JPH0330739B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to automatic differential mechanisms used in vehicles.

Conventional configurations and their problems Vehicles such as automobiles are generally equipped with a differential device.
This differential device uses a differential limiting device to provide smooth steering when turning and reduce turning resistance, and to ensure driving force without slipping at other times. . Conventional differential limiting devices generally include a no-slip differential, a no-spin differential, a deflock, and the like.

Among these, the no-slip differential device has a friction clutch installed between the differential case and the left and right axles, or side gears.
When a differential occurs due to a slip, etc., the friction torque in the friction clutch increases the torque transmitted to the low-speed axle, but due to the action of the friction clutch, some brake loss occurs when turning, causing resistance. There is a problem that problems and driving force loss occur.

Some no-spin differential devices use a dog clutch instead of gears so that when turning, the clutch on the high-speed side axle is released so that power is transmitted only to the low-speed side, but there is no transmission on the high-speed side. Since power cannot be transmitted, only the inner wheel of the turn contributes to the drive during a turn, resulting in a problem of reduced driving force.

A differential lock device forcibly connects one axle to the differential case using an external force using a lever or the like. Automatic locking and unlocking is possible by interlocking with the steering wheel, but slippage occurs when unlocking. The problem is that it cannot be prevented.

Purpose of the Invention It is an object of the present invention to eliminate all of the problems in the conventional devices described above, to prevent brake loss and reduction in driving force from occurring during turning, and to prevent the occurrence of slips. It is something.

Structure of the Invention The present invention to achieve the above object includes a sleeve fitted onto either the left or right axle so as to be slidable in the axial direction and rotatable integrally with the axle, and the axle passing through the sleeve. a spring that biases the differential case toward the differential case; a circumferentially inclined surface is formed on opposing end surfaces of the sleeve and the differential case; Each of the sleeves and the differential case has an engaging portion that brings the inclined surfaces into contact with each other and engages the sleeve and the differential case with each other, and these engaging portions are generated by a turning moment acting on the inclined surface when the vehicle turns. The sleeve is configured to be able to separate the sleeve from the differential case and release the engagement with each other against the biasing force of the spring by the axle torque generated by the axle, and has means for adjusting the biasing force of the spring. This is what I did.

Therefore, when the vehicle is traveling straight, the sleeve and the differential case engage with each other and are differentially locked, ensuring driving force without slipping, and ensuring that the differential mechanism operates reliably when turning. This function enables smooth steering and prevents excessive brake loss and reduction in driving force. Furthermore, even if a slip occurs when unlocking, such as when turning, there is no reaction force from the ground on this slip side, so
The biasing force of the spring causes the sleeve and the differential case to engage and return to the differential lock state, thereby immediately eliminating this slip. Furthermore, since the device is provided with a means for adjusting the biasing force of the spring, it is possible to arbitrarily set the torque when the deflock state is released.
Moreover, since the inclined surfaces are formed respectively on the sleeve fitted onto the axle and the differential case through which the axle passes, the biasing force adjusting means can also be easily installed around the axle.

DESCRIPTION OF EMBODIMENTS In Figures 1 and 2, 1A is one axle;
1B is the other axle, and 2 is a differential device. Further, 3 is a bearing that supports the front end side of the axle 1A. In the differential device 2, a ring gear 4 meshes with a pinion 5 on the drive shaft side, and is attached to a differential case 6. 7 is a pair of pinions supported in the differential case, and is connected to the axle 1.
It meshes with side gears 8A and 8B attached to gears A and 1B.

A spline portion 9 is formed on the axle 1A, and a sleeve 10 is fitted onto the outside of the axle 1A so as to be slidable in the axial direction and rotatable together using the spline portion 9. Sleeve 10 and differential case 6
Cam portions 11 and 12 as engaging portions are respectively formed on the end surfaces facing each other. Circumferential inclined surfaces 13 and 14 are formed on the cam portions 11 and 12, respectively, and these inclined surfaces 13 and 14 form peaks 15 and troughs 16. Yamabe 15
Although an appropriate number of troughs 16 can be formed in the circumferential direction, forming two troughs 16 at each location as shown in the figure is advantageous in terms of operational stability, manufacturability, and the like. Alternatively, a large number of crests 15 and troughs 16 may be formed in the circumferential direction so that the engaging portions are claw-shaped. θ indicates the inclination angle of the inclined surfaces 13 and 14.

A compression coil spring 17 that comes into contact with the end surface of the sleeve 10 is fitted onto the spline portion 9 located closer to the axle tip than the sleeve 10 . Reference numeral 18 denotes a spring receiving washer, and together with the sleeve 10, an annular recess 19 for receiving a spring is formed inside. A threaded portion 20 is formed in the axle 1A portion between the spline portion 9 and the bearing 3, and this male threaded portion 20 has a spring receiving washer 1.
A double nut 21 supporting the nut 8 is screwed together. 22 is a first nut formed to have an L-shaped cross section in order to escape the spline portion 9, and 22a is a second nut. Washer 1 by double nut 21
By receiving the spring 17 through the sleeve 8, the sleeve 10 is urged toward the differential case 6 by the action of the spring 17.

In such a configuration, in normal cases such as when traveling straight, the biasing force of the spring 17 causes the inclined surfaces 13 and 14 to
They come into contact with each other, creating a deflocked state and providing stable driving performance. When turning, a relative movement occurs between the differential case 6 and the axle 1A. For example, when the axle 1A is on the inner side of the turning, the relative movement occurs due to the moment generated by the frictional force between the tires and the ground. Turning torque 24 causes one wheel to load torque 2 due to running resistance
3, it also acts on the sleeve 10. On the other hand, a driving torque 25 in the opposite direction acts on the differential case 6 due to the relaxation of the left and right axle torques.
When the sum of the load torque 23 and the turning torque 24 exceeds a certain value, slipping occurs between the inclined surfaces 13 and 14, and the sleeve 10 slides as shown by the imaginary line in FIG.
is displaced in a direction away from the differential case 6, and the cam portions 11 and 12 are disengaged. As a result, unlocking is achieved, and the differential device 2 functions to enable smooth turning, thereby making smooth turning possible.

The value of the sum of the load torque 23 and the turning torque 24 when the cam parts 11 and 12 are disengaged can be determined by the force of the spring 17 and the inclination angle θ of the inclined surfaces 13 and 14. Also, by operating the double nut 21, tighten this double nut 2 on the male threaded portion 20.
By changing the position of spring 17, the force of spring 17 can be adjusted.

If a slip occurs during a turn, the load from the ground becomes smaller and the axle torque 2
6 is smaller than the axle torque (sum of torques 23 and 24) during turning by the difference 27, the force of the spring 17 overcomes the axle torque 26 and the cam portion 11,
12 engage each other. This returns the vehicle to the defroc state again, so that the slip is immediately accommodated.

Effects of the Invention As described above, according to the present invention, when the vehicle is traveling straight, the sleeve and the differential case engage with each other and are differentially locked.
Driving power is ensured without slipping, and the differential mechanism functions reliably during turns, allowing smooth steering and preventing excessive brake loss and reductions in driving power.
Furthermore, even if a slip occurs when unlocking, such as when turning to center, there is no reaction force from the ground on this slip side, so the sleeve and differential case engage with each other due to the biasing force of the spring, resulting in a defrocked state. This slip can be immediately resolved. Furthermore, since a means for adjusting the biasing force of the spring is provided, it is possible to arbitrarily set the torque when the defrocked state is released. Moreover, since the inclined surfaces are formed respectively on the sleeve fitted onto the axle and the differential case through which the axle passes, the biasing force adjusting means can also be easily installed around the axle.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view of an embodiment of the present invention, and FIG. 2 is an outline view of the main parts thereof. 1A...One axle, 1B...The other axle, 6
... Differential case, 9 ... Spline part, 10 ... Sleeve, 11, 12 ... Cam part (engaging part), 13, 14 ... Inclined surface, θ ... Inclination angle, 17 ... Pressure Wire coil spring, 20...male thread, 21...double nut, 23...load torque,
24...Turning torque, 25...Driving torque, 26
...Axle torque, 27...difference.

Claims (1)

[Scope of Claims] 1. A sleeve externally fitted onto either the left or right axle so as to be slidable in the axial direction and rotatable integrally with the axle, and this sleeve directed toward a differential gear case through which the axle passes. and a spring that biases the sleeve and the differential case, and a circumferentially inclined surface is formed on mutually opposing end surfaces of the sleeve and the differential case, and the biased surfaces are brought into contact with each other by the biasing force of the spring. These sleeves and the differential case each have engaging portions that engage each other with each other, and these engaging portions engage the springs due to the axle torque generated by the turning moment acting on the inclined surface when the vehicle turns. An automatic differential that is configured such that the sleeve can be separated from the differential differential case against a biasing force to release the engagement with each other, and further includes means for adjusting the biasing force of the spring. Sial mechanism.