JPS6135008B2 - - Google Patents
Info
- Publication number
- JPS6135008B2 JPS6135008B2 JP13319575A JP13319575A JPS6135008B2 JP S6135008 B2 JPS6135008 B2 JP S6135008B2 JP 13319575 A JP13319575 A JP 13319575A JP 13319575 A JP13319575 A JP 13319575A JP S6135008 B2 JPS6135008 B2 JP S6135008B2
- Authority
- JP
- Japan
- Prior art keywords
- gear
- speed
- output shaft
- low
- clutch
- 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.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 15
- 238000010586 diagram Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
Landscapes
- Retarders (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】
〔発明の目的〕
（産業上の利用分野）
本発明は、高速段と低速段とを持つ補助変速機
構を備え、エンジンの出力を差動機構により前輪
駆動用出力軸と後輪駆動用出力軸とに分配する自
動車用動力分配装置の改良に関するものであり、
四輪駆動の自動車に利用される。[Detailed Description of the Invention] [Objective of the Invention] (Industrial Application Field) The present invention is provided with an auxiliary transmission mechanism having a high speed gear and a low gear gear, and the output of an engine is transferred to an output shaft for driving front wheels by a differential mechanism. This invention relates to an improvement in an automotive power distribution device that distributes power between a drive shaft and a rear wheel drive output shaft,
Used in four-wheel drive vehicles.
（従来の技術）
本発明に係る従来技術として、自動車の旋回時
に前輪と後輪との間に回転差が生じることに鑑
み、エンジンの出力を差動機構により前輪駆動用
出力軸とを後輪駆動用出力軸とに分配するように
したものがある。この構成は、舗装道路を走行す
る場合には自動車の走行安定性を保つことに関し
て有効であるが、泥地や凍結地等の滑り易い地域
で走行する場合、例えば前輪が索引力を失うこと
により後輪も索引力を失つて走行不可能とな重大
な欠点がある。(Prior Art) As a prior art related to the present invention, in consideration of the fact that a rotation difference occurs between the front wheels and the rear wheels when a car turns, engine output is transferred between the front wheel drive output shaft and the rear wheels using a differential mechanism. There is one that is distributed between the drive output shaft and the drive output shaft. This configuration is effective in maintaining the running stability of the car when driving on paved roads, but when driving in slippery areas such as muddy or frozen ground, for example, the front wheels may lose traction force. The rear wheels also have a serious drawback in that they lose their traction power, making it impossible to drive.
そこで従来において、両出力軸間に大きな回転
差が生じた場合には自動的に差動機構の差動作用
を停止する所謂デフロツク機構を設けたり、手動
操作により差動機構の差動作用を停止するロツク
アツプ機構を設けていた。しかしながら、デフロ
ツク機構は構成部品点数が多く構成が複雑となり
且つ高価になる点がある。またロツクアツプ機構
はその操作と補助変速機構の操作とを行なわねば
ならず、運転操作が非常に煩雑となる。 Therefore, in the past, when a large rotational difference occurred between the two output shafts, a so-called deflock mechanism was installed to automatically stop the differential operation of the differential mechanism, or a manual operation was required to stop the differential operation of the differential mechanism. It had a lock-up mechanism. However, the defrock mechanism has a large number of component parts, is complicated in construction, and is expensive. Further, the lock-up mechanism must be operated and the auxiliary transmission mechanism must be operated, making the driving operation very complicated.
そこで、滑り易い地域で走行する場合には補助
変速機構が低速段にシフトされることに着目し、
実開昭50−108130号に開示される如く、補助変速
機構が低速段にシフトされるのに連動して差動機
構の差動作用を停止させるようにし、上記欠点を
解消した動力分配装置が考えられている。 Therefore, we focused on the fact that the auxiliary transmission mechanism is shifted to a lower gear when driving in slippery areas.
As disclosed in Japanese Utility Model Application Publication No. 108130/1983, there is a power distribution device which eliminates the above-mentioned drawbacks by stopping the differential operation of the differential mechanism in conjunction with the shifting of the auxiliary transmission mechanism to a low gear. It is considered.
（発明が解決しようとする問題点）
しかしながらこのものは、低速段用出力歯車を
摺動して切り換えを行い、また差動機構として傘
歯車機構を使用しているため、補助変速機構に対
し軸方向外側に差動機構を配せねばならなく、軸
方向スペースが大きなものになつている。(Problems to be Solved by the Invention) However, this device performs switching by sliding the output gear for low speed gears, and uses a bevel gear mechanism as a differential mechanism, so the auxiliary transmission mechanism is Since the differential mechanism must be disposed on the outside in the axial direction, a large space is required in the axial direction.
本発明はこの問題点を解消し、構成が簡単で操
作が容易、かつ軸方向スペースも小さい動力分配
装置を提供することを、その技術的課題とするも
のである。 The technical object of the present invention is to solve this problem and provide a power distribution device that is simple in structure, easy to operate, and requires a small space in the axial direction.
（技術的手段）
上記技術的課題を解決するために講じた技術的
手段は、高速段用の中間歯車と低速段用の中間歯
車とを中間軸上に分割して配し、差動機構を、遊
星歯車機構で構成し、中間軸と平行な軸上にあつ
て、かつ高速段用中間歯車と低速段用中間歯車と
の軸方向位置間の範囲に配し、前輪駆動用出力軸
と後輪駆動用出力軸とを遊星歯車機構を介して一
軸上に配し、高速段用中間歯車と常時かみ合う高
速段用出力歯車及び遊星歯車機構のキヤリヤを前
輪駆動用出力軸上に配し、後輪駆動用出力軸に一
体形成される低速段用出力歯車と低速段用中間歯
車とを常時かみ合わせ、高速段用中間歯車と低速
段用中間歯車とに作用する第１クラツチ、高速段
用出力歯車とキヤリヤとに作用する第２クラツ
チ、及びキヤリヤと低速段用出力歯車とに作用す
る第３クラツチとを備え、第１，第２，及び第３
クラツチは補助変速機構の手動操作系の２位置設
定フオークに連結されるよう、構成することであ
る。
(Technical means) The technical means taken to solve the above technical problem is to divide the intermediate gear for high speed gear and the intermediate gear for low speed gear on the intermediate shaft, and to create a differential mechanism. , is composed of a planetary gear mechanism, and is arranged on an axis parallel to the intermediate shaft and in the range between the axial positions of the high-speed intermediate gear and the low-speed intermediate gear, and is arranged between the front wheel drive output shaft and the rear The output shaft for wheel drive is arranged on one axis via a planetary gear mechanism, and the output gear for high speed gear which is constantly meshed with the intermediate gear for high speed gear and the carrier of the planetary gear mechanism are arranged on the output shaft for front wheel drive, A first clutch and a high-speed output gear that constantly mesh the low-speed output gear and the low-speed intermediate gear, which are integrally formed on the wheel drive output shaft, and act on the high-speed intermediate gear and the low-speed intermediate gear. a second clutch acting on the carrier and a third clutch acting on the carrier and the low-speed output gear;
The clutch is configured to be connected to a two-position fork of a manually operated system of the auxiliary transmission mechanism.
（作用） 上記技術的手段は次のように作用する。(effect) The above technical means works as follows.
すなわち、フオークが高速段用の第１設定位置
にあるとき、第１クラツチは高速段用中間歯車と
低速段用中間歯車とを連結せず、第２クラツチは
高速段用出力歯車とキヤリヤとを連結し、第３ク
ラツチはキヤリヤと低速段用出力歯車とを連結せ
ずに、エンジンからの出力を高速段用中間歯車、
高速段用出力歯車、第２クラツチ、キヤリヤ、及
び遊星歯車機構を介して前輪駆動用出力軸及び後
輪駆動用出力軸へ伝達し、フオークが低速段用の
第２設定位置にあるとき、第１クラツチは高速段
用中間歯車と低速段用中間歯車とを連結し、第２
クラツチは高速段用出力歯車とキヤリヤとを連結
せず、第３クラツチはキヤリヤと低速段用出力歯
車とを連結して遊星歯車機構を停止させて、エン
ジンからの出力を高速段用中間歯車、第１クラツ
チ、及び低速段用中間歯車を介して前輪駆動用出
力軸及び後輪駆動用出力軸へ伝達する。 That is, when the fork is in the first setting position for high speed, the first clutch does not connect the high speed intermediate gear and the low speed intermediate gear, and the second clutch does not connect the high speed output gear and the carrier. The third clutch connects the output gear from the engine to the intermediate gear for high speed, without connecting the carrier and the output gear for low speed.
It is transmitted to the front wheel drive output shaft and the rear wheel drive output shaft through the high speed gear output gear, the second clutch, the carrier, and the planetary gear mechanism, and when the fork is in the second setting position for the low speed gear, the The first clutch connects the high speed intermediate gear and the low speed intermediate gear, and the second clutch connects the high speed intermediate gear and the low speed intermediate gear.
The clutch does not connect the high-speed output gear and the carrier, and the third clutch connects the carrier and the low-speed output gear to stop the planetary gear mechanism and transfer the output from the engine to the high-speed intermediate gear, It is transmitted to the front wheel drive output shaft and the rear wheel drive output shaft via the first clutch and the intermediate gear for low speed gear.
（実施例）
以下、本発明の実施例を図面に基いて説明す
る。第１図及び第２図において、固定のケース１
０に取りつけられたベアリング１１，１２により
回転可能に支持された入力軸１３は図示しない変
速機の出力軸に連結し、図示しないエンジンの出
力が変速機を経て入力する。この入力軸１３上に
は入力歯車１４とパワーテイクオフ駆動歯車１５
が固定されている。(Example) Hereinafter, an example of the present invention will be described based on the drawings. In Figures 1 and 2, fixed case 1
An input shaft 13 rotatably supported by bearings 11 and 12 attached to the input shaft 13 is connected to an output shaft of a transmission (not shown), and the output of an engine (not shown) is inputted through the transmission. On this input shaft 13 are an input gear 14 and a power take-off drive gear 15.
is fixed.
中間軸１６は入力軸１３と平行で且つ回転不可
能にケース１０によつて支持されており、この中
間軸１６上には高速段用である第１中間歯車１７
がベアリング１８を介して回転可能に支持されて
いると共に低速段用である第２中間歯車１９がベ
アリング２０を介して回転可能に支持されている
と共に第２中間歯車１９がベアリング２０を介し
て回転可能に支持されている。第１中間歯車１７
は入力歯車１４と噛み合い、従つて常に入力軸１
３と連動する。第１中間歯車１７には外スプライ
ン１７ａが形成されており、この外スプライン１
７ａには第１スリーブ２１の内スプラインが係合
している。第１スリーブ２１は摺動可能であり、
第２中間歯車１９には第１スリーブ２１の内スブ
ラインと係合可能な外スプライン１９ａが形成さ
れ、第１スリーブ２１を摺動させてその内スプラ
インを外スプライン１９ａと係合・非係合させる
ことにより第１中間歯車１７と第２中間歯車１９
とを連結・切り放しできるようになつている。こ
れら外スプライン１７ａ，外スプライン１９ａ，
及び第１スリーブ２１の内スプラインで第１クラ
ツチを形成する。 The intermediate shaft 16 is parallel to the input shaft 13 and non-rotatably supported by the case 10, and a first intermediate gear 17 for high-speed gear is mounted on the intermediate shaft 16.
is rotatably supported via a bearing 18, and a second intermediate gear 19 for a low speed stage is rotatably supported via a bearing 20, and the second intermediate gear 19 rotates via a bearing 20. Possibly supported. First intermediate gear 17
meshes with the input gear 14, so the input shaft 1 is always
Linked with 3. An external spline 17a is formed on the first intermediate gear 17, and this external spline 1
The inner spline of the first sleeve 21 is engaged with 7a. The first sleeve 21 is slidable,
The second intermediate gear 19 is formed with an outer spline 19a that can engage with the inner spline of the first sleeve 21, and the first sleeve 21 is slid to cause the inner spline to engage/disengage with the outer spline 19a. By this, the first intermediate gear 17 and the second intermediate gear 19
It is now possible to connect and disconnect. These outer splines 17a, outer splines 19a,
and the inner splines of the first sleeve 21 form a first clutch.
後輪駆動用である第１出力軸２２はケース１０
に取付けられたベアリング２３，２４により入力
軸１３と平行で且つ回転可能に支持され、前輪駆
動用である第２出力軸２５はケース１０に取付け
られたベアリング２６，２７と第１出力軸２２に
取付けられたベアリング２８により第１出力軸２
２と同軸的で且つ回転可能に支持されている。第
１出力軸２２には差動機構として用いた遊星歯車
機構２９の内歯歯車３０が一体形成されており、
第２出力軸２５には遊星歯車機構２９の太陽歯車
３１が一体形成されている。内歯歯車３０と太陽
歯車３１とに噛み合う複数個の遊星歯車３２はキ
ヤリヤ３３によつて回転可能に支持され、このキ
ヤリヤ３３は出力軸２５上にてベアリング３４に
より回転可能に支持されている。キヤリヤ３３に
は外スプラインが形成されており、この外スプラ
インには第２スリーブ３５の内スプライン３５ａ
が係合している。第２スリーブ３５には内歯歯車
３０と係合可能な外スプライン３５ｂが形成され
ている。第２出力軸２５上にてベアリング３６に
より回転可能な高速段用出力歯車３７は第１中間
歯車１７と噛み合つており、この高速段用出力歯
車３７には第２スリーブ３５の内スプライン３５
ａと係合可能な外スプライン３７ａが形成されて
いる。第２スリーブ３５の外スプライン３５ｂが
内歯歯車３０に係合している時には第２スリーブ
３５の内スプライン３５ａと外スプライン３７ａ
とが非係合になり、又第２スリーブ３５の内スプ
ライン３５ａを外スプライン３７ａに係合させた
時には第２スリーブ３５の内スプライン３５ａを
外スプライン３７ａに係合させた時には第２スリ
ーブ３５の外スプライン３５ｂと内歯歯車３０と
が非係合になるようになつている。第２中間歯車
１９と噛み合う低速段用出力歯車３８は第１出力
軸２２に一体形成されている。これら内スプライ
ン３５，外スプライン３７ａ，及びキヤリヤ３３
の外スプラインで第２クラツチを形成し、外スプ
ライン３５ｂと内歯歯車３０とで第３クラツチを
形成する。 The first output shaft 22 for rear wheel drive is connected to the case 10.
A second output shaft 25 for driving the front wheels is rotatably supported parallel to the input shaft 13 by bearings 23 and 24 mounted on the case 10, and a second output shaft 25 is supported by bearings 26 and 27 mounted on the case 10 and the first output shaft 22. The first output shaft 2 is rotated by the installed bearing 28.
2 and is rotatably supported. An internal gear 30 of a planetary gear mechanism 29 used as a differential mechanism is integrally formed on the first output shaft 22.
A sun gear 31 of a planetary gear mechanism 29 is integrally formed on the second output shaft 25 . A plurality of planetary gears 32 meshing with the internal gear 30 and the sun gear 31 are rotatably supported by a carrier 33, which is rotatably supported by a bearing 34 on the output shaft 25. An outer spline is formed on the carrier 33, and an inner spline 35a of the second sleeve 35 is formed on the outer spline.
is engaged. The second sleeve 35 is formed with an external spline 35b that can engage with the internal gear 30. A high-speed output gear 37 rotatable by a bearing 36 on the second output shaft 25 meshes with the first intermediate gear 17 , and the high-speed output gear 37 has an internal spline 35 of the second sleeve 35 .
An outer spline 37a is formed which can be engaged with the outer spline 37a. When the outer spline 35b of the second sleeve 35 is engaged with the internal gear 30, the inner spline 35a of the second sleeve 35 and the outer spline 37a
When the inner spline 35a of the second sleeve 35 is engaged with the outer spline 37a, when the inner spline 35a of the second sleeve 35 is engaged with the outer spline 37a, the second sleeve 35 is disengaged. The external spline 35b and the internal gear 30 are disengaged. A low speed output gear 38 that meshes with the second intermediate gear 19 is integrally formed with the first output shaft 22 . These inner splines 35, outer splines 37a, and carrier 33
The outer spline 35b and the internal gear 30 form a third clutch.
第１スリーブ２１，第２スリーブ３５にはフオ
ーク係合用の環状溝２１ａ，３５ｃがそれぞれ設
けられており、これらの溝２１ａ，３５ｃには１
つのフオーク３９が係係合している。フオーク３
９は図示しないフオークシヤフトに固定され、こ
のフオークシヤフトはケース１０により摺動可能
に支持され、図示しない高速―低速段切換手動レ
バーにより摺動し高速−低速段用の２位置に設定
される。 The first sleeve 21 and the second sleeve 35 are respectively provided with annular grooves 21a and 35c for engaging the fork.
Two forks 39 are engaged. fork 3
Reference numeral 9 is fixed to a forkshaft (not shown), which is slidably supported by a case 10, and is set to two positions for high speed and low speed by being slid by a manual lever (not shown) for switching between high speed and low speed.
以上の如き構成における作用を次に説明する。
図示しない高速―低速段切換手動レバーが低速段
位置にシフトされると、このレバーの動きがフオ
ーク３９に伝達し、フオーク３９が第１スリーブ
２１及び第２スリーブ３５を図示位置に摺動さ
せ、第１クラツチにおいて第１スリーブ２１の内
スプラインが第２中間歯車１９ａと係合すること
によつて第１中間歯車１７と第２中間歯車１９と
が連結し、また第２クラツチにおいて第２スリー
ブ３５の内スプライン３５ａが高速段用出力歯車
３７の外スプライン３７ａを外れ、更に第３クラ
ンツチにおいて第２スリーブ３５の外スプライン
３５ｂが内歯歯車３０と係合することによつて内
歯歯車３０とキヤリヤ３３とが連結し、遊星歯車
機構２９の内歯歯車３０と太陽歯車３１の相対回
転が不可能となり（遊星歯車機構２９の差動作用
が停止する）、第１出力軸２２と第２出力軸２５
とが遊星歯車機構２９を介して一体的に連結す
る。そのため、図示しないエンジンから図示しな
い変速機を経て入力軸１３に入力した動力は入力
歯車１４，第１中間歯車１７，第１スリーブ２
１，第２中間歯車１９を経て第１出力軸２２と一
体の低速用出力歯車３８に伝達し、第１出力軸２
２と第２出力軸２５とに均等に分配伝達する。 The operation of the above configuration will be explained next.
When a high-speed/low-speed gear switching manual lever (not shown) is shifted to the low gear position, the movement of this lever is transmitted to the fork 39, and the fork 39 slides the first sleeve 21 and the second sleeve 35 to the illustrated position, In the first clutch, the internal spline of the first sleeve 21 engages with the second intermediate gear 19a, thereby connecting the first intermediate gear 17 and the second intermediate gear 19, and in the second clutch, the second intermediate gear 17 and the second intermediate gear 19 are connected. The inner spline 35a of the second sleeve 35 is disengaged from the outer spline 37a of the high-speed output gear 37, and the outer spline 35b of the second sleeve 35 engages with the internal gear 30 in the third clutch, thereby causing the internal gear 30 and the carrier to be connected to each other. 33 are connected, and relative rotation between the internal gear 30 and the sun gear 31 of the planetary gear mechanism 29 becomes impossible (the differential operation of the planetary gear mechanism 29 is stopped), and the first output shaft 22 and the second output shaft 25
are integrally connected via a planetary gear mechanism 29. Therefore, the power input from the engine (not shown) to the input shaft 13 via the transmission (not shown) is transferred to the input gear 14, the first intermediate gear 17, and the first sleeve 2.
1, the signal is transmitted via the second intermediate gear 19 to the low-speed output gear 38 integrated with the first output shaft 22, and the first output shaft 2
2 and the second output shaft 25.
高速―低速段切換手動レバーが低速段位置から
高速段位置にシフトされると、このレバーの動き
がフオーク３９に伝達し、フオーク３９が第２図
で図示位置から左方へ移動して第１スリーブ２１
及び第２スリーブ３５を第２図中に二点鎖線で示
す位置にそれぞれ摺動させる。これにより、第１
クラツチにおいて第１スリーブ２１の内スプライ
ンと第２中間歯車１９の外スプライン１９ａとが
非係合となつて第２中間歯車１９が第１中間歯車
１７から切り放され、第３クラツチにおいて第２
スリーブ３５の外スプライン３５ｂと内歯歯車３
０とが非係合になつて内歯歯車３０と太陽歯車３
１との相対回転が可能になり（遊星歯車機構の差
動作用が回復する）、第２クラツチにおいて第２
スリーブ３５の内スプライン３５ａが高速段用出
力歯車３７の外スプライン３７ａに係合してキヤ
リヤ３３が高速段用出力歯車３７に連結する。そ
のため、入力軸１３に入力した動力は入力歯車１
４，第１中間歯車１７，高速段用出力歯車３７，
スリーブ３５を経て遊星歯車機構２９のキヤリヤ
３３に伝達し、このキヤリヤ３３から遊星歯車３
２，内歯歯車３０を経て第１出力軸２２に伝達す
ると共に遊星歯車３２，太陽歯車３１を経て第２
出力軸２５に伝達する。この作用時において、第
１出力軸２２に分配伝達するトルクに対する第２
出力軸２５に分配伝達するトルクの比は内歯歯車
３０のピツチ円径にする太陽歯車３１のピツチ円
径の比である。また自動車の直進時には両出力軸
２２，２５が一体的に回転するが、自動車の旋回
時には前輪の回転が後輪の回転よりも速いので第
２出力軸２５が第１出力軸２２によりも速く回転
する。 When the high speed/low speed shift manual lever is shifted from the low speed position to the high speed position, the movement of this lever is transmitted to the fork 39, and the fork 39 moves to the left from the position shown in FIG. Sleeve 21
Then, the second sleeve 35 is slid to the position shown by the two-dot chain line in FIG. This allows the first
At the clutch, the inner spline of the first sleeve 21 and the outer spline 19a of the second intermediate gear 19 are disengaged, and the second intermediate gear 19 is disconnected from the first intermediate gear 17.
External spline 35b of sleeve 35 and internal gear 3
0 becomes disengaged, and the internal gear 30 and the sun gear 3
1 (the differential operation of the planetary gear mechanism is restored), and the second
The inner spline 35a of the sleeve 35 engages with the outer spline 37a of the high-speed output gear 37, and the carrier 33 is connected to the high-speed output gear 37. Therefore, the power input to the input shaft 13 is transferred to the input gear 1.
4, first intermediate gear 17, high speed output gear 37,
The signal is transmitted through the sleeve 35 to the carrier 33 of the planetary gear mechanism 29, and from this carrier 33 the planetary gear 3 is transmitted.
2, the signal is transmitted to the first output shaft 22 via the internal gear 30, and the second output via the planetary gear 32 and the sun gear 31.
It is transmitted to the output shaft 25. During this operation, the second
The ratio of the torque distributed and transmitted to the output shaft 25 is the ratio of the pitch diameter of the sun gear 31 to the pitch diameter of the internal gear 30. Furthermore, when the car is traveling straight, both output shafts 22 and 25 rotate together, but when the car is turning, the front wheels rotate faster than the rear wheels, so the second output shaft 25 rotates faster than the first output shaft 22. do.
以上、実施例の構成、作用を説明したが、遊星
歯車機構の差動作用を選択的に停止するための部
材を補助変速機構の手動操作系に作動的に連結
し、補助変速機構を低速段にシフトするのに連動
して遊星歯車機構の作動作用を停止させるための
別の実施例として、例えば図面において、第１ス
リーブ２１と第２スリーブ３５とに別々のフオー
クを係合させ、スリーブ３５に係合したフオーク
のフオークシヤフトをリング機構により第１スリ
ーブ２１に係合したフオークの手動操作系に連動
せしめたり、或いはスリーブ３５に係合したフオ
ークシヤフトをバキユームアクチユエータ等で駆
動するようにし、且つこのアクチユエータへの作
動流体圧の給排を第１スリーブ２１の手動操作系
の動きを検出する電気スイツチとこれにより制御
される電磁弁を使つて制御するようにしてもよ
い。 The structure and operation of the embodiment have been described above. A member for selectively stopping the differential operation of the planetary gear mechanism is operatively connected to the manual operation system of the auxiliary transmission mechanism, and the auxiliary transmission mechanism is moved to a low gear. As another embodiment for stopping the operation of the planetary gear mechanism in conjunction with the shift to the position, for example, as shown in the drawings, separate forks are engaged with the first sleeve 21 and the second sleeve 35, and the sleeve 35 The fork shaft of the fork engaged with the sleeve 35 is linked to the manual operation system of the fork engaged with the first sleeve 21 by a ring mechanism, or the fork shaft engaged with the sleeve 35 is driven by a vacuum actuator or the like. In addition, the supply and discharge of the working fluid pressure to the actuator may be controlled using an electric switch that detects the movement of the manual operation system of the first sleeve 21 and a solenoid valve controlled by the electric switch.
以上の如く、本発明によれば、補助変速機の手
動操作をするだけで遊星歯車機構の差動作用が停
止回復するため運転操作が簡単となり、且つ構造
も簡単で安価に製造できる上、軸方向スペースも
小さくできる。
As described above, according to the present invention, the differential operation of the planetary gear mechanism can be stopped and recovered simply by manual operation of the auxiliary transmission, which simplifies operation, and the structure is simple and can be manufactured at low cost. Directional space can also be reduced.
第１図は本発明の実施例のスケルトン図、第２
図はその要部の詳細を示す断面図である。
１０……ケース、１３……入力軸、１４……入
力歯車、１６……中間軸、１７……第１中間歯車
（高速段用）、１９……第２中間歯車（低速段
用）、２１……第１スリーブ、２２……第１出力
軸（後輪駆動用）、２５……第２出力軸（前輪駆
動用）、２９……遊星歯車機構（差動機構）、３５
……第２スリーブ、３７……高速段用出力歯車、
３８……低速段用出力歯車、３９……フオーク。
Figure 1 is a skeleton diagram of an embodiment of the present invention, Figure 2 is a skeleton diagram of an embodiment of the present invention.
The figure is a sectional view showing the details of the main part. 10... Case, 13... Input shaft, 14... Input gear, 16... Intermediate shaft, 17... First intermediate gear (for high speed gear), 19... Second intermediate gear (for low speed gear), 21 ...First sleeve, 22...First output shaft (for rear wheel drive), 25...Second output shaft (for front wheel drive), 29...Planetary gear mechanism (differential mechanism), 35
...Second sleeve, 37...Output gear for high speed stage,
38... Output gear for low speed stage, 39... Fork.
Claims (1)
え、エンジンの出力を差動機構により前輪駆動用
出力軸と後輪駆動用出力軸とに分配する自動車用
動力分配装置において、 前記高速段用の中間歯車と前記低速段用の中間
歯車とを中間軸上に分配して配し、 前記差動機構を、遊星歯車機構で構成し、該中
間軸と平行な軸上にあつて、かつ前記高速段用中
間歯車と前記低速段用中間歯車との軸方向位置間
の範囲に配し、 前記前輪駆動用出力軸と前記後輪駆動用出力軸
とを前記遊星歯車機構を介して一軸上に配し、 前記高速段用中間歯車と常時かみ合う高速段用
出力歯車及び前記遊星歯車機構のキヤリヤを前記
前輪駆動用出力軸上に配し、 前記後輪駆動用出力軸に一体形成される低速段
用出力歯車と前記低速段用中間歯車とを常時かみ
合わせ、 前記高速段用中間歯車と前記低速段用中間歯車
とに作用する第１クラツチ、前記高速段用出力歯
車と前記キヤリヤとに作用す第２クラツチ、及び
前記キヤリヤと前記低速段用出力歯車とに作用す
る第３クラツチとを備え、 該第１，第２，及び第３クラツチは補助変速機
構の手動操作系の２位置設定フオークに連結され
ており、 該フオークが高速段用の第１設定位置にあると
き、前記第１クラツチは前記高速段用中間歯車と
前記低速段用中間歯車とを連結せず、前記第２ク
ラツチは前記高速段用出力歯車と前記キヤリヤと
を連結し、前記第３クラツチは前記キヤリヤと前
記低速段用出力歯車とを連結せずに、エンジンか
らの出力を前記高速段用中間歯車、前記高速段用
出力歯車、前記第２クラツチ、前記キヤリヤ、及
び前記遊星歯車機構を介して前記前輪駆動用出力
軸及び前記後輪駆動用出力軸へ伝達し、 前記フオークが低速段用の第２設定位置にある
とき、前記第１クラツチは前記高速段用中間歯車
と前記低速段用中間歯車とを連結し、前記第２ク
ラツチは前記高速段用出力歯車と前記キヤリヤと
を連結せず、前記第３クラツチは前記キヤリヤと
前記低速段用出力歯車とを連結して前記遊星歯車
機構を停止させて、エンジンからの出力を前記高
速段用中間歯車、前記第１クラツチ、及び前記低
速段用中間歯車を介して前記前輪駆動用出力軸及
び前記後輪駆動用出力軸へ伝達する、 自動車用動力分配装置。[Claims] 1. A power distribution device for an automobile, which includes an auxiliary transmission mechanism having a high speed gear and a low gear gear, and distributes engine output between a front wheel drive output shaft and a rear wheel drive output shaft using a differential mechanism. The intermediate gear for the high speed gear and the intermediate gear for the low gear are distributed and arranged on an intermediate shaft, and the differential mechanism is configured with a planetary gear mechanism, and the intermediate gear for the low speed gear is arranged on a shaft parallel to the intermediate shaft. and disposed in a range between the axial positions of the high-speed intermediate gear and the low-speed intermediate gear, and the front wheel drive output shaft and the rear wheel drive output shaft are connected to the planetary gear mechanism. A high-speed output gear that constantly meshes with the high-speed intermediate gear and a carrier of the planetary gear mechanism are placed on the front wheel drive output shaft, and the rear wheel drive output shaft is connected to the rear wheel drive output shaft. A first clutch that constantly meshes the integrally formed low speed output gear and the low speed intermediate gear, and acts on the high speed intermediate gear and the low speed intermediate gear; a second clutch acting on the carrier, and a third clutch acting on the carrier and the low gear output gear, the first, second, and third clutches being connected to a manual operating system of the auxiliary transmission mechanism. the first clutch is coupled to a two-position fork, and when the fork is in a first high-speed setting position, the first clutch does not connect the high-speed intermediate gear and the low-speed intermediate gear; The second clutch connects the high speed output gear and the carrier, and the third clutch connects the output gear from the engine to the high speed intermediate gear without connecting the carrier and the low speed output gear. , the fork transmits transmission to the front wheel drive output shaft and the rear wheel drive output shaft via the high speed gear output gear, the second clutch, the carrier, and the planetary gear mechanism, When in the second setting position, the first clutch connects the high-speed intermediate gear and the low-speed intermediate gear, and the second clutch does not connect the high-speed output gear and the carrier; The third clutch connects the carrier and the low gear output gear to stop the planetary gear mechanism and transfers the output from the engine to the high gear intermediate gear, the first clutch, and the low gear gear. A power distribution device for an automobile, wherein power is transmitted to the front wheel drive output shaft and the rear wheel drive output shaft via an intermediate gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50133195A JPS5257622A (en) | 1975-11-05 | 1975-11-05 | Power distribution apparatus for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50133195A JPS5257622A (en) | 1975-11-05 | 1975-11-05 | Power distribution apparatus for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5257622A JPS5257622A (en) | 1977-05-12 |
| JPS6135008B2 true JPS6135008B2 (en) | 1986-08-11 |
Family
ID=15098924
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP50133195A Granted JPS5257622A (en) | 1975-11-05 | 1975-11-05 | Power distribution apparatus for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5257622A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0624266Y2 (en) * | 1986-02-14 | 1994-06-29 | 株式会社神崎高級工機製作所 | Center differential device between front and rear wheels |
-
1975
- 1975-11-05 JP JP50133195A patent/JPS5257622A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5257622A (en) | 1977-05-12 |
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