JPH11270587A - Clutch mechanism of power distribution device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the number of parts, to miniaturize a clutch mechanism and to reduce the cost by efficiently arranging a plurality of clutch parts and a piston part. SOLUTION: A second clutch 41 is arranged in a clutch drum 36 so as to be continuously located on one end side (left side) of a first clutch part 40. A second pressure pin 57 is passed through a gap from an outer circumference side of a first pressure pin 56, the first pressure pin 56 is connected to a first piston 60 through a bearing 61, and a second piston 62 arranged on the other end side of the first piston 60 is connected to the second pressure pin 57 on the outer circumference side of the first pressure pin 56 through a bearing 63.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch mechanism of a power distribution device in which at least two or more different clutch units are coaxially arranged.

[0002]

2. Description of the Related Art In recent years, various power distribution devices for positively controlling the torque distribution of front and rear wheels or left and right wheels have been developed and put into practical use in order to improve the dynamic performance of vehicles.
In such a case, the torque distribution control is usually performed by operating a clutch mechanism including a plurality of different clutch units.

For example, Japanese Patent Laying-Open No. 5-77653 discloses a differential device formed by a double pinion type planetary gear mechanism, which is provided with a driving force transmission control mechanism for controlling right and left driving force distribution. The driving force transmission control mechanism includes a transmission mechanism attached to the left and right output shafts for changing the rotation speed of the left and right output shafts, and a transmission mechanism that is shifted by the transmission mechanism and rotates at a different speed from the left and right output shafts. And a multi-plate clutch mechanism having a pair of left and right clutch portions for adjusting the distribution of driving force on the left and right. Further, the multi-plate clutch mechanism and the differential mechanism are disposed in the same casing. Further, the multi-plate clutch mechanism is configured to be separated from a clutch portion and a piston portion, and the clutch portion is disposed in a differential case and the piston portion is disposed outside the case.

[0004]

However, in the above-mentioned prior art, since the clutch portions are arranged symmetrically spaced apart from each other on both sides of the differential device, the piston portions are driven to operate each clutch portion. , Such as a hydraulic pressure source, must be provided at locations separated from each other. For this reason, the number of components constituting the clutch mechanism may increase, and further, the size of the entire mechanism may increase, and the manufacturing cost may increase. These may cause an increase in the size of the power distribution device, a rise in manufacturing costs, and the like.

The present invention has been made in view of the above circumstances, and in a clutch mechanism of a power distribution device having at least two or more clutch units, the clutch unit and the piston unit are efficiently arranged to reduce the number of parts. An object of the present invention is to provide a compact and low-cost clutch mechanism of a power distribution device, while reducing the number of clutches.

[0006]

According to a first aspect of the present invention, there is provided a clutch mechanism of a power distribution device for performing power distribution control using a plurality of clutch units. The clutch drum includes a movable clutch drum, a plurality of clutch portions provided coaxially in the clutch drum, a plurality of pressure pins for pressing the respective clutch portions, and a plurality of pistons for operating the respective pressure pins. A gap is formed between the clutch drum and the other end of the clutch drum so that a pressure pin for pressing a clutch disposed on one end can be inserted therethrough, and each pressure pin is inserted into the bottom of the clutch drum. A possible pin hole is formed, and each pressure pin is inserted through the gap and the pin hole from the other end to one end, and the clutch Each without external and the other end side of each pressure pin and the piston corresponding to respective pressure pin via a bearing characterized by being relatively rotatably connected.

According to a second aspect of the present invention, in the first aspect of the present invention, a pressure pin that presses a clutch portion at one end in the clutch drum is located on an outer peripheral side of a pressure pin that presses a clutch portion at the other end. The piston corresponding to the clutch portion on the other end in the housing is disposed on one end side of the piston corresponding to the clutch portion on the one end side,
The pressure pin and the clutch corresponding to the one-end clutch portion are connected on the outer peripheral side with respect to the connection portion between the pressure pin and the clutch corresponding to the other-end clutch portion, and the clutch corresponding to the pressure pin is provided inside the pressure pin. A snap ring is provided for restricting the movement of the clutch part on the other end side to the one end side from the part.

According to a third aspect of the present invention, in the first or second aspect of the invention, the gap is formed by cutting out a part of the driven plate and the retaining plate constituting the clutch portion. Features.

That is, according to the first aspect of the present invention, the clutch mechanism of the power distribution device includes a plurality of clutch portions provided coaxially in the clutch drum and presses the clutch portion disposed at one end side. A gap through which the pin can be inserted is formed between the clutch drum and the clutch portion on the other end, and a pin hole through which each pressure pin can be inserted is formed at the bottom of the clutch drum. Then, each pressure pin is inserted into the gap and the pin hole from the other end to one end. Therefore, when a plurality of clutch parts are arranged coaxially, the plurality of clutch parts can be integrated and realized in a compact manner, and the clutch parts can be efficiently arranged. In addition, since each pressure pin and each piston corresponding to each pressure pin are connected via a bearing, each piston does not rotate even when the clutch drum rotates, and therefore, when the power distribution device operates, each piston is connected. Accurate clutch control is performed without the centrifugal oil pressure acting on the hydraulic chamber or the like to be operated.

According to the second aspect of the present invention, when a corresponding piston is operated to one end side to connect a desired clutch portion, the clutch portion disposed on the other end side of the desired clutch portion is moved to the other side. The corresponding piston is also integrally moved to one end side, and the corresponding pressure pin is also operated. At this time, the snap ring provided on the pressure pin is also simultaneously operated to one end side. The clutch portion on the side moves to one end while keeping the same pitch, and only the desired clutch portion is connected.

According to the third aspect of the present invention, a gap is formed by cutting out a part of the driven plate and the retaining plate that constitute the clutch part.
The formation of the gap is facilitated.

[0012]

1 to 6 relate to an embodiment of the present invention. FIG. 1 is an enlarged sectional view showing a main part of a clutch mechanism of a left and right driving force distribution device, and FIG. Sectional view,
FIG. 3 is a sectional view taken along line II of FIG. 1, FIG. 4 is an exploded perspective view of a pressure pin, FIG. 5 is a configuration diagram of a hydraulic control device for right and left driving force distribution, and FIG. FIG.

Hereinafter, as an example of a power distribution device to which a clutch mechanism according to the present invention is applied, a rear wheel left / right driving force distribution capable of positively controlling torque distribution to left and right rear wheels by a plurality of clutch portions. The device will be described.

As shown in FIG. 2, the rear wheel left / right driving force distribution device 1 is roughly divided into a differential limiting mechanism portion 5, a gear mechanism portion 6, and a clutch mechanism portion 7 (a clutch mechanism of a power distribution device). The drive pinion 8 for transmitting the driving force to the rear wheel left / right driving force distribution device 1 and the differential limiting mechanism 5 are provided with a differential carrier 9.
The clutch mechanism 7 is disposed on the side of the differential carrier 9 via the gear mechanism 6, and the rear end of the differential carrier 9 is covered with a cover 10. The clutch mechanism 7 is covered with a cover 11. Here, a casing is constituted by the differential carrier 9 and the covers 10 and 11.

A left drive shaft 14 is rotatably provided on the left side retainer 12 attached to the differential carrier 9 so as to pass through the left side retainer 12. A drive shaft 15 is rotatably provided through the right side of the differential carrier 9.

A left differential case 16L is rotatably fitted around the outer periphery of the left drive shaft 14.
The left drive shaft 14 and the left differential case 16L are rotatably supported by the left side retainer 12 via bearings.

The left differential case 16L
One end (left end) of a right differential case 16R and a crown gear 17 meshed with the drive pinion 8 are both centered and fixed at the center of rotation, and are fixed to the other end of the right differential case 16R. Is a cylindrical portion 18a formed on the right side surface of the carrier 18.
Is rotatably fitted to the outer periphery of the differential carrier 9 and is supported by the differential carrier 9 via a bearing.

The first gear shaft 19 of the gear mechanism 6 is spline-fitted inside the cylindrical portion 18a of the carrier 18, and the right drive shaft 19 is inserted inside the first gear shaft 19. The shaft 15 is rotatably fitted.

That is, the right differential case 16R, the carrier 18, and the first gear shaft 1
9 and the right drive shaft 15 are rotatably supported by the differential carrier 9 respectively, and are constituted by the left differential case 16L and the right differential case 16R. The differential case 16 to which is attached is rotatably held in the differential carrier 9.

The carrier 18 is rotatably disposed in the differential case 16, and the left drive shaft 14 and the right drive shaft 15 are inserted into the carrier 18 so that the carrier 18 is moved to the left. Drive shaft 1
4 is spline-coupled to the tip.

In the differential case 16,
Left drive shaft 1 of left differential case 16L
The first sun gear 20 having a large diameter is spline-coupled to the differential case 16 in a portion where the first sun gear 4 is inserted.
A small-diameter second sun gear 21 is spline-coupled to the tip of the right drive shaft 15, and the first sun gear 20 meshes with the small-diameter first pinion 22 to form a first gear train. The second sun gear 21 meshes with the large-diameter second pinion 23 to form a second gear train.

The first pinion 22 and the second pinion 23 are formed integrally with a pinion member 24,
A plurality (for example, three) of the pinion members 24 are rotatably supported on respective planetary pins 25 fixed to the carrier 18 via bearings. At both ends of the pinion member 24, washers for receiving a thrust load are interposed between the pinion member 24 and the carrier 18.

That is, the differential limiting mechanism 5 transmits the driving force from the drive pinion 8 to the crown gear 1.
7. A compound planetary gear type that transmits to the first sun gear 20 via the differential case 16 and outputs from the second sun gear 21 to the right drive shaft 15, while outputting from the carrier 18 to the left drive shaft 14. It is composed of a differential limiting device.

The compound planetary gear type differential limiting device constituting the differential limiting mechanism section 5 includes the first and second sun gears 20 and 21 and a plurality of the differential limiting devices arranged around the sun gears 20 and 21. First and second pinion 2
A differential function is provided by appropriately setting the number of teeth 2 and 23.

The first and second sun gears 20, 2
By setting the radius of the meshing pitch circle between the first pinion 22 and the first and second pinions 22 and 23 appropriately, it is possible to make the reference torque distribution 50:50 equal to the left and right.

Further, the first and second sun gears 20, 2
1 and the first and second pinions 22 and 23 are, for example, bevel gears, and the thrust loads are offset by changing the torsional angles of the first gear train and the second gear train. And a frictional torque is generated between the end faces of the pinions, and the first and second pinions 2
The frictional torque is generated by the combined force of the separation and the tangential load acting on the surfaces of the planetary pin 25 and the planetary pins 25 by engagement, and the differential limiting torque is obtained by obtaining the differential limiting torque proportional to the input torque. Give function.

The first gear shaft 19 extends outside the differential carrier 9 and is rotatably supported by the differential carrier 9 via a bearing.
A first gear 26 as a reference rotating gear is formed at the end opposite to the connection with the carrier 18.

The outside (right side) of the first gear 26
, A second gear 27 as a speed increasing rotation gear and a third gear 28 as a reduction rotation gear are provided in parallel, and the second gear 27 and the third gear 28 are the same second gear. The second gear shaft 29 is spline-fitted to the right drive shaft 15. The first, second, and third gears 26, 27, and 28 are attached to the rotation axes of the gears 26 to 28, respectively, and the fourth and fifth gears 26 and 27 are arranged in parallel on the same rotation axis. , 6 gears 30, 3
1, 32 are engaged.

That is, the gear mechanism 6 includes a first gear train composed of the first gear 26 and the fourth gear 30, and a second gear composed of the second gear 27 and the fifth gear 31. And a third gear train of a third gear train comprising a third gear 28 and a sixth gear 32.

The gear ratio of each gear train is, for example, the first, second, third, fourth, fifth and sixth gears 26, 27, 28,
The numbers of teeth of 30, 31, and 32 are z1, z2, z3,
As z4, z5 and z6, the first gear train is z4 / z1
= 0.9, the second gear train is z5 / z2 = 0.9.times.0.
9. The third gear train is set to z6 / z3 = 1, and when the gear ratios are arranged in descending order, 1 (the gear ratio of the third gear train), 0.9 (the gear ratio of the first gear train) Ratio), 0.9 × 0.
At 9 (the gear ratio of the second gear train), the step ratio is constant at 0.9. Note that this value may be set to another value.

One end (left side) of the fourth gear shaft 33
The fourth gear 30 is integrally formed with the fourth gear shaft 33. One end of the fourth gear shaft 33 is outside the differential carrier 9 and the other end (right end) is the cover 1
Each is rotatably supported by a bearing 11a formed in a cylindrical shape on the inside of the housing 1 via a bearing. Further, the fourth gear 30 is provided on the other end side of the fourth gear shaft 33.
A cylindrical clutch drum 36 having an open side is fixed.

The fifth gear 31 is formed integrally with one end of the fifth gear shaft 35. The fifth gear shaft 35 has the other end formed on the fourth gear shaft 33. The clutch drum 36 extends along the outer circumference to the bottom 36 a of the clutch drum 36. Further, a clutch hub 37 having a predetermined length is provided at the other end of the fifth gear shaft 35, and a first clutch hub 37 is provided between the clutch hub 37 and the clutch drum 36.
Is formed.

Further, the sixth gear 32 is integrally formed on one end side of the sixth gear shaft 38, and the sixth gear shaft 38 extends along the outer periphery of the fifth gear shaft 35. The first clutch portion 40 is provided to extend to near the end face. A clutch hub 39 having a predetermined length is formed at the other end of the sixth gear shaft 38, and a second clutch portion 41 is formed between the clutch hub 39 and the clutch drum 36.

Next, the clutch mechanism 7 (clutch mechanism of the power distribution device), which is the gist of the present invention, will be described in detail.

As shown in FIG. 1, the first clutch section 40 includes a plurality (for example, four) driven plates 43 and a plurality (for example, four) drive plates 45 near the other end in the clutch drum 36. Are alternately arranged in order from the other end (right side), and a retaining plate 44 having a shape substantially the same as that of the driven plate 43 in the radial direction is arranged on one end side (left side). Is formed.

The outer diameter of the driven plate 43 is shown in FIG.
As shown in FIG. 5, the driven plate 43 is formed smaller than the inner diameter of the clutch drum 36 so that the outer periphery of the driven plate 43 has a predetermined interval with respect to the inner periphery of the clutch drum 36.

Here, a plurality of (for example, 12) concave grooves 42 are formed on the inner periphery of the clutch drum 36 at predetermined intervals along the axial direction of the gear shaft 33, and the driven plate 43 The plurality of projections 43a provided on the outer periphery of the projections are held by the clutch drum 36 by fitting into the concave grooves 42.

By the way, the projecting portion 43a is
2 are not provided correspondingly, and the toothless portions 43b formed by cutting the protrusions 43a at predetermined intervals are formed symmetrically along the outer periphery of the driven plate 43. In the present embodiment, the driven plate 43 is provided with one missing tooth portion 43b each time two projecting portions 43a corresponding to the concave grooves 42 are formed. Is placed on the driven plate 43
Are formed in several places.

The retaining plate 44 has the same outer diameter as the driven plate 43, and the outer periphery of the retaining plate 44 has a projection 44a, a missing tooth, similarly to the driven plate 43. A portion 44b is provided.

The drive plate 45 has an inner edge spline-fitted to the clutch hub 37.
The outer diameter of the drive plate 45 is equal to or smaller than the outer diameter of the driven plate 43.

Then, the first clutch section 40 having the above-described configurations is provided with the clutch drum 36 and the toothless sections 43b, 44.
b, a plurality of (for example, four) gaps 40a are formed to communicate one end and the other end of the first clutch portion 40.

As shown in FIG. 1, the second clutch portion 41 includes a plurality of (for example, four) driven plates 46 and a plurality of (for example, four) drive plates 48 near one end in the clutch drum 36. Are alternately arranged in order from the other end side, and a retaining plate 47 having a radial shape substantially the same as that of the driven plate 46.
Are formed so as to overlap one end side.

The outer diameter of the driven plate 46 is as shown in FIG.
As shown in FIG. 5, the first clutch portion 40 is formed to be larger than the outer diameter of the driven plate 43 and slightly smaller than the inner diameter of the clutch drum 36.

The driven plate 46 is provided with a plurality of protrusions 46 a provided on the outer periphery of the driven plate 46 so as to fit into the concave grooves 42.
6 is held.

The retaining plate 47 has the same outer diameter as the driven plate 46, and has a projection 47 a on the outer periphery of the retaining plate 47, similarly to the driven plate 46. ing.

The drive plate 48 is spline-fitted to the clutch hub 39. Here, in the present embodiment, the shape of the drive plate 48 is formed in the same manner as the shape of the drive plate 45. This is to make the fastening force of the first clutch unit 40 and the fastening force of the second clutch unit 41 equal.

Further, the retaining plate 47 is locked near one end of the clutch drum 36 so that the second
A snap ring 51 for restricting the movement of the clutch portion 41 to one end side is attached.

In the clutch drum bottom 36a, pin holes 36b are formed at four symmetrical positions corresponding to the gaps 40a.
Are formed in each of the pin holes 36b.
The pressure pin 56 and the second pressure pin 57 are inserted.

As shown in FIG. 4, the other end of the first pressure pin 56 is connected to the first pressure ring 5 having a small diameter.
The other ends of the second pressure ring 57 are connected to each other by a large-diameter second pressure ring 59 so as to be symmetrical to each other.

As shown in FIG. 3, the first pressure pin 56 is connected to the toothless portion 4 of the driven plate 43 located at the other end (right side) of the first clutch portion 40.
The inner peripheral side of 3b can be pressed freely.

The second pressure pin 57 is
A pin hole 36b is formed along the outer surface of the first pressure pin 56.
After that, it is inserted into the gap 40a between the first clutch part 40 and the clutch drum 36, and can freely press the driven plate 46 located at the other end side (right side) of the second clutch part 41. ing.

Further, a snap ring 52 for locking the retaining plate 44 and restricting the movement of the first clutch portion 40 to one end side is attached to an inner portion near the tip of the second pressure pin 57. Have been.

A first piston 60, which is formed in a ring shape and whose inner edge is slidable with the bearing 11a, is fitted around the outer periphery of the bearing 11a of the cover 11. And
One end of the first piston 60 is connected to the first pressure ring 58 via a bearing 61 so as to be relatively rotatable.

The outer periphery of the bearing portion 11a,
On the other end side of the first piston 60, a second piston 62, which is formed in a ring shape having a larger diameter than the first piston 60 and whose inner edge is slidable with the bearing portion 11a, is fitted. I have.

The second piston 62 has a ring member 6 projecting to one end side along the outer edge of the first piston 60.
2a are integrally formed, the inner edge of the ring member 62a and the outer edge of the first piston 60 are slidably fitted to each other, and the outer edge of the ring member 62a and the cover 11
Are slidably fitted with the inner wall of the. One end of a ring member 62 a formed on the second piston 62 is connected to a second pressure ring 59 via a bearing 63 so as to be relatively rotatable.

Further, a first hydraulic chamber 64 is formed between the first piston 60 and the second piston 62, and a first hydraulic chamber 64 is formed between the second piston 62 and the cover 11. , A second hydraulic chamber 65 is formed.

A first hydraulic oil supply path 66 and a second hydraulic oil supply path 67 are connected to the first hydraulic chamber 64 and the second hydraulic chamber 65, respectively. As a result, the required hydraulic pressure is supplied to each hydraulic chamber. Here, seal rings 68 are provided on the inner edge and the outer edge of the first piston 60, the inner edge of the second piston 62, and the outer edge of the ring member 62a.
a, 68b, 68c, 68d are provided respectively, and the first and second hydraulic chambers 6 are provided by these seal rings.
4,65 liquid tightness is maintained.

A spring receiver 69 is provided at one end of the outer periphery of the bearing portion 11a.
Between the first piston 60 and the first piston 60
A return spring 70 for urging the zero toward the other end is provided. At this time, the second piston 62
Is similarly urged to the other end side.

Next, a hydraulic control device 71 for supplying hydraulic pressure to the hydraulic chambers 64 and 65 will be described with reference to FIG. The supply system of the control hydraulic pressure to the first and second hydraulic chambers 64 and 65 is substantially the same. Therefore, hereinafter, the control hydraulic pressure is supplied to the first hydraulic chamber 64 through the first hydraulic supply path 66. Only the hydraulic supply system to be used will be described.

The discharge pressure of an oil pump 73 driven by a motor 72 is regulated by a regulator valve 74 to generate predetermined hydraulic oil and hydraulic pressure. The first hydraulic chamber 64 communicates with the first hydraulic chamber 64 via a hydraulic supply path 66.

The oil passage 75 is connected to the pilot valve 7.
7, an oil passage 78 communicates with the duty solenoid valve 79 and the control side of the clutch control valve 76.

Then, a left and right driving force distribution control device 8 to be described later.
The duty signal from 0 is a duty solenoid valve 79
The duty solenoid valve 79 generates a predetermined duty pressure corresponding to the duty ratio, and operates the clutch control valve 76 with the duty pressure to reduce the clutch oil pressure supplied to the first hydraulic chamber 64. It controls and operates the first clutch unit 40 including the hydraulic multi-plate clutch.

The system for supplying the control hydraulic pressure to the second hydraulic chamber 65 has the same configuration.

The right and left driving force distribution control device 80
Is constituted by a microcomputer or the like, and as shown in FIG.
2. Equipped with the respective function means of the hydraulic pressure setting means 83, the optimum driving force distribution amount between the left and right wheels is determined in accordance with the vehicle running state and the road surface condition detected by various sensors 90 to 94 provided in the vehicle body and the engine parts. It calculates and outputs a signal to the hydraulic control device 71.

In this embodiment, the left and right driving force distribution control devices 80 are separately provided for an engine control unit (ECU) and a transmission control unit (TCU) (not shown). To 83 may be provided with an ECU or a TCU, or when the ECU and the TCU are integrated into one control unit, each of the functional units 81 to 83 may be incorporated in the control unit.

The road / running state determination means 81 includes a steering angle detected by a steering angle sensor 90, a throttle opening degree by a throttle opening degree sensor 91, a vehicle speed by a vehicle speed sensor 92, a longitudinal acceleration and a lateral acceleration by a longitudinal acceleration sensor 93. Lateral acceleration by sensor 94, ECU or TC
Based on range information indicating the shift position (shift position) of the automatic transmission from U or the like, the road surface condition (whether the vehicle is in a low μ road traveling state or the like) and the traveling state of the vehicle (high-speed traveling or low-speed traveling). -Whether or not the vehicle is turning sharply-whether the vehicle is traveling with a high load or a low load (acceleration state)-whether or not there is a slip state-is determined by a map, a calculation formula or the like stored in advance.

The hydraulic pressure calculating means 82 selects a clutch to be operated based on the determined running state of the vehicle and the road surface condition using a map, a calculation formula and the like stored in advance, and selects the clutch to be operated. Is calculated.

The hydraulic pressure setting means 83 sends a duty signal having a predetermined duty ratio to the corresponding duty solenoid valve 79 of the hydraulic control device 71 in accordance with the selected clutch and the hydraulic pressure value to be added to the clutch. Output.

Next, the operation of the present invention having the above configuration will be described. First, the operation of the differential limiting mechanism 5 of the rear wheel left / right driving force distribution device 1 will be described. The driving force input from the drive pinion 8 to the differential case 16 via the crown gear 17 is applied to the first sun gear 20.
And the second and third pinions 22 and 23
And transmitted to the sun gear 21 and the carrier 18. Then, the power of the second sun gear 21 is transmitted to the right drive shaft 15, and the power of the carrier 18 is transmitted to the left drive shaft 14. At this time, a driving state of the vehicle, for example, a differential limiting torque is generated due to wheel slip or the like, and the differential limiting torque moves from one drive shaft side where the wheel slip occurs to the other drive shaft side,
The other drive shaft is biased to distribute the torque, and the slip is prevented.

In the gear mechanism 6, the rotation of the carrier 18 causes the first gear shaft 19 and the first gear 2 to rotate.
When the 6 rotates, the rotation is transmitted to the fourth gear shaft 33 and the clutch drum 36 via the fourth gear 30.
At this time, the fourth gear shaft 33 (and the clutch drum 3
6) rotates at the same speed as the carrier 18 based on the gear ratio of the first and fourth gears 26 and 30.

When the rotation of the right drive shaft 15 causes the rotation of the second gear shaft 29, the second and third gears 27 and 28, this rotation is performed via the fifth and sixth gears 31 and 32. The power is transmitted to the fifth gear shaft 35 and the clutch hub 37, and to the sixth gear shaft 38 and the clutch hub 39, respectively.
At this time, the fifth gear shaft 35 is connected to the second and fifth gears 2.
Based on the gear ratio of the gears 7 and 31, the motor rotates at an increased speed with respect to the right drive shaft 15, and the sixth gear shaft 38 is connected to the right drive shaft 15 based on the gear ratio of the third and sixth gears 28 and 32. On the other hand, it rotates at reduced speed.

That is, the first and second clutch units 4
When both 0 and 41 are released, the clutch drum 3
6 rotates relative to the cover 11, and the clutch hubs 37 and 39 rotate at different speeds according to the respective gear ratios.

On the other hand, in the hydraulic control device 71, the oil pump 73 is driven by the motor 72, and the operating oil pressure by the regulator valve 74 is supplied to the duty solenoid valve 79 via the clutch control valve 76 and the pilot valve 77.

Then, the left and right driving force distribution control device 80
The steering angle detected by the steering angle sensor 90, the throttle opening by the throttle opening sensor 91, the vehicle speed by the vehicle speed sensor 92, the longitudinal acceleration of the vehicle body detected by the longitudinal acceleration sensor 93, and the vehicle acceleration detected by the lateral acceleration sensor 94 The running state and the road surface condition of the vehicle are determined based on the lateral acceleration, the range information indicating the shift position of the automatic transmission (shift), and the like. Then, an optimal driving force distribution amount for the left and right wheels is calculated in accordance with the running state of the vehicle and the road surface condition, and a duty signal having a duty ratio appropriate for obtaining the driving force distribution amount is output to each of the duty ratios of the hydraulic control device 71. Output to the solenoid valves 79 respectively.

In response to the duty signal, a predetermined duty pressure is generated by each duty solenoid valve 79, and the clutch pressure control valve 76 is operated by the duty pressure to supply the clutch control valve 76 to the first and second hydraulic chambers 64 and 65. By controlling the clutch hydraulic pressure to be applied, the first and second clutch units 40 and 41 are respectively connected and released.

Here, during a right turn, the driving torque of the outer wheel left wheel (not shown) connected to the left drive shaft 14 is changed to the inner wheel right wheel (shown) connected to the right drive shaft 15. The turning performance is improved by making the driving torque larger than the driving torque in (1).

That is, in the right turning state, the right and left driving force distribution control device 80 detects this by the steering angle and the like by the steering angle sensor 90, and corrects it based on the detection information and range information from each sensor. The optimum left and right driving force distribution amounts for the wheels are calculated. Then, a duty ratio for each duty solenoid valve 79 that determines an appropriate clutch oil pressure for obtaining the left and right driving force distribution amount is set, and a duty signal based on this duty ratio is output to the corresponding duty solenoid valve.

In this embodiment, as the duty ratio of the duty signal to the duty solenoid valve 79 decreases, the amount of drain by the duty solenoid valve 79 decreases, the duty pressure to the clutch control valve 76 increases, and the clutch operates. Clutch control valve 76
, The clutch oil pressure supplied to the hydraulic chamber 64 (65) increases. Conversely, as the duty ratio increases, the drain amount by the duty solenoid valve 79 increases and the duty pressure decreases, and the clutch control valve 76 shifts to the hydraulic chamber 64 (65).
The clutch hydraulic pressure supplied to the motor decreases (see FIG. 5).

Therefore, the left and right driving force distribution control device 80
At the time of a right turn, the duty clutch valve for controlling the clutch hydraulic pressure to the first hydraulic chamber 64 to release the first clutch unit 40 and connect the second clutch unit 41
For example, a duty signal having a duty ratio of 100% is output, while a duty signal having a predetermined duty ratio (for example, a duty ratio of 0 to 80%) is supplied to a duty solenoid valve that controls the clutch oil pressure to the second hydraulic chamber 65. Is output.

Then, each duty solenoid valve 79 is operated by the output of each duty signal from the left and right driving force distribution control device 80, and the first clutch portion 40 is operated by the operating oil in the first hydraulic chamber 64. By being drained through the first hydraulic pressure supply path 66, the pressing operation by the first piston 60 and the first pressure pin 65 is released and opened,
On the other hand, the second clutch unit 41 includes a clutch control valve 76,
A predetermined clutch oil pressure is supplied to the second oil pressure chamber 65 via the second oil pressure supply passage 67, so that the second piston 62 and the second pressure pin 57 are pressed to connect (slip connection). Is done.

As a result, by the connection of the second clutch portion 41, a part of the driving force of the right drive shaft 15, that is, a part of the driving torque to the right wheel side is reduced by the gears of the gear mechanism 6 described above. By setting the gear ratio of the row, the third gear 28,
Sixth gear 32, second clutch part 41, fourth gear 3
0, from the carrier 18 to the left drive shaft 14 via the first gear 29. As a result, at the time of a right turn, the driving torque of the left wheel on the outer wheel side is larger than the driving torque of the right wheel on the inner wheel side, and the turning performance is improved.

On the other hand, when making a left turn, the right drive shaft 1
The turning performance is improved by making the drive torque of the right wheel on the outer wheel connected to the left wheel 5 larger than the drive torque of the left wheel on the inner wheel connected to the left drive shaft 14.

That is, in the left turning state, the left and right driving force distribution control device 80 detects this by the steering angle and the like by the steering angle sensor 90, and performs correction based on the detection information from each sensor and the range information, etc. Is calculated for the right and left driving force distribution amount. Then, a duty ratio for each duty solenoid valve 79 that determines an appropriate clutch oil pressure for obtaining the left and right driving force distribution amount is set, and a duty signal based on this duty ratio is output to the corresponding duty solenoid valve.

Then, the left and right driving force distribution control device 80
At the time of a left turn, a predetermined duty ratio is applied to a duty solenoid valve for controlling the clutch oil pressure to the first hydraulic chamber 64 in order to connect the first clutch unit 40 and release the second clutch unit 41. (For example, duty ratio 0 to 80
%), While the second hydraulic chamber 6
For example, a duty signal having a duty ratio of 100% is output to the duty solenoid valve that controls the clutch hydraulic pressure to No. 5.

Then, each duty solenoid valve 79 is operated by the output of each duty signal from the left and right driving force distribution control device 80, and the first clutch section 40 is connected to the clutch control valve 76, the first hydraulic pressure supply path 66. Is supplied to the first hydraulic chamber 64 via the
The first piston 60 and the first pressure pin 56 are connected (slidably connected) by a pressing operation, while the second clutch portion 41 is configured such that the operating oil in the second hydraulic chamber 65 is supplied to the second hydraulic supply path. By being drained through 67, the pressing operation by the second piston 62 and the second pressure pin 57 is released and released.

As a result, by the connection of the first clutch portion 40, a part of the driving force of the left drive shaft 14, that is, a part of the driving torque to the left wheel side is reduced by each of the gear trains in the gear mechanism 6 described above. , The first gear 29, the fourth gear 30, the first clutch unit 4
The gear is transferred to the right drive shaft 15 via the 0, the fifth gear 31, and the second gear 27. Thereby, at the time of a left turn, the drive torque of the right wheel on the outer wheel side is larger than the drive torque of the left wheel on the inner wheel side, and the turning performance is improved.

When the vehicle is traveling straight, both clutch sections 40 and 41
Are released together, and the reference torque is distributed by the differential limiting mechanism 5.

Hereinafter, the operation of the clutch mechanism 7 as the gist of the present invention will be described in more detail.

Connection (sliding connection) of first clutch unit 40
At times, as described above, a predetermined clutch oil pressure is supplied to the first hydraulic chamber 64 via the clutch control valve 76 and the first oil pressure supply path 66. Then, the first piston 60 moves to one end side (the left side in the drawing) by this hydraulic pressure, and the first pressure pin 56 presses the driven plate 43,
The driven plate 43 and the drive plate 45 are slidably connected to each other, and the first clutch 40 is connected.

When the first clutch section 40 is released, the hydraulic oil in the first hydraulic chamber 64 is supplied to the first hydraulic supply passage 6.
The pressure is drained through 6 and the hydraulic pressure is released. And
The first piston 60 is pushed back to the other end by the return spring 70, the pressing of the first piston 60 and the first pressure pin 56 against the driven plate 43 is released, and the first clutch unit 40 is released. .

On the other hand, when the second clutch portion 41 is connected (slidably connected), a predetermined clutch oil pressure is applied to the second hydraulic chamber via the clutch control valve 76 and the second oil pressure supply passage 67 as described above. 65. Then, the second piston 62 moves to one end side (left side in the drawing) by the hydraulic pressure, and the second pressure pin 57 presses the driven plate 46, and the driven plate 46 and the drive plate 4
8 is slidably connected, and the second clutch 41 is connected.

At this time, the first piston 60 also moves to one end side by the second piston 62, but the first pressure pins 56 and the snap ring 52 mounted near the tip of the second pressure pin 57. Only moves to one end side at the same pitch with the first clutch portion 40, the first clutch portion 40 is kept open as it is, and no inconvenience occurs.

When the second clutch section 41 is released, the hydraulic oil in the second hydraulic chamber 65 is supplied to the second hydraulic supply path 6.
The pressure is drained through 7 and the hydraulic pressure is released. And
The first and second pistons 60, 62 are pushed back to the other end by the return spring 70, and the second piston 6
2. The pressing of the driven plate 46 by the second pressure pin 57 is released, and the second clutch 41
Is released.

Here, the second piston 62 is slidably fitted to the cover 11 as a cylinder using the cover 11 which is an immovable member.
Bearing 63 is interposed between the second pressure pin 57 (second pressure ring 59) and the second pressure pin 57 (second pressure ring 59).
The clutch drum 36 and the second pressure pin 57 (second
Even if the pressure ring 59) rotates, the second piston 62 does not rotate. Generation of centrifugal oil pressure in the second oil pressure chamber 65 is prevented beforehand. For this reason, the centrifugal oil pressure does not act on the second piston 62, and therefore, it is possible to accurately control the clutch oil pressure without being affected by the centrifugal oil pressure. It is possible to improve the control accuracy of the second clutch unit 41 composed of a multi-plate clutch.

The cover 1 and the second piston 62, which are immovable members, are used as cylinders.
The first piston 6 with respect to the first and second pistons 62
0 and the first piston 60 and the first pressure pin 56 (the first pressure ring 5).
8), the bearing 61 is interposed between the clutch drum 36 and the first pressure pin 56.
Even if the (first pressure ring 58) and the like rotate, the first pressure ring 58
Of the first hydraulic chamber 6
4 is prevented from occurring. For this reason,
Also in the second piston 62, the centrifugal oil pressure does not act,
Similarly, it is possible to accurately control the clutch hydraulic pressure without being affected by the centrifugal hydraulic pressure.
Control accuracy of the clutch unit 40 can be improved.

Therefore, the controllability and control accuracy of the left and right driving force distribution control are improved by the synergistic action of these.

As described above, the clutch mechanism 7 of the left and right driving force distribution device 1 according to the present embodiment is provided with the first and second clutches 40 and 41 coaxially connected. , The second clutch portions 40 and 41 can be provided in the single clutch drum 36, so that the number of components can be reduced, and the size and cost of the clutch mechanism portion 7 can be reduced. .

Further, toothless portions 43b, 44b are formed in the driven plate 43 and the retaining plate 44 constituting the first clutch portion 40, and the toothless portions 43b, 44b are formed.
By using the gap 40a between the clutch drum 36 and the second pressure pin 57 in the clutch drum 36,
And the first and second pistons 60 and 62 for operating the first and second pressure pins 56 and 57 can be arranged continuously on the same side. , The return spring 70 can be shared, and a hydraulic source or the like can be disposed at a single location. Accordingly, this also makes it possible to reduce the number of parts, to reduce the size of the clutch mechanism 7, to reduce the cost, and the like.

The gap 40a is formed by the protrusions 43a, 43
Since it is formed by notching 4a, it can be formed easily and arbitrarily.

The power distribution control method using the clutch mechanism 7 having the above-described configuration is not limited to the above-described one.

Further, in the present embodiment, an example is shown in which the clutch mechanism 7 (clutch mechanism of the power distribution device) of the present invention is applied to the rear wheel left / right driving force distribution device 1, but the present invention is not limited to this. For example, the clutch mechanism 7 may be applied to a front wheel left / right driving force distribution device or a front / rear wheel driving force distribution device.

Further, the number of clutch parts connected in the same clutch drum is not limited to two, but may be three.
More than two clutch units may be arranged in series. If such a clutch mechanism having three or more clutch units is used in, for example, a front and rear wheel driving force distribution device, driving force distribution control at different ratios can be performed stepwise.

In the present embodiment, the protrusions 43a, 43
Although the gap 40a was formed by cutting out 4a, the present invention
The present invention is not limited to this. For example, the space between the adjacent protrusions 43a and 44a may be used as a gap without notching the protrusions 43a and 44a.

The number of the pressure pins, the gaps through which the pressure pins are inserted, and the number of the grooves and the projections are not limited to those described above.

[0105]

As described above, according to the first aspect of the present invention, the clutch mechanism of the power distribution device is provided with a plurality of clutch portions connected coaxially within the clutch drum and disposed at one end. A gap is formed between the clutch drum and the other end of the clutch drum, and a pin hole is formed at the bottom of the clutch drum so that each pressure pin can be inserted. Then, since each pressure pin is inserted from the other end to the one end in the gap and the pin hole, a plurality of clutch parts are coaxially arranged when the plurality of clutch parts are coaxially arranged to realize a compact size. As a result, the clutch section can be efficiently arranged, and the number of parts can be reduced, the size can be reduced, and the like.

Further, since each pressure pin and each piston corresponding to each pressure pin are connected via a bearing, even when the clutch drum rotates, each piston does not rotate, and therefore, when the power distribution device operates, Accurate clutch control can be performed without the centrifugal oil pressure acting on the hydraulic chamber or the like that operates each piston.

According to the second aspect of the present invention, when the corresponding piston is moved to one end side to connect the desired clutch portion, the clutch portion disposed on the other end side of the desired clutch portion is moved to the other end. The corresponding piston is also integrally moved to one end side, and the corresponding pressure pin is also operated. At this time, the snap ring is also simultaneously operated to one end side, so that the clutch part on the other end side has the same pitch. As it moves to one end, only the desired clutch part is connected. Therefore, in addition to the effect of the invention described in claim 1, a plurality of clutch portions are provided with a common clutch drum,
Multiple pistons can be arranged side by side,
It is possible to reduce the number of parts, downsize, etc.
Only the desired clutch part can be connected by the piston.

According to the third aspect of the present invention, a gap is formed by cutting out a part of the driven plate and the retaining plate that constitute the clutch part.
In addition to the effects of the invention described in claim 1 or claim 2,
This has the effect that the gap can be easily formed.

[Brief description of the drawings]

FIG. 1 is an enlarged sectional view of a main part showing a clutch mechanism of a left and right driving force distribution device.

FIG. 2 is a cross-sectional view of the left and right driving force distribution device.

FIG. 3 is a sectional view taken along the line II of FIG. 1;

FIG. 4 is an exploded perspective view of a pressure pin.

FIG. 5 is a configuration diagram of a hydraulic control device for right and left driving force distribution.

FIG. 6 is a block diagram showing a functional configuration of a left and right driving force distribution control device.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 rear wheel left and right driving force distribution device (power distribution device) 7 clutch mechanism portion (clutch mechanism) 9 differential carrier (housing) 10, 11 cover (housing) 36 clutch drum 36a clutch drum bottom portion 36b pin hole 40 first Clutch part 40a Gap 41 Second clutch part 43 Driven plate 44 Retaining plate 52 Snap ring 56,57 Pressure pin 60,62 Piston 61,63 Bearing

Claims (3)

[Claims] 1. A clutch mechanism of a power distribution device for performing power distribution control by a plurality of clutch portions, wherein a clutch drum rotatable in a housing of the power distribution device and coaxially connected in the clutch drum. A plurality of clutch parts, a plurality of pressure pins for pressing the respective clutch parts, and a plurality of pistons for operating the respective pressure pins are provided, and a pressure pin for pressing the clutch part disposed at one end side can be inserted. A gap is formed between the clutch drum and the clutch portion on the other end, and a pin hole through which each pressure pin can be inserted is formed at the bottom of the clutch drum. Insert from the end side to one end side, and the other end side of each pressure pin and each of these pressure pins outside the clutch drum. Clutch mechanism of the power distribution device being characterized in that each relatively rotatably connected through a bearing and the pistons corresponding to. 2. A pressure pin for pressing a clutch portion on one end side in the clutch drum is disposed on an outer peripheral side of a pressure pin for pressing a clutch portion on the other end side, and a clutch on the other end side in the housing is provided. The piston corresponding to the portion is disposed on one end side of the piston corresponding to the clutch portion on one end side, and the pressure pin and the clutch corresponding to the clutch portion on the other end side are provided with the pressure pin and the clutch corresponding to the clutch portion on the one end side. And a snap ring that restricts the movement of the clutch part on the other end side to the one end side of the clutch part corresponding to the pressure pin, inside the pressure pin. The clutch mechanism for a power distribution device according to claim 1, wherein 3. The clutch mechanism for a power distribution device according to claim 1, wherein said gap is formed by cutting out a part of a driven plate and a part of a retaining plate constituting said clutch portion. .