JPH01223022A - Driving mechanism of vehicle - Google Patents

Abstract

PURPOSE:To shorten the longitudinal length of a vehicle by changing the direction of the turning power of a vertical engine at right angles, transmitting the power to an input shaft laid in the lateral direction of a vehicle, and separately transmitting the power to left and right wheels via output take-out parts projecting from an output shaft. CONSTITUTION:An engine 1 is put vertically as a crankshaft is laid in the longitudinal direction of a vehicle. At the front end of the engine 1, that is, at the output side thereof, a speed change gear 10 is placed as each of shafts constituting a speed change gear mechanism is laid laterally. When a main clutch is engaged, the direction of turning power generated from the engine 1 is changed at right angles at a pair of bevel gears 12 and 13, transmitted to input shafts 14a and 14b, changed in speed by a speed change gear mechanism 20 and transmitted to a countershaft 15. Thereafter the power is divided by a differential mechanism 30, transmitted to output shafts 16a and 16b and, respectively, transmitted to left and right wheels via speed change gear mechanisms and axle shafts.

Description

DETAILED DESCRIPTION OF THE INVENTION A1.Objective of the invention (industrial application field) The present invention provides a method for transmitting the output of the engine to the left and right wheels to drive them in automobiles etc. equipped with a longitudinally installed engine. Regarding the drive mechanism.

(Prior Art) Conventionally, in automobiles having a vertical engine, a transmission consisting of a clutch (or torque converter) and a transmission mechanism is connected to the end of the output shaft of the engine, and
A final reduction gear (generally consisting of a differential gear set and a final reduction bevel gear set) is located between the clutch of this transmission and the transmission mechanism.
A configuration is generally used in which a

However, with this configuration, there is a problem that, for example, the overhang of the engine toward the front of the vehicle becomes large and the weight distribution of the vehicle tends to be uneven.
As disclosed in Japanese Patent No. 289, a drive mechanism in which a final reduction gear is disposed directly below the engine is also used. However, in the case of this drive mechanism, the engine is mounted at a higher position, which causes problems such as the front bonnet position rising accordingly and worsening forward visibility, and the center of gravity of the engine rising, resulting in poor vehicle stability. There is a problem that the amount decreases.

Therefore, in order to solve the above-mentioned problem, the applicant proposed in Japanese Patent Application No. 62-313830, etc. that the lower part of the engine case (consisting of the engine oil pan, crankcase, etc.) We have proposed an automobile drive mechanism in which a final reduction gear case is integrally formed and a final reduction gear consisting of a differential gear set and a bevel gear set (or hypoid gear set) is disposed within the final reduction gear case.

(Problem to be Solved by the Invention) In such a drive mechanism, the axle shaft is disposed through the lower part of the engine case (oil pan, etc.), so the engine position relative to the vehicle body can be made considerably lower. However, since there is a problem of interference between the crankshaft and the axle shaft inside the engine case, the engine position can only be lowered to the extent that this problem does not occur, and in order to avoid this interference, the axle shaft There is a problem that the arrangement position of the axle shaft is restricted and it is difficult to freely lay out the axle shaft and the axle shaft. In addition, when installing an axle shaft that penetrates the engine case, it is necessary to seal this penetration part, which tends to complicate the structure. Also, the oil pan structure is special, and the conventional oil pan There is a problem that it becomes impossible to achieve commonality.

Furthermore, each shaft of the transmission, which is installed on the output shaft side of the longitudinally installed engine, is also arranged to extend from the front and rear of the vehicle body (vertical installation), so when the engine and transmission are combined, the There is a problem in that the total length in the direction becomes considerably long, and it may become difficult to secure a space for arranging the engine and transmission in the engine room of the vehicle body.

In view of the above-mentioned problems, the present invention can shorten the longitudinal dimension of the vehicle body when the transmission is connected to the longitudinally installed engine, and further reduces the distance from the output shaft of the transmission. It is an object of the present invention to provide a drive mechanism configured to increase the degree of freedom in the layout of axle shafts that transmit power to left and right wheels.

1. Configuration of the Invention (Means for Solving the Problems) As a means for achieving the above object, the drive mechanism of the present invention includes a drive mechanism that extends in the left-right direction of the vehicle body at right angles to the output shaft of the vertical engine. Engine power is transmitted to the transmission input shaft via orthogonal conversion power transmission means, and the engine power thus transmitted to the transmission input shaft is shifted by a transmission mechanism and transmitted to the transmission output shaft. It consists of
This transmission output shaft has a pair of output take-off parts that project from the transmission to the left and right, and the driving force for the left and right wheels is taken out from these left and right output take-off parts, respectively.

(Function) If the drive mechanism having the above configuration is used, the rotation direction of the power from the engine output shaft is changed to a right angle by the orthogonal conversion power transmission means, and the power is transmitted to the input shaft extending in the left-right direction.
Next, the speed is changed by the speed change mechanism and then transmitted to the output shaft. The power transmitted to the output shaft in this manner is divided and taken out from the output output portions protruding to the left and right of the output shaft, and is transmitted to the left and right wheels.

(Embodiments) Hereinafter, preferred embodiments of the present invention will be described based on the drawings.

FIG. 1 shows an automobile equipped with a drive mechanism according to the present invention, in which an engine 1 is vertically disposed in the front engine room of the automobile, with a crankshaft extending from the front to the rear of the vehicle. Further, the output shaft of this engine 1 is located at the front of the vehicle body, and the transmission 10 is located at the front end of the engine 1 on the output shaft side, and each shaft (input shaft, counter shaft, output shaft) that makes up the transmission mechanism are arranged so that they extend to the left and right of the vehicle body. The output shaft of the transmission 10 has output take-off parts on the left and right sides, and the engine power is divided into left and right parts and taken out from the output take-off parts, as will be described later. front wheel 5
・After being transmitted to the position corresponding to the center of 50 rotations, left and right. Ah, yu.

The power is transmitted to the left and right wheels via the shaft to drive these wheels.

This engine 1, transmission 10 and chain mechanism 40a
, 40b is taken out and shown in FIG. 2, and the transmission 10 is shown in FIG.
FIG. 3 is a cross-sectional view taken along line I. This will be explained below using both figures.

The output shaft of the engine 1 extends in the front and back of the vehicle body, and protrudes forward from the front end of the engine 1.

This output shaft is connected to the transmission 1 via the main clutch 11.
It is connected to the shaft 12a of the first bevel gear 12 in 0 so that it can be disconnected and disconnected. The first bevel gear 12 meshes with a second bevel gear 13 having a shaft extending in the left-right direction of the vehicle body, and these first and second bevel gears 12,13 allow the power of the engine to be directed at right angles to the direction of rotation. Orthogonal conversion power transmission means is configured to convert and transmit the power.

The transmission 10 includes first and second transmission input shafts 14a and 14b that extend in the left-right direction of the vehicle body and are spline-coupled and rotatably disposed coaxially, and below the transmission input shafts 14a and 14b. It has a hollow cylindrical transmission counter shaft 15 which is rotatably arranged parallel to these. Further, the second bevel gear 13 has a spline 13a.
is coupled to the first transmission input shaft 1.4a by
The rotational direction of the power output from the engine 1 is perpendicularly converted by the orthogonal conversion power transmission means 12, 13, and is transmitted to the transmission input shafts 14a, 14b.

The first transmission input shaft 14a includes a 3rd speed, a 4th speed and a 5th speed gear.
Drive gears 23a, 24a, and 25a for speeds are rotatably attached, respectively, and a synchromesh mechanism 28 for setting 3rd and 4th speeds is disposed between the drive gears 23a, 24a for 3rd and 4th speeds. A synchromesh mechanism 29 for setting the fifth speed is disposed on the right side of the speed drive gear 25a. These three drive gears 23a, 24a.

25a mesh with third to fifth speed driven gears 23b to 25b fixed to the transmission counter shaft 15, respectively.

First-speed and second-speed drive gears 21a and 22a are integrally formed on the second transmission input shaft 14b, and these drive gears 21a and 22a are each rotatably mounted on the transmission counter shaft 15. For 1st speed and 2nd speed
A synchromesh mechanism 27 for setting 1st and 2nd speeds is disposed between the 0-speed driven gears 21b and 22b that mesh with the speed driven gears 21b and 22b.

A transmission mechanism 20 is constituted by the above-mentioned gears and synchromesh mechanism, and this transmission mechanism 20 includes the right and left housing members 19a, 19 together with the orthogonal conversion power transmission means.
c and a central plate member 19b. Then, by operating the shift lever on the driver's seat, the synchromesh mechanisms 26, 27, and 28 are appropriately differentially shifted to set a predetermined gear, and the engine is transmitted to the transmission input shafts 14a and 14b. The power is transmitted to the transmission counter shaft 15 after being shifted based on this gear position.

In addition, a reverse drive gear 26a is also integrally formed with the second transmission input shaft 14b, and 1-2
It faces the reverse driven gear 26b formed on the sleeve of the speed setting synchronized mesh mechanism 27 without directly meshing with it. Further, a reverse idler shaft 17 (see FIG. 2) extending from left to right of the vehicle body is supported by one transmission case. The reverse idler gear axially slidably and rotatably attached to the reverse idler shaft 17 can mesh with the reverse drive gear 26a and the driven gear 26b at the same time by sliding in the axial direction. settings are possible.

A planetary type differential flI30 coaxial with the transmission counter shaft 15 is disposed on the right side of the transmission mechanism 20 having the above configuration. The differential mechanism 30 includes an internal ring gear 31 connected to a transmission counter shaft 15, and a planetary carrier 3 that rotatably supports a plurality of planetary gears 32 disposed in mesh with the ring gear 31.
3, and a sun gear 34 that meshes with the planetary gear 32.
It consists of an internal ring gear 31. The planetary carrier 33 and the sun gear 34 are both rotatable about a shaft coaxial with the transmission counter shaft 15.

The sun gear 34 is formed integrally with the first protruding shaft 16a, which is rotatably disposed to penetrate through the hollow transmission counter shaft 15. Planetary carrier 33 is
On the right side of the differential mechanism 3o, it is integrally coupled to a second output shaft 16b that is relatively rotatably disposed on the first output shaft 16a.

The first output shaft 16a protrudes to the left side of the transmission 1o,
A left drive sprocket 41b is fixed to this protrusion (front output extraction part). The second output shaft 16b protrudes to the right side of the transmission 1o, and a right drive sprocket 41a is fixed to this protrusion (fabric force extraction part). Both drive sprockets 41a and 41b are respectively connected to left and right driven sprockets 43a and 43b arranged on the left and right sides of the engine 1 via chains 42a and 42b, and these are covered by left and right cases 44a and 44b, respectively. In this way, left and right chain power transmission mechanisms 40a and 40b are configured. Both driven sprockets 43a, 43b are connected to left and right wheels 5.5 via drive shafts 48a, 48b, respectively.

In this structure, the steering gear box 50 is disposed on the side of the chain power transmission mechanism 40a to avoid interference therewith.

In the drive mechanism with the above configuration, when the main clutch 11 is connected, the rotational direction of the power output from the engine 1 is converted at right angles by a pair of bevel gears 12 and 13 that constitute orthogonal conversion power transmission means. transmission input shaft 14a
, 14b, and then shifted by the transmission mechanism 20 and transmitted to the transmission counter shaft 15. The engine power transmitted to the transmission counter shaft 15 is transferred to the differential mechanism 30
are divided into first and second output shafts 16a, 16b.
Furthermore, the left and right chain power transmission mechanisms 40a, 40b and axle shafts 48a, 48
b to the left and right wheels 5.5.
．． 5 is driven.

In the case of the drive mechanism with the above configuration, the transmission 1o is arranged with its rotating shaft extending to the left and right of the vehicle body, so the dimension in the longitudinal direction of the vehicle body is small, and therefore the output axis of the engine 1, which is vertically arranged, is small. With the transmission 1o connected and arranged at the end, the overall length of these vehicle bodies in the longitudinal direction becomes shorter. This not only makes it easier to arrange the engine and transmission inside the vehicle body, but also reduces the amount of overhang of these toward the front of the vehicle body.

Furthermore, in the case of the above configuration, the chain power transmission mechanism 4
0a, 40b are arranged on the left and right sides of the engine 1, and these are connected to the left and right wheels 5.5 via separate left and right axle shafts 48a, 48b, so that the There is no need to provide a differential mechanism or an axle shaft. Therefore, it is easy to lower the vertical position of the engine 1 relative to the vehicle body, and there is no need to use a special engine oil pan. Axle shirt for engine 1) 48a, 48
There are few restrictions on the mounting position of b, and there is a large degree of freedom in the layout.

Note that in the above example, the first and second output shafts 16
Although power is transmitted from a and 16b to the axle shafts 48a and 48b using a chain mechanism, the power may be transmitted by a belt or a gear train instead of this chain mechanism.

As described in detail, according to the present invention, the rotation direction of the power from the vertical engine output shaft is changed to a right angle by the orthogonal conversion power transmission means, and the input shaft extends in the left-right direction of the vehicle body. After being changed by this transmission mechanism, the power is transmitted to the output shaft, where it is divided and taken out from the output output portions that protrude to the left and right of this output shaft, and is transmitted to the left and right wheels. Therefore, the dimension of the transmission in the longitudinal direction of the vehicle body is short, and the overall length in the longitudinal direction when the transmission is connected to the engine can be shortened. For this reason,
The engine and transmission can be easily arranged in the engine room of the vehicle, and the overhang of these toward the front of the vehicle can be reduced. Furthermore, in order to extract the transmission output from the output output parts protruding from the left and right, these outputs are transmitted to desired positions along both sides of the engine using chains, belts, gear trains, etc., and the left and right wheels are driven by separate left and right axles. It can be configured to transmit driving force to. Therefore, there is no need to dispose an axle shaft at the bottom of the vertical engine, making it easier to dispose the engine at a lower position with respect to the vehicle body, and increasing the degree of freedom in the layout of the axle shaft.

[Brief explanation of the drawing]

Fig. 1 is a side view showing an automobile equipped with a drive mechanism according to the present invention, Fig. 2 is a side view partially showing the above drive mechanism in cross section, and Fig. 3 is a side view showing the above drive mechanism along arrows ■-■. FIG. 1... Engine 10... Transmission 12.13
...Bevel gear 14a, 1411. ...Input shaft 15.
...Counter shaft 16a, 16b...Output shaft 20.
...Transmission mechanism 30...Differential mechanism 40a, 40b
... Chain power transmission mechanism 50 ... Steering gear box

Claims (1)

[Scope of Claims] 1) Consists of a vertical engine with a crankshaft extending from the front and rear of the vehicle body, and a transmission disposed on the output shaft side of the engine to change the engine output, and this transmission has the following features: a transmission input shaft extending in the left-right direction of the vehicle body at right angles to the output shaft of the engine; orthogonal conversion power transmission means for connecting the transmission input shaft and the engine output shaft; and the transmission input shaft. The transmission output shaft is comprised of a transmission mechanism that changes the speed of the power from the engine transmitted to the engine, and a transmission output shaft that outputs the power from the engine that has been changed in speed by the transmission mechanism. A drive mechanism for an automobile, characterized in that the transmission has a pair of output take-off parts projecting to the left and right, and the driving force for the left and right wheels is taken out from these left and right output take-off parts, respectively. ,