JPH0835528A - Clutch structure - Google Patents

Abstract

(57) [Abstract] [Object] The present invention relates to a clutch structure suitable for use in a multi-plate clutch that is pressed by a rotatable driven piston, and can reliably hold the driven piston without enlarging the entire device. So that the purpose is. [Structure] A piston member 19 for pressing the clutch 7 is
A fixed drive piston 19B which is provided to a fixed member and receives an operating hydraulic pressure, a driven piston 19A which is provided to a rotating member on the clutch 7 side and is driven by the fixed drive piston 19B, and the drive fixed And a driven piston 19A in the driven piston side race 35 of the thrust bearing 34. The driven piston 19A is provided in the driven piston side race 35 of the thrust bearing 34. A piston holding extending portion 35C that extends so as to be held is formed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch structure suitable for use in distributing a driving force to left and right driving wheels in a four-wheel drive type or two-wheel drive type automobile.

[0002]

2. Description of the Related Art Conventionally, various structures have been developed in which, for example, force transmission is adjusted by pressing a hydraulic multi-plate clutch with a piston. For example, JP-A-5-34
There is a vehicle left-right driving force adjustment device disclosed in Japanese Patent No. 5535.

FIG. 13 is a schematic configuration diagram thereof. FIG. 13 shows a case where the above-described vehicle lateral drive force adjusting device is mounted on a rear differential (rear differential) portion of an automobile to perform lateral drive force movement of the rear wheels of the automobile (for example, a four-wheel drive vehicle). Shows. That is, this device is shown in FIG.
As shown in FIG. 3, the input shaft 1 to which the rotational driving force distributed to the rear wheels of the engine output of the automobile is input, the left-side output shaft 2 and the right output shaft 2 that output the driving force input from the input shaft 1. The left wheel output shaft 2 is connected to the left wheel drive system, and the right wheel output shaft 3 is connected to the right wheel drive system at its right end. ing.

This device includes an input shaft 1 and a differential mechanism 4.
And the driving force transmission control mechanism 5, and the driving force transmission control mechanism 5 is the center of this device. The mechanism 5 includes an acceleration / deceleration mechanism 6, a first transmission torque capacity variable type coupling 7 and a second transmission torque capacity variable type coupling 8. The differential mechanism 4, the acceleration / deceleration mechanism 6, and the couplings 7 and 8 are coaxially arranged. In this example, an electronically controlled hydraulic multi-disc clutch mechanism is provided as the variable transmission torque capacity couplings 7, 8.

The input shaft 1 is pivotally supported by a differential carrier 9 via bearings, and a pinion 1A is attached to the end of the input shaft 1. The pinion 1A meshes with the crown gear 12 fixed to the differential case 11, and the rotation of the pinion 1A is transmitted to the differential case 11. A planetary gear type rear differential (rear differential) 4 is provided in the differential case 11. The planetary gear type rear differential 4 is of a double pinion type, and has a ring gear 4A formed in the differential case 11, a planetary carrier 4B that rotates integrally with the left wheel side output shaft 2, and a planetary shaft 4E of the planetary carrier 4B. Pivoted planetary pinion 4C,
4C and a sun gear 4D that rotates integrally with the right wheel side output shaft 3. In addition, planetary pinion 4C, 4C
Is a pair of double pinions.

As a result, when the differential case 11 rotates, the planetary pinion 4C, 4C is driven by the ring gear 4A that rotates integrally with the differential case 11. The planetary pinions 4C and 4C revolve around the sun gear 4D while rotating around the planetary shaft 4E, and the left-hand side output shaft 2 through the planetary carrier 4B according to the revolution.
Is transmitted to the right wheel side output shaft 3 through the sun gear 4D according to the balance between the revolution and the rotation. And this planetary pinion 4
A differential mechanism is established by freely changing the balance between C and 4C for revolution and rotation.

Next to the rear differential 4, an acceleration / deceleration mechanism 6 of a driving force transmission control mechanism 5 is provided. The acceleration / deceleration mechanism 6 is connected to the first coupling 7 and a hollow intermediate shaft (third intermediate shaft) 13 that is integrally connected to the left wheel output shaft 2 via the carrier 6B. It is interposed between a hollow intermediate shaft (first intermediate shaft) 14 and a hollow intermediate shaft (second intermediate shaft) 15 connected to the second coupling 8.

The intermediate shafts 13, 14 and 15 are all hollow shafts. The intermediate shafts 13 and 14 are mounted on the outer circumference of the right wheel side output shaft 3 so that they can rotate relative to each other. The outer periphery of the intermediate shaft 14 is also provided so as to be relatively rotatable. That is, the intermediate shaft 13 is pivotally supported between the right wheel side output shaft 3 and the partition wall 16, the intermediate shaft 14 is pivotally supported between the right wheel side output shaft 3 and the intermediate shaft 15, and the intermediate shaft 15 is It is pivotally supported on the outer periphery of the intermediate shaft 14.

Then, these intermediate shafts 13, 14, 15
Are each supported by a compound planetary gear mechanism described later. In addition, between the intermediate shaft 13 and the partition wall 16, and
Oil seals are respectively interposed between the intermediate shaft 13 and the right wheel side output shaft 3 to partition the rear differential 4 side and the speed increasing / decreasing mechanism 6 and the couplings 7 and 8 side in a liquid tight state. There is.

The speed increasing / decreasing mechanism 6 comprises a speed increasing mechanism 6A and a speed reducing mechanism 6B. These speed increasing mechanism 6A and speed reducing mechanism 6B are included.
Is composed of a compound planetary gear mechanism. That is, the fixed planetary shaft 6C is provided around the right wheel side output shaft 3.
However, a plurality (here, three) are provided, and three types of gears 18A, 18 are provided on each planetary shaft 6C.
The complex planetary pinion 6D with B and 18C is pivotally supported.

A gear (sun gear) 13A is provided on the intermediate shaft 13 so as to mesh with the gears 18A, 18B and 18C of the composite planetary pinion 6D.
4 is provided with a gear (sun gear) 14A, and the intermediate shaft 15 is provided with a gear (sun gear) 15A. The number of teeth of these gears 13A, 14A, 15A is Z ₁ , respectively.
Assuming that Z ₂ and Z ₃ , Z ₂ <Z ₁ <Z ₃ is set. Further, if the numbers of teeth of the gears 18A, 18B and 18C are Z ₄ , Z ₅ and Z ₆ , respectively, Z ₆ <Z ₄ <Z ₅
Has been set to the relationship.

Then, the gears 13A, 18A, 18B, 1
The combination of 4A constitutes the speed increasing mechanism 6A, and the combination of the gears 13A, 18A, 18C and 15A constitutes the speed reducing mechanism 6B. That is, in the speed increasing mechanism 6A,
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 14 through the paths of the gears 13A, 18A, 18B, 14A, the intermediate shaft 14 rotates at a higher speed than the intermediate shaft 13 due to the gear ratio of these. Further, in the reduction mechanism 6B, the gears 13A, 18
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 15 in the A, 18C, and 15A paths, the intermediate shaft 1 is determined from the tooth number ratio of these.
4 rotates at a lower speed than the intermediate shaft 15.

The output of the acceleration / deceleration mechanism 6 is input to the couplings 7 and 8 via the intermediate shafts 14 and 15. In addition, the above-mentioned intermediate shafts 13 and 1
4, 15 are axially supported by a fixed planetary shaft 6C, a planetary pinion 6D, and sun gears 13A, 14A, 15A, respectively.

The first and second couplings 7 and 8 which are electronically controlled hydraulic multi-plate clutch mechanisms are integrally installed in a space inside the differential carrier 9 partitioned by the rear differential 4 and the partition wall 16. The couplings 7 and 8 are clutch plates 7A and 8A that rotate integrally with the right wheel output shaft 3, and clutch plates 7B and 8B that rotate integrally with the intermediate shafts 14 and 15.
And a hydraulic piston (not shown) for applying clutch pressure to these clutch plates 7A, 7B, 8A, 8B, and the drive hydraulic pressure of the hydraulic piston 7C or 8C is controlled by the electronic control of a controller (not shown). 7D, 8D
Adjusted through the clutch plates 7A, 7B or 8A,
The engagement state of 8B, that is, the torque transmission state is adjusted.

Therefore, when the coupling 7 is engaged under the control of the controller, during normal running without sudden turning, the intermediate shaft 14 side rotating at high speed moves from the output shaft 3 to the right wheel side.
Side, that is, from the left wheel side output shaft 2 side to the right wheel side output shaft 3
The driving force moves to, and the driving force of the right wheel becomes larger than that of the left wheel. On the other hand, when the coupling 8 is engaged under the control of the controller, during normal traveling that is not a sharp turn, from the right wheel side output shaft 3 side to the intermediate shaft 15 side that rotates at a low speed, that is, the right wheel side output shaft 3 The driving force moves from the side to the left wheel side output shaft 2, and the driving force of the left wheel becomes larger than that of the right wheel.

As described above, in this device, the torque distribution is not adjusted by using the energy loss of the brake or the like, but the principle of transmitting the torque only from the fast speed side to the slow speed side of the slip clutch is utilized. Since the torque distribution is adjusted by transferring the required amount of one torque to the other, a desired torque distribution can be obtained without causing a large torque loss or energy loss.

Moreover, since the coupling is provided via the intermediate shaft and the coupling capacity is small, the apparatus can be made compact, and the driving torque is directly transmitted from the acceleration / deceleration mechanism to any of the couplings. Responsiveness is greatly improved, and the gears that use different oils and the multi-plate clutch can be reliably separated, so that the device can be made compact, and the differential oil side and the coupling oil side can be separated via the partition wall 16. There is also an advantage that the oil supply system can be simplified to the two systems and the oil management can be facilitated.

[0018]

By the way, as a concrete configuration of the above-mentioned vehicle left-right driving force adjusting device, as shown in FIG.
The one shown in FIG. 15 is considered. 14 and 15, the same reference numerals as those in FIG. 13 indicate the same members. That is, 1 is an input shaft, 1A is a pinion, 2 is a left wheel side output shaft, and 3 is a right wheel side output shaft. Reference numeral 4 denotes a differential mechanism, which includes a ring gear 4A, a planetary carrier 4B, a planetary pinion 4C, a sun gear 4D, and a planetary shaft 4E.

Reference numeral 5 denotes a driving force transmission control mechanism, which comprises an acceleration / deceleration mechanism 6 composed of a compound planetary gear mechanism and wet multi-plate clutch mechanisms 7 and 8 as first and second transmission torque capacity variable couplings. To be done. The speed increasing / decreasing mechanism 6 includes a speed increasing mechanism 6A and a speed reducing mechanism 6B.
Both A and 6B have a gear 14A of the first intermediate shaft 14, a gear 15A of the second intermediate shaft 15, and a gear 13 of the third intermediate shaft 13.
A and complex planetary pinion 6 that meshes with them
Each of the D gears 18A, 18B, 18C. The composite planetary pinion 6D is pivotally supported by a planetary shaft 6C whose axial position is fixed.

In order to fix the planetary shafts 6C, a space between the planetary shafts 6C is shown in FIG.
The boss 21 as indicated by the dashed line in FIG.
(21A, 21B, 21C) are projected from the partition wall 16, and the carrier 6E is fixed to the tips of the bosses 21A, 21B, 21C with bolts 22A, 22B, 22C. Both ends of the planetary shaft 6C are supported by the carrier 6E and the partition wall 16.

The wet multi-plate clutch mechanisms 7 and 8 are composed of the right wheel side output shaft side clutch plates 7A and 8A and the intermediate shaft side clutch plate 7 respectively.
The clutch case 23 is formed by alternately superposing B and 8B.
It is provided inside. Right wheel side output shaft side clutch plates 7A, 8A
Spline holes (not shown) are formed on the outer circumference of the clutch case 23.
The inner surface is splined. Further, spline holes (not shown) are formed on the inner circumferences of the intermediate shaft side clutch plates 7B, 8B, and these spline holes are formed at the end portions of the respective intermediate shafts so as to have a diameter increased. 15B
And spline.

The wet multi-plate clutch mechanisms 7 and 8 are pressed by the hydraulic pistons 19 and 20, and when the hydraulic pressure of the hydraulic pistons 19 and 20 is released, the return springs 7E and 8E release the pressing. Has become. Here, the hydraulic pistons 19 and 20 are the first pistons 19A and 20A that rotate integrally with the clutch case 23.
And a second piston 19B, 20B provided on the side of the differential carrier 9 so as not to rotate. A needle bearing (thrust bearing) is provided between the first piston 19A, 20A and the second piston 19B, 20B.
10B is interposed so that only the thrust force is transmitted.

The hydraulic cylinders 19C and 20C for driving these pistons 19 and 20 are the second piston 19 and
It is formed on the side of the differential gear 9 behind B and 20B. As a result, centrifugal force is not applied to the hydraulic oil in the hydraulic cylinders 19C and 20C, stable hydraulic pressure can be generated regardless of the rotation state of each part, and the driving accuracy of the pistons 19 and 20 is improved.

In FIGS. 14 and 15, 2A and 3A are flange portions which are coupled to a left wheel side drive shaft and a right wheel side drive shaft (not shown), 10 is a bearing, 10B is a needle bearing, and 10C is a roller bearing. , 10D is an oil seal, 11 is a differential case, 12 is a crown gear, and 24 is a snap ring. Now, focusing on the piston member structure of the hydraulic multi-plate clutch, the driven first pistons 19A and 20A need to be loosely fitted in the clutch case 23 in order to enhance the response sensitivity. Further, the return springs 7E and 8E are also desired to have low rigidity and high response sensitivity.

However, with this structure, it is difficult to stably hold the first pistons 19A and 20A. For example, a sectional view of the first piston 19A on the right end side is as shown in FIG. 16, and the first piston 19A is twisted with respect to the clutch case 23,
The needle bearing (thrust bearing) 10B on the side of the first piston 19A may have galling on the race.
This problem is the same for the first piston 20A on the left side.

Therefore, as shown in FIG. 17, for example, the first
It is also conceivable that the piston 19A (or 20A) side is extended to provide a spigot portion 19a and the needle bearing (thrust bearing) 10B supports the first piston 19A (or 20A) through the spigot portion 19a. , Second piston 1 which is a drive piston
When an attempt is made to increase the pressure receiving area on the 9B (or 20B) side, as shown in FIG.
The second piston 19B at a position to avoid
(Or 20B) is lengthened, which causes an increase in the size of the device, which is not preferable.

The present invention has been devised in view of the above problems, and it is possible to increase the pressure receiving area of the driving piston without enlarging the entire device while ensuring that the driven piston can be held. , And to provide a clutch structure.

[0028]

Therefore, in the clutch structure of the present invention according to claim 1, a piston member for pressing the clutch is provided with a fixed fixing piston for driving which is provided to the fixing member and receives an operating pressure, A driven piston provided to a rotating member on the clutch side and driven by the driving fixed piston, and a relative rotation is allowed between the driving fixed piston and the driven piston to transmit thrust force. A thrust bearing, wherein the driven piston side race of the thrust bearing is formed with a piston holding extending portion extended so as to hold the driven piston in the radial direction. There is.

According to a second aspect of the present invention, in the clutch structure according to the first aspect, the rotary member is
A return spring that returns the driven piston to the pressure release side is provided adjacent to the driven piston, and the piston holding extension is formed so as to hold the return spring. There is. The clutch structure of the present invention according to claim 3 is the clutch structure according to claim 1 or 2.
The structure described above is characterized in that the clutch is a torque transmission coupling provided for transmitting and receiving a driving force between the two shafts of the vehicle.

According to a fourth aspect of the clutch structure of the present invention, a case in which the first case member and the second case member are joined together, the first case member and the second case member. The rotary shaft that can be mounted on the first case member side and has a spline portion on the outer peripheral surface of the shaft end before the connection with the first case member, and before the connection between the first case member and the second case member. A coupling case that can be mounted on the second case member side, an outer disc that is built in the coupling case, and has an outer peripheral portion spline-engaged with the coupling case, and the outer disc that is provided so as to be adjacent to the outer disc. A clutch disc including an inner disc capable of transmitting torque while engaging with the disc, and a spline portion on the outer peripheral surface for spline-engaging with the inner peripheral portion of the inner disc are formed. It is characterized in that the monitor inner peripheral surface and includes a clutch hub which is formed a spline portion to be engaged with the spline portion of the rotary shaft.

According to a fifth aspect of the clutch structure of the present invention, a first case member having a lower portion in which lubricating oil is stored, and the first case member coupled with the first case member by a partition wall. A second case member partitioned from a member, and provided in a case formed by combining the first case member and the second case member, and driven by a drive input section inside the first case member A rotation shaft integrally provided with a gear, a coupling case axially supported by the second case member, an outer disc having an outer peripheral portion spline-engaged with the coupling case, and an outer disc adjacent to the outer disc. A clutch disc including an inner disc capable of transmitting torque while engaging with the outer disc, and a spline engagement with an inner peripheral portion of the inner disc on an outer peripheral surface. A clutch hub having a spline portion formed on the inner peripheral surface thereof and a spline portion engaging with the spline portion of the rotating shaft formed on the inner peripheral surface thereof, and the inner peripheral portion of the coupling case and the outer peripheral portion of the rotating shaft. A sliding contact portion that is in sliding contact with each other is provided between the sliding contact surfaces, and the sliding contact surface that forms the sliding contact portion guides the lubricating oil stored in the lower portion of the first case member inward of the coupling case. And an oil groove for guiding the lubricating oil from the spiral oil groove to the clutch disc side in the coupling case is formed in the clutch hub.

[0032]

In the clutch structure according to the first aspect of the present invention, when the driving fixed piston provided to the fixed member receives the working hydraulic pressure, the driven piston provided to the rotating member on the clutch side is It is driven by a fixed piston for driving. At this time, the thrust bearing allows relative rotation between the fixed driving piston and the driven piston to transmit thrust force. Then, the driven piston is held in a predetermined state by the piston holding extending portion extended to the driven piston side race of the thrust bearing.

By extending the piston holding extending portion on the driven piston side race in this way, the driven piston is held without the driven piston protruding. In the clutch structure of the present invention according to claim 2, normally, a return spring provided adjacent to the driven piston returns the driven piston to the pressure release side, but the return spring itself is the driven piston. At the same time, it is held by the piston holding extension portion.

In the clutch structure of the present invention according to claim 3, the driving force is transmitted and received between the two shafts of the vehicle. When the clutch is driven by the driving fixed piston, the driving force is transmitted and received. Adjusted. In the clutch structure of the present invention according to claim 4, in assembling the case, the rotating shaft is attached to the first case member side, the coupling case is attached to the second case member side, and then the first case member is attached. The case can be assembled by connecting the case member and the second case member.

At this time, a clutch disc consisting of an outer disc and an inner disc is built in the coupling case, and the outer peripheral surface of the clutch hub is spline-engaged with the inner peripheral portion of the inner disc. After mounting the clutch hub on the second case member side in advance, the inner peripheral surface of the clutch hub on the second case member side is engaged with the spline portion of the rotary shaft, and the second case member side Can be connected to the first case member side.

Therefore, a clutch disc consisting of an outer disc and an inner disc is built in the block on the side of the first case member on which the rotary shaft is mounted, and the coupling disc mounted on the side of the second case member. After assembling a block on the second case member side in which the outer peripheral surface of the clutch hub is spline-engaged with the inner peripheral portion of the above, and then connecting these blocks, a case with a built-in clutch can be assembled. Complete.

In the clutch thus formed,
As the rotation shaft rotates, the clutch hub and the inner disc rotate, and this inner disc engages with the outer disc, so that the rotation of the rotation shaft is transmitted to the coupling case side through the inner disc and the outer disc. To be done. In the clutch structure of the present invention according to claim 5, the rotation of the rotating shaft causes the clutch hub and the inner disc to rotate, and the inner disc engages with the outer disc, thereby rotating the rotating shaft. It is transmitted to the coupling case side through the inner disc and the outer disc.

At this time, the lubricating oil stored in the lower portion of the first case member lubricates the gear driven by the drive input portion inside the first case member, and also the inner peripheral portion of the coupling case. Is guided to the inside of the coupling case through a spiral oil groove formed in a sliding contact portion between the coupling shaft and the outer circumference of the rotating shaft, and further, the coupling is passed through an oil groove formed in the clutch hub. It is guided to the clutch disc side in the case and supplied to the sliding contact portion of the clutch disc. As a result, the rotation of the clutch disc can be transmitted while the inner disc and the outer disc slip.

[0039]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A clutch structure and a vehicle left-right driving force adjusting device having this clutch structure will be described below with reference to the drawings. FIG. 1 is a sectional view thereof, and FIG. 2 is a schematic structure thereof. FIG. 3 is a schematic view, FIG. 3 is a drive system configuration diagram of a vehicle equipped with the present device, FIG. 4 is a view showing an assembly unit thereof, FIG. 5 is a view showing a lubricating oil flow path thereof, and FIGS.
FIG. 2 is a diagram showing a hydraulic piston portion of the transmission torque capacity varying mechanism.

First, a schematic structure of a vehicle left / right driving force adjusting apparatus 50 according to this embodiment and a vehicle drive system structure including the apparatus 50 will be described. As shown in FIG. 3, the left / right driving force adjusting device 50 of this embodiment is mounted on the rear differential (rear differential) 4 of an automobile to move the left / right driving force of the rear wheels of the automobile. Then, in particular, the drive force provided to the rear wheel side of the four-wheel drive vehicle and output to the rear wheel side through the center differential 58 is received by the input shaft 1 via the propeller shaft 68, and this drive force is received on the left and right rear wheels 74L. , 74R.

The main constituent elements of the left-right driving force adjusting device 50 are an input shaft (input portion) 1 to which the rotational driving force distributed to the rear wheels of the engine output of the automobile is input, and a differential mechanism ( Here, the rear differential 4) and the driving force transmission control mechanism 5
In particular, the driving force transmission control mechanism 5 is at the center of this device. This mechanism 5 includes an acceleration / deceleration mechanism 6 and a first
The transmission torque capacity variable type coupling 7 and the second transmission torque capacity variable type coupling 8 of FIG. These differential mechanism 4, acceleration / deceleration mechanism 6, and couplings 7, 8
And are arranged coaxially. Further, the transmission torque capacity of the first and second variable transmission torque capacity couplings 7 and 8 is adjusted by hydraulic pressure.

In FIG. 3, reference numeral 52 is an engine, and the output of the engine 52 is transmitted to a differential gear mechanism (= center differential, hereinafter referred to as center differential) 58 via a transmission 54 and an intermediate gear 56. It is like this. The output of the center differential 58 is, on the one hand, a differential gear mechanism (= front differential, hereinafter referred to as front differential) 60 for the front wheels.
Via the axles 62L, 62R to the left and right front wheels 64L, 6
4R, and on the other hand, via a bevel gear mechanism 66, a propeller shaft 68 and a bevel gear mechanism 70, and a differential gear device for rear wheels (= rear differential, hereinafter referred to as rear differential) 4 from left and right rear wheels from axles 72L, 72R It is adapted to be transmitted to 74L and 74R. This device is provided so as to extend over the axles 74L and 74R including the rear differential 4.

Further, the center differential 8 is provided with a viscous coupling unit (VCU) 76 for restraining (or limiting) the differential between the front wheel side output section and the rear wheel side output section thereof. A hydraulic unit 78 is used to adjust the hydraulic pressure of the hydraulic system of the variable transmission torque capacity type couplings 7 and 8 that moves the torque while limiting the differential of the rear differential 4. That is, in the hydraulic unit 78, the hydraulic oil from the reservoir tank 80 is supplied to or removed from the hydraulic system of the transmission torque capacity-variable couplings 7 and 8 through the built-in hydraulic pump.

The operation of the hydraulic unit 78 is controlled by an electronic control unit (hereinafter referred to as ECU) 82. The ECU 82 includes, for example, an electronic control unit (engine ECU) that electronically controls the engine output.
(Not shown) and anti-lock brake system (AB
Information from an electronic control unit (referred to as ABS ECU) 84 for electronically controlling S), steering wheel angle information, longitudinal acceleration information, accelerator opening information, and the like are input. Based on this, the hydraulic unit 78 is controlled. In addition, each E
Although not shown, the CU 82 is a CPU and RO required for control.
It has M, RAM, and interface.

The left and right driving force adjusting device for a vehicle having this clutch structure will now be described in detail. As shown in FIGS. Input shaft (input section) 1 to which the rotational driving force distributed to the side is input, left wheel side output shaft (left wheel side rotating shaft) 2 and the right wheel side output that output the driving force input from this input shaft 1. The left wheel side output shaft 2 is connected to the left wheel drive system (not shown), and the right wheel side output shaft 3 is connected to the right end. It is connected to a drive system (not shown) for the right wheel.

The present device 50 has an input shaft (input section).
1, a differential mechanism (rear differential) 4, an acceleration / deceleration mechanism 6, a first transmission torque capacity variable type coupling 7 and a second transmission torque capacity variable type coupling 8 It has In this embodiment, an electronically controlled hydraulic wet hydraulic multi-plate clutch mechanism is provided as the variable transmission torque capacity type couplings 7 and 8.
A torque transmission mechanism capable of variably controlling the transmission torque capacity may be used, and in addition to the mechanism of this example, other multi-disc clutch mechanisms such as an electromagnetic multi-disc clutch mechanism, these multi-disc clutch mechanisms, and hydraulic pressure. Or electromagnetic friction clutch, hydraulic or electromagnetic controllable VCU (viscus coupling unit), hydraulic or electromagnetic controllable HCU
(Hydraulic coupling unit = differential pump type hydraulic coupling), and other couplings such as electromagnetic fluid type or electromagnetic powder type clutch can be used.

In the case of a friction clutch, it is conceivable that the engagement force is adjusted by hydraulic pressure or the like as in the multi-disc clutch mechanism. In particular, in this friction clutch, the one in which the torque transmission direction is one direction is required. Each torque transmission direction)
It is possible to install it towards Also, this VCU
As the HCU and the HCU, a conventional type having a constant power transmission characteristic can be considered, but a power transmission characteristic that can be adjusted is suitable. In addition to hydraulic pressure, other drive systems such as electromagnetic force may be used for adjusting the engagement force and the power transmission characteristic.

The respective units will be described below in order. Input shaft 1 is
The differential carrier 9 is pivotally supported via a bearing 10, and a pinion 1A is attached to an end of the input shaft 1. The pinion 1A meshes with a ring gear 12 fixed to the differential case 11, and the rotation of the pinion 1A is transmitted to the differential case 11.

A bevel gear type rear differential (rear differential) 40 is provided in the differential case 11. This bevel gear type rear differential 40 is used in the differential case 11
Pinions 41A and 41B projecting inward so as to face each other
And the left and right wheel-side output shafts 2 and the right wheel-side output shaft 3 are provided with protruding pinions 42A and 42B at opposite shaft ends.

As a result, when the differential case 11 rotates, the pinions 41A and 41B rotate, thereby allowing the left wheel output shaft 2 and the right wheel output shaft 3 to differentially move through the pinions 42A and 42B. Side output shaft 2
Also, the driving force is output to the right wheel side output shaft 3. An acceleration / deceleration mechanism 6 of the driving force transmission control mechanism 5 is provided next to the rear differential 4.

The speed increasing / decreasing mechanism 6 has a hollow intermediate shaft 13 connected to the input side ring gear 12 so as to rotate integrally therewith.
A hollow intermediate shaft (first intermediate shaft) 14 connected to the first coupling 7 and a hollow intermediate shaft (second intermediate shaft) 15 connected to the second coupling 8. It is interposed between. The intermediate shaft 13 rotates in cooperation with the input shaft 1.

The intermediate shafts 13, 14 and 15 are all hollow shafts. The intermediate shafts 13 and 14 are mounted on the outer periphery of the right wheel side output shaft 3 so that they can rotate relative to each other. The outer periphery of the intermediate shaft 14 is also provided so as to be relatively rotatable. That is, the intermediate shaft 13 is pivotally supported between the right wheel side output shaft 3 and the partition wall 16, the intermediate shaft 14 is pivotally supported between the right wheel side output shaft 3 and the intermediate shaft 15, and the intermediate shaft 15 is It is pivotally supported on the outer periphery of the intermediate shaft 14.

Then, these intermediate shafts 13, 14, 15
Are each supported by a compound planetary gear mechanism described later. In addition, between the intermediate shaft 13 and the partition wall 16, and
Oil seals 10D are respectively provided between the intermediate shaft 13 and the right wheel output shaft 3 to partition the rear differential 4 side and the speed increasing / decreasing mechanism 6 and the couplings 7 and 8 side in a liquid-tight state. ing.

The speed increasing / decreasing mechanism 6 comprises a speed increasing mechanism 6A and a speed reducing mechanism 6B. These speed increasing mechanism 6A and speed reducing mechanism 6B are included.
Is composed of a compound planetary gear mechanism. That is, the fixed planetary shaft 6C is provided around the right wheel side output shaft 3.
However, a plurality of (three in this case) phase shifts are provided, and each of these planetary shafts 6C is pivotally supported by a compound planetary pinion 6D having three types of gears 18A, 18B, 18C. .

A gear (sun gear) 13A is provided on the intermediate shaft 13 so as to mesh with the gears 18A, 18B and 18C of the composite planetary pinion 6D.
4 is provided with a gear (sun gear) 14A, and the intermediate shaft 15 is provided with a gear (sun gear) 15A. The number of teeth of these gears 13A, 14A, 15A is Z ₁ , respectively.
Assuming that Z ₂ and Z ₃ , Z ₂ <Z ₁ <Z ₃ is set. Further, if the numbers of teeth of the gears 18A, 18B and 18C are Z ₄ , Z ₅ and Z ₆ , respectively, Z ₆ <Z ₄ <Z ₅
Has been set to the relationship.

Then, the gears 13A, 18A, 18B, 1
The combination of 4A constitutes the speed increasing mechanism 6A, and the combination of the gears 13A, 18A, 18C and 15A constitutes the speed reducing mechanism 6B. That is, in the speed increasing mechanism 6A,
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 14 through the paths of the gears 13A, 18A, 18B, 14A, the intermediate shaft 14 rotates at a higher speed than the intermediate shaft 13 due to the gear ratio of these. Further, in the reduction mechanism 6B, the gears 13A, 18
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 15 in the A, 18C, and 15A paths, the intermediate shaft 1 is determined from the tooth number ratio of these.
5 rotates at a lower speed than the intermediate shaft 13.

The output of the acceleration / deceleration mechanism 6 is input to the couplings 7 and 8 via the intermediate shafts 14 and 15. In addition, the above-mentioned intermediate shafts 13 and 1
4, 15 are axially supported by a fixed planetary shaft 6C, a planetary pinion 6D, and sun gears 13A, 14A, 15A, respectively.

The first and second couplings 7 and 8 which are electronically controlled wet hydraulic multi-plate clutch mechanisms are integrally installed in the space inside the differential carrier 9 which is partitioned by the rear differential 4 and the partition wall 16. These wet multi-plate clutch mechanisms 7 and 8 include right-side output shaft-side clutch disks 7A and 8A.
And intermediate shaft side clutch discs 7B and 8B are alternately superposed, and a clutch case (coupling case) 23
It is provided inside. Right wheel output shaft side clutch disc 7
Spline shafts (not shown) are formed on the outer peripheries of A and 8A, and these spline shafts are spline-joined to the inner surface of the outer peripheral portion 23A of the clutch case 23. Further, spline holes (not shown) are formed on the inner periphery of the intermediate shaft side clutch disks 7B, 8B, and these spline holes are
Splined to the end of each intermediate shaft.

The wet multi-plate clutch mechanisms 7 and 8 are pressed by the hydraulic pistons 19 and 20, and when the hydraulic pressure of the hydraulic pistons 19 and 20 is released, the return springs 7E and 8E release the pressing. Has become. Here, the hydraulic pistons 19 and 20 are the first pistons 19A on the driven side that rotate integrally with the clutch case 23,
20A and second drive-side pistons 19B and 20B provided on the differential gear 9 side so as not to rotate,
These first pistons 19A and 20A and the second piston 1
A needle bearing (thrust bearing) 34 is interposed between 9B and 20B so that only thrust force is transmitted.

The hydraulic cylinders 19C and 20C for driving these pistons 19 and 20 are the second piston 19
It is formed on the side of the differential gear 9 behind B and 20B. As a result, centrifugal force is not applied to the hydraulic oil in the hydraulic cylinders 19C and 20C, stable hydraulic pressure can be generated regardless of the rotation state of each part, and the driving accuracy of the pistons 19 and 20 is improved.

The first pistons 19A, 20A are loosely fitted in the holes of the clutch case 23 so that the first pistons 19A, 20A operate with good response, and the return springs 7E, 8E are also low in rigidity. Has been adopted. Then, the drive hydraulic pressure of the hydraulic piston 19 or 20 is controlled by the electronic control of the controller (not shown).
The clutch discs 7A,
The engagement state of 7B or 8A, 8B, that is, the torque transmission state is adjusted.

Therefore, when the coupling 7 is engaged under the control of the controller, during normal running that is not a sharp turn, the intermediate shaft 14 side that rotates at a high speed is rotated from the output shaft 3 on the right wheel side.
Side, that is, from the left wheel side output shaft 2 side to the right wheel side output shaft 3
The driving force moves to, and the driving force of the right wheel becomes larger than that of the left wheel. On the other hand, when the coupling 8 is engaged under the control of the controller, during normal traveling that is not a sharp turn, from the right wheel side output shaft 3 side to the intermediate shaft 15 side that rotates at a low speed, that is, the right wheel side output shaft 3 The driving force moves from the side to the left wheel side output shaft 2, and the driving force of the left wheel becomes larger than that of the right wheel.

As described above, the present device utilizes the principle at the time of differential limiting in which the torque is transmitted only from the high speed side to the low speed side in the slip clutch or the like. By the way, in the present device, the first clutch hub (first cylindrical coupling member) 31 is interposed between the intermediate shaft (second rotary shaft) 15 and the clutch disc 8B, and the intermediate shaft (third rotary shaft) )
A second clutch hub (second cylindrical coupling member) 32 is interposed between 14 and the clutch disc 8B.

The clutch hubs 31 and 32 are formed separately from the intermediate shafts 15 and 14 and the clutch discs 8B and 7B, respectively, and the clutch discs 8B and 7 are provided on the outer peripheral portions thereof.
B in the rotational direction (that is, clutch discs 7B, 8
It has engaging portions (splines) 31D and 32D for spline coupling with the B spline hole, and the intermediate shaft 1 is provided at each inner peripheral portion.
5 and 14, engaging portions (splines) 31E and 32E that engage with each other in the rotational direction (that is, spline connection) are provided.

Further, the shaft ends of the intermediate shafts 15 and 14 are not formed with an enlarged diameter portion or the like protruding to the outer periphery, and the first transmission torque capacity variable type coupling 7 and the coupling case 23 are provided in the coupling case 23. Second transmission torque variable capacity coupling 8
And the clutch discs 7B and 8B of the couplings 7 and 8 are provided with first and second clutch hubs 31,
In the state where 32 is engaged, the first and second clutch hubs 31, 31, from the shaft ends (right side in the drawing) of the intermediate shafts 15, 14
It is possible to easily insert the spline 32 and join the spline.

The housing (corresponding to the differential carrier) 9 of the apparatus also has a first housing member (first case member) 9A arranged so as to cover the outer periphery and one end surface of the speed increasing / decreasing mechanism 6. A second housing member (second
Case member 9B), and in particular, the second housing member 9B has a main housing portion 9C that covers the outer periphery of the coupling case 23 and one end surface (the right end surface in the drawing),
The sub housing portion 9D covers the other end surface (left end surface in the drawing) of the coupling case 23.

Further, the first housing member 9A and the second housing member 9A
Coupling flange portions 9a, 9c, 9d are formed on the outer peripheral portions of the main housing portion 9C and the sub-housing portion 9D of the housing member 9B, respectively, and the first housing member 9A, the main housing portion 9C and the sub-housing portion are formed. 9D The three members of the first housing member are configured to be integrally joined by a single bolt 38 which simultaneously joins the respective joint flange portions 9a, 9c, 9d.

Therefore, as shown in FIG. 4, the assembly 45 on the side of the first housing member 9A and the assembly 46 on the side of the second housing member 9B can be assembled and then joined together. There is. In addition,
At the time of this coupling and assembly, the first housing member 9A
With the left wheel side (left side in FIG. 4) of the side assembly 45 facing downward, the second housing member 9B side assembly 46 can be assembled from above. As described above, the first transmission torque capacity variable type coupling 7 and the second transmission torque capacity variable type coupling 8 are internally provided in the coupling case 23, and the respective couplings 7 and 8 are provided. The clutch discs 7B, 8B of the first and second
If the clutch hubs 31 and 32 are engaged to assemble the assembly 46 on the second housing member 9B side, the phases of the clutch disks 7B and 8B are aligned, and as described above, the intermediate shafts 15 and 14 are The assembly 46 on the side of the second housing member 9B can be spline-coupled from the shaft end (on the right side in the drawing, which faces upward in this case).

At this time, the first housing member 9A and the second housing member 9A
A sub-housing portion 9D is provided between the housing member 9B and the main housing portion 9C, and a groove (bearing portion) 39A capable of engaging one end of the fixed planetary shaft 6C with the sub-housing portion 9D. Are formed. Further, the partition wall 1 integrated with the first housing member 9A
6, a groove (bearing portion) 39B that can lock the other end of the fixed planetary shaft 6C is formed. Thus, in the state where the left wheel side of the assembly 45 on the side of the first housing member 9A faces downward as described above, the fixed planetary shaft 6C incorporating the composite planetary pinion 6DA is mounted on the groove 39B of the partition wall 16. Then, the sub-housing portion 9D is placed on the sub-housing portion 9D, the main housing portion 9C is further placed thereon, and each coupling flange portion 9a,
The 9c and 9d can be integrally connected to each other with a bolt 38.

By the way, the housing (differential carrier) 9
Lubricating oil that can lubricate the gear portion of the speed increasing / decreasing mechanism 6 is built in the inside of this, and this lubricating oil is supplied for lubrication between the clutch disks of the transmission torque capacity variable type couplings 7 and 8. It has become so. That is, the end surface of the coupling case 23 (the end portion on the first housing member side) 2
3C has a cylindrical portion 30 formed so as to face the outer peripheral surface of the intermediate shaft (second rotating shaft) 15, and the inner peripheral surface of the cylindrical portion 30 and the outer periphery of the intermediate shaft (second rotating shaft) 15 Between the surfaces, the lubricating oil in the housing is rotated when the coupling case 2 is rotated.
A spiral groove 30 </ b> A that leads to the inner peripheral side portion in 3 is formed.

Then, the coupling case 23 and the first
And the lubricating oil passage 31 in the second clutch hubs 31, 32.
B, 31C, 32B and 31C are formed. These lubricating oil passages 31B, 31C, 32B, 31C are formed radially. Lubricating oil passages 31B, 31C, 32
Of B and 31C, 31B and 32B are radially drilled in the first and second clutch hubs 31 and 32 corresponding to the inner portion of the coupling case 23 to clutch the lubricating oil supplied from the spiral groove 30A. Introducing paths 31C and 32C are guide paths to the disk side, and discharge paths 31C and 32C are formed radially in the outer portion (outer peripheral portion) 23A of the coupling case 23 and discharge the lubricating oil that lubricates the clutch disk side.

As a result, the lubricating oil sent from the spiral groove 30A to the coupling case 23 side first enters the coupling case 23 from the space 31A in the first clutch hub 31 through the introduction passage 31B. Sent to lubricate the clutch disc of the coupling case 23,
Emitted from 1C. In addition, part of the lubricating oil sent from the spiral groove 30A to the coupling case 23 side is
From the oil passage 31F formed in the clutch hub 31 of the second
Through the space 32A in the clutch hub 32 of
It is sent to the inside of the coupling case 23 through B, lubricates the clutch disc of the coupling case 23, and is discharged from the discharge path 32C.

Further, in this device, each hydraulic piston 1
The inner race portion of the needle bearing 34 interposed between the first and second pistons 19A and 20A of 9 and 20 and the second pistons 19B and 20B is characterized. Hydraulic piston 1
For example, as shown in FIG. 6, the hydraulic piston 19 is provided near the outer circumference of the coupling 7, and the second piston 19B on the drive side is the hydraulic cylinder 19 on the back.
It moves forward by C and presses the driven-side first piston 19A. When the pressure of the drive-side second piston 19B decreases, a return spring (formed of an annular leaf spring) 7E provided on the outer peripheral portion of the driven-side first piston 19A.
As a result, the first piston 19A retracts. The first piston 19A is intermittently provided in an annular shape so that, for example, a cylindrical pressing portion is fitted into the end portion 23B of the coupling case 23. Although each piston 19A is held by the return spring 7E, since this spring 7E is set to be extremely low so as to ensure the control response of the clutch, its lateral rigidity is low and each piston 19A cannot be sufficiently supported.

Therefore, as shown in FIGS. 6 to 8, the race 35 of the needle bearing 34 on the first piston 19A side.
Is bent so as to extend in the outer peripheral direction along the piston 19A side of the needle bearing 34, and at the outer peripheral end of the collar upper portion 35B of the race 35 that is bent in the outer peripheral direction,
It is bent so that it can come into contact with the outer peripheral surface of each piston 19A, and a spigot portion 35C for accommodating the piston 19A is formed.

Reference numeral 35A denotes an inner peripheral bent portion which is bent to the inner peripheral side of the needle bearing 34, and 37 denotes a retainer (cage) for accommodating the needle bearing 34, and as shown in FIG. Each needle bearing 34 is housed in a rectangular hole 37 </ b> A formed radially in the container 37. Further, the race 36 on the second piston 19B side of the needle bearing 34 is usually arranged as shown in FIG.
Although it is a thin plate, since the race 36 is moved by pressing the piston 19B, it is preferable to have a plate portion having a plate thickness as shown in FIG.

In this way, the spigot part 35 is attached to the race 35.
Since C is formed, each piston 19A has a spigot part 3
It will be held securely by 5C. Note that FIG.
In FIG. 8, the inlay portion 35C is provided on the entire outer periphery of the race 35, but as shown in FIGS. 10 and 11, for example, the inlay portion 35C has a partially protruding claw shape 35.
As D, a required number may be provided on the entire outer circumference of the race 35.

In this example, three claw-shaped inlay portions 35D are provided at equal intervals. Thus, by partially providing the inlay portions 35D on the outer periphery of the race 35, the race 35 before the press working is performed. The blank in the punched state can be made smaller, which contributes to weight reduction and material cost reduction, and also improves productivity because a slight pressing force is required during press working.

Further, as shown in FIG. 12, the spigot portion 35C may be extended to hold even the spring 7E. The claw-shaped inlay portion 35D can be similarly configured. In the figure, 2A and 3A are flanges coupled to a left wheel side drive shaft and a right wheel side drive shaft (not shown), 10 is a ball bearing, 10B is a needle bearing, 10C is a roller bearing, 10D is an oil seal, Reference numeral 11 is a differential case, and 24 is a slip ring.
A clutch structure as one embodiment of the present invention and a vehicle left / right driving force adjusting device having this clutch structure are operated by moving the driving forces of the left and right wheels by appropriately operating the couplings 7 and 8 under the control of a controller. Creates a turning moment by making the driving force of the left and right wheels uneven and improves the turning performance of the vehicle. Conversely, it controls the driving force of the left and right wheels to be balanced to improve the straight running performance of the vehicle. It can be improved.

In addition, 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, resulting in a large torque loss and energy loss. It is possible to obtain the desired torque distribution. In this device, the couplings 7 and 8 are the intermediate shafts 13 to
Since it is provided via 15, and the coupling capacity is small, the device can be made compact.

Further, since the control direction changeover switch is omitted and the drive torque is directly transmitted from the acceleration / deceleration mechanism 6 to any of the couplings 7 and 8, the control response is greatly improved. Further, since the rear differential 4 is composed of a bevel gear type differential, it can be made compact without expanding its diameter. Further, since the speed increasing / decreasing mechanism 6 in which the speed increasing mechanism 6A and the speed reducing mechanism 6B are integrated is provided, all the mechanisms can be installed on the same axis, and the gears and the multi-plate clutch portion that use different oils can be provided. Since it can be separated, there is an advantage that the device can be made compact and oil management can be facilitated.

Further, since the compound planetary gear mechanism is used as the speed increasing / decreasing mechanism 6, the center axes of the intermediate shafts 13, 14 and 15 are automatically aligned with each other by the self-centering effect of the gears, and the winning gear is obtained. The meshing reaction forces of are canceled out and stable operation can be performed. Further, as the differential mechanism, a bevel gear type can be used, and by adopting the bevel gear type, the structure is simple and small in size, and the cost is originally low, and other general differential mechanisms and parts are Since it can be shared, the cost can be reduced in this respect as well.

Further, the spiral groove 30A and the lubricating oil passage 31
Lubricating oil is automatically supplied to the clutch disc surface by the rotation of the couplings 7 and 8 by B, 31C, 32B, 31C and 31F, so that the differential gear can be provided without providing special means such as a pump. Even if a large amount of lubricating oil is not built in 9, it is possible to reliably supply the lubricating oil to the clutch disc surface at an extremely low cost, without causing drive loss due to the lubricating oil, and to improve the reliability and durability of the device. Improvement can be realized.

In this embodiment, the spiral groove 30A is provided outside the tubular portion 30 and the intermediate shaft (second rotating shaft) 15, that is, on the inner peripheral surface of the tubular portion 30, Spiral groove 30A
Does not necessarily have to be provided on the tubular portion 30 side, but may be provided on the intermediate shaft (second rotation shaft) 15 side.
Further, as shown in FIG. 4, the first housing member 9A
After assembling the side assembly 45 and the second housing member 9B side assembly 46, they can be joined together. Particularly, at the time of this coupling and assembly, the left side of the assembly 45 on the side of the first housing member 9A (see FIG. 4).
The assembly 46 on the side of the second housing member 9B can be assembled from above with the middle left side) facing downward.

Particularly, as described above, the first and second clutch disks 7B and 8B in the coupling case 23 are provided with the first and second clutch disks 7B and 8B.
When the clutch hubs 31 and 32 of 1 are engaged to assemble the assembly on the side of the second housing member 9B, the phases of the clutch disks 7B and 8B are aligned, and the intermediate shaft 1
The assembly on the side of the second housing member 9B can be easily spline-coupled from the shaft ends of 5 and 14 (on the right side in the drawing, facing upward in this case), and the assemblability is greatly improved.

At the time of this assembly, the planetary shaft 6C can be fixed between the groove (bearing portion) 39A of the sub-housing portion 9D and the groove (bearing portion) 39B of the partition wall 16, and the planetary shaft 6C can be fixed. The structure for supporting is extremely simplified, which contributes to the improvement of the assemblability, the reduction of the number of parts, the cost reduction, and the weight reduction of the device. Further, the first housing member 9A, the second housing member 9B, the main housing portion 9C, and the sub-housing portion 9D.
However, at the same time, they are integrally joined with the same bolt 38,
Also in this respect, it contributes to the improvement of the assemblability, the reduction of the number of parts, the cost reduction and the weight reduction of the device.

Further, each piston 19A has a spigot portion 3
5C, so that the first piston 19 can be reliably held and the responsiveness of the first piston 19A can be improved.
Even if A and 20A are loosely fitted in the holes of the clutch case 23 and the return springs 7E and 8E have low rigidity, it is possible to avoid rattling, prying and galling of the first piston 19A. It can contribute to the performance improvement.

In the present apparatus, the compound planetary gear mechanism may not necessarily be used as the speed increasing / decreasing mechanism 6, but the speed increasing / decreasing mechanism 6 may be, for example, the parallel biaxial type using the counter shaft. Further, in the embodiment, the case where the present device is provided on the right wheel side has been shown, but the present device may of course be provided on the left wheel side.

[0088]

As described in detail above, according to the clutch structure of the present invention according to claim 1, the piston member for pressing the clutch is a fixed driving piston provided to the fixing member and receiving an operating pressure. , A driven piston provided on the clutch-side rotating member and driven by the driving fixed piston, and a relative rotation between the driving fixed piston and the driven piston to allow thrust force. And a thrust bearing for transmitting the thrust bearing, and the driven piston side race of the thrust bearing is provided with a piston holding extending portion extending so as to hold the driven piston in the radial direction. , The piston is securely held by the piston holding extension, which improves the responsiveness of the piston while preventing the rattling, prying or Can be avoided Jiri, it can contribute to improved performance of the device.

According to a second aspect of the clutch structure of the present invention, in the structure according to the first aspect, a return spring for returning the driven piston to the pressure release side is provided on the rotary member. With the structure in which the extending portions for holding the pistons are provided so as to be adjacent to each other and are formed so as to hold the return springs, the return springs are held at the same time, which can contribute to improvement of the performance of the apparatus.

Further, according to the clutch structure of the present invention according to claim 3, in the structure according to claim 1 or 2, the clutch is provided with a torque for transmitting and receiving a driving force between the two shafts of the vehicle. Due to the configuration of the transmission coupling, it is possible to accurately transmit the torque. Further, according to the clutch structure of the present invention according to claim 4,
A case formed by connecting a first case member and a second case member, and a shaft which can be attached to the first case member side before the first case member and the second case member are combined. A rotary shaft having a spline portion on an outer peripheral surface of an end portion, a coupling case that can be mounted on the second case member side before the first case member and the second case member are coupled, and the coupling. A clutch consisting of an outer disc that is built into the case and has an outer peripheral portion spline-engaged with the coupling case, and an inner disc that is provided adjacent to the outer disc and that can transmit torque while engaging with the outer disc. A disc and a spline portion formed on the outer peripheral surface for spline-engaging with the inner peripheral portion of the inner disc, and on the inner peripheral surface engaging with the spline portion of the rotating shaft. With the configuration including the formed clutch hub, the difficult-to-assemble clutch can be pre-installed in the block on the second case member side, and the case with the built-in clutch can be assembled, and the assemblability is greatly improved. .

According to the fifth aspect of the clutch structure of the present invention, the first case member having the lubricating oil stored in the lower portion and the first case member connected to the first case member by the partition wall are provided. A second case member that is partitioned from the case member, and a drive input portion provided inside the first case member, the case being formed by connecting the first case member and the second case member. A rotating shaft integrally provided with a gear driven by the second case member, a coupling case axially supported by the second case member, an outer disc having an outer peripheral portion spline-engaged with the coupling case, and an outer disc adjacent to the outer disc. And an inner disc of the inner disc and a splice on the outer peripheral surface of the inner disc and the inner disc capable of transmitting torque while engaging with the outer disc. A clutch hub having an engaging spline part and an inner peripheral surface having a spline part engaging with the spline part of the rotating shaft, the inner peripheral part of the coupling case and the outer periphery of the rotating shaft. And a sliding contact portion that is in sliding contact with each other are provided, and the lubricating oil stored in the lower portion of the first case member is guided to the inside of the coupling case on the sliding contact surface that constitutes the sliding contact portion. With a configuration in which a spiral oil groove is formed, and an oil groove for guiding the lubricating oil from the spiral oil groove to the clutch disc side in the coupling case is formed in the clutch hub,
The lubricating oil can be reliably supplied to the clutch disc, which contributes to the clutch's failure.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a clutch structure as one embodiment of the present invention and a vehicle left-right driving force adjusting device having this structure.

FIG. 2 is a schematic diagram (skeleton diagram) showing a schematic configuration of a clutch structure as one embodiment of the present invention and a vehicle left-right driving force adjusting device having the present structure.

FIG. 3 is a drive system configuration diagram of a vehicle including a vehicle left-right driving force adjusting device having a clutch structure as an embodiment of the present invention.

FIG. 4 is a view showing an assembly unit of a vehicle left / right driving force adjusting device having the present clutch structure as one embodiment of the present invention.

FIG. 5 is a diagram showing a lubricating oil flow path of a clutch structure as one embodiment of the present invention and a vehicle left / right driving force adjusting device clutch structure having the structure.

FIG. 6 is an enlarged sectional view showing a clutch structure as one embodiment of the present invention.

FIG. 7 is a diagram showing a race of a needle bearing provided in a hydraulic piston portion according to a clutch structure as one embodiment of the present invention, (a) is a front view,
(B) is a sectional view taken along the line AA in (a).

FIG. 8 is a perspective view showing a needle bearing race provided on a hydraulic piston portion according to a clutch structure as one embodiment of the present invention.

FIG. 9 is a schematic partial front view showing a needle bearing provided in a hydraulic piston portion according to a clutch structure as one embodiment of the present invention.

FIG. 10 is a view showing a modified example of a needle bearing race provided in a hydraulic piston portion according to a clutch structure as one embodiment of the present invention, (a) is a front view, and (b) is (). It is a BB arrow sectional drawing in a).

FIG. 11 is a perspective view showing a modified example of a needle bearing race provided in a hydraulic piston portion according to a clutch structure as one embodiment of the present invention.

FIG. 12 is an enlarged cross-sectional view showing a modified example of the clutch structure as one embodiment of the present invention.

FIG. 13 is a schematic diagram (skeleton diagram) of a conventional example.

FIG. 14 is a sectional view of a conventional example.

FIG. 15 is a diagram illustrating a problem of a conventional example.

FIG. 16 is a diagram illustrating a problem of a conventional example.

FIG. 17 is a diagram illustrating a problem of a conventional example.

FIG. 18 is a diagram illustrating a problem of a conventional example.

[Explanation of symbols]

1 Input Shaft (Input Part) 1A Pinion 2 Left Wheel Output Shaft (Left Wheel Rotation Shaft) 2A, 3A Flange 3 Right Wheel Output Shaft (Right Wheel Rotation Shaft) 4 Rear Differential (Rear Differential) 5 Drive as Differential Mechanism Force transmission control mechanism 6 Acceleration / deceleration mechanism 6A Acceleration mechanism 6B Deceleration mechanism 6C Fixed planetary shaft 6D Composite planetary pinion 6E Carrier 7 First transmission torque capacity variable coupling 8 Second transmission torque capacity variable coupling 7A , 8A, 7B, 8B Clutch disc 7C, 8C Hydraulic piston 7D, 8D Hydraulic supply / discharge system 7E, 8E Return spring 9 Differential carrier (housing) 9A First housing member (first case member) 9B Second housing member ( Second case member) 9C Main housing portion 9 of second housing member 9B 9C D Sub-housing part 9a, 9c, 9d of 2nd housing member 9B Coupling flange part 10 Ball bearing 10B Needle bearing 10C Roller bearing 10D Oil seal 11 Differential case 12 Ring gear 13 Hollow intermediate shaft 14 Hollow intermediate shaft (first Intermediate shaft 15 Hollow intermediate shaft (second intermediate shaft) 13A, 14A, 15A Gear 16 Partition wall 18A, 18B, 18C Gear 19,20 Hydraulic piston 19A, 20A First piston (driven side piston) 19B, 20B No. 2 piston (driving side piston) 19C, 20C hydraulic cylinder 23 clutch case (coupling case) 23A outer peripheral portion of clutch case 23 23B, 23C end portion of clutch case 23 slip ring 30 tubular portion 30A spiral groove 31 first Clutch hub ( First cylindrical coupling member) 31B, 31C, 32B, 31C Lubricating oil passages 31D, 32D, 31E, 32E Engagement portion (spline) 32 Second clutch hub (second cylindrical coupling member) 34 Needle bearing ( Thrust bearing) 35, 36 Race 35A Inner curved part 35B Collar upper part 35C Inlay part 35D Claw-shaped inlay part 37 Retainer (cage) 38 Bolt 39A, 39B Groove (bearing part) 40 Bevel gear type rear differential (rear differential) 41A, 41B, 42A, 42B Pinion 45 Assembly of the 1st housing member 9A side 46 Assembly of the 2nd housing member 9B side 50 Vehicle left-right drive force adjusting device 52 Engine 54 Transmission 56 Intermediate gear 58 Differential gear mechanism (center differential) 60 in front Differential gear mechanism (front differential) 62L, 62R axles 64L, 64R front wheel 66 bevel gear mechanism 68 propeller shaft 70 bevel gear mechanism 72 rear wheel differential gear device (rear differential) 72L, 72R axle 74L, 74R rear wheel 76 Viscous coupling unit (VCU) 78 Hydraulic unit 80 Reservoir tank 82 Electronic control unit (ECU) 84 Electronic control unit (ABS ECU)

Claims (5)

[Claims] 1. A piston member for pressing a clutch is provided with a fixed member for driving which is provided to a fixed member and receives an operating pressure, and a fixed member for driving, which is provided with a rotating member on the clutch side and is driven by the fixed piston for driving. A driven piston, and a thrust bearing that allows relative rotation between the driving fixed piston and the driven piston to transmit thrust force, and the driven piston side race of the thrust bearing includes:
A clutch structure, wherein a piston holding extending portion is formed so as to extend so as to hold the driven piston in a radial direction. 2. A return spring, which returns the driven piston to a pressure release side, is provided adjacent to the driven piston on the rotary member, and the piston holding extension can hold the return spring. The clutch structure according to claim 1, wherein the clutch structure is formed as follows. 3. The clutch structure according to claim 1, wherein the clutch is a torque transmission coupling provided for transmitting and receiving a driving force between two shafts of a vehicle. 4. A case in which a first case member and a second case member are joined together, and the first case member side before the first case member and the second case member are joined together. A rotating shaft having a spline portion on the outer peripheral surface of the shaft end portion, and a coupling case attachable to the second case member side before the first case member and the second case member are coupled. And an inner disc that is built in the coupling case and has an outer peripheral portion spline-engaged with the coupling case, and an inner disc that is adjacent to the outer disc and that can transmit torque while engaging the outer disc. A clutch disc composed of a disc, and a spline portion which is spline-engaged with the inner peripheral portion of the inner disc is formed on the outer peripheral surface, and the spline portion of the rotary shaft is engaged with the inner peripheral surface. Characterized in that it includes a clutch hub splines portion formed that, a clutch structure. 5. A first case member having a lower part in which lubricating oil is stored, and a second case member which is coupled to the first case member and which is partitioned from the first case member by a partition wall. A rotary shaft that is provided in a case formed by connecting the first case member and the second case member, and integrally includes a gear that is driven by a drive input unit inside the first case member; A coupling case axially supported by the second case member, an outer disc having an outer peripheral portion spline-engaged with the coupling case, and an outer disc provided adjacent to the outer disc while engaging the outer disc. A clutch disc including an inner disc capable of transmitting torque, and a spline portion for spline-engaging with the inner peripheral portion of the inner disc formed on the outer peripheral surface and the inner peripheral surface. A clutch hub formed with a spline portion that engages with a spline portion of the rotating shaft, and a sliding contact portion that slidably contacts with each other is provided between an inner peripheral portion of the coupling case and an outer periphery of the rotating shaft, A spiral oil groove for guiding the lubricating oil stored in the lower portion of the first case member to the inside of the coupling case is formed on the sliding contact surface that constitutes the sliding contact portion, and the clutch hub is provided. The clutch structure is characterized in that an oil groove for guiding the lubricating oil from the spiral oil groove to the clutch disc side in the coupling case is formed in the.