JPH0460852B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a power distribution device for a vehicle, and particularly to a power distribution device for a vehicle equipped with a differential limiting device that generates a differential limiting torque when differential is applied between front and rear wheels. Relating to a dispensing device.

[Conventional technology]

As a power distribution device, the power transmission device of a transverse engine type two-wheel drive vehicle can be configured as a power transmission device of a four-wheel drive vehicle with slight changes.It distributes the power input from the converter to the front and rear wheels. A first differential device that is arranged coaxially with the differential device on one side of the first differential device and outputs power to the front and rear wheels from one side gear side of the differential device. a second differential device that outputs to one side of the first differential device, and a power input from the other side gear side of the differential device that is arranged coaxially with the first differential device on the other side of the first differential device. A type equipped with a direction conversion gear that outputs the signal to the other side of the front and rear wheels is known.

In addition, in this type of power distribution device, the present applicant compactly assembled a differential limiting device that generates a differential limiting torque between both output sides of the first differential device, and Patent application filed in 1984 for a power distribution device that improves the running performance of a vehicle by increasing the torque on the low speed side and decreasing the torque on the high speed side when rotation occurs.
The application was filed under No. 92666 (Japanese Patent Application Laid-Open No. 60-236839).

[Problem that the invention seeks to solve]

By the way, in the above-mentioned power distribution device,
Because the differential limiting device is in a state where it can operate at all times, vehicles equipped with such a power distribution device use a two-wheel chassis stand to measure emissions, fuel consumption, and measure meter reading accuracy at a predetermined speed during vehicle inspections. The following problems occur when the vehicle is towed to a repair shop due to engine or other malfunctions.

In other words, the former measurements, checks, etc. are carried out by placing one of the front and rear wheels on a two-wheeled chassis and fixing one of them to prevent the vehicle from moving. In this state, there is a large rotational difference between the front and rear wheels. occurs, leaving the first differential in a high differential state for a long period of time. For this reason, in a differential limiting device, a large relative rotation occurs between the two rotating members that make up the device for a long period of time, and large wear occurs between the friction plates that generate the differential limiting torque. Furthermore, if the device is of a type that seals a viscous fluid, the fluid may rise to a high temperature and its viscosity decreases, causing it to leak from the device. In addition, when towing the latter vehicle, the front or rear wheels are lifted and fixed or suspended on the chassis, but when one wheel is fixed on the chassis, the same problem as mentioned above occurs, and one When suspending a wheel, there is a problem that the wheel rotates in a suspended state.

The object of the present invention is to eliminate these problems in the power distribution device of the type described above.

[Means for solving problems]

In the power distribution device of the above-described type, the present invention is characterized in that a connecting shaft that connects the other side gear of the first differential device and the mount case so as to transmit torque is divided into a shaft on the side gear side and a shaft on the mount case side. At the same time, a coupling sleeve is assembled to be slidable only in the axial direction on these two split shafts, and the coupling between the two split shafts is disconnected by the action of the coupling sleeve, and when the two split shafts are disconnected, the side gear side This is characterized in that the shaft and the differential case of the first differential device are coupled.

[Action/effect of the invention]

According to this configuration, the connection between the other side gear of the first differential device and the mount case supporting the direction conversion gear is interrupted by the action of the connection sleeve;
Further, the side gear and the differential case of the first differential device can be coupled with each other in a state where the coupling is interrupted. Therefore, the power input from the transmission is output from one side gear of the first differential device to only one side of the front and rear wheels via the second differential device. In this state, the other side of the front and rear wheels does not rotate, and the differential limiting device does not operate. Therefore, the above-mentioned emissions measurements, fuel consumption measurements, meter reading accuracy checks, vehicle towing, etc. This eliminates the various problems described above that occur in the differential limiting device when the front and rear wheels rotate together.

〔Example〕

Hereinafter, the present invention will be explained based on the drawings. FIGS. 1 and 2 show a power distribution device according to an embodiment of the present invention. As shown in FIG. 1, the power distribution device constitutes a part of a transverse front engine type power transmission device.

In this power transmission device, a transmission 12 is assembled to one side of an engine (not shown) via a crank device 11, and the transmission 12 includes an input shaft 12a coaxial with the crankshaft, and an input shaft 12a coaxial with the crankshaft. It has a parallel output shaft 12b. In this embodiment, a transfer, which is a power distribution device according to the present invention, is housed in a transmission case 12c and an additional housing 13 that house a transmission gear train of the transmission 12. The transfer includes a so-called center differential 20a which is a first differential device, a front differential 20b which is a second differential device, and a direction changing mechanism 30.
a. It is equipped with a viscose coupling 30b which is a differential limiting device.

The center differential 20a is a bevel gear type differential device that distributes input power and outputs it to the front and rear wheels.
It integrally supports a ring gear 14 that constantly meshes with an output gear 12d provided on the output shaft 12b side. This center differential 20a is connected to the differential case 2 as shown in FIG.
1 (hereinafter referred to as a differential case), and is rotatably supported by a transmission case 12c, in which a plurality of pinion gears 22a, 22b, a pair of left and right side gears 23, 24, and a front differential 20b are housed. ing. Each pinion gear 22a, 22b is rotatably supported via each pinion shaft, and each side gear 23, 2 is connected to both pinion gears 22a, 22b.
4 are engaged. The right side gear 23 is a main component of the present invention, and is integrally provided with a hollow first split shaft 25 that forms a first connection shaft. The first divided shaft 25 is the differential case 21
It rotatably penetrates through and faces the inside of the additional housing 13. In the front differential 20b, the differential case is configured integrally with the left side gear 24 of the center differential 20a, and a plurality of pinion gears 26a, 26b are rotatable within the differential case 24 via the pinion shaft. These pinion gears 26a, 26b are supported by left and right side gears 27,
28 are engaged. One end of the differential case 24, which is integrated with the left side gear, faces the center of the center differential 20a, and is located coaxially with and opposite to the right side gear 23 and the first split shaft 25, which is integrated therewith. This differential case 24
An inner spline 24a is provided at one end, and a hollow connecting shaft 29 is connected to the outer spline 29a. This hollow shaft 2
9 rotatably passes through the first split shaft 25 and faces the inside of the additional housing 13 . In such a front differential 20b,
A short left side gear shaft 15a liquid-tightly and rotatably penetrates the transmission case 12c.
is spline-coupled to the left side gear 28, and a long right side gear shaft 15b that passes through the additional housing 13 in a liquid-tight and rotatable manner and passes through the second connection shaft 29 is connected to the right side gear 2.
It is spline connected to 7. These side gear shafts 15a, 15b are respectively connected to respective drive shafts for front wheels.

The direction changing mechanism 30a transmits the output from the center differential 20a to the rear wheels, and includes a mount case 31, a ring gear 32, and a drive pinion 33. The mount case 31 is formed into a stepped cylindrical shape with a large diameter portion 31 a at the center, and small diameter portions 31 on both sides.
b, 31c is rotatably supported by the additional housing 13 on the outer periphery of the right side gear shaft 15.
b, first and second split shafts 25, which will be described later;
31b, and is located coaxially with the center differential 20a on the right side thereof. Mount case 3
1, the left side small diameter portion 31b is a hollow second
It is composed of a split shaft. This second split shaft 31b connects the right side gear 23 of the center differential 20a and the mount case 31 together with the first split shaft 25.
An outer spline 31d is provided at its left end. The ring gear 32 is attached to the mount case 3
It is assembled to the outward flange portion 31e of No. 1.
The drive pinion 33 is rotatably supported within the additional housing 13, extends rearward, and projects from the housing 13 in a fluid-tight and rotatable manner.
The drive pinion 33 meshes with the ring gear 32 and is connected to a rear wheel drive shaft via a known propeller shaft, rear differential, etc. (not shown).

The viscose coupling 30b uses the viscous resistance of silicone oil to generate differential limiting torque, and is attached to the large diameter portion 31a of the mount case 31.
is housed within. The coupling ring 30b includes an inner sleeve 34 and a stepped cylindrical outer case 35.
and two types of numerous friction plates 3
6,37. Inner sleeve 3
4 is provided with an internal spline 34a at its center and splined to an external spline 29b provided at the right end of the hollow shaft 29. The outer case 35 has an outer spline 35 in its small diameter portion 35a.
b, is fluid-tightly and rotatably assembled on the inner sleeve 34, and its small diameter portion 35a is located coaxially and close to the first split shaft 25 on the connecting shaft 20. . A chamber formed by the inner sleeve 34 and the large diameter portion 35c of the outer case 35 accommodates both friction plates 36, 37 and a predetermined amount of silicone oil. The first friction plate 36 is attached to the inner sleeve 34 side so as to be able to rotate together therewith, and the second friction plate 37 is attached to the outer case 35 side so as to be able to rotate together therewith. 36 and 37 are alternately located opposite each other. In this embodiment, the first divided shaft 25 and the outer case 3
A coupling sleeve 38 is provided on the small-diameter portion 35a of No. 5. This coupling sleeve 38 is formed into a stepped cylindrical shape consisting of a large diameter part 38a and a small diameter part 38b, and the large diameter part 38a has an inner spline 38 that engages and disengages from the outer spline 31d of the second divided shaft 31b.
It is equipped with c. Further, the small diameter portion 38b of the coupling sleeve 38 has an inner spline 38d that constantly engages with the outer spline 25a of the first split shaft 25 and engages and disengages with the outer spline 35b of the small diameter portion 35a of the outer case 35, and a center differential. It is provided with a plurality of teeth 38e that engage and disengage from a plurality of teeth 21a provided on the right side of the differential case 21 of the dial 20a. In such a connection structure, the connection sleeve 3
8, the right side gear 23 of the center differential 20a, the differential case 21,
The connection between the three parts of the mount case 31 is selectively interrupted. For example, when the coupling sleeve 38 is located on the right side in the figure (see the upper side of FIG. 2), the right side gear 23 and the mount case 31 are coupled, and the coupling between the side gear 23 and the differential case 21 is cut off. In addition, when the coupling sleeve 38 is located on the left side in the figure (see the lower side of FIG. 2), the right side gear 23 and the mount case 31
The connection between both is cut off, and the side gear 23 and the differential case 21 are connected. In this connection structure, the inner sleeve 34 connects to the center differential 20 via the connection shaft 29.
It is connected to the left side gear 24 of a.

In this embodiment configured in this way, power from the engine is transmitted to the input shaft 12a of the transmission 12 via the crunch device 11.
When the signal is input, the speed is changed by the transmission gear and transmitted to the output shaft 12b. This power is transmitted to the center differential 20a via the output gear 12d and the ring gear 14, and distributed to both side gears 23, 24. The power distributed to the left side gear 24 is transmitted to the front differential 20b, distributed to both side gears 27 and 28, and transmitted to both front drive shafts. In addition, the right side gear 23
The power is transmitted to the ring gear 32 via the first split shaft 25, coupling sleeve 38, second split shaft 31b and mount case 31, and is further transmitted from the ring gear 32 to the rear via a drive pinion 33 and a propeller shaft (not shown). transmitted to the differential. When transmitting such power, if the rotational speeds of both side gears 23 and 24 of the center differential 20a are different, the inner sleeve 34 of the viscose coupling 30b and the outer case 35
A relative rotation occurs between the two, and a differential limiting torque is generated depending on the degree of this relative rotation. As a result, the drive torque on the low-speed side of the front and rear wheels increases while the drive torque on the high-speed side decreases. Since the driving torque of the other side increases, the running performance of the vehicle improves.

Further, in this embodiment, the viscose coupling 30b is connected to the center differential 20.
It is interposed between both side gears 23 and 24 of a,
Since differential limiting torque is directly generated when relative rotation occurs between both side gears 23 and 24, all of the generated torque contributes to differential limiting torque between the front and rear wheels. Therefore, viscose cut spring 30
b does not require a large size, and is extremely advantageous in terms of assembly space, weight, and cost.

By the way, in this embodiment, the connection between the right side gear 23 of the center differential 20a and the mount case 31 can be disconnected by sliding the connection sleeve 38. Power transmission to the wheels is cut off, leaving the rear wheels free. In this state, the right side gear 23 and the differential case 21 are connected, and the center differential 20a
The differential is regulated, and the differential 20a
The power input to the differential 20a is transmitted to the front wheels without being affected by the differential, and the front wheels are driven according to the power input to the differential 20a.
Therefore, if the power transmission to the rear wheels is cut off by sliding the coupling sleeve 38 when measuring vehicle emissions, measuring fuel consumption, checking meter reading accuracy, or towing the vehicle, the viscose coupling 30b By stopping the operation of the friction plates 36 and 37, it is possible to prevent large wear between the friction plates 36 and 37, and also to prevent the viscous fluid in the coupling 30b from rising in temperature, thereby preventing its leakage. Furthermore, even if the vehicle is suspended on one side when being towed, there is no problem in which the same wheel rotates when being towed.

In addition, in the present invention, the differential limiting device is not limited to the viscose coupling 30b, but any suitable device that includes two rotating members that can rotate relative to each other and generates a differential limiting torque when these members rotate relative to each other is adopted. be able to.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram of a power transmission device equipped with a power distribution device according to an embodiment of the present invention, and FIG. 2 is an enlarged sectional view of the same power distribution device. Explanation of symbols, 12... Transmission, 2
0a...Center day differential, 20b...
...Front differential, 21...Differential case, 23, 24...Side gear, 25...1st
Split shaft, 29...Hollow shaft, 30a...
... Direction conversion mechanism, 31 ... Mount case, 31
b...Second split shaft, 32...Ring gear,
30b... Viscose cut spring, 34... Inner sleeve, 35... Outer case, 36,3
7...Friction plate.

Claims (1)

[Claims] 1. A first differential device that distributes the power input from the transmission and outputs it to the front wheels and the rear wheels, and a first differential device that is arranged coaxially with the differential device on one side of this first actuating device. a second differential device that outputs power input from one side gear side of the differential device to one side of the front and rear wheels; and a second differential device that is coaxial with the differential device on the other side of the first differential device. A direction conversion gear that outputs the power input from the other side gear side of the differential to the other side of the front and rear wheels, and a hollow mount case that supports this direction conversion gear.
A power distribution device for a vehicle comprising a differential limiting device arranged coaxially with a differential device and generating a differential limiting torque when differential is applied between both output sides of the differential device, wherein the first differential device A connecting shaft that connects the other side gear of the moving device and the mount case so as to transmit torque is divided into a shaft on the side gear side and a shaft on the mount case side, and a coupling sleeve is slid only in the axial direction on these two divided shafts. The connecting sleeve connects and disconnects the two divided shafts, and when the two divided shafts are disconnected, the side gear side shaft and the differential case of the first differential are connected. A vehicle power distribution device characterized in that: