JPH0620942U - Differential device - Google Patents

Abstract

(57) [Abstract] [Purpose] An object of the present invention is to provide a bevel gear type differential device that can obtain a large differential limiting force by a friction clutch that receives differential rotation between side gears. [Configuration] The differential device (7) of the present invention is
The differential case (2
1), a pinion gear (45) rotatably supported on a pinion shaft (37) that rotates integrally with the differential case (21), and a pair of side gears (47, 49) meshing with the pinion gear (45). A clutch ring (55) that connects one of the side gears (49) and the output shaft via a connecting portion (53, 59), and a hub (67) disposed between the side gear (49) and the clutch ring (55). )
And a friction clutch (71) arranged between the hub (67) and the clutch ring (55) side, a fastening means (109) operated by an electromagnet (97) to fasten the friction clutch (71), and the other. Side gear (47) and hub (6
7) and a connecting shaft for connecting with.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a differential device used in a vehicle.

[0002]

[Prior art]

 A differential device 201 as shown in FIG. 3 is described in Japanese Laid-Open Utility Model Publication No. 62-167958. This is a bevel gear type, and multi-plate clutches 209 and 211 are arranged between the side gears 203 and 205 and the differential case 207, respectively, and slide between the side gears 203 and 205 by differential rotation. The members 213 and 215 that generate frictional heat and the spring 217 made of shape memory alloy that receives the frictional heat and expands are provided, and the springs 217 are used to fasten the multi-plate clutches 209 and 211. It is configured to enforce restrictions.

[0003]

[Problems to be solved by the device]

 The differential device is a conventional device (S-H type, S; shaft, H; housing) in which a differential limiting means such as a multi-plate clutch is arranged between the differential case 20 and the side gears 203 and 205. , The one arranged between the side gears (S-S type), and the latter has an advantage that a large differential limiting force can be obtained by a small differential limiting means with respect to the former.

However, in order to make the bevel gear type differential device 201 of the conventional example into the SS type, for example, the differential limiting means is arranged inside the boss portion 221 of the pinion shaft 219, or the pinion gear 223. A member for transmitting the differential limiting force has to be arranged between the two 223, which is structurally difficult, and when the member is arranged on the inner circumference of the boss portion 221, the differential limiting means has a small diameter and the differential limiting means is provided. There is no point in making the SS type because the power is weak. In addition to this, the one in which the differential limiting means is operated by electromagnetic force is originally weak in differential limiting force.

Therefore, an object of the present invention is to provide a bevel gear type differential device in which a large differential limiting force can be obtained by a friction clutch that receives differential rotation between side gears.

[0006]

[Means for Solving the Problems]

 The differential device of the present invention includes a differential case that is rotationally driven by the driving force of an engine, a pinion gear that is rotatably supported on a pinion shaft that rotates integrally with the differential case, a pair of side gears that mesh with the pinion gear, and each communication unit. A clutch ring that connects one side gear to the output shaft via a connection, a hub that is arranged between the one side gear and the clutch ring, and a friction clutch that is arranged between this hub and the clutch ring side. And a connecting shaft operated by an electromagnet to connect the friction clutch, and a connecting shaft connecting the other side gear to the hub.

[0007]

[Action]

 The side gear on one side and its output shaft are connected by a clutch ring, a hub is arranged between these side gears and the clutch ring, and a friction clutch is arranged between this hub and the clutch ring or this side gear. And the side gear on the other side were connected by a connecting shaft, and a bevel gear type differential device of SS type was established.

[0008] Due to the characteristics of the SS type, a sufficient differential limiting force can be obtained with a friction clutch having a small diameter even with the engagement method using an electromagnet. Also, since the friction clutch is not restricted in the radial direction, the diameter can be increased as necessary. Further, since the friction clutch is arranged between the clutch ring and the side gear, which can be easily disassembled, the friction member can be easily replaced or adjusted.

[0009]

【Example】

 One embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 shows this embodiment, and FIG. 2 shows a power system of a vehicle using this embodiment. Hereinafter, the left and right directions are the left and right directions in this vehicle and in FIG. 1, and members and the like without reference numerals are not shown.

As shown in FIG. 2, this power system includes an engine 1, a transmission 3, a propeller shaft 5, a rear differential 7 (a differential device of FIG. 1 arranged on the rear wheel side), rear axles 9, 11 and left and right rear wheels. 13, 15 and left and right front wheels 17, 19 and the like. In the rear differential 7, the differential case 21 is arranged in the differential carrier 23, and the ring gear 25 fixed to the differential case 21 meshes with the drive pinion gear 27. The drive pinion gear 27 is formed integrally with a drive pinion shaft 29 connected to the propeller shaft 5 side. In this way, the driving force of the engine 1 is transmitted to the rear differential 7 via the transmission 3 and the propeller shaft 5, and rotationally drives the differential case 21.

As shown in FIG. 1, the differential case 21 is provided with a bevel gear type differential mechanism 31. A piece 33 is spline-connected to the inner circumference of the differential case 21. An axial groove 35 is formed in the bridge 33, and a two-sided engaging portion 39 formed in parallel with the radially outer end of the pinion shaft 37 is engaged with the groove 35. The piece 33 is provided with an oil hole 41. Further, each pinion shaft 37 is formed integrally with the boss 43.

A pinion gear 45 is rotatably supported on each pinion shaft 37, and left and right side gears 47 and 49 mesh with these pinion gears 45. The left side gear 47 is spline-connected to the left rear axle 9 (connection shaft), and a washer 51 is arranged between the side gear 47 and the differential case 21. The right side gear 49 is connected to the clutch ring 55 by a meshing portion 53 (connecting portion), and the boss portion 57 of the clutch ring 55 is connected to the right rear axle 11 via the spline portion 59 (connecting portion). Are linked together. The boss portion 57 is supported by the differential case 21 via a bearing 60, and a washer 61 is arranged between the right end of the boss portion 57 and the differential case 21. A washer 63 is arranged between the side gear 49 and the piece 33.

In this way, the differential mechanism 31 is configured, and the driving force of the engine 1 for rotating the differential case 21 is distributed from the bridge 33 and the pinion shaft 37 to the side gears 47 and 49 via the pinion gear 45, and the left and right rear wheels 13 , 15 are transmitted. When a driving resistance difference occurs between the rear wheels, the driving force of the engine 1 is differentially distributed to the left and right sides by the rotation and the revolution of the pinion gear 45.

A hub 67 is disposed between the right side gear 49 and the flange portion 65 of the clutch ring 55, and a multi-plate main clutch 71 is disposed between the hub 67 and the ring portion 69 of the clutch ring 55. (Friction clutch) is arranged. The hub portion 73 of the hub 67 is connected to the left side gear 47 by the left rear axle 9. Thus, the main clutch 71 operates between the side gears 47 and 49, and the rear differential 7 is of the SS type.

The flange portion 65 is provided with an opening 75, and the pressing member 77 of the main clutch 71 is engaged with the opening 75 so as to be integrally rotatable and movable left and right. A ring 79 is arranged on the outer periphery of the boss portion 57, and a ball cam 81 is provided between the pressing member 77 and the ring 79. A bearing 83 and a shim 85 which receive the thrust reaction force of the ball cam 81 are arranged between the ring 79 and the differential case 21. A multi-plate type pilot clutch 87 is arranged between the ring 79 and the differential case 21. An armature 89 is arranged on the left side of the pilot clutch 87, and is positioned with respect to the pilot clutch 87 by a retaining ring 91 attached to the differential case 21.

A ring-shaped electromagnet 97 is supported on the right boss portion 93 of the differential case 21 via bearings 95, 95, and is connected to the differential carrier 23 via a detent member. On the right side wall 99 of the differential case 21, there is arranged a stainless steel ring 101 which prevents the magnetic flux of the electromagnet 97 from being short-circuited and leads to the armature 89. Further, oil is sealed in the differential carrier 23, and this oil flows in and out through the openings 103 and 105 provided in the differential case 21 to lubricate the inside of the differential case 21.

When the armature 89 is attracted by the electromagnet 97, the pilot clutch 87 is closed, the differential torque between the right side gear 49 and the differential case 21 is input to the ball cam 81, and the cam thrust force 107 is applied via the pressing member 77. The main clutch 71 is engaged. In this way, the electromagnet 97, the pilot clutch 87, the ball cam 81 and the like constitute the fastening means 109 for the main clutch 71. The differential force of the differential mechanism 31 is limited by the coupling force of the clutches 71 and 87. When the exciting current of the electromagnet 97 is controlled to make the differential limiting force sufficiently large, the differential between the rear wheels 13 and 15 is locked and the straight running stability of the vehicle is improved. Allowing motion allows smooth and stable turning. When the pilot clutch 87 is disengaged, the cam thrust force 107 disappears and the main clutch 71 is disengaged, so that the differential becomes free.

The rear differential 7 is thus constructed.

As described above, the main clutch 71 is arranged between the side gears 47 and 49, and a differential limiting force about twice as much as that of the SH type having the same capacity can be obtained. It is possible. Further, since the main clutch 71 is arranged between the side gear 49 and the clutch ring 55, which can be easily disassembled, it is possible to easily replace the clutch plates and adjust the number of the clutch plates.

In this invention, the fastening means of the friction clutch is not limited to the one having a large fastening force using the pilot clutch 87 and the ball cam 81 as in the embodiment, and for example, it is pressed through the lever by the attractive force of the electromagnet. It may be configured to push the member 77. In the embodiment, the ring portion provided with the main clutch 71 may be integrated with the side gear, and the ring portion and the clutch ring may be engaged with each other.

[0021]

[Effect of device]

 The differential device of the present invention is a bevel gear type differential device in which one side gear and a clutch ring are connected to each other and a hub is arranged between them, and a friction limiting friction is provided between the hub and the clutch ring side. By disposing a clutch and connecting the other side gear to this hub by a connecting shaft, an S-S type differential limiting mechanism is established, so that a large differential limiting force can be obtained with respect to the friction clutch capacity. At the same time, it is easy to replace or adjust the members of the friction clutch.

[Brief description of drawings]

FIG. 1 is a sectional view of an embodiment.

FIG. 2 is a skeleton mechanism diagram showing a power system of a vehicle using this embodiment.

FIG. 3 is a sectional view of a conventional example.

[Explanation of symbols]

 7 Rear differential (differential device) 9 Left rear axle (connecting shaft) 11 Right rear axle (output shaft) 21 Differential case 37 Pinion shaft 45 Pinion gear 47,49 Side gear 53 Meshing part (connecting part) 55 Clutch ring 59 Spline part (connecting part) ) 67 hub 71 main clutch (friction clutch) 97 electromagnet 109 fastening means

Claims (1)

[Scope of utility model registration request] 1. A differential case that is rotationally driven by the driving force of an engine, a pinion gear that is rotatably supported on a pinion shaft that rotates integrally with the differential case, a pair of side gears that mesh with the pinion gear, and each connecting portion. A clutch ring that connects one of the side gears and the output shaft via a hub, a hub arranged between the one side gear and the clutch ring, a friction clutch arranged between the hub and the clutch ring side, and an electromagnet. A differential device, comprising: a fastening device that is operated by the user to fasten the friction clutch; and a connecting shaft that connects the other side gear to the hub.