JP2009264536A - Driving force transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force transmission device capable of reducing the quantity of lubricating oil used for first and second gears, by reducing a useless space. <P>SOLUTION: A hypoid gear 54 is meshed with a hypoid gear 53, and a shaft 56 is connected to an inner peripheral part of its hypoid gear 54, and driving force adjusting mechanisms 60a and 60b for transmitting driving force to rear wheel drive shafts 95a and 95b are arranged further inside its shaft 56. Thus, since the useless space can be reduced in a space for arranging the hypoid gears 53 and 54, the quantity of lubricating oil used for its hypoid gears 53 and 54 can be reduced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force transmission device, and more particularly to a driving force transmission device that can reduce useless space and reduce the amount of lubricating oil used in first and second gears.

  Conventionally, as a final speed reducer such as a four-wheel drive vehicle, a driving force from a drive shaft is a pinion gear (hereinafter referred to as “first gear”) and a ring gear (hereinafter referred to as a side gear) disposed on the side of the first gear. It is known that the motor is decelerated by a "second gear") and the driving force is transmitted to the drive wheels on both sides by a shaft connected to the second gear (see, for example, Patent Document 1).

Further, in recent years, a clutch mechanism is arranged adjacent to both sides of the final reduction gear, and the driving force transmitted to the shaft via the second gear is interrupted by the clutch mechanism to distribute torque to the driving wheels on both sides. Some of them are known to adjust. In the configuration in which the clutch mechanism is arranged adjacent to both sides of the final reduction gear, the center cover that covers the first gear and the second gear and the pair of side covers that cover the clutch mechanisms on both sides are fixed with bolts, and the final deceleration is achieved. The machine and the clutch mechanism are integrally covered with a cover.
Japanese Patent Laid-Open No. 4-63727

  However, in the configuration in which the clutch mechanism is disposed adjacent to both sides of the final reduction gear, since the driving force from the second gear is transmitted to the clutch mechanisms on both sides by the shaft, the first gear and the second gear are disposed. Useless space is created in the space. Further, since the lubricating oil used for the first gear and the second gear is generally different from the lubricating oil used for each clutch mechanism, the center portion where the first gear and the second gear are covered, The side part where the clutch mechanism is covered must be shielded.

  Thus, if the space between the center portion and the side portion is shielded, a wasteful space is generated in the center portion where the first gear, the second gear, and the shaft are covered, so that much lubricating oil is supplied to the center portion. There was a problem that had to be done.

  The present invention has been made to solve the above-described problems, and provides a driving force transmission device that can reduce useless space and reduce the amount of lubricating oil used in the first and second gears. It is intended to provide.

  In order to achieve this object, a driving force transmission device according to claim 1 includes a prime mover that generates a driving force, an input shaft to which the driving force generated by the prime mover is input, and a drive that is input to the input shaft. A pair of output shafts to which force is transmitted, a first gear coupled to the outer periphery of the input shaft, and a shaft center positioned in a direction intersecting the shaft center of the first gear, A second gear meshing with the first gear; a shaft coupled to the inner periphery of the second gear; and a drive force transmitted from the shaft to the pair of output shafts disposed inside the shaft. And a pair of output units for transmitting each.

  The driving force transmission device according to claim 2 is the driving force transmission device according to claim 1, wherein the opposing ends of the pair of output units are arranged with the first gear in the axial direction of the first gear. It is arranged at the overlapping position.

  The driving force transmission device according to claim 3 is the driving force transmission device according to claim 2, wherein the output unit is configured such that the output shaft is coupled to an axial center portion, and the driving force transmitted from the shaft is transmitted to the output shaft. A pair of output units, each of which includes a clutch mechanism capable of intermittently outputting to each other, and a piston that generates a pressing force that causes the clutch mechanism to transition to a state in which the driving force transmitted from the shaft is output to the output shaft. The clutch mechanisms are opposed to each other, and the pistons are spaced apart from each other.

  The driving force transmission device according to claim 4 is the driving force transmission device according to any one of claims 1 to 3, wherein the clutch mechanism includes a plurality of input side plates on the input side and a plurality of input side plates thereof. A plurality of output-side plates on the output side located between each other, and the output-side plate and the input-side plate are intermittently connected to intermittently transmit the driving force transmitted from the shaft to the output shaft. The input side plate is directly fitted to the inner peripheral portion of the shaft.

  The driving force transmission device according to claim 5 is the driving force transmission device according to any one of claims 1 to 4, wherein the driving force transmission device covers the first gear, the second gear, the shaft and the output unit, and A center cover that opens on both sides in a direction orthogonal to the axis and a pair of side covers that close the openings on both sides of the center cover are provided, and the shaft extends to openings on both sides of the center cover.

  According to the driving force transmission device of claim 1, the driving force generated by the prime mover is input to the input shaft, and the driving force input to the input shaft is transmitted to the second gear meshing with the first gear, It is transmitted to the shaft connected to the inner periphery of the second gear. Then, the driving force transmitted from the shaft is transmitted to the pair of output shafts by the pair of output units disposed inside the shaft. Therefore, in the driving force transmission device including the first gear, the second gear, the shaft, the pair of output units, and the pair of output shafts, the output unit is arranged inside the shaft that transmits the driving force from the second gear to the output unit. Therefore, as compared with the conventional configuration in which the output units are disposed at both ends of the shaft as in the prior art, useless space in the space in which the first gear and the second gear are disposed is reduced. Therefore, when the space where the first gear and the second gear are disposed and the space inside the shaft where the output unit is disposed are shielded, the lubricating oil used for the first gear and the second gear is blocked. There is an effect that the amount can be reduced.

  According to the driving force transmission device according to claim 2, in addition to the effect exerted by the driving force transmission device according to claim 1, the opposing ends of the pair of output units are arranged in the axial direction of the first gear. Since it is disposed at a position overlapping the first gear, there is an effect that the size in the direction orthogonal to the axis of the first gear can be reduced.

  According to the driving force transmission device of claim 3, in addition to the effect of the driving force transmission device of claim 2, the output unit outputs the driving force transmitted from the shaft by the pressing force generated by the piston to the output shaft. When the clutch mechanism transitions to the output state, the driving force transmitted from the shaft is intermittently output to the output shaft. In the pair of output units, the clutch mechanism faces each other and the pistons separate from each other. Arranged.

  Here, since the piston generates a pressing force, a room for generating the pressing force and a passage to the room are required, and the structure is complicated. For this reason, if the pistons are arranged opposite to each other inside the shaft, the structure inside the shaft becomes complicated, making it difficult to manufacture.

  However, since a pair of output units are arranged on the inner side of the shaft so that the clutch mechanisms face each other, it is possible to prevent the inner structure of the shaft from becoming complicated and to prevent the manufacturing from becoming difficult. There is an effect that can be. Further, since the chambers and passages for generating the pressing force of the piston are located on both sides of the shaft, there is an effect that the chambers and the passages can be easily manufactured.

  According to the driving force transmission device of the fourth aspect, in addition to the effect of the driving force transmission device according to any one of the first to third aspects, the clutch mechanism includes a plurality of input side plates on the input side and a plurality of the input side plates. A plurality of output side plates on the output side that are respectively positioned between the input side plates are intermittently output the driving force transmitted from the shaft to the output shaft. The side plate is directly fitted to the inner periphery of the shaft. Therefore, since the internal space of the shaft can be used effectively, it is possible to prevent such an adverse effect that each plate becomes extremely small and the torque capacity cannot be secured.

  According to the driving force transmission device of the fifth aspect, in addition to the effect exerted by the driving force transmission device according to any one of the first to fourth aspects, the first gear, the second gear, the shaft, and the output unit include the first gear. Both sides in a direction orthogonal to the gear shaft center are covered with a center cover that opens, and the openings on both sides of the center cover are covered with a pair of side covers. Further, since the shaft extends to the openings on both sides of the center cover, the shaft and each cover shield the space where the first gear and the second gear are covered and the space where the output unit is covered. Can do. Therefore, there is no need to separately provide a plate or wall that shields the space where the first gear and the second gear are covered and the space where the output unit is covered, so that the cost can be reduced and the scale can be reduced. There is.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. First, a four-wheel drive vehicle 1 on which driving force adjusting mechanisms 60a and 60b according to an embodiment of the present invention are mounted will be described with reference to FIG. The driving force adjustment mechanisms 60a and 60b according to the present embodiment distribute the driving force output from the prime mover 10 to the rear wheels 70a and 70b, respectively.

  FIG. 1 is a schematic diagram showing a four-wheel drive vehicle 1 on which driving force adjusting mechanisms 60a and 60b are mounted. An arrow X shown in FIG. 1 indicates the front-rear direction of the four-wheel drive vehicle 1, and an arrow Y indicates the left-right direction of the four-wheel drive vehicle 1.

  As shown in FIG. 1, a four-wheel drive vehicle 1 is an internal combustion engine that generates a driving force, and a driving force input from the driving device 10 via a connecting shaft 91 is changed by a transmission 21. An output transmission 20, and a front / rear driving force distribution device 30 that distributes the driving force input from the transmission 20 through the connection shaft 92 to the connection shaft 96 and the central drive shaft 94 by the front / rear driving force distribution device distribution unit 31; The front-wheel differential gear portion 32 that distributes the driving force distributed to the connecting shaft 96 by the front-rear driving force distribution device 30 to the front drive shafts 93a, 93b, and the front-wheel differential gear portion 32 distributes it to the front drive shafts 93a, 93b. The pair of front wheels 40a and 40b that rotate when the generated driving force is transmitted, and the front and rear driving force distribution device 3 , The driving force distributed to the central drive shaft 94 is transmitted, the driving force distribution mechanism 50 that distributes the transmitted driving force to the rear drive shafts 95a and 95b, and the rear drive shaft by the driving force distribution mechanism 50. The driving force adjusting mechanisms 60a and 60b for adjusting the ratio of the driving force distributed to 95a and 95b, and the driving force adjusted by the driving force adjusting mechanisms 60a and 60b to the rear drive shafts 95a and 95b, respectively, are transmitted. A pair of rear wheels 70a and 70b that rotate and a control device 80 that performs various controls of the driving force adjusting mechanisms 60a and 60b are configured. Note that the driving force distribution mechanism 50 and the driving force adjustment mechanisms 60 a and 60 b are rotatably fixed inside the case 61.

  The front wheel differential gear portion 32 is an operating device that distributes the driving force transmitted from the connecting shaft 96 to the front drive shafts 93a and 93b and distributes the rotational speed of the connecting shaft 96 to the front drive shafts 93a and 93b.

  The driving force distribution mechanism 50 includes an input gear unit 51 coupled to the central drive shaft 94 and an output gear unit 52 disposed in a direction orthogonal to the input gear unit 51 (the arrow Y direction in FIG. 1). Configured. Therefore, the driving force distribution mechanism 50 distributes the driving force input to the input gear unit 51 by the output gear unit 52, and the driving force disposed on the left and right (both sides in the Y direction in FIG. 1) of the driving force distribution mechanism 50. The driving force is distributed to the adjusting mechanisms 60a and 60b. A detailed description of the driving force distribution mechanism 50 will be described later with reference to FIG.

  The driving force adjusting mechanisms 60a and 60b are installed symmetrically on the left and right (in the direction of arrow Y in FIG. 1) of the driving force distributing mechanism 50, and are connected to both ends of the output gear unit 52, respectively. The driving force adjusting mechanisms 60a and 60b are the driving force adjusting mechanism 60a on the right side (right side in the arrow Y direction in FIG. 1) of the driving force distributing mechanism 50, and the left side (left side in the arrow Y direction in FIG. 1) of the driving force distributing mechanism 50. Is the driving force adjusting mechanism 60b.

  The driving force adjusting mechanism 60a includes a driving force adjusting unit 100a that adjusts transmission of driving force, an oil supply mechanism 200a that sends oil to the driving force adjusting unit 100a, and the hydraulic pressure of the oil that is pumped by the oil supplying mechanism 200a. And a pressure detection mechanism 300a for detection. The driving force adjusting unit 100a adjusts the transmitted driving force by the hydraulic pressure generated when the oil supply mechanism 200a sends out the oil. The hydraulic pressure is detected by the pressure detection mechanism 300a, and the detection result of the pressure detection mechanism 300a is input to the control device 80. The driving force adjustment mechanism 60b is configured in the same manner as the driving force adjustment mechanism 60a, and includes a driving force adjustment unit 100b, an oil supply mechanism 200b, and a pressure detection mechanism 300b. A detailed description of the driving force adjusting mechanisms 60a and 60b will be described later with reference to FIGS.

  The control device 80 includes an I / O port 83 to which input lines 81a and 81b from the pressure detection mechanisms 300a and 300b and output lines 82a and 82b to the oil supply mechanisms 200a and 200b are connected, and mainly hydraulic pressure information. , A pressure control program 87 for controlling the oil supply mechanisms 200a and 200b, a ROM 84 which is a storage device in which the pressure control program 87 is written, a CPU 85 which is an arithmetic device for calculating based on the pressure control program 87, and I The / O port 83, the ROM 84, and the CPU 85 are configured to include a bus line 86 that is a connection circuit that electrically connects the CPU 85. In the present embodiment, the control device 80 includes oil supply mechanisms 200a and 200b that supply oil necessary for the driving force adjusting units 100a and 100b to operate based on the detection results of the pressure detection mechanisms 300a and 300b. Individual feedback control.

  Next, with reference to FIG. 2, the appearance of the driving force adjusting mechanism 60b and the driving force distribution mechanism 50 will be described. FIG. 2 is an enlarged side view showing the driving force adjusting mechanism 60b and the driving force distribution mechanism 50. FIG. In addition, the arrow X shown in FIG. 2 has shown the front-back direction of the four-wheel drive vehicle 1, and the arrow Z has shown the up-down direction of the four-wheel drive vehicle 1. FIG.

  As described above, the driving force adjustment mechanism 60b includes the driving force adjustment unit 100b (see FIG. 1) that adjusts transmission of the driving force, the oil supply mechanism 200b that sends oil to the driving force adjustment unit 100b, and the oil supply mechanism. It has a pressure detection mechanism 300b (see FIG. 1) for detecting the hydraulic pressure of oil pumped from 200b.

  The oil supply mechanism 200b is outside the case 61 and is disposed below the driving force adjusting mechanism 60b (below the driving force adjusting mechanism 60b in the direction of arrow Z in FIG. 2). In addition, the oil supply mechanism 200b is configured such that the oil supplied to the driving force adjustment unit 100b by the oil supply mechanism 200b is discharged from the driving force adjustment unit 100b by natural fall and is accumulated in the oil supply mechanism 200b again. Yes.

  The passage for supplying oil from the oil supply mechanism 208b to the driving force adjustment unit 100b and the passage for discharging oil from the driving force adjustment unit 100b to the oil supply mechanism 200b are within the passage forming unit 61b formed integrally with the case 61. Formed. Moreover, the electric motor 201b (refer FIG. 6) is attached to the channel | path formation part 61b.

  Further, as will be described later, in the present embodiment, the oil supply chamber 200b (see FIG. 6) is provided in the oil supply mechanism 200b, so that the oil storage chamber is the oil supply as in the conventional automatic transmission and transfer case. Compared with the case where it is arranged below the supply mechanism 200b, the work of sucking up and storing the oil becomes unnecessary, and the efficiency of sending out the oil can be improved.

  As will be described later, since the driving force distribution mechanism 50 distributes the driving force using a hypoid gear, the rotation axis P of the driving force adjusting unit 100 and the rotation axis T of the driving force distribution mechanism 50 are extended. The line does not intersect.

  Next, the configuration of the driving force distribution mechanism 50 and the schematic configuration of the driving force adjustment mechanisms 60a and 60b will be described with reference to FIG. FIG. 3 is a cross-sectional view of the driving force distribution mechanism 50 and the driving force adjustment mechanisms 60a and 60b along the line III-III in FIG. In FIG. 3, the cross-sectional line is omitted. In FIG. 3, the arrow X indicates the front-rear direction of the four-wheel drive vehicle 1 and indicates the direction of the rotational axis T of the drive force distribution mechanism 50, and the arrow Y indicates the left-right direction of the four-wheel drive vehicle 1. The direction of the rotational axis P of the driving force adjusting units 100a and 100b is shown.

  First, the driving force distribution mechanism 50 will be described. As described above, the driving force distribution mechanism 50 changes the direction of the driving force transmitted by the central drive shaft 94 (see FIG. 1), and changes the driving force to the left and right of the four-wheel drive vehicle 1 (the direction of the arrow Y in FIG. 1). ) It distributes to the driving force adjusting mechanisms 60a and 60b arranged in each.

  As shown in FIG. 3, the driving force distribution mechanism 50 includes an input gear unit 51 to which the driving force transmitted by the central drive shaft 94 (see FIG. 1) is input, and a direction orthogonal to the input gear unit 51. And an output gear unit 52 that outputs a driving force input to the input gear unit 51.

  The input gear unit 51 is connected to the output gear unit 52 by fitting the hypoid gear 54 of the output gear unit 52 to the hypoid gear 53 of the input gear unit 51, and is transmitted by the central drive shaft 94 (see FIG. 1). The driving force is transmitted to the output gear unit 52.

  The output gear unit 52 has a shaft 56 connected to the inner peripheral portion of the hypoid gear 54 and distributes the driving force to the driving force adjusting mechanisms 60 a and 60 b disposed further inside the shaft 56.

  Therefore, in the driving force distribution mechanism 50, the input gear unit 51 and the output gear unit 52 are connected by the hypoid gears 53 and 54, and the output gear unit 52 and the driving force adjustment mechanisms 60a and 60b are connected. The driving force input to the input gear unit 51 can be distributed to the driving force adjusting mechanisms 60a and 60b by the shaft 94 (see FIG. 1).

  Note that the input gear unit 51 and the output gear unit 52 are rotatably fixed to the case 61 via a bearing B1. Therefore, the driving force input to the input gear unit 51 is not subjected to a large loss due to the sliding resistance between the input gear unit 51 and the case 61 and the sliding resistance between the output gear unit 52 and the case 61. Can be transmitted to the unit 52.

  Next, an outline of the configuration of the driving force adjusting mechanisms 60a and 60b will be described. As described above, the driving force adjusting mechanisms 60a and 60b are the driving force adjusting units 100a and 100b that adjust the transmission of the driving force, and the oil supply mechanisms 200a and 200b that send oil to the driving force adjusting units 100a and 100b (FIG. 1). Reference) and pressure detection mechanisms 300a and 300b (see FIG. 1) for detecting the hydraulic pressure of the oil sent out from the oil supply mechanisms 200a and 200b.

  Further, the driving force adjusting units 100a and 100b give the connection mechanisms 101a and 101b for adjusting the ratio of the driving force input by the output gear unit 52 of the driving force distribution mechanism 50 and the connection mechanisms 101a and 101b. Cam mechanisms 131a and 131b for amplifying the pressing force, piston mechanisms 151a and 151b for applying a pressing force to the cam mechanisms 131a and 131b, and a release for applying an urging force opposite to the piston mechanisms 151a and 151b to the cam mechanisms 131a and 131b It has mechanisms 171a and 171b.

  The driving force distribution mechanism 50 and the driving force adjustment units 100a and 100b are covered with a case 61. The case 61 covers substantially the entire driving force distribution mechanism 50 and the driving force adjustment units 100a and 100b on both sides ( The center cover 65 includes openings formed on both sides in the direction of arrow Y in FIG. 3 and side covers 66a and 66b having many openings of the center cover 65. That is, after the input gear unit 51, the output gear unit 52, and the driving force adjustment units 100a and 100b are assembled in the center cover 65, the side covers 66a and 66b are assembled, and the driving force distribution mechanism 50 and the driving force adjustment unit are assembled. Assembly of 100a and 100b is performed.

  As can be seen from FIG. 2, the side cover 66b is formed in a substantially cylindrical shape, and the adjacent intervals of the bolts B that screw the side cover 66b to the center cover 65 are spaced apart by an angle a. Yes. Although not shown in the drawing, the side cover 66a is also arranged such that the adjacent intervals of the bolts B for screwing the side cover 66a to the center cover 65 are separated by an angle a, similarly to the side cover 66b. Furthermore, as can be seen from FIG. 3, the side covers 66a and 66b are formed in substantially the same shape. Therefore, since the side covers 66a and 66b can be made into common parts, the number of parts can be reduced and the cost can be reduced.

  The shaft 56 is formed such that the length of the driving force adjusting portions 100a and 100b in the direction of the rotation axis P is longer than that of the center cover 65. By covering both sides of the center cover 65 with the side covers 66a and 66b, The space (center space) where the hypoid gears 53 and 54 are disposed and the space (shaft space) where the driving force adjusting mechanisms 60a and 60b are covered can be shielded. Therefore, the shaft 56 acts as a shielding member that shields the space in which the hypoid gears 53 and 54 are disposed and the space in which the driving force adjusting mechanisms 60a and 60b are covered. Scale and cost reduction can be achieved.

  Next, the driving force adjusting unit 100a of the driving force adjusting mechanism 60a among the driving force adjusting mechanisms 60a and 60b will be described with reference to FIGS. 4 and 5, the driving force adjusting unit 100a of the driving force adjusting mechanism 60a will be described. The driving force adjusting unit 100b of the driving force adjusting mechanism 60b is the driving force adjusting unit of the driving force adjusting mechanism 60a. Since the configuration is the same as that of 100a, detailed description thereof is omitted.

  FIG. 4 is an enlarged cross-sectional view of a portion A in FIG. 3 and shows a driving force adjusting portion 100a that is a part of the driving force adjusting mechanism 60a and a part of the case 61 (center cover 65 and side cover 66a). ing. 5A and 5B are diagrams schematically showing the cam mechanism 131a. FIG. 5A is a side view of the cam mechanism 131a. FIG. 5B is a diagram of the cam mechanism 131a taken along the line Vb-Vb in FIG. It is sectional drawing.

  Also, the arrow X shown in FIG. 4 indicates the front-rear direction of the four-wheel drive vehicle 1 and the direction of the rotational axis T of the drive force distribution mechanism 50, and the arrow Y indicates the left-right direction of the four-wheel drive vehicle 1. 5 shows the direction of the rotational axis P of the driving force adjusting unit 100a of the driving force adjusting mechanism 60a, and the arrow R shown in FIG. 5 is centered on the rotational axis P of the driving force adjusting unit 100a of the driving force adjusting mechanism 60a. The circumferential direction (the vertical direction in FIG. 2) is shown.

  First, the connection mechanism 101a (see FIG. 3) of the driving force adjusting unit 100a will be described in detail. As shown in FIG. 4, the connection mechanism 101 a includes a plurality of drive plates 106 a (eight in the present embodiment) coupled to the inside of the shaft 56 (direction toward the rotation axis P), and the plurality of drive plates. A plurality of driven plates 107a (eight in this embodiment) that are alternately arranged between the plates 106a, and the driven plates 107a and the drive plates 106a are arranged adjacent to each other, and the driving force adjusting unit 100a rotates. The clutch retainer 108 is configured to be fixed to the outermost side (left side in the arrow Y direction) of the plates 106a and 107a arranged in parallel in the axis P direction. The clutch retainer 108 is used in common with the connection mechanism 101b.

  The drive plate 106 a is a substantially disc-shaped plate, and a plurality of substantially trapezoidal drive plate protrusions 110 a formed on the outer edge of the drive plate 106 a and a plurality of substantially trapezoidal shapes formed on the inner surface of the shaft 56. The shaft groove portion 56 a forms a spline joint and is fitted into the shaft 56.

  The driven plate 107a is a substantially disk-shaped plate, and a spline joint is formed by a driven plate protrusion 111a formed on the inner surface of the driven plate 107a and a spline groove 112a formed on a part of the shaft 113a. The shaft 113a is externally fitted.

  The drive plate 106a and the driven plate 107a receive a pressing force from the main cam 132a of the cam mechanism 131a described later, and move the clutch retainer 108 while closing a minute gap between the drive plate 106a and the driven plate 107a. Until it is regulated, it is configured to be operable on the left side in the rotational axis P direction (left side in the Y direction in FIG. 4) of the driving force adjusting unit 100a.

  Accordingly, when the drive plate 106a and the driven plate 107a receive a pressing force from the main cam 132a of the cam mechanism 131a described later and the gap between the drive plate 106a and the driven plate 107a is reduced, the drive plate 106a and the driven plate 107a A frictional force is generated between them. The frictional force generated between the drive plate 106a and the driven plate 107a is increased according to the pressing force from the main cam 132a of the cam mechanism 131a, and the driving force according to the pressing force is transferred from the drive plate 106a to the driven plate 107a. Is transmitted to. As a result, the ratio of the driving force transmitted from the shaft 56 to the shaft 113a is adjusted.

  Next, the cam mechanism 131a (see FIG. 3) of the driving force adjusting mechanism 100a will be described in detail. The cam mechanism 131a is an amplifying mechanism that uses the driving force transmitted from the shaft 56, and is disposed at a position facing the clutch retainer 108 in the direction of the rotation axis P of the driving force adjusting unit 100 (the Y direction in FIG. 4). ing.

  The cam mechanism 131a includes a plurality of (two in the present embodiment) primary drive plates 135a pressed by a piston mechanism 151a described later, a primary driven plate 136a disposed between the primary drive plates 135a, A primary cam 133a coupled to the primary driven plate 136a, a main cam 132a coupled to the shaft 113a, and a plurality of (six in this embodiment) balls 134a sandwiched between the primary cam 133a and the main cam 132a; And a bearing B2a adjacent to the primary cam 133a.

  The primary drive plate 135 a is a substantially disk-shaped plate, and a plurality of substantially trapezoidal primary drive plate protrusions 137 a formed on the outer edge of the primary drive plate 135 a and a substantially platform formed on the inner surface of the shaft 56. A spline joint is formed by the plurality of shaped shaft groove portions 56 a and is fitted into the shaft 56.

  The drive plate projection 110a and the primary drive plate projection 137a are formed in the same shape. Therefore, the shaft groove 56a into which the drive plate protrusion 110a and the primary drive plate protrusion 137a are fitted has the same shape. Therefore, since the shaft groove part 56a of the shaft 56 can be manufactured in the same shape and the specifications can be unified, the manufacturing of the shaft 56 is not complicated and the manufacturing efficiency can be improved.

  The primary driven plate 136a is a substantially disk-shaped plate, and a spline joint is formed by a primary driven plate projection 138a and a primary cam projection 139a formed on the inner surface of the primary driven plate 136a, and the primary cam 133a. Is externally fitted.

  Therefore, the primary drive plate 135a and the primary driven plate 136a receive a pressing force from a piston mechanism 151a, which will be described later. The shaft center P is configured to be operable on the left side in the axial direction (left side in the direction of arrow Y in FIG. 4). Further, the primary drive plate 135a is moved to the left side in the axial direction of the rotational axis P of the driving force adjusting unit 100a with respect to the shaft 56 (left side in the arrow Y direction in FIG. 4) by the snap ring S2a fitted inside the shaft 56. Movement is regulated.

  In this way, when the primary drive plate 135a and the primary driven plate 136a receive a pressing force from a piston mechanism 151a, which will be described later, and the gap between the primary drive plate 135a and the primary driven plate 136a is clogged, the primary drive plate 135a and the primary drive plate 135a are closed. A frictional force is generated between the driven plate 136a and the driven plate 136a.

  The frictional force generated between the primary drive plate 135a and the primary driven plate 136a is increased according to the pressing force from the piston mechanism 151a, and the driving force according to the pressing force is changed from the primary drive plate 135a to the primary driven plate. 136a. As a result, the ratio of the driving force transmitted to the primary cam 133a is adjusted.

  A primary cam groove portion 141a is formed on the surface of the primary cam 133a facing the main cam 132a, and a main cam groove portion 142a is formed on the surface of the main cam 132a facing the primary cam 133a. A ball 134a is sandwiched between the primary cam groove 141a and the main cam groove 142a.

  Here, with reference to FIG.4 and FIG.5, the detailed structure and operation | movement of the primary cam 133a, the main cam 132a, and the ball | bowl 134a are demonstrated. 5A shows a state in which the right side (the right side in the arrow Y direction in FIG. 4) is viewed from the left side (the left side in the arrow Y direction in FIG. 4) in FIG.

  As shown in FIG. 5A, the primary cam 133a is a substantially annular member, and is annular on the surface facing the main cam 132a (the surface on the side perpendicular to the paper surface of the primary cam 133a shown in FIG. 5A). Primary cam groove 141a is formed.

  The main cam 132a is a substantially annular member, and an annular main cam groove 142a is formed on a surface facing the primary cam 133a (a surface on the front side of the main cam 132a shown in FIG. 5A). Yes.

  The primary cam groove portion 141a and the main cam groove portion 142a are formed in the same shape, and a plurality (six in this embodiment) of balls 134a are accommodated between the primary cam groove portion 141a and the main cam groove portion 142a. .

  Further, a main cam projection 144a is formed on the inner peripheral surface of the main cam 132a, and a spline joint is formed by the main cam projection 144a and a spline groove 112a (see FIG. 4) molded on a part of the shaft 113a. Is done.

  The drive plate protrusion 110a and the main cam protrusion 144a described above are formed in the same shape, and the spline groove 112a formed in a part of the shaft 113a is also formed in the same shape. The specifications of the groove 112a can be unified, the production of the shaft 113a is not complicated, and the production efficiency can be further improved.

  Next, with reference to FIG. 5B, each operation of the main cam 132a, the primary cam 133a, and the ball 134a when the driving force is transmitted to the primary cam 133a will be described. As shown in FIG. 5B, the depth of the groove portions of the main cam groove portion 142a and the primary cam groove portion 141a gently change in the circumferential direction (direction of arrow R in FIG. 5B).

  Further, in FIG. 5B, the state indicated by the solid line of the primary cam 133a is a position when the driving force from the shaft 56 is not transmitted to the primary cam 133a, and the ball 134a has a primary cam groove portion. 141a and the main cam groove 142a are accommodated in a deep portion.

  Note that this position is referred to as a reference position for the description of the release mechanism 171a described later. Further, the distance from the main cam 132a when the primary cam 133a is at the reference position is the width L1 in the direction of the rotation axis P of the driving force adjusting unit 100a (the arrow Y direction in FIG. 5B).

  In FIG. 5B, the state indicated by the broken line of the primary cam 133a is the position when the driving force from the shaft 56 is transmitted to the primary cam 133a, and the primary cam 133a is circular with respect to the main cam 132a. It moves in the circumferential direction (FIG. 5 (b) arrow R direction right side). In this state, the ball 134a is accommodated in a shallower portion than when the driving force is not transmitted to the primary cam 133a (the state indicated by the solid line, the reference position).

  Note that this position is referred to as an operating position for the description of the release mechanism 171a described later. Further, the distance from the main cam 132a when the primary cam 133a is in the operating position is a width L2 in the direction of the rotational axis P of the driving force adjusting unit 100a (the arrow Y direction in FIG. 5B).

  As shown in FIG. 5B, the width of the primary cam 133a and the main cam 132a is wider in the width L2 than in the width L1. This is because when the primary cam 133a is rotated about the rotation axis P of the driving force adjusting unit 100a with respect to the main cam 132a by the driving force transmitted to the primary cam 133a, the ball 134a is formed in each of the grooves 141a and 142a. This is because it rolls to a portion where the depth is shallow, and the width between the primary cam 133a and the main cam 132a increases. As a result, a pressing force and a reaction force against the pressing force are generated between the primary cam 133a and the main cam 132a. The pressing force is amplified to several tens of times (approximately 20 times in the present embodiment) the pressing force generated by the piston mechanism 151a.

  As described above, the cam mechanism 131a (see FIG. 3) can amplify the pressing force generated by the piston mechanism 151a (see FIG. 3) with a simple configuration. Therefore, the piston mechanism 151a (see FIG. 3) generates a large pressing force that presses the drive plate 106a and the driven plate 107a only by generating a small pressing force.

  Further, since the pressing force of the piston mechanism 151a (see FIG. 3) is amplified by the cam mechanism 131a (see FIG. 3), it may be approximately 1/20 of the force pressing the drive plate 106a and the driven plate 107a. . That is, the pressure value to be generated by the oil pump 202a can be set smaller than when the cam mechanism 131a is omitted and the drive mechanism 106a and the driven plate 107a are pressed directly by the piston mechanism 151a.

  Therefore, the electric motor 201a for driving the oil pump 202a can be reduced in size, and the driving force adjusting mechanism 60a (see FIG. 1) can be reduced in weight. Furthermore, since the power consumption of the electric motor 201a can be suppressed, the on-vehicle power generation device (not shown) can be reduced in size, and the four-wheel drive vehicle 1 can be reduced in weight. Further, since the power consumption of the electric motor 201a is reduced, the electric motor 201a that consumes more power than the power consumption can be used, thereby increasing the number of options for the motor. As a result, it is possible to select a motor with a large circulation volume and a low price, and cost can be reduced.

  In addition, the cam mechanism 131a (see FIG. 3) presses the connection mechanism 101a (see FIG. 3) in the direction of the arrow Y in FIG. 3 due to the difference in rotational speed between the shaft 56 (see FIG. 4) and the shaft 113a (see FIG. 4). ). That is, the larger the rotational speed difference between the shaft 56 (see FIG. 4) and the shaft 113a (see FIG. 4), the faster the cam mechanism 131a (see FIG. 3) spreads toward the connection mechanism 101a (see FIG. 3). Become.

  Therefore, if the rotational speed difference between the shaft 56 (see FIG. 4) and the shaft 113a (see FIG. 4) is set large, even if the gap between the drive plate 106a and the driven plate 107a is set wide, the driving force adjusting mechanism 60a. The response of (see FIG. 1) is not impaired. Accordingly, the responsiveness of the driving force adjusting mechanism 60a (see FIG. 1) can be ensured while setting the gap between the drive plate 106a and the driven plate 107a wide to reduce drag.

  Further, since the gap between the drive plate 106a (see FIG. 4) and the driven plate 107a (see FIG. 4) is closed via the cam mechanism 131a (see FIG. 3), the piston mechanism 151a (see FIG. 3) is the primary Only the gap between the drive plate 135a and the primary driven plate 136a may be reduced. Therefore, the driving force from the shaft 56 (see FIG. 4) is applied to the shaft 113a (see FIG. 4) even if the amount of oil fed from the oil supply mechanism 200a (see FIG. 6) is small relative to the piston mechanism 151a (see FIG. 3). Can tell. Therefore, since the oil pump 202a (see FIG. 6) provided in the oil supply mechanism 200a can be reduced in size, the driving force adjusting mechanism 60a (see FIG. 1) can be reduced in weight.

  Next, the drag will be described. Dragging is a phenomenon that occurs when the main cam 132a does not generate a pressing force and the main cam 132a has not fully returned from the operating position to the reference position. Specifically, this is a phenomenon in which the driven plate 107a sticks to the drive plate 106a by the oil interposed between the drive plate 106a and the driven plate 107a, and the driven plate 107a is dragged and rotated by the drive plate 106a. . The drag is also generated when the movement of the drive plate 106a and the driven plate 107a varies in the axial direction due to the rotation of the drive plate 106a and the driven plate 107a.

  The release mechanism 171a is disposed in a groove formed on the surface of the main cam 132a facing the drive plate 106a, and is configured by a coil spring. The release mechanism 171a may be constituted by a disc spring instead of the coil spring, or may be constituted by using another elastic member.

  The release mechanism 171a biases the main cam 132a in a direction away from the drive plate 106a, the driven plate 107a, and the clutch retainer 108 (right side in the Y direction in FIG. 4) so that the main cam 132a moves toward the reference position. Thus, drag between the plurality of drive plates 106a and the plurality of driven plates 107a is reduced. Therefore, when the main cam 132a moves to the drive plate 106a, the driven plate 107a, and the clutch retainer 108 side (left side in the arrow Y direction in FIG. 4), the main cam 132a moves away from the drive plate 106a, the driven plate 107a, and the clutch retainer 108 (arrow Y in FIG. 4). A biasing force is generated in the right direction).

  Further, the release mechanism 171a has an oil adhesive force acting on the main cam 132a and the drive plate 106a, and a frictional force between the main cam projection 144a formed on the inner peripheral surface of the main cam 132a and the spline groove 112a formed on the shaft 113a. And an urging force that exceeds the combined force of the rolling resistance of the ball 134a and the reaction force of the main cam 132a generated by dragging of the primary drive plate 135a and the primary driven plate 136a.

  That is, the release mechanism 171a is set with a spring constant and an initial load that generate an urging force larger than the plurality of forces. As a result, when the pressing force is not supplied from the cam mechanism 131a, the main cam 132a moves from the operating position toward the reference position by the urging force of the release mechanism 171a, and the drag between the drive plate 106a and the main cam 132a is reduced. Can do. Therefore, it is possible to reduce transmission of an extra driving force from the shaft 56 to the shaft 113a by dragging.

  As described above, in the present embodiment, the primary drive plate 135a and the primary driven plate 136a generate a frictional force by a pressing force generated by a piston mechanism 151a (see FIG. 3) described later. The driving force transmitted from the shaft 56 by the frictional force generated between the primary drive plate 135a and the primary driven plate 136a is amplified by the cam mechanism 131a (see FIG. 3), and between the drive plate 106a and the driven plate 107a. It is the structure which generates a frictional force. That is, the friction force can be generated between the plates 135a, 136a, 106a, and 107a by the pressing force of the piston mechanism 151a.

  In addition, the piston mechanism 151a (see FIG. 3) moves the piston body 153a in the direction of the primary drive plate 135a and the primary driven plate 136a (the arrow Y direction in FIG. 4) by pushing the pressure generated in the piston chamber 154a. Since the pressure is generated, a gap can be set between the primary drive plate 135a and the primary driven plate 136a to reduce drag.

  On the other hand, there is a method in which a pressing force is generated by an electromagnetic force and a frictional force is generated between the plates 135a, 136a, 106a, and 107a. In this method, a coil is energized to generate an electromagnetic force. A magnetic force is generated inside a member called an armature, and the coil is attracted to the armature, whereby a pressing force can be generated. That is, a plurality of plates (in the present embodiment, the primary drive plate 135a and the primary driven plate 136a are shown) are arranged between the armature and the coil, and the force with which the coil attracts the armature is pressed by the plurality of plates. The friction force is generated between the plates by the pressing force.

  This method of generating a pressing force by electromagnetic force does not use the hydraulic pressure of oil, so it is not easily affected by the viscosity of the oil. Instead, it is necessary to pass a magnetic flux between the armature and the coil. is there. Therefore, in the method of generating a pressing force using electromagnetic force, a plurality of plates must be configured using only members (mainly iron) that allow magnetic flux to pass.

  In order to strongly stabilize the magnetic flux, the plurality of plates described above (in the present embodiment, the primary drive plate 135a and the primary driven plate 136a) and the armature need to be in constant contact with each other. As a result, the plate is dragged, and the cam mechanism 132a generates a thrust force (force in the direction of arrow Y in FIG. 4). As a result, the gap between the drive plate 106a and the driven plate 107a is clogged, and dragging occurs. Therefore, it is necessary to set a spring constant or initial load that exceeds the thrust force of the thrust force in the release mechanism 171a so as not to close the gap between the drive plate 106a and the driven plate 107a. Turn into.

  However, in the present embodiment, the frictional force is generated by the pressing force of the piston mechanism 151a. Therefore, the plate does not have to be configured with a member that allows magnetic flux to pass. Therefore, a material having no magnetic permeability (material other than metal) can be used. Therefore, in the present embodiment, the primary drive plate 135a and the primary driven plate 136a, and the drive plate 106a and the driven plate 107a are configured using a paper material having no magnetic permeability.

  Since this paper material is a material having better judder resistance than a member using a metal material, the case where a plate using a metal material is used for the friction surface of each plate 135a, 136a and 106a, 107a is used. It is necessary to optimize the surface shape of the plate for the purpose of improving judder resistance, special processing such as stabilization of friction characteristics by surface treatment of the plate, use of special oil to improve the friction characteristics, etc. Disappears. As a result, it is not necessary to add a manufacturing process by performing special processing such as optimizing the surface shape of the plate, stabilizing the friction characteristics by surface treatment of the plate, or adding an additive to the oil. The cost can be reduced and the running cost can be reduced.

  Further, since no pressing force is generated by the magnetic flux, it is not necessary to strongly stabilize the magnetic flux, and there is a gap between a plurality of plates (in this embodiment, the primary drive plate 135a and the primary driven plate 136a). Can be made. Therefore, the drag between the primary drive plate 135a and the primary driven plate 136a does not cause the cam mechanism 132a to generate a thrust force and the gap between the drive plate 106a and the driven plate 107a is not clogged. It is not necessary to set a spring constant or an initial load, and the release mechanism 171a can be prevented from becoming large.

  Also, since the pressing force generated using electromagnetic force is not mixed with the pressing force generated by the hydraulic pressure of oil and the pressing force amplified by the driving force, the plate material is unified and one chamber of the oil chamber is used. And the same kind of oil can be used, and cost reduction, parts management man-hours and assembly man-hours can be reduced.

  As described above, in the present embodiment, since the pressing force generated by the hydraulic pressure of oil and the pressing force amplified by the driving force are used, when the pressing force generated using electromagnetic force is used. Compared to this, the selection range of the plate material is widened, the paper material with good judder resistance is selected, the special processing for optimizing the surface shape of the plate and the use of special oil to improve the friction characteristics There is no need. Furthermore, since it is difficult for drag to occur, the control accuracy of the driving force when transmitting a small driving force can be improved.

  Next, the piston mechanism 151a (see FIG. 3) will be described. As shown in FIG. 4, the piston mechanism 151a generates a pressing force by the hydraulic pressure of oil sent from the oil supply mechanism 200a (see FIG. 2), and the pressing force is generated by the cam mechanism 131a (see FIG. 3). A piston chamber 154a filled with oil sent from the oil supply mechanism 200a, a piston main body 153a that generates a pressing force by the hydraulic pressure of the oil sent from the oil supply mechanism 200a, A cylinder portion 152a fitted on the piston main body portion 153a, a stem bleeder 155a (see FIG. 6) for releasing a gas (air) mixed in oil filled in the piston chamber 154a, and a drive with respect to the piston main body portion 153a The cam mechanism 131a rotating around the rotation axis P of the force adjusting unit 100a is pressed from the piston main body 153a. And a bearing B3a for smoothly transmitting force.

  The piston chamber 154a is a space formed by fitting a substantially ring-shaped piston body portion 153a into a substantially ring-shaped cylinder portion 152a, and is sent from the oil supply mechanism 200a (see FIG. 2). Filled with coming oil. A stem bleeder 155a, which is a through hole formed in the upper part of the piston main body 153a, is disposed on the upper part of the piston chamber 154a (upper side in the arrow Z direction in FIG. 6). And a stem bleeder 155a. Therefore, the oil sent from the oil supply mechanism 200a to the piston chamber 154a is discharged into the oil recovery chamber 64a together with the gas (air) mixed in the oil.

  The stem bleeder 155a mainly discharges the gas (air) mixed in the oil to the oil recovery chamber 64a. The stem bleeder 155a has an annular gap shape so that the gas (air) mixed in the oil can easily pass through and does not easily pass through the oil. It has been as A detailed description of the stem bleeder 155a will be described later with reference to FIGS.

  The bearing B3a is disposed adjacent to the piston main body 153a (see FIG. 3) and the cam mechanism 131a (see FIG. 3), and the cam mechanism 131a rotates with the rotation of the shaft 56. It rotates with respect to the main body 153a. That is, the bearing B3a operates so as not to generate resistance due to a difference in rotation, and the pressing force transmitted from the piston main body 153a is smoothly transmitted to the cam mechanism 131a.

  Further, since the pressing force transmitted from the piston main body 153a (see FIG. 3) is amplified by the cam mechanism 131a (see FIG. 3), the piston main body 153a is compared with the case where the cam mechanism 131a is not provided. The pressing force transmitted from can be made sufficiently small. Therefore, compared with the case where the cam mechanism 131a is not provided, the bearing B3a can have a low load, and the number of options for the bearing B3a can be increased and the cost can be reduced.

  Here, another configuration of FIG. 4 will be described. As shown in FIG. 4, a pair of regulating walls 161 a protruding from a part of the inner wall is formed on the inner wall of the center cover 65 on the driving force adjusting unit 100 a side. The restriction wall 161a is provided to restrict the rotation of the piston main body 153a in the rotation direction R. A detailed description of the restriction wall 161a will be described later with reference to FIG.

  An oil seal 121 a is disposed between the side cover 66 a and the outside of the shaft 56. The oil seal 121a can shield the space (shaft space) covered by the shaft 56 and the space (center space) covered by the center cover 65. Therefore, the lubricating oil covered by the shaft 56 and lubricating the driving force adjusting unit 100a and the lubricating oil covered by the center cover 65 and lubricating the pinion gears 53 and 54 can be different types, and the driving force adjusting unit The lubricating oil suitable for 100a and the pinion gears 53 and 54 can be used.

  Next, a detailed configuration of the oil supply mechanism 200a will be described with reference to FIG. 6 is a cross-sectional view showing the driving force adjusting mechanism 60a along the line VI-VI in FIG. In FIG. 6, reference numerals relating to the connection mechanism 101a, the cam mechanism 131a, and the release mechanism 171a are omitted. Further, the arrow Y shown in FIG. 6 indicates the left-right direction of the four-wheel drive vehicle 1 and indicates the direction of the rotational axis P of the drive force adjusting unit 100a, and the arrow Z indicates the vertical direction of the four-wheel drive vehicle 1. ing.

  As shown in FIG. 6, the oil supply mechanism 200a feeds oil to the driving force adjusting unit 100a. The oil supply mechanism 200a is fed by the electric motor 201a, the oil pump 202a driven by the electric motor 201a, and the oil pump 202a. The oil storage chamber 204a in which the oil to be stored is stored, and the electric motor convex portion 203a that forms a wall portion of the oil storage chamber 204a between the electric motor 201a and the oil pump 202a.

  As shown in FIG. 6, the electric motor 201a, the electric motor convex portion 203a, and the oil pump 202a are arranged adjacent to the rotational axis P direction (arrow Y direction in FIG. 6) of the driving force adjusting portion 100a. Yes. The oil storage chamber 204a includes an electric motor 201a that is in close contact with one end surface of the electric motor convex portion 203a (the surface on the left side in the arrow Y direction in FIG. 6), and the other end surface (arrow Y in FIG. 6) of the electric motor convex portion 203a. This is a space formed by being surrounded by the oil pump 202a and the electric motor convex portion 203a that are in close contact with the right side surface. That is, the electric motor 201a and the oil pump 202a also serve as the wall portion of the oil storage chamber 204a.

  The electric motor 201a has a motor shaft portion 207a that is a cylindrical shaft that outputs a rotational force. The motor shaft portion 207a passes through the oil storage chamber 204a and is connected to the oil pump 202a. That is, the motor shaft portion 207a is disposed in a part of the space of the oil storage chamber 204a, and the electric motor 201a and the oil pump 202a are connected with the shortest distance (on a straight line). Therefore, the place where the motor shaft portion 207a is disposed outside the oil storage chamber 204a can be omitted, and the apparatus composed of the electric motor 201a, the electric motor convex portion 203a, and the oil pump 202a can be reduced in size.

  Further, since the oil reservoir chamber 204a is disposed adjacent to the oil pump 202a in a horizontal position, for example, the oil reservoir chamber is disposed below the oil pump 202a and the oil reservoir disposed below the oil reservoir chamber 204a. The work of sucking up oil and the pipe resistance in the passage can be reduced as compared to the case of sucking up oil from the chamber through the suction passage.

  The oil pump 202a has a pump suction port 205a on the left side (the surface on the left side in the arrow Y direction in FIG. 6) and a pump discharge port 206a on the right side (the surface on the right side in the arrow Y direction in FIG. 6). That is, the oil supply mechanism 200a is able to efficiently send out the oil without being affected by the pipe resistance because the oil is sent in a linear direction when the oil is sent out from the oil storage chamber 204a.

  The electric motor convex portion 203a is a substantially cylindrical member having the same diameter as the oil pump 202a, and has an oil recovery hole 208a and a pump inner wall 209a. The oil recovery hole 208a is a through hole installed in the upper part of the electric motor convex part 203a (the upper part in the arrow Z direction in FIG. 6), and is connected to the oil recovery chamber 64a via the recovery passage 210a. The pump inner wall 209a is an inner wall of the electric motor convex portion 203a that is coupled to the oil recovery hole 208a, and is formed to be inclined upward toward the oil recovery hole 208a.

  Accordingly, when oil mixed with gas (air) flows from the oil recovery chamber 64a into the oil storage chamber 204a, the oil (air) is transferred to the oil recovery hole 208a without being retained in the oil storage chamber 204a, and the recovery path Only gas (air) can be returned to the oil recovery chamber 64a via 210a.

  Further, the pump suction port 205a is installed in a deep part (lower part in the direction of arrow Z in FIG. 6) of the oil storage chamber 204a. Therefore, since the ratio of the gas (air) reaching the deep part of the oil storage chamber 204a is very small, the gas (air) remains in the pump intake port 205a even while the gas (air) stays in the oil storage chamber 204a. From the oil to the oil pump 202a can be greatly reduced.

  As described above, the mixed gas (air) is easily discharged into the oil recovery chamber 64a and is difficult to flow into the oil pump 202a. Therefore, a difference that occurs when oil and gas (air) are mixed into the oil pump 202a. The sound can be suppressed and gas (air) is not easily mixed into the oil sent out by the oil pump 202a, the damper effect is reduced, and the hydraulic pressure of the oil generated by the oil pump 202a is reduced to a desired hydraulic pressure (piston) The hydraulic pressure required for pressing the mechanism 151a can be increased.

  The oil pump 202a and the electric motor convex portion 203a are substantially cylindrical members having the same diameter, and are integrally fitted into a concave portion insertion hole 213a formed on the outer edge of the case 61, and the electric motor 201a is attached to the case. By fixing to 61, the oil pump 202a is pressed against and fixed to the case 61 by the electric motor convex portion 203a.

  Thus, the electric motor 201a, the electric motor convex portion 203a, and the oil pump 202a are arranged adjacent to each other in the horizontal direction (the arrow Y direction in FIG. 6), and the electric motor 201a and the electric motor convex portion are arranged. Since the diameter of 203a is the same, the electric motor 201a and the electric motor convex portion 203a can be inserted into the concave portion insertion hole 213a and can be easily assembled.

  Further, since the electric motor 201a, the electric motor convex portion 203a, and the oil pump 202a are integrally formed adjacent to each other in the direction of the rotation axis P, not only the oil supply mechanism 200a can be downsized but also the electric motor. 201a, electric motor convex part 203a, and oil pump 202a can be combined and used for another apparatus easily. Therefore, the versatility of the apparatus in which the electric motor 201a, the electric motor convex portion 203a, and the oil pump 202a are integrally formed can be improved.

  The oil supply mechanism 200a collects the circulated oil mixed with gas (air), separates the gas (air), and then sends the oil to the piston mechanism 151a. However, it is very difficult to completely remove the gas (air) mixed in the oil. Therefore, in the piston mechanism 151a, a stem bleeder 155a is arranged at the upper part of the piston chamber 154a (upper direction in the arrow Z direction in FIG. 6) in order to remove the gas (air) mixed in the oil.

  Therefore, even when oil mixed with gas (air) is sent to the piston mechanism 151a, the gas (air) is naturally transferred to the upper portion of the piston chamber 154a, and the gas (air) accumulated in the piston chamber 154a is The oil is discharged from the stem bleeder 155a together with the oil to the oil recovery chamber 64a.

  In this way, even if oil mixed with gas (air) is sent to the piston chamber 154a, the gas (air) is discharged without stagnation, so the hydraulic pressure of the oil sent from the oil supply mechanism 200a Can be stably changed to the pressing force of the piston main body 153a.

  If the oil pump 202a is stopped for a long time, the oil in the piston chamber 154a gradually flows back to the oil recovery chamber 64a through the gap of the oil pump 202a, and the oil change in the piston chamber 154a occurs. Gas (air) flows through the stem bleeder 155a.

  As described above, when the pressure in the piston chamber 154a is increased to a predetermined pressure from the state where gas (air) flows into the piston chamber 154a, the piston chamber 154a needs to be filled with oil. Until the gas is filled, since the gas (air) is mixed, the pressure in the piston chamber 154a rises slowly. Therefore, it takes time to reach a predetermined pressure value, and the control accuracy deteriorates.

  Here, in the present embodiment, the electric motor 201a is always operated and oil is always supplied into the piston chamber 154a. Thereby, the inside of the piston chamber 154a is always filled with oil, and the time for the piston chamber 154a to be filled with oil is omitted. Therefore, there is no delay in the pressure increase in the piston chamber 154a, and the control accuracy can be improved.

  The magnitude of the pressure value in the piston chamber 154a may be larger than the sliding resistance of the piston seal members 218a and 219a. In this case, the piston main body 153a can generate a pressing force to close the gap between the primary plate 135a and the primary driven plate 136a. Therefore, the driving force is transmitted from the primary plate 135a to the primary driven plate 136a without delaying the pressure increase in the piston chamber 154a.

  Therefore, there is no response delay in the driving force transmission with respect to the pressure increase in the piston chamber 154a, and the responsiveness can be increased while improving the control accuracy.

  Furthermore, the magnitude of the pressure value in the piston chamber 154a may be set so that the pressing force generated by the connection mechanism 101a by the pressure value is smaller than the urging force of the release mechanism 171a. In this case, since the pressing force from the cam mechanism 131a does not act on the drive plate 106a and the driven plate 107a, drag can be reduced between the drive plate 106a and the driven plate 107a. Therefore, it is possible to reduce the transmission of extra driving force from the shaft 56 (see FIG. 4) to the shaft 113a (see FIG. 4).

  Further, the biasing force of the release mechanism 171a described above may be set to a lower limit biasing force when mass-produced. In this case, since the pressing force from the cam mechanism 131a does not act on the drive plate 106a and the driven plate 107a even in a mass-produced product, drag can be reduced between the drive plate 106a and the driven plate 107a. Therefore, even in a mass-produced product, it is possible to reduce transmission of an extra driving force from the shaft 56 (see FIG. 4) to the shaft 113a (see FIG. 4).

  As described above, in the present embodiment, the oil pump 202a constantly generates a predetermined pressure in the piston chamber 154a, thereby reducing drag generated between the drive plate 106a and the driven plate 107a, and extra driving. Responsiveness can be improved without transmitting power.

  As shown in FIGS. 2 and 6, the electric motor 201a is arranged so that the axial center Q direction of the electric motor 201a and the rotational axis P direction of the driving force adjusting unit 100a are substantially parallel to each other. The oil supply mechanism 200a sends oil discharged from the driving force adjustment unit 100a to the driving force adjustment unit 100a again, and is therefore disposed below the driving force adjustment unit 100a (downward in the direction of arrow Z in FIG. 6).

  Here, since the driving force adjusting mechanism 60a is located at the lower part of the four-wheel drive vehicle 1, it is preferable to make the thickness in the vertical direction (the arrow Z direction in FIG. 6) as small as possible from the viewpoint of the distance from the ground. Therefore, in the present embodiment, the electric motor 201a is integrally attached to the driving force adjusting mechanism 60a, and the axis Q direction of the electric motor 201a is substantially parallel to the rotation axis P direction of the driving force adjusting unit 100a. Furthermore, the electric motor 201a is provided not at the position just below the rotation axis P of the driving force adjusting mechanism 60a (below the arrow Z direction passing through the rotation axis P in FIG. 2), but at a slightly deviated position. The thickness of the adjustment mechanism 60a in the vertical direction is suppressed from becoming extremely large.

  Next, the air breather mechanism will be described with reference to FIG. FIG. 7 is a view schematically showing the vicinity of the piston main body 153a. FIG. 7 (a) is a front view of the piston main body 153a as viewed from the cam mechanism 131a side, and FIG. FIG. 6 is a cross-sectional view showing a part of a piston main body 153a and a side cover 66a.

  In FIG. 7A, for convenience of explanation, only the side cover 66a located inside the shaft 56 is shown, and the illustration of the side cover 66a located outside the shaft 56 is omitted.

  In FIG. 7, the arrow X is the front-rear direction of the four-wheel drive vehicle 1, and the arrow Y is the left-right direction of the four-wheel drive vehicle 1, and indicates the direction of the rotation axis P of the drive force adjusting units 100 a and 100 b The arrow Z indicates the vertical direction of the four-wheel drive vehicle 1.

  As shown in FIG. 7A, the inner wall 66a1 of the side cover 66a is provided with a pair of restriction walls 161a protruding from the inner wall 66a1, and an insertion part 162a is formed between the pair of restriction walls 161a. Has been. Further, the insertion portion 162a of the regulating wall 161a is moved forward (see FIG. 7A) from the vertical line passing through the rotational axis P of the driving force adjusting portion 100a (on the line indicated by the arrow Z in FIG. 7). Arranged at a position deviated by a predetermined angle (30 degrees in the present embodiment) in the direction of arrow X to the right.

  The piston main body 153a is formed with a protrusion 153a1 that protrudes outward (in the direction of the side cover 66a) from the outer periphery thereof, and the protrusion 153a1 is disposed so as to be inserted into the insertion portion 162a of the restriction wall 161a. Has been.

  Therefore, as described above, oil is supplied to the piston chamber 154a by the electric motor 200a, and the piston main body 153a presses the primary drive plate 135a (see FIG. 4), and dragging accompanying the rotation of the primary drive plate 135a. Even if this occurs in the piston main body 153a, the protrusion 153a1 abuts against the end surface of the regulating wall 161a, so that the piston main body 153a can be restricted from rotating with respect to the side cover 66a.

  As shown in FIG. 7A, a breather hole 66a2 is formed in the inner wall 66a1 of the side cover 66a, between the pair of regulating walls 161a and in the center of the insertion portion 162a. The breather hole 66a2 is a communication hole that communicates the space (side space) covered with the side cover 66a with the outside.

  As shown in FIG. 7B, the protrusion 153a1 is formed to protrude further from the pressing surface 153a2 on the piston main body 153a side to the piston main body 153a side, and to protrude outward from the outer periphery of the piston main body 153a. ing.

  Further, a breather communication path 66a3 communicating with the breather hole 66a2 is formed on the inner wall of the side cover 66a, and a breather chamber 66a4 communicating with the breather communication path 66a3 is disposed outside the side cover 66a. That is, the breather hole 66a2 communicates with the outside through the breather communication passage 66a3 and the breather chamber 66a4.

  Therefore, even if the piston main body 153a is dragged in the rotation direction of the primary drive plate 135a with the rotation of the primary drive plate 135a and the protrusion 153a1 contacts the end surface of the restriction wall 161a, the breather hole 66a2 And the protruding portion 153a1 are arranged to face each other. Therefore, it is possible to prevent the breather hole 66a2 from being completely exposed in the space covered by the side cover 66a, and the protrusion 153a1 functions as a plate that obstructs the communication of the breather hole 66a2. That is, the protrusion 153a1 functions as a baffle plate that suppresses oil that lubricates the driving force adjusting unit 100a from flowing out of the breather hole 65a2 in the side cover 66a. Therefore, a plate that covers the breather hole 66a2 becomes unnecessary, and a space for attaching the plate is also unnecessary, so that cost reduction, weight reduction, and downsizing can be achieved.

  Further, the portion of the piston main body 153a that presses the primary drive plate 135a is the pressing surface 153a2, and the protrusion 153a1 does not press the primary drive plate 135a. Therefore, the protrusion 153a1 is strong enough to press the primary drive plate 135a. There is no need to have. Therefore, since it is not necessary to form the protrusion 153a1 as thick as the piston main body 153a, it is possible to prevent the lubricating oil from flowing out of the breather hole 66a2 while reducing the size, cost, and weight.

  Furthermore, as described above, the piston main body 153a is fitted into the cylinder 152a, but the protrusion 153a1 protrudes from the cylinder 152a and is disposed opposite to the inner wall 66a1 of the side cover 66a. Therefore, the inner wall 66a1 of the side cover 66a does not need to have a complicated shape corresponding to the protrusion 153a1, so that the productivity of the side cover 66a can be improved.

  Further, the protruding portion 153a1, the regulating wall 161a (and the insertion portion 162a), and the breather hole 66a2 extend from the vertical line passing through the rotation axis P (on the line in the arrow Z direction in FIG. 7) from the forward direction of the four-wheel drive vehicle 1 (see FIG. 7 (a) is disposed at a position shifted by a predetermined angle (30 degrees in the present embodiment) in the direction of arrow X to the right), and therefore tilts forward of the four-wheel drive vehicle 1 (rightward in FIG. 7 (a)). Are arranged. Therefore, since the lubricating oil in the shaft 56 moves to the backward side (left side in FIG. 7A) of the four-wheel drive vehicle 1, it moves in a direction away from the breather hole 66a2. Therefore, it is possible to efficiently suppress the lubricating oil and the like from flowing out from the breather hole 66a2. In addition, by arranging the protruding portion 153a1, the regulating wall 161a (and the insertion portion 162a), and the breather hole 66a2 to be inclined, the lubricating oil attached to the protruding portion 153a1 and the like can easily flow downward due to its own weight.

  In the description of FIG. 7, the relationship between the side cover 66a and the piston main body 153a has been described, but the relationship between the side cover 66b and the piston main body 153b is configured in the same manner. In such a case, the protrusion 153a1 is the protrusion 153b1, the pressing surface 153a2 is the pressing surface 153b2, the restriction wall 161a is the restriction wall 161b, the insertion portion 162a is the insertion portion 162b, the inner wall 66a1 is the inner wall 66b1, and the breather hole 66a2 is the breather. The hole 66b2 and the breather communication path 66a3 are read as the breather communication path 66b3, and the breather chamber 66a4 is replaced with the breather chamber 66b4.

  Next, the detailed structure of the stem bleeder 155a will be described with reference to FIGS. FIG. 8 is an enlarged cross-sectional view of the vicinity of the stem bleeder 155a indicated by the arrow B in FIG.

  As shown in FIG. 7, in the stem bleeder 155a, a concave groove 155a1 is formed in the pressing surface 153a2 which is an end surface of the piston main body 153a on the bearing B3a (driving force adjusting unit 100a) side. The concave groove 155a1 is formed on a vertical line passing through the rotation axis P (on the line in the direction of arrow Z passing through the rotation axis P in FIG. 7), and at the uppermost part of the groove 155a1, the piston chamber 154a is formed. Openings 155a2 of communication passages 155a3 to 155a5 (see FIG. 8) that communicate with each other are formed.

  Therefore, since the groove 155a1 including the opening 155a2 is formed in the pressing surface 153a2 of the piston main body 153a, even if the bearing B3a is in contact with the pressing surface 153a2, the communication path 155a3 is formed by the groove 155a1. The communication between 155a5 and the driving force adjusting unit 100a can be ensured reliably.

  As shown in FIG. 8, a communication passage that communicates between the piston chamber 154a and the bearing B3a (driving force adjustment unit 100a (see FIG. 6)) side is formed in the piston main body 153a. The communication path is formed with an opening 155a2 at the end and a first communication path 155a3 communicating with the space on the bearing B3a side, and a second communication path formed with an inner diameter smaller than the first communication path 155a3 and communicating with the piston chamber 154a. 155a4, and a second communication path 155a4 and a first communication path 155a3 connected to each other to form a substantially dish-shaped third communication path 155a5.

  A cylindrical pin 155a6 having an outer diameter slightly smaller (for example, 0.5 mm smaller) than the inner diameter of the first communication path 155a3 is disposed in the first communication path 155a3. An annular gap is formed between the first communication path 155a3 and the pin 155a6, and the gas (air) mixed with the oil is discharged to the driving force adjusting unit 100a side while suppressing the deterioration of the hydraulic characteristics. Thus, the oil flows into the oil recovery chamber 64a.

  The third communication path 155a5 is formed in a substantially dish shape, and is provided between the first communication path 155a3 and the second communication path 155a4. Therefore, the third communication path 155a5 is disposed on the first communication path 155a3 side of the second communication path 155a4. It is possible to prevent the opening and the pin 155a6 from coming into contact with each other, and it is possible to prevent adverse effects such as no discharge of gas or oil through the stem bleeder 155a.

  Further, the pin 155a6 is restricted from moving toward the piston chamber 154a by a third communication passage 155a5 formed in a substantially dish shape, and is restricted from moving toward the driving force adjusting unit 100a by a bearing B3a. That is, the protrusion of the pin 155a6 toward the driving force adjusting unit 100a can be restricted by the bearing B3a that absorbs the differential between the primary drive plate 135a and the piston main body 153a. Therefore, it is not necessary to separately attach a plate member or the like for preventing the pin 155a6 from jumping out from the first communication path 155a3 to the driving force adjusting unit 100a side, and a space for attaching the plate member is not necessary. The overall cost of the mechanism 60a can be reduced and the scale can be reduced.

  Moreover, since not only gas but oil is discharged | emitted from opening 155a2, supply of oil to bearing B3a can be performed reliably. Therefore, the oil discharged from the opening 155a2 can act as the lubricating oil for the bearing B3a, and the bearing B3a can be smoothly slid. Furthermore, since it is not necessary to provide a separate passage for supplying oil to the bearing B3a, the cost can be reduced and the space can be reduced accordingly.

  If the relationship between the communication paths 155a3 to 155a5 and the pin 155a6 is adjusted and the amount of oil discharged from the opening 155a2 is adjusted, not only the bearing B3a but also the driving force adjusting unit 100a is used by the oil discharged from the opening 155a2. It can also be used as a lubricating oil. When the lubricating oil of the driving force adjusting unit 100a can be supplied only with the oil discharged from the opening 155a2, the supply path for the lubricating oil is not required, and therefore the cost and scale can be further reduced.

  Here, a case where a stem bleeder mechanism is formed on the side covers 66a and 66b will be described. Generally, a cover that covers the driving force distribution mechanism 50 and the driving force adjustment mechanism 60a is manufactured by casting because the outer shape and the inner shape are complicated. Therefore, when the stem bleeder mechanism as in the present embodiment is formed on the side covers 66a and 66b, the inner shape (structure) of the side covers 66a and 66b becomes complicated, the mold becomes expensive, and the side covers 66a and 66b. Making it difficult.

  However, according to the present embodiment, since the communication passages 155a3 to 155a5 of the stem bleeder 155a are produced in the piston main body 153a, it is possible to prevent the inner shape (structure) of the center cover 65 from becoming further complicated. Can do. Therefore, it can suppress that the casting_mold | template for producing side cover 66a, 66b becomes expensive, and can suppress that manufacture of side cover 66a, 66b becomes difficult.

  Further, in the hole machining for forming the communication passages 155a3 to 155a5 of the stem bleeder 155a, generally, the machining position is set based on the distance and angle from the reference point, and must be within a predetermined tolerance range. Therefore, the larger the parts forming the communication paths 155a3 to 155a5, the easier the displacement of the machining position. On the other hand, the smaller the parts, the less the displacement of the machining position. In the present embodiment, the communication passages 155a3 to 155a5 are formed in the piston main body 153a, which is a small component with respect to the side covers 66a, 66b, etc., so that the displacement of the machining position is reduced and accuracy can be ensured easily. .

  As described above, in the driving force distribution mechanism 50 and the driving force adjustment mechanisms 60a and 60b of the present embodiment, the driving force adjustment mechanisms 60a and 60b are disposed inside the shaft 56. Compared with the case where the driving force adjusting mechanisms 60a and 60b are disposed on both sides of the motor, a space where the driving force distribution mechanism 50 is disposed, that is, a space (center space) covered by the center cover 65 and the shaft 56 is formed. Can be reduced. Therefore, since the space where the driving force distribution mechanism 50 is disposed can be reduced, the amount of lubricating oil used for the hypoid gears 53 and 54 can be reduced.

  The driving force adjusting mechanisms 60a and 60b are arranged such that the connection mechanisms 101a and 101b face each other and the piston mechanisms 151a and 151b are separated from each other. Therefore, the first supply passages 211a and 211b and the second supply passages 212a and 212b (not shown) for supplying oil to the piston mechanisms 151a and 151b and the piston chambers 154a and 154b do not have to be formed at the center of the shaft 56. It is possible to prevent the inner structure of the shaft 56 from becoming complicated and to prevent the shaft 56 from being difficult to manufacture. Further, since the first supply passages 211a and 211b, the second supply passages 212a and 212b, and the piston chambers 154a and 154b can be formed in the side covers 66a and 66b, the manufacture is facilitated.

  In addition, the clutch retainer 108 is integrally configured, and the opposing portions of the connection mechanisms 101a and 101b are disposed so as to overlap each other when viewed in the direction of the rotational axis T of the driving force distribution mechanism 50. It can suppress that the magnitude | size of the rotating shaft center P direction of adjustment mechanism 60a, 60b becomes large.

  Further, since the drive plates 106a and 106b and the primary drive plates 135a and 135b are directly connected to the inside of the shaft 56, the driving force adjusting units 100a and 100b can be reduced in weight, and the rotation shafts of the driving force adjusting units 100a and 100b can be reduced. The size in the direction of the heart P can also be reduced.

  Although the present invention has been described based on the embodiments, the present invention is not limited to the above-described embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. Can be easily guessed.

  For example, the numerical values (for example, the quantity, size, angle, etc. of each component) given in the above embodiments are examples, and other numerical values can naturally be adopted.

  In each of the above embodiments, the drive plate protrusion 110a, the primary drive plate protrusion 137a, the clutch retainer protrusion 115a and the shaft groove 56a, or the driven plate protrusion 111a, the main cam protrusion 144a, and the spline groove 112a are substantially omitted. The trapezoidal protrusion or groove is formed, but it may be formed in a substantially rectangular shape, a substantially triangular shape, a substantially semicircular shape, or a spline joint. Any shape may be used as long as it can be configured.

  In each of the above embodiments, the piston main body portions 153a and 153b are configured to uniformly press the circumferential direction of the driving force adjusting portion 100a. However, a part of the driving force adjusting portion 100a in the circumferential direction is pressed. You may comprise so that it may do. Even in this configuration, the plates 161a and 161b have notches 162a and 162b, and the piston main body portions 153a and 153b have protrusions 153a1 and 153b1, and the protrusions 153a1 and 153b1 form the breather holes 65a2 and 67b12. You may comprise so that it may obstruct.

1 is a schematic view of a four-wheel drive vehicle 1 according to an embodiment of the present invention. It is an external view of a driving force adjustment mechanism. It is sectional drawing of the driving force distribution mechanism and driving force adjustment mechanism in the III-III line of FIG. It is sectional drawing to which the A section of FIG. 3 was expanded. It is the figure which showed the outline of the cam mechanism, (a) is a side view of a cam mechanism. (B) is sectional drawing of the cam mechanism in the Vb-Vb line | wire of Fig.5 (a). It is sectional drawing of the drive force adjustment mechanism in the VI-VI line of FIG. (A) is the front view of the state which looked at the piston main-body part from the cam mechanism side, (b) is sectional drawing which showed a part of piston main-body part and a side cover. It is an expanded sectional view which expanded and showed the vicinity of the stem bleeder shown by arrow B of FIG.

Explanation of symbols

10 Motor 50 Driving force distribution mechanism (part of input shaft)
51 Input gear unit (part of input shaft)
52 Output gear unit (part of transmission shaft)
53 Hypoid gear (first gear)
54 Hypoid gear (second gear)
56 Shafts 60a, 60b Driving force adjustment mechanism (part of output unit)
61 Case (Center cover, side cover, retainer cover)
65 Center cover 66a, 66b Side cover 94 Center drive shaft (part of input shaft)
95a, 95b Rear wheel drive shaft (part of output shaft)
100a, 100b Driving force adjuster (clutch mechanism)
106a, 106b Drive plate (part of input side plate)
107a, 107b Driven plate (part of output side plate)
113a, 113b Shaft (part of output shaft)
P Axis of rotation of driving force adjusting unit Q Axis of axis of electric motor R Circumferential direction T around axis of rotation P Rotating axis of driving force distribution mechanism

Claims (5)

In a driving force transmission device including a prime mover that generates a driving force, an input shaft to which the driving force generated by the prime mover is input, and a pair of output shafts to which the driving force input to the input shaft is transmitted ,
A first gear coupled to the outer periphery of the input shaft;
A second gear whose axial center is located in a direction intersecting the axial center of the first gear and meshes with the first gear;
A shaft coupled to the inner periphery of the second gear;
A driving force transmission device comprising: a pair of output units disposed inside the shaft and transmitting the driving force transmitted from the shaft to the pair of output shafts.   2. The driving force transmission device according to claim 1, wherein opposing ends of the pair of output units are disposed at positions overlapping the first gear when viewed in the axial direction of the first gear. . The output unit is
A clutch mechanism in which the output shaft is connected to an axial center portion, and the driving force transmitted from the shaft can be intermittently output to the output shaft;
A piston that generates a pressing force that causes the clutch mechanism to transition to a state in which the driving force transmitted from the shaft is output to the output shaft;
3. The driving force transmission device according to claim 2, wherein the pair of output units are arranged such that the clutch mechanism faces each other and the pistons are arranged apart from each other. The clutch mechanism has a plurality of input side plates on the input side and a plurality of output side plates on the output side located between the plurality of input side plates, and the output side plate and the input side plate are By being intermittently configured, the driving force transmitted from the shaft can be intermittently output to the output shaft,
The driving force transmission device according to any one of claims 1 to 3, wherein the input side plate is directly fitted to an inner peripheral portion of the shaft. A center cover that covers the first gear, the second gear, the shaft, and the output unit, and that opens on both sides in a direction orthogonal to the axis of the first gear, and a pair of side covers that block the openings on both sides of the center cover And with
5. The driving force transmission device according to claim 1, wherein the shaft extends to openings on both sides of the center cover.

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