JPH0236820B2 - NOOSUPINDEFUSOCHI - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a no-spin differential device used as a differential device for a vehicle.

(Prior Art) A no-spin differential device is a type of "automatic locking differential device" that automatically prevents troubles such as slips or spins in automobiles and vehicles of that size and stabilizes the running. As a technology, for example, a new edition, "Automotive Engineering Handbook",
It is disclosed in pages 5-38 to 5-39, edited by the Society of Automotive Engineers of Japan, published by Tosho Publishing (May 25, 1981, 8th edition).

The conventional no-spin differential device described above is shown in FIG. In the figure, clutch rings 3, 3 are provided at the inner ends of a pair of left and right axles 1, 1 via differential hubs 2, 2, so as to be immovable relative to the axles 1, 1 and movable in the axial direction. It is being Clutch teeth 4 and cam teeth 5 are provided on the inner end surface of each clutch ring 3,3. A center cam assembly 8 is provided between the left and right pair of clutch rings 3, 3. The center cam assembly 8 has clutch teeth 6 and cams 7 on both end surfaces, which engage with the clutch teeth 4 and cam teeth 5 in a detachable manner. This center cam assembly 8 is provided so as to be rotatable together with the differential gear 9.
10, 10 are springs that press the clutch rings 3, 3 toward the center cam assembly 8 side.

The operation of the no-spin differential device having the above configuration will be explained based on FIGS. 3 to 6.

As shown in FIG. 3, during left-turning forward engine drive, a differential is required to allow the outer wheel 11 to rotate faster or more than the inner wheel 12. In a normal bevel gear type differential, the inner ring 12 turns slowly and the outer ring 11 turns faster than the speed of the ring gear during turning. However, with a no-spin differential, when the engine is driving, both wheels 11 and 12 are in differential gear 9.
You can't go any slower.

That is, during forward turning to the left, as shown in FIGS. 4 to 6, the clutch wheel 4 of the left (inner) clutch ring 3 remains fully engaged with the clutch teeth 6 of the center cam assembly 8 and applies torque. tell.

In this state, the same rotational speed as the differential gear 9 is transmitted to the left side (inside) to move the vehicle forward. However, on the right side (outside), due to the frictional force from the road surface, the cam teeth 5,
7 rides against the pressing force of the spring 10, and the clutch teeth 4 of the right clutch ring 3 and the clutch teeth 6 of the center cam assembly 8 are disengaged.

Therefore, the right side (outside) rotates faster than the left side (inside) and a turn is performed.

On the other hand, apply the engine brake and as above,
When turning left, contrary to the above, the inner (left) clutch ring 3 moves against the pressing force of the spring 10 due to the frictional force from the road surface, releases its engagement, and rotates from the outer (right) side. Turning is performed by rotating slowly.

(Problems to be Solved by the Invention) When the above-mentioned no-spin differential device is used, for example, in a front-wheel-drive differential of a four-wheel-drive agricultural tractor, when the differential device is connected to engine power, the above-mentioned (conventional) It operates as described in (Technical).

However, when the engine power is cut off and the no-spin differential device is used in an idling state, neither the engine drive nor the engine brake described above applies.

In other words, during engine drive or engine braking, the center cam assembly is connected to and restrained by the engine, so the clutch ring that has the greater frictional force from the road surface acts against the center cam assembly. It will definitely come off.

However, if the center cam assembly is in an idle state, it is uncertain which side of the clutch ring will come off.

Therefore, when the no-spin differential device performs a turning motion while in an idling state, the center cam assembly and the clutch ring engage and disengage from each other in an unstable manner on the left and right sides, resulting in a problem that noise is generated.

SUMMARY OF THE INVENTION An object of the present invention is to prevent the generation of noise by ensuring that one of the clutch rings is always disengaged even when the no-spin differential device is in an idling state.

(Means for Solving the Problems) In order to solve the above problems, the present invention is characterized in that the pressing force of the pair of left and right springs in the conventional no-spin differential device is different between the left and right springs.

(Function) When the load on either wheel increases while the center cam assembly is free to rotate, the clutch ring on the side with the weaker pressing force of the pair of left and right springs will surely come off. become.

(Example) An embodiment of the present invention will be described in detail based on FIG.

What is shown in FIG. 1 is a front wheel differential device for a four-wheel drive agricultural tractor, and a no-spin differential device is adopted as the differential device.

In the figure, reference numerals 20, 20 denote a pair of left and right front axles, which are rotatably inserted into a front axle case 21. A front wheel, which is a steering wheel, is attached to the outer end of this front axle case 21.

Differential hubs 22, 22 are attached to the inner ends of the pair of left and right front axles 20, 20, respectively, by spline fitting. A flange 23 is provided protruding from the outer circumferential surface of each differential hub 22 at an intermediate portion in the axial direction.
A spline 24 is carved on the outer peripheral surface inside the flange 23. A clutch ring 25 is spline-fitted to each spline 24 so as to be movable in the axial direction.

On the inner end surfaces of the pair of left and right clutch rings 25, 25, square clutch teeth 26 are provided on the outer circumferential side, and trapezoidal cam teeth 27 are provided on the inner circumferential side. A ring groove 28 is recessed at the boundary between the clutch teeth 26 and the cam teeth 27. This ring groove 28
A holdout ring 29 is fitted in such a manner that it can rotate freely. This holdout ring 29,2
A protrusion 30 is provided on the inner end surface of 9.

A center cam assembly 31 is provided between the left and right clutch rings 25, 25 at one end. This center cam assembly 31
consists of a ring-shaped spider 32 and a ring-shaped center cam 33 fitted to the inner peripheral surface of the spider 32.

Clutch teeth 34 are provided on both end surfaces of the spider 32 and engage with the clutch teeth 26 in a detachable manner. Both end surfaces of the center cam 33 are also provided with cam teeth 35 that engage with the cam teeth 27 in a detachable manner. The spider 32 and the sensor cam 33 are connected by a key so that they can rotate together. The protrusion 30 of the holdout ring 29 is loosely fitted into a gap 36 having a predetermined circumferential length formed between the inner surface of the spider 32 and the outer peripheral surface of the center cam 33. This protrusion 30
6, the holdout ring 29 is detachably engaged with the key in the circumferential direction to prevent relative rotation of the holdout ring 29.

A spring retainer 37 is fitted around the outer periphery of the differential hub between the flange 23 of the differential hub 22 and the clutch ring 25. A compression spring 38 is interposed between the spring retainer 37 and the clutch ring 25. This spring 38
presses the clutch ring 25 toward the center cam assembly 31. The strength of the pressing force of this pair of left and right springs 38, 38 is not the same;
The left and right sides are different.

The outer periphery of the spider 32 is connected to the differential case 3.
9 and the differential case lid 40, and the spider 32 is connected to the differential case 3 by bolts 41 and the like that connect the differential case 39 and the differential case lid 40.
It can rotate integrally with 9. The differential case 39 and the differential case lid 40 enclose a no-spin differential device consisting of a center cam assembly 31, clutch rings 25, 25, and the like. The differential case 39
A pair of left and right front axles 20, 20 are fitted onto both ends of the differential case lid 40, and the outer peripheral surfaces of both ends are connected to the pinion bearing case 4 via a pairing 42.
3 is rotatably supported.

The pinion bearing case 43 is fixed to the front axle case 21 with bolts 44.

A differential gear 45 is fixed to the differential case 39,
A differential pinion 46 is engaged with the differential gear 45. This differential pinion 46 is provided at the tip of a transmission shaft 47. This transmission shaft 47 is connected to a transmission shaft cover 4 fixed to the pinion bearing case 43.
8 via a bearing 49.

The transmission shaft 47 is connected to the engine via a clutch (not shown).

According to the embodiment of the present invention having the above configuration, when the clutch (not shown) is disengaged, the no-spin differential device becomes freely rotatable. In this idle state, when a load is applied to one of the wheels and the left and right wheels have to rotate at different speeds, the springs 38, 38 press the left and right clutch rings 25, 25. Since there are different strengths, the clutch ring 25 on the side pressed by the weaker spring 38 will always disengage.

Therefore, compared to the conventional case where the clutch ring 25 is pressed by a spring of the same strength, the engagement of one clutch ring 25 is released more stably and reliably, thereby preventing the generation of noise.

In addition, any means can be used to change the strength of the springs 38, 38, such as changing the specifications of the springs themselves, or providing the springs with the same specifications at their built-in lengths, etc. It's okay. Furthermore, the present invention is not limited to the case where the spring is externally mounted as in the above embodiment, but can also be applied to an internally mounted system as shown in FIG.

(Effects of the Invention) According to the present invention, the clutch ring is reliably disengaged in the free rotation state, and noise generation can be prevented.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view of a no-spin differential device showing an embodiment of the present invention, FIG. 2 is a cross-sectional view of a conventional example, FIGS. 3 to 6 are explanatory views of the operation of the conventional no-spin differential device, and FIG. 4 is a plan view showing the rotating state, FIG. 4 is an external view of the no-spin differential, FIG. 5 is a diagram showing the meshing state of the clutch teeth, and FIG. 6 is a diagram showing the meshing state of the cam teeth. 20...Axle, 25...Clutch ring, 26
...Clutch tooth, 27...Cam tooth, 31...Center cam assembly, 34...Clutch tooth,
35...Cam tooth, 38...Spring, 45...
differential gear.

Claims (1)

[Claims] 1. At the inner ends of the left and right axles 20, 20, respectively,
Clutch rings 25, 25 are provided which rotate integrally with each shaft 20, 20 and are movable in the axial direction, and clutch teeth 26 are provided on the outer periphery of each inner end surface of the clutch rings 25, 25, and cam teeth are provided on the inner periphery of the clutch rings 25, 25. 27 are respectively provided on concentric circles, and the pair of left and right clutch rings 2
Between 5 and 25, the clutch tooth 26 and the cam tooth 2
A center cam assembly 31 is provided which has clutch teeth 34 and cam teeth 35 on both end faces that engage and disengage with the clutch 7.
A no-spin differential device is provided with a pair of left and right springs 38, 38 that rotate integrally with the differential gear 45 to which the transmission is freely transmitted, and that press both the clutch rings 25, 25 toward the center cam assembly 31. A no-spin differential device characterized in that the pressing forces of the springs 38, 38 are different on the left and right sides.