JP2003127699A - Double connection release driving axle differential assembly - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a simple double connection release driving axle differential assembly having better fuel economy and less wear-out, causing less noise. SOLUTION: Both output shaft 24 and 25 are connected to each other in a manner that they slide concurrently in the direction of an axial direction. A clutch mechanism that collaborates with inner side portions of each universal joint 50 and 60 (may be constant velocity joint) and with each output shaft 24 and 25, connects concurrently each of the output shafts 24 and 25 and releases concurrently the connection for an outer side portion. The double connection release differential assembly of the present invention is easy and simple and has high reliability. The double connection release differential assembly of the present invention eliminates faults in accordance with a single axle connection release mechanism that has been used conventionally. According to this invention, it is possible to obtain a double connection release differential mechanism that is easier, more simple and has higher reliability than this known given mechanism.

Description

Detailed Description of the Invention

[0001]

FIELD OF THE INVENTION The present invention relates to a differential decoupling drive assembly or mechanism, particularly a dual decoupling drive assembly for a four-wheel drive vehicle capable of operating in either two-wheel drive mode or four-wheel drive mode.
is connect drive assembly)
Regarding

[0002]

2. Description of the Related Art Four-wheel drive vehicles, which can operate in either two-wheel drive mode or four-wheel drive mode, have become widespread and popular. Axle decoupling mechanisms or differential decoupling mechanisms or assemblies for such vehicles are known.

Commonly used decoupling machines for four-wheel drive vehicles disconnect only one of the two output shafts of a part-time drive axle assembly. In this case, the differential case remains stationary, but the differential pinion gear and side gear are rotated by reverse rotation drive. This is speed sensitive limited slip
Not compatible with differentials. The single axle decoupling mechanism also produces noise and wear due to the rotation of each differential component while the vehicle is in the two-wheel drive mode, and has low fuel economy.

Various double decoupled differential assemblies or mechanisms have been proposed. These mechanisms are generally rather complex with an unnecessarily large number of moving parts and are only suitable for mounting on relatively wide vehicles due to the space required. In the initial structure, a clutch member is interposed between the side gear and the output shaft. In this case, industrially desirable items are not recognized.

[0005]

SUMMARY OF THE INVENTION The present invention provides a differential having first and second side gears rotatable about a common lateral axis. The rotatable first and second output shafts are coaxial with each side gear and are arranged to drive a pair of axles, and a universal joint (eg a constant velocity joint) is provided for each output shaft and each wheel end. It is located between the departments. According to the present invention, a clutch mechanism is used to simultaneously enter or disengage the respective output shafts into the cooperative inner side of the movable joint with driving action simultaneously. An actuator is used to disengage the output shaft from the cooperating axle and joint assembly by sliding and simultaneously moving the output shaft relative to the universal joint between the clutch engaged and disengaged positions.

In the preferred embodiment, each output shaft has a first and second output shaft.
And a clutch member for engaging the clutch member of the universal joint, wherein each output shaft can simultaneously slide in the clutch engaging position in the first direction and in the clutch engaging and disengaging position in the second direction. The output shafts are interconnected to produce a simultaneous sliding movement.

A preferred double-coupling differential differential assembly according to the present invention is a clutch member that is axially engageable between first and second universal joints and first and second output shafts. A spline type boundary surface connecting portion is provided. A biasing means is provided to bias each output shaft to the clutch engagement / disengagement position. This vehicle is in the two-wheel drive mode when the clutch is disengaged and in the four-wheel drive mode when the clutch is engaged. The actuator transforms each output shaft into a disengaged position by a sliding motion of the output shafts connected to each other.

Another aspect of the clutch mechanism of the present invention is a pair of split spline teeth on each output shaft and universal joint to reduce the travel required to engage / disengage the dual axle disengagement system. To provide.

The differential assembly of the present invention is a conventionally known coupling that disengages only a single output shaft and its axle from an engaged state with a driving action on the differential when the two-wheel drive mode is selected. There are several advantages over the disengagement mechanism, including higher fuel economy, less wear and less noise. The advantage of the present invention over the previously known double decoupling differential assembly is that the double decoupling mechanism of the present invention is a sub-compact with a greater number of parts and higher solidity without increasing overall size. It is to provide a more robust structure that can be utilized in vehicles of any size, including cars. Thus, due to the required space of the conventionally known double disconnect mechanism, a four wheel drive system is provided for relatively small vehicles, including subcompact cars, that are not conventionally equipped with an optional four wheel drive system. Can be provided.

[0010]

The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

FIG. 1 shows a dual decoupling differential assembly (or mechanism) 14 according to the present invention for the front axle of a four wheel drive (4WD) vehicle having a full time rear axle and a part time front axle. .

This differential assembly 14
Is generally driven by a pinion shaft (or input shaft) (not shown) extending in the longitudinal direction driven by a drive shaft (not shown) extending in the longitudinal direction from the vehicle transmission. The pinion shaft mates with a ring gear (not shown) fixed to the differential case 12 (for example, bolted). The differential case 12 is rotatably mounted within the differential housing 14 'by bearings 15. Def
The case 12 and the ring gear fixed thereto rotate about a horizontal horizontal axis line xx ′ which is an axis line of each output shaft 24, 25.

The differential used in the practice of the present invention further comprises a differential cross pin 16 and a pinion gear 18 rotatably mounted on the cross pin 16. The differential further comprises first (or left) and second (or right) side gears 20, 21 respectively (see FIGS. 1, 2 and 3). Each side gear 20, 21 is coaxial with each other and rotates about a common lateral axis which is also the common axis of the output shafts 24, 25.

At the outer end of each output shaft 24, 25, a universal joint 50, 6 is provided between each output shaft 24, 25 and each wheel end.
0 (for example, a constant velocity joint) is provided.

According to the present invention, as apparent from FIG. 2, a clutch mechanism is provided between the universal joints 50 and 60 having the output shafts 25 and 24 in the form of splines (for example, splines 25a and 50a). These splines are formed in the center hole of each internal member inside each universal joint 50, 60.

As with conventional differential drive assemblies, the dual decoupling axle assembly 14 of the present invention includes a coaxial first (or left) output shaft 24 and a second (or right) output shaft 25. Equipped with. Each output shaft 2
4, 25 extend laterally and are coaxial with the side gears 20, 21. Each output shaft 24, 25 extends from an inner end near the cross pin 16 to an outer end extending outward of the differential housing 14 '. Each spline (for example, each spline 25a, 50a) is provided at the inner end of the universal joint 50, 60 so as to selectively drive the universal joint 50, 60. The universal joints 50 and 60 are ordinary ones provided at the outer ends of the output shafts 24 and 25 (for example, the universal joints).
And extends laterally outwardly on each side of the vehicle to each wheel (not shown).

According to one important aspect of the invention, the first and second output shafts 24, 25 are axially slidable together as a unit. That is, the present invention has two output shafts 2.
A connecting member in the form of a connecting rod 29 or other suitable member that extends through the differential assembly to connect 4, 25 may be provided. In this structure, the first and second output shafts 24, 25 are first moved by the simultaneous axial movement of each output shaft 24, 25 according to the present invention.
And the second universal joints 50, 60 are disconnected from each other. In the embodiment of FIG. 1, the connecting rod 29 passes through the cross pin 16. In another embodiment shown in FIG. 3, the connecting member 129
Is formed as a connecting sleeve for connecting the output shafts 24, 25 to each other. In the structure of FIG. 3, the cross pin 16 penetrates the connecting sleeve 129 at the hole 130. In both of the structures illustrated, the two driven output shafts 24, 25 are fixed to each other so as to cause a linear sliding motion between the engaged position and the disengaged position of the clutch.

Double uncoupled axle assembly 1 of the present invention
4 is provided with a clutch mechanism that simultaneously puts the output shafts 24 and 25 into engagement with the universal joints 50 and 60 with a driving action, or takes them out simultaneously from this state. Each spline between each output shaft and each universal joint forms part of this clutch assembly or mechanism.

Internal member 5 with internal spline of universal joint
The entire clutch member consisting of 0 and the output shafts 24 and 25 with external tooth splines is shown in the clutch engagement / disengagement position of FIG. 1, which is the normal position. In operation, the output shafts 24, 25, which are axially slidable as will be described subsequently, slide leftward into the clutch engagement position as shown in FIG. At this position, each clutch member or each spline of each universal joint 50, 60 is assembled with each spline of each output shaft 24, 25.
The output shafts 24 and 25 rotate together with the universal joints 50 and 60 when the clutch mechanism is in the clutch engagement position, but are independent of the universal joints 50 and 60 when the clutch mechanism is in the clutch engagement and disengagement position. Rotate to.

The compression spring 42 puts the output shafts 24, 25, which are slidable in the axial direction, in the clutch engagement / disengagement position, that is, in FIG.
As shown in FIG. 5, it acts as a biasing means for biasing to the right.
The spring 42 abuts the first or left output shaft 24.

Clutch actuator 4 as a shift fork having a forked end portion that receives in groove 38 of clutch collar 36 for actuating the clutch mechanism.
0 is set. The clutch actuator 40 is fixed to one of the output shafts. The shift fork or clutch actuator 40 is provided by known means 41
For example, it may be operated by electrical means (which is preferred) or by hydraulic, pneumatic, vacuum or mechanical means. Operation is initiated automatically or manually, for example by manual or pedal control in the cab.

The output shafts 24, 25 and the collar 36 are normally in the clutch engagement / disengagement position, that is, to the right in FIG. The vehicle is in the two-wheel drive (2WD) mode when the clutch is disengaged. Engage the clutch mechanism to drive the vehicle with four wheels (4
WD) mode, clutch actuator 4
Zero counteracts the biasing action of compression spring 42 to move clutch collar 36 to the left as shown in FIG. The clutch collar 36 pushes the output shafts 24 and 25 to the left against the urging action of the compression springs 42 to push the clutch members or splines of the driven output shafts 24 and 25 to the universal joints 50 and 60. Of each clutch member or spline (for example, the spline 52a). When the clutch mechanism is engaged in this manner, each output shaft 24, 25
When the clutch mechanism is engaged in this way, the output shafts 24 and 25 are constrained to rotate at the same speed as the universal joints 50 and 60, and the output shafts 24 and 25 are attached to the respective wheel ends (not shown). Power is transmitted through the joints 50 and 60. When the need for four-wheel drive is no longer needed, the clutch actuator 40
Move to the right. In this case, the clutch collar 36 is also slid to the right. Next, the output shaft 24 is compressed by the compression spring 42,
The vehicle is returned to the two-wheel drive mode by pushing 25 to the right, that is, to the clutch disengagement position.

The figures above show a differential assembly for the front axle of a vehicle. Many current four-wheel drive vehicles have full-time rear axles and part-time front axles. However, some recent four-wheel drive vehicles have full-time front axles and part-time rear axles. The differential assembly of the present invention can be used on either the front or rear axles, whether these axles are part-time axles.

The compression spring 42 (or other biasing means)
Is normally urged toward the clutch engagement / disengagement position to disengage the part-time axle. The reason is,
This is because it is preferable to drive in the two-wheel drive mode with the engagement of the normal part-time axle disengaged except when four-wheel drive is required as the drive condition. However, the spring can be biased towards the clutch engagement position if desired. If desired, other biasing means, such as an air spring, may be used in place of the illustrated compression spring.

Further, it is not necessary to provide the biasing means by only providing some means such as each magnet on the relatively slidable member. Such magnets, when used, need not be strong enough to prevent or impede relative rotation between adjacent axially slidable members. Other mechanical mechanisms that act to shift the output shafts 24, 25 to the clutch disengaged position are also contemplated and shown in FIG. 3 as a second embodiment.

A solenoid actuator, for example, an annular solenoid actuator that surrounds the output shaft 24 may be used. In this case, the collar 36 may not be provided if desired. However, the illustrated device with collar 36 and shift fork 40 is preferred because it provides greater universality in terms of actuator type and location.

If desired, a spider (typically centered with a ring having a plurality of radially extending arms extending outwardly from the ring body) can be used in place of the cross pin 16.

Another embodiment of the present invention is shown in FIG.
In FIG. 5, universal joints 250 and 260 and output shafts 225 and 2
24 and the spline (for example, spline 2 in FIG. 2).
A clutch mechanism in the form of 5a, 50a) is provided. These splines are formed in the center hole of each internal member inside each universal joint 250, 260.

As with conventional differential drive assemblies, the dual decoupling axle assembly of the present invention includes a first (or left) output shaft 224 and a second (or right) output shaft 225 that are coaxial with each other. Equipped with. These output shafts 224, 225 extend from an inner end near the cross pin 216 to an outer end extending outside the differential housing. Splines (eg spline 25 in FIG. 2)
a, 50a) are provided at the inner ends of the universal joints 250, 260 so as to selectively drive these universal joints.
Each universal joint 250, 260 is of a normal structure (for example, universal joint) provided at each outer end of each output shaft 224, 225 and is laterally outwardly attached to a wheel (not shown) on each side of the vehicle. Extending toward.

According to one important aspect of the present invention, the first and second output shafts 224, 225 are interconnected and are axially slidable together as a unit. That is, the present invention provides a linking member 229 in the form of a connection or other suitable member extending through the differential assembly to connect the two output shafts 224, 225.
Should be provided. In this structure, according to the present invention, the first and second output shafts (224, 225 are simultaneously moved in the axial direction so that the respective output shafts 224, 225 are connected to each other from the first and second universal joints 250, 260. Remove it.
In the embodiment of FIG. 5, the connecting rod 229 extends through the cross pin 216. In the embodiment of FIG. 3, the connecting member is each output shaft 24,
It is composed of a connecting sleeve for connecting 25. In the structure shown, the two driven output shafts 224, 225 are fixedly coupled to each other to produce a mutual linear sliding motion between the clutch engaged and disengaged positions.

In the double uncoupled axle assembly of the present invention, the output shafts 224, 225 are respectively provided with a universal joint 25.
A clutch mechanism is provided that simultaneously engages or disengages 0, 260 with a driving action, or simultaneously releases from this state.

Internal member 2 with internal spline of universal joint
The entire clutch member including 50 'and the output shafts 224, 225 with external tooth splines is shown in the clutch engagement / disengagement position of FIG. 5, which is the normal (engagement / disengagement) position. In operation, the output shafts 224, 225, which are axially slidable as will be described subsequently, slide leftward in FIG. 5 to the clutch engaged position. At this position, the clutch member or spline of each universal joint 250, 260 is in a state of being mated with each spline of each output shaft 224, 225. Each output shaft 224, 225
Rotates with each universal joint 250, 260 when the clutch mechanism is in the clutch engagement position, but each universal joint 250 when the clutch mechanism is in the clutch engagement and disengagement position,
It rotates independently of 260.

The compression spring 242 acts as a biasing means for biasing the output shafts 224, 225 which are slidable in the axial direction to the clutch engagement / disengagement position, that is, rightward in FIG. The spring 242 abuts the first or left output shaft 224.

To actuate the clutch mechanism, a clutch actuator (shown as a shift fork) having a bifurcated end portion received in a groove 238 in the clutch collar 236 and fixedly mounted to one of the output shafts. No) is provided. The shift fork is operated by known means, for example by electrical means (which is preferred) or by hydraulic, pneumatic, vacuum or mechanical means. Actuation is performed automatically or by a manual actuating device, such as a vehicle cab manual or pedal-type controller.

According to another embodiment shown in FIG. 5, the double decoupling axle assembly is further provided with means for actuating a lock differential. That is, the first locking tooth 239 is provided at the leftmost end facing the differential case 212. The differential case 212 is a clutch collar 23.
A second locking tooth 213 is provided on the trunnion facing 6 to form a form of meshing clutch between the collar 236 and the case 213. Clutch color 2
When shifting 36 to the leftmost position shown in FIG. 5, the first locking tooth 239 engages with the second locking tooth 213 provided on the differential case 212 to output shafts 224, 2.
25 is locked to the differential case 212.

In the embodiment of FIG. 5, the clutch collar 236
Is shifted by a compression spring 237 located in the collar 236 to a first position where the spline of the output shaft mates with the spline of the universal joint. In addition, the collar 236 has 2 teeth
39 engages the teeth 213 of the differential case and shifts the rotation relative to the differential case into a position that locks (ie, locks the differential).

The present invention provides a simple and reliable mechanism for simultaneous differential coupling and simultaneous differential coupling decoupling. That is, both output shafts 24 and 25 are simultaneously connected or disconnected to the respective universal joints 50 and 60 in the device of the present invention. In this way, the novel double decoupling differential assembly avoids the well known shortcomings of single axis decoupling mechanisms such as reverse drive as previously described.

The double decoupled differential assembly of the present invention is also solid. The present invention provides a part-time dual shaft decoupled four-wheel drive system for compact cars and sub-compact cars.

Further, the assembly of the present invention may be modified to provide a lock-type differential that selectively locks each output shaft to the differential case.

Although the present invention has been described in detail with reference to its preferred embodiments, it goes without saying that the present invention can be modified in various ways without departing from the spirit thereof.

[Brief description of drawings]

1 is a horizontal cross-sectional view of a preferred embodiment of the drive axle assembly of the present invention.

FIG. 2 is an enlarged axial sectional view of a main part of the embodiment shown in FIG.

FIG. 3 is a horizontal axis cross-sectional view of a main part of a second embodiment of the present invention that does not require a return spring 42.

FIG. 4 is a perspective view of an interconnection collar connecting two output shafts of the second embodiment to each other.

FIG. 5 is a horizontal sectional view of a second embodiment of the present invention.

[Explanation of symbols]

14 drive axle 24, 25 output shaft 50, 60 universal joint

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor William, Gordon, Hunt             Ro, 46783, Indiana, United States             -Now, Arboit Rhode 9407 (72) Inventor Arnist, Cambul             46725, Indiana, United States             Rumbia City, Little Turtle To             Rail 5450 F-term (reference) 3D036 GA14 GA23 GA38 GB05 GD01                       GD02 GD04 GD05 GD09 GF10                       GH05 GJ17                 3J027 FA11 FA19 FA37 FB02 HB07                       HB16 HC15 HC17 HC21 HC29                       HD01 HE01 HF01

Claims (20)

[Claims] 1. A first differential assembly.
And first and second driven by second and side gears
Output shafts coaxially aligned with each other, and first and second universal joints suitable for transmitting torque from these first and second output shafts, respectively, said first and second outputs Double disconnect drive axle for a vehicle, wherein the first and second output shafts are disengaged from the first and second universal joints by allowing the shafts to slide axially. assembly. 2. An interconnecting member configured to connect the first and second output shafts to each other for translational movement simultaneously along a lateral axis, the first and second output shafts comprising: A double decoupling differential assembly as claimed in claim 1 which is axially slidable and interconnected to provide for simultaneous axial movement of the output shafts. 3. The double decoupling differential assembly of claim 1, wherein the interconnecting member comprises a rod extending from an inner end of the first output shaft to an inner end of the second output shaft. 4. The double uncoupling differential assembly of claim 3 wherein said rod extends through said cross pin. 5. The interconnection member is provided with an interconnection collar suitable for receiving the cross pin therethrough,
The double decoupling differential assembly of claim 2 wherein said interconnecting collar extends between said first and second output shafts for connecting the output shafts. 6. A first clutch member provided on each of the first and second universal joints, and a first clutch member for engaging with each of the first clutch members of the first and second universal joints, respectively. The double-coupling differential assembly of claim 1, further comprising: a second clutch member provided on the first and second output shafts. 7. The first and second output shafts are arranged so that the first and second output shafts are simultaneously moved axially in the same direction between a clutch engagement position and a clutch engagement disengagement position. The double decoupling differential assembly of claim 1 including a ring attached to one of the output shafts. 8. An actuator is further provided on the ring for slidably moving the first and second output shafts between the clutch engagement position and the clutch engagement disengagement position. The double decoupling differential assembly of claim 7 including an arm for engagement. 9. The double uncoupling differential according to claim 1, wherein the outer surfaces of the first and second output shafts and the inner surfaces of the first and second universal joints are provided with splines complementary to each other. assembly. 10. A center hole extending in the axial direction is provided in the internal member of the first and second universal joints, and the first and second internal holes are provided.
The first clutch member of the universal joint is a spline formed in each part of the central hole, and the first and second
The second clutch member of the output shaft is a spline formed on the outer surface of the first and second output shafts, and the spline of the first and second universal joints and the first and second The spline of the output shaft engages with each other when the first and second output shafts are in the clutch engagement position, and engages when the first and second output shafts are in the clutch engagement and disengagement positions. The double-coupling differential assembly according to claim 1, wherein the differential assembly is adapted to be engaged and disengaged. 11. The double-coupling disconnect differential according to claim 10, wherein the first and second output shafts are biased toward one of the clutch engagement position and the clutch engagement / disengagement position by a compression spring. ·assembly. 12. The double coupling disengagement differential assembly according to claim 11, wherein the first and second output shafts are urged toward the clutch engagement / disengagement position by the compression spring. 13. The first and second output shafts are located inside the first and second universal joints when the first and second output shafts are in a clutch engagement position. The double-coupling differential according to claim 1, wherein the double-coupling differential engages with a driving action, but when the first and second output shafts are in a clutch engagement / disengagement position, a freewheeling mode is set. assembly. 14. The first and second output shafts and the first and second universal joints in both the driven mode and the freewheeling mode of the first and second output shafts. The invention as claimed in claim 1, wherein the rotations can be made at different speeds.
Double assembly disconnecting differential assembly of 3. 15. Further, by providing a spline type interconnecting portion between the output shaft and the universal joint,
Each spline of the spline type interconnecting portion is formed into a pair of axially spaced gear teeth of the first and second output shafts and the first and second universal joints. The double-coupling differential assembly of claim 1, wherein the differential assembly is split. 16. A method of making a change between a two wheel drive mode and a four wheel drive mode for a four wheel drive (4WD) vehicle, the first and second output shafts extending from opposite ends of the differential assembly. And a step of providing a clutch mechanism between the first and second universal joints driven by the first and second output shafts, respectively, and the first and second output shafts. Sliding the output shaft of the shaft along the axial direction so as to disconnect the output shaft from the first and second universal joints. 17. The method further comprises the step of dividing the spline into a pair of axially spaced gear teeth by providing a splined interconnect between each output shaft and each universal joint. The method of claim 16. 18. The output shafts are coupled to one another and translated simultaneously during the sliding step.
the method of. 19. The method of claim 16 further comprising the step of locking each output shaft to rotate with a differential case of a differential assembly. 20. The double coupling disengagement differential assembly according to claim 1, further comprising a locking clutch device for locking each of the output shafts in a differential case of the differential assembly.