KR101749401B1 - Differential apparatus for vehicle - Google Patents

Differential apparatus for vehicle Download PDF

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Publication number
KR101749401B1
KR101749401B1 KR1020150093223A KR20150093223A KR101749401B1 KR 101749401 B1 KR101749401 B1 KR 101749401B1 KR 1020150093223 A KR1020150093223 A KR 1020150093223A KR 20150093223 A KR20150093223 A KR 20150093223A KR 101749401 B1 KR101749401 B1 KR 101749401B1
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South Korea
Prior art keywords
oil
clutch
oil passage
gear
passage portion
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KR1020150093223A
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Korean (ko)
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KR20170003059A (en
Inventor
박현오
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현대위아 주식회사
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Priority to KR1020150093223A priority Critical patent/KR101749401B1/en
Publication of KR20170003059A publication Critical patent/KR20170003059A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0482—Gearings with gears having orbital motion
    • F16H57/0483—Axle or inter-axle differentials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0473—Friction devices, e.g. clutches or brakes

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Details Of Gearings (AREA)

Abstract

An invention for a vehicle differential device is disclosed. The differential device for a vehicle according to the present invention comprises: a gear portion to which a propeller shaft and a first constant velocity joint portion are connected; A clutch portion connected to the gear portion to be rotated by the gear portion and connected to the second constant velocity joint portion; A clutch housing in which the clutch portion is housed and filled with oil; A first oil passage formed in the clutch housing along the axial direction of the clutch; A second oil passage portion extending in the axial direction of the clutch portion from the oil discharge side of the first oil passage portion so as to guide the oil in the first oil passage portion to the inside of the clutch portion; And an oil pocket portion which is connected to the oil inflow side of the first oil passage portion and which is formed from the normal direction of the rotational locus of the clutch portion and guides the oil flowing by the clutch portion to the first oil passage portion.

Figure R1020150093223

Description

[0001] DIFFERENTIAL APPARATUS FOR VEHICLE [0002]

More specifically, the present invention relates to a vehicle differential device capable of improving the flow performance of oil during four-wheel drive and reducing the load on the vehicle during two-wheel drive.

Generally, the vehicle shifts the driving force generated by the engine in the transmission. The driving force shifted in the transmission is transmitted to the power train. When the vehicle is driven with two wheels, the driving force of the power train is not transmitted to the propeller shaft. When the vehicle is four-wheeled, the driving force of the power train is transmitted to the rear differential device via the propeller shaft. The rear differential device causes the driving speeds of both wheels to vary when the vehicle rotates. The differential device is provided with a clutch device, and the clutch device is connected with a constant velocity joint portion connected to both wheels. Inside the clutch device, oil is contained to cool the friction plate and the disk.

However, since the oil scattered to the outside of the drum at the time of driving the clutch device must flow toward the friction plate and the disk disposed at the center of the clutch device, fluidity of the oil must be ensured inside the clutch device.

Further, the rear wheel is rotated in a direction opposite to the front wheel because the rear wheel is driven to be rotated by the vehicle during two-wheel drive of the vehicle. At this time, since the drum of the clutch device is rotated in the direction opposite to the front wheel, the oil scattered by the drum flows to the friction plate and the disk side. The oil is supplied to the friction plate and the disk even when the clutch device is released from the constraint, so that the oil acts as the rotational resistance of the friction plate and the disk. Therefore, since the load of the vehicle is increased by the oil during two-wheel drive of the vehicle, the fuel economy of the vehicle can be increased.

Therefore, there is a need to improve this.

BACKGROUND ART [0002] The background art of the present invention is disclosed in Korean Patent Laid-Open Publication No. 2005-0022480 (published on Mar. 08, 2005, titled "Axle structure of four-wheel drive vehicle").

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle differential device capable of improving the flow performance of oil during four-wheel drive and reducing the load of a vehicle during two-wheel drive will be.

A differential device for a vehicle according to the present invention comprises: a gear portion to which a propeller shaft and a first constant velocity joint portion are connected; A clutch portion connected to the gear portion to be rotated by the gear portion and connected to the second constant velocity joint portion; A clutch housing in which the clutch portion is housed and filled with oil; A first oil passage portion formed in the clutch housing along the axial direction of the clutch portion; A second oil passage portion extending in the axial direction of the clutch portion at an oil discharge side of the first oil passage portion so as to guide the oil of the first oil passage portion to the inside of the clutch portion; And an oil pocket portion which is connected to an oil inflow side of the first oil passage portion and which is formed from a normal direction of a rotational locus of the clutch portion and guides the oil flowing by the clutch portion to the first oil passage portion. do.

An annular flow path portion may be formed on the gear portion side of the clutch housing along a rotational path of the clutch portion, and the oil pocket portion may be connected to the oil inflow side of the annular flow path portion and the first oil path portion.

A guide rib may be formed between the oil pocket portion and the annular flow path portion to guide the oil flowing in one direction along the annular flow path portion to the oil pocket portion.

The guide rib may be formed along the outer side of the annular passage so as to prevent oil flowing in the other direction along the annular passage portion from flowing into the oil pocket portion.

The oil pocket portion may be formed on the upper side of the clutch housing.

The oil pocket portion may be formed on one side of the gear housing of the clutch housing, and the second oil passage portion may be formed on the opposite side of the gear housing of the clutch housing.

The clutch housing includes a case in which the clutch portion is accommodated, an opposite side of the gear portion is opened, and the oil pocket portion is formed; And a cover closing the opening portion of the case and forming the second oil channel portion.

The first oil passage portion may be formed along the axial direction of the clutch portion on the case and the cover.

The first oil passage portion may be formed on the case and the cover.

According to the present invention, since the oil pocket portion is formed in the normal direction of the rotation locus at the oil inflow side of the first oil passage portion, the oil flowing along the circumferential direction of the clutch portion can be easily inserted into the oil pocket portion. Therefore, the oil scattered in the clutch portion can smoothly flow into the first oil passage portion through the oil pocket portion, so that the recovery rate of the oil scattered by the centrifugal force of the clutch portion can be improved.

Further, an annular flow path portion is formed along the rotational locus of the clutch portion on the gear portion side of the clutch housing, and the oil pocket portion is connected to the oil inflow side of the annular flow path portion and the first oil path portion. Therefore, the oil scattered in the clutch portion flows along the annular oil passage portion by the centrifugal force and flows into the oil pocket portion, so that the oil to be scattered can be smoothly recovered to the first oil passage portion.

Further, since the guide rib is disposed between the oil pocket portion and the annular passage portion, the oil flowing in the circumferential direction along the annular passage portion is guided to the oil pocket portion side by the guide rib. Therefore, the recovery rate of the oil to be scattered can be improved.

Further, since the oil flowing in the other direction along the annular oil passage at the time of the two-wheel drive of the vehicle is blocked by the guide rib, it is possible to prevent oil scattered by the guide rib from being introduced into the oil pocket portion. The resistance of the oil inside the clutch portion can be reduced, so that the load on the rear wheel of the vehicle can be reduced.

1 is a sectional view showing a vehicle differential device according to an embodiment of the present invention.
2 is a cross-sectional view illustrating a clutch portion and an oil passage portion in a vehicle differential device according to an embodiment of the present invention.
FIG. 3 is a cross-sectional view showing the flow of oil in a case and a cover of a clutch housing in a vehicle differential device according to an embodiment of the present invention.
4 is a cross-sectional view showing the flow of oil during two-wheel drive of a vehicle in a vehicle differential device according to an embodiment of the present invention.
5 is a cross-sectional view showing the flow of oil in the case and the cover of the clutch housing in two-wheel drive of a vehicle in a vehicle differential device according to an embodiment of the present invention.

Hereinafter, an embodiment of a vehicle differential device according to the present invention will be described with reference to the accompanying drawings. In the course of describing the vehicle differential device, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 1 is a cross-sectional view showing a vehicle differential device according to an embodiment of the present invention, FIG. 2 is a cross-sectional view showing a clutch portion and an oil passage portion in a vehicle differential device according to an embodiment of the present invention, Sectional view showing a flow state of oil in a case and a cover of a clutch housing in a vehicle differential device according to an embodiment of the present invention.

1 to 3, a vehicle differential device according to an embodiment of the present invention includes a gear portion 110, a clutch portion 120, a clutch housing 130, a first oil passage portion 141, An oil passage portion 142 and an oil pocket portion 143.

The propeller shaft 101 and the first constant velocity joint portion 103 are connected to the gear portion 110. A power train (not shown) on the front wheel side is connected to the propeller shaft 101, and a driving force of the engine is transmitted to the power train. The gear portion 110 is a bevel gear portion including a pinion gear portion 111 connected to the propeller shaft 101 and a ring gear portion 113 engaged with the pinion gear portion 11 and rotated. A first constant velocity joint portion 103 connected to one rear wheel is axially coupled to the center of the ring gear portion 113. The first constant-velocity joint portion 103 is constrained at the center of the ring gear portion 113 and rotated together with the ring gear 113.

The driving force of the power train is not transmitted to the propeller shaft 101 and the gear portion 110 during the two-wheel drive of the vehicle. The first constant velocity joint portion 103 and the second constant velocity joint portion 105 are rotated by the driving force because the driving force is transmitted to the gear portion 110 through the propeller shaft 101 during the four wheel drive of the vehicle.

The clutch portion 120 is connected to the gear portion 110 so as to be rotated by the gear portion 110. The second constant velocity joint portion 105 is connected to the clutch portion 120. The clutch portion 120 is connected to the ring gear shaft 114. The clutch portion 120 and the ring gear shaft 114 are fastened by a fastening member. The clutch portion 120 constrains or releases the gear portion 110 and the second constant-velocity joint portion 105.

When the clutch portion 120 constrains the gear portion 110 and the second constant velocity joint portion 105, the first constant velocity joint portion 103 and the second constant velocity joint portion 105 are simultaneously rotated. When the clutch portion 120 releases the restraint between the gear portion 110 and the second constant velocity joint portion 105, the first constant velocity joint portion 103 and the second constant velocity joint portion 105 are not interlocked with each other. The first constant-velocity joint portion 103 and the second constant-velocity joint portion 105 are rotated separately from each other because the constraint of the clutch portion 120 is released at the time of two-wheel drive of the vehicle. The first constant velocity joint portion 103 and the second constant velocity joint portion 105 are simultaneously rotated by the driving force transmitted from the gear portion 110 because the clutch portion 120 is constrained.

The clutch portion 120 includes a drum 121 connected to the ring gear shaft 114, a plurality of disks 123 provided on the inner surface of the drum 121, And a friction plate 124 fixed to the joint shaft of the joint portion 105. [ The drum 121 is formed in a cylindrical shape in which one side of the gear portion 110 side is closed by the ring gear shaft 114 and the opposite side of the gear portion 110 of the drum 121 is opened. The clutch housing 130 is provided with a piston 126 for pressing the friction plate 124 to frictionally contact the disk 123 and the friction plate 124. The piston 126 is installed on the opposite side of the gear portion 110 from the clutch housing 130. When the piston 126 presses the friction plate 124, the disk 123 and the friction plate 124 are constrained to each other (constraint of the clutch portion 120) as the friction plate 124 and the disk 123 come into close contact with each other. When the piston 126 releases the pressure of the friction plate 124, the disk 123 and the friction plate 124 are disengaged from each other (release of the clutch portion 120) as the friction plate 124 and the disk 123 are separated from each other,

The clutch housing 120 is accommodated in the clutch housing 130, and filled with oil. The clutch housing 130 seals the clutch portion 120 to the outside. The clutch housing 130 is filled with oil to such an extent that a lower portion of the clutch portion 120 is submerged in the oil.

The first oil passage portion 141 is formed along the axial direction of the clutch portion 120 in the clutch housing 130. The oil in the first oil passage portion 141 flows from the gear portion 110 side of the clutch housing 130 toward the second constant velocity joint portion 105 side. The first oil passage portion 141 is formed in parallel with the axial direction of the ring gear shaft 114.

The second oil passage portion 142 is provided on the oil discharge side of the first oil passage portion 141 so as to guide the oil in the first oil passage portion 141 to the inside of the clutch portion 120, Axis direction. The oil discharged to the upper side of the clutch housing 130 is supplied to the disk 123 of the clutch portion 120 and the friction plate 124 through the first oil passage portion 141 and the second oil passage portion 142. [ The oil that is scattered to the outside of the drum 121 in the clutch portion 120 can be recovered into the clutch portion 120 through the first oil passage portion 141 and the second oil passage portion.

The oil pocket portion 143 is connected to the oil inflow side of the first oil passage portion 141 and is formed from the normal direction of the rotational locus of the clutch portion 120 so that oil flowing by the clutch portion 120 flows into the first And guided to the oil passage portion 141. Since the oil pocket portion 143 is formed in the normal direction of the rotational locus at the oil inflow side of the first oil passage portion 141, the oil flowing along the circumferential direction of the clutch portion 120 is supplied to the oil pocket portion 143 It can be easily introduced. Therefore, since the oil scattered by the clutch portion 120 can smoothly flow into the first oil passage portion 141 by the oil pocket portion 143, the recovery rate of the oil scattered by the centrifugal force of the clutch portion 120 Can be improved.

An annular oil passage portion 145 is formed along the rotational locus of the clutch portion 120 on the side of the gear portion 110 of the clutch housing 130. The oil pocket portion 143 includes an annular oil passage portion 145, Is connected to the oil inflow side of the oil pan (141). The oil scattered by the clutch portion 120 flows along the annular flow passage portion 145 due to the centrifugal force and flows into the oil pocket portion 143 when the clutch portion 120 is rotated, It can be smoothly recovered to the flow path portion 141. Therefore, the recovery rate of the oil scattered to the outside of the clutch portion 120 can be improved.

A guide rib 144 is formed between the oil pocket portion 143 and the annular oil passage portion 145 to guide the oil flowing along the annular oil passage portion 145 to the oil pocket portion 143. The guide rib 144 is disposed between the oil pocket portion 143 and the annular flow passage portion 145 so that oil flowing in one direction along the annular flow passage portion 145 in the counterclockwise direction is guided by the guide rib 144 To the oil pocket portion 143 side. Therefore, the oil flowing along the annular flow path portion 145 can flow smoothly into the oil pocket portion 143, so that the recovery rate of the oil to be scattered can be improved.

The guide rib 144 is formed along the outer side of the annular flow passage portion 145 so as to block the oil flowing in the other direction (clockwise direction in FIG. 5) along the annular flow passage portion 145 from entering the oil pocket portion 143 . When two-wheel drive of the vehicle is performed, the rear wheel is drawn by the vehicle and is rotated in the direction opposite to the front wheel. At this time, since the clutch portion 120 is rotated in the opposite direction (clockwise direction in FIG. 5) to the front wheels by the first constant velocity joint portion 103 and the rear wheels, the clutch portion 120 is scattered in the clockwise direction in FIG. At this time, since the scattered oil flows in the clockwise direction in FIG. 5 from the annular flow path portion 145, the oil is blocked by the guide rib 144 and does not flow into the oil pocket portion 143.

When oil is discharged from the oil pocket portion 143 and the first oil passage portion 141 and the second oil passage portion 142 as shown in the figure, when the clutch portion 120 is released The oil that is scattered inside the clutch portion 120 is not supplied. Therefore, since the oil is relatively reduced inside the clutch portion 120, the resistance of the oil acting on the disk 123 and the friction plate 124 can be reduced. The load on the vehicle can be reduced as the oil resistance of the disc 123 and the friction plate 124 is reduced, so that the fuel economy can be reduced when the vehicle is driven by two wheels.

The oil pocket portion 143 is formed on the upper side of the clutch housing 130. The oil is not scattered to the lower side of the clutch housing 130 and the oil is scattered to the upper side of the clutch housing 130 because the oil is accommodated in the lower side of the clutch housing 130. Since the oil pocket portion 143 is formed on the upper side of the clutch housing 130, the oil scattered to the upper side of the clutch housing 130 can be smoothly recovered through the oil pocket portion 143.

The oil pocket portion 143 is formed on one side of the gear housing 110 side of the clutch housing 130 and the second oil passage portion 142 is formed on the opposite side of the gear housing portion 110 side of the clutch housing 130 . The oil that is scattered toward the gear portion 110 side of the clutch housing 130 flows through the oil pocket portion 143, the first oil passage portion 141 and the second oil passage portion 142, Lt; / RTI >

The clutch housing 130 includes a case 131 in which the clutch portion 120 is accommodated and the opposite side of the gear portion 110 is opened and in which the oil pocket portion 143 is formed and an opening portion of the case 131 is closed And a cover 133 on which the second oil passage portion 142 is formed. The cover passage portion 146 is formed on the inner surface of the cover 133. The second oil passage portion 142 is formed inside the cover 133 toward the axial center portion of the clutch portion 120. As the case 131 and the cover 133 are assembled, the clutch portion 120 is sealed from the outside. Since the oil pocket portion 143 is formed in the case 131 and the second oil passage portion 142 is formed in the cover 133, a flow path through which the oil flows can be easily formed.

The first oil passage portion 141 is formed in the case 131 and the cover 133 along the axial direction of the clutch portion 120. A part of the first oil channel part 141 is formed in the case 131 and the remaining part of the first oil channel part 141 is formed in the cover 133, The first oil passage portion 141 is formed.

The first oil passage portion 141 is formed above the case 131 and the cover 133. Since the oil pocket portion 143 is formed on the upper side of the case 131 and the cover 133, the oil scattered on the upper side of the case 131 can be smoothly recovered through the oil pocket portion 143, It is possible to flow into the second oil passage portion 142.

The operation of the differential device for a vehicle according to one embodiment of the present invention will now be described.

FIG. 2 is a cross-sectional view showing a clutch portion and an oil passage portion in a vehicle differential device according to an embodiment of the present invention. FIG. 3 is a perspective view of a differential device for a vehicle according to an embodiment of the present invention. Sectional view showing the flow state.

2 and 3, when the vehicle is driven by four-wheel drive, the driving force of the engine is transmitted to the gear portion 110 of the differential device via the power train and the propeller shaft 101. [ At this time, the pinion gear portion 111 is rotated by the propeller shaft 101, and the ring gear portion 113 is engaged with the pinion gear portion 111 and is rotated counterclockwise.

The driving force of the ring gear portion 113 is transmitted to the clutch portion 120 and the first constant velocity joint portion 103 through the ring gear shaft 114. [ The clutch portion 120 and the first constant-velocity joint portion 103 are rotated counterclockwise. At this time, the piston 126 presses the disk 123 of the clutch part 120 and the friction plate 124 to restrain the clutch part 120. As the clutch portion 120 rotates, the second constant velocity joint portion 105 is rotated counterclockwise.

The oil is scattered to the outside of the clutch portion 120 because the clutch portion 120 is rotated counterclockwise. At this time, since the lower side of the clutch portion 120 is immersed in the oil, the oil is scattered to the upper side of the clutch portion 120.

The oil scattered on the upper side of the clutch housing 130 flows counterclockwise along the annular flow passage portion 145 of the case 131 by the centrifugal force of the clutch portion 120. [ The oil flowing along the annular passage portion 145 flows into the oil pocket portion 143 by the guide rib 144. Oil to be scattered to the outside of the clutch portion 120 can be easily recovered through the oil pocket portion 143 since the oil scattered in the clutch housing 130 flows into the oil pocket portion 143. [

The oil in the oil pocket portion 143 flows to the first oil passage portion 141 and the second oil passage portion 142 by the centrifugal force of the oil. The oil in the second oil passage portion 142 flows downward due to the fluid pressure and gravity of the oil and then flows into the clutch portion 120. [ Therefore, at the time of four-wheel drive of the vehicle, the oil scattered to the outside of the clutch portion 120 flows through the oil pocket portion 143, the first oil passage portion 141, the second oil passage portion 142, 120). ≪ / RTI > In addition, since oil is increased in the clutch portion 120, the clutch portion 120 can be prevented from being overheated.

FIG. 4 is a cross-sectional view showing the flow of oil during two-wheel drive of a vehicle in a vehicle differential device according to an embodiment of the present invention, and FIG. 5 is a cross-sectional view of a differential device for a vehicle according to an embodiment of the present invention, Sectional view showing the flow of oil in the case and the cover of the clutch housing at the time of driving.

4 and 5, when the vehicle is two-wheel driven, the driving force of the engine is not transmitted to the propeller shaft 101 by the power train. The pinion gear portion 111 and the ring gear portion 113 are not rotated by the driving force of the engine.

The front wheel is rotated by the driving force of the engine, and the rear wheel is drawn by the vehicle as the vehicle advances and is rotated in the direction opposite to the front wheel. Since the rear wheel is rotated in the opposite direction to the front wheel, the first constant velocity joint portion 103 and the second constant velocity joint portion 105 are also rotated clockwise. At this time, since the piston 126 does not press the friction plate 124 and the disk 123, the clutch portion 120 is in a state in which the restraint is released.

The clutch portion 120 is rotated in the clockwise direction opposite to that in the four-wheel drive, so that the oil is scattered in the clockwise direction. The oil scattered in the annular flow passage portion 145 of the case 131 of the clutch housing 130 flows clockwise.

The guide rib 144 is formed so as to interpose between the oil pocket portion 143 and the annular flow passage portion 145 so that the oil flowing in the clockwise direction in the annular flow passage portion 145 is blocked by the guide rib 144, So that it can not flow into the portion 143. Therefore, since the oil scattered by the clutch portion 120 can be prevented from flowing along the oil pocket portion 143, the first oil passage portion 141, and the second oil passage portion 142, 120 are not supplied with oil.

The oil that is scattered inside the clutch portion 120 is not supplied during the two-wheel drive of the vehicle, so that the oil inside the clutch portion 120 is relatively reduced. Since the oil is reduced inside the clutch portion 120, the area in which the friction plate 124 and the disk 123 are in contact with the oil can be reduced. Therefore, since the resistance of the oil in the clutch portion 120 is reduced, the load on the rear wheel of the vehicle can be relatively reduced. Furthermore, since the load of the vehicle is reduced, the fuel economy of the vehicle can be improved.

As described above, since the oil pocket portion 143 is formed in the normal direction of the rotational locus at the oil inflow side of the first oil passage portion 141, the oil flowing along the circumferential direction of the clutch portion 120 is in the oil pocket portion Can be easily inserted into the opening 143. Therefore, since the oil scattered by the clutch portion 120 can smoothly flow into the first oil passage portion 141 through the oil pocket portion 143, the recovery rate of the oil scattered by the centrifugal force of the clutch portion 120 Can be improved.

An annular oil passage portion 145 is formed along the rotational locus of the clutch portion 120 on the side of the gear portion 110 of the clutch housing 130. The oil pocket portion 143 includes an annular oil passage portion 145, And is connected to the oil inflow side of the oil passage portion 141. Therefore, the oil scattered by the clutch portion 120 flows along the annular flow passage portion 145 due to the centrifugal force and then flows into the oil pocket portion 143, so that the oil to be scattered smoothly flows into the first oil flow passage portion 141 Can be recovered.

Since the guide rib 144 is disposed between the oil pocket portion 143 and the annular flow passage portion 145, the oil flowing in the circumferential direction along the annular flow passage portion 145 is guided by the guide rib 144, And is guided to the portion 143 side. Therefore, the recovery rate of the oil to be scattered can be improved.

Since the oil flowing in the other direction along the annular flow passage portion 145 is blocked by the guide rib 144 at the time of the two-wheel drive of the vehicle, the scattered oil is blocked by the guide rib 144, Can be prevented. The resistance of the oil in the clutch portion 120 can be reduced, so that the load on the rear wheel of the vehicle can be reduced.

Further, since the oil pocket portion 143 is formed on the upper side of the clutch housing 130, the oil scattered on the upper side of the clutch housing 130 can be smoothly recovered through the oil pocket portion 143.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. I will understand.

Accordingly, the true scope of protection of the present invention should be defined by the claims.

101: propeller shaft 103: first constant velocity joint portion
105: second constant velocity joint portion 110: gear portion
111: Pinion gear unit 113: Ring gear unit
114: ring gear shaft 120: clutch part
121: Drum 123: Disk
124: Friction plate 126: Piston
130: clutch housing 131: case
133: cover 141: first oil passage part
142: second oil passage part 143: oil pocket part
144: guide rib 145: annular flow path
146:

Claims (9)

A gear portion to which the propeller shaft and the first constant velocity joint portion are connected;
A clutch portion connected to the gear portion to be rotated by the gear portion and connected to the second constant velocity joint portion;
A clutch housing in which the clutch portion is housed and filled with oil;
A first oil passage portion formed in the clutch housing along the axial direction of the clutch portion;
A second oil passage portion extending in the axial direction of the clutch portion at an oil discharge side of the first oil passage portion so as to guide the oil of the first oil passage portion to the inside of the clutch portion; And
And an oil pocket portion which is connected to an oil inflow side of the first oil passage portion and which is formed from a normal direction of a rotational locus of the clutch portion and guides the oil flowing by the clutch portion to the first oil passage portion,
An annular flow path portion is formed along the rotational locus of the clutch portion on the gear portion side of the clutch housing,
Wherein the oil pocket portion is connected to the annular flow path portion and the oil inflow side of the first oil path portion,
A guide rib is formed between the oil pocket portion and the annular flow path portion so as to guide oil flowing in one direction along the annular flow path portion to the oil pocket portion,
Wherein the guide ribs are formed along the outer side of the annular flow path portion to prevent oil flowing in the other direction along the annular flow path portion from flowing into the oil pocket portion.
delete delete delete The method according to claim 1,
And the oil pocket portion is formed on the upper side of the clutch housing.
The method according to claim 1,
Wherein the oil pocket portion is formed on one side of the gear housing portion of the clutch housing,
And the second oil passage portion is formed on the opposite side of the gear housing portion of the clutch housing.
The method according to claim 1,
The clutch housing includes:
A case in which the clutch portion is received, the opposite side of the gear portion is opened, and the oil pocket portion is formed; And
And a cover which closes the opening portion of the case and in which the second oil passage portion is formed.
8. The method of claim 7,
And the first oil passage portion is formed along the axial direction of the clutch portion on the case and the cover.
9. The method of claim 8,
And the first oil passage portion is formed on the upper side of the case and the cover.
KR1020150093223A 2015-06-30 2015-06-30 Differential apparatus for vehicle KR101749401B1 (en)

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KR1020150093223A KR101749401B1 (en) 2015-06-30 2015-06-30 Differential apparatus for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020150093223A KR101749401B1 (en) 2015-06-30 2015-06-30 Differential apparatus for vehicle

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Publication Number Publication Date
KR20170003059A KR20170003059A (en) 2017-01-09
KR101749401B1 true KR101749401B1 (en) 2017-06-20

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KR1020150093223A KR101749401B1 (en) 2015-06-30 2015-06-30 Differential apparatus for vehicle

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007010003A (en) * 2005-06-29 2007-01-18 Ｇｋｎ ドライブライン トルクテクノロジー株式会社 Transfer
US8771128B2 (en) 2009-08-11 2014-07-08 Magna Powertrain Of America, Inc. AWD vehicle with active disconnect coupling having multi-stage ball ramp

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007010003A (en) * 2005-06-29 2007-01-18 Ｇｋｎ ドライブライン トルクテクノロジー株式会社 Transfer
US8771128B2 (en) 2009-08-11 2014-07-08 Magna Powertrain Of America, Inc. AWD vehicle with active disconnect coupling having multi-stage ball ramp

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