JPH0527397U - Planetary carrier mounting structure - Google Patents

Abstract

(57) [Abstract] [Object] The present invention relates to a planetary carrier mounting structure for a planetary gear unit having a two-part type planetary carrier, and enables the planetary carrier to be easily fixed with a small number of parts and man-hours. The purpose is to [Structure] In the planetary gear mechanism, the planetary gear 5
And a pinion shaft 6A, two-part planetary carriers 61 and 62, and pinion shaft mounting holes 61 formed in each of the planetary carriers 61 and 62.
A and 62A, and a bolt 31 for fixing the planetary carriers 61 and 62 to each other.
2 is provided with a stopper ring 32 in contact with the outer side surface of the pinion shaft 2 and a fitting groove 33 for fitting the stopper ring 32 provided on the pinion shaft 6A, and the stopper ring 32 allows the pinion shaft 6A to move in the axial direction. A shaft approachable portion 32A, a pinion shaft locking portion 32B for locking the axial movement of the pinion shaft 6A,
A bolt attachment portion 32 that allows the bolt 31 to be attached to the planetary carriers 61 and 62 when fitted to the fitting groove 33.
Configure with C.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a planetary gear device having a two-part planetar carrier, and more particularly to a mounting structure for the planet carrier.

[0002]

[Prior Art]

 Conventionally, the planetary gear mechanism has been used in various devices that require differential rotation, for example, in automobiles, it is used in a differential device or the like that allows differential rotation between left and right wheels.

By the way, in the planetary gear mechanism, the planetary carrier and the pinion shaft of the planetary gear are fixed using different pins for each pinion shaft, resulting in poor assemblability and a large number of parts. It will increase and the cost will rise.

As a pinion shaft mounting structure, a structure as shown in FIG. 13 is provided.

That is, in this structure, the pinion 122 as a planetary gear is interposed between the ring gear 123 and the sun gear 121, and the pinion 122 is attached to the planetary carrier 125 via the pinion shaft 126. Here, the pinion shaft 126 and the planetary carrier 125 are fixed by aligning the pin hole 125a formed in the planetary carrier 125 so as to extend in the radial direction with the pin hole 126 formed in the pinion shaft 126. The fixing pin 135 is inserted into these pin holes 125a and 126.

[0006]

[Problems to be solved by the device]

 In the case of the conventional structure as described above, it is necessary to insert a plurality of pins after performing a work of aligning a plurality of pin holes, resulting in a problem that the number of steps is large.

By the way, in the following driving force distribution device that can freely distribute torque without causing a large torque loss and energy loss, it is necessary to equip a two-part planetary carrier.

FIG. 11 is a schematic diagram showing the principle of a left-right driving force distribution device for a vehicle, which was considered in the devising process of the present invention. As shown in FIG. 11, an input shaft 1 to which a rotational driving force (hereinafter referred to as a driving force or torque) is input, and first and second output shafts that output the driving force input from the input shaft 1. 2 and 3 are provided, and a vehicle left-right driving force distribution device 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 is configured as follows, while allowing the differential between the first output shaft 2 and the second output shaft 3 while allowing the first output shaft 2 to rotate. The driving force transmitted to the second output shaft 3 and the second output shaft 3 can be distributed in a required ratio.

That is, the transmission mechanism A and the multi-disc 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. The rotation speed of the first output shaft 2 or the second output shaft 3 is increased by the speed change mechanism A and transmitted to the sheath 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 referred to as a differential case) 13 on the input shaft 1 side, and the multi-plate clutch mechanism B is provided. Is engaged, 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 arranged to face each other, torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multiple disc clutch mechanism B 1 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 that is returned to the shaft 1 side and is distributed to the second output shaft 3 decreases, and the driving force distributed to the first output shaft 2 increases by this amount.

The above-described speed change mechanism A is configured by a so-called double planetary gear mechanism in which two planetary gear mechanisms are connected in series, and the speed change mechanism A provided on the second output shaft 3 will be described as an example. Then it becomes as follows.

That is, the first sun gear 4A is fixed to the second output shaft 3, and the first sun gear 4A is screwed onto the first planetary gear (planetary pinion) 5A on the outer periphery thereof. .. The first planetary gear 5A is integrally fixed to the second planetary gear 5B, and is pivotally supported by the carrier 6 fixed to the casing (fixed portion) through the pinion reshaft 6A. As a result, the first planetary gear 5A and the second planetary gear 5B perform the same rotation about the pinion reshaft 6A.

Further, the second planetary gear 5 B is screwed to the second sun gear 4 B pivotally supported by the second output shaft 3, and the second sun gear 4 B is connected to the multi-shaft gear 7 via the sheath shaft 7. It is connected to the clutch plate 8A of the plate clutch mechanism B. The other clutch plate 8B of the multi-plate clutch mechanism B is connected to the 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 diameter larger than that of the second sun gear 4B, so that the rotation speed of the second sun gear 4B becomes higher than that of the first sun gear 4A. The speed change mechanism A functions as a speed increasing mechanism. Therefore, 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, a torque corresponding to the engaged state is input from the second output shaft 3 side. It is designed to be returned to the axis 1 side.

On the other hand, the speed change mechanism A and the multi-disc clutch mechanism B provided for the first output shaft 2 are also configured in the same manner, and the drive torque from the input shaft 1 should be distributed more to the first output shaft 2. In this case, when the multi-disc clutch mechanism B on the second output shaft 3 side is appropriately engaged according to the degree of distribution (distribution ratio), and more distribution is desired for 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.

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

According to such a mechanism, the torque distribution is adjusted by transferring the required amount of the torque of one to the other instead of adjusting the torque distribution by using the energy loss of the brake or the like. A desired torque distribution can be obtained without causing torque loss or energy loss.

Therefore, it is desirable to realize the above-mentioned device while using parts such as the differential carrier 12 and the differential case 13 'in the conventional differential device 9'as shown in FIG.

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

By the way, in the apparatus as described above, the first planetary gear 5A and the second planetary gear 5B are integrally fixed to a supporting member such as a casing as the carrier 6 via the pinion shaft 6A.

On the other hand, when the clutch plate 8A is pressed, the sheath shaft 7 is driven in the axial direction, so that an axial force acts on the second sun gear 4B and the axial direction also acts on the second planetary gear 5B. Force acts on.

Therefore, the carrier 6 needs to support the second planetary gear 5B and the second sun gear 4B in the axial direction, so that the first planetary gear 5A and the second planetary gear 5B are sandwiched from both sides in the axial direction. Must be equipped with.

Therefore, the carrier 6 has a shape divided into two in the axial direction for the convenience of assembly.

In such a configuration, since the fixing work is performed in each of the two divided parts, the man-hours and the number of parts are increased, and the two-piece type planetary carriers are coupled to each other and the planetary carrier and the pinion shaft are fixed. It is necessary to align the two operations with and, and it becomes more difficult to assemble.

In such a situation, when the above-described conventional fixing means is used, generally, the number of parts and the number of steps are increased, and the assembling property is deteriorated.

Further, in the above-described drive force distribution device, since the planetary carrier needs to be divided into two, the assemblability is remarkably deteriorated and its improvement is desired.

The present invention has been made in view of the above problems, and an object thereof is to provide a planetary carrier mounting structure in which the planetary carrier can be easily fixed with a small number of parts and man-hours. To do.

[0030]

[Means for Solving the Problems]

 Therefore, the planetary carrier mounting structure of the present invention is, in a planetary gear mechanism, a planetary gear, a pinion shaft pivotally supporting the planetary gear, two split planetary carriers mounted on both axial sides of the planetary gear, and the planetary gear. The pinion shaft and the planetary carrier are provided with pinion shaft mounting holes formed in each of the planetary carriers into which both ends of the pinion shaft are fitted and bolts for mutually fixing the two-part split planetary carrier. In order to fix the above, the stopper ring of a required thickness that contacts the outer surface of the planetary carrier and the end of the pinion shaft protruding outward from the planetary carrier through the pinion shaft mounting hole are formed on the stopper ring. In the required part of A fitting groove that can be fitted is provided, and the stopper ring is formed by fitting the pinion shaft enterable portion that allows axial movement of the pinion shaft and the axial movement of the pinion shaft with the fitting groove. It is characterized by comprising a pinion shaft locking portion for locking and a bolt mounting portion for permitting mounting of the bolt on the planetary carrier in a fitted state with the fitting groove.

[0031]

[Action]

 In the planetary carrier mounting structure of the present invention described above, in the two-part type planetary carrier equipped on both sides in the axial direction of the planetary gear, the pinion shaft mounting holes formed in each of them are pinion shafts for pivotally supporting the planetary gear. Both ends of are fitted and stopper rings of a required thickness are brought into contact with the outer surface of the planetary carrier. In addition, the end of the pinion shaft projects outward from the planetary carrier through the pinion shaft mounting hole, and a fitting groove formed so that a required part of the stopper ring can be fitted is provided in this projecting part. However, the stopper ring is brought into contact with the outer surface of the planetary carrier by utilizing the pinion shaft enterable portion that allows the axial movement of the pinion shaft. After that, the stopper ring is fitted in the fitting groove of the pinion shaft, and the axial movement of the pinion shaft is locked by the pinion shaft locking portion. Then, the bolts are mounted through the bolt mounting portions that allow mounting on the planetary carrier, and the two-part planetary carriers are fixed to each other.

[0032]

【Example】

 Hereinafter, a planetary carrier mounting structure as an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a lower half part of a main part structure of a vehicle left / right driving force distribution device having the planetary carrier mounting structure. FIG. 2 is a cross-sectional view showing a rotation section, FIG. 2 is a cross-sectional view showing the structure of the main part (a cross-sectional view taken along the line AA of FIG. 1), and FIG. FIG. 4 is a sectional view showing the configuration of the main part thereof (a sectional view taken along the line CC in FIG. 1), and FIG. 5 is a shaft of a vehicle left / right driving force distribution device having the planetary carrier mounting structure. 6 is an exploded perspective view showing the main structure of the shaft connecting mechanism, and FIGS. 7 to 10 are all schematic views showing the assembly process of the shaft connecting mechanism. It is a front view.

The planetary carrier mounting structure of this embodiment is provided in the vehicle left-right driving force distribution device. Such a left-right driving force distribution device for a vehicle performs left-right driving of the rear wheels of an automobile, and in particular, it is provided on the rear wheels of a four-wheel drive vehicle and is output to the rear wheels through a center differential (not shown). The generated driving force is received by the input shaft 1 via a propeller shaft (not shown), and this driving force can be distributed to the left and right.

In other words, as shown in FIGS. 1 to 4, this device inputs an input shaft 1 to which the rotational driving force distributed to the rear wheels of the engine output of the automobile is input, and an input shaft 1. The first output shaft 2 is provided so as to be connected to the first and second output shafts 2 and 3 that output driving force. The first output shaft 2 has its left end connected to the drive system for the left wheel, and the second output shaft 3 Has its right end connected to the drive system for the right wheel.

A differential mechanism S 1 and a driving force transmission control mechanism S are interposed between the base end of the first output shaft 2, the base end of the second output shaft 3 and the rear end of the input shaft 1. With these mechanisms, 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 allocated to the required ratio.

In particular, the driving force transmission control mechanism S includes a speed change mechanism A and a multi-disc clutch mechanism B. The speed change mechanism A and the multi-disc 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. The rotation speed of the output shaft 2 or the second output shaft 3 is increased by the speed change mechanism A and transmitted to the sheath 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 referred to as a differential case) 13 on the input shaft 1 side, and the multi-plate clutch mechanism B is provided. Is engaged, 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 arranged to face each other, torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multi-plate clutch mechanism B 1 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 that is returned to the shaft 1 side and is distributed to the second output shaft 3 decreases, and the driving force distributed to the first output shaft 2 increases by this amount. .. On the contrary, when the multi-plate 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 transferred to the input shaft 1 side. The driving force that is returned and distributed to the first output shaft 2 decreases, and the driving force that is distributed to the second output shaft 3 increases by this amount.

The above-described speed change mechanism A is configured by a so-called double planetary gear mechanism that is formed by connecting two planetary gear mechanisms in series, and the speed change mechanism A provided on the second output shaft 3 will be described as an example. Then it becomes as follows.

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 onto the first planetary gear 5A at the outer periphery thereof. ing. Further, the first planetary gear 5A is formed integrally with the second planetary gear 5B, and in the present embodiment, it is formed as an integral component (that is, one planetary gear) 5 with the same number of teeth.

The first planetary gear 5A and the second planetary gear 5B are pivotally supported by the carrier 6 fixed to the casing 11 of the speed change mechanism A via the pinion shaft 6A, and are connected to the first planetary gear 5A. The second planetary gear 5B and the second planetary gear 5B rotate about the pinion shaft 6A in the same manner.

Further, the second planetary gear 5B is screwed into the second sun gear 4B, and the second sun gear 4B is attached to the cylindrical sheath shaft 7 pivotally supported by the second output shaft 3. And is connected to the clutch plate 8A of the multi-plate clutch mechanism B via the sheath shaft 7.

Here, the multi-disc clutch mechanism B is equipped so that the opposing clutch discs 8 A and 8 B are stored in the differential case 13 in the differential carrier 12, and the clutch disc 8 B is installed in the differential case 13. It is adapted to be locked in the rotational direction by the projection 13a on the circumference. 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-disc clutch mechanism B constitutes the rear end of the input shaft 1 via the differential case 13 and the bevel gear 9A. Is connected to a bevel gear (drive pinion) 9B.

That is, the input shaft 1 is connected to the clutch plate 8B via the bevel gear 9A, the bevel gear 9B and the differential case 13, and the input shaft 1 is connected via the bevel gear 9A, the bevel gear 9B, the differential case 13 and the differential mechanism 15. In addition to the normal drive force transmission route transmitted to the first output shaft 2 and the second output shaft 3, the transmission mechanism A, the sheath shaft 7, A driving force transmission route communicating with the input shaft 1 side through the multi-plate clutch mechanism B, 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 4A and the second sun gear 4B are formed to have the same diameter, but the number of teeth of the first sun gear 4A is larger than that of the first sun gear 4A due to the transition gear. More than Sun Gear 4B. Therefore, the rotation speed of the second sun gear 4B is higher than that of the first sun gear 4A, and the speed change mechanism A is configured as a speed increasing mechanism. Therefore, 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 the required engagement state, a required amount of torque is applied from the side of the second output shaft 3 to the input shaft. It will be returned to the 1st side.

The transmission mechanism A and the multi-disc clutch mechanism B in the first output shaft 2 are also provided in the same manner as above, so that torque transmission from the first output shaft 2 to the input shaft 1 side is controlled. It has become.

By the way, the differential mechanism S 1 which allows the differential rotation between the first output shaft 2 and the second output shaft 3 is composed of a planetary gear mechanism, and as a result, a pair of multi-plate clutch devices B is provided. And the differential mechanism S1 are provided in the same differential carrier 12.

That is, the planetary gear mechanism as the differential mechanism S1 includes a ring gear 14, a planetary gear 15, and a sun gear 16, the ring gear 14 is formed on the inner circumference of the differential case 13, and the sun gear 16 is provided on the second output shaft 3. A carrier 17 that is attached to the first output shaft 2 and that supports the planetary gear 15 is attached to the first output shaft 2.

As a result, 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, and at the same time, from the ring gear 14 via the planetary gear 15. It is adapted to be input to the sun gear 16 and transmitted to the first output shaft 2.

In this planetary gear mechanism, the planetary gear 15 is configured in a double type in which two pinions, an inner pinion and an outer pinion, are meshed and integrated. Both the inner pinion and the outer pinion are pivotally supported by the carrier 17, the outer pinion is screwed to the ring gear 14, and the inner pinion is screwed to the sun gear 16, and the relative position between the sun gear 16 side and the ring gear 14 side. The rotation directions are set to match.

Further, the differential mechanism S1 is mounted between the pair of multi-plate clutch mechanisms B in the differential case 13, but the differential mechanism S1 is composed of a planetary gear mechanism, so that the differential mechanism S1 is in the axial direction. The differential mechanism S1 and the multi-disc clutch mechanism B are both compact and housed in the conventionally used differential case 13. As a result, the diff carrier 12 that houses the diff case 13 is also composed of conventional components.

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

In the multi-disc clutch mechanism B, as described above, the clutch portion B1 including the clutch disc 8A and the clutch disc 8B is disposed in the differential case 13, and the clutch portion B1 is The driving piston B2 is arranged outside the differential case 13.

That is, the casing 11 of the speed change mechanism A, which is formed in a hollow cylindrical shape, is externally fitted into the opening portions at both ends of the differential carrier 12, and the base end small diameter portion 11 A thereof is fastened and fixed by the bolt 19. A piston 20 having a sliding portion 20A extending along the inner wall thereof is provided in the base end small diameter portion 11A.

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

An annular vertical plane 20C between the small-diameter sliding portion 20A and the large-diameter sliding portion 20B is configured as a pressing surface, and the pressing surface 20C and the base end small-diameter portion 11A of the casing 11 are separated from each other. A pressurizing working chamber (pressurizing chamber) 20D is formed between the inner wall surface 11C and the large diameter portion 11B.

A hydraulic oil supply path (not shown) is connected to the pressurizing working chamber 20D, and a required working hydraulic pressure is supplied to the pressurizing working chamber 20D from a hydraulic pressure source based on a control signal from a controller or the like, so that the piston 20 is displaced by a required amount.

In this way, the piston portion B2 of the multi-disc clutch mechanism B is formed inside the casing 11 outside the differential case 13.

By the way, the bearing 21 is fitted and inserted in the inner circumference of the large-diameter sliding portion 20B in the piston B2, and the sheath shaft 7 is fitted and inserted in the inner circumference of the bearing 21. The shaft 7 is fixed to the inner ring of the bearing 21.

That is, the piston portion B2 is provided outside the differential case 13 with respect to the rotating portion (sheath shaft 7) via the bearing 21, and when the piston 20 is displaced, the sheath shaft 7 is axially moved via the bearing 21. The required amount is driven.

The sheath shaft 7 is connected to the clutch plate 8A of the multi-plate clutch mechanism B. When the sheath shaft 7 is driven as described above, the clutch plate 8A is displaced and the multi-plate clutch mechanism is driven. B from the disengaged state in which the clutch plates 8A and 8B are separated from each other, to the semi-engaged state in which the clutch plates 8A and 8B are properly engaged while slipping, and further, the clutch plates 8A and 8B are completely engaged. The state can be controlled appropriately.

By the way, the tip of the sheath shaft 7 is connected to the second sun gear 4B via the spline mechanism, and always rotates at the speed changed by the speed change mechanism A. However, the piston 20 is Since the bearing 21 is interposed between the sheath shaft 7 and the sheath shaft 7, it 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 good, and it is desirable that the piston 20 does not rotate at all. However, since only the bearing 21 causes the piston 20 to rotate together due to friction, a restriction mechanism C that restricts relative rotation between the piston 20 and the casing 11 as a piston retainer is provided in the piston portion B2.

The regulation mechanism C includes a pin 23 that is erected on the vertical inner wall surface 11C of the casing 11 so as to extend in the axial direction toward the piston 20 side, and a piston 20 in which the pin 23 is loosely inserted. When the piston 20 is displaced, the rotation of the piston 20 is restricted by guiding the pin 23 into the guide hole 20E when the piston 20 is displaced.

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

That is, the lubricating working chamber (working chamber) 24 containing the lubricating oil (second liquid) is formed so as to be surrounded by the differential carrier 12 and the casing 11, and the lubricating working chamber 24 on the casing 11 side is formed. A piston 20 is provided therein with sliding portions 20A and 20B. Particularly, the sliding portion 20A is located inside the base end small diameter portion 11A of the casing 11, and the sliding portion 20B is located inside the large diameter portion 11B of the casing 11. Then, a step portion of the outer wall surface of the piston 20 between the sliding portion 20A and the sliding portion 20B and a step portion of the inner wall surface 11C of the casing 11 between the base end small diameter portion 11A and the large diameter portion 11B. In the meantime, a pressurizing chamber 20D which is partitioned from the lubrication operating chamber 24 and supplied with the pressurizing hydraulic oil is formed.

Since the lubricating oil contained in the lubrication working chamber 24 and the hydraulic oil contained in the pressurizing chamber 20D have different oil properties, the lubricating oil may be mixed into the hydraulic oil in the pressurizing chamber 20D or It is necessary to prevent the working oil from mixing with the lubricating oil in the operation chamber 24. Therefore, in order to secure liquid tightness between the sliding working chamber 24 and the pressurizing chamber 20D, a seal is provided between the inner wall of the working chamber 24 (that is, the casing 11) and the sliding portions 20A, 20B of the pistons. The mechanism 22 is interposed.

The seal mechanism 22 includes seals 22A and 22D for the lubricating chambers (second liquid seals) 22A and 22D provided on the lubrication chamber side (the side of the differential case 13 and the transmission mechanism A) and a side of the pressurizing chamber 20D. The pressure chamber seals (pressure oil seals) 22B and 22C provided in the above, and the lubrication chamber seals 22A and 22D and the pressure chamber seals 22B and 22C slide between them. The ranges are arranged so as not to interfere with each other.

That is, the distance between the lubrication chamber seals 22A, 22D and the pressurization chamber seals 22B, 22C is set to be twice or more the stroke of the piston 20, and the respective seals 22A, 22B are set. Even if 22C, 22C slide on the inner wall of the casing 11, the oil scraped from the inner wall does not enter the working chambers on different sides.

Here, in each of the seals 22A, 22B, 22C and 22D, a D ring that is not easily deformed when sliding is fitted into an annular groove formed on the piston 20 side, and the curved side of the D ring is a casing. It is slidably in contact with the inner wall surface 11C of 11 and can prevent the rotation of the seal and the like accompanying the stroke of the piston 20.

A groove 25 is formed over the entire circumference on the inner wall of the lubrication chamber (casing 11) corresponding to the position between the lubrication chamber seals 22A, 22D and the pressurization chamber seals 22B, 22C. In addition, an outside air communication passage 26 is provided below the inner wall of the lubrication working chamber (casing 11) so as to extend from the groove 25 to the outside of the casing 11. The groove 25 is provided between the sliding range of the lubrication working chamber seal 22A and the sliding range of the pressurizing chamber seal 22B, and between the sliding range of the lubricating working chamber seal 22D and the pressing chamber seal. It is arranged at a position where it does not interfere with the sliding range of 22C.

This is because oil scraped by the seals 22A, 22B, 22C and 22D is retained in the groove 25 to prevent oil interference between the lubrication working chamber 24 and the pressurizing chamber 20D. When the seal is broken, it is retained in the groove 25, and the oil 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 also equipped with the expectation that it will not flow back to the pressure chamber 20D side.

By the way, the clutch portion B1 of the multi-disc clutch mechanism B is provided inside the differential case 13, but the left and right ends 13A and 13B of the differential case 13 are configured as support members for pressurizing the clutch portion B1. Has been done.

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

To pressurize the clutch portion B1, a clutch hub 8C that is pressed by the piston 20 and a support member that supports this pressing force are required. The pressing force is applied by the piston 20 of the sheath shaft 7. By applying force, the end portions 13A and 13B of the differential case 13 have a function as a support member.

As a result, the space for mounting the support member is not required, and the device can be downsized.

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

The coupling mechanism D is configured 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 at the tip. A key-like protrusion 27 having an enlarged portion 27A in the circumferential direction is provided.

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

A fitting portion 28A is formed at the tip of the entrance groove 28, and the fitting portion 28A is fitted by the rotation of the enlarged portion 27A of the key-shaped projection 27 in the circumferential direction.

Further, a ring 29 having an inner diameter substantially equal to the outer diameter of the piston portion side member 7A is provided, and a stopper 29A of a required size is provided on the inner circumference of the ring 29 so as to project inward. The stopper 29A is embedded in the play between the entry groove 28 and the key-like projection 27, which occurs when the enlarged portion 27A of the key-like projection 27 and the fitting portion 28A of the entry groove 28 are fitted together. The holding member is configured to hold the fitted state of the enlarged portion 27A of the key-like protrusion 27 and the fitting portion 28A of the entry groove 28.

The stopper 29A is formed so that it can be fitted into a retracting groove 27B provided on the side of the piston side member 7A where the enlarged projection 27A is not formed in the base on which the key-like protrusion 27 is erected, The axial depth of the retreat groove 27B matches the axial length of the stopper 29A.

Further, the width of the entry groove 28 in the piston-side member 7A is made to match the value obtained by adding the width of the stopper 29A in the ring 29 and the width of the key-like protrusion 27 in the piston-side member 7A. Is becoming

Further, a snap ring mounting groove 27C is formed over the entire circumference at a required distance from the connecting end of the piston portion side member 7A, drives the ring 29 to the clutch portion side member 7B side, and stops 29A. When it is embedded in the play between the entry groove 28 and the key-like protrusion 27, by attaching the snap ring 30 to the snap ring attachment groove 27C, the stopper 29A retracts to the piston part side member 7A side. Is locked.

With such a configuration, the coupling between the piston portion side member 7A and the clutch portion 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 part side member 7A, and the stopper 29A is inserted into the retract groove 27B to be completely retracted. As a result, the tip of the stopper 29A comes to coincide with the tip edge of the connecting end of the piston side member 7A.

Then, as shown in FIG. 8, the key-like protrusion 27 of the piston part side member 7A is made to enter the entry groove 28 of the clutch part side member 7B, and when it is completely entered, the piston part side member 7A The clutch portion side member 7B is relatively rotated to fit the enlarged portion 27A of the key-like protrusion 27 into the fitting portion 28A of the entry groove 28, as shown in FIG.

As a result, a play is generated between the enlarged portion 27A and the entrance groove 28 on the back side. In order to allow the stopper 29A to enter this play, as shown in FIG. 10, the ring 29 is moved to the clutch unit side member 7B side, and the stopper 29A is embedded in the 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 work of fitting the snap ring 30 can be easily performed. Be done.

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

That is, since the entry groove 28 is filled with the key-like protrusion 27 and the stopper 29A, and this state is held by the snap ring 30, the piston side member 7A and the clutch side member 7B. The rotational force is transmitted between the piston 27 and the stopper 29A, and the driving force in the axial direction between the piston side member 7A and the clutch side member 7B is transmitted by the keyed protrusion 27. This is performed by engaging the portion 27A and the fitting portion 28A of the entry groove 28.

As described above, the connecting mechanism D is capable of transmitting both the rotational force and the axial force.

The key-like protrusion 27, the enlarged portion 27A, the entry groove 28, and the fitting portion 28A are formed from a set of planes as shown in FIGS. 6 to 10, and also have smooth curves as shown in FIG. It may be formed in a shape, and in this case, the fitting between the enlarged portion 27A and the fitting portion 28A is guided in a curved line shape and smoothly performed.

The coupling mechanism D assembled in this manner is internally provided in the bearing portion of the differential case 13, but here, as shown in FIG. 1, the driving force transmission assisting member and the piston driving force transmission are transmitted. The portion of the coupling mechanism D of the sheath shaft 7 as a member is in sliding contact with the bearing portion of the differential case 13 via the bush 35 so that the outer peripheral surface of the coupling mechanism D does not directly contact the bearing portion. There is.

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 sun gear 4A and the second sun gear 4B are screwed into the first planetary gear 5A and the second planetary gear 5B that are integrally formed, and the second sun gear 4B is screwed. A displacement force by a piston 20 acts axially on the shaft via the sheath shaft 7.

Therefore, the first planetary gear 5A, the second planetary gear 5B, the first sun gear 4A, and the second sun gear 4B must be supported from both sides in the axial direction, and therefore, these are divided into two parts. The planetary carrier 6 (61, 62) is sandwiched via the bearing 30 so that the carrier 6 supports the axial force.

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

Further, in order to fix the pinion shaft 6 A 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. The stopper ring 32 has a planar shape as shown in FIG.

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

The stopper ring 32 includes a pinion shaft advancing portion 32A that allows the pinion shaft 6A to move in the axial direction, and a pinion shaft that locks the axial movement of the pinion shaft 32 in a fitting groove 33. The locking portion 32B is provided. That is, the pinion shaft advancing portion 32A of the stopper ring 32 is configured by a recess formed by cutting out the inner circumference of the stopper ring 32, and the portion other than the pinion shaft advancing portion 32A does not allow insertion of the pinion shaft 6A. It has become.

On the other hand, the fitting groove 33 in the pinion shaft 6A is opened to the outside in the radial direction of the tip end portion of the pinion shaft 6A, and is formed with a depth of about 1/3 of the diameter of the pinion shaft 6A.

The pinion shaft engaging portion 32B of the stopper ring 32 is configured so that the diameter of the inner circumference 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, a bolt mounting hole 32C is provided as a bolt mounting portion that allows mounting of the bolt 31 to the planetary carrier 6A when the stopper ring 32 and the fitting groove 33 are fitted.

When the stopper ring 32 is rotated while being fitted in the fitting groove 33, the bolt mounting hole 62B formed in the planetary carrier 6 (61, 62) can be seen through the bolt mounting hole 32C. In this state, the bolt 31 is attached.

With such a configuration, the work of fixing the pinion shaft 6A is performed as follows.

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

The pinion shaft 6A is inserted through the pinion shaft mounting holes 61A, 62A and the pinion shaft advancing part 32A, and its tip projects from the outer surface of the planetary carrier 62. In this state, the pinion shaft 6A The pinion shaft 6A is rotationally adjusted so that the fitting groove 33 is directed outward in the radial direction.

Then, the stopper ring 32 is rotated so that the bolt mounting hole 62B of the planetary carrier 62 can be seen through the bolt mounting hole 32C.

As a result, the pinion shaft locking portion 32B constituted 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 is prevented from moving in the axial direction. It will be locked.

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.

The bolt 31 is formed so that the upper end of the head protrudes from the outer surface of the stopper ring 32 when the bolt 31 is attached, and the head of the bolt 31 does not move even if the stopper ring 32 tries to rotate. By locking the periphery of the bolt mounting hole 32C of 32, its rotation is prohibited.

In this way, the alignment at the time of coupling the planetary carrier 6 (61, 62) of the two-division type and the alignment for mounting the pinion shaft 6A can be easily performed at the same time, and the pinion shafts 6A can be fixed separately. The work is completed in a small number of steps without installing the stopper ring 32.

By the way, the lubrication mechanism of the pinion shaft 6A and 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 sump 41 is provided at a portion corresponding to an upper end portion when mounted on a vehicle, and the oil sump 41 communicates with each pinion shaft mounting hole 62A. An oil supply hole 42 is provided.

The pinion shaft 6A is formed with a pinion shaft-side oil supply hole 6B extending in the axial direction at the axial center portion thereof, and the pinion shaft-side oil supply hole 6B extends from the pinion shaft 6A to the outer periphery of the pinion shaft 6A. An oil outlet path 6C is provided so as to communicate with each other.

The oil supply hole 6B on the pinion shaft side communicates with the outer circumference at the end of the pinion shaft 6A, and the opening of the oil supply hole 42 on the inner circumference of the mounting hole 62A of the planetary carrier 62 is connected to the communication hole. Aligned, the oil supply hole 6B on the pinion shaft side and the oil supply hole 42 communicate with each other through the end of the pinion shaft 6A and the mounting hole 62A.

With such a structure, when the device is operated, the first planetary gear 5A and the second planetary gear 5B rotate about the output shafts 2 and 3, and the lubricating oil in the casing 11 is rotated. Is scratched up.

As a result, the scraped-up lubricating oil drops into the oil sump 41 at the upper end of the planetary carrier 62 and stays there. Thus, the lubricating oil accumulated in the oil sump 41 is supplied to the mounting hole 62A of each pinion shaft 6A through the oil supply hole 42 by the action of gravity.

The supplied lubricating oil enters the oil supply hole 6B on the pinion shaft side of the pinion shaft 6A, and is guided to the pivotal support parts of the planetary gears 5A and 5B on the outer circumference of the pinion shaft 6A through the oil discharge path 6C. It

As a result, efficient lubrication is performed without equipping a new pressurizing mechanism, and the lubricating oil is supplied by gravity by utilizing the feature that the planetary carrier 6 (61, 62) is fixedly mounted. Will be realized.

By the way, the first planetary gear 5A and the second planetary gear 5B in the speed change mechanism A are formed as an integral pinion 5 with the same number of teeth as described above. The planetary gears 5A and 5B are generally formed with different numbers of teeth as already described with reference to FIG.

However, in the case of forming with different numbers of teeth in this way, a manufacturing 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, and it becomes impossible to satisfy the conditions for the present device to be installed in a limited small space, so that this device cannot be installed in 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 planetary gear 5B are integrally formed. The number of teeth of and differs depending on the dislocation.

[0126] This eliminates the need for manufacturing play between the first planetary gear 5A and the second planetary gear 5B, and the width can be reduced, so that the speed change mechanism A can be made smaller in the width direction and used in an actual vehicle. It is possible to equip.

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 planetary carrier mounting structure and the vehicle left-right driving force distribution device having this planetary carrier mounting structure as one embodiment of the present invention are configured as described above, and thus operate as follows.

First, when more drive torque of the input shaft 1 is to be transmitted to the first output shaft 2, the multi-plate clutch mechanism B on the second output shaft 3 side is required depending on the distribution ratio. Supply fluid pressure.

As a result, the multi-disc clutch mechanism B on the second output shaft 3 side is brought into the required engagement state, and the torque from the clutch plate 8A increased by the speed change mechanism A to the clutch plate 8B, which is the normal rotational speed, is applied. After the transmission, the required amount of the driving torque input to the second output shaft 3 is returned to the input shaft 1, and in response thereto, transferred to the first output shaft 2.

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

On the other hand, in the case where the torque distribution to the second output shaft 3 is made larger than the drive torque transmitted to the first output shaft 2, contrary to the above, the multiple torque on the first output shaft 2 side is reversed. Supply the required fluid pressure to the plate clutch mechanism B.

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

Further, the magnitude of the distribution ratio is adjusted by the magnitude of the fluid pressure supplied to the multi-disc clutch mechanism B, and the coupling degree of the multi-disc clutch mechanism B is adjusted by controlling the displacement amount of the piston 20. , The amount of torque returned is adjusted.

According to such a mechanism, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution by using the energy loss of the brake or the like. A desired torque distribution can be obtained without causing torque loss or energy loss.

By the way, the operation of the clutch portion B1 in the multi-disc clutch mechanism B is performed by driving the piston portion B2 arranged outside the differential case 13 to pressurize the clutch portion B1 arranged inside the differential case 13. As described above, since the clutch portion B1 is provided in the differential case 13 as described above, the lateral driving force distribution device for a vehicle is downsized 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 restricted by the outer diameter of the differential case 13, and the effective pressurizing area of the piston 20 can be increased. You will be able to secure.

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

Further, when the clutch portion B1 is pressed, the clutch hub 8C is pulled by the piston 20 via the sheath shaft 7 and the clutch plates 8A and 8B are pressed. At this time, the pressing is performed by supporting the clutch plate 8B by the ends 13A and 13B of the differential case 13, and the differential case 13 serves as a supporting member to couple the multi-plate clutch mechanism B.

That is, the multi-plate clutch mechanism B usually requires a reaction force member (supporting member) for supporting the pressing force, but the sheath shaft 7 is configured as a tension member when the multi-plate clutch mechanism B is coupled. By doing so, the differential case 13 can be used as a support member.

Therefore, since the differential case 13 can be used as a supporting member, it is not necessary to newly provide a supporting member, and the lateral driving force distribution device for a vehicle can be downsized in the width direction.

By the way, the piston 20 is driven in order to perform the above-described multi-disc clutch mechanism B coupling, but the piston 20 is provided with the regulating mechanism C, and the pin 23 is guided by the guide hole 20E at the time of the stroke. While being guided, 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 rotationally driven, the piston 20 receives the rotational force due to the friction in the bearing 21, and the pin 23 and the pin 23 If the rotation is not regulated by the guide hole 20E, the piston 20 rotates and the seal mechanism 22 and the like of the piston 20 easily wears out in a short period of time, making it difficult to realize the mechanism of this embodiment. However, since the rotation of the piston 20 is restricted by the restriction mechanism C, the performance of the seal mechanism 22 is stable and secured for a long period of time.

Further, the clutch portion B1 and the piston portion B2 of the multi-disc clutch mechanism B are connected to the sheath shaft 7, so that the clutch portion B1 is mounted in the differential case 13 and the piston portion B2 is mounted in the differential case 13. It can be equipped outside.

The clutch part B1 is installed in the differential case 13 in advance and mounted on the differential carrier 12, and the piston part B2 is also installed in the casing 11 of the speed change mechanism A in advance. Done in.

Therefore, the sheath shaft 7 that connects the clutch portion B1 and the piston portion B2 needs to be configured to be separable between the differential case 13 side and the speed change mechanism A side. It is divided into a side member 7A and a clutch portion side member 7B, and they are connected by a connecting mechanism D.

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

The coupling of the piston portion side member 7A and the clutch portion side member 7B of the sheath shaft 7 by the coupling mechanism D is easily performed as described above with the description of the configuration of the coupling mechanism D, and the transmission mechanism A The transmission of the rotational force from and the transmission of the driving force in the axial direction of the piston portion B2 in the multi-plate clutch mechanism B are reliably performed by the characteristics of the coupling mechanism D.

Further, the planetary carrier 6 (61, 62) in the speed change mechanism A needs to be configured in a two-division type because the axial driving force acts on the second sun gear 4B. In the present embodiment, The planetary carrier 61 and the planetary carrier 62 are easily assembled using the stopper ring 32 in the procedure as described above, and the variable speed mechanism A is assembled with good workability.

Further, as described above, the lubrication between the first planetary gear 5A and the second planetary gear 5B and the pinion shaft 6A in the speed change mechanism A is performed by the oil sump 41, the oil supply hole 42, the pinion shaft side oil supply hole. 6B and oil discharge path 6C.

Further, these lubrication mechanisms do not require the installation of a new pressurization mechanism, and the mechanism of the present embodiment can be miniaturized.

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

That is, since the lubrication working chamber seals 22A and 22D and the pressurizing chamber seals 22B and 22C are arranged separately from each other so as not to interfere with each other in their sliding ranges, the lubricating oil is prevented. Liquid tightness is ensured between the differential carrier 12 and the casing 11 as the lubrication working chamber 24 in which a required amount is built in, and the pressurizing chamber 20D partitioned by the piston 20 and supplied with the hydraulic fluid. It

Therefore, when the piston 20 slides, an oil film is generated on the inner wall, and the oil film may be scraped off to mix the lubricating oil and the pressurized hydraulic oil with each other. Depending on the distance, the pressure chamber seals 22B and 22C do not scratch the oil film on the inner wall of the lubrication chamber 24, and the lubrication chamber seals 22A and 22D press the pressure chamber 20D. Since the hydraulic oil is not scratched, the operation inside each working chamber is performed well.

That is, in order to form a thick oil film in the lubrication working chamber 24, oil having a relatively high viscosity (such as hypoid gear oil) is built in as lubricating oil, and the operation response of the piston 20 in the pressurizing chamber 20D. ATF (Automatic Transmission Fluid), power steering oil, etc., which have a relatively low viscosity, are used to improve the properties. Therefore, when these oils are mixed with each other, seizure may occur in the lubrication working chamber 24 and the operation responsiveness of the piston 20 may deteriorate in the pressurizing chamber 20D. However, due to the above-mentioned operation, these problems are avoided and the mechanism of the present embodiment operates stably for a long period of time.

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

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

[0158]

[Effect of the device]

 As described above in detail, according to the planetary carrier mounting structure of the present invention, in the planetary gear mechanism, the planetary gear, the pinion shaft pivotally supporting the planetary gear, and the two-part split type equipped on both axial sides of the planetary gear are provided. Of the planetary carrier, pinion shaft mounting holes formed in each of the planetary carriers for inserting both ends of the pinion shaft, and bolts for fixing the two-part planetary carrier to each other. In order to fix the pinion shaft and the planetary carrier, a stopper ring of a required thickness that contacts the outer surface of the planetary carrier, and the pinion shaft protruding outward from the planetary carrier through the pinion shaft mounting hole. Formed on the end of the stopper And a stopper for allowing the pinion shaft to move in the axial direction, and the stopper ring to allow the pinion shaft to move in the axial direction. It comprises a pinion shaft locking part that is locked by fitting with a mating groove, and a bolt mounting part that allows mounting of the bolt on the planetary carrier in a fitted state with the fitting groove. With such a simple configuration, the following effects or advantages can be obtained. The planetary carrier can be easily fixed with a few parts and man-hours. For example, in a mechanism that allows free torque distribution without causing a large torque loss or energy loss, the carrier is configured with a shape that is divided into two in the axial direction for convenience of assembly. Also, since it is not necessary to perform fixing work for each of the two divided parts, the number of man-hours and the number of parts can be reduced, and the two-piece type planetary carriers are coupled to each other and the planetary carrier and the pinion shaft are fixed. It is easy to align the two tasks with and, and the assembly becomes easy. Therefore, the mechanism of the embodiment that requires the two-part planetary carrier can be easily realized.

[Brief description of drawings]

FIG. 1 is a transverse cross-sectional view showing a rotational cross section of a lower half portion of a configuration of a main part of a left-right driving force distribution device for a vehicle having a planetary carrier mounting structure as an embodiment of the present invention.

FIG. 2 is a cross-sectional view (a cross-sectional view taken along the line AA in FIG. 1) showing a main part configuration of a vehicle left-right driving force distribution device having a planetary carrier mounting structure as one embodiment of the present invention.

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

FIG. 5 is a main part front view showing the structure of the shaft coupling mechanism of the vehicle left / right driving force distribution device having the planetary carrier mounting structure according to the embodiment of the present invention.

FIG. 6 is an exploded perspective view showing a main structure of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary carrier mounting structure according to an embodiment of the present invention.

FIG. 7 is a schematic front view showing an assembly process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary carrier mounting structure according to an embodiment of the present invention.

FIG. 8 is a schematic front view showing an assembling process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary carrier mounting structure according to an embodiment of the present invention.

FIG. 9 is a schematic front view showing an assembly process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary carrier mounting structure according to an embodiment of the present invention.

FIG. 10 is a schematic front view showing an assembly process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary carrier mounting structure according to an embodiment of the present invention.

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

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

FIG. 13 is a schematic sectional view showing a schematic configuration of a conventional planetary gear mechanism.

[Explanation of symbols]

1 Input Shaft 2 First Output Shaft 3 Second Output Shaft 4A First Sun Gear 4B Second Sun Gear 5 Integrated Pinion 5A First Planetary Gear 5B Second Planetary Gear 6 Planetary Carrier 6A Pinion Shaft 7 Driving Force Transmission Auxiliary Sheath shaft as member and piston driving force transmitting member 7A Piston part side member 7B Clutch part 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 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 Projection 13A End portion 13B End portion 14 Ring gear 15 Planetary gear 16 Sun gear 1 Carrier 18 Bearing 19 Bolt 20 Piston 20A Sliding part 20B Sliding part 20C Annular vertical surface 20D Pressurizing chamber (pressurizing chamber) 20E Guide hole 21 Bearing 22 Sealing mechanism 22A, 22D Lubricating chamber seal (second liquid) 22B, 22C Pressure chamber seal (Pressurized hydraulic oil seal) 23 Pin 24 Lubrication chamber (Operating chamber) 25 Groove 26 Outside air communication passage 27 Key-like protrusion 27A Enlarged portion 27B Retracting 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 Entry Part 32B Pinion Shaft Locking Part 32C Bolt Mounting Hole 33 Fitting Groove 35 Bushing 41 Oil Sump 42 Oil Supply Hole 61 Planetary Cat A 61A pinion shaft mounting hole 62 planetary carrier 62A pinion shaft mounting hole 62B bolt mounting holes A transmission mechanism B multi-plate clutch mechanism B1 clutch portion B2 piston unit C regulating mechanism D coupling mechanism S driving force transmission control mechanism S1 differential mechanism

Claims (1)

[Scope of utility model registration request] 1. In a planetary gear mechanism, a planetary gear, a pinion shaft that pivotally supports the planetary gear, two split planetary carriers provided on both axial sides of the planetary gear, and both ends of the pinion shaft are fitted and inserted. In order to fix the pinion shaft and the planetary carrier, the pinion shaft mounting holes formed in each of the planetary carriers and the bolts for fixing the two-partition type planetary carrier to each other are provided. A stopper ring having a required thickness in contact with the outer side surface and a fitting which is formed at an end of the pinion shaft projecting outward from the planetary carrier through the pinion shaft mounting hole and can be fitted to a required portion of the stopper ring. And a groove is provided, The paring includes a pinion shaft advancing portion that allows the pinion shaft to move in the axial direction, a pinion shaft locking portion that locks the axial movement of the pinion shaft by fitting the fitting groove, and the fitting. A planetary carrier mounting structure, comprising: a bolt mounting portion that allows mounting of the bolt to the planetary carrier in a state of being fitted in the groove.