上のように本発明によれば、エンジン、ミッションお
よび差動装置よりなるパワープラントの部品点数を削減
して構造の簡素化と組立性の向上を図り、しかもその結
合剛性を高めることができ、さらに各構成部品の取付精
度を高めることができEffects of the C0 Invention As described above, according to the present invention, the number of parts of the power plant consisting of the engine, transmission, and differential gear is reduced, simplifying the structure and improving ease of assembly, and increasing the rigidity of the connection. Furthermore, the mounting accuracy of each component can be increased.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本発明の一実施例を示すもので、第１図は本発明
装置を搭載した車両の概略平面図、第２図は第１図■−
■線に沿う詳細断面図、第３図は第２図■−■線に沿う
部分断面図、第４図は第２図ＩＶ−ＩＶ線矢視側面図、
第５図は第２図■−Ｖ線に沿うバランス軸の駆動系の概
略図である。 Ｄ・・・差動装置、Ｌ、−Ｌ、・・・シリンダ軸線、０
・・・中心、Ｐ・・・パワープラント、Ｐ　ｚ　　Ｐ　
ｔ・・・クランクセンタ面、Ｗｆ、Ｗｒ・・・前車輪（
駆動輪）、■・・・車両、 ■・・・エンジン、３・・・ミッション、５・・・クラ
ンク軸、６・・・シリンダブロック、１３・・・オイル
パン、１７１・・・デフケース本体The drawings show one embodiment of the present invention; Fig. 1 is a schematic plan view of a vehicle equipped with the device of the present invention, and Fig. 2 is a schematic plan view of a vehicle equipped with the device of the present invention;
3 is a partial sectional view along the line ■--■ in Figure 2, Figure 4 is a side view taken along the line IV-IV in Figure 2,
FIG. 5 is a schematic diagram of the drive system of the balance shaft taken along line 2-V in FIG. D... Differential gear, L, -L,... Cylinder axis, 0
...center, P...power plant, P z P
t...Crank center surface, Wf, Wr...Front wheel (
Drive wheel), ■... Vehicle, ■... Engine, 3... Mission, 5... Crankshaft, 6... Cylinder block, 13... Oil pan, 171... Differential case body

Claims (1)

【特許請求の範囲】[Claims] 　エンジン（１）、ミッション（３）および差動装置（
Ｄ）を備えたパワープラント（Ｐ）を、該エンジン（１
）のクランク軸（５）が車両（Ｖ）の前後方向を向くよ
うに該車両（Ｖ）に縦向きに配設し、前記パワープラン
ト（Ｐ）により、その両側に配設される左、右駆動輪（
Ｗｌ、Ｗｒ）を駆動するようにした、車両の駆動装置に
おいて、前記エンジン（１）は、そのシリンダ軸線（Ｌ
＿１−Ｌ＿１）が車両（Ｖ）の左右方向一方に傾斜され
て、そのシリンダブロック（６）の下面にはオイルパン
（１３）が接合され、それらの接合面（Ｐ＿１−Ｐ＿１
）は、前記シリンダ軸線（Ｌ＿１−Ｌ＿１）と直交し、
かつクランク軸（５）のジャーナル軸受（１０）の中心
（Ｏ）を通るクランクセンタ面（Ｐ＿２−Ｐ＿２）と平
行でかつ該面（Ｐ＿２−Ｐ＿２）より下方にあり、また
シリンダブロック（６）の傾斜側側面にはこれと一体に
前記差動装置（Ｄ）を収容するデフケース本体（１７＿
１）が形成され、さらに前記シリンダブロック（６）と
オイルパン（１３）にはそれらに跨って前記差動装置（
Ｄ）と、該装置（Ｄ）の反対側にある駆動車輪（Ｗｌ）
とを連動、連結する中間伝動軸（１２）が貫通支持され
ることを特徴とする車両の駆動装置。Engine (1), transmission (3) and differential gear (
A power plant (P) equipped with the engine (1
) is arranged vertically on the vehicle (V) so that its crankshaft (5) faces the longitudinal direction of the vehicle (V). Drive wheel (
In a vehicle drive device configured to drive cylinders Wl, Wr), the engine (1) has its cylinder axis (L
_1-L_1) is tilted to one side in the left-right direction of the vehicle (V), and the oil pan (13) is joined to the lower surface of the cylinder block (6), and their joint surface (P_1-P_1
) is orthogonal to the cylinder axis (L_1-L_1),
and parallel to the crank center plane (P_2-P_2) passing through the center (O) of the journal bearing (10) of the crankshaft (5) and below the plane (P_2-P_2), and in the cylinder block (6). On the inclined side surface, there is a differential case body (17_
1) is formed, and the cylinder block (6) and oil pan (13) are further provided with the differential gear (
D) and a drive wheel (Wl) on the opposite side of the device (D)
A vehicle drive device characterized in that an intermediate transmission shaft (12) interlocking and connecting the two is supported through the intermediate transmission shaft (12).
JP16116288A 1988-06-29 1988-06-29 Drive device for vehicle Granted JPH0211418A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP16116288A JPH0211418A (en) 1988-06-29 1988-06-29 Drive device for vehicle
GB8915050A GB2222124B (en) 1988-06-29 1989-06-29 Drive system for vehicle
DE19893921414 DE3921414C2 (en) 1988-06-29 1989-06-29 Drive system for a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16116288A JPH0211418A (en) 1988-06-29 1988-06-29 Drive device for vehicle

Publications (2)

Publication Number Publication Date
JPH0211418A true JPH0211418A (en) 1990-01-16
JPH0474213B2 JPH0474213B2 (en) 1992-11-25

Family

ID=15729775

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16116288A Granted JPH0211418A (en) 1988-06-29 1988-06-29 Drive device for vehicle

Country Status (3)

Country Link
JP (1) JPH0211418A (en)
DE (1) DE3921414C2 (en)
GB (1) GB2222124B (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03118221A (en) * 1989-09-29 1991-05-20 Mazda Motor Corp Power train structure for vehicle
US5389982A (en) * 1990-12-26 1995-02-14 Goldstar Co., Ltd. Optical system for liquid crystal projector
US6390626B2 (en) * 1996-10-17 2002-05-21 Duke University Image projection system engine assembly

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3637111B2 (en) * 1995-08-11 2005-04-13 富士重工業株式会社 Transmission fastening structure of power unit for vehicle
DE19741448A1 (en) * 1997-09-19 1999-03-25 Volkswagen Ag Arrangement for encapsulating a secondary shaft of a reciprocating piston internal combustion engine
DE19926422A1 (en) * 1999-06-10 2000-12-14 Bayerische Motoren Werke Ag Internal combustion engine with frontwheel drive divides crankcase into top and bottom parts forming crankshaft bearings and carries output shaft in protective tube.
DE50105746D1 (en) 2000-05-19 2005-05-04 Brp Rotax Gmbh & Co Kg Gunskir Kart driving device
DE10238664A1 (en) * 2002-08-23 2004-04-22 Audi Ag power unit
DE102006003664B4 (en) * 2006-01-26 2021-07-29 Bayerische Motoren Werke Aktiengesellschaft Oil pan for motor vehicles with front-wheel or all-wheel drive
GB201708419D0 (en) * 2017-05-26 2017-07-12 Jaguar Land Rover Ltd Power Train Assembly
DE102018211165B4 (en) * 2018-07-06 2021-10-28 Bayerische Motoren Werke Aktiengesellschaft Axle drive with lubrication

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH026222A (en) * 1988-06-24 1990-01-10 Honda Motor Co Ltd Driving system of vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1032095A (en) * 1961-12-11 1966-06-08 Ass Elect Ind Improvements relating to gear wheels and racks
US3213958A (en) * 1964-04-14 1965-10-26 Ford Motor Co Vehicular power plant
DE1555101A1 (en) * 1966-06-18 1970-07-30 Daimler Benz Ag Drive unit for vehicles, especially front-wheel drive vehicles
GB1176442A (en) * 1967-05-03 1970-01-01 Porsche Kg Vehicle Drive Arrangement
DE1630930C3 (en) * 1967-05-03 1975-06-12 Dr.-Ing.H.C. F. Porsche Ag, 7000 Stuttgart Drive unit for vehicles

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH026222A (en) * 1988-06-24 1990-01-10 Honda Motor Co Ltd Driving system of vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03118221A (en) * 1989-09-29 1991-05-20 Mazda Motor Corp Power train structure for vehicle
US5389982A (en) * 1990-12-26 1995-02-14 Goldstar Co., Ltd. Optical system for liquid crystal projector
US6390626B2 (en) * 1996-10-17 2002-05-21 Duke University Image projection system engine assembly

Also Published As

Publication number Publication date
DE3921414A1 (en) 1990-01-04
GB2222124B (en) 1992-07-15
JPH0474213B2 (en) 1992-11-25
GB2222124A (en) 1990-02-28
GB8915050D0 (en) 1989-08-23
DE3921414C2 (en) 1994-04-14

Similar Documents

Publication Publication Date Title
US5014812A (en) Drive system for vehicle
US4784013A (en) HST system driving apparatus
JPH0211418A (en) Drive device for vehicle
JPH0549851B2 (en)
US4223567A (en) Power transmission apparatus
CA2290729A1 (en) V-shaped internal combustion engine
US4572025A (en) Balancing system
KR950004307B1 (en) Engine unit
EP0347260B2 (en) Drive system for vehicles
EP0640776B1 (en) Balancing mechanism for an internal-combustion engine
JPH01301411A (en) Driving equipment of vehicle
JPH0610691A (en) Power transmission device for engine
JP3131533B2 (en) Arrangement structure around the engine of a two-cycle engine in a motorcycle
US4778381A (en) Reciprocating grate drive apparatus
KR910007331B1 (en) Drive system for automobiles
JPS6253371B2 (en)
JPH049466Y2 (en)
JPH0220429A (en) Drive device of vehicle
JPH0745385Y2 (en) Power transmission device for four-wheel drive vehicle
JP2841649B2 (en) Motorcycle engine crankcase
JP2846354B2 (en) Balancer device for internal combustion engine
JPS608205Y2 (en) Row engine with balancer device
JP2674845B2 (en) Automotive power unit equipment
JPH01266021A (en) Device for supporting intermediate power transmission shaft of power transmission system of vehicle
JPS6315544Y2 (en)

Legal Events

Date Code Title Description
LAPS Cancellation because of no payment of annual fees