JPH05208621A - Hydraulic circuit structure of vehicle right and left driving power distributing device - Google Patents

Abstract

PURPOSE:To provide a hydraulic circuit structure which is preferable when used in the driving power distribution to the right and the left wheels of a vehicle of 4-wheel driven type or the like, and make an arrangement to cope with the breakdown of the hydraulic circuit part. CONSTITUTION:A driving power transmission control mechanism consists of a hydraulic torque transmission mechanism for the right and the left wheels and a hydraulic circuit, and the hydraulic circuit consists of a hydraulic pressure adjusting part 74, hydraulic pressure input parts 20D provided to the right and the left hydraulic clutch mechanism and a switching valve 110 interposed in the oil passage from the hydraulic pressure adjusting part 74 to the respective hydraulic pressure input parts 20D. Hydraulic pressure detecting means 75, 78R, 78L are interposed in the oil passage of the hydraulic circuit, and a breakdown judgement part to make a judgement of the breakdown of the hydraulic circuit part on the basis of the information of the hydraulic pressure detecting means 75, 78R, 78L is provided to the control means.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle left / right drive force distribution device suitable for use in distributing a drive force to left and right wheels in a four-wheel drive type automobile, and more particularly to a hydraulic circuit structure thereof.

[0002]

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

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

[0004]

By the way, it is desirable that the torque distribution mechanism be capable of freely distributing torque without causing a large torque loss and energy loss. For example, according to the following mechanism. It is possible to freely adjust the torque distribution to the left and right wheels while reducing energy loss.

FIG. 15 is a schematic view showing the principle of the vehicle lateral drive force distribution device proposed from such a viewpoint. As shown in FIG. 15, an input shaft 1 to which a rotational driving force (hereinafter referred to as a driving force or a torque) is input, and first and second output shafts 2 that output the driving force input from the input shaft 1. ，
3 is provided, and the vehicle left-right driving force distribution device is interposed between the first output shaft 2, the second output shaft 3, and the input shaft 1.

The left and right driving force distribution device for a vehicle is configured as follows, while allowing the differential between the first output shaft 2 and the second output shaft 3 while allowing the first output shaft 2 And the second
The driving force transmitted to the output shaft 3 can be distributed to a required ratio.

That is, a speed change mechanism A and a multi-disc clutch mechanism B are interposed between the first output shaft 2 and the input shaft 1 and between the second output shaft 3 and the input shaft 1, respectively. The rotation speed of the first output shaft 2 or the second output shaft 3 is increased by the speed change mechanism A and transmitted to the sheath shaft (hollow shaft) 7 as a driving force transmission assisting member.

The multi-disc clutch mechanism B is interposed between the sheath shaft 7 and a differential case (hereinafter abbreviated as differential case) 13 on the input shaft 1 side, and the multi-disc clutch mechanism B is engaged. By combining them, the driving force is returned from the sheath shaft 7 on the high speed side to the differential case 13 on the low speed side. This is because, as a general characteristic of the clutch plates arranged to face each other, torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multi-plate clutch mechanism B between the second output shaft 3 and the input shaft 1 is engaged, a part of the driving force distributed to the second output shaft 3 is input. The driving force that is returned to the shaft 1 side and is distributed to the second output shaft 3 decreases, and the driving force distributed to the first output shaft 2 increases by this amount.

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

That is, a first sun gear 4A is fixedly attached to the second output shaft 3, and the first sun gear 4A is fixed.
Is screwed to the first planetary gear (planetary pinion) 5A on the outer periphery thereof. The first planetary gear 5A is integrally fixed to the second planetary gear 5B, and both are pivotally supported by the carrier 6 fixed to the casing (fixed portion) through the pinion shaft 6A. As a result, the first planetary gear 5A and the second planetary gear 5B perform the same rotation about the pinion shaft 6A.

Further, the second planetary gear 5B is screwed to a second sun gear 4B pivotally supported by the second output shaft 3, and the second sun gear 4B is provided with a multi-plate via a sheath shaft 7. It is connected to the clutch plate 8A of the clutch mechanism B. The other clutch plate 8B of the multi-plate clutch mechanism B is connected to the differential case 13 driven by the input shaft 1.

In the structure of FIG. 15, the first sun gear 4A is formed to have a diameter larger than that of the second sun gear 4B, so that the rotation speed of the second sun gear 4B becomes larger than that of the first sun gear 4A. The speed change mechanism A functions as a speed increasing mechanism. Therefore, when the rotational speed of the clutch plate 8A is higher than that of the clutch plate 8B and the multi-plate clutch mechanism B is engaged, a torque corresponding to the engaged state is input from the second output shaft 3 side. It is designed to be returned to the axis 1 side.

On the other hand, the transmission mechanism A and the multi-disc clutch mechanism B provided for the first output shaft 2 are also constructed in the same manner, and it is desired to distribute the driving torque from the input shaft 1 to the first output shaft 2 in a larger amount. In this case, the multi-plate clutch mechanism B on the second output shaft 3 side is appropriately engaged in accordance with the degree of distribution (distribution ratio), and when it is desired to distribute more to the second output shaft 3, The multiple disc clutch mechanism B on the first output shaft 2 side is appropriately engaged according to the distribution ratio.

When the multi-disc clutch mechanism B is of a hydraulic drive type, the engagement state of the multi-disc clutch mechanism B can be controlled by adjusting the magnitude of hydraulic pressure, and the first output shaft 2 or the second output shaft 2 can be controlled. It is possible to adjust the return amount of the driving force from the output shaft 3 to the input shaft 1 (that is, the left-right distribution ratio of the driving force).

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

By the way, here, the degree of engagement of the multi-disc clutch mechanism B is controlled by hydraulic pressure, and the simplest structure of the hydraulic circuit is shown in FIG.

The hydraulic circuit of FIG. 24 is a proportional valve for controlling the hydraulic pressure to the hydraulic power source 90 for supplying hydraulic oil and the multi-plate clutch BR on the right side (hereinafter, the right side is referred to as BR when distinguishing left and right). 91R and the left multiple disc clutch BL (hereinafter,
When distinguishing between left and right, the left side is referred to as BL) and is constituted by a proportional valve 91L for controlling hydraulic pressure and a controller 92 for controlling these units.
By controlling 1R and 91L, the torque distribution of the left and right wheels can be adjusted.

However, in the hydraulic circuit of the type shown in FIG. 24, for example, if a component of the hydraulic circuit fails, hydraulic oil of an unsuitable hydraulic pressure is supplied to the hydraulic circuit, and as a result, a desired left / right wheel torque distribution is obtained. There is a possibility that you will not be able to. Further, if high-pressure hydraulic oil is supplied to the left and right clutches at the same time, there is a possibility that an interlock state will occur.

The present invention was devised in view of the above-mentioned problems, and provides a left-right driving force distribution device for a vehicle, which is capable of coping with a failure of a hydraulic circuit portion and prevents the clutch from performing undesired engagement. An object is to provide a hydraulic circuit structure.

[0021]

For this reason, the hydraulic circuit structure of the left-right driving force distribution device for a vehicle according to the present invention (claim 1) is as follows.
In a vehicle left-right driving force distribution device having a pair of axles that rotate integrally with the left and right wheels, and a driving force transmission control mechanism interposed between these axles, the driving force transmission control mechanism is a left wheel. Left wheel control hydraulic torque transmission mechanism for moving the driving force to the side or from the left wheel side, and a right wheel control hydraulic torque transmission mechanism for moving the driving force to the right wheel side or from the right wheel side, A hydraulic circuit for driving these hydraulic torque transmission mechanisms is provided, and the hydraulic circuit adjusts and outputs hydraulic pressure, and a hydraulic input unit attached to each of the left and right hydraulic clutch mechanisms. A switching valve interposed in an oil passage from the hydraulic pressure adjusting unit to each of the hydraulic pressure input units,
A control means for controlling the switching valve is provided, and a hydraulic pressure detecting means is provided in an oil passage from the switching valve to each of the hydraulic pressure input portions, and the control means receives information from the hydraulic pressure detecting means. It is characterized in that a failure determination unit for determining a failure of the hydraulic circuit portion based on the above is provided.

Further, the hydraulic circuit structure of the vehicle left / right driving force distribution device according to the present invention (claim 2) has an input portion for inputting the driving force, and the driving force input from this input portion for each of the left and right wheels. A pair of left and right output shafts for outputting to the output shaft, a differential mechanism provided between the input unit and the output shaft for distributing the driving force to each output shaft and permitting a differential between the output shafts, In a vehicle left-right driving force distribution device having a driving force transmission control mechanism interposed between an input portion and each of the output shafts, the driving force transmission control mechanism is provided for the left wheel side output shaft. A left wheel side transmission mechanism for changing the rotation speed; a right wheel side transmission mechanism for changing the rotation speed of the right wheel side output shaft; a left wheel side transmission mechanism and the input section or the right wheel side output shaft; A hydraulic control valve for controlling the left wheel, which is interposed between the left wheel side and the left wheel side to move the driving force. Hydraulic transmission for controlling the right wheel for moving the driving force to or from the right wheel side, which is interposed between the transmission mechanism and the transmission mechanism on the right wheel side and the input section or the output shaft on the left wheel side. A torque transmission mechanism and a hydraulic circuit for driving these hydraulic torque transmission mechanisms are provided, and the hydraulic circuit is attached to each of the left and right hydraulic clutch mechanisms and a hydraulic pressure adjusting unit that adjusts and outputs hydraulic pressure. A hydraulic pressure input unit, a switching valve interposed in an oil passage extending from the hydraulic pressure adjusting unit to each of the hydraulic pressure input units, and control means for controlling the switching valve. An oil pressure detecting means is provided in an oil passage leading to the oil pressure input section, and a failure determining section for determining a failure of the hydraulic circuit portion based on information from the oil pressure detecting means is provided in the control means. It is characterized by

Further, the hydraulic circuit structure of the vehicle left / right driving force distribution device of the present invention (claim 3) has a pair of axles that rotate integrally with the left and right wheels, and a drive interposed between these axles. In a vehicle left-right driving force distribution device having a force transmission control mechanism, the driving force transmission control mechanism comprises a left wheel control hydraulic torque transmission mechanism for moving the driving force to or from the left wheel side, and a right side. A hydraulic torque transmission mechanism for controlling the right wheel for moving the driving force to the wheel side or from the right wheel side and a hydraulic circuit for driving these hydraulic torque transmission mechanisms are provided, and the hydraulic circuit adjusts the hydraulic pressure. Output hydraulic path from the hydraulic pressure adjusting section, a hydraulic pressure input section attached to each of the left and right hydraulic clutch mechanisms, and control means for controlling the hydraulic pressure adjusting section. When the oil pressure detection means is installed in The control circuit is provided with a failure determination section for determining a failure of the hydraulic circuit portion based on information from the hydraulic pressure detection means. Construction.

Further, according to the hydraulic circuit structure of the vehicle left / right driving force distribution device of the present invention (claim 4), the input portion for inputting the driving force, and the driving force input from this input portion for each of the left and right wheels. A pair of left and right output shafts for outputting to the output shaft, a differential mechanism provided between the input unit and the output shaft for distributing the driving force to each output shaft and permitting a differential between the output shafts, In a vehicle left-right driving force distribution device having a driving force transmission control mechanism provided between the input section and each of the output shafts,
The driving force transmission control mechanism shifts the rotation speed of the left-wheel output shaft, the left-wheel shift mechanism, the right-wheel shift mechanism, which shifts the rotation speed of the right-wheel output shaft, and the left wheel. A hydraulic torque transmission mechanism for controlling the left wheel, which is interposed between the side speed change mechanism and the input section or the output shaft on the right wheel side, for moving the driving force to or from the left wheel side, and the right wheel side shift A hydraulic torque transmission mechanism for controlling the right wheel, which is interposed between the mechanism and the input section or the output shaft on the left wheel side, for moving the driving force to or from the right wheel side, and these hydraulic torques With a hydraulic circuit for driving the transmission mechanism, the hydraulic circuit is
It is composed of a hydraulic pressure adjusting unit for adjusting and outputting hydraulic pressure, a hydraulic pressure input unit attached to each of the left and right hydraulic clutch mechanisms, and control means for controlling the hydraulic pressure adjusting unit. The output oil passage is provided with a hydraulic pressure detecting means, and the control means is provided with a failure determining section for determining a failure of the hydraulic circuit portion based on information from the hydraulic pressure detecting means. There is.

As the hydraulic torque transmission mechanism,
A hydraulic multi-disc clutch can be used.

[0026]

In the above-described hydraulic circuit structure for a vehicle left / right driving force distribution device (claim 1), in the vehicle left / right driving force distribution device, the left wheel control hydraulic torque transmission mechanism of the driving force transmission control mechanism or Through the hydraulic torque transmission mechanism for controlling the right wheel, the driving force state of the left and right wheels is changed by moving the driving force to the left wheel side or from the left wheel side, or to the right wheel side or from the right wheel side. It is adjusted to the required state.

At the time of this adjustment, in the hydraulic circuit of each of the hydraulic torque transmission mechanisms described above, the hydraulic oil output from the hydraulic pressure adjusting section is adjusted to an appropriate pressure via the proportional valve and then switched. At this time, the oil pressure in the oil pressure path is detected by the oil pressure detecting means provided on the oil pressure path from the switching valve to each of the above oil pressure input parts, and the failure determination is made based on this detected oil pressure information. Section, it is determined whether or not there is a failure in the hydraulic circuit section from the switching valve to each hydraulic input section.

Further, in the hydraulic circuit structure of the above-mentioned vehicle left / right driving force distribution device (claim 2), in the vehicle left / right driving force distribution device, the driving force of the input shaft is equal to that of the pair of left and right output shafts. The driving force transmitted to each of them via the differential mechanism and output from the differential mechanism to each of the output shafts is adjusted to a required distribution ratio by the driving force transmission control mechanism. This adjustment is performed in the driving force transmission control mechanism, and the transmission mechanism gives a rotational difference between the output shaft side member and the input section side member, and the output shaft side member and the input section side member are input. By engaging the hydraulic torque transmission mechanism arranged between the side member and the side member, the driving force is transmitted between the both members, and the left and right driving force distribution is adjusted.

At the time of this adjustment, in the hydraulic circuit of each of the hydraulic torque transmission mechanisms described above, the hydraulic oil output from the hydraulic pressure adjusting section is adjusted to an appropriate pressure via the proportional valve and then switched. At this time, the oil pressure in the oil pressure path is detected by the oil pressure detecting means provided on the oil pressure path from the switching valve to each of the above oil pressure input parts, and the failure determination is made based on this detected oil pressure information. Section, it is determined whether or not there is a failure in the hydraulic circuit section from the switching valve to each hydraulic input section.

In the above-described hydraulic circuit structure of the vehicle left / right driving force distribution device (claim 3), in the vehicle left / right driving force distribution device, the left wheel control hydraulic torque transmission mechanism of the driving force transmission control mechanism or Through the hydraulic torque transmission mechanism for controlling the right wheel, the driving force state of the left and right wheels is changed by moving the driving force to the left wheel side or from the left wheel side, or to the right wheel side or from the right wheel side. It is adjusted to the required state.

At the time of this adjustment, in the hydraulic circuit of each hydraulic torque transmission mechanism, the hydraulic pressure detecting means is arranged on the hydraulic path from the proportional valve to the switching valve. Based on the above, the failure determination unit determines whether or not there is a failure in the hydraulic circuit portion from the proportional valve to the switching valve. Further, in the above-described hydraulic circuit structure of the vehicle left / right driving force distribution device (claim 4), in the vehicle left / right driving force distribution device, the driving force of the input shaft is different between the pair of left and right output shafts. The driving force transmitted through the dynamic mechanism and output from the differential mechanism to each of the output shafts is adjusted to a required distribution ratio by the driving force transmission control mechanism. This adjustment is performed in the driving force transmission control mechanism, and the transmission mechanism gives a rotational difference between the output shaft side member and the input section side member, and the output shaft side member and the input section side member are input. By engaging the hydraulic torque transmission mechanism arranged between the side member and the side member, the driving force is transmitted between the both members, and the left and right driving force distribution is adjusted.

At the time of this adjustment, in the hydraulic circuit of each hydraulic torque transmission mechanism, the hydraulic pressure detecting means is arranged on the hydraulic path from the proportional valve to the switching valve. Based on the above, the failure determination unit determines whether or not there is a failure in the hydraulic circuit portion from the proportional valve to the switching valve.

[0033]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A hydraulic circuit structure of a vehicle left / right driving force distribution device as an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic circuit diagram showing the structure of the hydraulic circuit structure. 2 is a diagram showing a configuration of a main part of the left-right driving force distribution device (a sectional view taken along the line AA of FIG. 11), and FIG. 3 is a diagram showing a configuration of the main part thereof (a sectional view taken along the line BB of FIG. 11). 4, FIG. 4 is a diagram showing the configuration of the main part thereof (a sectional view taken along the line CC in FIG. 11), FIG.
Is a front view of the main part of the shaft coupling mechanism of the left-right driving force distribution device,
FIG. 6 is an exploded perspective view showing the main structure of the shaft connecting mechanism, FIGS. 7 to 10 are schematic front views showing the assembly process of the shaft connecting mechanism, and FIG. 11 is a view showing the left and right driving force distribution device. 12 to 14 are schematic circuit diagrams showing configurations of modified examples of the hydraulic circuit structure, and FIGS. 16 to 23 are lateral drive forces thereof. It is a block diagram which shows the other structural example of a distribution apparatus typically.

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

That is, this device is shown in FIGS.
As shown in FIG. 5, among the engine output of the automobile, the input shaft 1 to which the rotational driving force distributed to the rear wheels is input, and the first and second outputs that output the driving force input from the input shaft 1 The first output shaft 2 is connected to the left wheel drive system at the left end thereof, and the second output shaft 3 is connected to the right wheel drive system at the right end thereof. ing.

A differential mechanism S1 and a driving force transmission control mechanism S are interposed between the base end of the first output shaft 2, the base end of the second output shaft 3 and the rear end of the input shaft 1. By these mechanisms, the driving force transmitted to the first output shaft 2 and the second output shaft 3 while allowing the differential between the first output shaft 2 and the second output shaft 3. Can be distributed to the required ratio.

In particular, the driving force transmission control mechanism S comprises a speed change mechanism A and a multi-disc clutch mechanism B as a variable transmission capacity control type torque transmission mechanism. The speed change mechanism A and the multi-disc clutch mechanism B are interposed between the first output shaft 2 and the input shaft 1 and between the second output shaft 3 and the input shaft 1, respectively. The rotation speed of the output shaft 2 or the second output shaft 3 is increased by the speed change mechanism A and transmitted to the sheath shaft 7 as a driving force transmission auxiliary member.

The multi-disc clutch mechanism B is interposed between the sheath shaft 7 and a differential case (hereinafter referred to as a differential case) 13 on the input shaft 1 side, and the multi-disc clutch mechanism B is engaged. By combining them, the driving force is returned from the sheath shaft 7 on the high speed side to the differential case 13 on the low speed side. This is because, as a general characteristic of the clutch plates arranged to face each other, torque is transmitted from a higher speed to a lower speed.

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

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

That is, the first sun gear 4A is fixed to the second output shaft 3 by the spline and the circlip 10, and the first sun gear 4A is screwed onto the first planetary gear 5A at the outer periphery thereof. There is. Also, the first
The planetary gear 5A is formed integrally with the second planetary gear 5B, and in the present embodiment, it is formed as an integral component (that is, one planetary gear) 5 with the same number of teeth.

The first planetary gear 5A and the second planetary gear 5B are pivotally supported on the carrier 6 fixed to the casing 11 of the speed change mechanism A via the pinion shaft 6A, and are connected to the first planetary gear 5A. Second
The planetary gear 5B and the planetary gear 5B rotate about the pinion shaft 6A.

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

Here, the multi-disc clutch mechanism B includes a clutch plate 8A and a clutch plate 8B which are opposed to each other, and a differential carrier 12
The clutch plate 8B is installed so as to be housed in the diff case 13 inside, and the clutch plate 8B is a protrusion 13 on the inner circumference of the diff case 13.
The rotation direction is locked by a. Since the differential case 13 has a bevel gear (ring gear) 9A constituting the differential 9 fixed thereto, the other clutch plate 8B in the multi-disc clutch mechanism B constitutes the rear end of the input shaft 1 via the differential case 13 and the bevel gear 9A. Is connected to a bevel gear (drive pinion) 9B.

That is, the input shaft 1 includes the bevel gear 9A,
Clutch plate 8 via bevel gear 9B and differential case 13
A normal driving force transmission route that is connected to B and is transmitted from the input shaft 1 to the first output shaft 2 and the second output shaft 3 via the bevel gear 9A, the bevel gear 9B, the differential case 13, and the differential mechanism 15. In addition to the first output shaft 2 or the second output shaft 3, the transmission mechanism A, the sheath shaft 7, the multiple disc clutch mechanism B,
A drive force transmission route communicating with the input shaft 1 side via the differential case 13, the bevel gear 9A, and the bevel gear 9B is provided.

In the structure of FIG. 1, the first sun gear 4
Although A and the second sun gear 4B are formed with the same diameter, the number of teeth of the first sun gear 4A is larger than that of the second sun gear 4B due to the transfer gear. Therefore,
The rotation speed of the second sun gear 4B is higher than that of the first sun gear 4A, and the transmission mechanism A is configured as a speed increasing mechanism. Therefore, the rotational speed of the clutch plate 8A becomes higher than that of the clutch plate 8B, and when the multi-plate clutch mechanism B is brought into the required engagement state, a required amount of torque is applied from the second output shaft 3 side to the input shaft. It will be returned to the 1st side.

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

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

That is, the planetary gear mechanism as the differential mechanism S1 includes a ring gear 14, a planetary gear 15, and a sun gear 16, the ring gear 14 is formed on the inner circumference of the differential case 13, and the sun gear 16 is provided on the second output shaft 3. A carrier 17 that is attached and pivotally supports the planetary gear 15.
Are attached to the first output shaft 2.

As a result, the driving force input to the differential case 13 is input from the ring gear 14 to the planetary gear 15 and transmitted from the carrier 17 to the first output shaft 2, while the ring gear 14 passes through the planetary gear 15 and the sun gear. It is adapted to be input to 16 and transmitted to the first output shaft 2.

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

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

The hollow cylindrical differential case 13 has its small-diameter portions at both ends pivotally supported by openings at both ends of the differential carrier 12 via bearings 18.

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

That is, the casing 11 of the speed change mechanism A, which is formed in a hollow cylindrical shape, is fitted from the outside into the openings of both ends of the differential carrier 12, and the base end small diameter portion 11A thereof is fastened and fixed by the bolt 19. A piston 20 having a sliding portion 20A extending along the inner wall thereof is provided in the base end small diameter portion 11A.

The piston 20 extends along the inner wall extending from the base end small diameter portion 11A to the large diameter portion 11B of the casing 11 and has a small diameter sliding portion 20A and a large diameter sliding portion 20B. It is formed into a stepped hollow cylinder.

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

A hydraulic circuit for supplying hydraulic oil (not shown) is connected to the pressurizing working chamber 20D, and a required operating hydraulic pressure is supplied to the pressurizing operating chamber 20D from a hydraulic source based on a control signal from a controller or the like. The piston 20 is displaced by a required amount.

In this way, the piston portion B2 of the multi-plate clutch mechanism B is formed inside the casing 11 outside the differential case 13.

The hydraulic circuit described above will now be described. This hydraulic circuit includes an electric pump 70, which is a hydraulic source.
A relief valve 79 for limiting the hydraulic oil pressurized by the electric pump 70 and delivered through the check valve 71 to a certain limit pressure or less, an accumulator 73 for storing the pressurized hydraulic oil, and an accumulator 73 A proportional solenoid (proportional valve) 74 as a hydraulic pressure adjusting unit that regulates and outputs the hydraulic oil, and the hydraulic oil regulated by the proportional solenoid 74 to only one of the left and right pressurizing working chambers 20D, 20D. An on / off solenoid 76 as a switching valve for supplying the oil and an oil reservoir tank 77 for temporarily storing the oil discharged from each part are provided.

A pressure switch 72 as a hydraulic pressure detecting means is installed on the hydraulic path between the installation portion of the relief valve 79 and the installation portion of the accumulator 73, and the hydraulic pressure between the proportional valve 74 and the switching valve 76 is installed. An oil pressure sensor 75 as an oil pressure detecting means is installed on the path, and the switching valve 76 described above is used.
A pressure switch 78R as a hydraulic pressure detecting means is arranged on the hydraulic path between the right wheel pressurizing working chamber 20D and the hydraulic path between the switching valve 76 and the left wheel pressurizing operating chamber 20D. A pressure switch 78L as a hydraulic pressure detecting means is arranged in the. Further, a controller 81 for controlling these hydraulic units is provided.

Therefore, the hydraulic fluid pressurized by the electric pump 70 is guided to the proportional valve 74 via the check valve 71, the pressure switch 72 and the accumulator 73, and further passed through the switching valve 76 to the clutch piston of either the left or the right. It is adapted to be supplied to the pressure working chamber 20D.

By the way, the proportional valve 74 is a solenoid valve for adjusting the working oil pressure according to the supply current, and is controlled so that the controller 81 can output working oil of a desired oil pressure while feeding back it based on the detection signal of the oil pressure sensor 75. To be done. For example, if the supply current is 0, the output oil pressure is also 0, and the pressure is adjusted in proportion to the current so that the output oil pressure is maximized when the supply current is maximum.

Further, the hydraulic pressure sensor 75 allows the proportional valve 74
Can also be determined, and when the proportional valve 74 fails,
This can be dealt with by controlling the output of the electric pump 70. That is, the controller 81 is provided with a failure determination unit (not shown) that determines the failure of the proportional valve 74 while comparing the detection signal from the hydraulic pressure sensor 75 and the control signal to the proportional valve 74. When it is determined that the proportional valve 74 has failed, the control to some extent can be performed by adjusting the hydraulic pressure by controlling the output of the electric pump 70.

Depending on the position of the spool 76A, the switching valve 76 is either the oil chamber (pressurizing chamber) 20D of the left clutch or the oil chamber (pressurizing chamber) 20D of the right clutch, and the proportional valve 74. The spool valve is adapted to communicate with the output side and is driven by the solenoid 76B.

That is, two valve body portions 76a and 76b are formed on the spool 76A.
The space 76c between 6b is always in communication with the output side of the proportional valve 74, and the left and right oil chambers 20D, 20D are provided in this space 76c.
Either one of the oil passages leading to is connected.

When the solenoid 76B does not operate, the spool 76A is retracted by the urging force of the return spring 76C (in the drawing, the right side is the rear side) to reach the right oil chamber 20D, and the solenoid 76B is operated. Then, the spool 76 is resisted against the return spring 76C.
A is in a position to move forward and communicate with the left oil chamber 20D.

Such a switching valve 76 has a controller 81.
The mechanism is such that the hydraulic path is always opened to only one of the left and right pressurizing working chambers 20D.

Further, the pressure switch 72 is turned on when a signal flows to the controller 81 when an oil pressure above a certain level is applied.
It is a -OFF switch, and the output state of the electric pump 70 can be checked. That is, the controller 81 is provided with a failure determination unit (not shown) that determines whether the electric pump 70 is operating properly or has a failure based on the detection signal from the pressure switch 72. When it is determined that the pump 70 is out of order (insufficient output), it is possible to avoid an undesired torque distribution state by taking measures such as controlling the proportional valve 74 accordingly or stopping the electric pump 70. There is. Further, even when the electric pump 70 operates excessively, this can be detected through the pressure switch 72, and the controller 81
By controlling the proportional valve 74 and returning the excess hydraulic oil to the oil reservoir tank 77, unnecessary locking of the multi-plate clutch mechanism B and failure of the switching valve 76 can be prevented.

Similarly, with respect to the pressure switches 78R and 78L, if a hydraulic pressure above a certain level is applied, the controller 81
Since the signal is sent to the switch valve 76, the failure of the switch valve 76 or the like can be detected depending on whether or not the hydraulic pressure is applied to the hydraulic path controlled by the switch valve 76. That is, the controller 81 has a failure determination unit (illustrated in the drawing) that determines whether the switching valve 76 or the like is properly operating or has a failure (for example, the hydraulic path cannot be switched) based on detection signals from the pressure switches 78R and 78L. (Omission) is provided, and when the failure determination unit determines a failure (or abnormality) of the switching valve 76 or the like, undesired torque distribution is taken by measures such as squeezing the proportional valve 74 or stopping the electric pump 70. The situation can be avoided.

The above hydraulic path is completely sealed so as to prevent oil leakage and air mixing, and the switching valve 76 has a spool 76A and a solenoid 76B integrated to avoid oil leakage.

By the way, in order to make the entire hydraulic passage free from oil leakage, the hydraulic passage must be machined by drilling from a block-shaped one, and further, all the connecting portions must have a structure with a seal, which is costly. High and heavy weight may be caused.

Therefore, the configuration shown in FIG. 12 in which a part of the hydraulic circuit of FIG. 1 described above is modified is also conceivable.

In the hydraulic circuit of FIG. 12, a part of the hydraulic circuit is soaked in the oil tank 82 so that air is prevented from being mixed from the middle of the hydraulic circuit.

In this example, the spool 76A of the switching valve 76
By separating the solenoid 76B and the solenoid 76B from each other, the solenoid 76B and the hydraulic circuit can be downsized, and the spool 76A is driven by the hydraulic oil supplied by the solenoid 76B.

That is, the oil chamber 7 is provided on the shaft end side of the spool 76A.
6D is formed, and a part of the hydraulic oil is introduced into the oil chamber 76D. A valve 76F driven by a solenoid 76B is connected to an oil passage 76E leading to the oil chamber 76D.
Is provided, and by opening this valve 76F, the oil chamber 76D
Is supplied with hydraulic oil, and the spool 76A is driven to the right in the figure.

If hydraulic oil is not supplied to the oil chamber 76D, the return spring 76C causes the spool 76 to move.
A is located on the left side in the figure.

The hydraulic path inside the oil tank 82 is an A / T type valve body (type of control hydraulic system for automatic transmission) with a small amount of oil leakage, so that the size and weight can be reduced.

Further, as shown in FIG. 13, when no driving force is applied to the switching valve, either the left or right pressurizing chamber 2
It is also conceivable to use a three-mode switching valve having a neutral mode in which hydraulic oil is not supplied to 0D.

The three-mode switching valve 110 allows the hydraulic oil whose pressure is adjusted by the proportional solenoid 74 to be supplied to the left and right pressurizing operation chambers 20.
The three-mode switching valve 110 can take three modes: an opening mode for supplying one of D and 20D, an opening mode for supplying the other, and a closing mode for supplying no hydraulic pressure to any of the hydraulic pressure input portions.

Also in this case, the pressure switch 72 is installed on the hydraulic path between the installation portion of the relief valve 79 and the installation portion of the accumulator 73, and the hydraulic path between the proportional valve 74 and the three-mode switching valve 110 is provided. The oil pressure sensor 75 is installed on the upper side, and the pressure switch 78R is provided on the oil pressure path between the above-mentioned three-mode switching valve 110 and the right wheel pressurizing working chamber 20D.
Is arranged, and the pressure switch 78 is provided on the hydraulic path between the above-mentioned three-mode switching valve 110 and the left wheel pressurizing working chamber 20D.
L is arranged. Further, a controller 81 for controlling these hydraulic units is provided.

Therefore, the hydraulic oil pressurized by the electric pump 70 is guided to the proportional valve 74 via the check valve 71, the pressure switch 72 and the accumulator 73, and further to 3
It is supplied to the pressure working chamber 20D of either the left or right clutch piston through the mode switching valve 110, or
The three-mode switching valve 110 is cut off so that it is not supplied to the left and right pressurizing working chambers 20D.

The three-mode switching valve 110 includes the spool 110.
Depending on the position of A, the left clutch oil chamber (pressurizing working chamber) 2
Both the mode in which the output side of the proportional valve 74 communicates with 0D, the mode in which the output side of the proportional valve 74 communicates with the oil chamber (pressurizing working chamber) 20D of the right clutch, and the left and right pressurizing working chambers 20D It is a spool valve capable of taking three modes, that is, a mode in which the output side of the proportional valve 74 is not communicated, and is driven by solenoids 110B and 110C.

That is, the spool 110A is formed with two valve body portions 110a and 110b.
The space 110c between 10a and 110b always has the proportional valve 74.
Of the oil passages 20D, 20D, or either of the oil passages communicating with the left and right oil chambers 20D, or neither of the oil passages.

If the solenoids 110B and 110C do not operate, the return springs 110D and 110D
The biasing force of 110E balances, the spool 110A moves to the center, and the spool 110A is in a state of not communicating with either of the oil passages of the left and right oil chambers 20D, 20D. Also, the solenoid 110B,
When one of 110C operates, the return spring 11
The spool 110A moves against the urging force of either one of 0D and 110E, and is in a position to communicate with one of the oil passages of the left and right oil chambers 20D and 20D. For example, when the solenoid 110B is operated, the spool 110A is driven leftward in the figure through the shaft 110F, and the left oil chamber 2
When the solenoid 110C is connected to the oil passage of 0D and the solenoid 110C is operated, the spool 110A is driven to the right in the drawing through the shaft 110G and communicates with the oil passage of the right oil chamber 20D.

Although the solenoids 110B and 110C operate under the control of the controller 81, the controller 81 controls either one of the solenoids 110B and 110C to operate, or neither of them.
As a result, the three-mode switching valve 110 opens the hydraulic path to only one of the left and right pressurizing working chambers 20D, or does not communicate with the hydraulic path of the left and right pressurizing operating chambers 20D. It is a mechanism.

Further, the oil pressure sensor 54 and the pressure switch 7
2, 78R, 78L, the failure determination unit of the controller 81, etc. are provided in the same manner as in the embodiment (the example of FIG. 1), and the failure of the proportional valve 74 and the failure of the three-mode switching valve 110, etc. can be detected. It is like this. Thus, for example, when the proportional valve 74 fails, output control of the electric pump 70 or the like can be dealt with. For example, when the hydraulic path to the left and right pressurizing working chambers 20D cannot be switched due to a failure of the three-mode switching valve 110, etc. In addition, the output of the proportional valve 74 can be controlled by the controller 81 to avoid an undesired torque distribution state.

The above hydraulic path is completely sealed so as to prevent oil leakage and air mixing, and the three-mode switching valve 110 prevents the oil leakage from the spool 110.
A and the solenoids 110B and 110C are integrated.

By the way, in order to make all the hydraulic paths have a structure without oil leakage, the hydraulic paths must be machined by drilling from a block-shaped one, and further, all the connecting parts must have a structure with a seal, which is costly. High and heavy weight may be caused.

Therefore, the configuration shown in FIG. 14 in which a part of the hydraulic circuit of FIG. 13 described above is modified is also conceivable.

The hydraulic circuit shown in FIG. 14 corresponds to the hydraulic circuit shown in FIG. 12, and has a structure in which a part of the hydraulic circuit is immersed in the oil tank 82 to prevent air from entering in the middle of the hydraulic circuit. ..

In this example, the spool 110 of the switching valve 76
By making A and the solenoids 110B and 110C separate, the solenoids 110B and 110C and the hydraulic circuit can be downsized, and the spool 110A
Is driven by hydraulic oil supplied by solenoids 110B and 110C.

That is, oil chambers 110H and 110I are formed on both shaft end sides of the spool 110A.
A part of the hydraulic oil is introduced to H and 110I. The solenoids 110B and 110 are connected to the oil passages 110J and 110K leading to the oil chambers 110H and 110I.
Valves 110L and 110M driven by C are provided. By opening these valves 110L and 110M, the oil chamber 110H,
Hydraulic oil is supplied to 110I, and the spool 110A is driven in the left-right direction in the drawing from the neutral state.

If hydraulic oil is not supplied to the oil chambers 110H and 110I, the return return spring 110
The spool 110A is held in a neutral state by D and 110E.

In this case as well, the hydraulic path inside the oil tank 82 is made an A / T type valve body (type of control hydraulic system for automatic transmission) with some oil leakage, so that the size and weight can be reduced. ..

By the way, the bearing 21 is fitted in the inner circumference of the large-diameter sliding portion 20B in the piston portion B2, and the sheath shaft 7 is fitted in the inner circumference of the bearing 21. 7 is fixed to the inner ring of the bearing 21.

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

The sheath shaft 7 is connected to the clutch plate 8A of the multi-plate clutch mechanism B. When the sheath shaft 7 is driven as described above, the clutch plate 8A is displaced and the multi-plate clutch mechanism B is operated. From the disengaged state in which the clutch plates 8A and 8B are separated from each other, to the semi-engaged state in which the clutch plates 8A and 8B are properly engaged with each other while slipping, and further, in the fully engaged state in which the clutch plates 8A and 8B are completely engaged. It can be controlled appropriately.

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

This is to keep the seal mechanism 22 provided between the piston 20 and the inner wall of the casing 11 in a good condition, and it is desirable that the piston 20 does not rotate at all. However, since only the bearing 21 causes the piston 20 to rotate along with the friction, a restriction mechanism C that restricts relative rotation between the piston 20 and the casing 11 as the piston retainer is provided in the piston portion B2.

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

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

That is, the lubricating working chamber (working chamber) 24 containing the lubricating oil (second liquid) is formed by being surrounded by the differential carrier 12 and the casing 11, and the inside of the lubricating working chamber 24 on the casing 11 side is formed. The piston 20 has the sliding part 2
It is provided with 0A and 20B. In particular, the sliding portion 20A is located inside the base end small diameter portion 11A of the casing 11, and the sliding portion 20B is located inside the large diameter portion 11B of the casing 11. The stepped portion of the outer wall surface of the piston 20 between the sliding portion 20A and the sliding portion 20B and the step portion of the inner wall surface 11C of the casing 11 between the base end small diameter portion 11A and the large diameter portion 11B. In the meantime, a pressurizing chamber 20D which is partitioned from the lubrication operating chamber 24 and supplied with the pressurizing hydraulic oil is formed.

Since the lubricating oil contained in the lubrication working chamber 24 and the hydraulic oil contained in the pressurizing chamber 20D have different oil properties, the lubricating oil is mixed into the hydraulic oil in the pressurizing chamber 20D and the lubricating oil is lubricated. It is necessary to prevent the working oil from mixing with the lubricating oil in the working chamber 24. Therefore, the lubrication working chamber 24 and the pressurizing chamber 2
In order to ensure liquid tightness with 0D, the inner wall of the working chamber 24 (that is, the casing 11) and the sliding portion 20 of the piston
A seal mechanism 22 is interposed between each of A and 20B.

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

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

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

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

This is the seal 22A, 22B, 22
The oil scraped by C and 22D is retained in the groove 25,
In addition to preventing oil interference between the lubrication working chamber 24 and the pressurizing chamber 20D, when either seal is damaged, the groove 25
The oil leaked through the outside air communication passage 26 is discharged to the outside so that the breakage of the seal can be detected, and the mixed oil is mixed with the lubricating working chamber 24 and the pressurizing chamber 2.
It is equipped with the expectation that it will not backflow to the 0D side.

By the way, the clutch portion B1 of the multi-plate clutch mechanism B is provided in the differential case 13, but the left and right end portions 13A and 13B of the differential case 13 are configured as support members for pressurizing the clutch portion B1. Has been done.

That is, in the clutch hub 8C of the multi-disc clutch mechanism B connected to the sheath shaft 7, since the clutch portion B1 is provided in the differential case 13, the clutch hub 8C is disposed closer to the center than the clutch portion B1 and is the clutch hub. 8C and differential case 1
The clutch portion B1 is sandwiched between the three end portions 13A and 13B.

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

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

As described above, the multi-plate clutch mechanism B is engaged by the pulling operation of the sheath shaft 7, but the sheath shaft 7 is outside the differential case 13 due to the assembly demand, and the piston side member 7A is provided. And the clutch portion side member 7B. The piston portion side member 7A and the clutch portion side member 7B are connected by the connecting mechanism D at the time of assembly.

The coupling mechanism D is constructed as shown in FIGS. 1 and 5 to 10, and is formed at the end of the clutch side member 7B to be coupled so as to extend in the axial direction and at the tip. A key-like protrusion 27 having an enlarged portion 27A in the circumferential direction is provided.

On the other hand, the end portion of the clutch portion side member 7B to be connected is formed so as to extend in the axial direction so as to allow the key-like protrusion 27 of the clutch portion side member 7B to enter in the axial direction. The entry groove 28 is provided.

A fitting portion 28A is formed at the tip of the entrance groove 28, and the fitting portion 28A is fitted by the rotation of the enlarged portion 27A of the key-like protrusion 27 in the circumferential direction.

Further, a ring 29 having an inner diameter substantially equal to the outer diameter of the piston portion side member 7A is provided, and a stopper 29A of a required size is provided on the inner circumference of the ring 29 so as to project inward. The stopper 29A is embedded in the play between the entry groove 28 and the key-like projection 27 that occurs when the enlarged portion 27A of the key-like projection 27 and the fitting portion 28A of the entry groove 28 are fitted together. It is configured as a holding member that holds the fitted state of the enlarged portion 27A of the protrusion 27 and the fitting portion 28A of the entry groove 28.

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

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

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

With such a structure, the piston portion side member 7A and the clutch portion side member 7B of the sheath shaft 7 are connected as follows.

First, as shown in FIG. 7, the ring 29 is mounted on the piston side member 7A, and the stopper 29A is inserted into the retract groove 27B to be completely retracted. As a result, the tip of the stopper 29A comes to coincide with the tip edge of the connecting end of the piston side member 7A.

Then, as shown in FIG. 8, the key-like projection 27 of the piston portion side member 7A is inserted into the entry groove 28 of the clutch portion side member 7B, and when the key projection 27 is completely entered, the piston portion side member 7A and the clutch As shown in FIG. 9, the enlarged portion 2 of the key-like projection 27 is rotated by rotating the member 7B relatively.
7A is fitted into the fitting portion 28A of the entry groove 28.

As a result, a play is generated between the enlarged portion 27A and the entrance groove 28 on the back side. In order to allow the stopper 29A to enter this play, as shown in FIG. 10, the ring 29 is moved to the clutch unit side member 7B side, and the stopper 2
9A is buried in the play.

Further, the snap ring 30 is fitted into the snap ring mounting groove 27C. At this time, since the rear end of the stopper 29A is immediately before the snap ring mounting groove 27C, the fitting work of the snap ring 30 can be easily performed. Be done.

Since the stopper 29A is locked by the snap ring 30 from retracting to the piston portion side member 7A side, the stopper 29A serves as the enlarged portion 2 of the key-like protrusion 27.
7A and the fitting portion 28A of the entrance groove 28 serve as a holding member that holds the fitting state.

That is, the entry groove 28 is filled with the key-like protrusion 27 and the stopper 29A, and this state is held by the snap ring 30, so that the piston portion side member 7A and the clutch portion side member 7B are separated from each other. The rotational force is transmitted by the key-shaped projection 27 and the stopper 29A between the piston-side member 7A and the clutch-side member 7B, and the driving force is transmitted in the axial direction between the piston-side member 7A and the clutch-side member 7B. And the fitting portion 28A of the entry groove 28 are engaged with each other.

As described above, the connecting mechanism D is capable of transmitting both the rotational force and the axial force.

The key-like protrusion 27, the enlarged portion 27A, the entry groove 28, and the fitting portion 28A are formed from a set of flat surfaces as shown in FIGS. 6 to 10, and also have a smooth curved shape as shown in FIG. In this case, the enlarged portion 27A and the fitting portion 28A can be fitted smoothly by being guided in a curved shape.

The connecting mechanism D assembled in this way is internally provided in the bearing portion of the differential case 13. Here, as shown in FIG. 1, the driving force transmission assist member and the piston driving force transmission member are provided. The portion of the coupling mechanism D of the sheath shaft 7 is in sliding contact with the bearing portion of the differential case 13 via the bush 35 so that the outer peripheral surface of the coupling mechanism D does not directly slide in contact with the bearing portion. ..

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

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

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

The two-division type planetary carrier 6 (61,
62) are fixed to each other by bolts 31. In addition, the planetary carrier 6 (61, 62) is provided with pinion shaft mounting holes 61A, 62A for fitting both ends of the pinion shaft 6A.

Furthermore, in order to fix the pinion shaft 6A and the planetary carrier 6 (61, 62), a stopper ring 32 of a required thickness is provided which contacts the outer surface of the planetary carrier 62. This stopper ring 32
Has a planar shape as shown in FIG.

A fitting groove 33 is provided at a required position in the tip portion of the pinion shaft 6A, and the tip portion of the pinion shaft 6A projects outward from the planetary carrier 61 through the pinion shaft mounting holes 61A and 62A. In this state, a required portion of the stopper ring 32 can be fitted and inserted.

The stopper ring 32 has a pinion shaft engaging portion 32A which allows axial movement of the pinion shaft 6A and a pinion shaft engaging portion which locks the axial movement of the pinion shaft 32 with the fitting groove 33. A stop 32B is provided. That is, the pinion shaft enterable portion 32A of the stopper ring 32 is
The stopper ring 32 is formed by a notch formed in the inner periphery of the stopper ring 32, and the portion other than the pinion shaft enterable portion 32A is
The pinion shaft 6A is not allowed to be inserted.

On the other hand, the fitting groove 33 in the pinion shaft 6A is opened to the outside in the radial direction of the tip end portion of the pinion shaft 6A, and is 1/1 of the diameter in the pinion shaft 6A.
It is formed with a depth of about 3.

The pinion shaft engaging portion 32B of the stopper ring 32 has a diameter of the inner circumference of the stopper ring 32 slightly larger than the bottom of the fitting groove 33 of the pinion shaft 6A. The peripheral portion is fitted in the fitting groove 33 to lock the pinion shaft 6A in the axial direction.

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

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

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

First, the pinion shaft mounting hole 61
A, 62A through the pinion shaft 6A output shaft 2,
3 is inserted from the shaft end side. At this time, the stopper ring 32 is brought into contact with the outer surface of the planetary carrier 62 to align the pinion shaft advancing portion 32A with the pinion shaft mounting holes 61A and 62A.

The pinion shaft 6A is inserted through the pinion shaft mounting holes 61A, 62A and the pinion shaft advancing part 32A, and its tip projects from the outer surface of the planetary carrier 62. In this state, the pinion shaft 6A is fitted. The pinion shaft 6A is rotationally adjusted so that the groove 33 is directed outward in the radial direction.

Thereafter, the stopper ring 32 is rotated,
Adjust so that the bolt mounting hole 62B of the planetary carrier 62 can be seen through the bolt mounting hole 32C.

As a result, the pinion shaft engaging portion 32B formed by the inner peripheral portion of the stopper ring 32 is automatically fitted into the fitting groove 33 of the pinion shaft 6A, and the pinion shaft 6A is engaged in its axial movement. It will be stopped.

Then, by tightening the bolt 31 through the bolt mounting hole 62B, the planetary carrier 6 (61, 62) is tightened and fixed, and the fixing of the pinion shaft 6A is completed.

The bolt 31 is formed so that the upper end of the head protrudes from the outer surface of the stopper ring 32 when the bolt 31 is attached. 32
By locking the periphery of the bolt mounting hole 32C of
The rotation is prohibited.

In this way, the alignment at the time of coupling the two-part planetary carrier 6 (61, 62) and the alignment for mounting the pinion shaft 6A can be easily performed at the same time, and the fixing work for each pinion shaft 6A can be performed. Without performing, the work is completed with a small number of steps only for attaching the stopper ring 32.

By the way, the lubrication mechanism for the pinion shaft 6A and the first planetary gear 5A and the second planetary gear 5B is constructed as follows.

That is, as shown in FIG. 3, in the planetary carrier 62, an oil sump 41 is provided at a portion corresponding to an upper end portion when mounted on a vehicle, and the pinion shaft mounting holes 6 are formed from the oil sump 41.
An oil supply hole 42 communicating with 2A is provided.

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

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

With this structure, when the apparatus is operated, the first planetary gear 5A and the second planetary gear 5B rotate about the output shafts 2 and 3, and the lubricating oil in the casing 11 is scratched. Can be raised.

As a result, the scraped-up lubricating oil drips and stays in the oil sump 41 at the upper end of the planetary carrier 62. Thus, the lubricating oil staying in the oil sump 41 is supplied to the mounting hole 62A of each pinion shaft 6A through the oil supply hole 42 by the action of gravity.

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

As a result, efficient lubrication is performed without equipping a new pressurizing mechanism, and the lubricating oil is supplied by gravity utilizing the feature that the planetary carrier 6 (61, 62) is fixedly mounted. Will be realized.

By the way, the first planetary gear 5A and the second planetary gear 5B in the speed change mechanism A are formed as an integral pinion 5 with the same number of teeth as described above. However, these first and second planetary gears 5A and 5B are formed. 5A,
5B is generally formed with a different number of teeth, as previously described with reference to FIG.

However, in the case of forming with different numbers of teeth in this way, a manufacturing play for gear cutting is required between the first planetary gear 5A and the second planetary gear 5B.

Therefore, the speed change mechanism A becomes large in the width direction, and it becomes impossible to satisfy the conditions for this device to be installed in a limited small space, so that this device cannot be installed in an actual vehicle.

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

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

2 and 4, reference numeral 11a is a level plug, 11b is a magnet plug, 11c is an air bleeder, and 11d is a hydraulic pressure supply port.

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

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

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

Therefore, the drive torque transmitted to the first output shaft 2 becomes larger than the drive torque transmitted to the second output shaft 3 by a required amount, and the target torque distribution is realized.

On the other hand, when the torque distribution to the second output shaft 3 is made larger than the drive torque transmitted to the first output shaft 2, contrary to the above, the multiple plates on the first output shaft 2 side are opposite. The required fluid pressure is supplied to the clutch mechanism B.

As a result, in the same manner as described above, torque distribution in the state where the distribution ratio to the second output shaft 3 is large is realized.

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

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

Further, when the piston 20 is driven, the switching valve 76 (or 110) supplies the working oil to only one of the two hydraulic paths connected to the left and right pressurizing working chambers 20D, 20D. Therefore, the possibility that the fluid pressure is simultaneously supplied to the left and right multi-plate clutch mechanisms B is eliminated.

That is, the hydraulic oil pressurized by the electric pump 70 is guided to the proportional valve 74 via the check valve 71, the pressure switch 72 and the accumulator 73, and the proportional valve 7
In 4, the hydraulic oil is adjusted to the required hydraulic pressure through the controller 81 and sent to the switching valve 76 (110). Then, the hydraulic fluid displaces the piston 20 through either one of the two hydraulic paths connected from the switching valve 76 (110) to the left and right pressurizing working chambers 20D, 20D.

When the proportional valve 74 fails,
This can be detected by the hydraulic pressure sensor 75, and the output of the electric pump 70 is regulated by the hydraulic pressure sensor 75 to stop the supply of hydraulic oil to the hydraulic circuit.
You can prevent unnecessary locks.

Similarly, when the switching valve 76 (110) fails, the pressure switch 78R or the pressure switch 7
This can be detected by the 8L, and the controller 81 regulates the output of the proportional valve 74.
The supply of hydraulic oil to the oil passage from (110) to the multi-plate clutch mechanism B is stopped, and the failure of the switching valve 76 (110) causes an undesired one of the left and right multi-plate clutch mechanism B. The problem that only one of them locks will not occur.

In particular, when the switching valve 110 in the three modes fails, the switching valve 110 cuts off the supply of drive power to supply the hydraulic pressure to the left or right multi-disc clutch mechanism B. In this case, the hydraulic pressure cutoff mode is set, and the trouble that the left or right multi-plate clutch mechanism B is locked does not occur.

When the electric pump 70 fails (insufficient output), an undesired torque distribution state can be avoided by controlling the proportional valve 74 accordingly or stopping the electric pump 70. .. Further, when the electric pump 70 fails (excessively operates), this can be detected through the pressure switch 72, and the controller 8
The proportional valve 74 is controlled by 1 to return excess hydraulic oil to the oil reservoir tank 77. Therefore, the electric pump 70
Since the hydraulic oil supplied by is not supplied to the switching valve 76, it is possible to prevent unnecessary locking of the multi-plate clutch mechanism B and failure of the switching valve 76.

A part of the hydraulic circuit is replaced by the oil tank 82.
By immersing the structure in an oil tank, an A / T type valve body with some oil leakage can be applied to this hydraulic circuit, and it is possible to reduce the size and weight of the hydraulic system while ensuring the accuracy of hydraulic adjustment. ..

The operation of the clutch portion B1 in the multi-disc clutch mechanism B is performed by driving the piston portion B2 arranged outside the differential case 13, so that the differential case 13 is driven.
This is done by pressurizing the clutch portion B1 disposed inside the clutch portion B1.
By being provided inside, the vehicle left-right driving force distribution device is downsized in the width direction.

Further, by providing the piston portion B2 outside the differential case 13, the outer diameter of the piston 20 can be set without being restricted by the outer diameter of the differential case 13, and a large effective pressurizing area of the piston 20 can be secured. become able to.

As a result, the required coupling force in the clutch portion B1 can be obtained by the small stroke of the piston 20, so that the lateral driving force distribution device for a vehicle can be made smaller in the width direction.

When the clutch portion B1 is pressurized,
The clutch hub 8C is pulled by the piston 20 via the sheath shaft 7, and the clutch plates 8A and 8B are pressed against each other. At this time, the pressing is performed by supporting the clutch plate 8B by the end portions 13A and 13B of the differential case 13, and the differential case 13 serves as a supporting member to couple the multi-plate clutch mechanism B.

That is, in the normal multi-disc clutch mechanism B,
Although a reaction force member (support member) that supports the pressing force is required, since the sheath shaft 7 is configured as a tension member when the multi-plate clutch mechanism B is coupled, the differential case 13 can be used as a support member. Like

Therefore, since the differential case 13 can be used as a supporting member, it is not necessary to additionally provide the supporting member, and the lateral driving force distribution device for a vehicle can be downsized in the width direction.

By the way, the piston 20 is driven in order to perform the above-described multi-disc clutch mechanism B coupling, but the piston 20 is provided with the regulating mechanism C, and the pin 23 is guided by the guide hole 20E during the stroke. At the same time, the rotation of the piston 20 is restricted.

That is, since the piston 20 is mounted on the sheath shaft 7 via the bearing 21, when the sheath shaft 7 is rotationally driven, the piston 20 receives the rotational force due to the friction in the bearing 21, and the pin 23 and the guide hole. If the rotation is not regulated by 20E, the piston 20 rotates and the seal mechanism 22 and the like of the piston 20 are easily worn in a short period of time, and it is difficult to realize the mechanism of this embodiment. However, since the rotation of the piston 20 is regulated by the regulation mechanism C, the performance of the seal mechanism 22 is stably ensured for a long period of time.

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

The clutch part B1 is installed in the differential case 13 in advance and mounted on the differential carrier 12, and the piston part B2 is also installed in the casing 11 of the speed change mechanism A in advance. Done in.

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

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

The coupling of the piston portion side member 7A of the sheath shaft 7 and the clutch portion side member 7B by the coupling mechanism D is easily performed as described above with the description of the configuration of the coupling mechanism D. The transmission of the rotational force and the transmission of the driving force in the axial direction of the piston portion B2 in the multi-plate clutch mechanism B are reliably performed by the characteristics of the coupling mechanism D.

Further, the planetary carrier 6 (61, 62) in the speed change mechanism A needs to be constructed in a two-division type because the driving force in the axial direction acts on the second sun gear 4B. In this embodiment, The planetary carrier 61 and the planetary carrier 62 are easily assembled using the stopper ring 32 by the procedure described above, and the transmission mechanism A is assembled with good workability.

Further, as described above, the lubrication between the first planetary gear 5A and the second planetary gear 5B and the pinion shaft 6A in the speed change mechanism A is performed by the oil sump 41, the oil supply hole 42, the pinion shaft side oil supply hole 6B and the pinion shaft side oil supply hole 6B. It is carried out without trouble through the oil discharge path 6C.

Further, these lubrication mechanisms eliminate the need to equip a new pressurizing mechanism, and the mechanism of this embodiment can be made compact.

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

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

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

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

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

When the seal mechanism 22 is damaged, the oil on the damaged side leaks out through the outside air communication passage 26, and the situation is immediately discovered.

This hydraulic circuit structure is similar to that shown in FIG.
The present invention is not limited to the vehicle left / right driving force distribution device having the configuration shown in FIGS. 1 and 15, but can be applied to various vehicle left / right driving force distribution devices as shown in FIGS. Here, these various left and right driving force distribution devices for vehicles will be described.
For example, in the vehicle left-right driving force distribution device shown in FIG. 16, the speed change mechanism 120 of the driving force transmission control mechanism 109A is different from that of the embodiment, and the first sun gear 120A has a smaller diameter than the second sun gear 120E. Has been formed,
The rotation speed of the second sun gear 120E is the same as that of the first sun gear 1
It is smaller than 20 A, and the speed change mechanism 120 works as a speed reduction mechanism.

Therefore, when the vehicle travels normally, the rotational speed of the clutch plate 112A becomes smaller than that of the clutch plate 112B, and when the multiple disc clutch mechanism 112 on the right wheel side is engaged, the engagement state is met. A certain amount of torque is sent from the input shaft 1 side to the right wheel rotary shaft 3 side. On the other hand, the speed change mechanism 120 provided on the left wheel rotation shaft 2
The multi-disc clutch mechanism 112 as the variable transmission capacity control type torque transmission mechanism is also configured in the same manner.
When it is desired to distribute more drive torque from the left wheel rotating shaft 2 to the left wheel rotating shaft 2, the multi-disc clutch mechanism 112 on the left wheel rotating shaft 1 side is appropriately engaged according to the degree of distribution (distribution ratio),
When it is desired to distribute more to the right wheel rotary shaft 3, the multiple disc clutch mechanism 112 on the right wheel rotary shaft 3 side is appropriately engaged according to the distribution ratio.

At this time, as in the apparatus of the embodiment shown in FIG. 15, since the multi-disc clutch mechanism 112 is hydraulically driven, the multi-disc clutch mechanism 1 can be adjusted by adjusting the magnitude of hydraulic pressure.
12 engagement state can be controlled, and the input shaft 1 to the left wheel rotation shaft 2
Alternatively, the feed amount of the driving force to the right wheel rotary shaft 3 (that is, the left / right distribution ratio of the driving force) can be adjusted with appropriate accuracy.

Further, similarly to the apparatus of the embodiment, the left and right multi-plate clutch mechanisms 112 are set so as not to be completely engaged, and one of the left and right multi-plate clutch mechanisms 112 is completely engaged. Then, the other multi-plate clutch mechanism 112
Is slippery. The hydraulic circuit structure (see FIGS. 1, 12, 13, and 14) described above is provided to drive the multi-plate clutch mechanism 112.

The reference numeral 111 corresponds to the reference numeral 7 in the embodiment and indicates a hollow shaft (sheath shaft). Further, in the vehicle left-right driving force distribution device shown in FIG. 17, the speed change mechanism 131 and the multi-plate clutch mechanism 142 of the driving force transmission control mechanism 109C are included.
Is different from the above. Here again, the device on the right side will be described. Reference numeral 108 is a differential mechanism (rear differential).

The speed change mechanism 131 is provided on each of the left and right side portions of the differential case 108A on the input shaft 1 side, and is composed of two sets of planetary gear mechanisms in series. The first sun gear 131A, the second sun gear 131E, and the first sun gear 131E. Planetary gear 131B
And the second planetary gear 131D and the pinion shaft 1
31C and planetary carrier 131F, the first
The plate portion of the sun gear 131 </ b> A serves as a driving force transmission assisting member 141.

A multiple disc clutch mechanism 142 as a variable transmission capacity controllable torque transmission mechanism is provided between the driving force transmission auxiliary member 141 and the right wheel rotary shaft 3. The multi-plate clutch mechanism 142 includes a clutch plate 142B on the rotating shaft 3 side and a clutch plate 1 on the driving force transmission assisting member 141 side.
42B alternate with each other, and the engagement state thereof is adjusted according to the hydraulic pressure supplied from a hydraulic system (not shown).

Therefore, when the multi-plate clutch mechanism 142 is engaged, the multi-plate clutch mechanism 142, the first sun gear 131A, and the first planetary gear 131 from the rotating shaft 3 side.
B, second planetary gear 131D, second sun gear 1
A drive force transmission path is formed from 31E to the differential case 108A on the input shaft 1 side. Here, since the first sun gear 131A is formed to have a diameter larger than that of the second sun gear 131E, the rotation speed of the second sun gear 131E becomes higher than that of the first sun gear 131A, and the speed change mechanism 131 has a driving force. The transmission assisting member 141 serves as a speed reducing mechanism that reduces the speed of the transmission assisting member 141 relative to the input shaft 1 side.

Therefore, when the rotation speed of the clutch plate 142A is higher than that of the clutch plate 142B and the multi-plate clutch mechanism 142 is engaged, a torque corresponding to this engagement state produces a torque corresponding to the right wheel rotating shaft 3a. Side is fed (returned) to the input shaft 1 side. On the other hand, the left wheel rotating shaft 2
Transmission mechanism 131 and multi-disc clutch mechanism 1
42 is also configured in the same manner, and when it is desired to distribute more of the drive torque from the input shaft 1 to the left wheel rotary shaft 2, the multiple plates on the right wheel rotary shaft 3 side are distributed according to the degree of distribution (distribution ratio). The clutch mechanism 142 is appropriately engaged, and the right wheel rotating shaft 3
If more distribution is desired, the multi-plate clutch mechanism 142 on the left wheel rotary shaft 2 side is appropriately engaged according to the distribution ratio.

At this time, since the multi-disc clutch mechanism 142 is hydraulically driven, the engagement state of the multi-disc clutch mechanism 142 can be controlled by adjusting the magnitude of hydraulic pressure, and the input shaft 1 to the left wheel rotary shaft 2 or The feed amount of the driving force to the right wheel rotation shaft 3 (that is, the left / right distribution ratio of the driving force) can be adjusted with appropriate accuracy. Further, the left and right multi-plate clutch mechanisms 142 are set so as not to be completely engaged with each other, and when one of the left and right multi-plate clutch mechanisms 142 is completely engaged, the other multi-plate clutch mechanism 142 slips. It is happening.

Then, in order to drive the multi-disc clutch mechanism 142, the above-mentioned hydraulic circuit structure (see FIGS. 1, 12, 13, 1).
4) is provided. Further, the vehicle left / right driving force distribution device shown in FIG. 18 is similar to the above-described device (see FIG. 17) in that the driving force transmission control mechanism 109D has a transmission mechanism 13D.
2 and the multi-plate clutch mechanism 142 are arranged, but here, the first sun gear 132A is the second sun gear 132.
The diameter is smaller than E. Therefore, the rotation speed of the second sun gear 132E is the same as that of the first sun gear 132A.
The speed change mechanism 132 functions as a speed increasing mechanism that speeds up the driving force transmission assisting member 141 more than the input shaft 1 side.

Therefore, when the rotational speed of the clutch plate 142A is lower than that of the clutch plate 142B and the multi-plate clutch mechanism 142 is engaged, a torque corresponding to the engaged state is applied from the input shaft 1 side. The right wheel rotating shaft 3 is fed. On the other hand, the speed change mechanism 132 and the multi-disc clutch mechanism 142 provided for the left wheel rotary shaft 2 are also configured in the same manner, and when the drive torque from the input shaft 1 is to be distributed more to the left wheel rotary shaft 2, the distribution is desired. When the multi-plate clutch mechanism 142 on the left wheel rotary shaft 2 side is appropriately engaged according to the degree (distribution ratio) and more distribution is desired for the right wheel rotary shaft 3, the right wheel rotary shaft 3 is distributed according to the distribution ratio.
The side multi-plate clutch mechanism 142 is appropriately engaged.

Since the multi-disc clutch mechanism 142 is hydraulically driven, the engagement state of the multi-disc clutch mechanism 142 can be controlled by adjusting the magnitude of hydraulic pressure, and the input shaft 1 to the left wheel rotary shaft 2 or the right shaft can be controlled. The feed amount of the driving force to the wheel rotating shaft 3 (that is, the left / right distribution ratio of the driving force) can be adjusted with appropriate accuracy. Further, the left and right multi-plate clutch mechanisms 142 are set so as not to be completely engaged with each other, and when one of the left and right multi-plate clutch mechanisms 142 is completely engaged, the other multi-plate clutch mechanism 142 slips. It is happening.

Then, in order to drive the multi-plate clutch mechanism 142, the above-mentioned hydraulic circuit structure (see FIGS. 112, 13, 14).
(See) is provided. Further, in the vehicle left-right driving force distribution device shown in FIG.
51 is provided, and the shaft 151 has a medium-diameter gear 152.
And a large diameter gear 153 and a small diameter gear 154 are provided, one rotation shaft 2 is provided with a medium diameter gear 159 that meshes with the medium diameter gear 152, and the other rotation shaft 3 is provided with
A small diameter gear 155 that meshes with the large diameter gear 153 and a large diameter gear 156 that meshes with the small diameter gear 154 are provided. A combination of these gears 159, 152, 153, 155 constitutes a speed increasing mechanism as a speed change mechanism, and a combination of the gears 159, 152, 154, 156 constitutes a speed reducing mechanism as a speed change mechanism.

Between the rotary shaft 3 and the small-diameter gear 155 and between the rotary shaft 3 and the large-diameter gear 156, a hydraulic multi-plate clutch as a variable transmission capacity control type torque transmission mechanism is provided. 157 and 158 are interposed. The multi-plate clutches 157 and 158 may be provided on the shaft 151. As a result, the shaft 151 rotates at the same speed as the rotary shaft 2, but the small-diameter gear 155 of the rotary shaft 3 does not rotate.
It rotates at a speed higher than that of the rotary shaft 51 and the rotary shaft 2, and at a speed higher than that of the rotary shaft 3 during normal running in which the left and right wheels do not generate much differential. Further, the large-diameter gear 156 of the rotary shaft 3 rotates at a lower speed than the shaft 151 and the rotary shaft 2, and rotates at a lower speed than the rotary shaft 3 during normal running in which the left and right wheels do not generate much differential.

Therefore, when the multi-plate clutch 157 is engaged, the torque is transmitted from the small-diameter gear 155 side having a speed higher than that of the rotating shaft 3 to the rotating shaft 3 side, and the torque to the rotating shaft 2 side is reduced accordingly. .. Further, when the multi-plate clutch 158 is engaged, torque is returned from the rotary shaft 3 side to the large-diameter gear 156 side that is slower than the rotary shaft 3, and the torque to the rotary shaft 2 side increases by this amount.

The multi-plate clutch mechanism 157, 158
Is a hydraulic drive type, the engagement state of the multi-plate clutch mechanisms 157 and 158 can be controlled by adjusting the magnitude of hydraulic pressure, and the driving force from the input shaft 1 to the left wheel rotary shaft 2 or the right wheel rotary shaft 3 can be controlled. The feeding amount (that is, the left-right distribution ratio of the driving force) can be adjusted with appropriate accuracy. Also,
The two multi-disc clutch mechanisms 157 and 158 are set so as not to be completely engaged with each other. When one of the two multi-disc clutch mechanisms 157 and 158 is completely engaged, the other is slipped. ing.

Then, the multi-plate clutch mechanism 157, 158
In order to drive the above-mentioned hydraulic circuit structure (Figs. 1, 12,
13 and 14) are provided. Further, in the example shown in FIG. 20, similarly to the device of the embodiment (see FIG. 15), the input shaft 1 to which the rotational driving force is input and the left wheel rotating shaft 2 that outputs the driving force input from the input shaft 1 are output. And a right wheel rotating shaft 3 are provided, and a vehicle left-right driving force distribution device is interposed between these rotating shafts 2 and 3 and the input shaft 1.

The driving force transmission control mechanism 109F of this vehicle left / right driving force distribution device has the following structure, while allowing the differential between the left wheel rotating shaft 2 and the right wheel rotating shaft 3 to rotate the left wheel. The driving force transmitted to the shaft 2 and the right wheel rotation shaft 3 can be distributed in a required ratio. That is, the transmission mechanism 160 and the multi-disc clutch mechanism 112 are interposed between the left wheel rotary shaft 2 and the input shaft 1 and between the right wheel rotary shaft 3 and the input shaft 1, respectively. Alternatively, the rotation speed of the right wheel rotary shaft 3 is reduced by the speed change mechanism 160 and output to the hollow shaft 111 as an output portion (driving force transmission auxiliary member) of the speed change mechanism.

The multi-disc clutch mechanism 112 includes the hollow shaft 1
11 and a differential case (hereinafter abbreviated as a differential case) 108A on the input shaft 1 side. The multi-disc clutch mechanism 112 is engaged to engage the differential case 108A on the high speed side with the hollow on the low speed side. Driving force is supplied to the shaft 111. This is because, as a general characteristic of the clutch plates arranged to face each other, torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multi-plate clutch mechanism 112 between the right wheel rotary shaft 3 and the input shaft 1 is engaged,
The driving force distributed to the right wheel rotating shaft 3 is increased by a direct route from the input shaft 1 side via the multi-plate clutch mechanism 112, and the driving force distributed to the left wheel rotating shaft 2 is increased by this amount. To do. The above-described speed change mechanism 160 is composed of one planetary gear mechanism. The speed change mechanism 160 provided on the right wheel rotary shaft 3 will be described below as an example.

That is, the sun gear 16 is attached to the right wheel rotating shaft 3.
The sun gear 160A has a planetary gear (planetary pinion) 1 on its outer periphery.
It meshes with 60B. The pinion shaft 160C pivotally supporting the planetary gear 160B is pivotally supported by the hollow shaft 111, and the hollow shaft 111 functions as a carrier of the planetary gear mechanism. Also, planetary gear 1
The gear 60B meshes with a ring gear 160D fixed to the case of the driving force transmission control mechanism 109F so as not to rotate.

In such a planetary gear mechanism, since the revolution speed of the planetary gear 160B is lower than the rotation speed of the sun gear 160A, the hollow shaft (that is, the output portion of the speed change mechanism 160) 111 is lower than the right wheel rotation shaft 3. To rotate. Therefore, the speed change mechanism 160 functions as a speed reduction mechanism. Therefore, when the rotational speed of the clutch plate 112A is lower than that of the clutch plate 112B and the multi-plate clutch mechanism 112 is engaged, a torque corresponding to the engaged state is applied to the right wheel from the input shaft 1 side. It is adapted to be fed to the rotary shaft 3 side.

On the other hand, the speed change mechanism 160 and the multi-disc clutch mechanism 112 provided for the left wheel rotary shaft 2 are also constructed in the same manner, and when it is desired to distribute the drive torque from the input shaft 1 to the left wheel rotary shaft 2 more, According to the degree of distribution (distribution ratio), the multiple disc clutch mechanism 11 on the left wheel rotary shaft 2 side
When 2 is properly engaged and more is to be distributed to the right wheel rotary shaft 3, the multiple disc clutch mechanism 112 on the right wheel rotary shaft 3 side is appropriately engaged according to the distribution ratio.

At this time, since the multi-plate clutch mechanism 112 is a hydraulic drive type, the engagement state of the multi-plate clutch mechanism 112 can be controlled by adjusting the magnitude of hydraulic pressure, and the input shaft 1 to the left wheel rotary shaft 2 or The feed amount of the driving force to the right wheel rotary shaft 3 (that is, the left / right distribution ratio of the driving force) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 112 are set so as not to be completely engaged at the same time. When one of the left and right multi-plate clutch mechanisms 112 is completely engaged, the other multi-plate clutch mechanism 112 is set.
Is slippery.

Then, in order to drive the multi-disc clutch mechanism 112, the above-mentioned hydraulic circuit structure (see FIGS. 1, 12, 13, 1) is used.
4) is provided. The vehicle left / right driving force distribution device shown in FIG. 21 is provided with the input shaft 1 and the first and right wheel rotary shafts 2 and 3, similarly to the device of the embodiment (see FIG. 15), and the left wheel is provided. A vehicle left-right driving force distribution device is interposed between the rotary shaft 2, the right-wheel rotary shaft 3, and the input shaft 1.

The driving force transmission control mechanism 109G of the vehicle left / right driving force distribution device has a transmission mechanism 160 similar to that of the above-described device (see FIG. 20). Input shaft 1
The rotation of the side is accelerated and output to the side of the rotating shafts 2 and 3. Then, instead of the multi-disc clutch mechanism 112, a coupling 161 such as a friction clutch is interposed between the output portion 160A of the speed change mechanism 160 and the rotary shafts 2 and 3. In the case of a friction clutch, one having a torque transmission direction is installed in a desired direction (each torque transmission direction).

The speed change mechanism 160 is composed of one planetary gear mechanism. When the speed change mechanism 160 provided on the right wheel rotary shaft 3 is taken as an example, the sun gear 160A is fixed to one side (input side) of the coupling 161. The sun gear 160A is meshed with the planetary gear (planetary pinion) 160B on the outer circumference thereof. The pinion shaft 160 that pivotally supports the planetary gear 160B
C is a carrier 160 extending from the differential case 108A.
It is pivotally supported by E. In addition, planetary gear 160B
Engages with a ring gear 160D fixed to the case of the driving force transmission control mechanism 109G so as not to rotate.

In such a planetary gear mechanism, since the revolution speed of the planetary gear 160B is lower than the rotation speed of the sun gear 160A, the sun gear 160A side (that is, the output portion of the speed change mechanism 160) rotates faster than the hollow shaft 111. To do. Therefore, the speed change mechanism 160 functions as a speed increasing mechanism. Therefore, when the coupling 161 provided on the right wheel rotary shaft 3 is engaged, a torque corresponding to the engaged state is sent from the input shaft 1 side to the right wheel rotary shaft 3 side. It has become so.

On the other hand, the transmission mechanism 160 and the coupling 161 provided on the left wheel rotary shaft 2 are also constructed in the same manner. Therefore, when more drive torque from the input shaft 1 is to be distributed to the left wheel rotary shaft 2, the coupling 1 on the left wheel rotary shaft 2 side is selected according to the degree of distribution (distribution ratio).
When it is desired to appropriately engage 61 and distribute more to the right wheel rotary shaft 3, the coupling 161 on the right wheel rotary shaft 3 side is appropriately engaged according to the distribution ratio.

At this time, by controlling the engagement state of the coupling 161, the feed amount of the driving force from the input shaft 1 to the left wheel rotating shaft 2 or the right wheel rotating shaft 3 (that is, the left / right distribution ratio of the driving force). ) Can be adjusted with an appropriate precision. In this case as well, the left and right couplings 161 are set so as not to be completely engaged at the same time.
When one of the left and right couplings 161 is completely engaged, the other is slipped.

Then, in order to drive the multi-plate clutch mechanism 112, the above-mentioned hydraulic circuit structure (see FIGS. 1, 12, 13, 1) is used.
4) is provided. Further, the vehicle left-right driving force distribution device shown in FIG. 22 is provided on the side of the rear wheels, which are non-driving wheels (wheels to which engine output is not provided), in the front-wheel drive vehicle, and the driving force transmission control mechanism 190A The drive force transmission control mechanism 109A of FIG. 16 provided between the rear wheel rotation shafts 2 and 3 is applied to the non-drive wheel.

That is, although the rotary shafts 2 and 3 of the rear wheels are independent of each other, the speed change mechanism 191 is provided on the right wheel rotary shaft 3 side and the speed change mechanism 192 is provided on the left wheel rotary shaft 2 side. ing. A hydraulic multi-plate clutch mechanism 193 as a transmission capacity variable control type torque transmission mechanism is interposed between the output portion of the speed change mechanism 191 and the left wheel rotary shaft 2. Further, between the output portion of the speed change mechanism 192 and the hollow shaft 195 that rotates at a constant speed in association with the left wheel rotation shaft 3, the transmission capacity variable control type torque transmission controlled by the controller 18 is performed as in the device of the embodiment. A hydraulic multi-plate clutch mechanism 194 as a mechanism is interposed. In addition, 193A, 193B, 194A,
194B is a clutch plate.

Of these, the speed change mechanism 191 is a sun gear 191 attached to the right wheel rotary shaft 3 so as to rotate integrally therewith.
A and planetary gear 19 that meshes with sun gear 191A
1B and the planetary gear 191 installed on the planetary shaft 191C that pivotally supports this planetary gear 191B.
It is composed of a planetary gear 191D that rotates integrally with B and a sun gear 193C that meshes with the planetary gear 191D.

Then, the sun gear 193C is the sun gear 19
The diameter of the sun gear 191C is set to be larger than that of 1A, and the planetary gear 191D is set to be larger and smaller than that of the planetary gear 191B.
Rotates slower than A. Therefore, the speed change mechanism 191
Is configured to reduce the rotation of the right wheel rotary shaft 3 and output it as the rotation of the sun gear 193C.

Therefore, the hydraulic multi-plate clutch mechanism 193
Is engaged, since the clutch plate 193B on the left wheel rotary shaft 2 side rotates faster than the decelerated sun gear 193C side clutch plate 193A, the left gear wheel rotary shaft 2 side to the sun gear 193C side, that is, the right wheel rotary shaft 3 side. The driving force is transmitted to. In this case, since the left wheel rotary shaft 2 and the right wheel rotary shaft 3 are both rotary shafts of non-driving wheels, the driving force from the engine is not supplied, but the left wheel rotary shaft 2 receives the rotational reaction force received from the road surface to the right wheel rotary shaft 3. Will be given. That is, the left wheel connected to the left wheel rotating shaft 2 gives a braking force to the road surface, while receiving the rotational reaction force from the road surface, and the right wheel connected to the right wheel rotating shaft 3 receives the driving force received from the left wheel rotating shaft 2 side. It gives power to the road. Since the braking force is considered to be a negative driving force,
The drive force distribution between the left wheel rotary shaft 2 and the right wheel rotary shaft 3 is adjusted despite the non-driving wheel.

Further, the speed change mechanism 192 is a sun gear 192A attached to the left wheel rotary shaft 3 so as to rotate integrally therewith.
And a planetary gear 192 that meshes with the sun gear 192A.
B and the planetary gear 192B installed on the planetary shaft 192C that pivotally supports the planetary gear 192B.
And planetary gear 192D that integrally rotates with sun gear 194C that meshes with planetary gear 192D.

Then, the sun gear 194C is the sun gear 19
2A, the planetary gear 192D has a larger diameter and a smaller diameter than the planetary gear 192B. Therefore, the sun gear 194C has a larger diameter.
Rotates slower than A. Therefore, the speed change mechanism 192
Is configured to reduce the rotation of the left wheel rotation shaft 2 and output it as the rotation of the sun gear 194C.

Further, the hollow shaft 195 to which one clutch plate 194B of the hydraulic multi-plate clutch mechanism 194 is attached has a sun gear 195A which rotates integrally with the hollow shaft 195, and a planetary shaft 191 which meshes with the sun gear 195A.
It is linked to the right wheel rotating shaft 3 via a planetary gear 191E, a planetary shaft 191C, a planetary gear 191B and a sun gear 191A attached to C.

Then, the sun gear 195A is replaced by the sun gear 19
Since the planetary gear 191E is set to have the same diameter as 1A and the planetary gear 191E is set to have the same diameter as the planetary gear 191B, the hollow shaft 195 always interlocks at the same speed as the right wheel rotation shaft 3. Therefore, when the hydraulic multi-plate clutch mechanism 194 is engaged, the clutch plate 194B on the hollow shaft 195 side (that is, the right wheel rotation shaft 3 side) rotates more than the decelerated sun gear 194C side clutch plate 194A. Since it is fast, the driving force is transmitted from the right wheel rotary shaft 3 side to the left wheel rotary shaft 2 side.

Also in this case, since the left wheel rotary shaft 2 and the right wheel rotary shaft 3 are both non-driving wheel rotary shafts, the driving force from the engine is not supplied, but the right wheel rotary shaft 3 receives the rotational reaction force received from the road surface. It will be given to the left wheel rotating shaft 2. That is, the right wheel connected to the right wheel rotating shaft 3 gives a braking force to the road surface, while receiving the rotational reaction force from the road surface, and the left wheel connected to the left wheel rotating shaft 2 receives from the right wheel rotating shaft 3 side. The driving force is applied to the road surface, and the left wheel rotating shaft 2
The driving force distribution between the right wheel rotating shaft 3 and the right wheel rotating shaft 3 is adjusted.

The multi-plate clutch mechanism 193, 194
In order to drive the above-mentioned hydraulic circuit structure (Figs. 1, 12,
13 and 14) are provided. In addition, the vehicle left-right driving force distribution device shown in FIG.
The drive force transmission control mechanism 190B is provided on the rear wheel side that is the non-driving wheel, and is provided between the rotary shafts 2 and 3 of the rear wheel, and the mechanism 109E shown in FIG. 17 is applied to the non-driving wheel. It was done.

That is, as shown in FIG. 23, the rotary shafts 2 and 3 of the rear wheels are independent of each other, but the speed change mechanism 196 is provided between the rotary shafts 2 and 3 of the left wheel to rotate the rotary shaft 2 of the left wheel.
On the side, a hydraulic multi-plate clutch mechanism 197 as a transmission capacity variable control type torque transmission mechanism is provided between the speed increase output section of the speed change mechanism 196 and the transmission capacity between the speed reduction output section of the speed change mechanism 196. A hydraulic multi-plate clutch mechanism 198 is provided as a variable control torque transmission mechanism.

The speed change mechanism 196 includes a gear 114A provided on the right wheel rotary shaft 3, a shaft (counter shaft) 196B provided parallel to the rotary shafts 2 and 3, and a gear 114A provided on the counter shaft 196B. A gear 196A meshing with the gear 197C, a gear 197C provided on the left wheel rotary shaft 2 side via a hydraulic multi-plate clutch mechanism 197, and a gear 197C provided on the left wheel rotary shaft 2 side via a hydraulic multi-plate clutch mechanism 198. 198C, a gear 196C provided on the counter shaft 196B and meshing with the gear 197C, and a gear 196D provided on the counter shaft 196B and meshing with the gear 198C.

The gear 197C is set smaller than the gear 114A, the gear 198C is set larger than the gear 14A, the gear 196C is set larger than the gear 196A, and the gear 196D is set smaller than the gear 196A. ing.
Therefore, the gear 197C includes the gear 114A and the gear 19A.
The rotational force is transmitted through the route of 6A, the gear 196C, and the gear 197C to rotate at a higher speed than that of the gear 114A, and this gear 197C serves as a speed increasing output portion of the speed change mechanism 196. The gear 198C includes the gear 114A and the gear 196.
The rotational force is transmitted through the route of A, the gear 196D, and the gear 198C and rotates at a lower speed than the gear 114A, and this gear 198C serves as a deceleration output portion of the speed change mechanism 196.

Therefore, the hydraulic multi-plate clutch mechanism 197
When is engaged, the clutch plate 197A on the left wheel rotation shaft 2 side rotates slower than the clutch plate 197B on the increased gear 197C side, so the driving force from the right wheel rotation shaft 3 side to the left wheel rotation shaft 2 side is increased. Is transmitted. On the contrary, when the hydraulic multi-plate clutch mechanism 198 is engaged, the reduced gear 1
Since the clutch plate 198A on the left wheel rotary shaft 2 side rotates faster than the clutch plate 198B on the 98C side, the driving force is transmitted from the left wheel rotary shaft 2 side to the right wheel rotary shaft 3 side.

Also in this case, since the left wheel rotary shaft 2 and the right wheel rotary shaft 3 are both non-driving wheel rotary shafts, the driving force is not supplied from the engine, but the rotating shaft 2 or 3 on the side giving the driving force.
Will apply the rotational reaction force received from the road surface to one of the rotating shafts 3 or 2. That is, the rotary shaft 2 on the side that gives the driving force
Alternatively, the left wheel or the right wheel connected to 3 gives a braking force to the road surface, while receiving the rotational reaction force from the road surface, and the right wheel or the left wheel connected to the rotating shaft 3 or 2 on the side receiving the driving force makes this rotation. Upon receiving the reaction force, the driving force is transmitted to the road surface.

The multi-plate clutch mechanism 197, 198
In order to drive the above-mentioned hydraulic circuit structure (Figs. 1, 12,
13 and 14) are provided. In each of the above-mentioned devices, a hydraulic multi-plate clutch mechanism is mainly used as the variable transmission capacity control type torque transmission mechanism.
As the transmission capacity variable control type torque transmission mechanism, a torque transmission mechanism capable of variably controlling the transmission torque capacity and a hydraulic type may be used. In addition to the mechanism of this example, various torque transmission mechanisms are conceivable.

For example, a hydraulic friction clutch or a hydraulically controllable VCU (viscus coupling unit)
Alternatively, another coupling such as a hydraulic controllable HCU (Hydric coupling unit = differential pump hydraulic coupling) may be used as the variable transmission capacity control type torque transmission mechanism. Even in the case of these torque transmission mechanisms, by using this hydraulic circuit structure (see FIGS. 1, 12, 13, and 14), when the control system malfunctions, when the valve sticks, when the proportional valve 74, the switching valve 76, or the electric valve is operated. When the hydraulic system of the pump 70 or the like fails, it is possible to reliably avoid the problem that the left and right hydraulic clutch mechanisms are simultaneously engaged or engaged, and the multi-plate clutch mechanism B is prevented from engaging. Therefore, the traveling performance of the vehicle can be secured, and further damage to the mechanism can be prevented.

In each of the above configuration examples, the vehicle left / right driving force distribution device is mounted on the rear wheels, but such a left / right driving force distribution device can of course be applied to the front wheels. In particular, in the device of the above-described embodiment and the devices of FIGS. 16 to 21, the vehicle left / right driving force distribution device is provided in the drive system of the rear wheels of the four-wheel drive vehicle. It can be applied to a front wheel drive system of a wheel drive vehicle, a rear wheel drive system of a rear wheel drive vehicle, a front wheel drive system of a front wheel drive vehicle, and the like. In addition, the above-mentioned FIGS.
In the above device, the left and right driving force distribution device for a vehicle is mounted on the rear wheels, which are the non-driving wheels of a front-wheel drive vehicle. Applicable.

[0252]

As described in detail above, according to the hydraulic circuit structure of the vehicle left / right driving force distribution device of the present invention (claims 1 and 2), the hydraulic circuit adjusts and outputs hydraulic pressure. Section, a hydraulic pressure input section attached to each of the left and right hydraulic clutch mechanisms, a switching valve interposed in an oil passage from the hydraulic pressure adjusting section to each hydraulic input section, and a control valve for controlling the switching valve. And a hydraulic pressure detecting means is provided in an oil passage from the switching valve to each of the hydraulic pressure input portions, and the hydraulic pressure is controlled by the control means based on information from the hydraulic pressure detecting means. With the configuration that the failure determination unit that determines the failure of the circuit portion is provided, it is possible to detect the failure of the hydraulic circuit portion from the switching valve to each hydraulic pressure input portion, and to take measures such as promptly switching to failure time control when a failure occurs. Like, for example To avoid unnecessary engagement of the switch mechanism can be ensured driving performance failure-time of the vehicle.

According to the hydraulic circuit structure of the vehicle left / right driving force distribution device of the present invention (claims 3 and 4), the hydraulic circuit adjusts and outputs the hydraulic pressure, and the above-mentioned left and right hydraulic circuits. Each hydraulic clutch mechanism includes a hydraulic pressure input section and control means for controlling the hydraulic pressure adjusting section, and an oil pressure detecting means is provided in an output oil passage from the hydraulic pressure adjusting section. With the configuration in which the means is provided with a failure determination unit that determines the failure of the hydraulic circuit portion based on the information from the hydraulic pressure detection means, the failure of the hydraulic circuit portion from the proportional valve to the switching valve can be detected, and the failure occurs. Sometimes it will be possible to quickly deal with failure control, etc., to avoid unnecessary engagement of the clutch mechanism,
The driving performance of the vehicle at the time of failure can be secured.

[Brief description of drawings]

FIG. 1 is a schematic circuit diagram showing a configuration of a hydraulic circuit structure in a vehicle left / right driving force distribution device according to an embodiment of the present invention.

FIG. 2 is a diagram (a cross-sectional view taken along the line AA of FIG. 11) of a main part of a vehicle left-right driving force distribution device having a hydraulic circuit structure according to an embodiment of the present invention.

FIG. 3 is a diagram (a cross-sectional view taken along the line BB of FIG. 11) of a vehicle left / right driving force distribution device having a hydraulic circuit structure according to an embodiment of the present invention.

FIG. 4 is a diagram (a sectional view taken along the line C-C of FIG. 11) of a main part of a vehicle left / right driving force distribution device having a hydraulic circuit structure according to an embodiment of the present invention.

FIG. 5 is a front view of essential parts showing the structure of a shaft coupling mechanism of a vehicle left / right driving force distribution device having a hydraulic circuit structure according to an embodiment of the present invention.

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

FIG. 7 is a schematic front view showing the assembling operation of the shaft connecting mechanism of the vehicle left / right driving force distribution device having the hydraulic circuit structure according to the embodiment of the present invention.

FIG. 8 is a schematic front view showing the assembling operation of the shaft coupling mechanism of the vehicle left / right driving force distribution device having the hydraulic circuit structure according to the embodiment of the present invention.

FIG. 9 is a schematic front view showing the assembling operation of the shaft connecting mechanism of the vehicle left / right driving force distribution device having the hydraulic circuit structure according to the embodiment of the present invention.

FIG. 10 is a schematic front view showing the assembling operation of the shaft connecting mechanism of the vehicle left / right driving force distribution device having the hydraulic circuit structure according to the embodiment of the present invention.

FIG. 11 is a transverse cross-sectional view showing a lower half portion in a rotational cross-section of a main part configuration of a vehicle left-right driving force distribution device having a hydraulic circuit structure according to an embodiment of the present invention.

FIG. 12 is a schematic circuit diagram showing a modified example of the configuration of the hydraulic circuit structure in the vehicle left / right driving force distribution device of one embodiment of the present invention.

FIG. 13 is a schematic circuit diagram showing another modified example of the configuration of the hydraulic circuit structure in the vehicle left / right driving force distribution device of one embodiment of the present invention.

FIG. 14 is a schematic circuit diagram showing still another modified example of the configuration of the hydraulic circuit structure in the vehicle left / right driving force distribution device of one embodiment of the present invention.

FIG. 15 is a schematic view showing the principle of a vehicle left / right driving force distribution device having a hydraulic circuit structure according to an embodiment of the present invention.

FIG. 16 is a schematic configuration diagram of a vehicle left / right driving force distribution device to which the hydraulic circuit structure of the present invention can be applied.

FIG. 17 is a schematic configuration diagram of a vehicle left / right driving force distribution device to which the hydraulic circuit structure of the present invention can be applied.

FIG. 18 is a schematic configuration diagram of a vehicle left / right driving force distribution device to which the hydraulic circuit structure of the present invention can be applied.

FIG. 19 is a schematic configuration diagram of a left and right driving force distribution device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

FIG. 20 is a schematic configuration diagram of a vehicle left / right driving force distribution device to which the hydraulic circuit structure of the present invention can be applied.

FIG. 21 is a schematic configuration diagram of a vehicle left / right driving force distribution device to which the hydraulic circuit structure of the present invention can be applied.

FIG. 22 is a schematic configuration diagram of a vehicle left / right driving force distribution device to which the hydraulic circuit structure of the present invention can be applied.

FIG. 23 is a schematic configuration diagram of a vehicle left / right driving force distribution device to which the hydraulic circuit structure of the present invention can be applied.

FIG. 24 is a schematic circuit diagram showing a configuration of a hydraulic circuit structure of a vehicle left / right driving force distribution device considered in a devising process of the present invention.

[Explanation of symbols]

1 Input Shaft 2 1st Output Shaft or Left Wheel Rotating Shaft 3 2nd Output Shaft or Right Wheel Rotating Shaft 4A 1st Sun Gear 4B 2nd Sun Gear 5 Integrated Pinion 5A 1st Planetary Gear 5B 2nd Planetary Gear 6 Planetary Carrier 6A Pinion shaft 7 Sheath shaft (hollow shaft) 7A Piston part side member 7B Clutch part side member 8A, 8B Clutch plate 8C Clutch hub 9 Differential 9A Bevel gear (ring gear) 9B Bevel gear (drive pinion) 10 Circlip 11 Casing 11A Base end Small diameter part 11B Large diameter part 11C Inner wall surface 12 Differential carrier 12A Clutch plate side member 12B Shaft side member 13 Differential case 13a Projection 13A, 13B End part 14 Ring gear 15 Planetary gear 16 Sun gear 17 Carrier 18 Bearing 9 Bolt 20 Piston 20A, 20B Sliding part 20C Annular vertical surface 20D Pressurizing working chamber (pressurizing chamber) as hydraulic pressure input part 20E Guide hole 21 Bearing 22 Sealing mechanism 22A, 22D Seal for lubricating working chamber (second liquid) 22B, 22C Pressure chamber seal (Pressurized hydraulic oil seal) 23 Pin 24 Lubrication chamber (Operating chamber) 25 Groove 26 Outside air communication passage 27 Key-like protrusion 27A Enlarged portion 27B Retracting groove 27C Snap ring mounting groove 28 Entry groove 28A Fitting part 29 Ring 29A Stopper 30 Snap ring 31 Bolt 32 Stopper ring 32A Pinion shaft accessible part 32B Pinion shaft locking part 32C Bolt mounting hole 33 Fitting groove 35 Bush 41 Oil sump 42 Oil supply hole 61, 62 planetary carrier 61 A, 62A Pinion shaft mounting hole 62B Bolt mounting hole 70 Electric pump 71 Check valve 72 Pressure switch 73 Accumulator 74 Proportional solenoid (proportional valve) as hydraulic pressure adjusting unit 75 Hydraulic sensor 76 Switching valve 76A Spool 76B Solenoid 76C Return spring 76D Oil chamber 76E Oil passage 76F Valve 76a, 76b Spool valve body part 76c Spool valve body part space 77 Oil reservoir tank 78R, 78L Pressure switch 79 Relief valve 81 Controller 82 Oil tank 108 Rear differential 108A Differential case (differential case) 109A-109I Driving force transmission control Mechanism 110 3 mode switching valve 110A Spool 110B, 110C Solenoid 110D, 110E Return spring 110F, 11 0G Shaft 110H, 110I Oil Chamber 110J, 110K Oil Path 110L, 110M Valve 110a, 110b Spool Valve Body 110c Spool Valve Body Space 111 Hollow Shaft (Sheath Shaft) 112 Multi-disc Clutch as Transmission Capacity Variable Control Torque Transmission Mechanism Mechanism 112A, 112B Clutch plate 114A Gear 120, 131, 132 Transmission mechanism 120A, 131A, 132A First sun gear 120B, 131B, 132B First planetary gear (planetary pinion) 120D, 131D, 132D Second planetary gear 120C, 131C, 132C Pinion shaft 120F, 131F, 132F Planetary carrier 120E, 131E, 132E Second sun gear 141 Driving force transmission auxiliary member 142 Transmission capacity variable control type torque transmission mechanism Multi-plate clutch mechanism 142A, 142B Clutch plate 151 Shaft (counter shaft) 152-156, 159 Gears 157, 158 Multi-plate clutch mechanism as transmission capacity variable control type torque transmission mechanism 160 Transmission mechanism 160A Sun gear 160B Planetary gear (planetary gear) Pinion) 160C Pinion shaft 160D Ring gear 161 Coupling such as friction clutch 190A, 190B Driving force transmission control mechanism 191,192 Transmission mechanism 191A, 192A Sassan gear 191B, 192B Planetary gear 191C, 192C Planetary shaft 191D, 192D planetary gear transmission 192D Multi-plate clutch mechanism 193A, 193B, 194A, 194B as control type torque transmission mechanism Clutch plate 193C , 194C Sun gear 195 Hollow shaft 196 Transmission mechanism 196A, 196C, 196D, 197C, 198C
Gear 196B Shaft (Counter Shaft) 197, 198 Multi-disc Clutch Mechanism as Transmission Capacity Variable Control Torque Transmission Mechanism 197A, 197B, 198A, 198B Clutch Plate 199 Speed Change Mechanism 199C Shaft (Counter Shaft) 199A, 199B, 199D Gear A Speed Change Mechanism B Hydraulic multi-plate clutch mechanism as variable transmission capacity control type torque transmission mechanism B1 Clutch section B2 Piston section C Regulation mechanism D Coupling mechanism S Driving force transmission control mechanism S1 Differential mechanism

Claims (5)

[Claims] 1. A left / right driving force distribution device for a vehicle, comprising: a pair of axles that rotate integrally with left and right wheels; and a driving force transmission control mechanism interposed between these axles. The control mechanism is a left wheel control hydraulic torque transmission mechanism for moving the driving force to or from the left wheel side,
A hydraulic torque transmission mechanism for controlling the right wheel for moving the driving force to or from the right wheel side, and a hydraulic circuit for driving these hydraulic torque transmission mechanisms are provided, and the hydraulic circuit is configured to control the hydraulic pressure. A hydraulic pressure adjusting unit for adjusting and outputting, a hydraulic pressure input unit attached to each of the left and right hydraulic clutch mechanisms, and a switching valve interposed in an oil passage from the hydraulic pressure adjusting unit to each of the hydraulic pressure input units. And a control means for controlling the switching valve, the oil pressure detecting means is provided in an oil passage extending from the switching valve to each of the hydraulic pressure input portions, and the control means is connected to the hydraulic pressure detecting means. A hydraulic circuit structure for a left-right driving force distribution device for a vehicle, comprising: a failure determination unit for determining a failure of the hydraulic circuit portion based on information. 2. An input unit for inputting a driving force, a pair of left and right output shafts for outputting the driving force input from the input unit to the left and right wheels, and between the input unit and the output shaft. And a drive mechanism for controlling the drive force transmission control mechanism provided between the input section and the output shafts, and a differential mechanism for distributing the drive force to the output shafts and permitting the differential of the output shafts. In the left-right drive force distribution device for a vehicle having the above, the drive force transmission control mechanism includes a left wheel side transmission mechanism for changing the rotation speed of the left wheel side output shaft and a rotation of the right wheel side output shaft. A right wheel speed change mechanism for changing speed, and a left wheel control for moving a driving force to or from the left wheel side by being interposed between the left wheel side speed change mechanism and the input section or the right wheel side output shaft. Hydraulic torque transmission mechanism, the right wheel side transmission mechanism and the input section or the left wheel side output shaft A hydraulic torque transmission mechanism for controlling the right wheel for moving the driving force to or from the right wheel side interposed between the hydraulic torque transmission mechanism and a hydraulic circuit for driving these hydraulic torque transmission mechanisms. The circuit includes an oil pressure adjusting unit for adjusting and outputting the oil pressure, an oil pressure input unit attached to each of the left and right hydraulic clutch mechanisms, and an oil passage extending from the oil pressure adjusting unit to each of the oil pressure input units. A switching valve mounted on the switching valve and control means for controlling the switching valve. An oil pressure detecting means is provided in an oil passage extending from the switching valve to each of the hydraulic pressure input sections. A hydraulic circuit structure for a left-right driving force distribution device for a vehicle, comprising: a failure determination section for determining a failure of the hydraulic circuit section based on information from the hydraulic pressure detection means. 3. A left-right driving force distribution device for a vehicle, comprising: a pair of axles that rotate integrally with left and right wheels; and a driving force transmission control mechanism interposed between these axles. The control mechanism is a left wheel control hydraulic torque transmission mechanism for moving the driving force to or from the left wheel side,
A hydraulic torque transmission mechanism for controlling the right wheel for moving the driving force to or from the right wheel side, and a hydraulic circuit for driving these hydraulic torque transmission mechanisms are provided, and the hydraulic circuit is configured to control the hydraulic pressure. The output oil from the hydraulic pressure adjusting unit is composed of a hydraulic pressure adjusting unit for adjusting and outputting, a hydraulic pressure input unit attached to each of the left and right hydraulic clutch mechanisms, and control means for controlling the hydraulic pressure adjusting unit. A hydraulic pressure detecting means is provided on the road, and the control means is provided with a failure determining section for determining a failure of the hydraulic circuit portion based on information from the hydraulic pressure detecting means. The hydraulic circuit structure of the left-right driving force distribution device for vehicles. 4. An input section for inputting a driving force, a pair of left and right output shafts for outputting the driving force input from the input section to the left and right wheels, and between the input section and the output shaft. And a drive mechanism for controlling the drive force transmission control mechanism provided between the input section and the output shafts, and a differential mechanism for distributing the drive force to the output shafts and permitting the differential of the output shafts. In the left-right drive force distribution device for a vehicle having the above, the drive force transmission control mechanism includes a left wheel side transmission mechanism for changing the rotation speed of the left wheel side output shaft and a rotation of the right wheel side output shaft. A right wheel speed change mechanism for changing speed, and a left wheel control for moving a driving force to or from the left wheel side by being interposed between the left wheel side speed change mechanism and the input section or the right wheel side output shaft. Hydraulic torque transmission mechanism, the right wheel side transmission mechanism and the input section or the left wheel side output shaft A hydraulic torque transmission mechanism for controlling the right wheel for moving the driving force to or from the right wheel side interposed between the hydraulic torque transmission mechanism and a hydraulic circuit for driving these hydraulic torque transmission mechanisms. The circuit is composed of a hydraulic pressure adjusting unit for adjusting and outputting hydraulic pressure, a hydraulic pressure input unit attached to each of the left and right hydraulic clutch mechanisms, and a control means for controlling the hydraulic pressure adjusting unit. A hydraulic pressure detecting means is provided in an output oil passage from the section, and the control means is provided with a failure determining section for determining a failure of the hydraulic circuit portion based on information from the hydraulic pressure detecting means. A hydraulic circuit structure for a left-right driving force distribution device for a vehicle, comprising: 5. A hydraulic circuit for a left-right driving force distribution device for a vehicle according to claim 1, wherein a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism. Construction.