JP2002364730A - Differential gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify a structure of a bevel gear type differential gear having differential-limiting clutches in both side gears to reduce a cost. SOLUTION: This differential gear has a pinion shaft 43 connected to a differential case 3 through a middle member 25; a pinion gear 45 supported on the shaft 43; a bevel gear type differential mechanism 5 having the output- side side gears 47, 49 meshing with the gear 45; friction clutches 9, 11 respectively disposed between the gears 47, 49 and the differential case 3; an actuator 23 pressing the clutch 11; and a transmission member 27 transmitting the press force to the friction clutch 9. The middle member 25 is integrally formed, and the transmission member 27 is movably supported by the middle member 25.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a bevel gear type differential device in which a friction clutch for limiting a differential is provided on each of both side gears.

[0002]

2. Description of the Related Art Japanese Patent Laying-Open No. 6-58378 describes a differential device 301 as shown in FIG. 3 and a differential device 401 as shown in FIGS.

A differential device 301 shown in FIG. 3 includes a differential case 303, a bevel gear type differential mechanism 305 housed in the differential case 303, and a pair of main clutches 30.
7,309, pilot clutch 311, cam ring 3
13, ball cam 315, pressure plate 31
7, an armature 319, an electromagnet 321 and the like.

The differential case 303 includes a ring gear 322.
The ring gear 322 meshes with a drive pinion gear integrated with the drive pinion shaft, and the drive pinion shaft is connected to the transmission via a joint and a propeller shaft.

[0005] The differential case 303 is rotationally driven through the power transmission system by the driving force of the engine.

The differential mechanism 305 includes two long pinion shafts 323, four pinion gears 325, and left and right output side gears 32 meshed with the respective pinion gears 325.
7,329.

Each of the pinion shafts 323 is engaged with each other at a concave portion formed at the center and is combined in a cross shape. Further, both ends of each pinion shaft 323 are engaged with a ring-shaped retainer 331, and each retainer 331 is formed with a through hole 333 formed in the differential case 303.
And each pinion shaft 323 and the differential case 30
3 is connected.

The above-described ring gear 322 receives respective centrifugal forces while positioning each retainer 331 on its inner periphery.

Two pinion gears 325 are supported on each pinion shaft 323.

The side gears 327, 329 are connected to the left and right wheels via respective axles. The driving force of the engine for rotating the differential case 303 is a pinion shaft 323, a pinion gear 325, a side gear 327,
329 to the left and right wheels.

The main clutches 307 and 309 are disposed between the differential case 303 and the side gears 327 and 329, respectively, and the pilot clutch 311 is disposed between the cam ring 313 and the right side gear 329.

The ball cam 315 is provided between the cam ring 313 and the pressure plate 317,
The pressure plate 317 is connected to the differential case 303 movably in the axial direction.

A transmission member 335 for transmitting a pressing force is disposed between the main clutches 307 and 309. FIG.
The transmission member 335 has a ring-shaped base 337 as shown in FIG.
And four legs 339. Between each leg 339,
A notch 341 is provided to avoid interference with the retainer 331 (pinion shaft 323).

The armature 319 is arranged outside the differential case 303. The arm portion 343 formed in the armature 319 penetrates through the opening 345 of the differential case 303 and the pilot clutch 311, and has a distal end whose pressing portion 3 bent radially inward along the pilot clutch 319.
47 are provided.

When the electromagnet 321 attracts the armature 319, the pressing portion 347 presses the pilot clutch 311. When the pilot clutch 319 is engaged, the ball cam 315 operates by receiving a torque, and the generated cam thrust force is applied to the pressure plate 317. , The right main clutch 309 is pressed, and further, the left main clutch 307 is pressed via the main clutch 309 and the transmission member 335.

When the main clutches 307 and 309 are engaged, the frictional resistance restricts the differential rotation of the differential mechanism 305.

Further, the differential device 401 shown in FIG.
In the case of, the distal end of the pinion shaft 323 is engaged with a ring-shaped retainer 403, and each retainer 403 is formed in the differential case 303, and the spline portion 405 to which the main clutches 307 and 309 and the pressure plate 317 are connected. Is engaged.

Each of the retainers 403 is prevented from interfering with the transmission member 335 by the notch 341 similarly to the retainer 331 of the differential device 301.

Each of the differential devices 301 and 401
Are provided on both sides of the differential mechanism 305 in the axial direction.
7, 309, the differential mechanism 305 is disposed substantially at the center of the differential case 303 in the axial direction, and the balance between weight and dimensions is adjusted in the axial direction, so that the layout on the chassis is easy, It is easy to make the left and right axles equal length.

[0020]

However, in each of the differential devices 301 and 401, the pinion shaft 32
As described above, the same number of (four) retainers 3 as the pinion gears 325 are used to connect the
Since 31 and 403 are used, the number of parts is large, the structure is complicated, the number of assembling steps is large, and the cost is high.

In the differential device 301,
Since it is necessary to form a through hole 333 for engaging the retainer 331 in the differential case 303, the differential case 3
In addition to the complicated shape of No. 03, the processing cost is high.

A transmission member 335 for transmitting the pressing force between the main clutches 307 and 309 is integrally formed, and the transmission member 335 is formed of a retainer 331 and a retainer 331.
In order to avoid interference with 403, the shape is complicated as shown in FIG. 5, and the cost is high accordingly.

Further, each of the differential devices 301, 4
01, receiving the centrifugal force of the pinion shaft 323,
Function for positioning in the thrust direction (pinion shaft 3
23), the pinion shaft 323 needs to have a length close to the diameter of the differential case 303, and one pinion shaft 323 requires two pins.
A structure for supporting the individual pinion gears 325 must be adopted.

Therefore, the pinion shaft cannot be made shorter than the radius of the differential case to reduce the weight.

In the differential device 301, the centrifugal force of the retainer 331 is applied to the ring gear 322, and in the differential device 401, the centrifugal force of the retainer 403 is applied to the differential case 303. , Heavier.

Also, in the case of the differential device 301, the retainer 331 is not positioned until the ring gear 322 is fixed in the final step of assembling. Care must be taken, the assembling work becomes extremely troublesome, and the workability is reduced.

Therefore, the present invention provides a differential limiting clutch in each of the two side gears, so that the differential mechanism is disposed near the center in the axial direction, and both clutches are operated by one set of actuators. While it is possible to obtain a large differential limiting force, the number of parts is small,
An object of the present invention is to provide a bevel gear type differential device which has a simple structure, is easy to assemble, and is configured at low cost.

[0028]

According to a first aspect of the present invention, there is provided a differential device comprising: a differential case rotatably driven by a driving force of a prime mover; a plurality of pinion shafts connected to the differential case via an intermediate member; A bevel gear type differential mechanism having a pinion gear supported by a pair of pinion gears and a pair of output side gears meshed with each pinion gear; a pair of friction clutches disposed between each side gear and the differential case; An actuator for engaging the friction clutch and a transmission member for transmitting the pressing force to the friction clutch on the other side are provided, and the intermediate member is integrally formed, and the transmission member is movably supported by the intermediate member. And

The pressing force of the actuator presses the friction clutch on one side, and further presses the friction clutch on the other side via the friction clutch on one side and the transmission member to engage both friction clutches. This limits the differential rotation of the differential mechanism.

In the differential device of the present invention, the pinion shaft and the differential case are connected via an integral intermediate member, so that the same number of retainers 331 and 403 (intermediate members) as the pinion gears are required. Unlike this, the number of parts is reduced, the structure is simplified, and the cost is reduced accordingly.

Further, the conventional differential device 30
Unlike the case 1, the through-hole 333 for supporting the pinion shaft does not need to be formed in the differential case 303, so that the shape of the differential case is simplified and the cost is further reduced.

Since the transmission member disposed between the friction clutches is supported by the intermediate member, unlike the conventional transmission member 335, it is not necessary to integrally form the transmission member. The shape is simple, low cost, and lightweight, and the differential device is correspondingly lightweight.

Also, since the integral intermediate member bears the centrifugal force of the pinion shaft (receives the thrust of the pinion shaft), unlike the conventional example using a pinion shaft having a length close to the diameter of the differential case, the pinion shaft is Each pinion shaft and the differential device can be reduced in weight by making it shorter than the radius of the differential case.

As described above, the function of supporting the thrust of the pinion shaft and the function of supporting the transmission member can be realized on the integral intermediate member, and these functions are unitized on the intermediate member. And the assembling work is greatly simplified.

Unlike the conventional retainers 331 and 403, the centrifugal force of the integrally formed intermediate member is not applied to the differential case and the ring gear, so that it is not necessary to strengthen the differential case and the ring gear. Heavy weight is avoided.

Further, since the integral intermediate member does not need a positioning function for preventing a separate intermediate member from dropping from each position, the differential device 301
Unlike this, the assembling work is facilitated, and the workability is greatly improved.

According to a second aspect of the present invention, in the differential device according to the first aspect, the transmission member is a rod-shaped member penetrating the intermediate member. The same operation and effect can be obtained.

Further, a rod-shaped member (push rod)
With this configuration, the shape of the transmission member is extremely simplified, the cost is reduced, and the transmission member can be supported by merely providing a through hole in the intermediate member, so that the shape of the intermediate member is not complicated, An increase in cost is prevented.

[0039]

1 and 2 show a rear differential 1 according to the present invention.
An embodiment will be described.

The rear differential 1 has the features of the first and second aspects, and FIG. 1 shows the rear differential 1. Hereinafter, the left and right directions are the vehicle using the rear differential 1 and the left and right directions in FIG. 1, and the members and the like without reference numerals are not shown.

The rear differential 1 (differential device for distributing the driving force of the engine to the left and right rear wheels) is disposed on the rear axle of the rear wheel drive vehicle. The power system of this vehicle includes an engine (motor), a transmission, a propeller shaft, a rear differential 1, left and right rear axles, left and right rear wheels, and the like.

The rear differential 1 is housed inside a differential carrier, and the differential carrier is provided with an oil reservoir.

The rear differential 1 comprises a differential case 3, a bevel gear type differential mechanism 5, an electromagnetic type differential limiting mechanism 7, a controller and the like.

The differential limiting mechanism 7 includes a multi-plate type main clutch 9, 11 (friction clutch), a multi-plate type pilot clutch 13, a ball cam 15, a cam ring 17, a pressure plate 19, an armature 21, an electromagnet 23, an intermediate ring 25 ( It is composed of an intermediate member formed integrally, a plurality of push rods 27 (transmission members), a controller, and the like.

As described below, the actuators of the main clutches 9 and 11 are constituted by the pilot clutch 13, the ball cam 15, the electromagnet 23, the armature 21, and the like.

The differential case 3 comprises a flange member 29 made of a strong material, a cylindrical member 31 made of a nonmagnetic material such as stainless steel, and a rotor 33 made of a ferromagnetic material. 29 and the cylindrical member 31 are fixed by bolts, and the cylindrical member 31 and the rotor 33 are welded.

The left and right boss portions 35, 3 of the differential case 3 formed on the flange member 29 and the rotor 33, respectively.
7 is supported on the differential carrier by an angular contact bearing.

A ring gear is fixed to the differential case 3, and the ring gear meshes with a drive pinion gear. The drive pinion gear is formed integrally with the drive pinion shaft, and the drive pinion shaft is connected to the transmission via a joint and a propeller shaft.

The driving force of the engine is transmitted to the differential case 3 via these power transmission systems.

As shown in FIG. 2, a spline portion 39 is formed on the outer periphery of the intermediate ring 25, and the intermediate ring 25 is connected to the spline portion 41 formed on the inner periphery of the cylindrical member 31 by the spline portion 39. Have been.

The differential mechanism 5 includes four pinion shafts 4.
It comprises three or four pinion gears 45, left and right output side gears 47 and 49, and the like.

Each of the pinion shafts 43 is radially arranged around the thrust block, and is substantially shorter than the radius of the differential case 3.

At the radially outer end of the pinion shaft 43, mutually parallel surfaces 51, 51 are formed in the direction of rotation, and as shown in FIG. The inner ring 25 is connected to the differential case 3 via the intermediate ring 25 by engaging with the four recesses 53 formed at equal intervals in the circumferential direction on the inner periphery of the intermediate ring 25, and the surfaces 51, 51 and the recess 53 The anti-rotation function prevents rotation.

Further, as described above, the intermediate ring 25 is
At 3, each pinion shaft 43 receives a thrust and bears its centrifugal force.

Each of the pinion gears 45 is supported on a corresponding one of the pinion shafts 43.
9 meshes with each pinion gear 45 from the left and right. As shown in FIG. 1, a spherical washer portion 55 is formed on the inner periphery of the intermediate ring 25 facing the rear surface of each pinion gear 45, and the centrifugal force of the pinion gear 45 and the side gear 4
It receives the meshing reaction force generated by meshing with 7,49.

The left and right rear axles are respectively boss portions 35, 3
7 penetrates the differential case 3 and is connected to spline portions 57 and 59 of the side gears 47 and 49. Further, between the side gears 47, 49 and the differential case 3 (the flange member 29 and the rotor 33), thrust washers 60, 60 which receive a meshing reaction force of the side gears 47, 49 are arranged.

The driving force of the engine for rotating the differential case 3 is distributed from the pinion shaft 43, the pinion gear 45, and the side gears 47 and 49 to the respective rear axles and transmitted to the left and right rear wheels.

When a difference in driving resistance occurs between the rear wheels on a rough road or the like, when the differential limiting function of the differential limiting mechanism 7 is released as described below, the rotation of the pinion gear 45 causes the engine to rotate. Is differentially distributed to the left and right rear wheels.

The main clutch 9 includes a clutch hub 61 integrated with the left side gear 47 and the differential case 3 (the cylindrical member 3).
1) and its outer plate 6
5 is connected to the spline portion 41 formed on the inner periphery of the cylindrical member 31, and the inner plate 67 is connected to a spline portion 69 formed on the outer periphery of the clutch hub 61.

The main clutch 11 is disposed between the clutch hub 71 integrated with the right side gear 49 and the differential case 3 (cylindrical member 31), and its outer plate 73 is connected to the spline portion 41 of the cylindrical member 31. The inner plate 75 is connected to a spline 77 formed on the outer periphery of the clutch hub 71.

The main clutches 9, 11 and the intermediate ring 25
The main clutches 9 and 11 are provided between the spacers 79 and 81, respectively.
The gaps between the plates 65, 67, 73, 75 are properly adjusted by replacing 9, 81 with those having different thicknesses.

As shown in FIGS. 1 and 2, through holes 83 are formed in the intermediate ring 25 at a plurality of positions at equal intervals in the circumferential direction. Each of the push rods 27 has a through hole 83
, And transmits the pressing force of the ball cam 15 to the left main clutch 9 via the right main clutch 11 as described below.

The pilot clutch 13 includes the cam ring 1
The outer plate 85 is connected to the spline portion 41 of the cylindrical member 31, and the inner plate 87 is connected to a spline portion 89 formed on the outer periphery of the cam ring 17. Are linked.

The ball cam 15 is formed between the cam ring 17 and the pressure plate 19, and between the cam ring 17 and the rotor 33 is a thrust bearing 91 and a washer 93 which receive the cam reaction force of the ball cam 15.
Is arranged.

The pressure plate 19 is connected to the right side gear 49 by a spline portion 95 formed therebetween.
Are movably connected to

The armature 21 includes the pilot clutch 1
3 and a pressure plate 19 so as to be movable in the axial direction.

The core 97 of the electromagnet 23 penetrates through an appropriate air gap into a ring-shaped recess 99 formed in the rotor 33 and is supported on the boss 37 (rotor 33) by a ball bearing 101. I have. Further, the core 97 is connected to the differential carrier side via a detent member.

The lead wire of the electromagnet 23 is drawn out of the differential carrier via a grommet and connected to a vehicle battery.

The magnetic path of the electromagnet 23 is constituted by the rotor 33, the pilot clutch 13 and the armature 21.

The rotor 33 is divided into a radially outer side and an inner side by a non-magnetic stainless steel ring 103. Also, each plate 8 of the pilot clutch 13
5, 87, at the radial position corresponding to the ring 103,
A plurality of notches 105, and these notches 105
Are provided in the circumferential direction. The ring 103 and the notch 105 prevent short-circuit of the magnetic flux on the magnetic path, and reduce the loss of the magnetic flux.

Further, since the cylindrical member 31 is made of a non-magnetic material, the leakage of the magnetic flux from the magnetic path to the cylindrical member 31 is prevented, the loss of the magnetic flux is further reduced, and the magnetic flux concentrates on the armature 21. I do.

The controller detects the turning travel from the vehicle speed, steering angle, lateral G, etc., or controls the excitation of the electromagnet 23 and the excitation current according to the road surface condition, starting, acceleration, and the like.
Stop the excitation.

When the electromagnet 23 is excited, a magnetic loop 107 is formed, and the armature 21 is attracted to the right.
The pilot clutch 13 is pressed to be engaged.

When the pilot clutch 13 is engaged,
A torque is applied to the ball cam 15 via the cam ring 17 connected to the differential case 3 by the pilot clutch 13 and the pressure plate 19 on the side gear 49 side, and the pressure plate 19 moves leftward by receiving the generated cam thrust force.

When the pressure plate 19 moves to the left, the main clutch 11 and the pressure clutch 19 are sandwiched between the pressure plate 19 and the differential case 3 (flange member 29) with the spacer 81, each push rod 27 and the spacer 79 interposed therebetween.
9 is pressed and fastened.

When the main clutches 9 and 11 are engaged,
These frictional resistances limit the differential rotation of the differential mechanism 5, and the differential limiting force limits the differential rotation between the rear wheels or the idle rotation of the rear wheels. , Acceleration and stability are greatly improved.

When the exciting current of the electromagnet 23 is controlled to change the slip of the pilot clutch 13 appropriately, the cam thrust force of the ball cam 15 changes, and the pressing force of the main clutches 9 and 11 changes to reduce the differential limiting force. Can be controlled.

If such control of the differential limiting force is performed at the time of turning, the turning property and the stability of the vehicle body at the time of turning can be greatly improved.

When the excitation of the electromagnet 23 is stopped, the pilot clutch 13 is released, the cam thrust force of the ball cam 15 disappears, the main clutches 9, 11 are released, and the differential of the differential mechanism 5 (between the rear wheels) is released. The rotation becomes free.

An opening 109 is provided in the differential case 3, and a spiral oil groove 1 is formed on the inner periphery of the bosses 35 and 37.
11 and 113 are provided.

The opening 109 and the oil grooves 111 and 113 are formed in the differential case 3 from the oil reservoir of the differential carrier.
Oil flows in and out, and the inflowing oil flows through the meshing portions of the gears 45, 47, and 49 of the differential mechanism 5, the main clutches 9, 11, the pilot clutch 13, the ball cam 15, the spherical washer portion 55, and the thrust bearing. 91,
Washer 93, spline portions 41, 69, 77, 89,
The thrust washer 60, the sliding portion between the through-hole 83 of the intermediate ring 25 and each push rod 27, and the like are lubricated and cooled.

Thus, the rear differential 1 is configured.

As described above, since the rear differential 1 has the pinion shafts 43 and the differential case 3 (cylindrical member 31) connected via the integral intermediate ring 25, the number of parts is smaller than in the conventional example. The structure is simple and the cost is low.

Further, unlike the conventional example in which the through hole 333 for supporting the pinion shaft 323 is formed in the differential case 303, there is no need to perform such processing on the differential case 3, so that the shape of the differential case 3 is simple. And lower costs.

Further, since the push rod 27 (transmission member) for transmitting the pressing force to the main clutch 9 is supported by the intermediate ring 25, unlike the transmission member 335 of the conventional example, it is necessary to integrally form the transmission member. Since it is eliminated, the transmission member (push rod 27) becomes lighter, and the rear differential 1 becomes lighter accordingly.

Further, the shape of the push rod 27 is extremely simple, the cost is low, and the push rod 27 can be supported only by providing the through hole 83 in the intermediate ring 25. It does not complicate, and prevents an increase in cost.

Since the intermediate ring 25 positions each pinion shaft 43 in the thrust direction, unlike the conventional example using the pinion shaft 323 having a length close to the diameter of the differential case 303, the length of each pinion shaft 43 can be reduced. It becomes possible, each pinion shaft 43 and rear differential 1
However, it is lighter.

Further, since the thrust receiving function of each pinion shaft 43 and the supporting function of each push rod 27 are unitized on the intermediate ring 25, the structure of the related parts and the assembling work are greatly simplified.

Unlike the retainers 331 and 403 of the conventional example, the centrifugal force of the integrally formed intermediate ring 25 is not applied to the differential case 3 or the ring gear fixed to the differential case 3, so that the differential case 3 and the ring gear There is no need to reinforce and the associated weight gain is avoided.

Also, by integrating the intermediate ring 25, unlike the conventional differential device 301, the assembling work is facilitated and the workability is greatly improved.

In the rear differential 1, the main clutches 9, 11 are mechanisms for generating a frictional resistance (differential limiting force) between the differential case 3 and each of the side gears 47, 49. The inner plate 67, 75 alone has no meaning, and the differential case 3, the side gears 47, 49, and the plates 65, 73, 67, 7
Numeral 5 is an essential component of the main clutches 9 and 11.

The pilot clutch 13 is a mechanism for operating the ball cam 15 by its pilot torque. The differential clutch 3, the cam ring 17, the outer plate 85, and the inner plate 87 are essential components.

The ball cam 15 is a mechanism for converting the transmitted driving torque into a pressing force of the main clutches 9 and 11, and includes a pressure plate 19, a cam ring 17, a cam surface formed on these, and a , A side gear 49 for transmitting the driving force to the pressure plate 19, the differential case 3 for transmitting the driving force to the cam ring 17, and the pilot clutch 13.
Is an essential component.

In the present invention, the friction clutch for limiting the differential may be, for example, a single-plate clutch or a cone clutch in addition to the multi-plate clutch. These may be wet or dry.

The actuator of the friction clutch is
Like the rear differential 1, in addition to an actuator constituted by the electromagnet 23, the pilot clutch 13, and the ball cam 15 (cam mechanism), a single electromagnet, a fluid pressure actuator such as a hydraulic actuator, an actuator using an electric motor, or the like may be used. Good.

A long pinion shaft that supports two pinion gears, one at each end, may be used as the pinion shaft.

Further, the differential device of the present invention
In addition to the rear differential, it can be used for a front differential (a differential device that distributes the driving force of the engine to the left and right front wheels) and a center differential (a differential device that distributes the driving force of the engine to the front and rear wheels).

[0098]

The differential device of the present invention has a small number of parts, is simple in structure, and is low in cost because the intermediate member for connecting the pinion shaft and the differential case is integrally formed.

The differential case is simple in shape and low in cost.

Further, the transmission member does not need to be formed integrally, so that the shape is simple, the cost is reduced, and the weight is reduced, and the weight of the differential device is reduced accordingly.

Further, the length of the pinion shaft can be reduced, and the weight of each pinion shaft and the differential device can be reduced accordingly.

Further, the thrust receiving function of the pinion shaft and the function of supporting the transmission member are unitized on the intermediate member, so that the structure and the assembling work are greatly simplified.

Further, the differential case and the ring gear are released from the centrifugal force of the intermediate member, and the weight associated with reinforcement is avoided.

Further, it is not necessary to consider the positioning of the intermediate member during the assembly, and the assembling work is facilitated and workability is greatly improved.

According to the differential device of the second aspect, the same effect as that of the configuration of the first aspect can be obtained.

Further, the rod-shaped transmission member is extremely simple in shape and low in cost, and the shape of the intermediate member is not complicated, so that an increase in cost is prevented.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing one embodiment.

FIG. 2 is a sectional view taken along line AA of FIG.

FIG. 3 is a sectional view of a first conventional example.

FIG. 4 is a sectional view of a second conventional example.

FIG. 5 is a perspective view showing members used in a conventional example.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 rear differential (differential device) 3 differential case 5 bevel gear type differential mechanism 9, 11 main clutch (friction clutch) 13 pilot clutch (actuator) 15 ball cam (actuator) 23 electromagnet (actuator) 25 intermediate ring (integrally formed intermediate 27) Push rod (transmission member) 43 Pinion shaft 45 Pinion gear 47, 49 Output side gear

Claims (2)

[Claims] A differential case rotatably driven by a driving force of a prime mover, a plurality of pinion shafts connected to the differential case via an intermediate member, a pinion gear supported on each pinion shaft, and each pinion gear; A bevel gear type differential mechanism having a pair of meshed output side gears, a pair of friction clutches disposed between each side gear and the differential case, an actuator for engaging one friction clutch, and a pressing force of the actuator. A transmission member for transmitting the friction member to the other friction clutch, wherein the intermediate member is integrally formed, and the transmission member is movably supported by the intermediate member. 2. The differential device according to claim 1, wherein the transmission member is a rod-shaped member that penetrates the intermediate member.