JP2921278B2 - Hydraulic circuit structure of left and right torque distribution device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a left-right torque distribution device for a vehicle suitable for use in torque distribution to left and right wheels in a four-wheel drive type automobile or the like, and particularly to a hydraulic circuit structure thereof.

[0002]

2. Description of the Related Art In recent years, four-wheel drive type automobiles have been actively developed. However, there have been various developments of full-time four-wheel drive type automobiles capable of positively adjusting the torque distribution between front and rear wheels. Is being done.

On the other hand, in a motor vehicle, if a torque distribution mechanism transmitted to the left and right wheels is broadly considered, a conventional normal differential device or an LSD (Limited Slip Differential) including an electronic control type can be considered. It is not intended to adjust the torque, and it is not possible to freely distribute the torque of the left and right wheels.

[0004]

It is desirable that the torque distribution mechanism be capable of freely distributing torque without causing a large torque loss or energy loss. For example, according to the following mechanism, Thus, the torque distribution to the left and right wheels can be freely adjusted while reducing the energy loss.

FIG. 13 is a schematic diagram showing the principle of a left and right torque distribution device for a vehicle proposed from such a viewpoint. As shown in FIG. 13, an input shaft 1 to which a rotational torque (hereinafter, referred to as a driving force or a torque) is inputted, and first and second output shafts 2 to which a torque inputted from the input shaft 1 is outputted.
A left / right torque distribution device for a vehicle is interposed between the first output shaft 2, the second output shaft 3, and the input shaft 1.

The left and right torque distribution device for a vehicle has the following configuration and allows the differential between the first output shaft 2 and the second output shaft 3 while allowing the first output shaft 2 to be connected to the first output shaft 2. Second
The torque transmitted to the output shaft 3 can be distributed to a required ratio.

That is, a transmission mechanism A and a multi-plate clutch mechanism B are interposed between the first output shaft 2 and the input shaft 1 and between the second output shaft 3 and the input shaft 1, respectively. In addition, the rotation speed of the first output shaft 2 or the second output shaft 3 is increased by the transmission mechanism A and transmitted to the sheath shaft (hollow shaft) 7 as a driving force transmission auxiliary member.

The multi-plate clutch mechanism B is interposed between the sheath shaft 7 and a differential case (hereinafter referred to as a differential case) 13 on the input shaft 1 side. The driving force is returned from the sheath shaft 7 on the high-speed side to the differential case 13 on the low-speed side. This is because, as a general characteristic of the clutch plates disposed opposite to each other, the torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multiple disc clutch mechanism B between the second output shaft 3 and the input shaft 1 is engaged, part of the driving force distributed to the second output shaft 3 The driving force returned to the shaft 1 and distributed to the second output shaft 3 decreases, and the driving force distributed to the first output shaft 2 increases accordingly.

The above-mentioned transmission mechanism A is constituted by a so-called double planetary gear mechanism in which two planetary gear mechanisms are connected in series. The transmission mechanism A provided on the second output shaft 3 will be described as an example. It looks like this:

That is, a first sun gear 4A is fixed to the second output shaft 3, and the first sun gear 4A
Is screwed around its outer periphery to a first planetary gear (planetary pinion) 5A. Further, the first planetary gear 5A is integrally fixed to the second planetary gear 5B, and both are pivotally supported by a carrier 6 fixed to a casing (fixed portion) through a pinion shaft 6A. As a result, the first planetary gear 5A and the second planetary gear 5B perform the same rotation about the pinion shaft 6A.

Further, the second planetary gear 5B is screwed to a second sun gear 4B pivotally supported by the second output shaft 3, and the second sun gear 4B is connected to the multi-plate via a sheath shaft 7. It is connected to the clutch plate 8A of the clutch mechanism B. The other clutch plate 8B of the multi-plate clutch mechanism B is connected to a differential case 13 driven by the input shaft 1.

In the structure of FIG. 13, since the first sun gear 4A is formed with a larger diameter than the second sun gear 4B, the rotation speed of the second sun gear 4B is higher than that of the first sun gear 4A. The transmission mechanism A functions as a speed increasing mechanism. Accordingly, when the rotation speed of the clutch plate 8A is higher than that of the clutch plate 8B and the multi-plate clutch mechanism B is engaged, an amount of torque corresponding to the engaged state is input from the second output shaft 3 side. It is returned to the shaft 1 side.

On the other hand, the transmission mechanism A and the multi-plate clutch mechanism B provided in the first output shaft 2 are also configured in the same manner, and it is desired to distribute the drive torque from the input shaft 1 to the first output shaft 2 more. In this case, the multiple disc clutch mechanism B on the second output shaft 3 side is appropriately engaged in accordance with the degree of distribution (distribution ratio), and if it is desired to distribute more to the second output shaft 3, The multiple disc clutch mechanism B on the first output shaft 2 side is appropriately engaged according to the distribution ratio.

When the multi-plate clutch mechanism B is of a hydraulic drive type, the engagement state of the multi-plate clutch mechanism B can be controlled by adjusting the magnitude of the hydraulic pressure, and the first output shaft 2 or the second output shaft 2 can be controlled. Of the driving force from the output shaft 3 to the input shaft 1 (that is, the ratio of driving force distribution to the left and right) can be adjusted.

According to such an apparatus, torque distribution is not adjusted by using energy loss of a brake or the like.
Since the torque distribution is adjusted by transferring the required amount of one torque to the other, a desired torque distribution can be obtained with almost no torque loss or energy loss.

[0017] Incidentally, although here the multi-plate clutch mechanism B is controlled degree of coupling by the hydraulic, it is considered that shown in FIG. 22 as the most simple structure of the hydraulic circuit.

The hydraulic circuit shown in FIG. 22 includes a hydraulic pressure source 90 for supplying hydraulic oil and a proportional valve for controlling the hydraulic pressure to a right multi-plate clutch BR (hereinafter, the right side is referred to as BR when distinguishing left and right). 91R and the left multi-plate clutch BL (hereinafter, referred to as a multi-plate clutch BL).
The left and right sides are distinguished by a proportional valve 91L for controlling the hydraulic pressure to the left side (referred to as BL) and a controller 92 for controlling these units.
By controlling 1R and 91L, the torque distribution of the left and right wheels can be adjusted.

However, in the hydraulic circuit of the type shown in FIG. 22 , when the control system malfunctions and when the valve sticks, both the left and right clutches may be simultaneously engaged or engaged to form an interlock state. There is also a possibility of inviting. Further, one of the clutches remains in the engaged state, which may impair running stability.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and prevents torque transmission mechanisms such as both left and right clutches from being simultaneously engaged or coupled together, and of the left and right torque transmission mechanisms when a hydraulic circuit fails. The present invention has an object to provide a hydraulic circuit structure of a left-right torque distribution device for a vehicle, in which one of them does not remain engaged.

[0021]

Therefore, a hydraulic circuit structure of a left and right torque distribution device for a vehicle according to the present invention (Claim 1)
In the right and left torque distribution apparatus for a vehicle provided with a variable controllable torque transmission control Organization torque <br/> according to a pair of axles which rotates integrally with the left and right wheels, the torque transmission control mechanism, the first hydraulic Torque transmission mechanism and second hydraulic torquer
And click the transmission mechanism, these hydraulic torque transmission mechanism of the vehicle
Drive control according to at least one of the driving state and the driving state
Control means and an intervening member between the pair of left and right axles.
When the first hydraulic torque transmission mechanism is driven,
The torque applied to the right wheel axle is transferred to the left wheel axle.
To increase the torque applied to the left axle.
Both reduce the torque applied to the axle on the right wheel side.
And a pair of left and right vehicles described above.
The second hydraulic torque transmission mechanism is interposed between the shafts.
When moved, the torque applied to the axle on the left wheel side
Torque to the right axle
And increase the torque applied to the left axle.
A second transmission mechanism configured to decrease the pressure , wherein the driving unit outputs a hydraulic pressure from a hydraulic source at a required pressure, and a hydraulic transmission unit for each of the hydraulic torque transmission mechanisms. having a hydraulic input annexed, and the hydraulic pressure adjuster from interposed in an oil passage leading to the respective hydraulic input of the the switching valve
A hydraulic circuit is provided, and the switching valve is provided in one of an opening mode in which a required oil pressure from the oil pressure adjusting section is supplied to one of the oil pressure input sections and an opening mode in which the oil pressure is supplied to the other of the oil pressure input sections. A three-mode switching valve that takes one of three modes, a closed mode that does not supply the hydraulic pressure to the hydraulic pressure input section, and the switching valve takes the closed mode when the switching valve is in a neutral state without applying a driving force to the switching valve. Is set as follows.

Further, the hydraulic circuit structure of the left and right torque distribution device for a vehicle according to the present invention is characterized in that the driving force from the engine is provided.
And the drive input to the input element
A pair of left and right output elements that output force to each of the left and right wheels, and
Between the input element and the above-mentioned pair of left and right output elements
The driving force from the input element is provided to the left and right
Allocated to each output element and between the above left and right output elements
Differential mechanism allowing the differential of the above, the input element and the above
Interposed between two of the left and right output elements
Right and left torque for vehicles with improved torque transmission control mechanism
In the distribution device, the torque transmission control mechanism may include a first
Hydraulic torque transmission mechanism and second hydraulic torque transmission mechanism
And these hydraulic torque transmission mechanisms
Drive that performs drive control in accordance with at least one of the operating conditions
Means, and the three elements of the input element and the left and right output elements
Interposed between any two of the elements,
When these hydraulic torque transmission mechanisms are driven, these two
The torque acting on one of the elements is
Move to the other element of the
Torque on the axle on the right wheel side
First speed change mechanism configured to reduce torque
And the three elements of the input element and the left and right output elements
Interposed between the above two elements or the other two elements
And the second hydraulic torque transmission mechanism is driven.
The torque on one of these two elements is
Move to the other of the two elements and move to the right wheel side
Torque on the axle of the
The second is configured to reduce the torque on the axle
And the above-mentioned driving means is provided from a hydraulic pressure source.
A hydraulic adjustment unit that outputs the hydraulic pressure at the required pressure
A hydraulic input section attached to the hydraulic torque transmission mechanism;
The oil passage from the oil pressure adjustment section to each of the above oil pressure input sections
A hydraulic circuit having a switched valve,
However, the required hydraulic pressure from the hydraulic pressure
Opening mode to supply to one of the power units and the above hydraulic input units
Mode and supply to any other hydraulic input
Take one of three modes: closed mode with no supply
A three-mode switching valve, and the switching valve is:
When the switching valve is in neutral without applying driving force,
It is characterized by being set to take .

The first speed change mechanism and the second speed change mechanism
The transmission mechanism may be formed integrally (claim 3), or a hydraulic multi-plate clutch may be used as the hydraulic torque transmission mechanism (claim 4) .

[0024]

In the above-described hydraulic circuit structure of the left and right torque distribution device for a vehicle according to the present invention , the first transmission is controlled by the torque transmission control mechanism in the left and right torque distribution device for the vehicle.
Through the structure and the first hydraulic torque transmission mechanism, the right wheel side
The torque applied to the axle moves to the left axle,
By increasing the torque and decreasing the torque on the right wheel side, the second
Through the speed change mechanism and the second hydraulic torque transmission mechanism, the left
The torque applied to the wheel axle moves to the right wheel axle and
Increase the torque on the wheel side and decrease the torque on the left wheel side.
Thus, the torque distribution state of the left and right wheels is adjusted.

[0025] When the adjustment, in each hydraulic torque transmission mechanism of the hydraulic output is adjusted to a suitable pressure in the hydraulic adjusting unit is guided to the switching valve. This switching valve has two
Opening mode that has a system output path, is connected to a hydraulic input unit attached to each of the left and right hydraulic torque transmission mechanisms, and supplies the required hydraulic pressure from the hydraulic adjustment unit to one of the hydraulic input units. And a three-mode switching valve that takes one of two modes: an open mode for supplying the other of the above hydraulic pressure input units to the other and a closed mode for not supplying the hydraulic pressure to any of the hydraulic input units. Simultaneous supply of hydraulic pressure to the hydraulic input is avoided.

Further, since the three-mode switching valve is in the closed mode when the switching valve is in a neutral state in which no driving force is applied to the switching valve,
When no driving force is applied, both the left and right hydraulic input units are not supplied with hydraulic pressure . In the above-described hydraulic circuit structure of the left and right torque distribution device for a vehicle according to the present invention (claim 2), in the torque distribution device for a vehicle, an input element is provided.
The driving force from the engine that has been
It is distributed to a pair of output elements and output to the left and right wheels.
You. At this time, in the torque transmission control mechanism, the first transmission
The input element through the mechanism and the first hydraulic torque transmission mechanism
And any two of the left and right output elements
The torque applied to one element between the elements
Move to increase left wheel torque and decrease right wheel torque
A second transmission mechanism and a second hydraulic torque transmitter
Through the structure, the three elements of the input element and the left and right output elements
One element between any two elements
The torque moves to the other element, increasing the torque on the right wheel side.
And reduce the torque on the left wheel side. This allows the left and right wheels
Torque allocation condition is adjusted.

[0027] When the adjustment, in each hydraulic torque transmission mechanism of the hydraulic output is adjusted to a suitable pressure in the hydraulic adjusting unit is guided to the switching valve. This switching valve has two
Opening mode that has a system output path, is connected to a hydraulic input unit attached to each of the left and right hydraulic torque transmission mechanisms, and supplies the required hydraulic pressure from the hydraulic adjustment unit to one of the hydraulic input units. And a three-mode switching valve that takes one of two modes: an open mode for supplying the other of the above hydraulic pressure input units to the other and a closed mode for not supplying the hydraulic pressure to any of the hydraulic input units. Simultaneous supply of hydraulic pressure to the hydraulic input is avoided.

Further, since the three-mode switching valve takes the closed mode when the switching valve is in a neutral state in which no driving force is applied to the switching valve,
When no driving force is applied, both the left and right hydraulic input units are not supplied with hydraulic pressure .

[0029]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic circuit diagram of a hydraulic circuit structure of a left and right torque distribution device for a vehicle according to an embodiment of the present invention; FIG. FIG. 3 is a diagram showing a configuration of a main part of the left and right torque distribution device (a sectional view taken along the line AA in FIG. 11). FIG. 4 is a view showing a configuration of a main part thereof (a cross-sectional view taken along the line CC in FIG. 11), and FIG.
Is a front view of the main part of the shaft coupling mechanism of the left and right torque distribution device,
FIG. 6 is an exploded perspective view showing a main part structure of the shaft connecting mechanism, FIGS. 7 to 10 are schematic front views showing an assembling process of the shaft connecting mechanism, and FIG. 11 is a main part of the left and right torque distribution device. FIG. 12 is a schematic circuit diagram showing a configuration of a modified example of the hydraulic circuit structure, and FIG. 13 is a schematic diagram showing the main configuration of the left and right torque distribution device. 14 to 21 are configuration diagrams schematically showing other configuration examples of the left and right torque distribution device. In the following description, the driving force is referred to as torque.
(Rotation torque) is used synonymously. For example, drive power distribution
The device means a torque distribution device, and a driving force transmission control mechanism
Means a torque transmission control mechanism. Also, hydraulic multi-plate
The clutch mechanism means a hydraulic torque transmission mechanism.
The output shaft 2 and the second output shaft 3 correspond to output elements,
The rotating shaft 2 and the right wheel rotating shaft 3 correspond to an axle, and the input shaft 1 is
Equivalent to force element. In addition, a hydraulic multi-plate clutch mechanism
(Hydraulic torque transmission mechanism)
The driving force (torque) to the left wheel side
Increase the torque and decrease the torque on the right wheel side.
The first hydraulic torque transmission mechanism and the first transmission mechanism respectively
And move the driving force (torque) from the left wheel side to the right wheel side.
To increase the torque on the right wheel side and decrease the torque on the left wheel side.
Are the second hydraulic torque transmission mechanism and the second hydraulic torque transmission mechanism, respectively.
Transmission mechanism.

The left-right driving force distribution device for a vehicle according to the present embodiment performs the left-right driving force of the rear wheels of an automobile.
In this case, a driving force output to the rear wheels through a center differential (not shown) is received by the input shaft 1 via a propeller shaft (not shown), and is provided on the rear wheels of the four-wheel drive vehicle. Power can be distributed to left and right.

In other words, this device has the structure shown in FIGS.
As shown in FIG. 3, the input shaft 1 to which the rotational driving force distributed to the rear wheel side of the engine output of the automobile is input, and the first and second outputs to output the driving force input from the input shaft 1 The first output shaft 2 is connected at its left end to a drive system of a left wheel, and the second output shaft 3 is connected at its right end to a drive system of a right wheel. ing.

A differential mechanism S1 and a driving force transmission control mechanism S are interposed between the base end of the first output shaft 2 and the base end of the second output shaft 3 and the rear end of the input shaft 1. The driving force transmitted to the first output shaft 2 and the second output shaft 3 while allowing the differential between the first output shaft 2 and the second output shaft 3 by these mechanisms. Can be distributed to the required ratio.

In particular, the driving force transmission control mechanism S includes a transmission mechanism A and a hydraulic multi-plate clutch mechanism (hereinafter referred to as a multi-plate clutch mechanism) B as a variable transmission capacity control type torque transmission mechanism.
It is configured with and. The transmission mechanism A and the multi-plate clutch mechanism B are interposed between the first output shaft 2 and the input shaft 1 and between the second output shaft 3 and the input shaft 1, and The rotation speed of the output shaft 2 or the second output shaft 3 is
The speed is increased by the transmission mechanism A and transmitted to a sheath shaft (hollow shaft) 7 as a driving force transmission assisting member.

The multi-plate clutch mechanism B is interposed between the sheath shaft 7 and a differential case (hereinafter, abbreviated as a differential case) 13 on the input shaft 1 side. The driving force is returned from the sheath shaft 7 on the high-speed side to the differential case 13 on the low-speed side. This is because, as a general characteristic of the clutch plates disposed opposite to each other, the torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multi-plate clutch mechanism B between the second output shaft 3 and the input shaft 1 is engaged, a part of the driving force distributed to the second output shaft 3 is input. The driving force returned to the shaft 1 and distributed to the second output shaft 3 decreases, and the driving force distributed to the first output shaft 2 increases accordingly. Conversely, when the multiple disc clutch mechanism B between the first output shaft 2 and the input shaft 1 is engaged,
A part of the driving force distributed to the first output shaft 2 is returned to the input shaft 1 side, and the driving force distributed to the first output shaft 2 decreases. The driving force distributed to the shaft 3 increases.

The above-mentioned transmission mechanism A is constituted by a so-called double planetary gear mechanism in which two planetary gear mechanisms are connected in series. The transmission mechanism A provided on the second output shaft 3 will be described as an example. It looks like this:

That is, a first sun gear 4A is fixed to the second output shaft 3 by a spline and a circlip 10, and the first sun gear 4A is screwed to the first planetary gear 5A on the outer periphery thereof. I have. Also, the first
Is formed integrally with the second planetary gear 5B. In this embodiment, the planetary gear 5A is formed as an integral part (that is, one planetary gear) 5 having the same number of teeth.

The first planetary gear 5A and the second planetary gear 5B are pivotally supported by a carrier 6 fixed to a casing 11 of the transmission mechanism A via a pinion shaft 6A. Second
And the planetary gear 5B perform the same rotation about the pinion shaft 6A.

Further, the second planetary gear 5B is screwed with the second sun gear 4B, and the second sun gear 4B
Is attached to a cylindrical sheath shaft 7 pivotally supported by the second output shaft 3, and is connected to the clutch plate 8 </ b> A of the multiple disc clutch mechanism B via the sheath shaft 7.

Here, the multi-plate clutch mechanism B connects the opposed clutch plate 8A and clutch plate 8B to the differential carrier 12B.
The clutch plate 8B is provided so as to be housed in a differential case 13 inside, and a projection 13 on the inner periphery of the differential case 13 is provided.
The rotation direction is locked by a. Since the differential case 13 has a bevel gear (ring gear) 9A constituting the differential 9 fixed thereto, the other clutch plate 8B in the multi-plate clutch mechanism B constitutes the rear end of the input shaft 1 via the differential case 13 and the bevel gear 9A. Bevel gear (drive pinion) 9B.

That is, the input shaft 1 is connected to the bevel gear 9A,
Clutch plate 8 via bevel gear 9B and differential case 13
B, a normal driving force transmission route transmitted from the input shaft 1 to the first output shaft 2 and the second output shaft 3 via the bevel gear 9A, the bevel gear 9B, the differential case 13, and the differential mechanism 15. In addition, from the first output shaft 2 or the second output shaft 3, the transmission mechanism A, the sheath shaft 7, the multi-plate clutch mechanism B,
A driving force transmission route communicating with the input shaft 1 via the differential case 13, the bevel gear 9A, and the bevel gear 9B is provided.

In the structure of FIG. 1, the first sun gear 4
A and the second sun gear 4B are formed with the same diameter, but the number of teeth is larger in the first sun gear 4A than in the second sun gear 4B due to the transition gear. Therefore,
The rotation speed of the second sun gear 4B is higher than that of the first sun gear 4A, and the transmission mechanism A is configured as a speed increasing mechanism. For this reason, the rotation speed of the clutch plate 8A becomes higher than that of the clutch plate 8B, and when the multi-plate clutch mechanism B is brought into a required coupling state, a required amount of torque is applied from the second output shaft 3 side to the input shaft. It is to be returned to one side.

The transmission mechanism A and the multi-plate clutch mechanism B of the first output shaft 2 are also provided in the same manner as described above.
The transmission of torque from the output shaft 2 to the input shaft 1 is controlled.

Incidentally, the differential mechanism S1 for allowing the differential rotation between the first output shaft 2 and the second output shaft 3 is constituted by a planetary gear mechanism, whereby the pair of multi-plate clutch devices B and The differential mechanism S1 is provided in the same differential carrier 12.

That is, the planetary gear mechanism as the differential mechanism S 1 includes a ring gear 14, a planetary gear 15, and a sun gear 16, and the ring gear 14 is formed on the inner periphery of the differential case 13, and the sun gear 16 is connected to the second output shaft 3. Carrier 17 mounted and supporting planetary gear 15
Are attached to the first output shaft 2.

Thus, the driving force input to the differential case 13 is input from the ring gear 14 to the planetary gear 15 and transmitted from the carrier 17 to the first output shaft 2, while the sun gear is transmitted from the ring gear 14 via the planetary gear 15. 16 and transmitted to the first output shaft 2.

In this planetary gear mechanism, the planetary gear 15 is composed of an inner pinion and an outer pinion.
It is configured as a double type in which two pinions are meshed and integrated. Both the inner pinion and the outer pinion are pivotally supported by the carrier 17, the outer pinion is screwed into the ring gear 14, the inner pinion is screwed into the sun gear 16, and the sun gear 16 and the ring gear 1 are connected.
The rotation directions are set so as to match with the four sides.

The differential mechanism S1 has a differential case 1
3, it is provided between the pair of multi-plate clutch mechanisms B. However, since the differential mechanism S1 is constituted by a planetary gear mechanism, it is compact in the axial direction. B is a differential case 13 conventionally used.
Are stored together. As a result, the differential carrier 12 for storing the differential case 13 is also composed of conventional components.

The hollow cylindrical differential case 13 has small diameter portions at both ends pivotally supported by openings at both ends of the differential carrier 12 via bearings 18.

[0050] Then, the multi-plate clutch mechanism B, as described above, it is disposed the clutch portion B1, which is constructed to include a clutch plate 8A and the clutch plate 8B in the differential case 13, the clutch portion B1 The driven piston portion B2 is disposed outside the differential case 13.

That is, the casing 11 of the transmission mechanism A formed in a hollow cylindrical shape is fitted from the outside into the openings at both ends of the differential carrier 12, and the small-diameter portion 11 A at the base end thereof is tightened and fixed by the bolt 19. A piston 20 having a sliding portion 20A extending along the inner wall is provided in the base small-diameter portion 11A.

The piston 20 extends along the inner wall from the base small-diameter portion 11A to the large-diameter portion 11B of the casing 11, and has a small-diameter sliding portion 20A and a large-diameter sliding portion 20B. It is formed in a stepped hollow cylindrical shape.

The annular vertical surface 20C between the small-diameter sliding portion 20A and the large-diameter sliding portion 20B is formed as a pressing surface. The pressing surface 20C and the base small-diameter portion 11A of the casing 11 are large. A pressurized working chamber (pressurized chamber) 20 as a hydraulic pressure input unit is provided between the inner wall 11C and the inner wall 11C reaching the diameter portion 11B.
D is formed.

A hydraulic circuit for supplying hydraulic oil (not shown) is connected to the pressurizing operating chamber 20D, and a required hydraulic pressure is supplied from a hydraulic source to the pressurizing operating chamber 20D based on a control signal from a controller or the like. The piston 20 is displaced by a required amount. That is, the multi-plate clutch mechanism (hydraulic torque
Means (drive means) for driving the transmission mechanism)
20 and a hydraulic circuit for supplying hydraulic oil
I have.

As described above, the piston portion B2 of the multi-plate clutch mechanism B is formed in the casing 11 outside the differential case 13.

Here, the above-mentioned hydraulic circuit will be described. This hydraulic circuit comprises an electric pump 70 as a hydraulic power source,
A relief valve 79 for restricting the hydraulic oil pressurized by the electric pump 70 and sent out through the check valve 71 to a certain limit pressure or less, an accumulator 73 for storing the pressurized hydraulic oil, and an accumulator 73 A proportional solenoid (proportional valve) 74 as a hydraulic pressure adjusting unit that regulates hydraulic oil and outputs the hydraulic oil at a required pressure, and the hydraulic oil regulated by the proportional solenoid 74 is supplied to the left and right pressurized working chambers 20D and 20D. A three-mode switching valve 110 that can take three modes: an opening mode for supplying to one side, an opening mode for supplying to the other side, and a closing mode for not supplying to any hydraulic input section, and an oil for temporarily storing oil discharged from each section. Reservoir tank 77
And

A pressure switch 72 is provided on the hydraulic path between the above-described portion where the relief valve 79 is provided and the portion where the accumulator 73 is provided, and is provided on a hydraulic path between the proportional valve 74 and the three-mode switching valve 110. A hydraulic pressure sensor 75 is installed, and the above-described three-mode switching valve 110 and the pressurized working chamber 2 of the right wheel
A pressure switch 78R is disposed on a hydraulic path between 0D and a pressure switch 78L is disposed on a hydraulic path between the three-mode switching valve 110 and the pressurizing chamber 20D for the left wheel. Further, a controller 81 for controlling these hydraulic units is provided.

Therefore, the hydraulic oil pressurized by the electric pump 70 is guided to the proportional valve 74 through the check valve 71, the pressure switch 72 and the accumulator 73,
Through the mode switching valve 110, the pressure is supplied to the pressurized working chamber 20D of one of the left and right clutch pistons, or
It is shut off by the three-mode switching valve 110 and is not supplied to the left or right pressurized working chamber 20D.

The proportional valve 74 is a solenoid valve that adjusts the operating oil pressure in accordance with the supplied current. The proportional valve 74 is controlled by the controller 81 so that the operating oil of the required oil pressure can be output while feeding back based on the detection signal of the oil pressure sensor 75. Is done. For example, if the supply current is 0, the output oil pressure also becomes 0, and the pressure is adjusted in proportion to the current so that the output oil pressure becomes the maximum when the supply current is the maximum.

The hydraulic pressure sensor 75 can also determine the failure of the proportional valve 74. When the proportional valve 74 fails, the failure can be dealt with by controlling the output of the electric pump 70 or the like.

The three-mode switching valve 110 includes a spool 110
According to the attitude of A, the oil chamber (pressurized working chamber) of the left clutch 2
The mode in which the output side of the proportional valve 74 communicates with 0D, the mode in which the output side of the proportional valve 74 communicates with the oil chamber (pressurized working chamber) 20D of the right clutch, and the left and right pressurized working chambers 20D The spool valve is a spool valve capable of taking three modes, that is, a mode in which the output side of the proportional valve 74 is not communicated, and is driven by solenoids 110B and 110C.

That is, two valve body portions 110a and 110b are formed on the spool 110A.
Space 110c between 10a and 110b is always proportional valve 74
, And either one of the oil passages communicating with the left and right oil chambers 20D, 20D communicates with the space 110c, or does not communicate with either oil passage.

If none of the solenoids 110B and 110C operate, the return springs 110D and 110D
The biasing force of 110E is balanced, and the spool 110A moves to the center, so that the spool 110A does not communicate with either of the oil passages of the left and right oil chambers 20D, 20D. Also, the solenoid 110B,
When one of the 110Cs operates, the return spring 11
The spool 110A moves against the urging force of either one of the oil chambers 0D and 110E, and the spool 110A is brought into a state of communicating with one of the oil passages of the left and right oil chambers 20D and 20D. For example, when the solenoid 110B is operated, the spool 110A is driven leftward in the figure through the shaft 110F, and the left oil chamber 2
When the solenoid 110C is communicated with the oil passage 0D and the solenoid 110C is operated, the spool 110A is driven rightward in the drawing through the shaft 110G, and communicates with the oil passage of the right oil chamber 20D.

Although the solenoids 110B and 110C operate under the control of the controller 81, the controller 81 controls to operate either one of the solenoids 110B and 110C or not to operate either.
As a result, the three-mode switching valve 110 opens the hydraulic path to only one of the left and right pressurized working chambers 20D or prevents the three-mode switching valve 110 from communicating with either of the left and right pressurized working chambers 20D. Mechanism.

The pressure switch 72 is turned on when a signal exceeding a certain level is applied to the controller 81.
-OFF switch, for example, when the electric pump 70 is discharging hydraulic oil at a higher oil pressure than a predetermined oil pressure, the output of the electric pump 70 is controlled by the controller 81.

Similarly, the pressure switches 78R and 78L are also controlled by the controller 81 when a predetermined oil pressure is applied.
Therefore, the failure of the three-mode switching valve 110 or the like can be detected depending on whether or not the hydraulic pressure is applied to the hydraulic path as controlled by the three-mode switching valve 110. When the hydraulic path to the left and right pressurizing operation chambers 20D cannot be switched due to the failure, the controller 81 controls the output of the proportional valve 74 to avoid an undesirable torque distribution state.

The above-mentioned hydraulic path is completely sealed to prevent oil leakage and air mixing. The three-mode switching valve 110 has a spool 110 to prevent oil leakage.
A and the solenoids 110B and 110C are integrated.

By the way, in order to make all the hydraulic paths have a structure free from oil leakage, the hydraulic paths must be machined by drilling from a block-shaped one, and furthermore, all the connecting parts must have a structure with a seal, which results in cost reduction. High, may lead to weight increase.

For this reason, a configuration shown in FIG. 12 in which a part of the hydraulic circuit of FIG. 11 described above is modified is also conceivable.

The hydraulic circuit shown in FIG. 12 has a structure in which a part of the hydraulic circuit is immersed in an oil tank 82 to prevent air from being mixed in the middle of the hydraulic circuit.

In this example, the spool 110 of the switching valve 76
A and the solenoids 110B, 110C are separated from each other, so that the solenoids 110B, 110C and the hydraulic circuit can be downsized.
Are driven by hydraulic oil supplied by solenoids 110B and 110C.

That is, oil chambers 110H and 110I are formed on both shaft end sides of the spool 110A.
Part of the hydraulic oil is led to H, 110I. The solenoids 110B, 110K are connected to oil passages 110J, 110K leading to the oil chambers 110H, 110I.
The valves 110L and 110M driven by C are provided, and the oil chambers 110H and 110H are opened by opening the valves 110L and 110M.
Hydraulic oil is supplied to 110I, and the spool 110A is driven in the left-right direction in the figure from the neutral state.

If no hydraulic oil is supplied to the oil chambers 110H and 110I, the return return spring 110
The spool 110A is held in a neutral state by D and 110E.

The oil pressure path inside the oil tank 82 is an A / T type (a type of control hydraulic system for automatic transmission) with some oil leakage, so that the size and weight can be reduced.

A bearing 21 is fitted on the inner periphery of the large-diameter sliding portion 20B of the piston portion B2, and a sheath shaft 7 is fitted on the inner periphery of the bearing 21. 7 is fixed to the inner ring of the bearing 21.

That is, the piston portion B2 is
The rotating shaft (sheath shaft 7) is provided outside the bearing 3 via a bearing 21. When the piston 20 is displaced, the sheath shaft 7 is driven in the axial direction by a required amount via the bearing 21.

The sheath shaft 7 is connected to the clutch plate 8A in the multiple disc clutch mechanism B. When the sheath shaft 7 is driven as described above, the clutch plate 8A is displaced, and the multiple disc clutch mechanism B is disengaged. From the disengaged state in which the clutch plates 8A and 8B are separated from each other, to the semi-coupled state in which the clutch plates 8A and 8B are appropriately engaged while sliding, and from the fully-coupled state in which the clutch plates 8A and 8B are completely connected. It can be controlled appropriately.

The end of the sheath shaft 7 is connected to the second sun gear 4B via a spline mechanism.
The rotation at the speed changed by the speed change mechanism A is always performed.
Since the bearing 20 is interposed between the piston 20 and the sheath shaft 7, the piston 20 is a non-rotating type that does not rotate.

This is to keep the seal mechanism 22 provided between the piston 20 and the inner wall of the casing 11 in good condition, and it is desirable that the piston 20 does not rotate at all. However, with the bearing 21 alone, the piston 20 is rotated by friction, so that a regulating mechanism C that regulates the relative rotation between the piston 20 and the casing 11 as a piston retainer in the piston portion B2 is provided.

The regulating mechanism C includes a pin 23 erected on the vertical inner wall surface 11C of the casing 11 so as to extend in the axial direction toward the piston 20, and a piston 20 having the pin 23 loosely inserted. And a guide hole 20E. When the piston 20 is displaced, the piston 20
3 is guided by the guide hole 20E, whereby the rotation thereof is regulated.

The seal mechanism 22 provided between the piston 20 and the casing 11 is configured as follows.

That is, a lubrication working chamber (working chamber) 24 containing a lubricating oil (second liquid) is formed so as to surround the differential carrier 12 and the casing 11. And the piston 20 has the sliding portion 2
0A and 20B are provided. In particular, the sliding portion 20A is located within the base end small diameter portion 11A of the casing 11, and the sliding portion 20B is located within the large diameter portion 11B of the casing 11. Then, the step of the outer wall surface of the piston 20 between the sliding portion 20A and the sliding portion 20B and the step of the inner wall surface 11C of the casing 11 between the base small-diameter portion 11A and the large-diameter portion 11B. A pressurizing chamber 20D partitioned from the lubricating chamber 24 and supplied with pressurized hydraulic oil is formed therebetween.

Since the properties of the lubricating oil contained in the lubricating working chamber 24 and the hydraulic oil contained in the pressurizing chamber 20D are different from each other, the lubricating oil may not be mixed into the working oil in the pressurizing chamber 20D. It is necessary to prevent the working oil from being mixed into the lubricating oil in the working chamber 24. Therefore, the lubrication operating chamber 24 and the pressurizing chamber 2
0D, the inner wall of the working chamber 24 (that is, the casing 11) and the sliding portion 20 of the piston
A and a seal mechanism 22 are interposed between A and 20B, respectively.

The seal mechanism 22 includes lubrication operation chamber seals (second liquid seals) 22A and 22D provided on the lubrication operation chamber side (the differential case 13 side and the transmission mechanism A side).
It is provided with seals for pressurizing chambers (seals for pressurized hydraulic oil) 22B and 22C provided on the side of the pressurizing chamber 20D, and includes seals for lubricating operating chambers 22A and 22D and seals for pressurizing chamber 22.
B and 22C are spaced apart from each other so as not to interfere with the sliding range.

That is, the seals 22A, 2
The distance between 2D and the pressure chamber seals 22B, 22C is set to be at least twice the stroke of the piston 20, and even if the respective seals 22A, 22B, 22C, 22D slide on the inner wall of the casing 11, The configuration is such that oil scraped from the inner wall does not enter the working chambers on different sides.

Here, each of the seals 22A, 22A
B, 22C, and 22D are formed by fitting a D-ring that is not easily deformed during sliding into an annular groove formed on the piston 20 side.
The curved surface of the ring is brought into sliding contact with the inner wall surface 11C of the casing 11, so that rotation of the seal due to the stroke of the piston 20 and the like can be prevented.

Then, the seals 22A, 22 for the lubrication working chamber are provided.
On the inner wall of the lubrication operating chamber (casing 11) corresponding to the position between D and the pressurizing chamber seals 22B and 22C, a groove 25 is formed over the entire circumference, and the inner wall of the lubrication operating chamber (casing 11) is formed. At the lower part, an outside air communication passage 26 is provided from the groove 25 to the outside of the casing 11. The groove 25 is provided between the sliding range of the lubricating chamber seal 22A and the sliding range of the pressurizing chamber seal 22B, and the sliding range of the lubricating chamber seal 22D and the pressurizing chamber seal 22C. Are arranged at positions not interfering with the respective sliding ranges.

This is because each of the seals 22A, 22B, 22
The oil scraped by C and 22D is retained in the groove 25,
Oil interference between the lubrication operating chamber 24 and the pressurizing chamber 20D is prevented, and when one of the seals is broken, the groove 25
After the oil has accumulated in the lubrication operating chamber 24 and the pressurizing chamber 2, the oil that has leaked through the outside air communication passage 26 is discharged to the outside so that the breakage of the seal can be detected.
It is equipped with the expectation that it will not flow backward to the 0D side.

The clutch portion B1 of the multi-plate clutch mechanism B is provided in the differential case 13. The left and right ends 13A and 13B of the differential case 13 are formed as support members for pressing the clutch portion B1. Have been.

That is, the clutch hub 8C of the multi-plate clutch mechanism B connected to the sheath shaft 7 is disposed on the center side of the clutch portion B1 since the clutch portion B1 is provided in the differential case 13, and 8C and differential case 1
3 is provided so that the clutch portion B1 is sandwiched between the end portions 13A and 13B.

When the clutch portion B1 is pressurized, a clutch hub 8C pressurized by the piston 20 and a support member for supporting the pressurizing force are required.
The end portions 13A and 13B of the differential case 13 have a function as a support member by making the piston 20 have the tensile force.

Thus, a space for mounting the support member is not required, and the apparatus can be downsized.

As described above, the multi-plate clutch mechanism B is connected by the pulling operation of the sheath shaft 7, but the sheath shaft 7 is moved outside the differential case 13 by the piston portion side member 7A due to a request for assembly. And the clutch part side member 7B. The piston-side member 7A and the clutch-side member 7B are connected by a connection mechanism D during assembly.

The connecting mechanism D is constructed as shown in FIGS. 1 and 5 to 10 and is formed at the end of the clutch portion side member 7B to be connected so as to extend in the axial direction and to be connected to the distal end. A key-like projection 27 having a circumferentially enlarged portion 27A is provided.

On the other hand, the end of the clutch part side member 7B to be connected is formed so as to extend in the axial direction so as to allow the key-like projection 27 of the clutch part side member 7B to enter the axial direction. The entry groove 28 is provided.

At the tip of the entry groove 28, there is formed a fitting portion 28A which is fitted by rotating the enlarged portion 27A of the key-like projection 27 in the circumferential direction.

Further, a ring 29 having an inner diameter substantially equal to the outer diameter of the piston side member 7A is provided, and a stopper 29A of a required size is provided on the inner periphery of the ring 29 so as to protrude inward. The stopper 29A is buried in a play between the entry groove 28 and the key-shaped protrusion 27 generated when the enlarged portion 27A of the key-shaped protrusion 27 is fitted to the fitting portion 28A of the entry groove 28, and the key It is configured as a holding member for holding the fitted state of the enlarged portion 27A of the projection 27 and the fitting portion 28A of the entry groove 28.

The stopper 29A is provided on the piston side member 7A.
Is formed so as to be able to be inserted into a retracting groove 27B provided on the side of the base on which the key-like protrusion 27 is provided upright, where the enlarged portion 27A is not formed, and the axial depth of the retracting groove 27B is the stopper 29A. In the axial direction.

The width of the entry groove 28 in the piston portion side member 7A matches the value obtained by adding the width of the stopper 29A in the ring 29 and the width of the key-like projection 27 in the piston portion side member 7A. ing.

Further, at a required distance from the connection end of the piston portion side member 7A, a snap ring mounting groove 27 is provided.
C is formed over the entire circumference, the ring 29 is driven toward the clutch part side member 7B, and the stopper 29A is
When the snap ring 30 is buried in the play between the key 8 and the key-like projection 27, the retraction of the stopper 29A toward the piston-side member 7A is stopped by attaching the snap ring 30 to the snap ring mounting groove 27C. It is supposed to be.

With such a configuration, the connection between the piston portion side member 7A and the clutch portion side member 7B in the sheath shaft 7 is performed as follows.

First, as shown in FIG. 7, the ring 29 is mounted on the piston part side member 7A, and the stopper 29A is caused to enter the evacuation groove 27B and completely evacuated. Thereby, the tip of the stopper 29A coincides with the tip edge of the connection end of the piston-side member 7A.

Next, as shown in FIG. 8, the key-shaped projection 27 of the piston part side member 7A is made to enter the entry groove 28 of the clutch part side member 7B. By rotating the part-side member 7B relatively, as shown in FIG.
7A is fitted into the fitting portion 28A of the entry groove 28.

As a result, play occurs between the entrance groove 28 and the back side of the enlarged portion 27A. In order to allow the stopper 29A to enter this play, as shown in FIG.
9A is buried in play.

Further, the snap ring 30 is fitted into the snap ring mounting groove 27C. At this time, since the rear end of the stopper 29A is immediately before the snap ring mounting groove 27C, the snap ring 30 can be easily fitted. It is.

Since the stopper 29A is locked from retracting toward the piston-side member 7A by the snap ring 30, the stopper 29A is attached to the enlarged portion 2 of the key-like projection 27.
7A and a holding member for holding the fitted state of the fitting groove 28A of the entry groove 28.

That is, the entry groove 28 is filled with the key-like projection 27 and the stopper 29A, and this state is held by the snap ring 30, so that the piston part side member 7A and the clutch part side member 7B are The transmission of the rotational force between the two is performed by the key-like projection 27 and the stopper 29A, and the transmission of the driving force in the axial direction between the piston-side member 7A and the clutch-side member 7B is performed by the enlarged portion 27A of the key-like projection 27. And engagement with the fitting portion 28A of the entry groove 28.

As described above, the connecting mechanism D can transmit both the rotational force and the axial force.

The key-like projection 27, the expanding portion 27A, the entry groove 28, and the fitting portion 28A are formed from a set of flat surfaces as shown in FIGS. 6 to 10 and have a smooth curved shape as shown in FIG. In this case, the fitting between the enlarged portion 27A and the fitting portion 28A is guided in a curved shape, and is smoothly performed.

The connecting mechanism D assembled in this manner is installed inside the bearing portion of the differential case 13, but here, as shown in FIG. 1, the driving force transmission auxiliary member and the piston driving force transmission member The portion of the connection mechanism D of the sheath shaft 7 is slidably contacted with the bearing portion of the differential case 13 via the bush 35 so that the outer peripheral surface of the connection mechanism D does not directly contact the bearing portion. .

The transmission mechanism A has been outlined above, but the planetary gear mechanism will be described in detail below.

That is, in this mechanism, the first planetary gear 5A and the second planetary gear 5
A first sun gear 4A and a second sun gear 4B are screwed to B, and a displacement force by a piston 20 acts on the second sun gear 4B via the sheath shaft 7 in the axial direction.

Therefore, the first planetary gear 5A,
The second planetary gear 5B, the first sun gear 4A, and the second sun gear 4B need to be supported from both sides in the axial direction. For this reason, they are supported by the two-partition type planetary carrier 6 (61, 62). The carrier 6 is supported by the carrier 6 through the support 30.

The two-part planetary carrier 6 (61, 61)
62) are fixed to each other by bolts 31. Further, the planetary carrier 6 (61, 62) has pinion shaft mounting holes 61A, 62A for fitting both ends of the pinion shaft 6A.

Further, in order to fix the pinion shaft 6A and the planetary carrier 6 (61, 62), a stopper ring 32 of a required thickness is provided in contact with the outer surface of the planetary carrier 62. This stopper ring 32
Has a planar shape as shown in FIG.

A fitting groove 33 is provided at a required position at the tip of the pinion shaft 6A, and the tip of the pinion shaft 6A protrudes outward from the planetary carrier 61 through the pinion shaft mounting holes 61A, 62A. In this state, a required portion of the stopper ring 32 can be fitted.

The stopper ring 32 has a pinion shaft-enterable portion 32A that allows the pinion shaft 6A to move in the axial direction, and a pinion shaft engaging member that locks the axial movement of the pinion shaft 32 by fitting it into the fitting groove 33. A stop portion 32B is provided. That is, the pinion shaft approachable portion 32A of the stopper ring 32 is
The stopper ring 32 is configured by a notch formed by cutting out the inner periphery, and the portion other than the pinion shaft approachable portion 32A is
The insertion of the pinion shaft 6A is not allowed.

On the other hand, the fitting groove 33 in the pinion shaft 6A opens radially outward at the tip of the pinion shaft 6A, and is 1/1 / the diameter of the pinion shaft 6A.
It is formed with a depth of about three.

The pinion shaft engaging portion 32B of the stopper ring 32 is set so that the diameter of the inner periphery of the stopper ring 32 is slightly larger than the bottom of the fitting groove 33 of the pinion shaft 6A. The peripheral portion is fitted in the fitting groove 33 to lock the pinion shaft 6A in the axial direction.

Further, the stopper ring 32 and the fitting groove 33
A bolt mounting hole 32C is provided as a bolt mounting portion that allows the mounting of the bolt 31 to the planetary carrier 6A in the fitted state.

This is because the stopper ring 32 is
When it is rotated while being fitted with the planetary carrier 6 (61, 62) through the bolt mounting hole 32C.
Can be seen through the bolt mounting hole 62B, and the bolt 31 is mounted in this state.

With this configuration, the operation of fixing the pinion shaft 6A is performed as follows.

First, the pinion shaft mounting hole 61
A, 62A, the pinion shaft 6A is connected to the output shaft 2,
3 from the shaft end side. At this time, the stopper ring 32 is brought into contact with the outer side surface of the planetary carrier 62, and the pinion shaft approachable portion 32A is aligned with the pinion shaft mounting holes 61A, 62A.

The pinion shaft 6A is inserted through the pinion shaft mounting holes 61A, 62A and the pinion shaft intrudable portion 32A, and its tip projects from the outer surface of the planetary carrier 62. In this state, the pinion shaft 6A is fitted. The rotation of the pinion shaft 6A is adjusted so that the groove 33 faces outward in the radial direction.

Thereafter, the stopper ring 32 is rotated,
It is adjusted so that the bolt mounting hole 62B of the planetary carrier 62 can be seen from the bolt mounting hole 32C.

As a result, the pinion shaft engaging portion 32B formed by the inner peripheral portion of the stopper ring 32 automatically fits into the fitting groove 33 of the pinion shaft 6A, and the pinion shaft 6A controls its axial movement. Will be stopped.

Then, by tightening the bolt 31 through the bolt mounting hole 62B, the planetary carrier 6 (61, 62) is tightened and fixed, and the fixing of the pinion shaft 6A is completed.

When the bolt 31 is attached, the upper end of the head is formed so as to protrude from the outer surface of the stopper ring 32, so that even if the stopper ring 32 tries to rotate, the head of the bolt 31 will not stop. 32
By locking the periphery of the bolt mounting hole 32C of
Its rotation is prohibited.

In this manner, the alignment at the time of coupling the two-partition type planetary carrier 6 (61, 62) and the alignment for attaching the pinion shaft 6A are easily performed at the same time, and the fixing work is performed for each pinion shaft 6A. The operation is completed with a small number of steps of attaching the stopper ring 32 without performing the operation.

The lubrication mechanism for the pinion shaft 6A, the first planetary gear 5A and the second planetary gear 5B is configured as follows.

That is, as shown in FIG. 3, in the planetary carrier 62, an oil reservoir 41 is provided at a portion corresponding to an upper end portion when the vehicle is mounted on a vehicle, and the oil reservoir 41 is provided with each pinion shaft mounting hole 6
An oil supply hole 42 communicating with 2A is provided.

The pinion shaft 6A is formed with a pinion shaft side oil supply hole 6B extending in the axial direction at the axis thereof, and communicates from the pinion shaft side oil supply hole 6B to the outer periphery of the pinion shaft 6A. 6C is provided.

The oil supply hole 6B on the pinion shaft side is
The end of the pinion shaft 6A communicates with the outer periphery, and the communication opening and the opening of the oil supply hole 42 on the inner periphery of the mounting hole 62A in the planetary carrier 62 are aligned, so that the oil supply hole 6B and the oil supply hole on the pinion shaft side are aligned. 42 communicates with the end of the pinion shaft 6A and the mounting hole 62A.

With such a structure, when the apparatus is operated, the first planetary gear 5A and the second planetary gear 5B rotate around the output shafts 2 and 3, and the lubricating oil in the casing 11 is scraped off. Can be raised.

As a result, the lubricating oil thus scooped drops into the oil sump 41 at the upper end of the planetary carrier 62 and stays there. Thus, the lubricating oil retained in the oil sump 41 is supplied to the mounting holes 62A of the respective pinion shafts 6A through the oil supply holes 42 by the action of gravity.

The supplied lubricating oil is supplied to the pinion shaft 6
The oil enters the oil supply hole 6B on the pinion shaft side of the A-axis, and is led out to the pivot portions of the planetary gears 5A and 5B on the outer periphery of the pinion shaft 6A through the oil outlet path 6C.

Thus, efficient lubrication is performed without providing a new pressurizing mechanism, and lubricating oil is supplied by gravity utilizing the feature that the planetary carrier 6 (61, 62) is fixedly provided. Is realized.

Incidentally, the first planetary gear 5A and the second planetary gear 5B in the transmission mechanism A are formed as an integral pinion 5 with the same number of teeth as described above, but these first and second planetary gears are formed. 5A,
5B is generally formed with a different number of teeth, as already described with reference to FIG.

However, when the gears are formed with different numbers of teeth, a play for gear cutting is required between the first planetary gear 5A and the second planetary gear 5B.

Therefore, the speed change mechanism A becomes large in the width direction, so that the condition for the device to be installed in a limited small space cannot be satisfied, and the device cannot be mounted on an actual vehicle.

Therefore, in the present embodiment, the first planetary gear 5A and the second planetary gear 5B are integrally formed with the same number of teeth, and the first sun gear 4A and the second sun gear 4B screwed to the first planetary gear 5A and the second sun gear 4B. Are different from each other depending on the dislocation.

This eliminates the need for play in the production between the first planetary gear 5A and the second planetary gear 5B, and allows the width to be reduced, so that the speed change mechanism A can be downsized in the width direction and used in an actual vehicle. Is possible.

2 and 4, reference numeral 11a is a level plug, 11b is a magnet plug, 11c is an air bleeder, and 11d is a hydraulic pressure supply port.

The left / right driving force distribution device for a vehicle as one embodiment of the present invention is configured as described above, and operates as follows.

First, when it is desired to transmit more drive torque of the input shaft 1 to the first output shaft 2, the multi-plate clutch mechanism B on the second output shaft 3 side needs to transmit the drive torque in accordance with the distribution ratio. Supply fluid pressure.

As a result, the multi-plate clutch mechanism B on the second output shaft 3 side is brought into a required coupling state, and torque is transmitted from the clutch plate 8A increased in speed by the transmission mechanism A to the clutch plate 8B at a normal rotation speed. Is performed, and a required amount of the driving torque input to the second output shaft 3 is returned to the input shaft 1, and is accordingly transferred to the first output shaft 2.

Therefore, the driving torque transmitted to the first output shaft 2 becomes larger than the driving torque transmitted to the second output shaft 3 by a required amount, and the target torque distribution is realized.

On the other hand, when the torque distribution to the second output shaft 3 is set to be larger than the drive torque transmitted to the first output shaft 2, the multi-plate A required fluid pressure is supplied to the clutch mechanism B.

Thus, in the same manner as described above, the torque distribution with the distribution ratio to the second output shaft 3 being large is realized.

The magnitude of the distribution ratio is adjusted by the magnitude of the fluid pressure supplied to the multi-plate clutch mechanism B.
By adjusting the degree of coupling of the multi-plate clutch mechanism B by controlling the amount of displacement, the amount of torque to be returned is adjusted.

According to such a mechanism, the torque distribution is not adjusted by using the energy loss of the brake or the like.
Since the torque distribution is adjusted by transferring the required amount of one torque to the other, a desired torque distribution can be obtained with almost no torque loss or energy loss.

When the piston 20 is driven, the hydraulic oil is supplied to the left and right pressurized working chambers 2 by the three-mode switching valve 110.
The hydraulic pressure is supplied to only one of the two hydraulic paths connected to 0D and 20D, or the hydraulic oil is not supplied to either of the two hydraulic paths. Is eliminated.

That is, the hydraulic oil pressurized by the electric pump 70 is guided to the proportional valve 74 via the check valve 71, the pressure switch 72 and the accumulator 73, and the proportional valve 7
In 4, the operating oil is adjusted to a required oil pressure through the controller 81 and sent to the three-mode switching valve 110. Then, the hydraulic oil passes through one of the two hydraulic paths connected from the three-mode switching valve 110 to the left and right pressurized operation chambers 20D and 20D to displace the piston 20 and connect the clutch. Alternatively, the hydraulic oil is not supplied to any of the pistons 20 without communicating with either of the hydraulic paths.

When the proportional valve 74 fails,
This is sensed by the oil pressure sensor 75, and the output of the electric pump 70 is controlled by this, or the spool 110A of the three-mode switching valve 110 is set to a neutral state, and the operating oil is supplied to the left and right pressurized operation chambers 20D, 20D. Do not supply. Thereby, engagement of the multi-plate clutch mechanism B can be prevented.

Similarly, when the switching valve 76 fails, this is sensed by the pressure switch 78R or the pressure switch 78L, and the proportional valve 7 is sensed by the controller 81.
4 is controlled. Therefore, no hydraulic oil is supplied to the oil passage from the switching valve 76 to the multi-plate clutch mechanism B. For this reason, even if the switching valve 76 fails, it is avoided that only one of the left and right multi-plate clutch mechanisms B is engaged and the other becomes free, and the running stability of the vehicle at the time of failure is prevented. Nature is secured.

Similarly, when the three-mode switching valve 110 fails due to the causes of the solenoids 110B and 110C, this is sensed by the pressure switch 78R or 78L, and the controller 81 supplies current to the solenoids 110B and 110C. Control. Therefore, the spool 110A is brought into a neutral state by the urging force of the return springs 110D and 110E, and the hydraulic oil is not supplied to the piston 20.

The spool 1 of the three-mode switching valve 110
If 10a fails, this is sensed by the pressure switch 78R or 78L, and the output of the proportional valve 74 is controlled by the controller 81.
No hydraulic oil is supplied to the oil passage from the three-mode switching valve 110 to the multi-plate clutch mechanism B, and no hydraulic oil is supplied to the piston 20.

In this way, even if the three-mode switching valve 110 fails, the left and right multi-plate clutch mechanisms B are not engaged or engaged, and the left and right torque distribution is controlled to an undesired state. Can be avoided.

When the electric pump 70 fails, the pressure switch 72 detects the failure and the controller 81 controls the proportional valve 74 to return excess hydraulic oil to the oil reservoir tank 77. Therefore, the hydraulic oil supplied by the electric pump 70 is supplied to the three-mode switching valve 1
Since it is not supplied to 10, the engagement of the multi-plate clutch mechanism B can be prevented.

As shown in FIG. 12, a part of the hydraulic circuit is immersed in an oil tank 82, so that an A / T type valve body having a slight oil leak can be applied to this hydraulic circuit. It is possible to reduce the size and weight of the hydraulic system while ensuring the adjustment accuracy.

By the way, the operation of the clutch portion B1 in the multi-plate clutch mechanism B is achieved by driving the piston portion B2 provided outside the differential case 13.
This is performed by pressurizing the clutch portion B1 disposed in the inside, and as described above, the clutch portion B1 is
By being provided inside the vehicle, the left and right driving force distribution device for a vehicle is reduced in size in the width direction.

Further, by providing the piston portion B2 outside the differential case 13, the outer diameter of the piston 20 can be set without being limited by the outer diameter of the differential case 13, and a large effective pressurizing area of the piston 20 is secured. become able to.

As a result, the coupling force required in the clutch portion B1 can be obtained by a small stroke of the piston 20, and the lateral drive force distribution device for a vehicle can be downsized in the width direction.

When the clutch B1 is pressurized,
The clutch hub 8C is pulled by the piston 20 via the sheath shaft 7, and the clutch plate 8A and the clutch plate 8B are pressed to perform the operation. At this time, the pressing is performed by the clutch plate 8B being supported by the ends 13A and 13B of the differential case 13, and the differential case 13 serves as a support member, so that the multi-plate clutch mechanism B is connected.

That is, in the normal multi-plate clutch mechanism B,
Although a reaction member (support member) for supporting the pressing force is required, the differential case 13 can be used as a support member because the sheath shaft 7 is configured as a tension member when the multi-plate clutch mechanism B is connected. Become like

Therefore, since the differential case 13 can be used as a support member, there is no need to provide a support member again, and the lateral driving force distribution device for a vehicle is reduced in the width direction.

By the way, the piston 20 is driven in order to perform the above-mentioned multi-plate clutch mechanism B coupling. The piston 20 is provided with a regulating mechanism C, and guides the pin 23 through the guide hole 20E during the stroke. At the same time, the rotation of the piston 20 is restricted.

That is, since the piston 20 is mounted on the sheath shaft 7 via the bearing 21, when the sheath shaft 7 is driven to rotate, the piston 20 receives a rotational force due to the friction in the bearing 21, and the pin 23 and the guide hole are formed. If the rotation is not restricted by 20E, the piston 20 rotates, and the seal mechanism 22 and the like of the piston 20 are easily consumed in a short period of time, making it difficult to realize the mechanism of the present embodiment. However, since the rotation of the piston 20 is regulated by the regulating mechanism C, the performance of the seal mechanism 22 is stably ensured for a long time.

The clutch section B of the multi-plate clutch mechanism B
1 and the piston portion B2 are connected by a sheath shaft 7, whereby the clutch portion B1 is installed in the differential case 13,
The piston portion B2 can be provided outside the differential case 13.

The clutch unit B1 is mounted on the differential carrier 12 in a state where it is previously installed in the differential case 13, and the piston unit B2 is also installed in the casing 11 of the transmission mechanism A in advance. It is done in.

Therefore, the sheath shaft 7 connecting the clutch portion B1 and the piston portion B2 needs to be splittable between the differential case 13 and the speed change mechanism A. In this embodiment, the piston portion side member is used. 7A and a clutch part side member 7B, which are connected by a connection mechanism D.

As a result, the piston portion B2 can be mounted on the transmission mechanism A while the clutch portion B1 is mounted in the differential case 13, and the mechanism of this embodiment can be assembled.

The connection between the piston-side member 7A of the sheath shaft 7 and the clutch-side member 7B of the sheath shaft 7 by the connecting mechanism D is easily performed as described above together with the description of the structure of the connecting mechanism D. And the transmission of the driving force in the axial direction of the piston portion B2 in the multi-plate clutch mechanism B is reliably performed by the characteristics of the coupling mechanism D.

Further, the planetary carrier 6 (61, 62) in the transmission mechanism A needs to be formed in a two-split type since an axial driving force acts on the second sun gear 4B. The planetary carrier 61 and the planetary carrier 62 can be easily assembled using the stopper ring 32 in the same procedure as described above, and the transmission mechanism A can be assembled with good workability.

Further, the lubrication between the first planetary gear 5A and the second planetary gear 5B and the pinion shaft 6A in the transmission mechanism A is performed, as described above, by the oil reservoir 41, the oil supply hole 42, the pinion shaft side oil supply hole 6B, The operation is performed without any trouble through the oil outlet path 6C.

Further, with these lubrication mechanisms, it is not necessary to provide a new pressurizing mechanism, and the size of the mechanism of the present embodiment can be reduced.

By the way, the seal mechanism 22 in the piston portion B2 operates as follows.

That is, the lubrication working chamber seals 22A, 22
Since the 2D and the pressurizing chamber seals 22B and 22C are spaced apart from each other so as not to interfere with each other in the sliding range, the differential carrier 12 serving as a lubricating operation chamber 24 containing a required amount of lubricating oil is provided. Pressurized chamber 20 partitioned by the piston 20 from the inside and the casing 11
D ensures liquid tightness.

Therefore, the piston 20 slides to form an oil film on the inner wall, and by scraping the oil film, the lubricating oil and the pressurized hydraulic oil may be mixed with each other. The pressure chamber seal 2 depends on the distance between
2B and 22C do not scrape the oil film on the inner wall of the lubrication operation chamber 24, and the lubrication operation chamber seals 22A and 22C
Since D does not rake in the pressurized hydraulic oil in the pressurized chamber 20D, the operation in each of the operated chambers is performed well.

That is, in order to form a thick oil film, a relatively high-viscosity oil (such as hypoid gear oil) is built in the lubrication operating chamber 24 as lubricating oil, and the operation response of the piston 20 is set in the pressurizing chamber 20D. In order to improve the viscosity, ATF (automatic transmission fluid) having relatively low viscosity, power steering oil and the like are used. Therefore, when these oils are mixed with each other, the lubrication working chamber 24
May cause burn-in, and the pressurizing chamber 2
In 0D, there is a possibility that the operation responsiveness of the piston 20 may be deteriorated.
The mechanism of this embodiment is operated stably for a long time.

In the seal mechanism 22, the seals 22A and 22D for the lubrication working chamber and the seals 22B and 22B
On the inner wall of the lubrication operation chamber 24 corresponding to the position between the lubrication operation chamber 22C and a groove 25 extending over the entire circumference, an outside air communication passage 26 reaching the groove 25 formed at the lower portion of the inner wall of the lubrication operation chamber 24 is formed. Provided, the lubrication working chamber 24 and the pressurizing chamber 20
The lubricating oil or pressurized hydraulic oil leaked from D stays in the groove 25 over the entire circumference on the inner wall and does not enter the lubricated operation chamber 24 and the pressurized chamber 20D, so that the operation in each operation chamber is performed well. .

When the seal mechanism 22 is damaged, the oil on the damaged side leaks through the outside air communication passage 26, and the situation is immediately found.

This hydraulic circuit structure is similar to that shown in FIG.
The present invention can be applied not only to the vehicle left / right driving force distribution device having the configuration shown in FIGS. 1 and 13 but also to various vehicle left / right driving force distribution devices as shown in FIGS. Here, these various left-right driving force distribution devices for vehicles will be described.
For example, in the vehicle left and right driving force distribution device shown in FIG. 14, the transmission mechanism 120 of the driving force transmission control mechanism 109A is different from that of the embodiment, and the first sun gear 120A has a smaller diameter than the second sun gear 120E. Because it is formed,
The rotation speed of the second sun gear 120E is the first sun gear 1
20A, so that the speed change mechanism 120 functions as a speed reduction mechanism.

Therefore, during normal running, when the rotational speed of the clutch plate 112A is lower than that of the clutch plate 112B and the right-wheel-side multi-plate clutch mechanism 112 is engaged, the engagement state is determined. An amount of torque is sent from the input shaft 1 side to the right wheel rotating shaft 3 side. On the other hand, a speed change mechanism 120 provided on the left wheel rotation shaft 2
The multi-plate clutch mechanism 112 as a variable transmission capacity control torque transmission mechanism is similarly configured, and the input shaft 1
If it is desired to distribute the driving torque from the left wheel rotating shaft 2 to the left wheel rotating shaft 2, the multiple disc clutch mechanism 112 on the left wheel rotating shaft 1 side is appropriately engaged in accordance with the degree of distribution (distribution ratio),
When it is desired to distribute more to the right wheel rotating shaft 3, the multiple disc clutch mechanism 112 on the right wheel rotating shaft 3 side is appropriately engaged according to the distribution ratio.

At this time, similarly to the apparatus of the embodiment shown in FIG. 13, since the multi-plate clutch mechanism 112 is of a hydraulic drive type, by adjusting the magnitude of the hydraulic pressure, the multi-plate clutch mechanism 1 is adjusted.
12 can be controlled from the input shaft 1 to the left wheel rotation shaft 2
Alternatively, the amount of driving force supplied to the right wheel rotating shaft 3 (that is, the ratio of right and left distribution of driving force) can be adjusted with appropriate accuracy.

Similarly to the apparatus of the embodiment, the left and right multi-plate clutch mechanisms 112 are set so as not to be completely engaged with each other, and one of the left and right multi-plate clutch mechanisms 112 is completely engaged. Then, the other multi-plate clutch mechanism 112
Is supposed to cause slippage. In order to drive the multi-plate clutch mechanism 112, the above-described hydraulic circuit structure (see FIG. 1 or FIG. 12) is provided.

Reference numeral 111 corresponds to reference numeral 7 in the embodiment, and indicates a hollow shaft (sheath shaft). Further, the vehicular left / right driving force distribution device shown in FIG. 15 includes a transmission mechanism 131 and a multi-plate clutch mechanism 142 of the driving force transmission control mechanism 109C.
Are different from those described above. Again, the right device will be described. Reference numeral 108 denotes a differential mechanism (rear differential).

The speed change mechanism 131 is provided on each of the left and right sides of the differential case 108A on the input shaft 1 side, and is composed of two sets of planetary gear mechanisms in series, and includes a first sun gear 131A, a second sun gear 131E, and a first sun gear 131E. Planetary gear 131B
, Second planetary gear 131D and pinion shaft 1
31C and a planetary carrier 131F.
The plate portion of the sun gear 131A is a driving force transmission auxiliary member 141.

A multi-plate clutch mechanism 142 as a variable transmission capacity control torque transmission mechanism is interposed between the driving force transmission auxiliary member 141 and the right wheel rotating shaft 3. The multi-plate clutch mechanism 142 includes a clutch plate 142B on the rotating shaft 3 side and a clutch plate 1 on the driving force transmission assisting member 141 side.
42B alternately overlap with each other, and the engagement state is adjusted according to the hydraulic pressure supplied from a hydraulic system (not shown).

Therefore, when the multi-plate clutch mechanism 142 is engaged, the multi-plate clutch mechanism 142, the first sun gear 131A, and the first planetary gear 131 from the rotating shaft 3 side.
B, second planetary gear 131D, second sun gear 1
Through 31E, a transmission path of the driving force to the differential case 108A on the input shaft 1 side is formed. Here, since the first sun gear 131A is formed to have a diameter larger than that of the second sun gear 131E, the rotation speed of the second sun gear 131E is higher than that of the first sun gear 131A, and the transmission mechanism 131 has a driving force. The transmission auxiliary member 141 is designed to function as a speed reduction mechanism for lowering the speed than the input shaft 1 side.

Therefore, when the rotational speed of the clutch plate 142A is higher than that of the clutch plate 142B and the multi-plate clutch mechanism 142 is engaged, a torque corresponding to the engaged state is applied to the right wheel rotating shaft 3A. From the side to the input shaft 1 side (return). On the other hand, the left wheel rotation shaft 2
Transmission mechanism 131 and multi-plate clutch mechanism 1 provided in the vehicle
42 also has the same configuration. When it is desired to distribute the drive torque from the input shaft 1 to the left wheel rotating shaft 2 more, the multiple discs on the right wheel rotating shaft 3 side according to the degree of distribution (distribution ratio). The clutch mechanism 142 is appropriately engaged, and the right wheel rotating shaft 3
If more distribution is desired, the multiple disc clutch mechanism 142 on the left wheel rotating shaft 2 side is appropriately engaged in accordance with the distribution ratio.

At this time, since the multi-plate clutch mechanism 142 is of a hydraulic drive type, the state of engagement of the multi-plate clutch mechanism 142 can be controlled by adjusting the magnitude of the hydraulic pressure, and the input shaft 1 to the left wheel rotating shaft 2 or The amount of driving force supplied to the right wheel rotating shaft 3 (that is, the ratio of driving force distribution to the right and left) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 142 are set so as not to be completely engaged with each other. When one of the left and right multi-plate clutch mechanisms 142 is completely engaged, the other multi-plate clutch mechanism 142 slips. Is to occur.

Then, in order to drive the multi-plate clutch mechanism 142, the above-described hydraulic circuit structure (see FIG. 1 or FIG. 12)
Is provided. Also, the vehicle left / right driving force distribution device shown in FIG. 16 has the transmission mechanism 132 and the multi-plate clutch mechanism 142 arranged in the driving force transmission control mechanism 109D, similarly to the above-described device (see FIG. 15). ,here,
The first sun gear 132A is formed with a smaller diameter than the second sun gear 132E. For this reason, the rotation speed of the second sun gear 132E is lower than that of the first sun gear 132A, and the transmission mechanism 132 operates as a speed increasing mechanism for increasing the driving force transmission auxiliary member 141 more than the input shaft 1 side. Has become.

Therefore, when the rotational speed of the clutch plate 142A is lower than that of the clutch plate 142B and the multi-plate clutch mechanism 142 is engaged, the amount of torque corresponding to the engaged state is increased from the input shaft 1 side. The paper is fed to the right wheel rotating shaft 3 side. On the other hand, the transmission mechanism 132 and the multi-plate clutch mechanism 142 provided for the left wheel rotating shaft 2 are also configured in the same manner, and when it is desired to distribute the drive torque from the input shaft 1 to the left wheel rotating shaft 2, the distribution is desired. When the multiple disc clutch mechanism 142 on the left wheel rotating shaft 2 side is appropriately engaged according to the degree (distribution ratio), and it is desired to distribute more to the right wheel rotating shaft 3, the right wheel rotating shaft 3 according to the distribution ratio.
The multi-plate clutch mechanism 142 on the side is appropriately engaged.

Since the multi-plate clutch mechanism 142 is of a hydraulic drive type, the engagement state of the multi-plate clutch mechanism 142 can be controlled by adjusting the magnitude of the hydraulic pressure. The amount of the driving force supplied to the wheel rotating shaft 3 (that is, the driving force distribution ratio between the right and left sides) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 142 are set so as not to be completely engaged with each other. When one of the left and right multi-plate clutch mechanisms 142 is completely engaged, the other multi-plate clutch mechanism 142 slips. Is to occur.

Then, in order to drive the multi-plate clutch mechanism 142, the aforementioned hydraulic circuit structure (see FIG. 1 or FIG. 12)
Is provided. Further, the vehicle left / right driving force distribution device shown in FIG.
A shaft (counter shaft) 151 is provided in parallel with the rotating shafts 2 and 3. The shaft 151 has a medium-diameter gear 152, a large-diameter gear 153, and a small-diameter gear 154. Is provided with a medium-diameter gear 159 that meshes with a medium-diameter gear 152, and the other rotary shaft 3 has a small-diameter gear 155 and a small-diameter gear 15 that mesh with a large-diameter gear 153.
4 and a large-diameter gear 156 that meshes with the gear 4. The gears 159, 152, 153 and 155 constitute a speed increasing mechanism as a speed change mechanism.
The combination of 9, 152, 154 and 156 constitutes a speed reduction mechanism as a speed change mechanism.

A hydraulic multi-plate clutch as a transmission capacity variable control type torque transmission mechanism is provided between the rotary shaft 3 and the small diameter gear 155 and between the rotary shaft 3 and the large diameter gear 156, respectively. 157 and 158 are interposed. The multi-plate clutches 157 and 158 may be provided on the shaft 151. Thus, the shaft 151 rotates at the same speed as the rotating shaft 2, but the small-diameter gear 155 of the rotating shaft 3
The motor rotates at a higher speed than the rotary shaft 3 during normal running in which the left and right wheels do not generate much differential. In addition, the large-diameter gear 156 of the rotating shaft 3 rotates at a lower speed than the shaft 151 and the rotating shaft 2, and rotates at a lower speed than the rotating shaft 3 at the time of normal running in which little difference occurs between the left and right wheels.

Therefore, when the multi-plate clutch 157 is engaged, torque is transmitted from the small-diameter gear 155 higher in speed than the rotary shaft 3 to the rotary shaft 3, and the torque to the rotary shaft 2 is reduced accordingly. . When the multi-plate clutch 158 is engaged, the torque is returned from the rotary shaft 3 to the large-diameter gear 156 at a lower speed than the rotary shaft 3, and the torque to the rotary shaft 2 is increased accordingly.

Then, the multi-plate clutch mechanism 157, 158
Is a hydraulic drive type, the engagement state of the multi-plate clutch mechanisms 157 and 158 can be controlled by adjusting the magnitude of the hydraulic pressure, and the driving force from the input shaft 1 to the left wheel rotating shaft 2 or the right wheel rotating shaft 3 can be controlled. (That is, the ratio of the driving force to the right and left) can be adjusted with appropriate accuracy. Also,
The two multi-plate clutch mechanisms 157 and 158 are set so as not to completely engage with each other. When one of the two multi-plate clutch mechanisms 157 and 158 is fully engaged, the other slips. ing.

The multi-plate clutch mechanism 157, 158
The hydraulic circuit structure described above (FIG. 1 or FIG.
2). In the example shown in FIG. 18, similarly to the device of the embodiment (see FIG. 13), the input shaft 1 to which the rotational driving force is input and the left wheel rotary shaft 2 to which the driving force input from the input shaft 1 is output. And a right wheel rotating shaft 3, and a left and right driving force distribution device for a vehicle is interposed between the rotating shafts 2 and 3 and the input shaft 1.

The driving force transmission control mechanism 109F of the left / right driving force distribution device for a vehicle has the following structure to allow the left wheel rotating shaft 2 and the right wheel rotating shaft 3 to be differential while rotating the left wheel. The driving force transmitted to the shaft 2 and the right wheel rotating shaft 3 can be distributed at a required ratio. That is, the transmission mechanism 160 and the multi-plate clutch mechanism 112 are interposed between the left wheel rotation shaft 2 and the input shaft 1 and between the right wheel rotation shaft 3 and the input shaft 1, respectively. Alternatively, the rotation speed of the right wheel rotating shaft 3 is reduced by the transmission mechanism 160 and output to the hollow shaft 111 as an output section (a driving force transmission auxiliary member) of the transmission mechanism.

The multi-plate clutch mechanism 112 uses the hollow shaft 1
11 and a differential case (hereinafter abbreviated as a differential case) 108A on the input shaft 1 side, and by engaging the multi-plate clutch mechanism 112, the high-speed differential case 108A and the low-speed hollow The driving force is supplied to the shaft 111. This is because, as a general characteristic of the clutch plates disposed opposite to each other, the torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multiple disc clutch mechanism 112 between the right wheel rotating shaft 3 and the input shaft 1 is engaged,
The driving force distributed to the right wheel rotating shaft 3 is increased by a direct route from the input shaft 1 side via the multi-plate clutch mechanism 112, and the driving force distributed to the left wheel rotating shaft 2 is increased by that much. I do. The above-described transmission mechanism 160 is constituted by one planetary gear mechanism. The following description will be made by taking the transmission mechanism 160 provided on the right wheel rotating shaft 3 as an example.

That is, the sun gear 16 is
The sun gear 160A has a planetary gear (planetary pinion) 1 around its outer periphery.
60B. A pinion shaft 160C pivotally supporting the planetary gear 160B is supported by a hollow shaft 111, and the hollow shaft 111 functions as a carrier of a planetary gear mechanism. Also, planetary gear 1
Reference numeral 60B meshes with a ring gear 160D fixed so as not to rotate on the case or the like of the driving force transmission control mechanism 109F.

In such a planetary gear mechanism, since the revolving speed of the planetary gear 160B is lower than the rotation speed of the sun gear 160A, the hollow shaft (that is, the output portion of the transmission mechanism 160) 111 is lower in speed than the right wheel rotation shaft 3. Rotate with. Therefore, the speed change mechanism 160 functions as a speed reduction mechanism. For this reason, when the rotation speed of the clutch plate 112A is lower than that of the clutch plate 112B and the multi-plate clutch mechanism 112 is engaged, a torque corresponding to the engaged state is applied from the input shaft 1 side to the right wheel. The paper is fed to the rotating shaft 3 side.

On the other hand, the transmission mechanism 160 and the multi-plate clutch mechanism 112 provided for the left wheel rotating shaft 2 are similarly constructed, and when it is desired to distribute the driving torque from the input shaft 1 to the left wheel rotating shaft 2, The multi-plate clutch mechanism 11 on the left-wheel rotating shaft 2 side according to the degree of distribution (distribution ratio)
When the clutch 2 is appropriately engaged and it is desired to distribute more to the right wheel rotating shaft 3, the multiple disc clutch mechanism 112 on the right wheel rotating shaft 3 side is appropriately engaged according to the distribution ratio.

At this time, since the multi-plate clutch mechanism 112 is of a hydraulic drive type, the engagement state of the multi-plate clutch mechanism 112 can be controlled by adjusting the magnitude of the hydraulic pressure. The amount of driving force supplied to the right wheel rotating shaft 3 (that is, the ratio of driving force distribution to the right and left) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 112 are set so as not to be completely engaged at the same time.
Is supposed to cause slippage.

Then, in order to drive the multi-plate clutch mechanism 112, the above-described hydraulic circuit structure (see FIG. 1 or FIG. 12)
Is provided. The vehicle left / right driving force distribution device shown in FIG. 19 is similar to the device of the embodiment (see FIG. 13).
An input shaft 1, first and right wheel rotating shafts 2, 3 are provided, and a left and right driving force distribution device for a vehicle is interposed between the left wheel rotating shaft 2, the right wheel rotating shaft 3, and the input shaft 1. ing.

The driving force transmission control mechanism 109G of the left / right driving force distribution device for a vehicle includes a transmission mechanism 160 similar to the above-described apparatus (see FIG. 18). Side and the input shaft 1
The speed of the rotation of the rotation shaft is increased and output to the rotation shafts 2 and 3. Then, instead of the multi-plate clutch mechanism 112, a coupling 161 such as a friction clutch is interposed between the output portion 160A of the transmission mechanism 160 and the rotating shafts 2 and 3. In the case of a friction clutch, one in which the torque is transmitted in one direction is installed in a required direction (each torque transmission direction).

The transmission mechanism 160 is composed of one planetary gear mechanism. If the transmission mechanism 160 provided on the right wheel rotating shaft 3 is described as an example, a sun gear 160A is fixed to one side (input side) of the coupling 161. The sun gear 160A meshes with a planetary gear (planetary pinion) 160B on its outer periphery. And, a pinion shaft 160 pivotally supporting the planetary gear 160B.
C is a carrier 160 extending from the differential case 108A.
E is pivoted. Also, the planetary gear 160B
Is meshed with a ring gear 160D fixed so as not to rotate on the case or the like of the driving force transmission control mechanism 109G.

In such a planetary gear mechanism, since the revolving speed of the planetary gear 160B is lower than the rotation speed of the sun gear 160A, the sun gear 160A side (that is, the output portion of the transmission mechanism 160) rotates at a higher speed than the hollow shaft 111. I do. Therefore, the transmission mechanism 160 functions as a speed increasing mechanism. Therefore, when the coupling 161 provided on the right wheel rotating shaft 3 is engaged, an amount of torque corresponding to the engaged state is transmitted from the input shaft 1 to the right wheel rotating shaft 3. It has become so.

On the other hand, the transmission mechanism 160 and the coupling 161 provided on the left-wheel rotating shaft 2 have the same configuration. Therefore, when it is desired to distribute the drive torque from the input shaft 1 to the left wheel rotating shaft 2 more, the coupling 1 on the left wheel rotating shaft 2 side depends on the degree of distribution (distribution ratio).
If it is desired to appropriately engage the coupling 61 and distribute more to the right wheel rotating shaft 3, the coupling 161 on the right wheel rotating shaft 3 is appropriately engaged according to the distribution ratio.

At this time, by controlling the engagement state of the coupling 161, the amount of driving force supplied from the input shaft 1 to the left wheel rotating shaft 2 or the right wheel rotating shaft 3 (that is, the right and left distribution ratio of the driving force) ) Can be adjusted with appropriate accuracy. Note that, also here, the left and right couplings 161 are set so as not to be completely engaged at the same time.
When one of the left and right couplings 161 is completely engaged, the other slides.

In order to drive the multi-plate clutch mechanism 112, the above-described hydraulic circuit structure (see FIG. 1 or FIG. 12)
Is provided. The vehicle left / right driving force distribution device shown in FIG. 20 is provided on the side of a rear wheel that is a non-driving wheel (a wheel to which no engine output is given) in a front wheel drive vehicle, and its driving force transmission control mechanism 190A is , Provided between the rotation shafts 2 and 3 of the rear wheels.
9A is applied to a non-driving wheel.

That is, the rotation shafts 2 and 3 of the rear wheels are independent of each other, but the transmission mechanism 191 is provided on the right wheel rotation shaft 3 side, and the transmission mechanism 192 is provided on the left wheel rotation shaft 2 side. ing. A hydraulic multi-plate clutch mechanism 193 as a variable transmission capacity control torque transmission mechanism is interposed between the output portion of the transmission mechanism 191 and the left wheel rotating shaft 2. Further, between the output portion of the speed change mechanism 192 and the hollow shaft 195 that rotates at a constant speed in conjunction with the left wheel rotating shaft 3, the transmission capacity variable control torque transmission controlled by the controller 18 in the same manner as the device of the embodiment. A hydraulic multi-plate clutch mechanism 194 as a mechanism is interposed. Note that 193A, 193B, 194A,
194B is a clutch plate.

The transmission mechanism 191 includes a sun gear 191 attached to the right wheel rotating shaft 3 so as to rotate integrally therewith.
A and the planetary gear 19 meshing with the sun gear 191A
1B and a planetary gear 191 mounted on a planetary shaft 191C for pivotally supporting the planetary gear 191B.
A planetary gear 191D that rotates integrally with B and a sun gear 193C that meshes with the planetary gear 191D.

Then, the sun gear 193C is
1A, and the planetary gear 191D is set to be larger and smaller than the planetary gear 191B, so that the sun gear 193C is set to the sun gear 191.
It rotates at a lower speed than A. Therefore, the transmission mechanism 191
Is configured to reduce the rotation of the right wheel rotation shaft 3 and output the rotation as the rotation of the sun gear 193C.

Therefore, the hydraulic multi-plate clutch mechanism 193
Is engaged, the clutch plate 193B on the left wheel rotation shaft 2 rotates faster than the clutch plate 193A on the reduced sun gear 193C side, so the sun gear 193C side from the left wheel rotation shaft 2 side, that is, the right wheel rotation shaft 3 side. The driving force is transmitted to In this case, since both the left wheel rotating shaft 2 and the right wheel rotating shaft 3 are rotating shafts of the non-driving wheels, the driving force from the engine is not supplied, but the left wheel rotating shaft 2 transmits the rotational reaction force received from the road surface to the right wheel rotating shaft 3. Will give. That is, the left wheel connected to the left wheel rotating shaft 2 applies a braking force to the road surface, while receiving a rotational reaction force from the road surface, and the right wheel connected to the right wheel rotating shaft 3 receives the driving force received from the left wheel rotating shaft 2 side. Gives power to the road. Since the braking force is considered a negative driving force,
The distribution of the driving force between the left wheel rotating shaft 2 and the right wheel rotating shaft 3 is adjusted while the driving wheel is not driven.

The transmission mechanism 192 has a sun gear 192A attached to the left wheel rotating shaft 3 so as to rotate integrally therewith.
And a planetary gear 192 meshing with the sun gear 192A.
B and a planetary gear 192B mounted on a planetary shaft 192C pivotally supporting the planetary gear 192B.
And a sun gear 194C meshing with the planetary gear 192D.

The sun gear 194C is connected to the sun gear 19
Since the diameter is set larger than 2A and the planetary gear 192D is set larger and smaller than the planetary gear 192B, the sun gear 194C is set to the sun gear 192.
It rotates at a lower speed than A. Therefore, the transmission mechanism 192
Is configured to reduce the rotation of the left wheel rotation shaft 2 and output the rotation as the rotation of the sun gear 194C.

The hollow shaft 195 to which one clutch plate 194B of the hydraulic multi-plate clutch mechanism 194 is attached is connected to a sun gear 195A that rotates integrally therewith, and meshes with the sun gear 195A to form a planetary shaft 191.
The right wheel rotating shaft 3 is linked via a planetary gear 191E, a planetary shaft 191C, a planetary gear 191B and a sun gear 191A attached to C.

Then, the sun gear 195A is
1A, and the planetary gear 191E has the same diameter as the planetary gear 191B, so that the hollow shaft 195 always operates at the same speed as the right wheel rotating shaft 3. Therefore, when the hydraulic multi-plate clutch mechanism 194 is engaged, the clutch plate 194B on the hollow shaft 195 side (that is, the right wheel rotating shaft 3 side) rotates more than the clutch plate 194A on the sun gear 194C side that has been decelerated. Since it is fast, the driving force is transmitted from the right wheel rotation shaft 3 side to the left wheel rotation shaft 2 side.

In this case as well, since the left wheel rotating shaft 2 and the right wheel rotating shaft 3 are both rotating shafts of the non-driving wheels, the driving force from the engine is not supplied, but the right wheel rotating shaft 3 receives the rotational reaction force received from the road surface. This is given to the left wheel rotation shaft 2. That is, the right wheel connected to the right wheel rotating shaft 3 applies a braking force to the road surface, while receiving a rotational reaction force from the road surface, and the left wheel connected to the left wheel rotating shaft 2 receives from the right wheel rotating shaft 3 side. The driving force is given to the road surface, and the left wheel rotating shaft 2
The distribution of the driving force between the driving wheel 3 and the right wheel rotating shaft 3 is adjusted.

The multi-plate clutch mechanisms 193, 194
The hydraulic circuit structure described above (FIG. 1 or FIG.
2). A vehicle left / right driving force distribution device shown in FIG. 21 is also provided on the rear wheel side, which is a non-driving wheel, in a front wheel drive vehicle.
90B is provided between the rotation shafts 2 and 3 of the rear wheel,
A mechanism 109E shown in FIG. 17 is applied to a non-driving wheel.

That is, as shown in FIG. 21, although the rotating shafts 2 and 3 of the rear wheels are independent of each other, a speed change mechanism 196 is provided between these rotating shafts 2 and 3 so that the left wheel rotating shaft 2
A hydraulic multi-plate clutch mechanism 197 as a transmission capacity variable control torque transmission mechanism is provided between the transmission mechanism 196 and the speed increasing output section of the transmission mechanism 196, and the transmission capacity is provided between the transmission mechanism and the deceleration output section. A hydraulic multi-plate clutch mechanism 198 is provided as a variable control torque transmission mechanism.

The speed change mechanism 196 includes a gear 114A provided on the right wheel rotating shaft 3, a shaft (counter shaft) 196B provided in parallel with the rotating shafts 2 and 3, and a gear 114A provided on the counter shaft 196B. , A gear 197C provided on the left wheel rotating shaft 2 side via a hydraulic multi-plate clutch mechanism 197, and a gear provided on the left wheel rotating shaft 2 side via a hydraulic multi-plate clutch mechanism 198. 198C, a gear 196C provided on the counter shaft 196B and meshing with the gear 197C, and a gear 196D provided on the counter shaft 196B and meshing with the gear 198C.

The gear 197C has a smaller diameter than the gear 114A, the gear 198C has a larger diameter than the gear 14A, the gear 196C has a larger diameter than the gear 196A, and the gear 196D has a smaller diameter than the gear 196A. ing.
Therefore, the gear 197C is connected to the gear 114A and the gear 19A.
The rotational force is transmitted at the route of 6A, gear 196C, and gear 197C, and rotates at a higher speed than the gear 114A. The gear 197C serves as a speed increasing output portion of the transmission mechanism 196. The gear 198C includes a gear 114A and a gear 196.
The rotational force is transmitted through the route of A, gear 196D, and gear 198C, and rotates at a lower speed than the gear 114A. The gear 198C is a reduction output unit of the transmission mechanism 196.

For this reason, the hydraulic multi-plate clutch mechanism 197
Is engaged, the clutch plate 197A on the left wheel rotation shaft 2 rotates more slowly than the clutch plate 197B on the increased gear 197C side, so that the driving force from the right wheel rotation shaft 3 side to the left wheel rotation shaft 2 side. Is transmitted. Conversely, when the hydraulic multi-plate clutch mechanism 198 is engaged, the reduced gear 1
Since the clutch plate 198A on the left wheel rotation shaft 2 rotates faster than the clutch plate 198B on the 98C side, the driving force is transmitted from the left wheel rotation shaft 2 to the right wheel rotation shaft 3 side.

In this case as well, since both the left wheel rotating shaft 2 and the right wheel rotating shaft 3 are rotating shafts of the non-driving wheels, no driving force is supplied from the engine, but the rotating shaft 2 or 3 on the side that applies the driving force is not supplied.
Applies a rotation reaction force received from the road surface to one of the rotation shafts 3 or 2. That is, the rotating shaft 2 on the side that applies the driving force
Alternatively, the left wheel or the right wheel connected to 3 applies a braking force to the road surface, while receiving a rotational reaction force from the road surface, and the right wheel or the left wheel connected to the rotating shaft 3 or 2 on the driving force receiving side rotates this rotation. The reaction force is transmitted to the road surface as a driving force.

Then, the multi-plate clutch mechanism 197, 198
The hydraulic circuit structure described above (FIG. 1 or FIG.
2). In each of the above devices,
Although a hydraulic multi-plate clutch mechanism is mainly used as the variable transmission capacity control type torque transmission mechanism, the transmission capacity variable control type torque transmission mechanism is a torque transmission mechanism capable of variably controlling the transmission torque capacity, and Any type may be used, and in addition to the mechanism of this example, various torque transmission mechanisms are conceivable.

For example, a hydraulic friction clutch, a hydraulic controllable VCU (Viscous Coupling Unit)
Alternatively, another coupling such as a hydraulically controllable HCU (Hydric coupling unit = differential pump type hydraulic coupling) can be used as the variable transmission capacity control torque transmission mechanism. Also in the case of these torque transmission mechanisms, by using the present hydraulic circuit structure (see FIG. 1 or FIG. 12), when the control system malfunctions, when the valve sticks, the proportional valve 74, the switching valve 76, the electric pump 70, etc. In the event of a hydraulic system failure or the like, it is possible to reliably avoid the problem that both the left and right hydraulic clutch mechanisms are simultaneously engaged or coupled, and the engagement of the multi-plate clutch mechanism B is prevented. Drivability can be ensured, and damage to the mechanism can be prevented.

[0232] In each of the above configuration examples, the left and right driving force distribution device for a vehicle is provided on the rear wheel, but the left and right driving force distribution device can be applied to the front wheel as well. In particular, in the device of the above-described embodiment and the devices of FIGS. 14 to 19, the vehicle left / right driving force distribution device is provided in the drive system of the rear wheel of the four-wheel drive vehicle. The present invention can be applied to a front wheel drive system of a wheel drive vehicle, a rear wheel drive system of a rear wheel drive vehicle, a front wheel drive system of a front wheel drive vehicle, and the like. 20 and 21 described above.
In this device, the left / right driving force distribution device for a vehicle is mounted on the rear wheel which is a non-driving wheel of a front wheel drive vehicle, but such a left / right driving force distribution device is also provided on the front wheel which is a non-drive wheel of a rear wheel drive vehicle. Applicable.

[0233]

As described above in detail, according to the hydraulic circuit structure of the left and right torque distribution device for a vehicle according to the present invention (claim 1 ), the torque applied to the pair of axles that rotate integrally with the left and right wheels .
In the right and left torque distribution apparatus for a vehicle provided with a variable controllable torque transmission control Organization of the torque, the torque transmission control mechanism, the first hydraulic torque transmission mechanism and the second hydraulic
A torque transmission mechanism, these hydraulic torque transmission mechanism car
Drive according to at least one of both driving and driving conditions.
Drive means for dynamic control and interposition between the pair of left and right axles.
When the first hydraulic torque transmission mechanism is driven,
The torque applied to the right wheel axle is applied to the left wheel axle.
Move to increase the torque on the left axle
To reduce the torque applied to the right wheel axle
And a pair of the left and right
The second hydraulic torque transmission mechanism is interposed between the axles.
When driven, the torque applied to the axle on the left wheel side
Torque applied to the right wheel axle after moving to the wheel axle
And the torque applied to the left axle
A second transmission mechanism configured to reduce the hydraulic pressure , wherein the driving unit outputs a hydraulic pressure from a hydraulic source at a required pressure, and a hydraulic transmission unit for each of the hydraulic torque transmission units. having a hydraulic input which is attached to the mechanism, and the hydraulic pressure adjuster from interposed in an oil passage leading to the respective hydraulic input of the the selector valve
A hydraulic circuit is provided, and the switching valve is provided in one of an opening mode in which a required oil pressure from the oil pressure adjusting section is supplied to one of the oil pressure input sections and an opening mode in which the oil pressure is supplied to the other of the oil pressure input sections. A three-mode switching valve that takes one of three modes, a closed mode that does not supply the hydraulic pressure to the hydraulic pressure input section, and the switching valve takes the closed mode when the switching valve is in a neutral state without applying a driving force to the switching valve. And the left and right torque distribution for the vehicle of the present invention.
According to the hydraulic circuit structure of the distribution device (claim 2), the engine
And an input element to which the driving force from
A pair of left and right outputs that output the applied driving force to each of the left and right wheels
A force element, the input element and the pair of left and right output elements,
And the driving force from the input element is provided between the three elements.
Distribute to each of the above left and right output elements and
Differential mechanism that allows differential between the output elements of
Element and two of the above-mentioned left and right output elements.
Vehicle equipped with a torque transmission control mechanism that is mediated set to Motokan
The right and left torque distribution device,
The first hydraulic torque transmission mechanism and the second hydraulic torque transmission mechanism
Lux transmission mechanism and these hydraulic torque transmission mechanisms
Driven according to at least one of the driving state and the driving state
Drive means for controlling, the input element and the left and right outputs
Interposed between any two of the three force elements
And the first hydraulic torque transmission mechanism is driven.
The torque on one of these two elements is
Move to the other of the two elements and move to the left wheel side
Torque on the axle of the right wheel
The second is configured to reduce the torque on the axle
1 transmission mechanism, the input element and the left and right output
The above two elements or the other two elements of the elementary three elements
The second hydraulic torque transmission mechanism is driven
When done, one of these two elements
Torque moves to the other of the two elements
While increasing the torque applied to the right wheel axle,
The torque applied to the left wheel axle is reduced.
A second speed change mechanism to be formed, wherein the driving means comprises:
Hydraulic pressure adjustment unit that outputs the hydraulic pressure from the hydraulic pressure source at the required pressure
And the hydraulic input provided to each of the above hydraulic torque transmission mechanisms.
From the force section and the hydraulic pressure adjustment section to each of the hydraulic pressure input sections
A hydraulic circuit having a switching valve interposed in the oil passage;
The switching valve controls the required hydraulic pressure from the hydraulic pressure
Opening mode to supply to one of the hydraulic input
Opening mode to supply to the other side of the hydraulic pressure input section and any hydraulic pressure
Any of the three modes, closed mode, which does not supply to the input
It consists of a three-mode switching valve that takes
The switching valve is closed when the switching valve is in a neutral state where no driving force is applied to the switching valve.
By the configuration that is set to take the chain mode ,
Even when the control system malfunctions or when the valve sticks, it is possible to reliably avoid a problem in which both the left and right hydraulic torque transmission mechanisms (hydraulic multi-plate clutches) are simultaneously engaged or coupled. It is also possible to avoid the risk of interlock and damage to the mechanism. Another advantage is that, during a failure, one of the hydraulic torque transmission mechanisms (hydraulic multi-plate clutch) is prevented from remaining engaged, so that the running stability of the vehicle during a failure can be ensured. is there.

[0234]

[Brief description of the drawings]

FIG. 1 is a schematic circuit diagram showing a configuration of a hydraulic circuit structure in a left and right torque distribution device for a vehicle according to one embodiment of the present invention.

FIG. 2 is a diagram (a cross-sectional view taken along the line AA in FIG. 11) illustrating a main configuration of a left and right torque distribution device for a vehicle having a hydraulic circuit structure according to an embodiment of the present invention.

FIG. 3 is a view (a sectional view taken along the line BB in FIG. 11) showing a main configuration of a vehicle left / right torque distribution device having a hydraulic circuit structure according to one embodiment of the present invention;

FIG. 4 is a diagram (a sectional view taken along the line CC in FIG. 11) showing a main configuration of a left and right torque distribution device for a vehicle having a hydraulic circuit structure according to an embodiment of the present invention;

FIG. 5 is a front view of an essential part showing a structure of a shaft connecting mechanism of a left and right torque distribution device for a vehicle having a hydraulic circuit structure according to one embodiment of the present invention.

FIG. 6 is an exploded perspective view showing a main structure of a shaft coupling mechanism of a vehicle left-right torque distribution device having a hydraulic circuit structure according to one embodiment of the present invention.

FIG. 7 is a schematic front view showing an assembling operation of a shaft coupling mechanism of the left and right torque distribution device for a vehicle having a hydraulic circuit structure according to one embodiment of the present invention.

FIG. 8 is a schematic front view showing an assembling operation of a shaft coupling mechanism of the left and right torque distribution device for a vehicle having a hydraulic circuit structure according to one embodiment of the present invention.

FIG. 9 is a schematic front view showing an assembling operation of a shaft coupling mechanism of the left and right torque distribution device for a vehicle having a hydraulic circuit structure according to one embodiment of the present invention.

FIG. 10 is a schematic front view showing an assembling operation of a shaft coupling mechanism of the left and right torque distribution device for a vehicle having a hydraulic circuit structure according to one embodiment of the present invention.

FIG. 11 is a cross-sectional view of a main part of a vehicle left-right torque distribution device having a hydraulic circuit structure according to one embodiment of the present invention, showing a lower half of the main body in a rotational cross section.

FIG. 12 is a schematic circuit diagram showing a modified example of the configuration of the hydraulic circuit structure in the left and right torque distribution device for a vehicle according to one embodiment of the present invention.

FIG. 13 is a schematic diagram showing the principle of a left and right torque distribution device for a vehicle having a hydraulic circuit structure according to one embodiment of the present invention.

FIG. 14 is a schematic main part configuration diagram showing a left and right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 15 is a schematic main part configuration diagram showing a left and right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 16 is a schematic configuration diagram of a main part of a left and right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 17 is a schematic configuration diagram of a main part of a left-right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 18 is a schematic main part configuration diagram showing a left and right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 19 is a schematic main part configuration diagram showing a left and right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 20 is a schematic main part configuration diagram showing a left and right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 21 is a schematic main part configuration diagram showing a left and right torque distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 22 is a left and right vehicle for a vehicle considered in the process of devising the present invention.
It is a schematic circuit diagram which shows the structure of the hydraulic circuit structure of a luck distribution apparatus.

[Explanation of symbols]

1 the input shaft (input element) 2 first output shaft (output element) or left wheel rotation axis (axle) 3 the second output shaft (output element) or the right-wheel axle (axle) 4A first sun gear 4B second Sun gear 5 integral pinion 5A first planetary gear 5B second planetary gear 6 planetary carrier 6A pinion shaft 7 sheath shaft (hollow shaft) 7A piston portion side member 7B clutch portion side member 8A, 8B clutch plate 8C clutch hub 9 differential 9 Bevel gear (ring gear) 9B bevel gear (drive pinion) 10 circlip 11 casing 11A base end small diameter portion 11B large diameter portion 11C inner wall surface 12 differential carrier 12A clutch plate side member 12B shaft side member 13 differential case 13a protrusion 13A, 13B end portion 14 ring gear 15 Planeta Rear gear 16 Sun gear 17 Carrier 18 Bearing 19 Bolt 20 Piston 20A, 20B Sliding part 20C Annular vertical surface 20D Pressurized working chamber (pressurized chamber) as hydraulic input part 20E Guide hole 21 Bearing 22 Sealing mechanism 22A, 22D Lubricating working chamber Seal (second liquid seal) 22B, 22C Pressurizing chamber seal (pressurized hydraulic oil seal) 23 Pin 24 Lubrication operating chamber (Working chamber) 25 Groove 26 Outside air communication path 27 Key projection 27A Enlarged portion 27B Evacuation groove 27C Snap ring attachment groove 28 Entry groove 28A Fitting part 29 Ring 29A Stopper 30 Snap ring 31 Bolt 32 Stopper ring 32A Pinion shaft entry part 32B Pinion shaft locking part 32C Bolt mounting hole 33 Fitting groove 35 Bush 41 Oil Pool 42 Oil supply hole 61, 62 Planetary carrier 61A, 62A Pinion shaft mounting hole 62B Bolt mounting hole 70 Electric pump 71 Check valve 72 Pressure switch 73 Accumulator 74 Proportional solenoid (proportional valve) as oil pressure adjusting unit 75 Oil pressure sensor 76 Switching valve 76A Spool 76B Solenoid 76C Return spring 76D Oil chamber 76E Oil passage 76F Valve 76a, 76b Spool valve body 76c Spool valve body space 77 Oil reservoir tank 78R, 78L Pressure switch 79 Relief valve 81 Controller 82 Oil tank 108 Rear differential 108A Differential case ( Differential case) 109A-109I Driving force transmission control mechanism (torque transmission
Control mechanism) 110 Three-mode switching valve 110A Spool 110B, 110C Solenoid 110D, 110E Return spring 110F, 110G Shaft 110H, 110I Oil chamber 110J, 110K Oil path 110L, 110M Valve 110a, 110b Spool valve body 110c Spool valve body space 111 Hollow shaft (sheath shaft) 112 Hydraulic multi-plate clutch as hydraulic torque transmission mechanism
Switch mechanism (variable transmission capacity control type torque transmission mechanism) 112A, 112B Clutch plate 114A Gear 120, 131, 132 Transmission mechanism 120A, 131A, 132A First sun gear 120B, 131B, 132B First planetary gear (planetary pinion) 120D , 131D, 132D Second planetary gears 120C, 131C, 132C Pinion shafts 120F, 131F, 132F Planetary carriers 120E, 131E, 132E Second sun gear 141 Driving force transmission auxiliary member 142 Hydraulic multi-plate clutch as hydraulic torque transmission mechanism
Switch mechanism (variable transmission capacity control type torque transmission mechanism) 142A, 142B Clutch plate 151 Shaft (counter shaft) 152-156, 159 Gear 157, 158 Hydraulic type as hydraulic type torque transmission mechanism
Multi-plate clutch mechanism (variable transmission capacity control torque transmission machine)
160 ) Transmission mechanism 160A Sun gear 160B Planetary gear (planetary pinion) 160C Pinion shaft 160D Ring gear 161 Coupling such as friction clutch 190A, 190B Driving force transmission control mechanism (Torque transmission
Machine system anyway) 191,192 transmission mechanism 191A, 192A Sasangiya 191B, 192B planetary gear 191C, 192C planetary shafts 191D, hydraulic as 192D planetary gear 193, 194 hydraulic torque transmission mechanism
Multi-plate clutch mechanism (variable transmission capacity control torque transmission machine)
Organization) 193A, 193B, 194A, 194B clutch plate 193C, 194C sun gear 195 hollow shaft 196 speed change mechanism 196A, 196C, 196D, 197C, 198C
Gear 196B Shaft (counter shaft) 197, 198 Hydraulic type as hydraulic type torque transmission mechanism
Multi-plate clutch mechanism (variable transmission capacity control torque transmission machine)
Organization) 197A, 197B, 198A, 198B clutch plates 199 shift mechanism 199C shaft (counter shaft) 199A, 199B, hydraulic multi-plate clutch as 199D gear A shift mechanism B hydraulic torque transmission mechanism
Mechanism (Transmission capacity variable control type torque transmission mechanism) B1 Clutch section B2 Piston section C Restriction mechanism D Coupling mechanism S Driving force transmission control mechanism (Torque transmitter control mechanism ) S1 Differential mechanism

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) B60K 23/04 B60K 17/20

Claims (4)

(57) [Claims] 1. A lateral torque distribution apparatus for a vehicle equipped <br/> variable controllable torque transmission control Organization such torque to a pair of axles which rotates integrally with the left and right wheels, the torque transmission control mechanism , First hydraulic torque transmission machine
And a second hydraulic torque transmission mechanism, and these hydraulic torque transmission mechanisms are used to reduce the traveling state and the driving state of the vehicle.
Drive means for controlling the drive according to one of the
The first hydraulic torque transmission is interposed between a pair of axles.
When the mechanism is driven, the torque applied to the right axle
Move to the left wheel side axle and apply to the left wheel side axle
Increase the torque and apply to the right axle
First transmission mechanism configured to reduce torque
And the second oil interposed between the pair of left and right axles.
When the pressure-type torque transmission mechanism is driven, the left axle
This torque moves to the right wheel side axle and the right wheel side
Torque on the axle of the
The second is configured to reduce the torque on the axle
And a second transmission mechanism, said drive means comprises a hydraulic pressure adjuster that outputs a hydraulic pressure from the hydraulic source at a required pressure, and a hydraulic input unit which is attached to the hydraulic torque transmission mechanism described above, the hydraulic adjustment hydraulic pressure from the parts and a switching valve interposed in the oil passage leading to the respective hydraulic input of the
A switching mode in which the switching valve supplies a required oil pressure from the oil pressure adjusting section to one of the oil pressure input sections and an opening mode in which the oil pressure is supplied to the other of the oil pressure input sections. 3 with closed mode that does not supply to the input unit
A three-mode switching valve that takes any one of the three modes, and the switching valve is set to take the closed mode when the switching valve is in a neutral state without applying a driving force to the switching valve. Hydraulic circuit structure of left and right torque distribution device for vehicles. 2. An input for inputting a driving force from an engine.
And the driving force input to the input element
A pair of left and right output elements to output to the
Provided between a pair of left and right output elements and the above three elements
Distribute the driving force from the input element to the above left and right output elements
And allow the differential between the left and right output elements
A differential mechanism, the input element and the left and right output elements
3 elements torque transmission system which is interposed between the two elements of the
Right and left torque distribution device for vehicles with control mechanism
And the torque transmission control mechanism is a first hydraulic torque transmission device.
Structure and second hydraulic torque transmission mechanism, and these hydraulic
Reduce the torque transmission mechanism between the running state and the driving state of the vehicle.
Drive means for controlling the drive according to one of the
One of the three elements of the element and the above-mentioned left and right output elements
The first hydraulic torque transmission interposed between two elements.
When the mechanism is driven, one of these two elements
The torque on the element is the other of the two elements
To increase the torque applied to the left axle.
And reduce the torque applied to the right axle.
A first transmission mechanism configured to
And the above two elements of the three elements of the left and right output elements
Interposed between the element or the other two elements, the second hydraulic type
When the torque transmission mechanism is driven, the two
The torque applied to one of the two elements is
Torque applied to the right axle after moving to the other element
And the torque applied to the left axle
And a second transmission mechanism configured to reduce
For example, the drive means, the output hydraulic pressure from the hydraulic source at a predetermined pressure
And the hydraulic torque transmission mechanism described above.
The above-mentioned oil from the hydraulic input section
With a switching valve interposed in the oil passage leading to the pressure input section
A circuit is provided, and the switching valve is provided from the hydraulic adjustment unit.
Opening module that supplies the required oil pressure to one of the above oil pressure input units
Mode to supply the other of the hydraulic pressure input section and the other
And the closed mode that does not supply to any hydraulic input
It consists of a three-mode switching valve that takes one of two modes
At the same time, the switching valve does not apply a driving force to the switching valve
The closed mode must be set when neutral.
A hydraulic circuit for a left and right torque distribution device for a vehicle, characterized in that:
Construction. 3. The first speed change mechanism and the second speed change mechanism.
2. The mechanism according to claim 1, wherein the mechanism is integrally formed.
Or a hydraulic circuit structure of the vehicle left-right torque distribution device according to 2 . As claimed in claim 4 wherein said hydraulic torque transmission mechanism, wherein the hydraulic multi-plate clutch is used, the left and right torque for vehicle according to any one of claims 1 to 3
Hydraulic circuit structure of the click distribution device.