JP2009264549A - Driving force transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a miniaturizable driving force transmission device. <P>SOLUTION: An oil storage chamber 204a is composed of a space formed between an oil pump 202a and an electric motor 201a. A distance up to the oil pump 202a from the oil storage chamber 204a can be shortened. Thus, oil can be efficiently sent out by the oil pump 202a. Thus, the necessity of enlarging the oil pump 202a is eliminated, and the device can be miniaturized. Since a strainer 213a is arranged in the oil storage chamber 204a for preventing intrusion of foreign matter into the oil pump 202a, a space for storing the oil and a space for arranging the strainer 213a, can be used in common. Thus, the necessity of securing the space for arranging the strainer 213a is eliminated, and the device can be miniaturized. <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 be reduced in size.

  Conventionally, a clutch mechanism is arranged between the input shaft and the output shaft, and the clutch mechanism is pressed by the piston to connect the input shaft and the output shaft, thereby outputting the driving force input to the input shaft. A driving force transmission device that transmits to a shaft is known.

In this type of driving force transmission device, in a configuration in which a piston is driven by hydraulic pressure, a storage chamber for storing oil is generally disposed below the pump, and the oil stored in the storage chamber is sucked up by the pump. Thus, the piston is supplied to the piston (for example, Patent Document 1).
Japanese Patent Laid-Open No. 5-33624

  However, as described above, in the configuration in which the oil is sucked up from the storage chamber by the pump and supplied to the piston, a position loss due to the height difference between the pump and the storage chamber occurs, so the pump is enlarged and the oil suction efficiency is improved. Therefore, there is a problem that the driving force transmission device is enlarged accordingly.

  Further, in the configuration in which the piston is driven by hydraulic pressure, a strainer for removing the foreign matter contained in the oil is necessary to prevent the foreign matter from entering the pump, and a space for arranging the strainer must be secured. In this respect, there is a problem in that the driving force transmission device is increased in size.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a driving force transmission device that can be reduced in size.

  In order to achieve this object, a driving force transmission device according to claim 1 is a motor that generates a driving force, an input shaft to which the driving force generated by the motor is input, and an input shaft that is input to the input shaft. An output shaft that outputs driving force; a clutch mechanism that can connect the output shaft and the input shaft; and a piston that presses the clutch mechanism to connect the input shaft and the output shaft. A supply chamber to which a liquid for driving the piston is supplied; a flow passage communicating with the supply chamber through which the liquid flows; a storage chamber in which the liquid flowing through the flow passage is stored; The liquid stored in the chamber has a delivery means for delivering the liquid to the supply chamber, a drive means for driving the delivery means, and a filter portion made of a porous material, and is contained in the liquid by the filter portion. Remove foreign matter Comprising a strainer that, the said reservoir chamber is constituted by a space formed between said delivery means and the driving means, wherein the strainer is disposed at the storage chamber.

  The driving force transmission device according to claim 2 is the driving force transmission device according to claim 1, wherein the flow passage is a supply passage serving as a passage for sending the liquid stored in the storage chamber to the supply chamber, and the supply thereof A recovery passage provided upstream of the storage chamber with respect to the passage, and the strainer is provided with the filter portion facing at least the recovery passage.

  The driving force transmission device according to claim 3 is the driving force transmission device according to claim 1 or 2, wherein the strainer is formed in an annular shape and has a pair of annular portions disposed with the openings facing each other. And a plurality of connecting portions for connecting the pair of annular portions to each other, and the filter portion is supported by the frame body, and between the opposed portions of the pair of annular portions, It is formed in a strip shape along the shape.

  According to a fourth aspect of the present invention, in the driving force transmission device according to the third aspect, the sending means includes a first abutting portion that abuts along an outer periphery of one annular portion of the pair of annular portions. And the driving means includes a second abutting portion that abuts along an outer periphery of the other annular portion of the pair of annular portions, and the strainer includes the one annular portion as the first abutting portion. While being in contact with each other, the other annular portion is held between the delivery means and the drive means in a state of being in contact with the second contact portion.

  A driving force transmission device according to a fifth aspect is the driving force transmission device according to the third or fourth aspect, wherein the driving force transmission device is disposed in the storage chamber, and is connected between the sending means and the driving means by the driving means. A driving force transmission member that transmits the applied driving force to the delivery means; and the strainer has an opening of the annular portion larger than a cross-sectional shape of the driving force transmission member, and the opening of the annular portion The driving force transmission member is inserted in the storage chamber.

  According to the driving force transmission device of claim 1, the liquid flowing through the flow passage is stored in the storage chamber, and the liquid stored in the storage chamber is supplied to the supply chamber by the delivery unit to which the driving force is applied by the driving unit. Sent out. And a piston is driven by the liquid sent out to the supply chamber, and a clutch mechanism is pressed by driving a piston. As a result, the input shaft and the output shaft are connected, and the driving force of the prime mover input to the input shaft is transmitted to the output shaft.

  Here, according to the present invention, since the storage chamber is constituted by a space formed between the delivery means and the drive means, the distance from the storage chamber to the delivery means can be shortened. Furthermore, if the distance from the storage chamber to the delivery means can be shortened, the height difference between the storage chamber and the delivery means can be reduced.

  Therefore, for example, position loss can be reduced as compared with the case where the storage chamber is disposed below the delivery means, and the liquid can be efficiently delivered by the delivery means. This eliminates the need to increase the size of the delivery means, and has the effect of reducing the size of the apparatus.

  In addition, according to the present invention, the filter unit having the porous material is provided, and the filter unit is provided with the strainer that removes the foreign material contained in the liquid. Can be prevented. And since the strainer is arrange | positioned in the storage chamber, the space which stores a liquid and the space which arrange | positions a strainer can be combined. As a result, there is an effect that it is not necessary to separately secure a space for disposing the strainer, and the apparatus can be downsized.

  According to the driving force transmission device according to claim 2, in addition to the effect of the driving force transmission device according to claim 1, the strainer is disposed so that the filter portion faces at least the flow passage upstream of the storage chamber. Therefore, there is an effect that foreign matter contained in the liquid flowing into the storage chamber can be removed by the filter portion, and foreign matter can be reliably prevented from entering the delivery means.

  Furthermore, since the filter unit is disposed at least facing the flow passage on the upstream side of the storage chamber, the filter unit can be installed so as to block the flow of the liquid flowing into the storage chamber. There is an effect that foreign matter can be reliably removed.

  According to the driving force transmission device of the third aspect, in addition to the effect of the driving force transmission device according to the first or second aspect, the strainer is formed in an annular shape and is arranged with the openings facing each other. The filter unit includes a frame having a pair of annular portions and a plurality of coupling portions that couple the pair of annular portions to each other, and the filter portion is supported by the frame, and the annular portion is disposed between the pair of annular portions. Therefore, even if the strainer is restricted as a size that can be accommodated in the storage chamber, a large surface area of the filter portion can be secured.

  According to the driving force transmission device of the fourth aspect, in addition to the effect exerted by the driving force transmission device according to the third aspect, the delivery means abuts along the outer periphery of one annular portion of the pair of annular portions. The driving means includes a second abutting portion that abuts along the outer periphery of the other annular portion of the pair of annular portions, and the strainer has one annular portion that is the first abutting portion. In order to hold the strainer in the storage chamber, the frame body is held between the sending means and the driving means with the other annular portion being in contact with the second contact portion while being in contact with the contact portion. Thus, there is no need for a separate sealing member for preventing leakage of liquid at the outer periphery of the holding member and the strainer, and the apparatus can be reduced in size accordingly.

  According to the driving force transmission device of the fifth aspect, in addition to the effect exhibited by the driving force transmission device according to the third or fourth aspect, the driving force applied by the driving means by connecting the sending means and the driving means. A driving force transmission member for transmitting force to the delivery means is provided, and the driving force transmission member is disposed in the storage chamber, so that the space for storing the liquid and the space for disposing the driving force transmission member are combined. Can do. Accordingly, there is an effect that it is not necessary to separately secure a space for disposing the driving force transmission device, and the device can be reduced in size.

  Further, since the opening of the annular portion is formed larger than the cross-sectional shape of the driving force transmission member and the driving force transmission member is inserted through the opening of the annular portion, the strainer is disposed in the storage chamber. Compared to the case where the driving force transmission member is arranged in parallel, the strainer and the driving force transmission member can be efficiently arranged in the storage chamber, and the apparatus can be downsized accordingly. is there.

  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 adjusting mechanisms 60a and 60b in 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 view schematically 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, the four-wheel drive vehicle 1 includes a prime mover 10 that generates a drive force, and a transmission 20 that outputs a drive force input from the prime mover 10 via a connecting shaft 91 by a transmission 21. The front / rear driving force distribution device 30 that distributes the driving force input from the transmission 20 via 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 force distribution device 30 to the front drive shafts 93a and 93b, and the driving force distributed to the front drive shafts 93a and 93b by the front wheel differential gear portion 32. Is transmitted by a pair of front wheels 40a and 40b and a front / rear driving force distribution device 30. The driving force distribution mechanism 50 that distributes the driving force distributed to the bus shaft 94 to the rear drive shafts 95a and 95b, and the ratio of the driving force distributed to the rear drive shafts 95a and 95b by the driving force distribution mechanism 50 is adjusted. Driving force adjusting mechanisms 60a, 60b, a pair of rear wheels 70a, 70b rotating by the driving force adjusted to the respective rear drive shafts 95a, 95b by the driving force adjusting mechanisms 60a, 60b, and the driving force It mainly includes a control device 80 that performs various controls of the adjustment mechanisms 60a and 60b. The driving force distribution mechanism 50 and the driving force adjustment mechanisms 60 a and 60 b are accommodated in the case 61.

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

  The driving force distribution mechanism 50 has 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. This driving force distribution mechanism 50 distributes the driving force input to the input gear unit 51 by the output gear unit 52 and transmits it to the driving force adjustment 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 60 a and 60 b are arranged symmetrically on the left and right (in the Y direction in FIG. 1) of the driving force distribution mechanism 50 and are connected to both ends of the output gear unit 52, respectively. Here, the drive force adjusting mechanism 60a is disposed on the right side (upper side in the arrow Y direction in FIG. 1) of the drive force distribution mechanism 50, and the left side (lower side in the arrow Y direction in FIG. 1) of the drive force distribution mechanism 50. The arrangement is referred to as a 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 a hydraulic pressure of oil sent from the oil supplying mechanism 200a. And a pressure detection mechanism 300a for detection. The driving force adjusting unit 100a adjusts the driving force by the hydraulic pressure of the oil sent out by the oil supply mechanism 200a. 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 oil supply mechanisms 200a and 200b. The ROM 84 as a storage device in which the pressure control program 87 to be controlled is written, the CPU 85 as an arithmetic device that performs an operation based on the pressure control program 87, the I / O port 83, the ROM 84, and the CPU 85 are electrically connected. And a bus line 86 as a connection circuit. In the present embodiment, control device 80 is configured to feedback control oil supply mechanisms 200a and 200b based on the detection results of pressure detection mechanisms 300a and 300b.

  Next, the external appearance of the driving force adjusting mechanism 60a and the driving force distribution mechanism 50 will be described with reference to FIG. FIG. 2 is an external side view of the driving force adjusting mechanism 60a 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 60a includes the driving force adjustment unit 100a (see FIG. 1) that adjusts transmission of the driving force, the oil supply mechanism 200a that sends oil to the driving force adjustment unit 100a, and the oil supply thereof. The pressure detection mechanism 300a (refer FIG. 1) which detects the hydraulic pressure of the oil sent out from the mechanism 200a is comprised.

  The oil supply mechanism 200a is disposed outside the case 61 and below the driving force adjusting mechanism 60a (lower side in the direction of arrow Z in FIG. 2). Further, the oil supply mechanism 200a is configured such that the oil sent to the driving force adjusting unit 100a by the oil supplying mechanism 200a is discharged from the driving force adjusting unit 100a by natural fall and is accumulated in the oil supplying mechanism 200a again. . Further, as will be described later, in the present embodiment, the oil supply chamber 200a (see FIG. 8) is provided in the oil supply mechanism 200a, and therefore the oil storage chamber 204a is disposed below the oil supply mechanism 200a. Compared with the oil supply mechanism 200a, the oil can be sent out efficiently.

  As will be described later, since the driving force distribution mechanism 50 uses a hypoid gear to distribute the driving force, the rotation axis P of the driving force adjusting units 100a and 100b and the rotation axis of the driving force distribution mechanism 50 are distributed. The extension line with T does not intersect.

  Next, detailed configurations of the driving force distribution mechanism 50 and the driving force adjustment mechanism 60a will be described with reference to FIGS.

  First, 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 FIGS. 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. 2, and FIG. 4 shows the driving force distribution mechanism 50 and the driving along the line IV-IV in FIG. It is sectional drawing of force adjustment mechanism 60a, 60b. In FIGS. 3 and 4, hatching indicating a cross section is omitted. 3 and 4, 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 and right sides of the four-wheel drive vehicle 1. The direction Z indicates the direction of the rotational axis P of the driving force adjusting units 100a and 100b, and the arrow Z indicates the vertical direction of the four-wheel drive vehicle 1.

  First, the configuration of 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 input from the central drive shaft 94 (see FIG. 1) and distributes the driving force to the driving force adjustment mechanisms 60a and 60b.

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

  The input gear unit 51 is connected to the output gear unit 52 by engaging the hypoid gear 53 with the hypoid gear 54 of the output gear unit 52, and transmits the driving force input from the central drive shaft 94 to the output gear unit 52. is there.

  In the output gear unit 52, the output shaft spline portions 55 formed at both ends thereof are fitted to hub fitting portions 103a and 103b of the hub portion 102a described later, so that the drive transmitted from the input gear unit 51 is transmitted. The force is distributed to the driving force adjusting mechanisms 60a and 60b.

  Therefore, in the driving force distribution mechanism 50, the input gear unit 51 and the output gear unit 52 are coupled by the hypoid gears 53 and 54, and the driving force adjustment is performed by the output shaft spline portion 55 and the hub fitting portions 103a and 103b. Since the mechanisms 60a and 60b are connected, the driving force input from the central drive shaft 94 can be distributed to the driving force adjusting mechanisms 60a and 60b.

  The input gear unit 51 and the output gear unit 52 are rotatably supported by the case 61 via a bearing B1. Therefore, the driving force input to the input gear unit 51 is applied to the output gear without receiving 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 include the driving force adjusting units 100a and 100b that adjust the transmission of the driving force, the oil supply mechanisms 200a and 200b that send oil to the driving force adjusting units 100a and 100b, It has pressure detection mechanisms 300a and 300b (see FIG. 1) for detecting the hydraulic pressure of the oil fed from the oil supply mechanisms 200a and 200b.

  In addition, the driving force adjusting units 100a and 100b apply a pressing force to the connection mechanisms 101a and 101b that adjust the transmission of the driving force input from the output gear unit 52 of the driving force distribution mechanism 50 and the connection mechanisms 101a and 101b. The piston mechanisms 151a and 151b, cam mechanisms 131a and 131b that amplify the pressing force of the piston mechanisms 151a and 151b, and release mechanisms 171a and 171b that apply a biasing force to the cam mechanisms 131a and 131b are configured. Yes.

  As shown in FIG. 4, the oil supply mechanisms 200a and 200b have electric motors 201a and 201b, and the electric motors 201a and 201b are in the direction of the axis Q of the electric motors 201a and 201b and the driving force adjusting unit 100a. , 100b and the rotation axis P direction are arranged substantially parallel to each other. The oil supply mechanisms 200a and 200b are disposed below the driving force adjusting units 100a and 100b (lower side in the arrow Z direction in FIG. 4).

  Here, since the driving force adjusting mechanisms 60a and 60b are mounted below the four-wheel drive vehicle 1, it is preferable to make the thickness in the vertical direction (the arrow Z direction in FIG. 4) as small as possible from the viewpoint of the minimum ground clearance. Therefore, in the present embodiment, the electric motors 201a and 201b are integrally attached to the driving force adjusting mechanisms 60a and 60b, and the axis Q direction of the electric motors 201a and 201b is rotated by the driving force adjusting units 100a and 100b. Further, the electric motors 201a and 201b are arranged directly below the rotational axis P of the driving force adjusting mechanisms 60a and 60b (the rotational axis in FIG. 2). By providing it at a position offset from the lower side of the arrow Z direction passing through the center P, the thickness of the driving force adjusting mechanisms 60a and 60b in the vertical direction is suppressed from becoming extremely large.

  Next, the configuration of the case 61 will be described with reference to FIGS. FIG. 5 is a cross-sectional view of the case 61 taken along line IV-IV in FIG.

  As shown in FIG. 3, the driving force distribution mechanism 50 and the driving force adjustment units 100 a and 100 b are covered with a case 61, and the case 61 includes a center cover 65 that covers the driving force distribution mechanism 50, and a driving force adjustment. Side covers 66a and 66b covering the portions 100a and 100b, and a retainer cover 67 positioned between the center cover 65 and the side cover 66b. The center cover 65, the side covers 66a and 66b, and the retainer cover 67 integrally cover the driving force distribution mechanism 50 and the driving force adjustment units 100a and 100b.

  As shown in FIG. 5, the center cover 65 is formed with a center holding portion 69a protruding inward to hold the end of the output gear unit 52 on the driving force adjusting portion 100a (see FIG. 4) side. The cover 67 is formed with a retainer holding portion 69b that protrudes inward to hold the end of the output gear unit 52 on the driving force adjusting portion 100b (see FIG. 4) side. Further, the retainer cover 67 is formed in substantially the same shape as an end portion (a portion where the center holding portion 69a is formed) of the center cover 65 on the driving force adjusting portion 100a side.

  The side cover 66a has six insertion holes 66a1 through which the bolts B are inserted (in FIG. 2, only one insertion hole 66a1 is shown). The side cover 66 a is attached to the center cover 65 by the bolt B being inserted and screwed into the screw groove 65 a 1 of the center cover 65. Similarly, six insertion holes 66b1 through which the bolts B are inserted are also formed in the side cover 66b, and the insertion holes 67b1 through which the bolts B are inserted into the retainer cover 67 at positions corresponding to the insertion holes 66b1. (Note that only one insertion hole 66b1, 67b1 is shown in FIG. 2). The bolt B is inserted into the insertion holes 66b1 and 67b1 and screwed into the screw groove 65b1 of the center cover 65, whereby the side cover 66b and the retainer cover 67 are fastened together with the center cover 65.

  The side covers 66a and 66b are formed in a substantially cylindrical shape, and the insertion holes 66a1, 66b1 and 67b1 are arranged at equal intervals in the circumferential direction in a side view shown in FIG. Furthermore, as shown in FIG. 5, the side covers 66a and 66b are formed in 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.

  Next, the motor covers 68a and 68b provided on the side covers 66a and 66b will be described. Motor covers 68a and 68b covering the electric motors 201a and 201b (see FIG. 4) are integrally formed on the side covers 66a and 66b. The motor covers 68a and 68b are formed in a substantially cylindrical shape having openings on the center cover 65 side and the anti-center cover 65 side. Therefore, since the electric motors 201a and 201b can be removed while the side covers 66a and 66b are attached to the center cover 65, maintenance workability is improved. Further, even if mud or water enters the motor covers 68a and 68b while the four-wheel drive vehicle 1 is traveling, the mud and water can be easily taken out if necessary.

  Further, as described above, since the axial center Q direction of the electric motors 201a and 201b and the rotational axis P direction of the driving force adjusting units 100a and 100b are arranged substantially in parallel (see FIG. 4), By attaching the side covers 66a and 66b to the center cover 65, the electric motors 201a and 201b are covered with the motor covers 68a and 68b. Therefore, as compared with the case where the motor covers 67a and 67b are configured separately from the side covers 66a and 66b, the work of attaching the separate motor covers 68a and 68b covering the electric motors 201a and 201b becomes unnecessary. In addition, since the attaching portions for attaching the motor covers 68a and 68b to the side covers 66a and 66b are not necessary, it is possible to reduce the weight, the size, and the cost.

  Here, a procedure for assembling the driving force distribution mechanism 50, the driving force adjusting units 100a and 100b, and the case 61 will be briefly described. First, in the center cover 65, the input gear unit 51 and the output gear unit 52 are assembled (the hypoid gears 53 and 54 are assembled), and the tooth contact of the hypoid gears 53 and 54 and the preload adjustment of the bearing B1 are performed. Then, the driving force adjusting unit 100a is attached to one end of the output gear unit 52, the retainer cover 67 is temporarily fixed to the other end of the output gear unit 52, and the driving force adjusting unit 100b is attached. Thereafter, the oil supply mechanisms 200 a and 200 b are attached to the center cover 65 and the retainer cover 67. The side cover 66a is attached to the center cover 65 so as to cover the driving force adjusting unit 100a, and the side cover 66a and the retainer cover 67 are fastened together with the center cover 65 so as to cover the driving force adjusting unit 100b. The force distribution mechanism 50, the driving force adjusting units 100a and 100b, and the case 61 are assembled.

  As described above, the center cover 65 is configured such that the side surface on the driving force adjusting unit 100 b side where the hypoid gear 54 is disposed can be opened by removing the retainer cover 67. Therefore, when the input gear unit 51 and the output gear unit 52 are assembled in the center cover 65 and the tooth contact adjustment of the hypoid gears 53 and 54 is performed, the adjustment is easy and the work can be performed efficiently.

  In addition, since the retainer cover 67 and the side cover 66b are fastened to the center cover 65 together with the bolt B, it is necessary to provide an attachment portion for attaching the retainer cover 67 and the side cover 66b to the center cover 65 individually. Therefore, it is possible to prevent the outer shape of the center cover 65 from becoming large. As a result, it is possible to suppress an increase in the size of the transmission mechanism including the driving force distribution mechanism 50 and the driving force adjustment mechanisms 60a and 60b. Therefore, it is possible to reduce the weight and the cost accordingly.

  Next, the driving force adjusting unit 100a of the driving force adjusting mechanism 60a will be described with reference to FIGS. 6 and 7, 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. 6 is an enlarged cross-sectional view of the driving force adjusting mechanism 60a in which the portion A in FIG. 3 is enlarged. 7A is a side view of the cam mechanism 131a, and FIG. 7B is a cross-sectional view of the cam mechanism 131a taken along the line VIIb-VIIb of FIG. 7A.

  6 and 7, the arrow X indicates 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, which is the rotation axis P of the driving force adjusting unit 100a. Shows direction. Further, an arrow R shown in FIG. 7 indicates a circumferential direction around the rotation axis P of the driving force adjusting unit 100a.

  First, the connection mechanism 101a will be described in detail. As shown in FIG. 6, the connection mechanism 101a includes a hub portion 102a to which driving force is input from the output gear unit 52, a substantially cylindrical clutch drum portion 105a connected to the hub portion 102a, and the clutch drum portion. A plurality (seven in this embodiment) of drive plates 106a coupled to the inside of 105a, and a plurality (seven in this embodiment) arranged one by one between the plurality of drive plates 106a Driven plate 107a and a clutch retainer 108a that is disposed adjacent to the driven plate 107a and the drive plate 106a and is located on the outermost side (right side in the arrow Y direction) of the driving force adjusting unit 100a in the rotational axis P direction. Configured.

  The hub portion 102 a is a member that is formed in a substantially annular shape, and is formed in a dish shape that is connected to the clutch drum portion 105 and a cylindrical portion 102 a 1 that is fitted into the output gear unit 52 and formed in a substantially cylindrical shape. And a dish-like portion 102a2. A hub fitting portion 103a is formed on the inner periphery of the cylindrical portion 102a1, and a spline joint is formed by the hub fitting portion 103a and the output shaft spline portion 55 of the output gear unit 52.

  A plurality of hub protrusions 104a are formed on the outer periphery (outermost diameter portion) of the dish-shaped portion 102a2 at predetermined intervals in the circumferential direction, and a circular shape is formed on the inner peripheral surface of the clutch drum portion 105a. A plurality of drum groove portions 109a are formed at predetermined intervals in the circumferential direction. That is, the hub protrusion 104a and the drum groove 109a are formed such that the convex portion and the concave portion are continuous in the circumferential direction. A spline joint is formed by the plurality of hub protrusions 104a and the plurality of drum grooves 109a. Therefore, the hub portion 102a can transmit the driving force input from the output shaft spline portion 55 to the clutch drum portion 105a.

  As described above, in the present embodiment, the hub portion 102a and the clutch drum portion 105a are configured separately, and the driving force transmitted from the output shaft spline portion 55 is applied to the clutch drum portion 105a via the hub portion 102a. Communicating. The hub portion 102a is formed in a substantially conical shape by the cylindrical portion 102a1 and the dish-shaped portion 102a2, and the diameter of the cylindrical portion 102a1 is particularly small, so that the driving force from the output shaft spline portion 55 is transmitted. On the other hand, the clutch drum portion 105a has a larger diameter than the cylindrical portion 102a1 and is formed in a cylindrical shape, so that the material strength as high as that of the hub portion 102a is not required. Further, in the case where the hub portion 102a and the clutch drum portion 105a are integrally formed, the structure becomes complicated and the manufacture becomes difficult. For this reason, in the present embodiment, the hub portion 102a and the clutch drum portion 105a are configured separately, and cost reduction is achieved without manufacturing everything with a material having high material strength, and complicated manufacturing is required. We are trying to improve the productivity.

  The hub portion 102a is restricted from moving to the left side in the rotational axis P direction (left side in the arrow Y direction in FIG. 6) of the driving force adjusting portion 100 by a snap ring S3a fitted inside the clutch drum portion 105a.

  The clutch retainer 108a is a substantially disk-shaped plate, and a spline joint is formed by a plurality of clutch retainer projections 115a formed on the outer periphery of the clutch retainer 108a and a plurality of drum groove portions 109a. 105a is fitted inside. In the clutch retainer 108a, the movement of the driving force adjusting unit 100a to the right side in the rotational axis P direction (the right side in the Y direction in FIG. 6) is restricted by the snap ring S1a fitted inside the clutch drum unit 105a.

  As described above, the force acting on the hub portion 102a from the right side in the rotational axis P direction of the driving force adjusting portion 100a (right side in the arrow Y direction in FIG. 6) acts on the clutch drum portion 105a via the snap ring S3a. A force acting on the clutch retainer 108a from the left side in the rotational axis P direction (left side in the arrow Y direction in FIG. 6) of the driving force adjusting unit 100a acts via the snap ring S1a. Therefore, the clutch drum portion 105a can receive two forces acting on the hub portion 102a and the clutch retainer 108a. As will be described later, in the present embodiment, the two forces acting on the hub portion 102a and the clutch retainer 108a correspond to the pressing force generated by the cam mechanism 131 and its reaction force.

  The drive plate 106a is a substantially disk-shaped plate, and a spline joint is formed by a plurality of drive plate projections 110a formed on the outer periphery of the drive plate 106a and a plurality of drum groove portions 109a. 105a is fitted inside.

  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 periphery of the driven plate 107a and a plate spline shaft portion 112a formed on a part of the shaft 113a. Formed and externally fitted to the shaft 113a.

  The drive plate 106a and the driven plate 107a receive the pressing force from the main cam 132a of the cam mechanism 131a described later, and move the clutch retainer 108a while closing a minute gap between the drive plate 106a and the driven plate 107a. Until it is regulated, the driving force adjusting unit 100a is configured to be operable on the right side in the rotational axis P direction (right side in the Y direction in FIG. 6).

  Therefore, when the drive plate 106a and the driven plate 107a receive the pressing force from the main cam 132a and the gap between the drive plate 106a and the driven plate 107a is reduced, a frictional force is generated between the drive plate 106a and the driven plate 107a. To do. 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 clutch drum portion 105a to the shaft 113a is adjusted.

  An oil seal 121a is disposed between the center holding portion 69a of the center cover 65 and the hub portion 102a. On the other hand, between the hub portion 102a and the shaft 113a, a rubber-like X ring 120a is fitted in a concave groove 102a3 formed in the hub portion 102a. In addition, although illustration is abbreviate | omitted, the oil seal 121b is similarly arrange | positioned between the retainer holding | maintenance part 69b of the retainer cover 65, and the hub part 102a.

  Here, as described above, the hub portion 102a is rotationally driven while the driving force from the prime mover 10 is transmitted, so that a large amount of differential is generated with respect to the fixed center cover 65, while the prime mover 10a. Only when slippage on the tire 70a side with respect to rotation from the tire occurs, there is a slight difference between the shaft 113a connected to the tire 70a (output) and the hub portion 102a. That is, during normal traveling, there is always a difference between the hub portion 102a and the center cover 65, and when torque distribution is controlled between the hub portion 102a and the shaft 113a. Only a little differential will occur. Therefore, in the present embodiment, the oil seal 121a is disposed at a portion where the differential between the hub portion 102a and the center cover 65 is large, and the X ring 120a is disposed at a portion where the differential between the hub portion 102a and the shaft 113a is small. It is the composition which arranges.

  Further, the oil seal 121a and the X ring 120a can shield the space (side space) covered by the side cover 66a and the space (center space) covered by the center cover 65. Therefore, the lubricating oil that is covered by the side cover 66a and lubricates the driving force adjusting unit 100a and the lubricating oil that is covered by the center cover 65 and lubricates the hypoid gears 53 and 54 can be of different types, and the driving force adjusting unit 100a. Also, lubricating oil suitable for the hypoid gears 53 and 54 can be used.

  Although the X ring 120a is disposed between the hub portion 102a and the shaft 113a, an O ring may be disposed instead of the X ring 120a, and the space covered by the side cover 66a and the center cover 65 are covered. The shape and material are not limited as long as they can shield the space. In addition, although the X ring 120a is disposed between the hub portion 102a and the shaft 113a, an X or O ring may be disposed between the hub portion 102a and the outer peripheral surface of the output gear unit 52. With this configuration, since there is no differential between the hub portion 102a and the output gear unit 52, damage to the X or O ring can be suppressed.

  Next, the cam mechanism 131a will be described in detail. The cam mechanism 131a is an amplifying mechanism that utilizes the driving force transmitted from the clutch drum portion 105a, and is located at a position facing the clutch retainer 108a in the direction of the rotation axis P of the driving force adjusting portion 100a (the arrow Y direction in FIG. 6). Has been placed.

  The cam mechanism 131a includes a pressing member 140a pressed by a piston mechanism 151a, which will be described later, a plurality of (two in this embodiment) primary drive plates 135a pressed by the pressing member 140a, and a primary drive plate 135a. It is sandwiched between a primary driven plate 136a disposed between the drive plates 135a, a primary cam 133a connected to the primary driven plate 136a, a main cam 132a connected to the shaft 113a, and the primary cam 133a and the main cam 132a. And a plurality of (six in this embodiment) balls 134a and a bearing B2a adjacent to the primary cam 133a.

  The primary drive plate 135a is a substantially disk-shaped plate, and a plurality of primary drive plate protrusions 137a formed on the outer periphery of the primary drive plate 135a and a plurality of drum groove portions 109a form a spline joint, and a clutch drum It is fitted in the part 105a.

  As described above, the drive plate protrusion 110a and the clutch retainer protrusion 115a are formed in the same shape as the hub protrusion 104a of the bubb 102a, and the primary drive plate protrusion 137a is also the hub protrusion 104a. And the same shape. Therefore, since the drum groove 109a formed in the clutch drum portion 105a can be manufactured in the same shape and the specifications can be unified, the manufacture of the clutch drum portion 105a is not complicated, and the manufacturing efficiency can be further 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 periphery 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, so as to close a minute gap between the primary drive plate 135a and the primary driven plate 136a. It is configured to be operable on the right side (the right side in the direction of arrow Y in FIG. 6) of the rotation axis P. Note that the movement of the primary drive plate 135a to the right side in the axial direction of the rotational axis P of the driving force adjusting unit 100a (the right side in the direction of arrow Y in FIG. 6) is restricted by the snap ring S2a fitted inside the clutch drum portion 105a. Has been.

  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. 7, the detailed structure and operation | movement of the primary cam 133a, the main cam 132a, and the ball | bowl 134a are demonstrated. FIG. 7A shows a state where the right side (the right side in the arrow Y direction in FIG. 6) is viewed from the left side (the left side in the arrow Y direction in FIG. 6) in FIG.

  As shown in FIG. 7A, the primary cam 133a is a substantially annular member, and an annular primary cam groove portion 141a is formed on the surface (the surface on the vertical side in FIG. 7A) facing the main cam 132a. Is formed. A primary cam projection 139a is formed on the outer periphery of the primary cam 133a, and a spline joint is formed by the primary cam projection 139a and the primary driven plate projection 138a (see FIG. 6) of the primary driven plate 136a. Is done.

  Further, 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 in FIG. 7A). A main cam projection 144a is formed on the inner periphery of the main cam 132a, and a spline joint is formed by the main cam projection 144a and a cam spline shaft portion 143a (see FIG. 6) formed on the shaft 113a.

  Further, as shown in FIG. 7A, the primary cam groove portion 141a and the main cam groove portion 142a are formed in the same shape, and a plurality of balls 134a are formed between the primary cam groove portion 141a and the main cam groove portion 142a ( In the present embodiment, six) are accommodated.

  Next, with reference to FIG. 7B, operations 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. 7B, the main cam groove portion 142a and the primary cam groove portion 141a are inclined in the circumferential direction (direction of arrow R in FIG. 7B).

  In FIG. 7B, the state indicated by the solid line of the primary cam 133a is the position when the driving force from the clutch drum portion 105a is not transmitted to the primary cam 133a, and the ball 134a The cam groove 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. 7B).

  In FIG. 7B, the state indicated by the broken line of the primary cam 133a is the position when the driving force from the clutch drum portion 105a is transmitted to the primary cam 133a, and the primary cam 133a is in relation to the main cam 132a. And moved in the circumferential direction (right side in the direction of arrow R in FIG. 7B). 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 the width L2 in the direction of the rotation axis P of the driving force adjusting unit 100a (the arrow Y direction in FIG. 7B).

  As shown in FIG. 7B, 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 the depth moves to a shallow portion, and the width between the primary cam 133a and the main cam 132a is widened. 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.

  Thus, the cam mechanism 131a can amplify the pressing force generated by the piston mechanism 151a (see FIG. 6) with a simple configuration. Therefore, the piston mechanism 151a can obtain a large pressing force for pressing 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 is amplified by the cam mechanism 131a, it may be approximately one-twentieth of the force pressing the drive plate 106a and the driven plate 107a (both see FIG. 6). That is, the pressure value to be generated in the oil supply mechanism 200a 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 can be reduced in size, and the driving force adjusting mechanism 60a can be reduced in weight. Furthermore, since the power consumption of the electric motor 201a can be suppressed, the power generation device (not shown) can be reduced in size, and the four-wheel drive vehicle 1 can be reduced in weight. Moreover, since the power consumption of the electric motor 201a is reduced, the number of options for the motor is increased. As a result, it is possible to select an inexpensive motor with a large amount of distribution, and cost reduction can be achieved.

  Further, the cam mechanism 131a spreads in a direction (arrow Y direction in FIG. 6) in which the connection mechanism 101a (see FIG. 6) is pressed due to a difference in rotational speed between the clutch drum portion 105a and the shaft 113a (see FIG. 6). That is, the greater the difference in rotational speed between the clutch drum portion 105a and the shaft 113a, the faster the cam mechanism 131a spreads toward the connection mechanism 101a.

  Therefore, if the rotational speed difference between the clutch drum portion 105a and the shaft 113a is set large, even if the gap between the drive plate 106a and the driven plate 107a is set wide, the responsiveness of the driving force adjusting mechanism 60a is not impaired. . Therefore, the responsiveness of the driving force adjusting mechanism 60a 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 and the driven plate 107a is filled via the cam mechanism 131a, the piston mechanism 151a only needs to fill the gap between the primary drive plate 135a and the primary driven plate 136a. Therefore, even if the amount of oil sent from the oil supply mechanism 200a to the piston mechanism 151a is small, the driving force from the clutch drum 105a can be transmitted to the shaft 113a. Therefore, since the oil supply mechanism 200a can be reduced in size, the driving force adjusting mechanism 60a can be reduced in weight.

  Here, with reference to FIG. 6, a method of transmitting the pressing force generated by the cam mechanism 131a and its reaction force will be described. In the present embodiment, the pressing force generated by the primary cam 133a, the main cam 132a, and the ball 134a is transmitted via the plurality of drive plates 106a, the plurality of driven plates 107a, the clutch retainer 108a, and the snap ring S1a. Is transmitted to the clutch drum portion 105a. The reaction force of the pressing force generated by the primary cam 133a, the main cam 132a, and the ball 134a is transmitted to the clutch drum portion 105a via the bearing B2a, the hub portion 102a, and the snap ring S3a. That is, the pressing force generated by the cam mechanism 131a and the reaction force thereof are transmitted by the constituent members of the connection mechanism 101a and act on the clutch drum portion 105a.

  Therefore, the pressing force generated by the cam mechanism 131a and the reaction force are transmitted to the clutch drum portion 105a and not to the case 61, the piston mechanism 151a, or the like. Therefore, in order to ensure the strength of the driving force adjusting mechanism 60a based on the pressing force generated by the cam mechanism 131a and the reaction force thereof, it is sufficient to ensure the strength of the connection mechanism 101a and the cam mechanism 131a. It is not necessary to ensure the strength of the case 61, the piston mechanism 151a, or the bearing B3a. As a result, since the number of members whose strength is to be secured is reduced, the piston mechanism 151a or the bearing B3a can be reduced in size and the case 61 can be reduced in thickness, and the driving force adjusting mechanism 60a can be reduced in weight and cost. .

  Here, 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 drive plate 106a and the driven plate 107a rotate to move in the axial direction and come into contact with each other.

  The release mechanism 171a is a disc spring, and biases the main cam 132a away from the connection mechanism 101a (left side in the Y direction in FIG. 6) so that the main cam 132a moves toward the reference position, and the drive plate 106a. And dragging with the driven plate 107a. Further, the release mechanism 171a is a substantially annular elastic member, and is nipped and fixed between the main cam 132a and the plate spline shaft portion 112a as shown in FIG. Therefore, when the main cam 132a moves to the connection mechanism 101a side (right side in the arrow Y direction in FIG. 6), a biasing force is generated in a direction away from the connection mechanism 101a (left side in the arrow Y direction in FIG. 6).

  As a result, when the pressing force is not supplied from the cam mechanism 131, the main cam 132a moves from the operating position toward the reference position by the urging force of the release mechanism 171a, and drag between the drive plate 106a and the main cam 132a is reduced. Can do. Accordingly, it is possible to reduce transmission of an extra driving force from the clutch drum portion 105a 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 described later. The driving force transmitted from the clutch drum 105a is amplified by the cam mechanism 131a by the frictional force generated between the primary drive plate 135a and the primary driven plate 136a, and the frictional force is generated between the drive plate 106a and the driven plate 107a. Is generated. 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.

  On the other hand, there is also a method of generating a pressing force by electromagnetic force to generate a frictional force between the plates 135a, 136a, 106a, 107a. In this method, the coil is energized to generate the electromagnetic force, A magnetic force is generated inside a member called an armature, and a pressing force is generated by attracting the armature by a coil. That is, a plurality of plates (corresponding to the primary drive plate 135a and the primary driven plate 136a in this embodiment) are arranged between the armature and the coil, and the force that the coil attracts the armature is the pressing force of the plurality of plates. The friction force is generated between the plates by the pressing force.

  Since this method does not use the hydraulic pressure of oil, it has a characteristic that 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. Therefore, a plurality of plates must be configured using only members (mainly iron) that allow magnetic flux to pass.

  Further, in order to stabilize the magnetic flux, it is necessary to keep the plurality of plates and the armature in contact with each other at all times. For this reason, drag is likely to occur between the plates, and accordingly, the spring constant and initial load required for the release mechanism 171a are increased, and the release mechanism 171a is enlarged.

  On the other hand, 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 passes the magnetic flux. 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 non-magnetic paper material.

  Since this paper material has better judder resistance compared to members using metal materials, optimization of the surface shape of the plate for the purpose of improving judder resistance and the friction characteristics by surface treatment of the plate There is no need to perform special processing such as stabilization or use special oils to improve friction characteristics. 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, there is no need to stabilize the magnetic flux, and a gap can be provided between the primary drive plate 135a and the primary driven plate 136a. Therefore, the spring constant and initial load required for the release mechanism 171a can be reduced, and the release mechanism 171a can be prevented from increasing in size.

  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. In comparison, paper materials with good judder resistance can be used, and the need for special processing for optimizing the surface shape of the plate and the use of special oil for improving friction characteristics is eliminated. Furthermore, since drag does not easily occur, the control accuracy of the driving force can be improved.

  Next, the piston mechanism 151a will be described. As shown in FIG. 6, the piston mechanism 151a is a mechanism that generates a pressing force by the hydraulic pressure of the oil fed from the oil supply mechanism 200a (see FIG. 4) and transmits the pressing force to the cam mechanism 131a. A piston chamber 154a to which oil is supplied from the oil supply mechanism 200a, a piston main body 153a that generates a pressing force by the hydraulic pressure of the oil supplied to the piston chamber 154a, and a cylinder that is externally fitted to the piston main body 153a The portion 152a, the stem bleeder 155a (see FIG. 8) that discharges gas (air) mixed in the oil supplied to the piston chamber 154a, and the pressing member 140a of the cam mechanism 131a are subjected to the pressing force from the piston main body 153a It has a bearing B3a that transmits smoothly.

  The piston chamber 154a is a space formed by fitting the piston main body portion 153a into the cylinder portion 152a, and is filled with oil fed from the oil supply mechanism 200a. The piston chamber 154a communicates with an oil recovery chamber 64a (see FIG. 8) via a stem bleeder 155a. Therefore, the oil supplied 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. 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 and the pressing member 140a of the cam mechanism 131a. Since the pressing member 140a of the cam mechanism 131a rotates with the rotation of the hub portion 102a, it rotates with respect to the piston main body portion 153a. On the other hand, the bearing B3a operates so as not to generate a resistance due to a difference in rotation, whereby the pressing force transmitted from the piston main body 153a is smoothly transmitted to the pressing member 140a of the cam mechanism 131a. The

  As shown in FIG. 6, 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.

  Next, a detailed configuration of the oil supply mechanism 200a will be described with reference to FIGS. FIG. 8 is an enlarged cross-sectional view of the driving force adjusting mechanism 60a in which FIG. 4 is enlarged. FIG. 9 is an enlarged cross-sectional view of the vicinity of the oil supply mechanism 200a. In FIG. 8, reference numerals related to the connection mechanism 101a, the cam mechanism 131a, and the release mechanism 171a are omitted. Further, the arrow Y shown in FIG. 8 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 described above, the oil supply mechanism 200a sends out oil to the driving force adjusting unit 100a. As shown in FIGS. 8 and 9, the oil supplied to the piston chamber 154a is communicated with the piston chamber 154a. The flow passage 210a that circulates, the oil storage chamber 204a that stores oil flowing through the flow passage 210a, the electric motor convex portion 203a that forms the oil storage chamber 204a, and the oil stored in the oil storage chamber 204a It has an oil pump 202a sent to the piston chamber 154a and an electric motor 201a for driving the oil pump 202a.

  The electric motor 201a has a motor shaft portion 207a as a rotor, and 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 arranged in a part of the space of the oil storage chamber 204a. Therefore, the space for storing oil and the space for disposing the motor shaft portion 207a can be combined. Thereby, it is not necessary to secure a separate space for disposing the motor shaft portion 207a, and the apparatus can be downsized.

  The flow passage 210a includes a supply passage 211a serving as a passage for sending the oil stored in the oil storage chamber 204a to the piston chamber 154a, and a recovery passage 212a provided on the upstream side of the oil storage chamber 204a with respect to the supply passage 211a. It is comprised. That is, oil that has flowed into the oil storage chamber 204a from the oil recovery chamber 64a through the recovery passage 212a is temporarily stored in the oil storage chamber 204a and then sent out to the piston chamber 154a through the supply passage 211a.

  As shown in FIGS. 8 and 9, 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 right side in the arrow Y direction in FIG. 8), and the electric motor convex portion 203a. It is configured as a space formed by being surrounded by an oil pump 202a that is in close contact with the other end surface (the surface on the left side in the arrow Y direction in FIG. 8) and the electric motor convex portion 203a. That is, it is arranged between the electric motor 201a and the oil pump 202a and adjacent to each of the electric motor 201a and the oil pump 202a in the direction of the rotation axis P (the arrow Y direction in FIG. 8) of the driving force adjusting unit 100a. Has been.

  Thereby, the distance from the oil storage chamber 204a to the oil pump 202a can be shortened. Furthermore, if the distance from the oil reservoir chamber 204a to the oil pump 202a can be shortened, the height difference between the oil reservoir chamber 204a and the oil pump 202a can be reduced. In particular, in the present embodiment, the oil reservoir chamber 204a is disposed at a position horizontal to the oil pump 202a, thereby eliminating the height difference between the oil reservoir chamber 204a and the oil pump 202a. Therefore, for example, compared with the case where the oil storage chamber 204a is disposed below the oil pump 202a, the oil can be sent out by the oil pump 202a efficiently. Thereby, it is not necessary to increase the size of the oil pump 202a, and the device can be reduced in size.

  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 (upper side in the arrow Z direction in FIG. 8) of the electric motor convex part 203a, and communicates with the oil recovery chamber 64a via the recovery passageway 212a. 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.

  Therefore, when oil mixed with gas (air) flows into the oil storage chamber 204a from the oil recovery chamber 64a, the oil recovery hole 208a is formed along the pump inner wall 209a without retaining the gas (air) in the oil storage chamber 204a. And only gas (air) can be discharged into the oil recovery chamber 64a through the recovery passageway 212a.

  The oil pump 202a has a pump suction port 205a disposed on the right side (the surface on the right side in the arrow Y direction in FIG. 8) and a pump discharge port 206a disposed on the left side (the surface on the left side in the arrow Y direction in FIG. 8). That is, since the oil supply mechanism 200a is linear in the direction in which the oil is sent out from the oil storage chamber 204a, the oil supply mechanism 200a is less affected by the pipe resistance and can send out the oil efficiently.

  Further, the pump suction port 205a is installed in the deep part (lower part in the direction of arrow Z in FIG. 8) 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. Can be prevented from flowing into the oil pump 202a.

  As described above, the gas (air) mixed in the oil is easily discharged into the oil recovery chamber 64a and is difficult to flow into the oil pump 202a. Therefore, it is generated when the oil and gas (air) are mixed into the oil pump 202a. Noise can be suppressed, gas (air) is less likely to be mixed into the oil pumped 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 at an early stage. The pressure can be increased to (the hydraulic pressure necessary to press the piston mechanism 151a).

  As shown in FIGS. 8 and 9, an annular ring groove 209a1 is recessed along the pump inner wall 209a at the tip of the electric motor convex portion 203a (the end portion on the left side in the arrow Y direction in FIG. 8). A strainer 213a is fitted into the annular groove 209a1. The strainer 213a is for removing foreign substances contained in the oil (for example, paper powder of the plates 135a, 136a, 106a, and 107a). Here, with reference to FIG. 10, the detailed structure of the strainer 213a is demonstrated.

  FIG. 10A is a top view of the strainer 213a, and FIG. 10B is a side view of the strainer 213a. 10C is a cross-sectional view of the strainer 213a taken along the line IXc-IXc in FIG. 10A, and FIG. 10D is a cross-sectional view of the strainer 213a taken along the line IXd-IXd in FIG. FIG.

  As shown in FIG. 10, the strainer 213a includes a frame body 214a and a filter portion 215a supported by the frame body 214a. The frame 214a forms the outline of the strainer 213a and is made of a synthetic resin material. As shown in FIG. 10, the frame body 214a is formed in an annular shape and has a pair of annular portions 214a1 disposed so that the openings O face each other, and a plurality ( In the present embodiment, there are four) connecting portions 214a2, and the whole is configured in a substantially drum shape.

  Further, the opening O of the annular portion 214a1 is formed larger than the cross-sectional shape of the motor shaft portion 207a (see FIGS. 8 and 9) of the electric motor 201a, and the motor shaft portion 207a can be inserted. In addition, as shown in FIG.10 (d), the connection part 214a2 is arrange | positioned at equal intervals in the circumferential direction of the cyclic | annular part 214a1.

  The filter part 215a is a part that filters foreign substances contained in oil, and is made of a porous material (in this embodiment, a sheet-like material in which a stainless steel wire is woven into a plain weave). As shown in FIGS. 10 (c) and 10 (d), the filter portion 215a is formed integrally with the frame body 214a and supported by the frame body 214a, and between the opposed portions of the pair of annular portions 214a1. It is formed in a band shape along the shape of the annular portion 214a1. Therefore, even in the strainer 213a that is limited as a size that can be accommodated in the oil storage chamber 204a, a large surface area of the filter portion 215a can be secured.

  Returning to FIG. 8 and FIG. The strainer 213a configured as described above is disposed in the oil storage chamber 204a. Thereby, while preventing the entry of foreign matter into the oil pump 202a, the space for storing oil and the space for arranging the strainer 213a can be combined. Thereby, it is not necessary to secure a separate space for arranging the strainer 213a, and the apparatus can be reduced in size.

  The strainer 213a is configured such that the outer periphery of one annular portion 214a1 of the pair of annular portions 214a1 is in contact with the side surface 209a2 of the annular groove 209a1 on the electric motor 201a side (right side in the arrow Y direction in FIG. 8). 214a1 is held between the oil pump 202a and the electric motor 201a in a state where the outer periphery of the other annular portion 214a1 is in contact with the side surface 202a1 of the oil pump 202a on the oil storage chamber 204a side (right side in the arrow Y direction in FIG. 8). ing. Therefore, a separate holding member for holding the strainer 213a in the oil storage chamber 204a and a seal member for preventing oil leakage at the outer periphery of the strainer 213a are not required, and the apparatus can be downsized accordingly.

  Further, the strainer 213a is disposed in the oil storage chamber 204a in a state where the motor shaft portion 207a of the electric motor 201a is inserted into the opening O (see FIG. 10) of the annular portion 214a1. Therefore, compared with the case where the strainer 213a and the motor shaft portion 207a are arranged in parallel, the strainer 213a and the motor shaft portion 207a can be efficiently arranged in the oil storage chamber 204a, and accordingly, the size of the apparatus is reduced. Can be achieved.

  Here, the strainer 213a is disposed in the oil storage chamber 204a in a state where the motor shaft portion 207a is inserted into the opening O of the annular portion 214a1, so that the filter portion 215a is disposed to face the recovery passage 210a. Is done. Thereby, the foreign material contained in the oil flowing into the oil storage chamber 204a can be removed by the filter portion 215a, and the foreign material can be reliably prevented from entering the oil pump 202a.

  Further, since the filter portion 215a is disposed facing the recovery passageway 212a upstream of the oil storage chamber 204a, the filter portion 215a may be installed so as to block the flow of oil flowing into the oil storage chamber 204a. It is possible to remove foreign matters efficiently and reliably.

  On the other hand, since the flow of oil flowing into the pump suction port 205a is not blocked, it is possible to prevent the suction efficiency of the oil pump 202a from being lowered without preventing the oil pump 202a from sucking oil.

  Here, as described above, the oil supply mechanism 200a collects 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, the piston mechanism 151a has a stem bleeder 155a in the upper part of the piston chamber 154a (the upper part in the arrow Z direction in FIG. 8) 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) naturally moves to the upper part 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 into 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 reduced. The pressure 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.

  Therefore, 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 until the piston chamber 154a is 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.

  Here, the magnitude of the pressure value in the piston chamber 154a is preferably larger than the sliding resistance of the piston seal members 218a and 219a (see FIG. 6). 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. Accordingly, 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 is preferably set so that the pressing force generated in the clutch mechanism 101a by the pressure 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, the drag between the drive plate 106a and the driven plate 107a can be reduced. Therefore, it is possible to reduce transmission of excess driving force from the clutch drum portion 105a to the shaft 113a.

  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.

  Next, the air breather mechanism will be described with reference to FIG. FIG. 11 is a view schematically showing the vicinity of the piston main body 153a, and FIG. 11 (a) is a front view of the piston main body 153a in a state where the side cover 66a and the driving force adjusting unit 100a are removed from the center cover 65. FIG. 11B is a cross-sectional view of a part of the piston main body 153a and a part of the center cover 65 taken along line Xb-Xb in FIG.

  In FIG. 11, 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 driving 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. 11A, the inner wall 65a1 of the center cover 65 is provided with a pair of restriction walls 161a protruding from the inner wall 65a1, and an insertion part 162a is formed between the pair of restriction walls 161a. Has been. In addition, the insertion part 162a is moved forward from the vertical line passing through the rotational axis P of the driving force adjusting part 100a (on the line in the arrow Z direction in FIG. 10) from the forward direction of the four-wheel drive vehicle 1 (in the arrow X right direction in FIG. 11 (a)). ) At a position offset by a predetermined angle (30 degrees in the present embodiment).

  The piston main body 153a is formed with a protrusion 153a1 protruding outward (in the direction of the side cover 66a) from the outer periphery, and the protrusion 153a1 is disposed in a state of being inserted in the insertion portion 162a. Yes.

  Therefore, as described above, oil is supplied to the piston chamber 154a, the piston body 153a presses the pressing member 140a (see FIG. 6), and the drag accompanying the rotation of the pressing member 140a causes the piston body. Even if it occurs in 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 center cover 65.

  As shown in FIG. 11A, a breather hole 65a2 is formed between the pair of regulating walls 161a and in the center of the insertion part 162a. The breather hole 65a2 is a communication hole that communicates the space (side space) covered with the side cover 66a with the outside.

  As shown in FIG. 11 (b), the protrusion 153a1 protrudes further from the pressing surface 153a2 on the pressing member 140a side of the piston body 153a to the pressing member 140a side, and outward from the outer periphery of the piston body 153a. Is formed to protrude.

  Further, a breather communication path 65a3 communicating with the breather hole 65a2 is formed on the inner wall of the center cover 65, and a breather chamber 65a4 communicating with the breather communication path 65a3 is disposed outside the center cover 65. That is, the breather hole 65a2 communicates with the outside via the breather communication passage 65a3 and the breather chamber 65a4.

  Therefore, even if the piston main body 153a is dragged in the rotation direction of the pressing member 140a with the rotation of the pressing member 140a and the protrusion 153a1 contacts the end surface of the regulating wall 161a, the breather hole 65a2 And the protruding portion 153a1 are arranged to face each other. Therefore, it is possible to prevent the breather hole 65a2 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 65a2. That is, the protrusion 153a1 functions as a baffle plate that suppresses the lubricating 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 65a2 becomes unnecessary, and a space for attaching the plate becomes unnecessary, so that cost reduction, weight reduction, and downsizing can be achieved.

  Further, the portion of the piston main body 153a that presses the pressing member 140a is the pressing surface 153a2, and the protruding portion 153a1 does not press the pressing member 140a. Therefore, the protruding portion 153a1 has a strength capable of pressing the pressing member 140a. 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 from the breather hole 65a2 while reducing the size, cost, and weight.

  Furthermore, as described above, the piston main body portion 153a is fitted into the cylinder portion 152a, but the projection portion 153a1 protrudes from the cylinder portion 152a and is disposed opposite to the inner wall 65a1 of the center cover 65. Therefore, the inner wall 65a1 of the center cover 65 does not need to have a complicated shape corresponding to the protruding portion 153a1, so that the productivity of the center cover 65 can be improved.

  Further, the breather hole 65a2 has a predetermined angle (this embodiment) from the vertical line passing through the rotation axis P (on the line in the arrow Z direction in FIG. 11) to the forward direction of the four-wheel drive vehicle 1 (right side in the arrow X direction in FIG. 11 (a)). In this embodiment, the four-wheel drive vehicle 1 is inclined at the forward side (right side in FIG. 10A). Therefore, the lubricating oil or the like in the side cover 66a moves to the backward side (left side in FIG. 11A) of the four-wheel drive vehicle 1, and thus moves away from the breather hole 65a2. Therefore, it is possible to efficiently suppress the lubricating oil or the like from flowing out from the breather hole 65a2. In addition, by arranging the breather hole 65a2 at an angle, it is possible to make the lubricating oil adhering to the protrusion 153a1 and the like easily flow downward by its own weight.

  Here, the relationship between the center cover 65 and the piston main body 153a has been described, but the relationship between the retainer cover 67 and the piston main body 153b is similarly configured.

  Next, the detailed structure of the stem bleeder 155a will be described with reference to FIGS. FIG. 12 is an enlarged cross-sectional view of the vicinity of the stem bleeder 155a.

  As shown in FIG. 11, the stem bleeder 155a is formed as a concave groove 155a1 on the pressing surface 153a2 of the piston main body 153a. This 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. 11), and at the uppermost part of the groove 155a1, there is a piston chamber 154a. Openings 155a2 of communication passages 155a3 to 155a5 (see FIG. 12) 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. Communication between 155a5 and the driving force adjusting unit 100a can be ensured reliably.

  As shown in FIG. 12, a communication passage that communicates the piston chamber 154a and the bearing B3a side is formed in the piston main body 153a. The communication path has an opening 155a2 as an end, a first communication path 155a3 that communicates with the space on the bearing B3a side, and a second communication path 155a4 that has a smaller inner diameter than the first communication path 155a3 and communicates with the piston chamber 154a. The second communication path 155a4 and the first communication path 155a3 are connected to each other to form a third communication path 155a5 formed in a substantially dish shape.

  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 gas (air) mixed with oil flows into the oil recovery chamber 64a while suppressing a decrease in hydraulic characteristics.

  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 gas and oil not being discharged 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 oil recovery chamber 64a by a bearing B3a. That is, the protrusion of the pin 155a6 to the oil recovery chamber 64a can be restricted by the bearing B3a. Therefore, there is no need 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 oil recovery chamber 64a side, and a space for attaching the plate member is also unnecessary. Cost reduction and downsizing of the entire 60a can be achieved.

  Further, since not only gas but also oil is discharged from the opening 155a2, oil can be reliably supplied to the bearing B3a. 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 the lubricating 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 ( It can also act as a lubricating oil (see FIG. 3). 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 necessary, so that the cost and scale can be further reduced.

  Here, if the stem bleeder mechanism is to be formed on the center cover 65, the shape (structure) of the center cover 65 becomes complicated, the manufacturing cost becomes expensive, and the manufacturing of the center cover 65 becomes difficult.

  However, according to the present embodiment, since the communication passages 155a3 to 155a5 of the stem bleeder 155a are formed in the piston main body 153a, it is possible to suppress the shape (structure) of the center cover 65 from becoming complicated. . Therefore, it is possible to suppress the manufacturing cost of the center cover 65 from becoming expensive, and to suppress the manufacturing of the center cover 65 from becoming difficult.

  Further, the processing for forming the communication passages 155a3 to 155a5 of the stem bleeder 155a generally has a processing position set based on a distance or angle from a 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, since the communication passages 155a3 to 155a5 are formed in the piston main body 153a which is a small part with respect to the center cover 65 and the like, the displacement of the machining position is reduced, and accuracy can be easily ensured.

  While 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 embodiment are merely examples, and other numerical values can naturally be adopted.

  Moreover, in the said embodiment, although the disc spring was used for the release mechanism 171a, it does not necessarily need to be a disc spring, For example, you may use a ring-shaped rubber-like elastic body.

  In the above embodiment, the motor covers 68a and 68b are integrally formed with the side covers 66a and 66b. However, the motor covers 68a and 68b may be provided separately from the side covers 66a and 66b. good. Even in this configuration, the side covers 66a and 66b and the motor covers 68a and 68b can be made into common parts, so that the cost can be reduced.

  Moreover, in the said embodiment, although comprised so that the circumferential direction of the driving force adjustment part 100a might be pressed uniformly by piston main-body part 153a, 153b, a part in the circumferential direction of the driving force adjustment part 100a is pressed. You may comprise as follows. 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.

  In the above embodiment, the case where the filter portion 215a of the strainer 213a is made of a sheet-like material in which a stainless steel wire is woven into a plain weave has been described. However, the present invention is not necessarily limited thereto. These through holes may be formed, or may be configured with filter paper. That is, it is not limited by the material of the filter part 215a or the molding method, but may be made of a porous material and can remove foreign substances contained in the oil.

  In the above-described embodiment, the case where the filter 215a of the strainer 213a is formed in a band shape along the shape of the annular portion 214a1 between the pair of annular portions 214a1 is not limited to this. The bellows may be formed along the shape of the annular portion 214a1 between the pair of annular portions 214a1. Also in this case, a large surface area of the filter portion 215a can be secured. Note that the belt-like shape described in claim 3 is not particularly limited as long as it is formed in a belt shape when the filter portion 215a is unfolded, and is not necessarily in the state of being supported by the frame body 214a. It is the meaning including the case where it is bellows-like in the state supported by.

  Although the case where the frame body 214a of the strainer 213a is made of a synthetic resin material has been described in the above embodiment, the present invention is not necessarily limited thereto, and may be made of, for example, a rubber-like elastic material. In this case, it is possible to enhance the close contact between the side surface 209a2 of the annular groove 209a and the side surface 202a1 of the oil pump 202a and the annular portion 214a by using elasticity, so oil leakage at the outer periphery of the strainer 213a can be more reliably performed. Can be prevented.

  In the above embodiment, the case where the strainer 213a is held between the oil pump 202a and the electric motor 201a while being in contact with the annular groove 209a1 of the electric motor convex portion 203a and the oil pump 202a has been described. However, the present invention is not limited to this, and the electric motor 201a and the oil pump 202a may be held between the oil pump 202a and the electric motor 201a in direct contact with the electric motor 201a. Also in this case, a holding member for holding the strainer 213a in the oil storage chamber 204a and a seal member for preventing oil leakage on the outer periphery of the strainer 213a are not required, and the apparatus can be reduced in size accordingly. .

  Below, the modification of the driving force transmission apparatus of this invention is shown.

  And a pair of output units capable of intermittently outputting the driving force input to the input shaft, and a pair of output units capable of intermittently outputting the driving force input to the input shaft. In the driving force transmission device in which the output unit is arranged on both sides, a first gear coupled to the outer peripheral portion of the input shaft, a second gear meshing with the first gear, and an inner peripheral portion of the second gear A transmission shaft that transmits the driving force input to the input shaft to the input sides of the pair of output units, a center cover that covers the first gear, the second gear, and the transmission shaft, and the center cover A side connecting portion through which a connecting member is inserted, and a pair of side covers that respectively cover the pair of output units, and a position corresponding to the side connecting portion of the side cover. A retainer connecting portion through which a linking member is inserted; and a retainer cover disposed between the center cover and a side cover that covers the one output unit, and covers the retainer cover and the one output unit. The side cover is a driving force transmission device A1 in which the connecting member is inserted through the side connecting portion and the retainer connecting portion and fastened together with the center cover.

  In the driving force transmission device A1, in the pair of side covers, the side connection portions are formed at substantially equal intervals in the circumferential direction, and the outer shape is formed in substantially the same shape. Device A2.

  In the driving force transmission device A1 or A2, the output unit includes a multi-plate clutch mechanism capable of intermittently outputting the driving force input to the input side via the transmission shaft to the output side, and the multi-plate clutch mechanism. A piston for generating a pressing force for transitioning the driving force input to the input side to a state for outputting to the output side, and supplying a hydraulic pressure for the piston to generate the pressing force; A driving force transmission device A3, comprising: a motor disposed outside; and a motor cover portion that covers the motor is integrally formed on the side cover.

  In the driving force transmission device A3, the motor is disposed at a position where the shaft center of the motor and the shaft center of the side cover are substantially parallel to each other.

  In the driving force transmission device A3 or A4, the motor cover portion is formed in a cylindrical shape having openings formed at both ends in the axial direction of the motor.

  In any one of the driving force transmission devices A1 to A5, the output unit is capable of intermittently outputting the driving force input to the input side via the transmission shaft to the output side, and the transmission shaft. A transmission member coupled to the outer peripheral portion of the transmission shaft and transmitting the driving force of the transmission shaft to the multi-plate clutch mechanism; an output unit space provided on the inner peripheral portion of the transmission member and surrounded by the side cover; and the center A first shielding member made of an elastic material that shields the center space surrounded by the cover, and a reinforcing ring made of a metal material provided at a position on the outer peripheral portion of the transmission member and facing the retainer cover or the center cover. And a second shielding member that shields the output unit space and the center space. Driving force transmitting device A6 according to claim Rukoto.

  In any one of the driving force transmission devices A1 to A5, the output unit 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. A multi-plate clutch mechanism capable of intermittently outputting the driving force input to the input side via the transmission shaft to the output side by intermittently connecting the output side plate and the input side plate; A substantially conical body that is connected to the outer periphery of the shaft, transmits the driving force of the transmission shaft to the multi-plate clutch mechanism, and has an outer diameter that increases from the connecting portion with the transmission shaft toward the multi-plate clutch mechanism. And a drum portion connected to the maximum diameter portion of the transmission member and connected to the plurality of input side plates. Force transmission device A7.

  In the driving force transmission device A7, a transmission fitting portion in which a concave portion and a convex portion are continuous is formed on the outer peripheral surface of the maximum diameter portion of the transmission member, and the outer peripheral surface of the input side plate of the multi-plate clutch is A plate fitting portion in which the concave portion and the convex portion are continuous is formed, and a first drum fitting in which the convex portion and the concave portion to be fitted to the transmission fitting portion are continuous on the inner peripheral surface of the drum portion. And a second drum fitting portion in which a convex portion and a concave portion that are fitted to the plate fitting portion are formed, and the first drum fitting portion and the second drum fitting portion are: The driving force transmission device A8 is characterized in that a continuous shape of the convex portion and the concave portion is formed in substantially the same shape when the plates of the multi-plate clutch are viewed in the arrangement direction.

  A prime mover that generates a driving force, an input shaft to which the driving force generated by the prime mover is input, a transmission mechanism that transmits the driving force input to the input shaft to the output shaft, and a cover that covers the transmission mechanism A driving force transmission device having a pressure adjustment function for adjusting the pressure in the cover, wherein the transmission mechanism is configured such that the output shaft is coupled to a shaft center portion and the driving force input to the input shaft is output to the output shaft. A clutch mechanism capable of intermittently outputting to the shaft, a piston for generating a pressing force for causing the clutch mechanism to transition to a state in which the driving force input to the input shaft is output to the output shaft, and a piston of the piston A projecting piece formed by projecting outward from the outer edge portion; and an insertion portion that is fixed along the outer edge portion of the piston and into which the projecting piece is inserted. Regulation A restriction member formed on a portion of the inner wall of the cover member corresponding to the insertion portion of the restriction member, and having a communication hole that communicates the inside and the outside of the cover. A driving force transmission device B1.

  In the driving force transmission device B1, the communication hole is positioned substantially at the center of the insertion portion in a first direction corresponding to the rotation direction of the output shaft, and the protruding piece has a length in the first direction. Is formed in half or more of the width of the insertion part in the first direction.

  In the driving force transmission device B1 or B2, the insertion portion, the protruding piece, and the communication hole are located at a position deviating from a vertical line passing through the axis of the output shaft and above the output shaft. A driving force transmission device B3 characterized by the above.

  In any one of the driving force transmission devices B1 to B3, the cover is formed with a piston housing portion that houses at least an end portion of the piston on the side opposite to the clutch mechanism, and the protruding piece is an end on the clutch mechanism side. The driving force transmission device B4 is formed in a portion and located outside the piston housing portion.

  The driving force transmission device B4 includes a pressing member that transmits a pressing force generated by the extension operation of the piston to the clutch mechanism, and the piston is formed in a substantially cylindrical shape, and is formed from the axis of the output shaft. The driving force transmission device B5 is configured such that the distance to the maximum diameter is longer than the distance from the axis of the output shaft to the farthest position of the pressing member.

  A prime mover that generates a driving force, an input shaft to which the driving force generated by the prime mover is input, a transmission mechanism that transmits the driving force input to the input shaft to the output shaft, and a cover that covers the transmission mechanism The transmission mechanism includes a clutch mechanism in which the output shaft is coupled to an axial center portion, and the driving force input to the input shaft can be intermittently output to the output shaft; A piston that generates a pressing force for causing the clutch mechanism to transition to a state in which the driving force input to the input shaft is output to the output shaft, and a piston housing portion that houses the piston and is formed in a part of the cover And a hydraulic pressure supply chamber that is formed between the piston accommodating portion and the piston and is supplied with a hydraulic pressure that generates the pressing force, and is formed in the piston, the hydraulic pressure supply chamber and the clutch mechanism side Driving force transmitting device C1, characterized in that it comprises a communication passage for communicating the space.

  In the driving force transmission device C1, a substantially cylindrical columnar member housed in the communication path and having an outer diameter smaller than the inner diameter of the communication path is disposed between the piston and the clutch mechanism. A pressing force mechanism that transmits the generated pressing force to the clutch mechanism, wherein the communication path has an inner diameter on the hydraulic pressure supply chamber side smaller than an outer diameter of the columnar member, and an opening on the clutch mechanism side has the opening A driving force transmission device C2 that is obstructed by a pressing mechanism.

  In the driving force transmission device C2, the pressing mechanism is arranged between a pressing member that rotates as the input shaft rotates and presses the multi-plate clutch mechanism, and between the pressing member and the piston. A driving force transmission device C3 provided with a differential absorbing member that is provided and absorbs differential rotation between the pressing member and the piston.

  In any one of the driving force transmission devices C1 to C3, the piston has a concave groove formed at a position including the opening of the communication path on the clutch mechanism side. C4.

It is the schematic diagram which showed typically the four-wheel drive vehicle by which the drive force adjustment mechanism in one embodiment of this invention was mounted. It is an external appearance side view of a driving force adjustment mechanism and a driving force distribution 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 of the driving force distribution mechanism and driving force adjustment mechanism in the IV-IV line of FIG. It is sectional drawing of the case in the IV-IV line of FIG. FIG. 4 is an enlarged cross-sectional view of a driving force adjusting mechanism in which a portion A in FIG. 3 is enlarged. (A) is a side view of a cam mechanism, (b) is sectional drawing of the cam mechanism in the VIIb-VIIb line | wire of Fig.7 (a). FIG. 5 is an enlarged cross-sectional view of the driving force adjusting mechanism in which FIG. 4 is enlarged. It is an expanded sectional view of the vicinity of an oil supply mechanism. (A) is a top view of the strainer, (b) is a side view of the strainer, (c) is a cross-sectional view of the strainer along the line IXc-IXc in FIG. 10 (a), and (d) These are sectional drawings of the strainer in the IXd-IXd line of Drawing 10 (b). It is the figure which showed the outline of the piston main-body vicinity, (a) is a front view of the piston main-body part of a state which removed the side cover and the driving force adjustment part from the center cover, (b) is FIG. It is sectional drawing of a part of piston main-body part and a part of center cover in the Xb-Xb line | wire of a). It is an expanded sectional view of the vicinity of a stem bleeder.

Explanation of symbols

10 Motor 52 Output gear unit (input shaft)
60a, 60b Driving force adjustment mechanism (driving force transmission device)
100a, 100b Driving force adjuster (clutch mechanism)
113a Shaft (output shaft)
153a Piston body (piston)
154a Piston chamber (supply chamber)
201a, 201b Electric motor (drive means)
202a Oil pump (feeding means)
203a Electric motor convex part (a part of drive means)
202a1 Oil storage chamber side surface of oil pump (first contact portion)
204a Oil storage chamber (storage chamber)
207a Motor shaft (driving force transmission member)
209a2 Side surface of the annular groove on the electric motor side (second contact portion)
210a Flow passage 211a Supply passage (part of flow passage)
212a Recovery passage (part of flow passage)
213a Strainer 214a Frame 214a1 Annular part 214a2 Connection part 215a Filter part O Opening of annular part

Claims (5)

A prime mover that generates a driving force, an input shaft to which the driving force generated by the prime mover is input, an output shaft that outputs the driving force input to the input shaft, the output shaft, and the input shaft. In a driving force transmission device comprising a connectable clutch mechanism and a piston that presses the clutch mechanism to connect the input shaft and the output shaft,
A supply chamber to which a liquid for driving the piston is supplied;
A flow path that communicates with the supply chamber and through which the liquid flows;
A storage chamber in which liquid flowing through the flow path is stored;
A delivery means for delivering the liquid stored in the storage chamber to the supply chamber;
Drive means for driving the delivery means;
A strainer having a filter portion made of a porous material, and removing foreign substances contained in the liquid by the filter portion,
The driving force transmission device, wherein the storage chamber is constituted by a space formed between the delivery means and the driving means, and the strainer is disposed in the storage chamber. The flow passage includes a supply passage serving as a passage for sending the liquid stored in the storage chamber to the supply chamber, and a recovery passage provided upstream of the storage chamber with respect to the supply passage.
The driving force transmission device according to claim 1, wherein the strainer is provided with the filter portion facing at least the recovery passage. The strainer includes a frame having a pair of annular portions that are formed in an annular shape and arranged with their openings facing each other, and a plurality of coupling portions that couple the pair of annular portions to each other,
The said filter part is formed in the strip | belt shape along the shape of the said cyclic | annular part between the said cyclic | annular parts while being supported by the said frame. Driving force transmission device. The delivery means includes a first abutting portion that abuts along an outer periphery of one annular portion of the pair of annular portions, and the driving means follows an outer periphery of the other annular portion of the pair of annular portions. A second abutting portion that abuts,
The strainer is configured such that the one annular portion is in contact with the first contact portion and the other annular portion is in contact with the second contact portion. The driving force transmission device according to claim 3, wherein the driving force transmission device is held by the motor. A driving force transmitting member that is disposed in the storage chamber and that connects the sending means and the driving means to transmit the driving force applied by the driving means to the sending means;
The strainer is disposed in the storage chamber such that an opening of the annular portion is formed larger than a cross-sectional shape of the driving force transmission member, and the driving force transmission member is inserted into the opening of the annular portion. The driving force transmission device according to claim 3 or 4, wherein

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