JPS6188047A - Automatic differential mechanism - Google Patents

Abstract

PURPOSE:To prevent braking loss and reduction in driving force by engaging a sleeve and a differential case with each other when a vehicle runs straight and enabling steering operation when the vehicle is turned. CONSTITUTION:In case a vehicle rung straight or normally, inclined faces 13 and 14 make contact with each other by the pressing force of a spring 17. The vehicle therefore placed under application of a differential lock so that the stable drivability can be obtained. When the sum of a load torque 23 and a turning torque 24 exceeds a specified value at the turning time of the vehicle, a sleeve 10 is displaced to detach from a differential case 6 so that cam parts 11 and 12 may be disengaged from each other. An unlocking action is thereby attained and a differential device 2 starts operation. The vehicle can then be turned smoothly and reduction in driving force by prevented.

Description

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

Conventional structure and its problems In vehicles such as 8, it is generally a differential with 7 ranges.
The system is equipped with an i-river (differential device), but this differential device provides smooth steering when turning to reduce turning resistance, and drives the vehicle without slipping at other times. To ensure power, a differential limiter is used. Conventional differential limiting devices include the no-slip differential device and the no-spin differential 1? A differential lock device or the like is common.

Of these, each one of the no-slip differentials is
A friction clutch is installed between the differential case and the left and right axles, or lead gears, and when a differential occurs due to slipping, the friction torque in the friction clutch increases the torque transmitted to the low-speed axle. The effect of the gap latch is that it causes some braking loss when turning, and there are problems such as resistance and driving loss during opening and closing.

The no-spin differential uses a dog clutch instead of a float, and when turning, the clutch on the center shaft on the high-speed side is released and power is transmitted only to the low-speed side. [Since no power is transmitted at all, only the internal information of the turn is written to the drive 01 during a turn, and there is a problem that the driving force is low.

The differential locking device uses a lever or the like to forcibly connect one center shaft to the differential case. Automatic locking and differential locking are also possible by linking the steering wheel, but the differential locking device uses a lever etc. There is a problem in that it is not possible to provide one slip prevention mechanism.

Object of the Invention The present invention provides a method for improving the above-mentioned conventional devices.
The purpose of this invention is to completely eliminate the above problems and to prevent the occurrence of slips without causing brake loss or low driving force during hχ rotation.

Structure of the Invention In order to achieve the above objectives, the present invention provides the following features:
) has a sleeve externally fitted so as to be able to rotate integrally with the width axis, and a spring that biases the sleeve toward the differential case, and has a circumferential direction on the mutually opposing end surfaces of the sleeve and the differential case. each has an engaging portion that engages the sleeve and the arrangement sill case with each other by bringing the inclined surfaces into contact with each other under the biasing force of the spring; The coupling portion is configured to be capable of separating the sleeve from the differential case and releasing the engagement with each other by resisting the biasing force of the spring by axle torque generated by a turning moment acting on the inclined surface when the vehicle turns. This is how it was done.

Therefore, the sleeve and the differential case engage with each other and are differentially locked when traveling straight in both Φ directions, so that no slip occurs and the driving force is ensured, and when turning, the first, first, first and second cases are locked. Since the mechanism of the derailleur 7 and 1 sill functions reliably, smooth h steering is possible, and excess play and reduction in driving force can be prevented. 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 sleeve and differential case engage with each other due to the biasing force of the spring, and the differential is locked in E position. I'm going to have to go back and get rid of this slip right away.

DESCRIPTION OF THE EMBODIMENTS In FIGS. 1 and 2, 1A is the -h axle, 1B is the width of the other side, and 2 is the di7gamma rental gear.

Also, Iζ23 is a bearing that supports the front end side of the width axis 1A. In the differential system 2, 4 is attached to the pinion 5 on the drive shaft side. It is a ring gear that matches q,
It is attached to the differential case 6. 7 is a pair of pinions supported within the differential case 6,! 1XIN11Δ meshes with side gears 8A and 8F3 attached to IB.

A spline portion 9 is formed on the width axis 1Δ, and by using this spline portion 9, the sleeve 10 is fitted onto the outside so that it can move 111 in the axial direction and rotate integrally.

On the end surfaces of the sleeve 10 and the differential case 6 facing 1.l toward each other, there is an hm portion 11°1 serving as an engaging portion.
2 are formed respectively. The cam portions 11.12 are each formed with circumferential inclined surfaces 13.14, and these l.
ln j: '1 side 13.14 creates peaks 15 and valleys 16
is formed. Although an appropriate number of peaks 15 and troughs 16 can be formed in the circumferential direction, it is advantageous to form them in 2rR locations as shown in the figure in terms of operational stability, IEj 3Z properties, 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 angle of inclination of the inclined surface 13.14.

Spline portion 9 on the tip end side of the width axis relative to the sleeve 10
A compression spring 17 that comes into contact with the end surface of the sleeve 10 is fitted onto the sleeve 10 . Reference numeral 18 denotes a spring holder, and the spring holder has four annular parts 1 together with the sleeve 10.
is formed inside. A male threaded portion 20 is formed in the axle 1Δ portion between the spline portion and the bearing 3. A double nut 21 that supports the washer 18 of the spring receiver is screwed into this threaded portion 20. There is. 22 is a first nut formed in a cross-sectional shape to escape the spline portion 9, and 22a is a second nut. Put washers 18 on nuts 1 to 21 and tighten springs 17. Regarding the first part, sleeve 10
is biased toward the differential case 6 due to the action of the spring 17.

In such a depiction, when the vehicle is running straight, the inclined surfaces 13 and 14 come into contact with each other due to the biasing force of the spring 17, and a differential lock is applied, resulting in stable running performance. . When turning, the DeC reference seat 6 and the car? ! 11A, a phase χ=I series 1 will occur, for example, ilI! 1A is 1! 1 between the tire and the ground on the inner wheel side? The turning torque 24 due to the moment generated by the self-cutting blade acts on the sleeve 10 in addition to the turning torque 23 due to running resistance on one wheel. On the other hand, a driving torque 25 in the opposite direction is acting on the differential case 6, which is the sum of the -IE right axle torque. When the sum of load 1 - torque 23 and turning torque 24 reaches a certain value, slippage occurs between the inclined surfaces 13 and 14, and as shown by the imaginary line in FIG. It is displaced in the direction of disengagement, and the cam portions 11.12 are disengaged. As a result, unlocking is achieved, and the D/ZR rental device 2 functions (1), allowing a smooth turn to be made, making it possible to make one smooth turn.

Note that the sum of the load torque 23 and the swing torque 24 when the cam portion 11.12 is disengaged is determined by the force of the spring 17,
It can be determined by the inclination angle θ of the inclined surfaces 13 and 14.

1. :, Operate the Google Nut 21 and insert the male thread part 2.
By changing the position of this double nut 21 on the spring 17, the force of the spring 17 can be increased.

If a slip occurs during turning, the load from the base will be smaller, and the axle torque 26 at this time will be smaller by the difference 27 than the axle torque during F & turning (sum of torques 23.24). ζ-, the force of the spring 17 is the center shaft torque 2
At G, the hm portions 11 and 12 engage with each other, and then the differential is again set to fA 61, and the slip is sloppily accommodated.

Effects of the Invention As mentioned above, according to Mitsuaki Ki, when the vehicle is running straight, the sleeve and the differential case engage with each other and are differentially locked, so that no slip occurs and Ffi and 1lIII forces are secured. M (when turning, γ
The automatic steering wheel is reliably functioning at 11 times, allowing for smooth steering and extra power brake L1.
This prevents a decrease in speed and driving force. Furthermore, even if a slip occurs when unlocking, such as when turning, the reaction force on the slip side is eliminated, so the biasing force of the spring causes the sleeve and differential case to Once engaged, the differential lock will be returned to its normal state, and this will be explained by the slip tatara.

[Brief explanation of the drawing]

Figure 1 is a cross-sectional view of an embodiment of the present invention, and Figure 2 is an outline view of its essential parts. 1Δ...one axle, 1B...other axle, 6...
・Diff i range t! 9... Spline part, 10... Sleeve, 11.12... Cam part (engaging part), 13.14-... Inclined surface, 0...° inclination angle, 17... Pressure coil spring, 20...male thread part, 2
1...Double nut, 23...Load torque. 24...Turning torque, 25...Driving torque, 26.
...lI axis torque, 27...difference

Claims (1)

[Scope of Claims] 1. A sleeve fitted onto either the left or right axle so that it can slide in the axial direction and rotate integrally with the axle, and a spring that biases the sleeve toward the differential case. Circumferentially inclined surfaces are formed on mutually opposing end surfaces of the sleeve and the differential case, and the inclined surfaces are brought into contact with each other by the biasing force of the spring to connect the sleeve and the differential case. They each have engaging portions that engage with each other, and these engaging portions separate the sleeve from the differential case against the biasing force of the spring due to the axle torque generated by the turning moment acting on the inclined surface when the vehicle turns. An automatic differential mechanism characterized in that the automatic differential mechanism is configured to be able to release the engagement with each other.