JP3010838B2 - Left and right driving force 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 an apparatus for distributing driving force to left and right wheels in a four-wheel drive type automobile or the like.

[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]

On the other hand, it is desirable that the torque distribution mechanism be capable of freely allocating torque without causing a large torque loss or energy loss. The torque distribution to the left and right wheels can be adjusted freely without causing energy loss.

FIG. 11 is a schematic view showing the principle of a left-right driving force distribution device for a vehicle considered in the process of devising the present invention from such a viewpoint. As shown in FIG. 11, an input shaft 1 to which a rotational driving force (hereinafter, referred to as driving force or torque) is input, and first and second output shafts 2 to output a driving force input from the input shaft 1. , 3 are provided, and a left-right driving force 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 / right driving force distribution device for a vehicle has the following configuration, while allowing the differential between the first output shaft 2 and the second output shaft 3 while allowing the first output shaft 2 to be driven. And the second
The driving force 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 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 to the first planetary pinion 5A at the outer periphery thereof. Also, the first planetary pinion 5A
Is integrally fixed to the second planetary pinion 5B,
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 pinion 5A and the second planetary pinion 5B perform the same rotation about the pinion shaft 6A.

Further, the second planetary pinion 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 a clutch plate 8A of the multi-plate clutch mechanism B via a sheath shaft 7. ing. Also, 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. 11, the first sun gear 4A is formed to have a larger diameter than the second sun gear 4B, so that 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.

Therefore, the above-described device is replaced with a conventional differential device 9 'as shown in FIG.
It is desirable to realize the above-mentioned method by using components such as the differential carrier 12 and the differential case 13 '.

The differential device shown in FIG. 12 is for a rear wheel, and has an input shaft 1 and output shafts 2 for right and left wheels.
3, a drive pinion 9B provided at the end of the input shaft 1, a ring gear 9A meshing with the drive pinion 9B, a differential case 13 'in which the ring gear 9A is installed, and a differential case 13'. , And pinions 9b and 9c provided at the ends of the output shafts 2 and 3 and meshing with the pinions 9a, respectively. When an engine output is input from the input shaft 1 via a center differential and a propeller shaft (both not shown), the engine output (driving force) is transmitted to the drive pinion 9B, the ring gear 9A, the pinions 9a ', 9b', 9c 'is transmitted to the left and right wheels while allowing a differential.

The apparatus using the transmission mechanism A and the multi-plate clutch mechanism B has the following problems.

That is, in addition to the conventional differential device, it is necessary to equip the transmission mechanism A and the multi-plate clutch mechanism B on both the left and right. If all the mechanisms are incorporated in the differential carrier, the size of the device becomes large. This makes it impossible to use conventional components such as a differential carrier.

Therefore, means for providing another line or the like is required, and the manufacturing cost is increased.

When the transmission mechanism A and the multi-plate clutch mechanism B are provided outside the differential carrier, it is necessary to newly provide a hydraulic system such as a fluid pressure seal for the multi-plate clutch mechanism B outside the differential carrier. Yes, this also increases the manufacturing cost.

Further, various problems arise in order to equip the piston portion as the actuator of the multi-plate clutch mechanism B with conventional parts and to operate the multi-plate clutch mechanism B sufficiently.

The present invention has been made in view of the above problems, and provides a left-right driving force distribution device for a vehicle which can realize the above-described mechanism while maximizing the use of conventional parts. With the goal.

[0025]

According to a first aspect of the present invention, there is provided a left-right driving force distribution device for a vehicle, comprising: an input portion to which power of an engine is transmitted; a left-wheel-side rotating shaft; A rotating shaft, a differential mechanism for distributing the power of the input unit to the left wheel rotating shaft and the right wheel rotating shaft, a differential case accommodating the differential mechanism, the left wheel rotating shaft and the right wheel side Power transmission means for changing the rotation speed of one of the rotation shafts and selectively transmitting the rotation speed to the input unit, wherein the power transmission means changes the rotation speed of the one rotation shaft. Transmission mechanism connected to the output section of the transmission mechanism.
Cylinder that is rotatably supported by the one of the rotation shafts.
Member, a clutch interposed between the cylindrical member and the input portion, and a piston portion for pressing the clutch, the clutch is housed in the differential case, and the piston portion is And the piston portion is provided outside the clutch via the cylindrical member.
Is configured to be pressed .

Further, according to a second aspect of the present invention, there is provided a left-right driving force distribution device for a vehicle according to the first aspect.
The differential case moves when the piston section operates.
It is characterized by functioning as a latch support member .

[0027] Then, the vehicle driving-force laterally-distributing device of the present invention according to claim 3, in the apparatus according to claim 1 or 2, wherein said piston unit comprises a piston you sliding in response to actuating fluid pressure , The clutch is operated according to the sliding of the piston.
A pressing member for pressing, it is composed of, a restricting mechanism for restricting a bearing interposed, the relative rotation between the piston retainer and the piston supporting the piston between the piston and the pressing member It is characterized by. Further, a left-right drive for a vehicle according to the present invention according to claim 4.
The force distribution device is a device according to any one of claims 1 to 3.
The piston section houses the differential case
Is provided outside the differential carrier
I have.

[0028]

In the vehicle left-right driving force distribution device according to the first aspect of the present invention, the power of the engine is transmitted from the input unit to the left-wheel rotation shaft and the right-wheel rotation shaft via the differential mechanism. You. At this time, the power transmission means shifts the rotation speed of one of the left-wheel rotation shaft and the right-wheel rotation shaft by a transmission mechanism, and transfers the changed rotation to the cylindrical member and the clutch. Through the transmission mechanism to the input unit, the power distribution to the left-wheel rotation shaft and the right-wheel rotation shaft is adjusted. At this time, the adjustment of the coupling state of the clutch is performed by the piston portion pressing the clutch via the cylindrical member, but since the clutch is housed in the differential case and the piston portion is provided outside the differential case. The setting of each part of the piston portion can be performed without being restricted by the differential case.

According to the second aspect of the present invention, the piston portion pushes the clutch.
When adjusting the clutch engagement by pressing
A device that functions as a support member against the pressing force from the stone
The connection is performed while supported by the case.

Furthermore, in the vehicle left / right driving force distribution device according to the third aspect of the present invention, in the piston portion, the piston slides in accordance with the working fluid pressure to press the clutch.
At this time, since the bearing is interposed between the piston and the pressing member that presses the clutch in accordance with the sliding of the piston, the piston is not rotated with respect to the rotating clutch. It becomes possible. In addition, while the clutch is pressed, a rotational force is transmitted from the clutch side to the piston side while the clutch is pressed, but the rotation of the piston is regulated by a regulation mechanism that regulates the relative rotation between the piston and the piston retainer. Is done. Claim 4
In the left and right driving force distribution device for a vehicle according to the present invention described in
Ton part is provided outside the differential carrier that stores the differential case
Since being, possible to expand the volume of Defukyari A
In addition, this device can be configured.

[0031]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A description will now be given, with reference to the drawings, of a vehicle left / right driving force distribution apparatus according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view showing the lower half of the main part in a rotational section, FIG. 2 is a cross-sectional view showing the main part (a cross-sectional view taken along the line AA in FIG. 1), and FIG. FIG. 4 is a cross-sectional view (a cross-sectional view taken along the line BB of FIG. 1), FIG. 4 is a cross-sectional view showing a main configuration thereof (a cross-sectional view taken along the line CC of FIG. 1), and FIG. FIG. 6 is an exploded perspective view showing a main part structure of the shaft connecting mechanism, and FIGS. 7 to 10 are schematic front views showing an assembling process of the shaft connecting mechanism.

The left-right driving force distribution device for a vehicle according to this embodiment performs left-right driving force for 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.

That is, as shown in FIGS. 1 to 4, this device has an input shaft 1 as an input portion to which the rotational driving force distributed to the rear wheels of the engine output of the vehicle is inputted, and provided so as to connect the first and second output shafts 2 and 3 for outputting a driving force input from the first output shaft 2 is connected to the left wheel side rotation the left in the driving system of the left wheel
Is configured as a shaft, a second output shaft 3 is composed of the right end thereof as a concatenated right-wheel-side rotating shaft to the drive system of the right wheel.

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, a differential mechanism S1 and a driving force transmission control mechanism (power transmission means) S is interposed between 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. The transmitted driving force can be distributed to a required ratio.

In particular, the driving force transmission control mechanism S includes a transmission mechanism A and a multi-plate clutch mechanism B.
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 increased by the transmission mechanism A, and the sheath shaft as a driving force transmission auxiliary member (an output part of the transmission mechanism A)
(Cylindrical member) 7.

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 corresponds to the clutch plate 8 arranged oppositely.
A. The general characteristic of 8B is that the torque is transmitted from a higher speed to a lower speed.
The multi-plate clutch mechanism B includes these clutch plates 8
A. 8B, a clutch section (clutch) B1
And a piston portion B2 for driving the contact portion B1.
You.

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 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, the first sun gear 4A is fixed to the second output shaft 3 by the spline and the 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 to the second sun gear 4B, and is connected to 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. 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, the ring gear 14 is formed on the inner periphery of the differential case 13, and the sun gear 16 is provided on 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.

[0049] 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 is 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.

In the multi-plate clutch mechanism B, as described above, the clutch portion B1 including the clutch plate 8A and the clutch plate 8B is disposed in the differential case 13, and the clutch portion B1 is 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 into the opening portions at both ends of the differential carrier 12 from the outside, 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 configured 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) 20D is formed between the inner wall 11C and the inner wall 11C.

A hydraulic oil supply passage (not shown) is connected to the pressurized working chamber 20D, and a required operating oil pressure is supplied from a hydraulic source to the pressurized working chamber 20D based on a control signal from a controller or the like, and the piston 20 is moved. The required amount is displaced.

Thus, the piston portion B2 of the multiple disc clutch mechanism B is formed in the casing 11 outside the differential case 13.

A bearing 21 is fitted on the inner periphery of the large-diameter sliding portion 20B of the piston 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 differential case 1
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 of 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.
Between the piston 20 and the sheath shaft 7 and bearing 21 is interposed, the piston 20 is composed of a non-rotating is not performed rotation.

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 restricting 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 into which the pin 23 is 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 operating chamber (operating 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.

The lubricating oil contained in the lubricating working chamber 24 and the hydraulic oil contained in the pressurizing chamber 20D have different oil properties. 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 lubrication working chamber seals 22A, 22
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 slid in 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 can be prevented.

Then, the seals 22A and 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 because 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 supporting 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.

As a result, a space for mounting the support member is not required, and the size of the apparatus can be reduced.

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 coupling 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 coupled so as to extend in the axial direction and to have a 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 in the axial direction. The entry groove 28 is provided.

At the tip of the entry groove 28, a fitting portion 28A is formed for fitting by the rotation of 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 connected to 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-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-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-side member 7A and the clutch-side member 7B on the sheath shaft 7 is performed as follows.

First, as shown in FIG. 7, the ring 29 is mounted on the piston-side member 7A, and the stopper 29A is caused to enter the retreat groove 27B and completely retreat. 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-like 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 is generated 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.

The stopper 29A is locked by the snap ring 30 from retreating toward the piston-side member 7A.
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 by 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 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 in the bearing portion of the differential case 13. Here, as shown in FIG. 1, the driving force transmission auxiliary member and the piston driving force transmission member are provided. 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 the present 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, these are supported by the two-divided 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,
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 which is in contact with the outer surface of the planetary carrier 62 is provided. 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 projects 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 entry 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 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 outward in the radial direction 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 formed such 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 such a configuration, the fixing operation of 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 and 62A and the pinion shaft intrudable portion 32A, and the tip of the pinion shaft 6A 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.

After that, 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 locking portion 32B formed by the inner peripheral portion of the stopper ring 32 is automatically fitted 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. 32
By locking the periphery of the bolt mounting hole 32C of
Its rotation is prohibited.

In this manner, alignment at the time of joining the two-partition type planetary carrier 6 (61, 62) and 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 constructed 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.
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 pinion shaft side oil supply hole 6B 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 the above 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. Can be raised.

The lubricating oil thus scraped drops into the oil pool 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 by 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 used. 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 as described above, it is necessary to provide a play for gear cutting between the first planetary gear 5A and the second planetary gear 5B.

Therefore, the speed change mechanism A becomes large in the width direction, and 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 this 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 between the first planetary gear 5A and the second planetary gear 5B, thereby reducing the width. The transmission mechanism A is reduced in size in the width direction and can be mounted on 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 supply port.

Since the vehicle left / right driving force distribution device as one embodiment of the present invention is configured as described above, it operates as follows.

First, when it is desired to transmit more drive torque of the input shaft 1 to the first output shaft 2, it is necessary for the multi-plate clutch mechanism B on the second output shaft 3 side 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 multiple discs on the first output shaft 2 A required fluid pressure is supplied to the clutch mechanism B.

Thus, in the same manner as described above, torque distribution in a state where the distribution ratio to the second output shaft 3 is 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, 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.

By the way, the operation of the clutch portion B1 in the multi-plate clutch mechanism B is performed 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.

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 size of the vehicle left / right driving force distribution device can be reduced in the width direction.

When pressurizing the clutch portion B1,
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.
As described above, the clutch plate 8A and the clutch are
When pressing against the switch plate 8B, the sheath shaft 7 relays.
And the sheath shaft 7 moves the clutch B
It functions as a pressing member for pressing 1.

That is, in the ordinary 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 left / right driving force distribution device for a vehicle is reduced in size in the width direction.

[0141] Incidentally, in order to perform a binding <br/> case of the multi-disc clutch mechanism B described above, the driving piston 20 is carried out,
The piston 20 is provided with a regulating mechanism C. The pin 23 is guided by the guide hole 20E during the stroke, and the rotation of the piston 20 is regulated.

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 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 the clutch unit B1 is previously mounted in the differential case 13, and the piston unit B2 is also mounted on 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 transmission 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 B2 can be mounted on the transmission mechanism A while the clutch B1 is mounted in the differential case 13, and the mechanism of the present embodiment can be assembled.

[0147] 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 connection mechanism D is easily performed as described above together with the description of the configuration of the connection 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 system because 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, the second planetary gear 5B and the pinion shaft 6A in the transmission mechanism A is performed as described above, and the oil sump 41, the oil supply hole 42, the pinion shaft side oil supply hole 6B and 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 this embodiment can be reduced.

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

That is, the seals 22A, 2
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 incorporated as a lubricating oil in the lubricating operation chamber 24, 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 for the pressurized chamber are used.
On the inner wall of the lubrication operation chamber 24 corresponding to the position between the lubrication operation chamber 24C and a groove 25 formed 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.

[0157]

As described above in detail, according to the vehicle left / right driving force distribution device of the first aspect of the present invention, the input portion to which the power of the engine is transmitted, the left wheel side rotating shaft, and the right A wheel-side rotating shaft, a differential mechanism for distributing the power of the input unit to the left wheel-side rotating shaft and the right wheel-side rotating shaft, a differential case accommodating the differential mechanism, the left wheel-side rotating shaft and the right Power transmission means for changing the rotation speed of one of the rotation shafts of the wheel-side rotation shaft and selectively transmitting the rotation speed to the input section, wherein the power transmission means comprises a rotation speed of the one rotation shaft. And a transmission mechanism connected to the output of the transmission mechanism.
Cylinder that is rotatably supported by the one of the rotation shafts.
Member, a clutch interposed between the cylindrical member and the input portion, and a piston portion for pressing the clutch, the clutch is housed in the differential case, and the piston portion is And the piston portion is provided outside the clutch via the cylindrical member.
The structure of Ru is configured so as to press the advantage to the following effects can be obtained. Differential in differential case
By accommodating the clutch together with the mechanism, the differential mechanism and
The clutch and clutch can be made compact, and the differential case
Since it can be housed in the used carrier 12, it is possible to share components such as a commonly used carrier, and a mechanism capable of freely distributing the driving force can be equipped without increasing the manufacturing cost. Become like The operation of the clutch is performed by driving the piston disposed outside the differential case of the differential mechanism to pressurize the clutch disposed inside the differential case with fluid pressure, so that the piston is effectively applied. The pressure area can be set without depending on the shape of the differential case, and a sufficient effective pressure area can be secured.

[0158] Further, according to the driving-force laterally-distributing device for a vehicle of the present invention according to claim 2, apparatus smell of claim 1, wherein
When the differential case is operated by the piston,
With the structure functioning as the support member of the clutch , the following advantages and effects can be obtained in addition to the above-mentioned effects and advantages . Since the differential case when the pressure of the click latch is the binding of the clutch becomes the supporting member is performed, there is no need to newly provide a support member, downsizing, contributes to weight reduction.

[0159] Further, according to the driving-force laterally-distributing device for a vehicle of the present invention according to claim 3, in the apparatus according to claim 1 or 2, wherein said piston unit, in response to actuating fluid pressure sliding
A piston you dynamic, the class in accordance with the sliding of the piston
A pressing member which presses the pitch, it is composed of a regulating mechanism for regulating a bearing interposed, the relative rotation between the piston retainer and the piston supporting the piston between the piston and the pressing member With this configuration, in addition to the above-described effects and advantages, the following advantages and effects can be obtained. Piston is equipped through a bearing to the rotational portion outside the differential case, upon pressurization of the clutch portion, although the piston is about to rotate relative to the piston retainer, the restriction mechanism for restricting relative rotation between the piston and the piston retainer, The rotation is regulated, and the sealing performance between the piston and the piston retainer is stably ensured for a long time. Further, the present invention according to claim 4
According to the left and right driving force distribution device for a vehicle,
The device according to any one of the preceding claims, wherein the piston portion
Is provided outside the differential carrier that houses the differential case.
Do not increase the volume of the differential carrier.
And the differential carrier can be configured.
As a result, conventional products can be used
Increase can be minimized.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing a lower half of a main part configuration of a left-right driving force distribution device for a vehicle as one embodiment of the present invention in a rotating cross section.

FIG. 2 is a cross-sectional view (a cross-sectional view taken along the line AA in FIG. 1) illustrating a main configuration of the vehicle left / right driving force distribution device as one embodiment of the present invention.

FIG. 3 is a cross-sectional view (a cross-sectional view taken along a line BB in FIG. 1) illustrating a configuration of a main part of the left-right driving force distribution device for a vehicle as one embodiment of the present invention.

FIG. 4 is a cross-sectional view (a cross-sectional view taken along the line CC in FIG. 1) illustrating a configuration of a main part of the vehicle left / right driving force distribution device as one embodiment of the present invention;

FIG. 5 is a main part front view showing a structure of a shaft connecting mechanism of the vehicle left / right driving force distribution device as one embodiment of the present invention.

FIG. 6 is an exploded perspective view showing a main structure of a shaft coupling mechanism of the vehicle left / right driving force distribution device as one embodiment of the present invention.

FIG. 7 is a schematic front view showing an assembling process of a shaft connecting mechanism of the left and right driving force distribution device for a vehicle as one embodiment of the present invention.

FIG. 8 is a schematic front view showing an assembling process of a shaft connecting mechanism of the left and right driving force distribution device for a vehicle as one embodiment of the present invention.

FIG. 9 is a schematic front view showing an assembling process of a shaft connecting mechanism of the left and right driving force distribution device for a vehicle as one embodiment of the present invention.

FIG. 10 is a schematic front view showing an assembling process of a shaft connecting mechanism of the left and right driving force distribution device for a vehicle as one embodiment of the present invention.

FIG. 11 is a schematic diagram showing the principle of a left and right driving force distribution device for a vehicle proposed in the process of devising the present invention.

FIG. 12 is a schematic sectional view showing a schematic configuration of a conventional differential device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Input shaft as an input part 2 1st output shaft as a left wheel side rotating shaft 3 2nd output shaft as a right wheel side rotating shaft 4A 1st sun gear 4B 2nd sun gear 5 Integrated pinion 5A 1st planetary gear 5B second planetary gear 6 planetary carrier 6A pinion shaft 7 driving force transmission auxiliary member and the piston driving force transmitting member 及
Fine sheath axis as a pressing member as (cylindrical member) 7A piston portion side member 7B clutch portion side member 8A clutch plate 8B clutch plate 8C clutch hub 9 Differential 9A bevel gear (ring gear) 9B bevel gear (drive pinion) 10 Circlip 11 piston retainer wall in the casing 11A base end small-diameter portion 11B larger diameter portion 11C 12 differential carrier 12A clutch pre - up side member 12B shaft side member 13 the differential case 13a protruding 13A end 13B end 14 a ring gear 15 planetary gear 16 San'ngiya 17 carrier 18 bearing 19 bolt Reference Signs List 20 piston 20A sliding portion 20B sliding portion 20C annular vertical surface 20D pressurized working chamber (pressurized chamber) 20E guide hole 21 bearing 22 seal mechanism 22A, 22D lubricated working chamber Seal (second liquid seal) 22B, 22C Pressurizing chamber seal (pressurized hydraulic oil seal) 23 Pin 24 Lubrication working chamber (Working chamber) 25 Groove 26 Outside air communication path 27 Key projection 27A Enlarged portion 27B Retreat Groove 27C Snap ring mounting groove 28 Entry groove 28A Fitting part 29 Ring 29A Stopper 30 Snap ring 31 Bolt 32 Stopper ring 32A Pinion shaft pierceable part 32B Pinion shaft locking part 32C Bolt mounting hole 33 Fitting groove 35 Bush 41 Oil reservoir 42 Oil supply hole 61 Planetary carrier 61A Pinion shaft mounting hole 62 Planetary carrier 62A Pinion shaft mounting hole 62B Bolt mounting hole A Transmission mechanism B Multi-plate clutch mechanism B1 Clutch section (clutch) B2 Piston section C regulating mechanism D coupling mechanism S driving force transmission control mechanism (power transmission means) S1 differential mechanism

Continued on the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60K 17/354 B60K 17/16 B60K 17/30 F16D 25/063 F16H 48/20

Claims (4)

(57) [Claims] An input unit to which power of an engine is transmitted, a left-wheel rotation shaft, a right-wheel rotation shaft, and the power of the input unit is distributed to the left-wheel rotation shaft and the right-wheel rotation shaft. A differential mechanism; a differential case accommodating the differential mechanism; and a speed change mechanism for selectively rotating the rotation speed of one of the left wheel rotation shaft and the right wheel rotation shaft to the input unit. A transmission mechanism for changing the rotation speed of the one rotation shaft; and a power transmission means connected to an output portion of the transmission mechanism, the power transmission means being connected to the one rotation shaft.
A cylindrical member pivotally supported so as to be relatively rotatable, a clutch interposed between the cylindrical member and the input portion, and a piston portion pressing the clutch; and the clutch is provided in the differential case. is housed, the piston part is provided outside the differential case, the piston unit
Presses the clutch through the cylindrical member
A left / right driving force distribution device for a vehicle, comprising: 2. The left / right driving force distribution device for a vehicle according to claim 1, wherein the differential case functions as a support member for the clutch when the piston portion operates. Wherein said piston unit comprises a piston you sliding in response to fluid pressure, the click in response to the sliding of the piston
A pressing member for pressing the latch, and a bearing interposed between the piston and the pressing member, is composed of a restriction mechanism for restricting relative rotation between the piston retainer and the piston supporting the piston The left and right driving force distribution device for a vehicle according to claim 1 or 2, wherein 4. The piston section receives the differential case.
Is provided outside the differential carrier
That, driving right and left drive amphibious according to any one of claims 1 to 3
Power distribution device.