JPH0214928A - Four-wheel-drive vehicle - Google Patents
Four-wheel-drive vehicleInfo
- Publication number
- JPH0214928A JPH0214928A JP16515888A JP16515888A JPH0214928A JP H0214928 A JPH0214928 A JP H0214928A JP 16515888 A JP16515888 A JP 16515888A JP 16515888 A JP16515888 A JP 16515888A JP H0214928 A JPH0214928 A JP H0214928A
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- gear
- casing
- transmission
- switching
- 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.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 claims description 30
- 239000000446 fuel Substances 0.000 description 4
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 101100421425 Drosophila melanogaster Sply gene Proteins 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の目的コ
（産業上の利用分野）
本発明は、二輪駆動走行態様と中央差動装置付四輪駆動
走行態様と直結四輪駆動走行態様とに切換えることので
きる四輪駆動車に関する。[Detailed Description of the Invention] [Purpose of the Invention (Industrial Application Field) The present invention provides a method for switching between a two-wheel drive mode, a four-wheel drive mode with a central differential, and a direct four-wheel drive mode. Concerning four-wheel drive vehicles.
（従来の技術）
一般に、四輪駆動車は旋回時などにおける前後輪の回転
差が問題になり、これらを解決するため、中央差動装置
（センター・デファレンシャル装置）を設けている。こ
の中央差１＋ＪＪ装置イ・１四輪駆動走行では、駆動力
を前車輪側と後車輪側とに差動配分して、旋回時や前後
車輪のタイヤ径が異なる時における前後輪との間の回転
差を吸収し、整地走行、不整地走行にかかわらず、常時
四輪駆動走行が可能となる。しかしながら、中央差動装
置付四輪駆動走行の場合では、雪道や泥道など悪路で４
輪の内いずれか一輪でもスリップしたような場合も作動
するので、悪路からの脱出が難しい。(Prior Art) In general, four-wheel drive vehicles have problems with rotational differences between the front and rear wheels when turning, etc., and in order to solve these problems, a center differential device is provided. In this center difference 1+JJ device A.1 four-wheel drive driving, the driving force is distributed differentially between the front wheels and the rear wheels, and the difference between the front and rear wheels is improved when turning or when the front and rear wheels have different tire diameters. It absorbs rotational differences and enables constant four-wheel drive, regardless of whether the vehicle is driving on level or rough terrain. However, in the case of four-wheel drive with a central differential, the four-wheel drive
It also activates if one of the wheels slips, making it difficult to escape from a rough road.
このため必要に応じ、中央作動装置をロック状態にし、
自活四輪駆動走行態様にすることのできるロックアツプ
機構を設けているものがある。また必要に応じ四輪駆動
走行から二輪駆動定行に切換え、燃費の節約をし得るよ
うに二輪・四輪駆動切換機構を設けたものもある。この
ロックアツプ機構と二輪・四輪駆動切換機構の両方を備
えた四輪駆動車の一例は、例えば特公昭６２−９０６０
号公報に示されている。For this reason, if necessary, the central actuating device can be locked,
Some vehicles are equipped with a lock-up mechanism that enables self-supporting four-wheel drive mode. In addition, some vehicles are equipped with a two-wheel/four-wheel drive switching mechanism so that four-wheel drive driving can be switched to two-wheel drive constant driving when necessary, thereby saving fuel consumption. An example of a four-wheel drive vehicle equipped with both this lock-up mechanism and two-wheel/four-wheel drive switching mechanism is
It is shown in the publication No.
（発明が解決しようとする課題）
しかしながら上記従来構造は、ロックアツプ機構が前輪
用作動装置の横に設けられ、二輪・四輪駆動切換機構は
方向変！ＩＪ！歯車機構を支持する中間軸上に設けられ
ていると言うように、互いに離れて別々の位置に設けら
れている。したがって、二つの切換え用アクチュエータ
が必要になり、また一つのアクチュエータで切換え動作
させるには複雑な構造になる。その結果、コストが高く
なってしまい、また駆動機構が大形化してしまうという
問題点などがあった。(Problem to be Solved by the Invention) However, in the above conventional structure, the lock-up mechanism is provided next to the front wheel actuating device, and the two-wheel/four-wheel drive switching mechanism changes direction! IJ! They are provided at separate locations apart from each other, as if they were provided on the intermediate shaft that supports the gear mechanism. Therefore, two actuators for switching are required, and the structure becomes complicated if a single actuator is used to perform the switching operation. As a result, there have been problems such as increased cost and increased size of the drive mechanism.
本発明は、上記問題点に鑑みてなされたものであり、そ
の目的は、二輪駆動走行−中央差動装置付四輪駆動走行
。直結四輪駆動走行の各態様へ択一的に切換えるｆＳ造
を簡素化し、コストの低減と小形化された駆動機構を得
ることのできる四輪駆動車を提供することにある。The present invention has been made in view of the above-mentioned problems, and its purpose is to achieve two-wheel drive driving and four-wheel drive driving with a central differential. The object of the present invention is to provide a four-wheel drive vehicle that can simplify the fS structure for selectively switching to each mode of direct-coupled four-wheel drive driving, reduce costs, and obtain a compact drive mechanism.
［発明の構成コ
（課題を解決するための手段）
上記目的を達成するため、本発明に係る四輪駆りＪ車は
、駆動力が伝達される中央差動装置のケーシングと、こ
のケーシングに回転自在に取り付けられたピニオンギア
と、このピニオンギアと噴合し前輪駆動軸側へ前記回転
駆動力を伝達する一方のサイドギアと、ピニオンギアと
噛合し後輪駆動軸側へ前記回転駆動力を伝達可能な他方
のサイドギアと、こ−の他方のサイドギアおよび前記ケ
ーシングと対向配設され、他方のサイドギアに伝達され
た回転駆動力を後輪駆動軸側へ伝達するための伝達歯車
とを備えた四輪駆動車において、前記一方または他方の
サイドギアおよびケーシングと伝達歯車との間に切換機
構を配設し、この切換機構によって、中央差動装置付四
輪駆動態様と、直結四輪駆動態様および二輪駆動態様と
に択一的に切換えるようにした構成とするものである。[Configuration of the Invention (Means for Solving the Problems) In order to achieve the above object, a four-wheel drive J vehicle according to the present invention includes a casing of a central differential device to which driving force is transmitted, and a rotary mechanism attached to the casing. A freely attached pinion gear, one side gear that meshes with the pinion gear and transmits the rotational driving force to the front wheel drive shaft, and one side gear that meshes with the pinion gear and transmits the rotational driving force to the rear wheel drive shaft. and a transmission gear disposed opposite the other side gear and the casing for transmitting the rotational driving force transmitted to the other side gear to the rear wheel drive shaft side. In the wheel drive vehicle, a switching mechanism is disposed between the one or the other side gear and casing and the transmission gear, and the switching mechanism allows switching between a four-wheel drive mode with a central differential, a direct four-wheel drive mode, and a two-wheel drive mode. The configuration is such that the drive mode can be selectively switched.
（作用）
上記構成によれば、一つの切換機構を作動させるだけで
、中央差動装置付四輪駆動態様と、直結四輪駆動態様お
よび二輪駆動態様とに切換えることができるので、切換
機構の簡素化が図れ、四輪駆動車のコストを低減させる
ことができる。また駆！ｌＪ機構の小形化が図れ、同時
に燃費の向上も図れる。(Function) According to the above configuration, it is possible to switch between the four-wheel drive mode with central differential, the direct-coupled four-wheel drive mode, and the two-wheel drive mode by simply operating one switching mechanism. Simplification can be achieved and the cost of four-wheel drive vehicles can be reduced. Kakeru again! It is possible to downsize the lJ mechanism and improve fuel efficiency at the same time.
（実施例） 以下、本発明の実施例について図面を用いて説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.
第一１図は、本発明に係る四輪駆動車の要部を示した水
平断面図である。FIG. 11 is a horizontal sectional view showing essential parts of a four-wheel drive vehicle according to the present invention.
図において、前車軸１ａが挿通される中空軸２には、一
端に中央差動′ｉＡ請３やビスカスカップリング装置４
などを配設してなるケーシング５が装着され、他端はハ
ウジング７内において前輪用差動歯巾機構６などが装着
されている。In the figure, a hollow shaft 2 into which the front axle 1a is inserted has a central differential 3 and a viscous coupling device 4 at one end.
A casing 5 is attached thereto, and a front wheel differential tooth width mechanism 6 and the like are attached to the other end within the housing 7.
ケーシング５は、最終減速歯車が取り付けられてトラン
スアクスルケース（図示せず）に回転自在に支持されて
いる。The casing 5 is rotatably supported by a transaxle case (not shown) to which a final reduction gear is attached.
ケーシング５内に設けられた中央差動装置３は、軸８上
に回転自在に支持されてケーシング５と一体回転する一
対のピニオンギア９と、このピニオンギア９と噛合する
一対のサイドギアｉｏ、ｉｉとで差ｅ歯車組を構成して
いる。そして、一方のサイドギア１０は中空軸２にスプ
ライン連結されており、他方のサイドギア１１は中空軸
２に対してフリーな状態で配設されている。The central differential device 3 provided in the casing 5 includes a pair of pinion gears 9 that are rotatably supported on a shaft 8 and rotate integrally with the casing 5, and a pair of side gears io and ii that mesh with the pinion gears 9. This constitutes a differential gear set. One side gear 10 is spline connected to the hollow shaft 2, and the other side gear 11 is disposed in a free state relative to the hollow shaft 2.
ハウジング７は、第１のハウジング７ａと第２のハウジ
ング７ｂなと゛２構成され、互いにボルト１２で固定さ
、れている。また、このハウジング７内には、前輪用差
動歯車機構６が設けられている。The housing 7 is composed of two housings, a first housing 7a and a second housing 7b, which are fixed to each other with bolts 12. Further, within the housing 7, a front wheel differential gear mechanism 6 is provided.
前輪用差動歯車機構６は、ハウジング７に回転自在に支
持され、かつ中空＠２にスプライン連結されたデファレ
ンシャルケース１３を右している。The front wheel differential gear mechanism 6 is rotatably supported by the housing 7, and is located on the right side of a differential case 13 which is spline-connected to the hollow @2.
このデフ７レンシヤルケース１３内には、車体横方向に
延びる軸と直交する軸１４上に回転自在に支持された一
対のピニオンギア１５．１６と、このピニオンギア１５
．１６に噛合した一対のサイドギア１７．１８とでなる
差動歯車組が収納されている。また、サイドギア１７．
１８は、前車軸ｌａ、１ｂにそれぞれスプライ連結され
る。Inside the differential 7 lateral case 13, there are a pair of pinion gears 15 and 16 rotatably supported on a shaft 14 perpendicular to an axis extending in the lateral direction of the vehicle body, and a pair of pinion gears 15 and 16.
．． A differential gear set consisting of a pair of side gears 17 and 18 meshed with 16 is housed. Also, side gear 17.
18 are sply connected to the front axles la and 1b, respectively.
また、ハウジング７内には、中空軸２の外周に嵌装され
た第１伝達歯車１９が設けられており、この第１伝達歯
車１９の一端１９ａ側は中空軸２の外周に沿って環状部
材２０を介してケーシング５の一端５ａと当接した位置
まで延ばされている。Further, a first transmission gear 19 fitted to the outer periphery of the hollow shaft 2 is provided in the housing 7, and one end 19a side of the first transmission gear 19 is connected to an annular member along the outer periphery of the hollow shaft 2. 20 to a position where it abuts one end 5a of the casing 5.
さらに、ハウジング７内には、中空軸２と並置された状
態で中間軸２１が回転自在に設けられている。この中間
軸２１には第１伝達歯車１９と噛合する第２伝達南車２
２と第１傘歯車２３が中間軸２１と一体回転するように
スプライン結合で設けられている。そして第１傘歯車２
３には第２傘歯車２４が噛合されている。この第２傘歯
車２４は、第１傘歯車２３．第１伝達南巾１９．第２伝
達歯車２２とともに方向変換歯車機構を構成するもので
、車体前後方向に延びる軸２５に、この軸２５と一体回
転するようにして設けられている。また「油２５は、ハ
ウジング７から外部に突出して、ユニバーサルジヨイン
ト、プロペラシャフトなどを介して後輪側最終減速機に
連結されている。Further, within the housing 7, an intermediate shaft 21 is rotatably provided in parallel with the hollow shaft 2. This intermediate shaft 21 has a second transmission south wheel 2 that meshes with the first transmission gear 19.
2 and the first bevel gear 23 are spline-coupled so as to rotate integrally with the intermediate shaft 21. and the first bevel gear 2
3 is meshed with a second bevel gear 24. This second bevel gear 24 is connected to the first bevel gear 23. First transmission south width 19. It constitutes a direction conversion gear mechanism together with the second transmission gear 22, and is provided on a shaft 25 extending in the longitudinal direction of the vehicle body so as to rotate integrally with this shaft 25. Further, the oil 25 protrudes from the housing 7 to the outside and is connected to the rear wheel final reduction gear via a universal joint, propeller shaft, etc.
また、中空軸２上において、ケーシング５とハウジング
７との間には、切換機構２６が設けられている。この切
換鍬構２６は、第２図に拡大して示すように、ケーシン
グ５から延ばされた筒状の一端５ａと、サイドギア１１
から延ばされた筒状の一端１１ａと、第１伝達歯車１９
から延ばされた筒状の一端１９ａと、伝達部材としての
環状部材２０と、筒状の切換部材２７とで構成されてい
る。そして、一端５ａと一端１９ａおよび環状部材２０
とは、一端１１ａの外周上で互いに当接し合い、一つの
筒状状態をなして配設され、これらの外周上にスライド
部材２７がさらに配設された状態になっている。また、
一端５ａと一端１９ａと環状部材２０の各外周面には、
互いに同一のスプライン５ｂ、１９ｂ、２０ａがそれぞ
れ設けられており、これらには切換部材２７の内周面に
設けたスプライン２７ａが結合されて第１図生得号△、
Ｂ、Ｃの位置（第２図（ａ）、第２図（ｂ）。Further, on the hollow shaft 2, a switching mechanism 26 is provided between the casing 5 and the housing 7. As shown in an enlarged view in FIG.
a cylindrical one end 11a extending from the first transmission gear 19;
It is composed of a cylindrical one end 19a extending from the cylindrical end 19a, an annular member 20 as a transmission member, and a cylindrical switching member 27. Then, one end 5a, one end 19a and an annular member 20
are in contact with each other on the outer periphery of one end 11a, and are arranged in a cylindrical state, and a slide member 27 is further arranged on the outer periphery of these. Also,
On each outer peripheral surface of the one end 5a, the one end 19a, and the annular member 20,
Splines 5b, 19b, and 20a that are identical to each other are provided, respectively, and a spline 27a provided on the inner circumferential surface of the switching member 27 is connected to these splines, so that the splines 5b, 19b, and 20a are connected to each other.
Positions of B and C (Fig. 2(a), Fig. 2(b).
第２図（Ｃ））へそれぞれ活動切換えし得るようになっ
ている。なお、この切換部材２７の切換えは、アクチュ
エータを介して運転席より操作できるようになっている
。さらに、一端１１ａの外周面と環状部材２０の内周面
には互いに結合されたスプライン１１ｂ、２０ｂがそれ
ぞれ設けられ、このスプライン１１ｂ、２０ｂの結合で
サイドギア１１と環状部材２０との一体回転が得られる
。Activities can be switched to (C) in FIG. 2, respectively. Note that switching of the switching member 27 can be performed from the driver's seat via an actuator. Further, splines 11b and 20b are provided on the outer circumferential surface of the one end 11a and the inner circumferential surface of the annular member 20, respectively, and are coupled to each other, and the coupling of the splines 11b and 20b allows the side gear 11 and the annular member 20 to rotate together. It will be done.
以上のように構成された構造では、エンジンから出力さ
れた駆動力は、クラッチ、トランスミツシコン、ドライ
ブギヤ、最終減速歯車などを経てケーシング５に伝達さ
れる。そして今、カップリングケース２７が第２図（ｂ
）に示すように符号Δの位置に切換えられ、この切換部
材２７が一端１９ａと環状部材２０とにまたがって配置
されているとしたならば、中央差動装置３で差動配分さ
れたサイドギア１０の回転は、中空軸２を介してデファ
レンシャルケース１３へ伝達される。また、デファレン
シャルケース１３に伝達された回転は、ピニオンギア１
５．１６、サイドギア１７．１８の前輪差動歯１１機構
６により、左右の前車輪１ａ。In the structure configured as above, the driving force output from the engine is transmitted to the casing 5 via the clutch, transmission controller, drive gear, final reduction gear, etc. And now the coupling case 27 is shown in Figure 2 (b
), and if this switching member 27 is disposed astride the end 19a and the annular member 20, then the side gear 10 differentially distributed by the central differential 3 The rotation is transmitted to the differential case 13 via the hollow shaft 2. Further, the rotation transmitted to the differential case 13 is transmitted to the pinion gear 1
5.16, the left and right front wheels 1a are driven by the front wheel differential tooth 11 mechanism 6 of the side gear 17.18.
１ｂに二分され、前車輪を駆動する。一方、中央差動装
置３で差動配分されたサイドギア１１の回転は、環状部
材２０、切換部材２７を介し第１伝達歯車１９を経て第
２伝達歯■２２に伝わり中間軸２１が回転する。また中
間軸２１の回転は、第１傘歯車２３と第２傘歯車２４と
の噛み合いにより回転方向を直角に交換されて車体前後
方向に延びる軸２５に伝達され、後車輪を駆動さける。1b and drives the front wheels. On the other hand, the rotation of the side gear 11 differentially distributed by the central differential device 3 is transmitted via the annular member 20 and the switching member 27 to the first transmission gear 19 and then to the second transmission tooth 22, causing the intermediate shaft 21 to rotate. Further, the rotation of the intermediate shaft 21 is transmitted to a shaft 25 extending in the front-rear direction of the vehicle body, with the rotation direction being exchanged at right angles due to the meshing of the first bevel gear 23 and the second bevel gear 24, thereby driving the rear wheels.
これによって、前輪と後輪とがともに駆動される四輪駆
動走行になる。This results in four-wheel drive driving in which both the front and rear wheels are driven.
次に、切換部材２７が第２図（ａ ）に示すように符号
Ｂの位置に切換られ、切換部材２７が一端５ａと環状部
材２０と−１１９８にまたがって配置され、ケーシング
５と第１伝達歯車１９とをロック状態とすると、中央差
動装置３は、前述の差動配分を止め、中空軸２と第１伝
達歯車１９とを一体回転させる。そして前輪と後輪とが
直結された直結四輪駆動走行態様が得られる。Next, the switching member 27 is switched to the position B as shown in FIG. When the gear 19 is locked, the central differential device 3 stops the differential distribution described above and causes the hollow shaft 2 and the first transmission gear 19 to rotate together. A direct four-wheel drive driving mode in which the front wheels and rear wheels are directly connected is thus obtained.
次に、切換部材２７が第２図（Ｃ）に示すように符号Ｃ
の位置に切換られ、切換部材２７が一端５ａと環状部材
２０とにまたがって配置されると、第１伝達歯車１９と
中央差動装置３との連結が切り離され、第１伝達歯車１
９にはエンジン側から駆動力が伝達されなくなり、第１
伝達歯車１９は中空軸２上でフリー状態となる。そして
軸２５側へはエンジンの駆動力は伝達されず、前車軸１
８゜１ｂにだけ伝達される二輪駆動（前輪駆動）走行態
様になる。Next, the switching member 27 is moved to the position shown in FIG.
When the switching member 27 is placed astride the end 5a and the annular member 20, the connection between the first transmission gear 19 and the central differential 3 is disconnected, and the first transmission gear 1
9, the driving force is no longer transmitted from the engine side, and the first
The transmission gear 19 is free on the hollow shaft 2. The driving force of the engine is not transmitted to the shaft 25 side, and the front axle 1
It becomes a two-wheel drive (front wheel drive) driving mode where the transmission is only transmitted to 8°1b.
したがって、この構造では、一つの切換部材２７を中空
軸２上で左右に、符号Ａ、Ｂ、Ｃの位置へ切換え配置さ
れるだけで、中央差動装置付四輪駆動走行態様、直結四
輪駆動態様、二輪駆動走行態様が得られる。この結果、
切換機構の簡素化が図れる。また、切換え部分は動力伝
達系が一番短くなるケーシング５と第１伝達歯車１９と
の間で行っているので、不要な駆動力を使用することも
ないので燃費の向上が図れる。Therefore, in this structure, by simply switching one switching member 27 to the left and right positions on the hollow shaft 2 to positions A, B, and C, the four-wheel drive driving mode with a central differential device and the direct four-wheel drive mode are possible. A driving mode and a two-wheel drive running mode are obtained. As a result,
The switching mechanism can be simplified. Further, since the switching portion is performed between the casing 5 and the first transmission gear 19 where the power transmission system is the shortest, unnecessary driving force is not used, so fuel efficiency can be improved.
なお、上記実施例では、エンジンを車体前部に搭載した
フロントエンジンタイプの四輪駆動車について説明した
が、エンジンを車体後部に搭載したリヤエンジンタイプ
の四輪駆動車などにも適用できることは勿論である。In the above embodiment, a front engine type four-wheel drive vehicle with an engine mounted at the front of the vehicle body was described, but it is of course applicable to a rear engine type four wheel drive vehicle with an engine mounted at the rear of the vehicle body. It is.
［発明の効果コ
以上説明したとおり、本発明に係る四輪駆動車によれば
、一つの切換機構を作動さゼるだけで、中央差動装δ付
四輪駆動態様と、直結四輪駆動態様および二輪駆動態様
とに択一的に切換えることができるので、切換機構の簡
素化が図れ、四輪駆動車のコストを低減することができ
る。また駆動４Ｉ構を小形化することができるとともに
、燃費の向上も図れ番。[Effects of the Invention] As explained above, according to the four-wheel drive vehicle according to the present invention, the four-wheel drive mode with central differential gear δ and the direct four-wheel drive mode can be switched by simply operating one switching mechanism. Since it is possible to selectively switch between the four-wheel drive mode and the two-wheel drive mode, the switching mechanism can be simplified and the cost of the four-wheel drive vehicle can be reduced. In addition, the 4I drive structure can be downsized and fuel efficiency can be improved.
第１図は本発明に係る四輪駆動車の要部を示した水平断
面図、第２図（ａ）、第２図（ｂ）、第２図（Ｃ）は第
１図に示した切換橢構の要部拡大断面図であり、各係合
状態を示す。
１ａ、１ｂ・・・前車軸、
２・・・中空軸、
３・・・中央差動装置、
５・・・ケーシング、
６・・・前輪差ｆ！ｌＪ歯車機構、
１９・・・第１伝達歯車、
２０・・・環状部材、
２２・・・第２伝達歯車、
２６・・・切換機構、
２７・・・切換部材。
第２区FIG. 1 is a horizontal sectional view showing the main parts of a four-wheel drive vehicle according to the present invention, and FIG. 2(a), FIG. 2(b), and FIG. 2(C) are FIG. 3 is an enlarged cross-sectional view of the main part of the structure, showing each engaged state. 1a, 1b...Front axle, 2...Hollow shaft, 3...Central differential gear, 5...Casing, 6...Front wheel difference f! lJ gear mechanism, 19... First transmission gear, 20... Annular member, 22... Second transmission gear, 26... Switching mechanism, 27... Switching member. 2nd ward
Claims (2)
、このケーシングに回転自在に取り付けられたピニオン
ギアと、このピニオンギアと噛合し前輪駆動軸側へ前記
回転駆動力を伝達する一方のサイドギアと、ピニオンギ
アと噛合し後輪駆動軸側へ前記回転駆動力を伝達可能な
他方のサイドギアと、この他方のサイドギアおよび前記
ケーシングと対向配設され、他方のサイドギアに伝達さ
れた回転駆動力を後輪駆動軸側へ伝達するための伝達歯
車とを備えた四輪駆動車において、前記一方または、他
方のサイドギアおよびケーシングと伝達歯車との間に切
換機構を配設し、この切換機構によって、中央差動装置
付四輪駆動態様と、直結四輪駆動態様および二輪駆動態
様とに択一的に切換えるようにしたことを特徴とする四
輪駆動車。(1) A casing of a central differential device to which driving force is transmitted, a pinion gear rotatably attached to this casing, and one side that meshes with the pinion gear and transmits the rotational driving force to the front wheel drive shaft side. a side gear, another side gear that meshes with the pinion gear and is capable of transmitting the rotational driving force to the rear wheel drive shaft side, and a rotational driving force that is disposed opposite to the other side gear and the casing and is transmitted to the other side gear. A four-wheel drive vehicle is provided with a transmission gear for transmitting the power to the rear drive shaft side, and a switching mechanism is provided between the one or the other side gear and the casing and the transmission gear, and the switching mechanism A four-wheel drive vehicle, characterized in that the vehicle can be selectively switched between a four-wheel drive mode with a central differential, a direct four-wheel drive mode, and a two-wheel drive mode.
間に介装されるとともに一方または他方のサイドギアと
係合する伝達部材と、ケーシング、伝達部材および伝達
歯車にそれぞれ係合可能であり、伝達部材と係合すると
きはケーシングおよび伝達歯車とも係合可能な切換部材
とから構成したことを特徴とする請求項１記載の四輪駆
動車。(2) The switching mechanism is interposed between the casing and the transmission gear and is engageable with a transmission member that engages with one or the other side gear, and the casing, the transmission member, and the transmission gear, respectively; 2. The four-wheel drive vehicle according to claim 1, further comprising a switching member that can engage both the casing and the transmission gear when engaging the transmission member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16515888A JPH0214928A (en) | 1988-07-04 | 1988-07-04 | Four-wheel-drive vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16515888A JPH0214928A (en) | 1988-07-04 | 1988-07-04 | Four-wheel-drive vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0214928A true JPH0214928A (en) | 1990-01-18 |
Family
ID=15806973
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16515888A Pending JPH0214928A (en) | 1988-07-04 | 1988-07-04 | Four-wheel-drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0214928A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0595914A (en) * | 1991-10-07 | 1993-04-20 | Matsushita Electric Ind Co Ltd | Organic information processor and monitoring apparatus thereof |
-
1988
- 1988-07-04 JP JP16515888A patent/JPH0214928A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0595914A (en) * | 1991-10-07 | 1993-04-20 | Matsushita Electric Ind Co Ltd | Organic information processor and monitoring apparatus thereof |
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