JPH0527413U - Planetary gear lubrication structure - Google Patents

Abstract

(57) [Summary] (Modified) [Purpose] With regard to the lubrication structure of the planetary gears of a planetary gear unit equipped with a fixed planetary carrier, the compact and efficient use of the special situation that the carrier is fixed Allow configuration. [Structure] In the planetary gear mechanism, the planetary gear 5
And a pinion shaft 6A, a planetary carrier 62 fixedly mounted, and a pinion shaft mounting hole 62A formed in the planetary carrier 62. In order to lubricate the planetary gear 5, an oil sump is collected at the upper end of the planetary carrier 62. 41 is provided, and the pinion shaft mounting hole 62A is provided from the oil sump 41.
An oil supply hole 42 communicating with the oil supply hole 6 is provided on the pinion shaft 6A, and the pinion shaft 6A communicates with the oil supply hole 42 through the end portion and the mounting hole 62A.
B is provided, and an oil outlet path 6C that communicates from the oil supply hole 6B to the outer circumference of the pinion shaft 6A is provided.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a planetary gear device in which a planetary carrier is fixed, and more particularly to a planetary gear lubrication structure attached to the planetary carrier.

[0002]

[Prior Art]

 Conventionally, the planetary gear mechanism has been used in various devices that require differential rotation, for example, in automobiles, it is used in a differential device or the like that allows differential rotation between left and right wheels.

By the way, in the planetary gear mechanism, generally, a lubricating oil is supplied by a shaft center lubrication system or an automatic lubrication system. In this axial center oil supply type, lubricating oil is supplied by a structure as shown in FIG. 13, for example.

That is, FIG. 1 is a longitudinal sectional view of a main part showing a planetary gear mechanism of an automatic transmission. As shown in the figure, an oil supply hole 133 is provided in the shaft center of a drive shaft 132 to which a sun gear 131 is attached. The lubricating oil is supplied by drawing the oil from the opening 134 on the outer periphery of the drive shaft 132.

Such a mechanism is used in automatic transmissions, center differentials, and the like.

[0006] In the natural oil supply type, the entire planetary gear mechanism is operated in a state of being immersed in the lubricating oil, and the lubricating oil is naturally supplied to each sliding portion.

[0007]

[Problems to be solved by the device]

 By the way, in the above-mentioned shaft center lubrication type, since it is necessary to forcibly lubricate the shaft center, a hydraulic source for lubrication is indispensable, and in general, the size of the device increases and the cost increases. There is.

Further, the above-mentioned natural oil supply system has a problem that the lubricity is poor, and when the oil level is raised with an emphasis on the lubricity, the stirring resistance increases and a large amount of energy loss occurs.

On the other hand, for example, in a driving force distribution device that can freely distribute torque without causing a large torque loss or energy loss, since the carrier is fixedly mounted, the general structure described above is used. Is not desirable.

FIG. 11 is a schematic diagram showing the principle of a vehicle left-right driving force distribution device devised from such a viewpoint. As shown in FIG. 11, an input shaft 1 to which a rotational driving force (hereinafter referred to as a driving force or torque) is input, and first and second output shafts that output the driving force input from the input shaft 1. 2 and 3 are provided, and a 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.

This vehicle left / right driving force distribution device 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 to rotate. The driving force transmitted to the second output shaft 3 and the second output shaft 3 can be distributed in a required ratio.

That is, 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 first output shaft 2 or the second output shaft 3 is increased by the speed change mechanism A and transmitted to the sheath shaft 7 as a driving force transmission assisting 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. Is engaged, 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 1 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-described speed change mechanism A is composed of a so-called double planetary gear mechanism in which two planetary gear mechanisms are connected in series, and the speed change mechanism A provided on the second output shaft 3 will be described as an example. Then it becomes as follows.

That is, the first sun gear 4A is fixed to the second output shaft 3, and the first sun gear 4A is screwed onto 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 is pivotally supported by the carrier 6 fixed to the casing (fixed portion) through the pinion reshaft 6A. As a result, the first planetary gear 5A and the second planetary gear 5B perform the same rotation about the pinion reshaft 6A.

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

In the structure of FIG. 11, since the first sun gear 4A is formed with a diameter larger than that of the second sun gear 4B, the rotation speed of the second sun gear 4B is higher than that of the first sun gear 4A. The speed change mechanism A functions as a speed increasing mechanism. Therefore, when the rotation 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 speed change mechanism A and the multi-disc clutch mechanism B provided for the first output shaft 2 are also configured in the same manner, and the drive torque from the input shaft 1 should be distributed more to the first output shaft 2. In this case, when the multi-disc clutch mechanism B on the second output shaft 3 side is appropriately engaged according to the degree of distribution (distribution ratio), and more distribution is desired for 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 adjusted by transferring the required amount of one torque to the other, rather than adjusting the torque distribution by using the energy loss of the brake or the like. A desired torque distribution can be obtained without causing torque loss or energy loss.

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

The differential device shown in FIG. 12 is for a rear wheel and is provided between the input shaft 1 and the output shafts 2 and 3 for the left and right wheels, and is provided at the end of the input shaft 1. Drive pinion 9B, a ring gear 9A meshing with the drive pinion 9B, a differential case 13 'in which the ring gear 9A is installed, a pinion 9a pivotally attached to the differential case 13', and end portions of the output shafts 2 and 3. And pinions 9b and 9c which are respectively provided on the above and mesh with the pinion 9a. When the engine output is input from the input shaft 1 via the center differential and the propeller shaft (both not shown), this engine output (driving force) is transferred to the drive pinion 9B, the ring gear 9A, the pinion 9a ', The signals are transmitted to the left and right wheels through 9b 'and 9c' while allowing a differential.

By the way, in the above-described device, the first planetary gear 5A and the second planetary gear 5B are integrally pivotally supported by the pinion shaft 6A, and the pinion shaft 6A is fixed to a supporting member such as a casing. It is fixed to the equipped carrier 6.

For this reason, the carrier 6 and the pinion shaft 6A that generally rotate are fixedly mounted, and the positions of the first planetary gear 5A and the second planetary gear 5B to be lubricated do not change.

Further, the above-mentioned driving force distribution mechanism needs to be made compact so as to be housed in a small area where the differential device of an automobile should be equipped.

In view of such a situation, by utilizing the special situation that the carrier 6 and the pinion shaft 6A are fixedly mounted, it is possible to achieve high efficiency without mounting a pressurizing mechanism that hinders downsizing of the device. It is desirable to develop a planetary gear lubrication mechanism.

The present invention has been made in view of the above problems, and an object thereof is to provide a compact and efficient planetary gear lubrication structure by utilizing a special situation that a carrier is fixedly mounted. To do.

[0029]

[Means for Solving the Problems]

 Therefore, in the planetary gear lubrication structure of the present invention, in the planetary gear mechanism, the planetary gear, the pinion shaft that pivotally supports the planetary gear, the planetary carrier fixedly installed on the lateral side of the planetary gear in the axial direction, and the pinion shaft are provided. The planetary carrier is provided with a pinion shaft mounting hole formed in the planetary carrier for inserting the end portion of the union shaft, and an oil sump is provided at the upper end of the planetary carrier in order to lubricate the planetary gear. An oil supply hole that communicates from this oil sump to the pinion shaft mounting hole is provided, and the pinion shaft side oil supply hole that communicates with the oil supply hole through the end of the pinion shaft and the mounting hole is provided. Provided with a supply hole Together, it is characterized by oil outlet passage communicating is provided from the pinion shaft side oil supply hole to said pinion on the shaft periphery.

[0030]

[Action]

 In the planetary gear lubrication structure of the present invention described above, in the planetary gear mechanism, the pinion shaft mounting hole is installed through the oil supply hole in the planetary carrier from the oil reservoir at the upper end of the planetary carrier that is fixedly installed laterally in the axial direction of the planetary gear. The lubricating oil is supplied to the oil supply hole on the pinion shaft side via the oil supply path that connects the oil supply hole on the pinion shaft side to the outer circumference of the pinion shaft, and the lubricating oil is supplied to the inner circumference of the planetary gear and other sliding parts. ..

[0031]

【Example】

 Hereinafter, a planetary gear lubrication structure as one embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a sectional view of a lower half of a main part of a left-right driving force distribution device for a vehicle having the planetary gear lubrication structure. 2 is a cross-sectional view showing the structure of the main part thereof (a cross-sectional view taken along the line AA in FIG. 1), and FIG. 3 is a cross-sectional view showing the structure of the main part (a cross-section taken along the line BB of FIG. 1). FIG. 4 is a cross-sectional view showing a configuration of a main part thereof (cross-sectional view taken along the line CC in FIG. 1), and FIG. 5 is a structure of a shaft coupling mechanism of a vehicle left-right driving force distribution device having the planetary gear lubrication structure. 6 is an exploded perspective view showing the structure of the main part of the shaft connecting mechanism, and FIGS. 7 to 10 are schematic front views showing the assembly process of the shaft connecting mechanism.

The planetary gear lubrication structure of this embodiment is applied to a vehicle left-right driving force distribution device. Such a vehicle left / right driving force distribution device performs a left / right driving force for the rear wheels of an automobile. Here, it is provided especially for the rear wheels of a four-wheel drive vehicle, and is provided to the rear wheels through a center differential (not shown). The output driving force is received by the input shaft 1 via a propeller shaft (not shown), and this driving force can be distributed to the left and right.

In other words, as shown in FIGS. 1 to 4, this device inputs from the input shaft 1 the input shaft 1 to which the rotational driving force distributed to the rear wheels of the engine output of the automobile is input, and from the input shaft 1. The first output shaft 2 is provided so as to be connected to the first and second output shafts 2 and 3 that output driving force. The first output shaft 2 has its left end connected to the drive system for the left wheel, and the second output shaft 3 Has its right end connected to the drive system for the right wheel.

A differential mechanism S 1 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. With 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 by these mechanisms. Can be allocated to the required ratio.

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

The multi-plate 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. Is engaged, 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 1 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. .. On the contrary, when the multi-plate 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 transferred to the input shaft 1 side. The driving force that is returned and distributed to the first output shaft 2 decreases, and the driving force that is distributed to the second output shaft 3 increases by this amount.

The above-described speed change mechanism A is configured by a so-called double planetary gear mechanism that is formed by connecting two planetary gear mechanisms in series, and the speed change mechanism A provided on the second output shaft 3 will be described as an example. Then it becomes as follows.

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. ing. Further, the first planetary gear 5A is formed integrally with the second planetary gear 5B, and in the present embodiment, it is formed as an integral component (that is, one planetary gear) 5 with the same number of teeth.

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

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

Here, the multi-disc clutch mechanism B is equipped so that the opposing clutch discs 8 A and 8 B are stored in the differential case 13 in the differential carrier 12, and the clutch disc 8 B is installed in the differential case 13. It is adapted to be locked in the rotational direction by the projection 13a on the circumference. 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 is connected to the clutch plate 8B via the bevel gear 9A, the bevel gear 9B, and the differential case 13, and the input shaft 1 is connected via the bevel gear 9A, the bevel gear 9B, the differential case 13, and the differential mechanism 15. In addition to the normal drive force transmission route transmitted to the first output shaft 2 and the second output shaft 3, the transmission mechanism A, the sheath shaft 7, A driving force transmission route communicating with the input shaft 1 side through the multi-plate clutch mechanism B, 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 4A and the second sun gear 4B are formed to have the same diameter, but the number of teeth of the first sun gear 4A is larger than that of the second sun gear 4A. More than Sun Gear 4B. Therefore, the rotation speed of the second sun gear 4B is higher than that of the first sun gear 4A, and the speed change mechanism A is configured as a speed increasing mechanism. Therefore, the rotation 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 side of the second output shaft 3 to the input shaft. It will be returned to the 1st side.

The transmission mechanism A and the multiple disc clutch mechanism B in the first output shaft 2 are also provided in the same manner as described above, so that torque transmission from the first output shaft 2 to the input shaft 1 side is controlled. It has become.

By the way, the differential mechanism S 1 which allows the differential rotation between the first output shaft 2 and the second output shaft 3 is composed of a planetary gear mechanism, and as a result, a pair of multi-plate clutch devices B is provided. And the differential mechanism S1 are 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 mounted on the first output shaft 2 is mounted on 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, and at the same time, from the ring gear 14 via the planetary gear 15. It is adapted to be input to the sun gear 16 and transmitted to the first output shaft 2.

In this planetary gear mechanism, the planetary gear 15 is configured in a double type in which two pinions, an inner pinion and an outer pinion, are meshed and integrated. Both the inner pinion and the outer pinion are pivotally supported by the carrier 17, the outer pinion is screwed to the ring gear 14, and the inner pinion is screwed to the sun gear 16, and the relative position between the sun gear 16 side and the ring gear 14 side. The rotation directions are set to match.

The differential mechanism S1 is mounted between the pair of multi-plate clutch mechanisms B in the differential case 13, but the differential mechanism S1 is composed of a planetary gear mechanism, so that the differential mechanism S1 is axially oriented. The differential mechanism S1 and the multi-disc clutch mechanism B are both compact and housed in the conventionally used differential case 13. As a result, the diff carrier 12 that houses the diff case 13 is also composed 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.

In the multi-disc clutch mechanism B, as described above, the clutch portion B1 including the clutch disc 8A and the clutch disc 8B is disposed in the differential case 13, and the clutch portion B1 is The driving piston 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 opening portions at both ends of the differential carrier 12, and the base end small diameter portion 11 A thereof is tightened and fixed by the bolt 19. A piston 20 having a sliding portion 20A extending along the inner wall thereof is provided in the base end small diameter portion 11A.

The piston 20 extends along the inner wall from the base end small diameter portion 11A of the casing 11 to the large diameter portion 11B, and has a small diameter sliding portion 20A and a large diameter sliding portion 20B. It is formed into a hollow cylindrical shape with steps.

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

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

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

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

That is, the piston portion B2 is provided outside the differential case 13 with respect to the rotating portion (sheath shaft 7) via the bearing 21, and when the piston 20 is displaced, the sheath shaft 7 is axially moved via the bearing 21. The required amount is driven.

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

By the way, the tip of the sheath shaft 7 is connected to the second sun gear 4B via a spline mechanism, and always rotates at the speed changed by the speed change mechanism A. However, the piston 20 is Since the bearing 21 is interposed between the sheath shaft 7 and the sheath shaft 7, it 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 good, 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 together due to friction, a restriction mechanism C that restricts relative rotation between the piston 20 and the casing 11 as a piston retainer is provided in the piston portion B2.

The regulation mechanism C includes a pin 23 that is erected on the vertical inner wall surface 11C of the casing 11 so as to extend in the axial direction toward the piston 20 side, and a piston 20 in which the pin 23 is loosely inserted. When the piston 20 is displaced, the rotation of the piston 20 is restricted by guiding the pin 23 into the guide hole 20E when the piston 20 is displaced.

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

That is, a lubricating working chamber (working chamber) 24 containing lubricating oil (second liquid) is formed by surrounding the differential carrier 12 and the casing 11, and the lubricating working chamber 24 on the casing 11 side is formed. A piston 20 is provided therein with sliding portions 20A and 20B. Particularly, 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. Then, a step portion of the outer wall surface of the piston 20 between the sliding portion 20A and the sliding portion 20B and a 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 It is necessary to prevent the working oil from mixing with the lubricating oil in the operation chamber 24. Therefore, in order to secure liquid tightness between the sliding working chamber 24 and the pressurizing chamber 20D, a seal is provided between the inner wall of the working chamber 24 (that is, the casing 11) and the sliding portions 20A, 20B of the pistons. The mechanism 22 is interposed.

The seal mechanism 22 includes the lubrication chamber seals (second liquid seals) 22A and 22D provided on the lubrication chamber side (the differential case 13 side and the speed change mechanism A side) and the pressurizing chamber 20D side. The pressure chamber seals (pressure oil seals) 22B and 22C provided in the above, and the lubrication chamber seals 22A and 22D and the pressure chamber seals 22B and 22C slide between them. The ranges are arranged so as not to interfere with each other.

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

Here, in each of the seals 22A, 22B, 22C, and 22D, a D ring that is not easily deformed when sliding is fitted in an annular groove formed on the piston 20 side, and the curved side of the D ring is a casing. It is slidably in contact with the inner wall surface 11C of 11 and can prevent the rotation of the seal and the like accompanying the stroke of the piston 20.

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

This is because oil scraped by the seals 22A, 22B, 22C and 22D is retained in the groove 25 to prevent oil interference between the lubricating working chamber 24 and the pressurizing chamber 20D. When the seal is broken, it is retained in the groove 25, and 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. It is also equipped with the expectation that it will not flow back to the pressure chamber 20D side.

By the way, the clutch portion B1 of the multi-disc clutch mechanism B is provided inside 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-plate clutch mechanism B connected to the sheath shaft 7, the clutch portion B1 is provided inside the differential case 13, so that the clutch hub 8C is disposed at the center side of the clutch portion B1. The clutch hub 8C and the end portions 13A and 13B of the differential case 13 are provided so that the clutch portion B1 is sandwiched between them.

To pressurize the clutch portion B1, a clutch hub 8C that is pressed by the piston 20 and a support member that supports this pressing force are required. The pressing force is pulled by the piston 20 of the sheath shaft 7. By applying force, the end portions 13A and 13B of the differential case 13 have a function as a support member.

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

As described above, the multi-disc clutch mechanism B is engaged by pulling the sheath shaft 7, but the sheath shaft 7 is outside the differential case 13 due to a request for assembly. And the clutch portion side member 7B. The piston portion side member 7A and the clutch portion side member 7B are connected by a connecting mechanism D during assembly.

The coupling mechanism D is configured as shown in FIGS. 1 and 5 to 10, and is formed so as to extend in the axial direction at the end portion of the clutch side member 7B to be coupled, and has a tip end. 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.

At the tip of the entry groove 28, there is formed a fitting portion 28A into which the enlarged portion 27A of the key-like protrusion 27 is fitted by rotation in the circumferential direction.

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

The stopper 29A is formed so that it can be fitted 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 in the piston portion side member 7A, The axial depth of the retreat groove 27B matches the axial length of the stopper 29A.

Further, the width of the entry groove 28 in the piston-side member 7A is made to match 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-side member 7A. Is becoming

Further, a snap ring mounting groove 27C is formed over the entire circumference at a required distance from the connecting end of the piston portion side member 7A, drives the ring 29 to the clutch portion side member 7B side, and stops the stopper 29A. When it is embedded in the play between the entry groove 28 and the key-like protrusion 27, by attaching the snap ring 30 to the snap ring attachment groove 27C, the stopper 29A retracts to the piston part side member 7A side. Is locked.

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

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

Then, as shown in FIG. 8, the key-like protrusion 27 of the piston part side member 7A is made to enter the entry groove 28 of the clutch part side member 7B, and when it is completely entered, the piston part side member 7A The clutch portion side member 7B is relatively rotated to fit the enlarged portion 27A of the key-like protrusion 27 into the fitting portion 28A of the entry groove 28, as shown in FIG.

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 29A is embedded in the play.

Further, the snap ring 30 is fitted into the snap ring attachment groove 27C. At this time, since the rear end of the stopper 29A is immediately before the snap ring attachment groove 27C, the work of fitting the snap ring 30 is 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 is provided with the enlarged portion 27A of the key-like protrusion 27 and the fitting portion 28A of the entry groove 28. It becomes a holding member for holding the fitted state with.

That is, since 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, the piston side member 7A and the clutch side member 7B. The rotational force is transmitted between the piston 27 and the stopper 29A, and the axial driving force between the piston side member 7A and the clutch side member 7B is transmitted by the keyed protrusion 27. This is performed by engaging the portion 27A and the fitting portion 28A of the entry groove 28.

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 smooth curves as shown in FIG. It may be formed in a shape, and in this case, the fitting between the enlarged portion 27A and the fitting portion 28A is guided in a curved line shape and smoothly performed.

The coupling mechanism D assembled in this way is internally provided in the bearing portion of the differential case 13, but here, as shown in FIG. 1, the driving force transmission assisting member and the piston driving force transmission member are provided. The portion of the coupling mechanism D of the sheath shaft 7 as a member 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 contact the bearing portion. There is.

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 sun gear 4A and the second sun gear 4B are screwed to the first planetary gear 5A and the second planetary gear 5B that are integrally formed, and the second sun gear 4B is screwed. A displacement force by a piston 20 acts axially on the shaft via the sheath shaft 7.

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, and therefore, these are divided into two parts. The planetary carrier 6 (61, 62) is sandwiched via the bearing 30 so that the carrier 6 supports the axial force.

The two-part planetary carrier 6 (61, 62) is fixed to each other by a bolt 31. Further, the planetary carrier 6 (61, 62) is provided with pinion shaft mounting holes 61A, 62A for fitting both ends of the pinion shaft 6A.

Further, in order to fix the pinion shaft 6A and the planetary carrier 6 (61, 62), a stopper ring 32 of a required thickness is provided which is in contact with the outer surface of the planetary carrier 62. The stopper ring 32 has a planar shape as shown in FIG.

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

The stopper ring 32 has a pinion shaft advancing portion 32A that allows the pinion shaft 6A to move in the axial direction, and a pinion shaft that locks the axial movement of the pinion shaft 32 in a fitting groove 33. The locking portion 32B is provided. That is, the pinion shaft advancing portion 32A of the stopper ring 32 is configured by a recess formed by cutting out the inner circumference of the stopper ring 32, and the portion other than the pinion shaft advancing portion 32A does not allow insertion of the pinion shaft 6A. It has become.

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

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

Further, 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 the fitted state of the stopper ring 32 and the fitting groove 33.

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

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

First, the pinion shaft 6A is fitted from the shaft end sides of the output shafts 2 and 3 through the pinion shaft mounting holes 61A and 62A. 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 approachable 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 rotationally adjusted so that the fitting groove 33 is directed outward in the radial direction.

After that, the stopper ring 32 is rotated 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 locking portion 32B constituted by the inner peripheral portion of the stopper ring 32 is automatically fitted into the fitting groove 33 of the pinion shaft 6A, and the pinion shaft 6A is prevented from moving in the axial direction. It will be locked.

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. By locking the periphery of the bolt mounting hole 32C of 32, its 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 each pinion shaft 6A can be fixed. The work is completed in a small number of steps without installing the stopper ring 32.

By the way, the lubrication mechanism between the pinion shaft 6A and the first planetary gear 5A and the second planetary gear 5B is configured 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 oil sump 41 communicates with each pinion shaft mounting hole 62A. An oil supply hole 42 is provided.

The pinion shaft 6A is formed with a pinion shaft side oil supply hole 6B extending in the axial direction at the axial center thereof, and the pinion shaft side oil supply hole 6B extends from the pinion shaft 6A to the outer periphery of the pinion shaft 6A. An oil outlet path 6C is provided so as to communicate with each other.

The pinion shaft side oil supply hole 6B communicates with the outer circumference at the end of the pinion shaft 6A, and this communication opening and the oil supply hole 42 inside the mounting hole 62A of the planetary carrier 62 are formed. Aligned, the oil supply hole 6B on the pinion shaft side and the oil supply hole 42 communicate with each other through the end of the pinion shaft 6A and the mounting hole 62A.

With such a structure, when the device 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 rotated. Is scratched up.

As a result, the scraped-up lubricating oil drops into the oil sump 41 at the upper end of the planetary carrier 62 and stays there. Thus, the lubricating oil accumulated 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 enters the oil supply hole 6B on the pinion shaft side at the axial center of the pinion shaft 6A and is led out to the pivotal support portions of the planetary gears 5A and 5B on the outer circumference of the pinion shaft 6A through the oil lead-out path 6C. It

As a result, efficient lubrication can be performed without equipping a new pressurizing mechanism, and by utilizing the feature that the planetary carrier 6 (61, 62) is fixedly mounted, the lubricating oil can be supplied by gravity. 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 the integral pinion 5 with the same number of teeth as described above. The planetary gears 5A and 5B are generally formed with different numbers of teeth as already described with reference to FIG.

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

Therefore, the speed change mechanism A becomes large in the width direction, and it becomes impossible to satisfy the conditions for the present apparatus to be installed in a limited small space, so that the present vehicle 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 of and differs depending on the dislocation.

[0125] This eliminates the need for manufacturing play between the first planetary gear 5A and the second planetary gear 5B, and the width can be reduced, so that the speed change mechanism A can be made smaller in the width direction and used in an 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 planetary gear lubrication structure and the vehicle left-right driving force distribution device having the planetary gear lubrication structure according to the embodiments of the present invention are configured as described above, they operate as follows.

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

As a result, the multi-disc clutch mechanism B on the second output shaft 3 side is brought into the required engagement state, and the torque from the clutch disc 8A increased by the speed change mechanism A to the clutch plate 8B, which is the normal rotational speed, is applied. After the transmission, the required amount of the driving torque input to the second output shaft 3 is returned to the input shaft 1, and in response thereto, transferred to the first output shaft 2.

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, in the case where 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 torque on the first output shaft 2 side is increased. Supply the required fluid pressure to the plate clutch mechanism B.

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

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

According to such a mechanism, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution by using the energy loss of the brake or the like. A desired torque distribution can be obtained without causing torque loss or energy loss.

By the way, the operation of the clutch portion B1 in the multi-disc clutch mechanism B is performed by driving the piston portion B2 arranged outside the differential case 13 to pressurize the clutch portion B1 arranged inside the differential case 13. As described above, since the clutch portion B1 is provided in the differential case 13 as described above, the lateral driving force distribution device for a vehicle is downsized in the width direction.

Further, by providing the piston part 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 the effective pressurizing area of the piston 20 can be increased. You will be able to secure.

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

Further, when the clutch portion B1 is pressed, the clutch hub 8C is pulled by the piston 20 via the sheath shaft 7, and the clutch plates 8A and 8B are pressed. At this time, the pressing is performed by supporting the clutch plate 8B by the ends 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, the multi-plate clutch mechanism B usually requires a reaction force member (supporting member) for supporting the pressing force, but the sheath shaft 7 is configured as a tension member when the multi-plate clutch mechanism B is coupled. By doing so, the differential case 13 can be used as a support member.

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

By the way, the piston 20 is driven in order to perform the above-mentioned 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 at the time of the stroke. While being guided, the rotation of the piston 20 is restricted.

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

Further, the clutch portion B1 and the piston portion B2 of the multi-disc clutch mechanism B are connected by the sheath shaft 7, whereby the clutch portion B1 is mounted inside the differential case 13, and the piston portion B2 is mounted at the differential case 13. It can be equipped outside.

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. It is divided into a side member 7A and a clutch portion side member 7B, and they are connected by a connecting mechanism D.

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

The coupling between the piston portion side member 7A and the clutch portion side member 7B of the sheath shaft 7 by the coupling mechanism D is easily performed as described above with the description of the configuration of the coupling mechanism D, and the transmission mechanism A The transmission of the rotational force from 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 configured in a two-division type because the driving force in the axial direction acts on the second sun gear 4B. In the present embodiment, The planetary carrier 61 and the planetary carrier 62 are easily assembled using the stopper ring 32 in the procedure as described above, and the variable speed 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, and the pinion shaft side oil supply hole. 6B and oil discharge path 6C.

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

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

That is, since the lubrication working chamber seals 22A and 22D and the pressurizing chamber seals 22B and 22C are arranged so as not to interfere with each other in their sliding ranges, the lubricating oil is prevented. Liquid tightness is ensured between the differential carrier 12 and the casing 11 as the lubrication working chamber 24 in which a required amount is built in, and the pressurizing chamber 20D partitioned by the piston 20 and supplied with the hydraulic fluid. It

Therefore, the piston 20 creates an oil film on the inner wall due to its sliding motion, and the oil film may be scraped off to mix the lubricating oil and the pressurized hydraulic oil with each other. Depending on the distance, the pressure chamber seals 22B and 22C do not scratch the oil film on the inner wall of the lubrication chamber 24, and the lubrication chamber seals 22A and 22D press the pressure chamber 20D. Since the hydraulic oil is not scratched, the operation inside each working chamber is performed well.

That is, in order to form a thick oil film in the lubricating working chamber 24, a relatively high-viscosity oil (such as hypoid gear oil) is built in as lubricating oil, and the pressurizing chamber 20D has an operating response of the piston 20. ATF (Automatic Transmission Fluid), power steering oil, etc., which have a relatively low viscosity, are used to improve the properties. Therefore, when these oils are mixed with each other, seizure may occur in the lubrication working chamber 24 and the operation responsiveness of the piston 20 may deteriorate in the pressurizing chamber 20D. However, due to the above-mentioned operation, these problems are avoided and the mechanism of the present embodiment operates stably for a long period of time.

In the sealing mechanism 22, the inner wall of the lubricating working chamber 24, which corresponds to the position between the lubricating working chamber seals 22A, 22D and the pressurizing chamber seals 22B, 22C, has a groove 25 extending over the entire circumference. And the outside air communication passage 26 reaching the groove 25 formed in the lower part of the inner wall of the lubricating working chamber 24 is provided, the lubricating oil leaked from the lubricating working chamber 24 and the pressurizing chamber 20D or the pressurized oil The hydraulic oil stays in the groove 25 along the entire circumference on the inner wall and does not enter the lubricating working chamber 24 and the pressurizing 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.

[0157]

[Effect of the device]

 As described in detail above, according to the planetary gear lubrication structure of the present invention, in the planetary gear mechanism, the planetary gear, the pinion shaft pivotally supporting the planetary gear, and the planetary gear are fixedly mounted laterally in the axial direction. The planetary carrier has a pinion shaft mounting hole formed in the planetary carrier for inserting the end portion of the pinion shaft, and an oil pool is provided at the upper end of the planetary carrier to lubricate the planetary gear. In addition, an oil supply hole that communicates from this oil reservoir to the pinion shaft mounting hole is provided, and the pinion shaft has a pinion shaft side that communicates with the oil supply hole through the end of the pinion shaft and the mounting hole. oil With feeding holes are provided, the pinion shaft side oil supply hole with a simple configuration that the oil outlet passage communicating to the pinion shaft periphery is provided, effects and the following advantages are obtained. By utilizing the special situation that the carrier is fixedly installed, an efficient planetary gear lubrication mechanism is realized without equipping the pressurization mechanism that hinders the compactness of the device. Forced lubrication, which is necessary for the axial center lubrication system, becomes unnecessary by utilizing gravity, and a hydraulic source for refueling is not required, so it is possible to avoid increasing the size and cost of the device. It becomes possible to avoid the poor general lubrication that occurs in the natural lubrication system, the increase in stirring resistance that occurs when the oil level is raised with emphasis on lubricity, and the large amount of energy loss that occurs. .. For example, by adopting it to a vehicle left / right driving force distribution device, it becomes possible to make the device compact, and it is possible to store such a device in a space for a differential device of an automobile or in a small space such as in the vicinity of an axle. Like

[Brief description of drawings]

FIG. 1 is a transverse cross-sectional view showing a lower half of a rotational cross section of a main part of a vehicle left / right driving force distribution device having a planetary gear lubrication structure according to an embodiment of the present invention.

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

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

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

FIG. 5 is a front view of a main part showing a structure of a shaft coupling mechanism of a left-right driving force distribution device for a vehicle having a planetary gear lubrication structure as an embodiment of the present invention.

FIG. 6 is an exploded perspective view showing a main part structure of a shaft coupling mechanism of a left-right driving force distribution device for a vehicle having a planetary gear lubrication structure as an embodiment of the present invention.

FIG. 7 is a schematic front view showing an assembling process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary gear lubrication structure as one embodiment of the present invention.

FIG. 8 is a schematic front view showing an assembling process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary gear lubrication structure as one embodiment of the present invention.

FIG. 9 is a schematic front view showing an assembly process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary gear lubrication structure as one embodiment of the present invention.

FIG. 10 is a schematic front view showing an assembly process of a shaft connecting mechanism of a vehicle left / right driving force distribution device having a planetary gear lubrication structure as one embodiment of the present invention.

FIG. 11 is a schematic diagram showing the principle of a vehicle left / right driving force distribution device proposed in the devising process of the present invention.

FIG. 12 is a schematic cross-sectional view showing a schematic configuration of a conventional differential device.

FIG. 13 is a schematic sectional view showing a schematic configuration of an automatic transmission equipped with a conventional planetary gear mechanism.

[Explanation of symbols]

1 Input Shaft 2 First Output Shaft 3 Second Output Shaft 4A First Sun Gear 4B Second Sun Gear 5 Integrated Pinion 5A First Planetary Gear 5B Second Planetary Gear 6 Planetary Carrier 6A Pinion Shaft 7 Driving Force Transmission Auxiliary Sheath shaft as member and piston driving force transmitting member 7A Piston part side member 7B Clutch part side member 8A Clutch plate 8B Clutch plate 8C Clutch hub 9 Differential 9A Bevel gear (ring gear) 9B Bevel gear (drive pinion) 10 Circlip 11 Casing 11A Base End small diameter portion 11B Large diameter portion 11C Inner wall surface 12 Differential carrier 12A Clutch plate side member 12B Shaft side member 13 Differential case 13a Projection 13A End portion 13B End portion 14 Ring gear 15 Planetary gear 16 Sun gear 1 Carrier 18 Bearing 19 Bolt 20 Piston 20A Sliding part 20B Sliding part 20C Annular vertical surface 20D Pressurizing chamber (pressurizing chamber) 20E Guide hole 21 Bearing 22 Sealing mechanism 22A, 22D Lubricating chamber seal (second liquid) 22B, 22C Pressure chamber seal (Pressurized hydraulic oil seal) 23 Pin 24 Lubrication chamber (Operating chamber) 25 Groove 26 Outside air communication passage 27 Key-like protrusion 27A Enlarged portion 27B Retracting groove 27C Snap ring mounting groove 28 Entry Groove 28A Fitting Part 29 Ring 29A Stopper 30 Snap Ring 31 Bolt 32 Stopper Ring 32A Pinion Shaft Entry Part 32B Pinion Shaft Locking Part 32C Bolt Mounting Hole 33 Fitting Groove 35 Bushing 41 Oil Sump 42 Oil Supply Hole 61 Planetary Cat A 61A pinion shaft mounting hole 62 planetary carrier 62A pinion shaft mounting hole 62B bolt mounting holes A transmission mechanism B multi-plate clutch mechanism B1 clutch portion B2 piston unit C regulating mechanism D coupling mechanism S driving force transmission control mechanism S1 differential mechanism

Claims (1)

[Scope of utility model registration request] 1. In a planetary gear mechanism, a planetary gear, a pinion shaft pivotally supporting the planetary gear, a planetary carrier fixedly mounted laterally in the axial direction of the planetary gear, and an end portion of the pinion shaft are to be inserted. In order to lubricate the planetary gear by providing a pinion shaft mounting hole formed in the planetary carrier, an oil reservoir is provided at the upper end of the planetary carrier, and the oil reservoir communicates with the pinion shaft mounting hole. An oil supply hole is provided, and the pinion shaft is provided with a pinion shaft-side oil supply hole that communicates with the oil supply hole through the end of the pinion shaft and its mounting hole. A planetary gear lubrication structure, characterized in that an oil lead-out path is provided which communicates with the outer periphery of the pinion shaft from the fuel supply hole.