JPH0577652A - Left-right drive force distribution device for vehicles - Google Patents

Abstract

(57) [Summary] [PROBLEMS] The present invention relates to a left-right driving force distribution device for a vehicle, which is suitable for use in distributing driving force to left and right wheels in a four-wheel drive type automobile, etc., and makes maximum use of conventional parts. However, it is intended to realize the above-mentioned mechanism. [Structure] An input unit 1 to which a driving force is input, a pair of left and right output shafts 2 and 3, and a differential mechanism that allows a differential between the output shafts 2 and 3 and transmits the driving force to each output shaft. S1 and a driving force transmission control mechanism S provided between the input unit 1 and the output shafts 2 and 3, respectively. The driving force transmission control mechanism S is provided with the rotational speed of the output shafts 2 and 3. The speed change mechanism A for changing the speed, the drive force transmission auxiliary member 7 that can be rotated by the speed change mechanism A at a speed different from that of the output shafts 2, 3, and the drive force transmission auxiliary members 7 and the input portions 2, 3 And a multi-disc clutch mechanism B capable of adjusting the left-right driving force distribution by transmitting a driving force between the differential mechanism S1 and the multi-disc clutch mechanism B. The moving mechanism S1 is provided in the same casing 13.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a left / right drive force distribution device for a vehicle, which is suitable for use in distributing a drive force to left / right wheels in a four-wheel drive type automobile or the like.

[0002]

2. Description of the Related Art In recent years, four-wheel drive type automobiles have been actively developed, but various developments of full-time four-wheel drive systems have been made, in which torque distribution between front and rear wheels can be positively adjusted. Has been done.

On the other hand, in an automobile, when the torque distribution mechanism transmitted to the left and right wheels is broadly considered, a conventional normal differential device and an LSD (limited slip differential) including an electronically controlled type are conceivable. However, these actively distribute torque. It is not intended to be adjusted manually, and the torque of the left and right wheels cannot be freely distributed.

[0004]

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

FIG. 11 is a schematic diagram showing the principle of the vehicle left / right driving force distribution device considered in the process of devising the present invention from such a viewpoint. As shown in FIG. 11, an input shaft 1 to which a rotational driving force (hereinafter referred to as a driving force or a torque) is input, and first and second output shafts 2 to output the driving force input from the input shaft 1. , 3 are provided, and the 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 and 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 And the second
The driving force transmitted to the output shaft 3 can be distributed to a required ratio.

That is, a speed change mechanism A and a 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 auxiliary member.

The multi-disc clutch mechanism B is interposed between the sheath shaft 7 and a differential case (hereinafter abbreviated as differential case) 13 on the input shaft 1 side, and the multi-disc clutch mechanism B is engaged. By combining them, 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 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-mentioned speed change mechanism A is composed of a so-called double planetary gear mechanism in which two planetary gear mechanisms are connected in series. The speed change mechanism A provided on the second output shaft 3 will be described as an example. It looks like this:

That is, a first sun gear 4A is fixedly attached to the second output shaft 3, and the first sun gear 4A is fixed.
Is screwed to the first planetary gear (planetary pinion) 5A on the outer periphery thereof. Further, the first planetary gear 5A is integrally fixed to the second planetary gear 5B, and both are 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 5B is screwed to a second sun gear 4B pivotally supported by the second output shaft 3, and the second sun gear 4B is provided with a multi-plate via a sheath shaft 7. It is connected to the clutch plate 8A of the clutch mechanism B. The other clutch plate 8B of the multi-plate clutch mechanism B is connected to 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 rotational 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 transmission mechanism A and the multi-disc clutch mechanism B provided for the first output shaft 2 are also constructed in the same manner, and it is desired to distribute the driving torque from the input shaft 1 to the first output shaft 2 in a larger amount. In this case, the multi-plate clutch mechanism B on the second output shaft 3 side is appropriately engaged in accordance with the degree of distribution (distribution ratio), and when it is desired to distribute more to the second output shaft 3, The multiple disc clutch mechanism B on the first output shaft 2 side is appropriately engaged according to the distribution ratio.

When the multi-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 device, the torque distribution is not adjusted by using the energy loss of the brake or the like, but
Since the torque distribution is adjusted by transferring the required amount of one torque to the other, the desired torque distribution can be obtained with almost no torque loss or energy loss.

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

The differential device shown in FIG. 12 is for the rear wheels, and has an input shaft 1 and output shafts 2 for the left and right wheels.
3, a drive pinion 9B provided at the end of the input shaft 1, a ring gear 9A meshing with the drive pinion 9B, a differential case 13 'having the ring gear 9A installed, and the differential case 13'. And a pinion 9b pivotally attached to the output shafts 2, 3 and pinions 9b and 9c provided at the ends of the output shafts 2 and 3 and meshing 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), the engine output (driving force) is transferred to the drive pinion 9B, the ring gear 9A, the pinions 9a ', 9b', The signal is transmitted to the left and right wheels through 9c 'while allowing a differential.

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

That is, in addition to the conventional differential device, it is necessary to equip the transmission mechanism A and the multi-disc clutch mechanism B on both the left and right sides, and if all the mechanisms are built into the differential carrier, the device becomes large. As a result, conventional components such as a differential carrier cannot be used.

Therefore, it is necessary to manufacture a dedicated part different from the conventional differential device, to provide a dedicated production line, etc., and the manufacturing cost increases.

When the multi-disc clutch mechanism B is provided outside the differential carrier, a hydraulic system such as a fluid pressure seal of the multi-disc clutch mechanism B needs to be newly provided outside the differential carrier. However, the manufacturing cost will increase.

The present invention was devised in view of the above problems, and provides a left-right driving force distribution device for a vehicle, which can realize the above-mentioned mechanism while making the most of conventional parts. With the goal.

[0024]

Therefore, the vehicle left / right driving force distribution device of the present invention has an input section to which the driving force from the engine is input and a driving force input from the input section to the left and right sides. A pair of left and right output shafts that output to the wheels, and a differential mechanism that is provided between the input unit and the output shaft to allow the differential of each output shaft and transmit the driving force to each output shaft. A left-right drive for a vehicle having a driving force transmission control mechanism that is provided between the input unit and each output shaft and controls the transmission state of the driving force to adjust the left-right driving force distribution. In the force distribution device, the driving force transmission control mechanism is attached to each of the output shafts to change the rotational speed of the output shaft, and a speed change mechanism that changes the rotation speed of the output shaft to rotate at a speed different from that of the output shaft. Drive force transmission movably connected to each transmission Auxiliary member, and each driving force transmission assisting member is interposed between the driving force transmission assisting member and the input portion, and the driving force is transmitted between the driving force transmission assisting member and the input portion at the time of engagement. A multi-plate clutch mechanism capable of adjusting force distribution, the differential mechanism is a planetary gear mechanism, and the multi-plate clutch mechanism and the differential mechanism are provided in the same casing. It is characterized by

[0025]

In the above-described vehicle lateral drive force distribution device of the present invention, the drive force of the input shaft is transmitted to each of the pair of left and right output shafts via the differential mechanism, and the differential mechanism drives each of the above output shafts. The driving force output to each is adjusted to a required distribution ratio by the driving force transmission control mechanism. This adjustment is performed by changing the rotational speed of the driving force transmission assisting member with respect to the rotational speed of the output shaft by the speed change mechanism in the driving force transmission assisting mechanism, and between the driving force transmission assisting member and the input section. By engaging the provided multi-plate clutch mechanism, the driving force is transmitted from the higher rotational speed of the driving force transmission assisting member and the input portion to the lower rotational speed, and the driving force distribution is adjusted. .. For example, if the driving force transmission assisting member is set to have a higher rotational speed than the input unit, the driving force is returned from the driving force transmission assisting member to the input unit, and the multi-plate The driving force applied to the wheels on the side where the clutch mechanism is engaged is reduced, and the driving force applied to the wheels not engaged on the multi-plate clutch mechanism is increased accordingly. Further, since the differential mechanism is composed of a planetary gear mechanism and the multi-plate clutch mechanism and the differential mechanism are provided in the same casing, these parts are downsized.

[0026]

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

The left / right driving force distribution device for a vehicle of this embodiment is for carrying out the left / right driving force of the rear wheels of an automobile.
Here, in particular, the drive force provided to the rear wheel side of a four-wheel drive vehicle and output to the rear wheel side through a center differential (not shown) is received by the input shaft 1 via a propeller shaft (not shown), and this drive is performed. Power can be distributed to the left and right.

That is, as shown in FIGS. 1 to 4, this device receives from the input shaft 1 the input shaft 1 to which the rotational driving force distributed to the rear wheels of the engine output of the automobile is input, and from the 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 left end of the first output shaft 2 is 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 S1 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. By 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. Can be distributed to the required ratio.

In particular, the driving force transmission control mechanism S comprises a speed change mechanism A and a multiple 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 auxiliary member.

The multi-disc 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-disc clutch mechanism B is engaged. By combining them, 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 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 and distributed to the second output shaft 3 decreases, and the driving force that is distributed to the first output shaft 2 increases by this amount. On the contrary, when the multi-disc clutch mechanism B between the first output shaft 2 and the input shaft 1 is engaged,
A part of the driving force distributed to the first output shaft 2 is returned to the input shaft 1 side, and the driving force distributed to the first output shaft 2 is reduced. The driving force distributed to the shaft 3 is increased.

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

That is, the first sun gear 4A is fixed to the second output shaft 3 by the spline and the circlip 10, and the first sun gear 4A is screwed onto the first planetary gear 5A at the outer periphery thereof. There is. Also, the first
The 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. Second
The planetary gear 5B and the planetary gear 5B rotate about the pinion shaft 6A.

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

Here, the multi-disc clutch mechanism B includes a clutch plate 8A and a clutch plate 8B which are opposed to each other, and a differential carrier 12
The clutch plate 8B is installed so as to be housed in the diff case 13 inside, and the clutch plate 8B is a protrusion 13 on the inner circumference of the diff case 13.
The rotation direction is locked by a. Since the differential case 13 has a bevel gear (ring gear) 9A constituting the differential 9 fixed thereto, the other clutch plate 8B in the multi-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 includes the bevel gear 9A,
Clutch plate 8 via bevel gear 9B and differential case 13
A normal driving force transmission route that is connected to B and is transmitted from the input shaft 1 to the first output shaft 2 and the second output shaft 3 via the bevel gear 9A, the bevel gear 9B, the differential case 13, and the differential mechanism 15. In addition to the first output shaft 2 or the second output shaft 3, the transmission mechanism A, the sheath shaft 7, the multiple disc clutch mechanism B,
A drive force transmission route communicating with the input shaft 1 side via the differential case 13, the bevel gear 9A, and the bevel gear 9B is provided.

In the structure of FIG. 1, the first sun gear 4
Although A and the second sun gear 4B are formed with the same diameter, the number of teeth of the first sun gear 4A is larger than that of the second sun gear 4B due to the transfer gear. Therefore,
The rotation speed of the second sun gear 4B is higher than that of the first sun gear 4A, and the transmission mechanism A is configured as a speed increasing mechanism. Therefore, the rotational 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 second output shaft 3 side to the input shaft. It will be returned to the 1st side.

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

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

That is, the planetary gear mechanism as the differential mechanism 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 and pivotally supports the planetary gear 15.
Are 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, while the ring gear 14 passes through the planetary gear 15 and the sun gear. It is adapted to be input to 16 and transmitted to the first output shaft 2.

In this planetary gear mechanism, the planetary gear 15 is composed of an inner pinion and an outer pinion.
It consists of two pinions that mesh with each other and are integrated. Both the inner pinion and the outer pinion are pivotally supported by the carrier 17, the outer pinion is screwed into the ring gear 14, the inner pinion is screwed into the sun gear 16, and the sun gear 16 side and the ring gear 1 are connected.
It is set so that the rotation directions relative to the four sides match.

Further, the differential mechanism S1 is the differential case 1
3 is provided between the pair of multi-disc clutch mechanisms B, but is compact in the axial direction because the differential mechanism S1 is composed of the planetary gear mechanism, and the differential mechanism S1 and the multi-disc clutch mechanism are provided. B is a conventionally used differential case 13
Stored together inside. As a result, the differential carrier 12 that houses the differential case 13 is also made 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.

As described above, in the multi-disc clutch mechanism B, the clutch portion B1 having the clutch plate 8A and the clutch plate 8B is arranged in the differential case 13, and the clutch portion B1 is formed. The driving piston portion B2 is arranged outside the differential case 13.

That is, the casing 11 of the transmission mechanism A, which is formed in a hollow cylindrical shape, is fitted from the outside into the openings of both ends of the differential carrier 12, and the base end small diameter portion 11A 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 from the base end small diameter portion 11A to the large diameter portion 11B of the casing 11 and has a small diameter sliding portion 20A and a large diameter sliding portion 20B. It is formed into a stepped hollow cylinder.

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

A hydraulic oil supply path (not shown) is connected to the pressurizing operation chamber 20D, and a required operating oil pressure is supplied to the pressurizing operation chamber 20D from a hydraulic pressure source based on a control signal from a controller or the like, so that the piston 20 moves. It is designed to be displaced by the 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 in the inner circumference of the large-diameter sliding portion 20B in the piston portion B2, and the sheath shaft 7 is fitted in the inner circumference of the bearing 21. 7 is fixed to the inner ring of the bearing 21.

That is, the piston B2 is the differential case 1
3 is provided outside the rotating shaft (sheath shaft 7) via a bearing 21. When the piston 20 is displaced, the sheath shaft 7 is axially driven by a required amount via the bearing 21.

The sheath shaft 7 is connected to the clutch plate 8A in 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 B is operated. 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, in the fully engaged state in which the clutch plates 8A and 8B are completely engaged. It can be controlled appropriately.

By the way, the end of the sheath shaft 7 is connected to the second sun gear 4B through a spline mechanism,
Although the transmission mechanism A always rotates at the speed changed by the transmission mechanism A,
Since the bearing 21 is interposed between the piston 20 and the sheath shaft 7, the piston 20 is a non-rotating type that does not rotate.

This is to keep the seal mechanism 22 provided between the piston 20 and the inner wall of the casing 11 in a good condition, 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 along with the friction, a restriction mechanism C that restricts relative rotation between the piston 20 and the casing 11 as the piston retainer is provided in the piston portion B2.

The restricting mechanism C includes a pin 23 which is erected on the vertical inner wall surface 11C of the casing 11 so as to extend axially toward the piston 20, and the piston 20 into which the pin 23 is loosely inserted. It is composed of a guide hole 20E, and when the piston 20 is displaced, the piston 20 moves to the pin 2
3 is guided by the guide hole 20E, so that its rotation is restricted.

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

That is, a lubricating working chamber (working chamber) 24 containing a lubricating oil (second liquid) is formed so as to be surrounded by the differential carrier 12 and the casing 11, and inside the lubricating working chamber 24 on the casing 11 side. The piston 20 has the sliding part 2
It is provided with 0A and 20B. In particular, 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. The stepped portion of the outer wall surface of the piston 20 between the sliding portion 20A and the sliding portion 20B and the 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 lubricating working chamber 24 and the working oil contained in the pressurizing chamber 20D have different oil properties, the lubricating oil is mixed into the working oil in the pressurizing chamber 20D and the lubricating oil is lubricated. It is necessary to prevent the working oil from mixing with the lubricating oil in the working chamber 24. Therefore, the lubrication working chamber 24 and the pressurizing chamber 2
In order to ensure liquid tightness with 0D, the inner wall of the working chamber 24 (that is, the casing 11) and the sliding portion 20 of the piston
A seal mechanism 22 is interposed between each of A and 20B.

The sealing mechanism 22 includes lubricating working chamber seals (second liquid seals) 22A and 22D provided on the lubricating working chamber side (the differential case 13 side and the speed change mechanism A side),
It is configured with pressure chamber seals (pressure oil seals) 22B and 22C provided on the pressure chamber 20D side, and lubrication chamber seals 22A and 22D and pressure chamber seal 22.
B and 22C are arranged apart from each other so that their sliding ranges do not interfere with each other.

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

Here, each seal 22A, 22
B, 22C and 22D are fitted with a D ring which is hard to be deformed when sliding in an annular groove formed on the piston 20 side, and D
The curved surface side of the ring is slidably contacted with the inner wall surface 11C of the casing 11, so that the rotation of the seal and the like accompanying the stroke of the piston 20 can be prevented.

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

This is the seal 22A, 22B, 22
The oil scraped by C and 22D is retained in the groove 25,
In addition to preventing oil interference between the lubrication working chamber 24 and the pressurizing chamber 20D, when either seal is damaged, the groove 25
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, and the mixed oil is mixed with the lubricating working chamber 24 and the pressurizing chamber 2.
It is equipped with the expectation that it will not backflow to the 0D side.

By the way, the clutch portion B1 of the multi-plate clutch mechanism B is provided in the differential case 13, but the left and right end portions 13A and 13B of the differential case 13 are configured as support members for pressing 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, since the clutch portion B1 is provided inside the differential case 13, the clutch hub 8C is disposed closer to the center than the clutch portion B1 and is the clutch hub. 8C and differential case 1
The clutch portion B1 is sandwiched between the three end portions 13A and 13B.

When the clutch portion B1 is pressed, a clutch hub 8C that is pressed by the piston 20 and a support member that supports this pressing force are required.
With the pulling force of the piston 20, the end portions 13A and 13B of the differential case 13 have a function as a supporting member.

As a result, the space for mounting the support member is not needed, and the size of the device is reduced.

As described above, the multi-disc clutch mechanism B is joined by the pulling operation of the sheath shaft 7, but the sheath shaft 7 is outside the differential case 13 due to the assembly demand, and the piston portion 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 the connecting mechanism D at the time of assembly.

The connecting mechanism D is constructed as shown in FIGS. 1 and 5 to 10, and is formed at the end of the clutch side member 7B to be connected 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 is fitted by the rotation of the enlarged portion 27A of the key-like protrusion 27 in the circumferential direction.

Further, a ring 29 having an inner diameter substantially equal to the outer diameter of the piston part 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 that 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. It is configured as a holding member that holds the fitted state of the enlarged portion 27A of the protrusion 27 and the fitting portion 28A of the entry groove 28.

The stopper 29A is the piston side member 7A.
Is formed so that it can be inserted into the retracting groove 27B provided on the side where the enlarged portion 27A is not formed in the base portion on which the key-like protrusion 27 is erected, and the axial depth of the retracting groove 27B is determined by the stopper 29A. It matches the axial length of.

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

Further, the snap ring mounting groove 27 is provided at a required distance from the connecting end of the piston side member 7A.
C is formed over the entire circumference, drives the ring 29 to the clutch unit side member 7B side, and causes the stopper 29A to move into the entry groove 2
8 is embedded in the play between the key-shaped projection 27 and the key-shaped projection 27, the snap ring 30 is attached to the snap ring attachment groove 27C to stop the stopper 29A from retracting to the piston portion side member 7A side. It is supposed to be done.

With such a structure, the coupling between the piston portion side member 7A and the clutch portion side member 7B of the sheath shaft 7 is performed as follows.

First, as shown in FIG. 7, the ring 29 is mounted on the piston side member 7A, and the stopper 29A is 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 portion side member 7A is inserted into the entry groove 28 of the clutch portion side member 7B, and when the key projection 27 is completely entered, the piston portion side member 7A and the clutch As shown in FIG. 9, the enlarged portion 2 of the key-like projection 27 is rotated by rotating the member 7B relatively.
7A is fitted into the fitting portion 28A of the entry groove 28.

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 2
9A is buried 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 serves as the enlarged portion 2 of the key-like protrusion 27.
7A and the fitting portion 28A of the entrance groove 28 serve as a holding member that holds the fitting state.

That is, 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, so that the piston portion side member 7A and the clutch portion side member 7B are separated from each other. The rotational force is transmitted by the key-shaped projection 27 and the stopper 29A between the piston-side member 7A and the clutch-side member 7B, and the driving force is transmitted in the axial direction between the piston-side member 7A and the clutch-side member 7B. And the fitting portion 28A of the entry groove 28 are engaged with each other.

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 flat surfaces as shown in FIGS. 6 to 10, and also have a smooth curved shape as shown in FIG. In this case, the enlarged portion 27A and the fitting portion 28A can be fitted smoothly by being guided in a curved shape.

The connecting mechanism D thus assembled is internally provided in the bearing portion of the differential case 13. Here, as shown in FIG. 1, the driving force transmission assisting member and the piston driving force transmission member are provided. The portion of the coupling mechanism D of the sheath shaft 7 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 slide in contact with the bearing portion. ..

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

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

Therefore, the first planetary gear 5A,
The second planetary gear 5B, the first sun gear 4A, and the second sun gear 4B must be supported from both sides in the axial direction thereof, and therefore, these are supported by the two-part planetary carrier 6 (61, 62). The carrier 6 is clamped via 30 and bears the axial force.

Two-part planetary carrier 6 (61,
62) are fixed to each other by bolts 31. In addition, 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 6A and the planetary carrier 6 (61, 62), a stopper ring 32 of a required thickness is provided in contact with the outer surface of the planetary carrier 62. This stopper ring 32
Has a planar shape as shown in FIG.

A fitting groove 33 is provided at a required position in the tip end portion of the pinion shaft 6A, and the tip end 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, a 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 engaging member that locks the axial movement of the pinion shaft 32 in a fitting groove 33. A stop 32B is provided. That is, the pinion shaft enterable portion 32A of the stopper ring 32 is
The stopper ring 32 is formed by a notch formed in the inner periphery of the stopper ring 32, and the portion other than the pinion shaft enterable portion 32A is
The pinion shaft 6A is not allowed to be inserted.

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 1/1 of the diameter of the pinion shaft 6A.
It is formed with a depth of about 3.

The pinion shaft locking portion 32B of the stopper ring 32 has an inner diameter of the stopper ring 32 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.

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

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

With such a structure, the pinion shaft 6A is fixed as follows.

First, the pinion shaft mounting hole 61
A, 62A through the pinion shaft 6A output shaft 2,
3 is inserted from the shaft end side. 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 advancing 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 approachable portion 32A, and its tip projects from the outer surface of the planetary carrier 62. In this state, the pinion shaft 6A is fitted. The pinion shaft 6A is rotationally adjusted so that the groove 33 is directed outward in the radial direction.

After that, the stopper ring 32 is rotated,
Adjust 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 engaging 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 engaged in its axial movement. It will be stopped.

Then, the planetary carrier 6 (61, 62) is tightened and fixed by tightening the bolt 31 through the bolt mounting hole 62B, 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. 32
By locking the periphery of the bolt mounting hole 32C of
The rotation is prohibited.

In this way, the alignment for 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 fixing work for each pinion shaft 6A can be performed. Without performing, the work is completed with a small number of steps only for attaching 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 constructed 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 pinion shaft mounting holes 6 are formed from the oil sump 41.
An oil supply hole 42 communicating with 2A is provided.

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

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

With this structure, when the apparatus 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 scratched. Can be raised.

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 staying 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 is used for the pinion shaft 6
The oil enters into the pinion shaft side oil supply hole 6B at the center of the A axis and is guided to the pivotal support of the planetary gears 5A and 5B on the outer circumference of the pinion shaft 6A through the oil discharge passage 6C.

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, but these first and second planetary gears 5A,
5B is generally formed with a different number of teeth, as previously 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 apparatus to be installed in a limited small space, so that the present apparatus cannot be installed in an actual vehicle.

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

This eliminates the need for manufacturing play between the first planetary gears 5A and the second planetary gears 5B, and the width can be made smaller, so that the speed change mechanism A can be made smaller in the width direction and used in the 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.

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

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

As a result, the multi-disc clutch mechanism B on the second output shaft 3 side is brought into the required engagement state, and torque is transmitted from the clutch disc 8A increased in speed by the speed change mechanism A to the clutch disc 8B having a normal rotational speed. Then, the required amount of the drive torque input to the second output shaft 3 is returned to the input shaft 1 and is transferred to the first output shaft 2 accordingly.

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, when 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 plates on the first output shaft 2 side are reversed. The required fluid pressure is supplied to the clutch mechanism B.

As a result, similarly to the above, torque distribution to the second output shaft 3 with a large distribution ratio is realized.

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

According to such a mechanism, instead of adjusting the torque distribution by using the energy loss of the brake or the like,
Since the torque distribution is adjusted by transferring the required amount of one torque to the other, the desired torque distribution can be obtained with almost no torque loss or energy loss.

By the way, the operation of the clutch portion B1 in the multi-disc clutch mechanism B is performed by driving the piston portion B2 arranged outside the differential case 13.
This is done by pressurizing the clutch portion B1 disposed inside the clutch portion B1.
By being provided inside, the vehicle left-right driving force distribution device 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 a large effective pressurizing area of the piston 20 can be secured. become able to.

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 made smaller in the width direction.

When the clutch portion B1 is pressurized,
The clutch hub 8C is pulled by the piston 20 via the sheath shaft 7, and the clutch plates 8A and 8B are pressed against each other. At this time, the pressing is performed by supporting the clutch plate 8B by the end portions 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, in the normal multi-disc clutch mechanism B,
Although a reaction force member (support member) that supports the pressing force is required, since the sheath shaft 7 is configured as a tension member when the multi-plate clutch mechanism B is coupled, the differential case 13 can be used as a support member. Like

Therefore, since the differential case 13 can be used as a supporting member, it is not necessary to additionally provide the 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 during the stroke. At the same time, the rotation of the piston 20 is restricted.

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

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

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 connecting the clutch portion B1 and the piston portion B2 needs to be configured so as to be separable between the differential case 13 side and the speed change mechanism A side. 7A and the clutch portion side member 7B, which are connected by a connecting mechanism D.

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

The connection between the piston portion side member 7A and the clutch portion side member 7B of the sheath shaft 7 by the connecting mechanism D is easily performed as described above with the description of the structure of the connecting mechanism D. The transmission of the rotational force 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 constructed in a two-division type because the driving force in the axial direction 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 by the procedure described above, and the transmission 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 reservoir 41, the oil supply hole 42, the pinion shaft side oil supply hole 6B and the pinion shaft side oil supply hole 6B. It is carried out without trouble through the oil discharge path 6C.

Further, due to these lubrication mechanisms, it is not necessary to equip a new pressurizing mechanism, and the mechanism of this embodiment can be miniaturized.

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

That is, the lubrication working chamber seals 22A, 2
Since the 2D and the pressurizing chamber seals 22B and 22C are arranged so as to be separated from each other so that the sliding ranges thereof do not interfere with each other, the diff carrier 12 as the lubricating working chamber 24 in which a required amount of lubricating oil is incorporated. Pressurization chamber 20 that is partitioned by the piston 20 from the inside and the casing 11 and is supplied with pressurized hydraulic oil
Liquid tightness is surely secured with D.

Therefore, when the piston 20 slides, an oil film is formed 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. Pressure chamber seal 2 depending on the distance between
2B and 22C do not scratch the oil film on the inner wall of the lubrication chamber 24, and the lubrication chamber seals 22A and 22C
Since D does not scrape the pressurized hydraulic oil in the pressurizing chamber 20D, the operation in each operating chamber is performed well.

That is, in order to form a thick oil film in the lubrication working chamber 24, a relatively high-viscosity oil (such as hypoid gear oil) is built in as a lubricating oil, and the pressurizing chamber 20D is responsive to the operation of the piston 20. ATF (automatic transmission fluid), power steering oil, or the like, which has a relatively low viscosity, is used to improve the oil consumption. Therefore, when these oils are mixed with each other, the lubricating working chamber 24
Seizure may occur in the pressurizing chamber 2
At 0D, the operational response of the piston 20 may deteriorate, but the above-mentioned operation avoids these problems,
The mechanism of this embodiment is stably operated for a long period of time.

In the seal mechanism 22, the lubrication chamber seals 22A, 22D and the pressurization chamber seal 22B,
22C, a groove 25 is formed over the entire circumference on the inner wall of the lubrication working chamber 24 corresponding to the position, and an outside air communication passage 26 reaching the groove 25 formed on the lower part of the inner wall of the lubrication working chamber 24 is formed. Since it is provided, the lubrication working chamber 24 and the pressurizing chamber 20
The lubricating oil or the pressurized hydraulic oil leaking from D stays in the groove 25 along the entire circumference on the inner wall and does not enter the lubricating working chamber 24 and the pressurized 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.

[0152]

As described above in detail, according to the vehicle left / right driving force distribution device of the present invention, the input portion to which the driving force from the engine is input and the driving force input from this input portion are left / right. A pair of left and right output shafts for outputting to each wheel of the vehicle, and a differential that is provided between the input unit and the output shaft to allow differential of each output shaft and transmit the driving force to each output shaft. For a vehicle having a mechanism and a drive force transmission control mechanism that is interposed between the input unit and the output shafts to control the transmission state of the drive force to adjust the left and right drive force distribution. In the left-right driving force distribution device, the driving force transmission control mechanism is attached to each of the output shafts to change the rotational speed of the output shaft, and a speed changed by the transmission mechanism to be different from the output shaft. Drive force transmission connected to each speed change mechanism so that A driving force is transmitted between the auxiliary member and each of the driving force transmission auxiliary members and the input section to transmit a driving force between the driving force transmission auxiliary member and the input section, thereby driving left and right. A multi-plate clutch mechanism capable of adjusting force distribution is provided, and the differential mechanism is a planetary gear mechanism, and the multi-plate clutch mechanism and the differential mechanism are provided in the same casing. With such a structure, it becomes possible to form a mechanism capable of freely distributing the driving force while adopting components such as a carrier that are usually used, and the device of the present invention can be equipped without increasing the manufacturing cost. There is an advantage.

[Brief description of drawings]

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

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

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

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

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

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

FIG. 11 is a schematic diagram showing the principle of a vehicle lateral drive 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.

[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

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI technical display location F16H 1/44 9240-3J

Claims (1)

[Claims] 1. An input unit for inputting a driving force from an engine, a pair of left and right output shafts for outputting the driving force input from the input unit to left and right wheels, and the above-mentioned input unit and output shaft. And a differential mechanism that is provided between the input unit and the output shafts and that allows a differential between the output shafts and that transmits the driving force to the output shafts. In a vehicle left / right driving force distribution device having a driving force transmission control mechanism for controlling the driving force transmission state to adjust the left / right driving force distribution, the driving force transmission control mechanism is provided for each of the output shafts. A transmission mechanism that is additionally provided to change the rotation speed of the output shaft; and a driving force transmission assisting member that is connected to each transmission mechanism so that the transmission mechanism can rotate at a speed different from that of the output shaft. Between the driving force transmission assisting member and the input section, respectively. And a multi-plate clutch mechanism capable of adjusting driving force distribution between the left and right by transmitting driving force between the driving force transmission assisting member and the input portion when engaged. A left-right driving force distribution device for a vehicle, wherein the differential mechanism is a planetary gear mechanism, and the multi-plate clutch mechanism and the differential mechanism are provided in the same casing.