JPH05104968A - Driving force transmitting device for vehicle - Google Patents

Abstract

PURPOSE:To provide the above driving force transmitting device which can perform a changing-over of four-wheel drive and two-wheel drive and can separate the joints of the front wheels from other drive trains in the state of the rear wheel drive. CONSTITUTION:A first clutch device H is provided at a junction of a front wheel propeller shaft C and a rear wheel propeller shaft D in a transfer A. In this clutch device H, transmission and cut-out of the driving force to the front wheel propeller shaft C are changed over according to the rotational difference between the input and the output. And, second clutch devices I and constant velocity joints J are provided between front wheels K and front differential devices E. When the rotational speed of the differential devices E exceeds that of the axles G and G', the constant velocity joints J and the front differential devices E are connected together. When the rotational speed of the front differential devices E is lower than that of the axles G and G', their connection is cut-out by the over-running of the clutch devices I.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for transmitting a driving force to a vehicle wheel, and can be used for switching the driving force transmission in a four-wheel drive vehicle, for example.

[0002]

2. Description of the Related Art A four-wheel drive vehicle whose main purpose is off-road running is to use a sub-transmission and to mechanically directly connect four wheels because it is necessary to obtain a large driving force at low speed running. A drive mechanism is adopted. However, in such a four-wheel drive vehicle, switching between four-wheel drive and two-wheel drive is performed by connecting / disconnecting the dog clutch utilizing the meshing of the sliding splines and the like. There is a problem that switching cannot be performed and the optimum traveling state cannot be arbitrarily selected.

Further, since the switching of the conventional driving method is performed by disconnecting the connection between the front wheel propulsion shaft and the rear wheel propulsion shaft in the transfer, even in the two-wheel drive state with only the rear wheels, the two wheels are rotated around the rear wheels. The entire drive path from the front wheel to the front differential and front wheel propulsion shaft continues to rotate. Therefore, there is a problem that the loss of the drive system is large, the fuel consumption is deteriorated, and the noise is increased.

Therefore, according to the present invention, the driver can freely switch the driving method while the vehicle is running by incorporating it into the driving path of the vehicle, and moreover, in the two-wheel driving state of the rear wheels, the joint of the front wheels is automatically set. It is an object of the present invention to provide a drive force transmission device capable of disconnecting the connection between a drive path and other drive paths.

[0005]

In order to solve the above-mentioned problems, the present invention relates to a clutch between a branch portion of a front wheel propulsion shaft and a rear wheel propulsion shaft of a transfer, and a joint connected to a front wheel and a front differential. A clutch device on the transfer side is provided between the outer wheel connected to the front wheel propulsion shaft and the input shaft connected to the engine, and the engagement device is held by the relative rotation of the input shaft to disengage the engaging element from the outer wheel and the input shaft. And the cage and the rear-wheel propulsion shaft are connected so that they can rotate together through the gap in the rotational direction, and the elastic between the rear-wheel propulsion shaft and the input shaft at the neutral position in the rotational gap. A holding member for holding and a lock member for engaging and disengaging both members to prevent rotation are provided, and the clutch device on the joint side includes an outer ring connected to the joint and a shaft connected to the front differential. Is provided with a retainer that engages the engaging element with the outer ring and the shaft by relative rotation with respect to the shaft, and the retainer and the shaft are rotatably connected to each other through a gap in the rotation direction, and between the retainer and the shaft. The differential means for producing the rotation difference is provided.

Further, according to the present invention, between the input shaft and the outer shaft of the transfer side clutch device in the above structure,
It adopts a structure in which a tuning device for bringing the rotations of the two closer is provided.

[0007]

In the above structure, when the input shaft of the clutch device on the transfer side rotates, the holding member is elastically deformed by the rear wheel propulsion shaft that is decelerated by the resistance from the rear wheel, whereby the input shaft and the rear wheel. The cage connected to the propulsion shaft rotates relative to each other, and the engagement element moves to integrate the input shaft and the outer ring. Therefore, the front wheels are driven via the outer wheels,
The rear wheels are driven by the rear-wheel propulsion shaft, resulting in four-wheel drive.

On the other hand, when the input shaft and the rear wheel propulsion shaft are prevented from rotating by the lock member, the engaging element does not move and the outer wheel and the input shaft are held in a separated state, and only the rear wheels are driven. Become.

In this two-wheel drive state, the front wheel axle connected to the front wheel propulsion shaft is in a stopped state, so that in the clutch device on the joint side, the outer wheel overruns the engaging element, and only the front wheel and the joint. Rotate while being separated from other drive paths.

When the input shaft and the rear-wheel propulsion shaft are disconnected from each other by the lock member and the front-wheel propulsion shaft is rotated from the above-described two-wheel drive state, in the clutch device on the joint side,
Due to the action of the differential means, the retainer and the shaft rotate relative to each other by the gap in the rotational direction, the engaging element integrates the outer ring and the shaft, and automatically switches to the four-wheel drive state.

At the time of this switching, if the tuning device synchronizes the rotations of the input shaft and the outer ring, both of them having different rotational speeds can be smoothly coupled, and drive switching can be performed without impact.

[0012]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 shows an example in which the driving force transmission device of the embodiment is attached to a drive system of a vehicle. In this figure,
A is a transfer connected to the engine B, C is a front wheel propulsion shaft, D is a rear wheel propulsion shaft, E is a front differential, F is a rear differential, and G is a front wheel axle. A first clutch device H is incorporated in a branch portion of D, and a second clutch device I integrated with a constant velocity joint J is incorporated between a front wheel K and a front differential E. In the figure, L is a rear wheel, and M is a lever provided in the driver's seat or the like for sharing the switching between two-wheel drive and four-wheel drive with an auxiliary transmission.

FIG. 2 shows the front wheel K to the front differential E of FIG.
It is an enlarged view of the drive path up to. The front differential E is formed by engaging a pair of side gears with a pinion gear that is connected to a differential case so as to rotate in a co-rotatable manner, as in a conventional mechanical differential. And the second clutch device I are connected to each other, and the axle G is connected to the constant velocity joint J thereof.
The front wheels K are connected to each other via a Zeppe type constant velocity joint P.

3 to 6 show the first clutch device H provided on the transfer side. In FIG. 3, reference numeral 2 denotes an input shaft connected to the engine B, and an outer ring 1 is rotatably supported around the input shaft 2 via a pair of bearings 3 and 3. The outer ring 1 has a sprocket ring 4 fixed to its outer diameter surface, and is connected to a front wheel propulsion shaft C via a silent chain 5 that engages with the sprocket ring 4 as shown in FIG.

A shaft insertion hole 6 is formed in the tip end surface of the input shaft 2 along the axis thereof, and the end portion of the rear wheel propulsion shaft D is inserted into the shaft insertion hole 6 and rotatably supported. Has been done.
The front end surface of the rear wheel propulsion shaft is formed on the square shaft 7 as shown in FIG. 4, while the closed shaft end of the shaft insertion hole 6 is formed on the square shaft 7.
Is formed with a square hole 8 in which is loosely fitted, and a play X in the rotational direction is provided between the square hole 8 and the square shaft 7.

Further, the input shaft 2 and the rear wheel propulsion shaft D are provided with an insertion hole 9 which penetrates the input shaft 2 and the rear wheel propulsion shaft D, and a torsion bar 10 as a holding member is inserted into the insertion hole 9. .. One end of the torsion bar 10 is connected to the rear wheel propulsion shaft D, and the other end is connected to the input shaft 2. The torsion bar 10 causes the spring force of the torsion bar 10 to rotate the angular shaft 7 of the rear wheel propulsion shaft D. Is elastically held at the neutral position X in the rotational direction.

On the other hand, as shown in FIGS. 3 and 5, a plurality of engaging grooves 11 are formed in the circumferential direction at the tip of the input shaft 2, and the rear wheel propulsion shaft D facing the engaging grooves 11 is formed. A plurality of engagement grooves 12 extending in the axial direction are formed on the outer diameter surface, and a lock member 13 is slidably attached to the engagement grooves 12. This locking member 13 is provided with both engaging grooves 11, 1
2 is composed of a fitting portion 13a fitted to the switching lever M, and an operating portion 13b connected to the switching lever M. As shown by the solid line in FIG. The input shaft 2 and the rear wheel propulsion shaft D are prevented from rotating by being fitted to.

The inner diameter surface of the outer ring 1 is a cylindrical surface 14
The outer diameter surface of the input shaft 2 that is formed on the opposite side of the input shaft 2 becomes a cylindrical surface 15 that is concentric with the cylindrical surface 14.
A control cage 16 having a large diameter and rotatable between 4 and 15,
A small-diameter fixed retainer 17 fixed to the input shaft 2 is incorporated.

A plurality of pockets 18, 19 are formed in the control retainer 16 and the fixed retainer 17 so as to face each other in the circumferential direction, and a sprag 20 as an engaging element and an elastic member 21 are provided in each of the pockets 18, 19. And are incorporated. As shown in FIG. 6, the sprag 20 is formed with an arcuate surface 22 having an outer diameter side and an inner diameter side with a center of curvature on the center line of the sprag, and when the left and right directions are inclined by a predetermined angle, the arcuate surface 22 becomes a cylindrical surface 14. , 15 to integrate the input shaft 2 and the outer ring 1. Further, the elastic member 21 is attached to the control retainer 16 and presses each sprag 20 from both sides,
It is held in a neutral position where it does not engage with 15.

The control retainer 16 is integrally connected to a pin 23 extending in the radial direction from the rear wheel propulsion shaft D, and a pin insertion hole 24 through which the pin 23 is inserted is formed in the peripheral wall of the input shaft 2. Has been formed. A gap in the rotation direction is provided between the pin insertion hole 24 and the pin 23.
Is held at the neutral position in the rotational gap by the spring force of the torsion bar 10.

On the other hand, FIGS. 7 to 9 show the second clutch device I provided on the front wheel side. As shown in FIG. 7, the second clutch device I is formed in a state in which the double offset type constant velocity joint J and the outer ring are shared by the same outer cylinder member 31 and are integrally connected to the joint.

That is, in the constant velocity joint J, one end of the outer tubular member 31 is an outer ring 32, and the outer ring 32 is formed.
The inner ring 33 connected to the end of the axle G in the cylindrical inner hole of
And the cage 34 are fitted. Ball track grooves 35, 36 extending straight in the axial direction are formed on the inner diameter surface of the outer ring 32 and the outer diameter surface of the inner ring 33, and the balls 37 held by the cage 34 are fitted into the ball track grooves 35, 36. It fits.

The centers of the outer diameter spherical surface and the inner diameter spherical surface of the cage 34 are offset from each other by an equal distance to the left and right with respect to the angular center of the joint, and the angular center of the joint is outside the center line of the ball pocket of the cage 34. It is set so as to be at the intersection with the wheel axle or the inner wheel axle.

In the constant velocity joint J described above, the cage 34
Secures the ball 37 on the bisector of the inner and outer ring shafts at all rotation angles of the joint, transmits the rotation applied to the outer ring 32 to the axle G at a constant speed, and also axially displaces the inner and outer rings inside the joint. To enable.

On the other hand, the second clutch device I includes the outer cylinder member 3
The other end of 1 is an outer ring 38, and an input shaft 41 is rotatably inserted into an inner hole of the outer ring 38 via bearings 39 and 40.

A spline shaft N extending from the front differential E is fitted in the end portion of the input shaft 41, and the forward and reverse rotations of the front differential E are transmitted to the input shaft 41 without delay.

The outer surface of the input shaft 41 and the inner surface of the outer ring 38 opposed to the outer surface of the input shaft 41 are respectively cylindrical engaging surfaces 4.
2 and 43 are formed, and between the two engaging surfaces 42 and 43,
A rotatable control holder 44 and a fixed holder 45 pinned to the input shaft 41 are provided.

As shown in FIG. 8, the control cage 44 and the fixed cage 45 are formed with a plurality of pockets 46 and 47 facing each other in the circumferential direction.
In addition, when it is inclined at a predetermined angle in both left and right directions, both engaging surfaces 42, 43
, A sprag 48 that integrates the input shaft 41 and the outer ring 38 into one body, and an elastic member 49 that holds each sprag in a neutral position where the sprags are not engaged with both engagement surfaces 15 and 16.

On the other hand, inside the input shaft 41, the operating shaft 50 is rotatably supported via bearings, and a pin 51 connected to the central portion of the operating shaft 50 has a pin hole 52 formed in the input shaft 41. And is connected to the control holder 44.

A pin 53 connected to the rear end of the operating shaft 50 is inserted into a pin hole 54 of the input shaft 41 and connected to the differential means 55. The differential means 55 comprises a rolling bearing 56 and a support arm 57 that supports the bearing 56 on a fixed member of the vehicle body. The rolling bearing 56 is preloaded with a predetermined pressure or more so that the radial clearance is zero or less. It is set so as to have a rotational resistance larger than that of the bearings 39 and 40 which are fitted into the support arm 57 and support the input shaft when rolling.

In the structure described above, the rotation resistance of the rolling bearing 56 applies a force to the operation shaft 50 and the control cage 44 to stop the rotation, and the control cage 44 responds to the rotation of the input shaft 41. It is decelerated while being held so as not to easily rotate due to impact force or inertial force.

The pin 51 at the center of the operating shaft 50 is
As shown in FIG. 9, it is integrally fixed to the control cage 44, but is loosely fitted in the pin hole 52 of the input shaft 41 with a clearance Y in the rotational direction, and is also fitted to the pin 53 at the rear end of the operating shaft. Between the pin hole 54 of the input shaft, a circumferential gap larger than the rotational gap Y is provided.

The clearance Y in the rotation direction is controlled by the control holder 44.
Of the input shaft 41 relative to the input shaft 41, and its magnitude is
It is set to be larger than the distance from the neutral position between the engagement surfaces 42 and 43 until the sprag 48 contacts both engagement surfaces via the elastic member 49.

The driving force transmission device of this embodiment has the above-mentioned structure, and its operation will be described below by dividing it into various running states.

(A) As indicated by a broken line in FIG. 2, in the first clutch device H, when the rotation is applied from the engine B to the input shaft 2 with the lock member 13 separated from the input shaft 2, the rear wheels are rotated. Rotational resistance is applied to the propulsion shaft D from the rear wheels that are grounded on the road surface, so that the torsion bar 10 is deformed and the input shaft 2 and the rear wheel propulsion shaft D rotate relative to each other.
6 and the fixed holder 17 move relative to each other.

For this reason, the sprag 20 has two cylindrical surfaces 14,
15, the rotation of the input shaft 2 is transmitted to the front wheel propulsion shaft C via the outer ring 1. Then, when the elastic force of the deformed torsion bar 10 exceeds the rotational resistance applied to the rear wheel propulsion shaft D from the rear wheel, the rear wheel propulsion shaft D rotates together with the input shaft 2 and the rear wheel is driven.

Further, when the axle G is rotated by the front wheel propulsion shaft C, in the second clutch device I on the front wheel side, the control cage 44, which is decelerated by the action of the differential bearing 55, corresponds to the clearance Y in the rotation direction. The rotation is delayed with respect to the input shaft 41 and relatively rotates with respect to the fixed cage 45. Both of these cages 44,
Due to the relative rotation of 45, the sprag 48 tilts in the opposite direction to the rotation direction of the input shaft, comes into contact with both engagement surfaces 42, 43, and enters the engagement operation state.

From the above state, when the input shaft 41 continues to rotate due to the operation of the front differential E, and a difference in rotation occurs between the input shaft 41 and the outer ring 38, the sprag 48 immediately causes the engaging surface 42,
43 and the outer ring 38 and the input shaft 41 are integrated. Therefore, the driving force of the axle G is transmitted to the front wheels via the wheel hub 34, and the four-wheel drive state is set.

(B) In the four-wheel drive mode, when the front wheels rotate faster than the rear wheels due to turning of a tight corner or the like, in the second clutch device I, the rotation of the outer wheel 38 causes the rotation of the outer wheel 38.
More than one turn. In this state, the outer ring 38 overruns the sprag 48, and the sprag 48 does not engage with the engagement surfaces 42 and 43. Therefore, the input shaft 41 and the outer ring 3 are not engaged.
No. 8 rotates in a separated state, and the two wheels are driven only by the rear wheels, and the braking phenomenon does not occur in tight corners.

(C) In the two-wheel drive state with the rear wheels,
If the rear wheel slips or one of the rear wheels derails, the rotation of the input shaft 2 connected to the engine B catches up with the rotation of the outer wheel 1 that is decelerated as the vehicle speed decreases in the first clutch device H. , The sprags 20 are engaged with the cylindrical surfaces 14 and 15, and the driving force is transmitted to the front wheels, thereby shifting to four-wheel drive.

In addition, when one of the front wheels is removed in the four-wheel drive state, effective driving force is not transmitted to the front wheels due to the differential function of the front differential E, but the rear wheels are passed through the first clutch device H. Since the two-wheel drive state due to is maintained, the traveling state of the vehicle is maintained.

(D) On the other hand, in the first clutch device H, the lock member 13 is moved by the switching lever M,
As shown by the solid line in FIG. 3, when the lock member 13 is fitted into the engaging grooves 11 and 12 of the input shaft 2 and the rear wheel propulsion shaft D, the input shaft 2 and the rear wheel propulsion shaft D rotate integrally. Therefore, the engagement of the sprag 20 does not occur. Therefore, the driving force is transmitted only to the rear wheels and the two-wheel drive state is maintained.

In this two-wheel drive state, the transfer A
In the second clutch device I, the outer ring 38 overruns against the sprag 48 because the outer ring 1 and the front wheel propulsion shaft C do not rotate and the front differential E is stopped. E is separated. Therefore, the front wheel K rotates around the rear wheel L, and the drive path of the front wheel from the second clutch device I to the front differential E and the front wheel propulsion shaft C is stopped.

(E) From the above two-wheel drive state, the first
Disengage the lock member 13 in the clutch device H,
When the fixed state of the input shaft 2 and the rear wheel propulsion shaft D is released, the torsion bar 10 causes the torsion return function to operate, and the sprag 2
0 engages the input shaft 2 and the outer ring 1 to rotate the front wheel propulsion shaft C.

In this case, when the front differential E rotates,
In the second clutch device I, the cage 44 and the input shaft 41 relatively rotate due to the action of the differential bearing 55, and the sprag 48 engages, so that the drive mode is automatically switched to four-wheel drive.

At the time of switching, the front wheels K are rear wheels L.
Since the second clutch device I rotates due to the rotation, the input shaft 41 in the rotating state in the second clutch device I does not have a torque load even when engaged with the outer ring 38, and smooth switching can be performed even during traveling.

Further, at the time of the above switching, in the first clutch device H, the rotating sprag 20 engages with the outer ring 1 in a stopped state, but the sprag 20 does not have a fixed engagement position such as a spline. Since it can be engaged at any position, a smooth connection can be achieved.

In the above description, the operation in one direction of the vehicle has been described. However, when the rotation direction applied to the first clutch device H from the transmission is reversed, the inclinations of the sprags 20 and 48 in the first and second clutch devices are tilted. Since the engagements are reversed, the drive can be switched in the same manner in both forward and reverse directions.

The lock member 13 is operated by operating the switching lever M, but the lock member may be operated by another mechanical mechanism or an electric mechanism.

FIG. 10 shows an example in which a tuning device 61 is provided between the outer ring 1 and the input shaft 2 in the first clutch device H to bring the rotational speeds of the two closer.

The tuning device 61 comprises an operating member 63 movably provided in the engaging groove 62 on the outer diameter surface of the input shaft 2 and a friction material 65 provided on the pressing surface 64 of the operating member 63.
By bringing the friction material 65 into contact with the flange end surface 66 of the outer ring 1, the rotations of the input shaft 2 and the outer ring 1 are synchronized by sliding friction. The synchronization of such rotation is controlled by the lock member 13
By performing before the uncoupling of the input shaft 2 and the rear wheel propulsion shaft D by the, the input shaft 2 that is rotating at high speed can be smoothly connected to the stopped outer ring 1 without impact.

11 and 12 show another example of the first clutch device. In this clutch device H ′, a plurality of cam surfaces 74 that form a wedge-shaped space with the cylindrical surface 73 of the outer ring 71 are formed on the outer diameter surface of the input shaft 72.
In the pocket 76 of the cage 75 provided between the outer ring 71 and
A roller 77 that engages the cylindrical surface 73 and the cam surface 74,
An elastic member 78 for holding the roller 77 at the neutral position is incorporated.

Further, the torsion bar for connecting the input shaft 72 and the rear wheel propulsion shaft D is eliminated, and instead, a pin 80 for connecting the rear wheel propulsion shaft and the retainer 75 and a pin insertion hole provided in the input shaft 72. 81 and the elastic ring 7 as a holding member.
9 is incorporated, and the angular force 82 of the rear wheel propulsion shaft D is held at the neutral position of the play X in the rotational direction with respect to the angular hole 83 by the elastic force of the elastic ring 79.

The other parts are the same as those in the above-mentioned embodiment, and the same parts are designated by the same reference numerals and the description thereof will be omitted.

In the above structure, when the input shaft 72 rotates, the elastic ring 79 deforms, the input shaft 72 and the rear wheel propulsion shaft D rotate relative to each other, and the retainer 75 moves the roller 77. When there is no difference in rotation between the input shaft 72 and the rear wheel propulsion shaft D, the elastic force of the elastic ring 79 returns the rear wheel propulsion shaft D to the neutral position, and the roller 77 is disengaged.

In each of the above-mentioned embodiments, the clutch engaging element may be a pair of left and right sprags which are engaged in one direction of rotation and may be incorporated between the engaging surfaces.

Further, the differential means for providing the rotation difference between the cage and the axle is not limited to the one using the above-mentioned rolling bearing, but is decelerated by a differential speed mechanism using a gear or sliding contact with a friction member. It is also possible to use a braking mechanism or the like.

Further, the second clutch device I and the constant velocity joint J may not be integrally formed, but the outer rings may be separated and arranged independently of each other.

[0059]

As described above, the driving force transmission device of the present invention is
The transfer branch and the front wheel joint are equipped with a clutch device that switches the engagement depending on the speed difference between the input and output, so the drive between the four wheels and the two wheels can be switched automatically. The front-wheel drive path can be stopped when the two wheels are driven by the rear wheels, and the front wheels can be automatically connected to the drive path when the four-wheel drive is used. This is a fully automatic four-wheel drive that excels in fuel efficiency and noise. Can be realized.

[Brief description of drawings]

FIG. 1 is a diagram showing an example of attachment to a drive path of a vehicle according to an embodiment.

FIG. 2 is an enlarged view showing a drive path of the front wheels of the above.

FIG. 3 is a vertical sectional front view showing the first clutch device of the embodiment.

FIG. 4 is a sectional view taken along line IV-IV in FIG.

5 is a sectional view taken along line VV of FIG.

FIG. 6 is a sectional view showing an operating state of the above sprag.

FIG. 7 is a vertical sectional front view showing a second clutch device according to an embodiment.

8 is a sectional view taken along line VIII-VIII in FIG.

9 is a sectional view taken along line IX-IX in FIG.

FIG. 10 is a vertical sectional front view showing another embodiment.

FIG. 11 is a vertical sectional front view showing another example of the first clutch device.

FIG. 12 is a sectional view taken along line XII-XII in FIG.

[Explanation of symbols]

 A Transfer C Front-wheel propulsion shaft D Rear-wheel propulsion shaft E Front differential G, G'Axle H 1st clutch device I 2nd clutch device J Constant velocity joint 1, 38, 71 Outer ring 2, 41, 72 Input shaft 10 Torsion bar 16 Control cage 17 Fixed cage 20 Sprag 44 Control cage 45 Fixed cage 48 Sprag 55 Differential bearing 61 Tuning device 75 Cage 77 Roller 79 Elastic ring

Claims (2)

[Claims] 1. A clutch device is provided between a front wheel propulsion shaft of a transfer and a branch portion of a rear wheel propulsion shaft, and a joint connected to a front wheel and a front differential. The transfer-side clutch device is connected to the front wheel propulsion shaft. A retainer that engages and disengages the engaging element with the outer ring and the input shaft by relative rotation with the input shaft is installed between the outer ring and the input shaft connected to the engine. And a holding member that elastically holds the both at a neutral position in the rotational direction gap between the rear wheel propulsion shaft and the input shaft, and engages and disengages both to prevent rotation. The clutch device on the joint side is provided with a lock member, and the clutch device on the joint side engages the engagement element with the outer ring and the shaft by relative rotation with the shaft between the outer ring connected to the joint and the shaft connected to the front differential. A retainer is provided, and the retainer and the shaft are connected so that they can rotate together through a gap in the rotation direction, and
A driving force transmission device for a vehicle, which is configured by providing differential means that causes a rotation difference between a cage and a shaft. 2. The driving force transmission device for a vehicle according to claim 1, further comprising a rotation tuning device provided between the input shaft and the outer shaft of the transfer-side clutch device to bring the rotations of the two closer together.