JPH088372Y2 - Vehicle differential device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial field of application) The present invention relates to a vehicle differential device including a differential limiting device.

(Prior Art) Conventionally, in order to escape from a stuck state that occurs on a bad road while the vehicle is traveling, or to avoid the stuck state in advance, a differential device for a vehicle is provided with a differential limiting device. There is.

As a general differential limiting device, a friction clutch is provided between the differential case and the side gear, and the friction force is applied to the friction clutch by applying a pressing force generated by a cam mechanism between the pinion shaft and the pressure ring. Some generate dynamic resistance. If this cam mechanism is configured to operate in one direction, the pressing force of the friction clutch and the differential resistance that are substantially proportional to the transmission torque that drives in the forward direction are generated, and the stuck state can be avoided in advance.
The running performance can be improved.

Also, when trying to generate an effective differential resistance not only when moving forward but also when moving backward, the cam mechanism has a structure that operates bidirectionally, and a lock that forcibly prohibits the differential between the left and right axes. An up device may be provided.

(Problem to be Solved by the Invention) However, in the case of a differential device that generates a differential resistance only in the forward direction, there is a drawback that it tends to fall into a stuck state when retracted.

In addition, if the anti-lock brake system (ABS) is used for braking control when configured to operate in both directions, ABS
During the operation of, the same torque as when moving forward is applied to the cam mechanism, and the differential between the left and right axles that generate the differential resistance according to the torque is limited. As a result, there is a problem that it interferes with the control operation of ABS and the function of ABS cannot be fully exerted.

Even when a lock-up device that forcibly prohibits the differential between the left and right axles is installed, if braking is applied while the lock-up device is operating, the ABS control operation is also interfered. There is.

In other words, when ABS is also used in the conventional differential limiting device, if the cam mechanism is configured to have a unidirectional differential in forward movement so as not to interfere with the control operation of ABS, differential limiting is not performed in reverse and running performance is improved. It gets worse and easily falls into a stuck state.

On the other hand, if the cam mechanism is operated bidirectionally so that the stuck state can be avoided in both forward and backward movements, or if a forcible lockup device is provided, there is a problem that it interferes with the ABS control operation.

Therefore, an object of the present invention is to provide a vehicle differential device which is excellent in operability even in a vehicle equipped with an ABS without generating interference with the control operation of the ABS and generating an effective differential resistance during traveling. is there.

[Means for Solving the Problems] (Means for Solving the Problems) In order to achieve the above-mentioned object, the present invention is supported by a friction clutch interposed between a differential case and a side gear and axially movable in the differential case. A pressure ring capable of pressing the friction clutch, a pinion shaft that pivotally supports a pinion gear that engages with the pressure ring and meshes with a side gear, and a pinion shaft provided between the pinion shaft and the pressure ring. A cam mechanism that moves the pressure ring in the friction clutch pressing direction according to the transmission torque value only during transmission, and a relative rotation of the differential case and the side gear separately from the friction clutch by an operation force from the outside of the differential case at least when the vehicle moves backward. And a diff lock means that can be prohibited.

(Operation) Since the present invention is configured as described above, during normal forward traveling, the cam mechanism presses the friction clutch to generate a differential resistance according to the transmitted torque value, and the wheels are in a stuck state. Avoiding to stabilize the running performance.

When the vehicle is moving backward, the differential lock means is operated to limit the differential, thereby preventing the wheels from being stuck.

Furthermore, when braking during forward traveling, the throttle is closed and the torque of the drive system is reduced, and further braking is performed, so that torque in the same direction as when moving backward is applied to the cam mechanism, so the cam mechanism operates. Without doing so, the friction clutch becomes free, and even if the left and right wheels are brake-controlled by ABS respectively, there will be no interference.

(Embodiment) An embodiment will be described with reference to FIGS. 1 to 4.

FIG. 3 shows a power system of a vehicle using this embodiment.
The left-right direction is the left-right direction in FIG. 1, and the upper side corresponds to the front of the vehicle (upper side in FIG. 3). It should be noted that members and the like without numbers are not shown.

First, the power system of the vehicle shown in FIG. 3 will be described. This power system includes an engine 1, a transmission 3, a propeller shaft 7, a rear differential 9 (a differential device of this embodiment used on the rear wheel side), rear wheel shafts 11,13, left and right rear wheels 15,17,
It consists of left and right front wheels 19, 21 and so on.

As shown in FIG. 1, the differential case 23 of the rear differential 9 is rotatably supported in the differential carrier 29 by bearings 25 and 27. The ring gear 31 is bolted 33 by the differential case 23.
This gear 31 is meshed with a drive pinion gear 39 integrally formed at the rear end of a drive pinion shaft 37 which is connected to the propeller shaft 7 side and is rotatably supported by a bearing 35 on a differential carrier 29. The differential case 23 is rotationally driven by the driving force from the engine 1.

A groove 41 in the axial direction is provided inside the differential case 23, and pressure rings 43 and 45 are supported in the groove 41 so as to be movable in the axial direction by engaging the respective convex portions 47 and 49. Each ring 43,4
A pinion shaft 51 is supported between the gears 5 as shown in FIG. 4, and a cam mechanism 52 that applies left and right thrust forces to the rings 43 and 45 by the rotational torque that drives the vehicle in the forward direction. Are formed. When a torque for driving the vehicle in the backward direction is applied between the pinion shaft 51 and the rings 43, 45, no thrust force is generated in the rings 43, 45.

A pinion gear 53 is rotatably supported on the pinion shaft 51, and left and right side gears 55 and 57 mesh with this gear 53 to form a differential mechanism 59. Each side gear 55,5
7 are the rear axles 11 and 1 housed in the left and right axle tubes 61 and 63, respectively.
Splined to 3.

Therefore, the differential case 23 is driven by the driving force from the engine 1.
Rotation of the pinion shaft 51, the pinion gear 51 through the cam mechanism 52 from the pressure rings 43 and 45.
It is transmitted to the left and right rear wheels 15, 17 through the 53 and the side gears 55, 57.

Between the side gears 55, 57 and the differential case 23, a plurality of friction plates 65, 67 alternately arranged are provided between the gears 55, 57 and the case 23.
Multi-disc clutch configured by spline engagement with
69,71 (friction clutch) is arranged. These clutches 69 and 71 are pressed and engaged between the pressure rings 43 and 45 and the differential case 23. The rotation of the pinion gear 53 is limited according to this fastening force, and the differential function of the differential mechanism 59 is limited. The thrust force of each gear 55, 57 due to meshing with the gear 53 via the washers 72, 72 arranged between the side gears 55, 57 and the differential case 23 is received by the differential case 23, so that the multi-plate clutch 69. , 71 does not work.

The right side wall 73 of the differential case 23 is provided with a recess 75. A clutch ring 77 is arranged in the recess 75 so as to be movable in the axial direction. A cam 79 is formed between the right end side (bottom) of the recess 75 and the ring 77 as shown in FIGS. 1 and 2 (d). Also, the left end of the ring 77 and the clutch
A dog clutch 81 is formed between 71 and the right end side of the pressure receiving member 80. The pressure receiving member 80 is connected to the side gear 57 by the same spline as the friction plate 65 inside the multi-plate clutch 71. The dog clutch 81 engages when the ring 77 moves to the left, and is released when it moves to the right (state in the drawing). Since the height of the cam 79 is larger than the moving distance of the ring 77, the cam 79 is always in the meshed state, and the ring 77 and the differential case 23 are always connected.

Therefore, when the dog clutch 81 is engaged, the differential function of the differential mechanism 59 is stopped and the differential lock state is established. Also, when a differential is about to occur in this state, the cam 79 works and the clutch 69, 71
Is securely fastened to reduce the load on the dog clutch 81.

A return spring 83 that urges the ring 77 to the right is disposed between the ring 77 and the pressure receiving member 80. Further, as shown in FIGS. 2 (a) and 2 (b), a hole 85 for communicating the inside and the outside is provided at an extension position of the groove 41 on the right end side of the differential case 23, and the clutch ring 77 is penetrated through the hole 85. Bolt 89
The holding plate 91 is fixed by. The hole 85 includes the recess 75.

A ring-shaped actuator 93 is arranged on the right side of the holding plate 91 and is fixed to the differential carrier 29 by a bolt 95. Fluid pressure is supplied to the actuator 93 from a pressure source via a control valve device. When fluid pressure is supplied to the pressure chamber 97 of the actuator 93, the diaphragm 99 bends to the left in the figure, and the clutch ring 77, via the holding plate 91, resists the biasing force of the return spring 83 and moves to the left. The dog clutch 81 moves and meshes as described above. When this pressure supply is stopped, the clutch ring 77 is pressed by the urging force of the return spring 83.
Returns to the right and the dog clutch 81 is released. Also, at this time, the dog clutch 81 has a pressure angle, so that the disengagement is smoothly performed. Such operation of the control valve device can be manually operated from the driver's seat. Thus, the diff lock means 101 is configured.

Next, the function of the embodiment will be described according to the performance of the vehicle shown in FIG.

If the differential lock means 101 of the rear differential 9 is opened,
Since the differential function of the differential mechanism 59 allows the differential between the rear wheels 15 and 17, the vehicle can smoothly turn.

During forward acceleration such as starting, the torque from the engine 1 and the drive resistance from the rear wheels 15 and 17 cause rotational torque to act on the cam mechanism 52 between the pinion shaft 51 and the pressure rings 43 and 45. The differential force between the rear wheels 15 and 17 due to the rear differential to which the multi-plate clutches 69 and 71 are engaged is limited by the thrust force of the rings 43 and 45, and the straight running stability of the vehicle is improved.

Further, for example, on a bad road, if the differential lock means 101 stops the differential when one rear wheel is in a slip state, the driving force is also transmitted to the other rear wheel, and the vehicle does not fall into a stuck state and has a running performance. improves. In particular, thrust does not act on the pressure rings 43 and 45 when retracting, and the above-mentioned differential limitation cannot be expected. Therefore, the action of the differential lock type differential lock by the differential lock means 101 is effective.

Furthermore, when the vehicle tries to brake while traveling in the forward direction, the throttle is normally closed to reduce the torque of the drive system, and the brake is applied to the pinion shaft.
Since 51 abuts on the flat surface side of the pressure rings 43, 45, thrust force for expanding the pressure rings 43, 45 is not generated. As a result, the multi-plate clutches 69 and 71 become free, the differential of each wheel is not limited at all, and even if the vehicle is equipped with ABS, the left and right wheels are individually brake-controlled and interfere with each other. It will not be possible to do so, and braking that fully demonstrates the ABS function will be possible.

Further, as the actuator of the diff lock means, an actuator driven by a vacuum type or an electric type can be used in addition to the diaphragm operated by fluid pressure.

The present invention is not limited to the above-described embodiments, but can be implemented in other modes by making appropriate changes.

[Effects of the Invention] As is apparent from the above-described embodiments, the present invention includes the cam mechanism that operates only when the torque transmission is in one direction of forward movement, and operates the friction clutch so that the ABS of the braking device of the vehicle is provided. Even when adopted, since the differential of each wheel is not limited at the time of braking, the left and right wheels do not interfere with each other, which are individually brake-controlled, and it is possible to perform the braking fully exerting the ABS function.

Further, during normal forward traveling, a differential resistance corresponding to the drive torque is generated, and stable traveling with good traveling performance becomes possible.

Further, even when moving backward and forward, the differential lock means can be operated as necessary to easily escape from the stack state.

[Brief description of drawings]

FIG. 1 is a sectional view showing the structure of an embodiment, and FIG.
(D) relates to each of FIG. 1, (a) is a view taken along the arrow I-I, (b) is a view taken along the arrow II-II, (d) is a sectional view taken along the line IV-IV, and FIG. A skeleton diagram showing the power system of the vehicle used, and FIG. 4 is a sectional view taken along line VV in FIG. 23 ... Differential case 43, 45 ... Pressure ring 51 ... Pinion shaft 52 ... Cam mechanism 53 ... Pinion gear 55, 57 ... Side gear 69, 71 ... Multi-disc clutch (friction clutch) 101 ... Differential lock means

Claims (1)

[Scope of utility model registration request] 1. A friction clutch interposed between a differential case and a side gear, a pressure ring axially movably supported by the differential case and capable of pressing the friction clutch, and a side gear engaged with the pressure ring. A pinion shaft that axially supports a pinion gear that meshes with the pinion shaft, and is provided between the pinion shaft and the pressure ring, and moves the pressure ring in the friction clutch pressing direction according to the transmission torque value only when torque is transmitted in the vehicle forward direction. A differential device for a vehicle, comprising: a cam mechanism; and at least a differential lock means capable of prohibiting relative rotation of the differential case and the side gear separately from the friction clutch by an operation force from the outside of the differential case when the vehicle moves backward.