JPH11223227A - Clutch structure - Google Patents

Abstract

(57) [Summary] (With correction) [PROBLEMS] To provide a clutch mechanism that can reliably supply lubricating oil to a clutch disk. SOLUTION: A first case member 9A for storing lubricating oil.
A second case member 9B partitioned and joined to the case member 9A by a partition, and rotating shafts 15, 14 integrally provided with gears 15A, 14A arranged and driven inside the first case member 9A. , Coupling case 23, outer disks 7A, 8A, and inner disks 7B, 8B engaged with outer disks 7A, 8A to transmit torque.
Helical oil that guides the lubricating oil in the case member 9 </ b> A to the inside of the coupling case 23 on the sliding surface of the inner periphery of the coupling case 23 with the outer periphery of the rotary shaft 15. The groove 30A is formed, and the clutch hub 3
The lubricating oil passages 31B and 32B for guiding the lubricating oil from the spiral oil groove 30A to the clutch disk side are formed in the first and second lubricating oil grooves 30A.

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, for example, distribution of driving force to left and right drive wheels in a four-wheel drive or two-wheel drive motor vehicle, and more particularly, to a clutch structure having a plurality of clutch disks. Also, it relates to a clutch structure.

[0002]

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

[0003] FIG. 13 is a schematic configuration diagram thereof. FIG. 13 shows a case where the above-described vehicle left-right driving force adjusting device is mounted on a rear differential (rear differential) of an automobile and performs left-right driving force movement of rear wheels of an automobile (for example, a four-wheel drive vehicle). Is shown. That is, this apparatus
As shown in FIG. 3, an input shaft 1 to which the rotational driving force distributed to the rear wheels of the engine output of the vehicle is input, a left-wheel output shaft 2 to output the driving force input from the input shaft 1, and a right The left output shaft 2 is connected to the drive system of the left wheel, and the right output shaft 3 is connected to the drive system of the right wheel. ing.

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

The input shaft 1 is pivotally supported by a differential carrier 9 via a bearing, and a pinion 1A is mounted on an end of the input shaft 1. The pinion 1A meshes with a crown gear 12 fixed to a differential case 11, so that the rotation of the pinion 1A is transmitted to the differential case 11. In this differential case 11, a planetary gear type rear differential (rear differential) 4 is provided. The planetary gear type rear differential 4 is of a double pinion type, and includes a ring gear 4A formed in a differential case 11, a planetary carrier 4B that rotates integrally with the left wheel 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 output shaft 3. The planetary pinions 4C, 4C
Is a pair of double pinions.

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

Next to the rear differential 4, an acceleration / deceleration mechanism 6 of the driving force transmission control mechanism 5 is provided. The acceleration / deceleration mechanism 6 is connected to a hollow intermediate shaft (third intermediate shaft) 13 coupled to the left wheel output shaft 2 via the carrier 6B so as to rotate integrally therewith, and to the first coupling 7. 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, 15 are all hollow shafts. The intermediate shafts 13, 14 are mounted on the outer periphery of the right wheel side output shaft 3 so as to be able to rotate relative to each other. Are mounted on the outer periphery of the intermediate shaft 14 so as to be able to rotate relatively. That is, the intermediate shaft 13 is pivotally supported between the right wheel output shaft 3 and the partition wall 16, the intermediate shaft 14 is pivotally supported between the right wheel 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.

The intermediate shafts 13, 14, 15
Are respectively supported by a compound planetary gear mechanism described later. In addition, between the intermediate shaft 13 and the partition wall 16, and
An oil seal is interposed between the intermediate shaft 13 and the right wheel side output shaft 3 to partition the rear differential 4 side and the acceleration / deceleration mechanism 6 and the couplings 7 and 8 into a liquid-tight state. I have.

The speed-increasing mechanism 6 comprises a speed-increasing mechanism 6A and a speed-reducing mechanism 6B.
Is composed of a compound planetary gear mechanism. In other words, around the right-wheel output shaft 3, the fixed planetary shaft 6C
Are provided (here, three), and each of these planetary shafts 6C has three types of gears 18A, 18A.
B, a composite planetary pinion 6D having 18C is pivotally supported.

A gear (sun gear) 13A is provided on the intermediate shaft 13 so as to mesh with each gear 18A, 18B, 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 , Z
_Assuming that Z ₂ and Z ₃ , the relationship Z ₂ <Z ₁ <Z ₃ is established. Further, the gear 18A, 18B, the 18C number of teeth of each of the _{Z 4, Z 5, Z 6} , are set to satisfy the relationship of _{Z 6 <Z 4 <Z 5} .

The gears 13A, 18A, 18B, 1
The combination of 4A constitutes the speed increasing mechanism 6A, and the combination of gears 13A, 18A, 18C, 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, and 14A, the intermediate shaft 14 rotates at a higher speed than the intermediate shaft 13 from the ratio of the number of teeth. In the speed reduction mechanism 6B, the gears 13A, 18
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 15 through the paths A, 18C, and 15A, the intermediate shaft 1
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, each of the aforementioned intermediate shafts 13, 1
The shafts 4 and 15 are supported by a fixed planetary shaft 6C, a planetary pinion 6D and sun gears 13A, 14A and 15A, respectively.

The first and second couplings 7, 8, which are electronically controlled hydraulic multi-plate clutch mechanisms, are integrally installed in a space inside a differential carrier 9 divided by a rear differential 4 and a partition wall 16. The couplings 7, 8 are composed of clutch plates 7A, 8A which rotate integrally with the right wheel output shaft 3, and clutch plates 7B, 8B which 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. The drive hydraulic pressure of the hydraulic piston 7C or 8C is controlled by a hydraulic control system (not shown). 7D, 8D
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 a sharp turn, the high-speed rotating intermediate shaft 14 to the right-wheel output shaft 3
From the left output shaft 2 to the right output shaft 3
The driving force moves to, and the driving force of the right wheel becomes larger than that of the left wheel. Conversely, when the coupling 8 is engaged under the control of the controller, during normal running without a sharp turn, from the right-wheel output shaft 3 to the intermediate shaft 15 that rotates at low speed, that is, the right-wheel output shaft 3 The driving force moves from the side to the left-wheel output shaft 2, and the driving force of the left wheel becomes larger than that of the right wheel.

As described above, this device utilizes the principle that the torque is transmitted only from the high speed side to the low speed side of the slip clutch or the like, instead of adjusting the torque distribution using the energy loss of the brake or the like. By transferring the required amount of one torque to the other, the torque distribution is adjusted, so that a desired torque distribution can be obtained without causing a large torque loss or energy loss.

In addition, since the coupling is provided via the intermediate shaft and the coupling capacity is small, the apparatus can be made compact, and the drive torque is directly transmitted from the acceleration / deceleration mechanism to any of the couplings. The responsiveness is greatly improved, and the gears using different oils can be reliably separated from the multi-plate clutch portion. Therefore, 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 and oil management can be facilitated.

[0018]

The specific structure of the above-described vehicle left / right driving force adjusting device is shown in FIG.
The one shown in FIG. 15 is conceivable. 14 and 15, the same symbols 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 output shaft, and 3 is a right wheel 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 includes a speed increasing / decreasing mechanism 6 composed of a compound planetary gear mechanism, and a wet multi-plate clutch mechanism (hydraulic multi-plate clutch) as first and second variable transmission torque capacity type couplings. Mechanism) 7 and 8. The speed increasing / decelerating mechanism 6 includes a speed increasing mechanism 6A and a speed reducing mechanism 6
B, each of the mechanisms 6A and 6B has a gear 14A of the first intermediate shaft 14, a gear 15A of the second intermediate shaft 15, a gear 13A of the third intermediate shaft 13, and a composite planetary pinion meshed with these. 6D gears 18A, 18B,
18C. The composite planetary pinion 6D is pivotally supported by a planetary shaft 6C whose axial position is fixed.

To fix the planetary shafts 6C, a space between each of the planetary shafts 6C is provided as shown in FIG.
The boss 21 is hatched as shown in FIG.
(21A, 21B, 21C) protrude 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. The planetary shaft 6C is supported at both ends by the carrier 6E and the partition wall 16.

The wet-type multi-plate clutch mechanisms 7 and 8 include a right-wheel output shaft-side clutch plate 7A, 8A and an intermediate shaft-side clutch plate 7
B and 8B are alternately superimposed to form a clutch case 23.
Provided within. Right wheel output shaft side clutch plates 7A, 8A
Are formed on the outer periphery of the clutch case 23. These spline holes are formed in the outer peripheral portion 23A of the clutch case 23.
The spline is connected to the inner surface. In addition, spline holes (not shown) are formed on the inner periphery of the intermediate shaft side clutch plates 7B and 8B, and these spline holes are formed at the ends of the respective intermediate shafts so as to have a diameter that increases with the clutch hubs 14B and 14B. 15B
And spline join.

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

The hydraulic cylinders 19C, 20C for driving these pistons 19, 20 are provided with second pistons 19, 20C.
B and 20B are formed on the differential carrier 9 side. As a result, centrifugal force is not applied to the hydraulic oil in the hydraulic cylinders 19C and 20C, a 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, reference numerals 2A and 3A denote flange portions connected to a left-wheel drive shaft and a right-wheel drive shaft (not shown), 10 denotes a bearing, 10B denotes a needle bearing, and 10C denotes a roller bearing. , 10D is an oil seal, 11 is a differential case, 12 is a crown gear, and 24 is a snap ring. By the way, focusing on the power transmission function of a wet multi-plate clutch mechanism (hydraulic multi-plate clutch mechanism), in the case of such a multi-plate clutch mechanism, lubricating oil is not supplied to the engagement surfaces of a plurality of clutch plates (clutch discs). Therefore, the performance of the clutch cannot be sufficiently exhibited. For this reason, it is desired to reliably supply the lubricating oil to the clutch disk.

The present invention has been made in view of the above problems, and has as its object to provide a clutch structure capable of reliably supplying lubricating oil to a clutch disk of a multi-plate clutch mechanism. I do.

[0026]

For this reason, the clutch structure of the present invention comprises a first case member in which lubricating oil is stored in a lower portion, and a first case member connected to the first case member and having a partition wall. A second case member partitioned from the first case member, and a drive input unit provided in a case formed by combining the first case member and the second case member inside the first case member A rotating shaft integrally provided with gears driven by the motor, a coupling case pivotally supported by the second case member, an outer disk whose outer peripheral portion is spline-engaged with the coupling case, and an outer disk adjacent to the outer disk. And a clutch disk composed of an inner disk provided so as to perform torque transmission while engaging with the outer disk, and an inner peripheral portion of the inner disk and a spline on an outer peripheral surface. A coupling hub formed with a spline portion that engages with the spline portion of the rotating shaft on an inner peripheral surface thereof, and an inner peripheral portion of the coupling case and an outer peripheral surface of the rotating shaft. A helical portion that guides the lubricating oil stored in the lower portion of the first case member to the inside of the coupling case on a slidable surface that forms the slidable portion. And a lubricating oil passage 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. I have.

With this configuration, the clutch hub and the inner disk rotate with the rotation of the rotating shaft, and the inner disk is engaged with the outer disk.
The rotation of the rotation shaft is transmitted to the coupling case through the inner disk and the outer disk.

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 lubricates the inner peripheral portion of the coupling case. Is guided to the inside of the coupling case through a helical oil groove formed in a sliding contact portion between the shaft and the outer periphery of the rotary shaft. It is guided to the clutch disk side in the ring case and is supplied to a sliding contact portion of the clutch disk. As a result, the inner disk and the outer disk can transmit rotation while causing slippage in the clutch disk.

[0029]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 12 show a clutch structure and a left-right driving force adjusting device for a vehicle having the clutch structure according to an embodiment of the present invention. FIG. 1 is a cross-sectional view thereof, and FIG. FIGS. 3 and 3 are diagrams of a drive system configuration of a vehicle equipped with this device, FIG. 4 is a diagram showing an assembly unit, FIG. 5 is a diagram showing a lubricating oil flow path, and FIGS. 6 to 12 are variable transmission torque capacities. It is a figure shown about the hydraulic piston part of a mechanism.

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

The main components of the left and right driving force adjusting device 50 are an input shaft (input unit) 1 to which the rotational driving force distributed to the rear wheels of the engine output of the vehicle is input, and a differential mechanism ( Here, a rear differential) 4 and a driving force transmission control mechanism 5
The driving force transmission control mechanism 5 is at the center of this device. The mechanism 5 includes an acceleration / deceleration mechanism 6 and a first
And a second variable transmission torque capacity coupling 8. These differential mechanism 4, acceleration / deceleration mechanism 6, and couplings 7, 8
And are arranged coaxially. The first and second variable transmission torque capacity type couplings 7, 8 are adapted to adjust the transmission torque capacity by hydraulic pressure.

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

The center differential 8 is provided with a viscous coupling unit (VCU) 76 for restraining (or limiting) the differential between the front-wheel output unit and the rear-wheel output unit. The hydraulic pressure of the hydraulic system of the variable transmission torque couplings 7 and 8 for performing torque movement while limiting the differential of the rear differential 4 is adjusted by a hydraulic unit 78. 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 couplings 7, 8 via 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) for electronically controlling 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 degree information, and the like are input. Based on this, the hydraulic unit 78 is controlled. In addition, each E
The CU 82 includes a CPU (not shown) and an RO required for control.
M, RAM, interface, etc.

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

The device 50 is provided with an input shaft (input unit).
1, a differential mechanism (rear differential) 4, an acceleration / deceleration mechanism 6, a driving force transmission control mechanism 5 including a first transmission torque capacity variable coupling 7 and a second transmission torque capacity variable coupling 8. With In this embodiment, the electronically controlled hydraulic wet hydraulic multi-plate clutch mechanism is provided as the transmission torque capacity variable couplings 7, 8, but as the transmission capacity variable control torque transmission mechanism,
Any torque transmission mechanism that can variably control the transmission torque capacity may be used. In addition to the mechanism of this example, other multi-plate clutch mechanisms such as an electromagnetic multi-plate clutch mechanism, and in addition to these multi-plate clutch mechanisms, hydraulic Type or electromagnetic type friction clutch, hydraulic or electromagnetic type controllable VCU (Viscous Coupling Unit), hydraulic or electromagnetic type controllable HCU
(Hydraulic coupling unit = differential pump type hydraulic coupling), and other couplings such as an electromagnetic fluid type or electromagnetic powder type clutch can also 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 case of the multi-plate clutch mechanism. Each torque transmission direction)
It is conceivable to set it up. Also, this VCU
Although a conventional type having a fixed power transmission characteristic can be considered as the HCU or the HCU, a type in which the power transmission characteristic can be adjusted is suitable. The adjustment of the engagement force and the adjustment of the power transmission characteristics may be performed by using another drive system such as an electromagnetic force in addition to the hydraulic pressure.

Hereinafter, each part will be described in order. Input shaft 1 is
The differential carrier 9 is pivotally supported via a bearing 10, and a pinion 1 </ b> A is mounted on an end of the input shaft 1. The pinion 1A meshes with a ring gear 12 fixed to the differential case 11, so that the rotation of the pinion 1A is transmitted to the differential case 11.

In the differential case 11, a bevel gear type rear differential (rear differential) 40 is provided. The bevel gear type rear differential 40 is provided with a differential case 11
Pinions 41A and 41B protruded so as to face each other
And pinions 42A and 42B protruding from opposite shaft ends of the left wheel output shaft 2 and the right wheel output shaft 3.

As a result, when the differential case 11 rotates, the pinions 41A and 41B rotate to allow the left wheel output shaft 2 and the right wheel output shaft 3 to be differential through the pinions 42A and 42B while allowing the left wheels to rotate. Side output shaft 2
And the driving force is output to the right wheel output shaft 3. Next to the rear differential 4, an acceleration / deceleration mechanism 6 of the driving force transmission control mechanism 5 is provided.

The acceleration / deceleration mechanism 6 has a hollow intermediate shaft 13 which is coupled with the ring gear 12 on the input side so as to rotate integrally therewith.
A hollow intermediate shaft (first intermediate shaft) 14 as a rotation shaft connected to the first coupling 7, and a hollow intermediate shaft (first intermediate shaft) as a rotation shaft connected to the second coupling 8. 2
(An intermediate shaft 15). The intermediate shaft 13 rotates in cooperation with the input shaft 1.

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

The intermediate shafts 13, 14, 15
Are respectively supported by a compound planetary gear mechanism described later. In addition, between the intermediate shaft 13 and the partition wall 16, and
An oil seal 10D is interposed between the intermediate shaft 13 and the right wheel side output shaft 3 to partition the rear differential 4 side and the acceleration / deceleration mechanism 6 and the couplings 7, 8 into a liquid-tight state. ing.

The acceleration / deceleration mechanism 6 includes a speed increase mechanism 6A and a speed reduction mechanism 6B.
Is composed of a compound planetary gear mechanism. In other words, around the right-wheel output shaft 3, the fixed planetary shaft 6C
There are provided a plurality (three in this case) of shifted phases, and a composite planetary pinion 6D having three types of gears 18A, 18B, 18C is pivotally supported on each of these planetary shafts 6C. .

The intermediate shaft 13 is provided with a gear (sun gear) 13A so as to mesh with the gears 18A, 18B, 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 , Z
_Assuming that Z ₂ and Z ₃ , the relationship Z ₂ <Z ₁ <Z ₃ is established. Further, the gear 18A, 18B, the 18C number of teeth of each of the _{Z 4, Z 5, Z 6} , are set to satisfy the relationship of _{Z 6 <Z 4 <Z 5} .

The gears 13A, 18A, 18B, 1
The combination of 4A constitutes the speed increasing mechanism 6A, and the combination of gears 13A, 18A, 18C, 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, and 14A, the intermediate shaft 14 rotates at a higher speed than the intermediate shaft 13 from the ratio of the number of teeth. In the speed reduction mechanism 6B, the gears 13A, 18
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 15 through the paths A, 18C, and 15A, the intermediate shaft 1
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, each of the aforementioned intermediate shafts 13, 1
The shafts 4 and 15 are supported by a fixed planetary shaft 6C, a planetary pinion 6D and sun gears 13A, 14A and 15A, respectively.

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

The wet multi-plate clutch mechanisms 7, 8 are pressed through hydraulic pistons 19, 20. When the hydraulic pressures of the hydraulic pistons 19, 20 are released, the pressing is released by return springs 7E, 8E. Has become. Here, the hydraulic pistons 19 and 20 are driven side first pistons 19A and 19A, which rotate integrally with the clutch case 23.
20A, and driving-side second pistons 19B and 20B provided so as not to rotate on the differential carrier 9 side,
These first pistons 19A, 20A and second piston 1
A needle bearing (thrust bearing) 34 is interposed between the bearings 9B and 20B so as to transmit only a thrust force.

The hydraulic cylinders 19C and 20C for driving these pistons 19 and 20
B and 20B are formed on the differential carrier 9 side. As a result, centrifugal force is not applied to the hydraulic oil in the hydraulic cylinders 19C and 20C, a 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 and 20A are loosely fitted in the holes of the clutch case 23 so that the first pistons 19A and 20A operate with good responsiveness, and the return springs 7E and 8E also have low rigidity. Has been adopted. The hydraulic pressure of the hydraulic piston 19 or 20 is changed by the electronic control of a controller (not shown).
D, 8D, 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 without a sharp turn, the high-speed rotating intermediate shaft 14 to the right-wheel output shaft 3
From the left output shaft 2 to the right output shaft 3
The driving force moves to, and the driving force of the right wheel becomes larger than that of the left wheel. Conversely, when the coupling 8 is engaged under the control of the controller, during normal running without a sharp turn, from the right-wheel output shaft 3 to the intermediate shaft 15 that rotates at low speed, that is, the right-wheel output shaft 3 The driving force moves from the side to the left-wheel 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 of the differential limitation in which the torque is transmitted only from the higher speed side to the lower speed side of the slip clutch or the like. By the way, in this device, a 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) is provided. )
A second clutch hub (second cylindrical coupling member) 32 is interposed between 14 and the clutch disc 8B.

The clutch hubs 31, 32 are formed separately from the intermediate shafts 15, 14 and the respective clutch disks 8B, 7B, and are provided on the outer peripheral portions thereof.
B in the rotational direction (ie, the clutch disks 7B, 8).
B having spline holes (spline portions ) 31D and 32D, and each inner peripheral portion has an intermediate shaft 1D.
5 and 14 are provided with engagement portions (spline portions ) 31E and 32E which engage with each other in the rotational direction (ie, spline connection).

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 variable transmission torque capacity type coupling 7 and the coupling 7 are provided in the coupling case 23. Second transmission torque capacity variable coupling 8
The first and second clutch hubs 31 and 8B are provided on the clutch disks 7B and 8B of the couplings 7 and 8, respectively.
32, the first and second clutch hubs 31 and 14, from the shaft ends (right side in the figure) of the intermediate shafts 15 and 14,
Engagement portions (spline portions) 15C and 14C are formed so that the splines 32 can be easily splined by fitting.

A housing (corresponding to a differential carrier) 9 of the device as a case is also provided with a first housing member (first case member) 9A provided so as to cover the outer periphery and one end surface of the acceleration / deceleration mechanism 6. And a second housing member (second case member) 9B for accommodating the coupling case 23 in which the integral type coupling is housed. In particular, the second housing member 9B is provided with the outer periphery of the coupling case 23 and the second housing member 9B. The main housing portion 9C covers one end surface (the right end surface in the figure) and the sub housing portion 9D covers the other end surface (the left end surface in the drawing) of the coupling case 23. Note that the sub-housing portion 9D is a partition that partitions the first housing member 9A and the second housing member 9B.

Further, the first housing member 9A, the second
A coupling flange 9a, 9c, 9d is formed on each outer peripheral portion of the main housing portion 9C and the sub-housing portion 9D of the housing member 9B, 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 connected by a single bolt 38 that simultaneously connects each of the connecting flange portions 9a, 9c, and 9d.

Therefore, as shown in FIG. 4, the assembly 45 on the first housing member 9A side and the assembly 46 on the second housing member 9B side can be assembled and then combined. I have. In addition,
At the time of this connection assembly, the first housing member 9A
With the left wheel side (left side in FIG. 4) of the side assembly 45 facing downward, the assembly 46 on the second housing member 9B side can be assembled from above. As described above, as described above, the first transmission torque capacity variable coupling 7 and the second transmission torque capacity variable coupling 8 are provided inside the coupling case 23, and these couplings 7, 8 are respectively provided. The first and second clutch disks 7B and 8B
When 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 discs 7B and 8B are aligned, and as described above, the intermediate shafts 15 and 14 The assembly 46 on the side of the second housing member 9B can be spline-coupled from the shaft end (the right side in the figure, facing upward in this case).

At this time, the first housing member 9A and the second
A sub-housing portion 9D is interposed between the main housing portion 9C of the housing member 9B and a groove (bearing portion) 39A that can lock one end of the fixed planetary shaft 6C in the sub-housing portion 9D. Are formed. Also, the partition wall 1 integrated with the first housing member 9A
6, a groove (bearing portion) 39B capable of locking the other end of the fixed planetary shaft 6C is formed. Thus, when the left side of the assembly 45 on the first housing member 9A side 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. After mounting the sub-housing section 9D from above, and further mounting the main housing section 9C, the respective coupling flange sections 9a,
9c and 9d can be integrally connected by bolts 38, respectively.

By the way, the housing (diff carrier) 9
A lubricating oil capable of lubricating the gear portion of the acceleration / deceleration mechanism 6 is built in the inside, and this lubricating oil is supplied for lubrication between the clutch disks of the couplings 7 and 8 having variable transmission torque capacities. It has become so. As a matter of course, the lubricating oil is stored in the lower part in the housing 9. That is, a cylindrical portion 30 is formed on an end surface (end portion on the first housing member side) 23C of the coupling case 23 so as to face the outer peripheral surface of the intermediate shaft (second rotation shaft) 15. Lubricating oil in the housing during rotation is applied to a sliding contact portion between the inner peripheral surface (sliding contact portion) 30B of the portion 30 and the outer peripheral surface (sliding contact portion) 15B of the intermediate shaft (second rotary shaft) 15. A spiral groove (spiral oil groove) leading to the inner peripheral side portion in the coupling case 23
30A is drilled.

Then, the coupling case 23 and the first
And a lubricating oil passage 31 in the second clutch hubs 31 and 32.
B, 31C, 32B, and 32C are formed. These lubricating oil passages 31B, 31C, 32B, 32C are formed radially. Lubricating oil passages 31B, 31C, 32
31B and 32B of the first and second clutch hubs 31 and 32 corresponding to the inner portion of the coupling case 23 radially penetrate the clutch oil and supply the lubricating oil supplied from the spiral groove 30A. 31C and 32C are discharge paths which are radially bored 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 first enters the coupling case 23 from the space 31A in the first clutch hub 31 through the introduction path 31B. Is fed to lubricate the clutch disc of the coupling case 23 and
Exhausted from 1C. A part of the lubricating oil sent from the spiral groove 30A to the coupling case 23 side is the first oil.
The oil passage 31F formed in the clutch hub 31
Through the space 32A in the clutch hub 32 of the
B is fed into the coupling case 23 to lubricate the clutch disk 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 and the second pistons 19B and 20B is characterized. Hydraulic piston 1
9, the hydraulic piston 19 is provided at a portion near the outer periphery of the coupling 7, and the second piston 19B on the drive side is connected to the hydraulic cylinder 19 on the back as shown in FIG.
By moving forward by C, the first piston 19A on the driven side is pressed. When the pressure of the second piston 19B on the driving side decreases, a return spring (formed of an annular leaf spring) 7E provided on the outer peripheral portion of the first piston 19A on the driven side.
As a result, the first piston 19A is retracted. The first piston 19 </ b> A is provided intermittently in a ring shape so that, for example, a cylindrical pressing portion is fitted into the end portion 23 </ b> B of the coupling case 23. Although each piston 19A is held by the return spring 7E, since the spring 7E is set to be extremely low so as to ensure the control response of the clutch, its lateral rigidity is low and the piston 19A cannot be sufficiently supported.

Therefore, as shown in FIGS. 6 to 8, the first piston 19A side race 35 of the needle bearing 34
Is bent so as to extend in the outer circumferential direction along the piston 19A side of the needle bearing 34, and is provided on the outer circumferential end of the flange upper portion 35B of the race 35 bent in the outer circumferential direction.
Each of the pistons 19A is bent so as to be able to come into contact with the outer peripheral surface thereof to form a spigot portion 35C for accommodating the piston 19A.

Reference numeral 35A denotes an inner peripheral bent portion bent toward the inner peripheral side of the needle bearing 34, and 37 denotes a retainer (cage) for accommodating the needle bearing 34, as shown in FIG. Each needle bearing 34 is housed in a rectangular hole 37A radially formed in the container 37. In addition, the race 36 of the needle bearing 34 on the second piston 19B side is usually formed as shown in FIG.
Although it is a thin plate, since the race 36 moves by pressing the piston 19B, it is preferable that the race 36 has a plate portion having a plate thickness as shown in FIG.

As described above, the race 35 has the spigot 35
C is formed, so that each piston 19 </ b> A
5C ensures the holding. Note that FIG.
In FIG. 8, the spigot portion 35C is provided on the entire outer periphery of the race 35. For example, as shown in FIGS.
As D, a required number may be provided on the entire outer periphery of the race 35.

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

Further, as shown in FIG. 12, the spigot portion 35C may be extended to hold even the spring 7E. The nail-shaped spigot portion 35D can be similarly configured. In the drawings, reference numerals 2A and 3A denote flange portions connected to a left wheel drive shaft and a right wheel drive shaft (not shown), 10 is a ball bearing, 10B is a needle bearing, 10C is a roller bearing, 10D is an oil seal, 11 is a differential case, 24 is a slip ring.

The clutch structure and the left-right driving force adjusting device for a vehicle having the clutch structure according to an embodiment of the present invention are configured as described above, and the couplings 7 and 8 are appropriately operated by the control of the controller. By moving the driving force of the left and right wheels, for example, by making the driving force of the left and right wheels uneven, a turning moment is generated to improve the turning performance of the vehicle, or conversely, the driving force of the left and right wheels is balanced. By performing the control, the straight running performance of the vehicle can be improved.

Further, 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 a brake or the like, thereby causing a large torque loss and energy loss. Without this, a desired torque distribution can be obtained. In this device, the couplings 7, 8 are connected to the intermediate shafts 13 to
15, the coupling capacity can be reduced, so that the device can be made compact.

Further, since the switch for changing the control direction is omitted, and the drive torque is directly transmitted from the acceleration / deceleration mechanism 6 to any of the couplings 7, 8, control responsiveness is greatly improved. Further, since the rear differential 4 is formed of a bevel gear type differential, the rear differential 4 can be configured compact without increasing the diameter. Since the speed increasing mechanism 6A and the speed reducing mechanism 6B are integrated, the speed increasing / decelerating mechanism 6 is provided, so that all the mechanisms can be installed coaxially. Can be separated, so that the apparatus can be made compact, and there is an advantage that oil management can be facilitated.

Further, since the compound planetary gear mechanism is used as the acceleration / deceleration mechanism 6, the center axes of the intermediate shafts 13, 14, and 15 are automatically matched by the self-centering effect of the gears, and the winning gear The meshing reaction force is canceled, and stable operation can be performed. In addition, a bevel gear type can be used as the differential mechanism. By adopting the bevel gear type, the structure is simple and small, the cost is low, and other general differential mechanisms and parts can be used. Since it can be shared, costs can be reduced in this aspect as well.

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

In this embodiment, the spiral groove 30A is provided on the outer side between the cylindrical portion 30 and the intermediate shaft (second rotary shaft) 15, that is, on the inner peripheral surface of the cylindrical portion 30. Spiral groove 30
A is not necessarily provided on the side of the cylindrical portion 30, but may be provided on the intermediate shaft (second rotary shaft) 15 side. Further, as shown in FIG. 4, the assembly 45 on the first housing member 9A side and the second housing member 9B
After assembling with the assembly 46 on the side, the two can be connected. In particular, at the time of this coupling assembly, the left wheel side (the left side in FIG. 4) of the assembly 45 on the first housing member 9A side faces downward, and the assembly 46 on the second housing member 9B side is moved from above. Can be assembled.

In particular, as described above, the first and second clutch disks 7B and 8B in the coupling case 23
When the assembly on the second housing member 9B side is assembled by engaging the clutch hubs 31 and 32, the phases of the clutch disks 7B and 8B are adjusted, and the intermediate shaft 1
The assembly on the second housing member 9B side can be easily spline-coupled from the shaft ends of the shafts 5 and 14 (the right side in the figure, in this case, facing upward), and the assemblability is greatly improved.

At the time of this assembling, 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 greatly simplified, which contributes to an improvement in assemblability, a reduction in the number of parts, a reduction in cost, and a reduction in the weight of the device. Further, a first housing member 9A, a second housing member 9B, a main housing portion 9C, and a sub housing portion 9D
Are simultaneously joined together by the same bolt 38,
This also contributes to improvement in assemblability, reduction in the number of parts, cost reduction, and weight reduction of the device.

Further, each piston 19A is provided with the spigot portion 3
5C so that the first piston 19A can be held reliably and the responsiveness of the first piston 19A can be improved.
A and 20A can be loosely fitted in the holes of the clutch case 23, and even if the return springs 7E and 8E are of low rigidity, the first piston 19A can be prevented from rattling and prying or galling. It can contribute to the performance improvement of

In this apparatus, the compound planetary gear mechanism does not necessarily have to be used as the acceleration / deceleration mechanism 6, and the acceleration / deceleration mechanism 6 may be, for example, a parallel two-axis type using the above-described counter shaft. Further, in the present embodiment, the case where the present device is provided on the right wheel side is shown, but the present device may be provided on the left wheel side.

[0079]

As described above in detail, according to the clutch structure of the present invention, the first case member in which lubricating oil is stored in the lower portion, and the first case member is connected to the first case member and the partition wall is used. A second case member separated from the first case member, and a second case member provided in a case in which the first case member and the second case member are connected to each other and driven inside the first case member A rotating shaft integrally provided with a gear driven by the input unit, a coupling case pivotally supported by the second case member, an outer disk having an outer peripheral portion spline-engaged with the coupling case, and the outer disk And a clutch disk comprising an inner disk provided adjacent to the inner disk and capable of transmitting torque while engaging with the outer disk, and an inner peripheral portion of the inner disk and a splice formed on an outer peripheral surface thereof. A clutch hub formed with a spline portion to be engaged and having a spline portion to be engaged with the spline portion of the rotary shaft on an inner peripheral surface; and an inner peripheral portion of the coupling case and an outer periphery of the rotary shaft. And a sliding contact portion that slides with each other is provided between the first and second casing members, and lubricating oil stored in a lower portion of the first case member is guided to a sliding contact surface forming the sliding contact portion toward the inside of the coupling case. A helical oil groove is formed, and a lubricating oil passage for guiding lubricating oil from the helical oil groove to the clutch disc side in the coupling case is formed in the clutch hub. Lubricating oil can be reliably supplied to the clutch disk, contributing to improved clutch performance.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing a clutch structure and a left-right driving force adjusting device for a vehicle having the clutch structure according to an embodiment of the present invention.

FIG. 2 is a schematic diagram (skeleton diagram) illustrating a schematic configuration of a clutch structure and a left-right driving force adjusting device for a vehicle having the structure according to an embodiment of the present invention.

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

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

FIG. 5 is a diagram showing a clutch structure according to an embodiment of the present invention and a lubricating oil flow path of a left-right driving force adjusting device clutch structure for a vehicle 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 view showing a race of a needle bearing provided on a hydraulic piston portion according to the clutch structure as one embodiment of the present invention, wherein (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 race of a needle bearing provided on a hydraulic piston portion according to the 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 the clutch structure as one embodiment of the present invention.

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

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

FIG. 12 is an enlarged 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 the conventional example.

[Explanation of symbols]

DESCRIPTION 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) as a differential mechanism 5 Drive 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 disk 7C, 8C Hydraulic piston 7D, 8D Hydraulic supply / discharge system 7E, 8E Return spring 9 Differential carrier (housing) as case 9A First housing member (first case member) 9B Second Housing member (second case member) 9C Main of second housing member 9B Housing portion 9D Sub-housing portion 9a, 9c, 9d of second housing member 9B Coupling flange portion 10 Ball bearing 10B Needle bearing 10C Roller bearing 10D Oil seal 11 Differential case 12 Ring gear 13 Hollow intermediate shaft 14 Hollow as rotary shaft Intermediate shaft 15 Hollow intermediate shaft 13A, 14A, 15A as rotation shaft Gears 14C, 15C Engagement portion (spline portion) 15B Outer peripheral surface (sliding contact portion) of intermediate shaft (second rotation shaft) 15 16 Partition wall 18A, 18B, 18C Gear 19, 20 Hydraulic piston 19A, 20A First piston (driven side piston) 19B, 20B Second piston (drive side piston) 19C, 20C Hydraulic cylinder 23 Clutch case (coupling case) 23A Outer periphery of clutch case 23 Part 23B, 2 C End portion of clutch case 23 24 Slip ring 30 Cylindrical portion 30A Spiral groove (spiral oil groove) 30B Inner circumferential surface (sliding contact portion) of cylindrical portion 30 31 First clutch hub (first cylindrical shape) Coupling member) 32 second clutch hub (second cylindrical coupling member) 31B, 31C, 32B, 32C lubricating oil passage 31D, 31E, 32D, 32E engaging portion (spline portion) 34 needle bearing (thrust bearing) 35 , 36 Race 35A Inner circumference bent part 35B Upper flange 35C Inlay part 35D Claw-shaped inlay part 37 Cage (cage) 38 Bolt 39A, 39B Groove (bearing part) 40 Bevel gear type rear differential (rear differential) 41A, 41B, 42A, 42B Pinion 45 Assembly on first housing member 9A side 46 Second housing member B side assembly 50 Vehicle left / right driving force adjusting device 52 Engine 54 Transmission 56 Intermediate gear 58 Differential gear mechanism (Center differential) 60 Front wheel differential gear mechanism (Front differential) 62L, 62R Axles 64L, 64R Front wheels 66 Bevel gear Mechanism 68 Propeller shaft 70 Bevel gear mechanism 72 Differential gear device for rear wheel (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 (1)

[Claims] A first case member having lubricating oil stored in a lower portion thereof; a second case member coupled to the first case member and separated from the first case member by a partition; A rotation shaft provided in a case in which the first case member and the second case member are coupled and integrally provided with a gear driven by a drive input unit inside the first case member; A coupling case pivotally supported by the second case member; an outer disk having an outer peripheral portion spline-engaged with the coupling case; and an outer disk provided adjacent to the outer disk while engaging with the outer disk. A clutch disk composed of an inner disk capable of transmitting torque, and a spline portion which is spline-engaged with an inner peripheral portion of the inner disk on an outer peripheral surface and is formed on the inner peripheral surface. A clutch hub formed with a spline portion that engages with a spline portion of the rotary shaft; a sliding contact portion that slides between the inner peripheral portion of the coupling case and the outer peripheral portion of the rotary shaft is provided; A helical oil groove for guiding lubricating oil stored in a lower portion of the first case member to the inside of the coupling case is formed on a sliding contact surface constituting the sliding contact portion, and the clutch hub is A lubricating oil passage for guiding lubricating oil from the spiral oil groove toward the clutch disc in the coupling case.