JP2011075109A - Hybrid differential device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid differential device for a vehicle capable of miniaturizing in the axial direction, enhancing seizure resistance of a pinion gear, and obtaining stable performance. <P>SOLUTION: The hybrid differential device 71 for a vehicle includes a first differential device 72 having first/second output members for front wheels and for rear wheels, and a second differential device 73 having a side gear 79L for left wheels and a side gear 79R for right wheels for receiving rotation driving force from the first or second output member to be rotated and driven. The first differential device 72 has shaft-less pinion gears 280, 281 which are formed in a case 78, which have extending parts extending to the inside of the case 78, and rotatably supported in pinion gear inserting holes 76a, 76b, and a side gear 77L and a side gear 77R incorporated to the inside from a side gear passing hole formed on the case 78 to be engaged with the pinion gears 280, 281 and rotatably supported inside the case 78. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle differential device including a plurality of pinion gears that receive rotational driving force from a drive side and a pair of side gears that mesh with the plurality of pinion gears.

  Conventionally, a vehicle differential device as shown in FIG. 46 is known (for example, Patent Document 1). This vehicle differential device will be described with reference to FIG. 46. In FIG. 46, a vehicle differential device indicated by reference numeral 461 includes a differential case 462 that rotates upon receiving engine torque, and a rotational axis of the differential case 462. Side gears 463L and 463R that are parallel to each other, and a pinion gear 464 that meshes with these side gears 463L and 463R.

  The differential case 462 is provided with a pinion gear insertion hole 465 and axle insertion holes 466L and 466R whose axes are orthogonal to each other. In addition, the differential case 462 is provided with a concave groove 468 that opens to the inner surface of the pinion gear insertion hole 465 and attaches the snap ring 467.

  The side gears 463L and 463R are bottomless cylindrical bevel gears having boss portions 469L and 469R and gear portions 470L and 470R, and are arranged so as to be movable in the rotation axis direction of the differential case 462, and the boss portions 469L and 469R are respectively disposed. It is rotatably supported in the differential case 462 so as to face the axle insertion holes 466L and 466R. In the side gears 463L and 463R, axles 471L and 471R are spline-fitted with their portions positioned in the axle insertion holes 466L and 466R. Between the gear portions 470L and 470R (rear surface) of the side gears 463L and 463R and the inner opening periphery of the axle insertion holes 466L and 466R, annular sliding members 472L and 472R positioned around the boss portions 469L and 469R are interposed. It is disguised.

  The pinion gear 464 is a bottomless cylindrical gear, is prevented from being removed by a pinion gear holding plate 473 interposed between the snap ring 467 and the pinion gear 464, and is rotatably supported in the pinion insertion hole 465. A pinion gear shaft 474 is attached to the shaft core portion of the pinion gear 464 to prevent the gear from collapsing.

  In order to assemble the vehicle differential device 461 configured in this manner, first, the sliding members 472L and 472R and the side gears 463L and 463R are inserted into the pinion gear insertion hole 465 and then incorporated into the differential case 462, and then from the outside of the differential case 462. The pinion gear 464 is assembled in the pinion gear insertion hole 465 and meshed with the side gears 463L and 463R, and after being attached to the pinion gear shaft 474 disposed in the differential case 462 in advance, the pinion gear holding plate 473 is disposed on the back side of the pinion gear 3464. The snap ring 467 is attached to the concave groove 468.

Utility Model Registration No. 2520728 (FIG. 1)

However, according to Patent Document 1, there are the following problems (1) to (4).
(1) Since the pinion gear shaft is attached to the shaft core portion of the pinion gear, it is necessary to set the outer diameter of the pinion gear to a relatively large size. As a result, the outer diameter of the side gear is reduced, and accordingly, the rotational backlash tan ⁻¹ (b / r) determined by the backlash b between the pinion gear and the side gear and the radius r of the side gear is increased, and good driving force transmission is performed. I can't.

(2) As the outer diameter of the pinion gear increases, the dimension between the side gears increases accordingly, and the differential case increases in the axial direction.

(3) When the outer diameter of the pinion gear is increased, the pinion gear sliding diameter is also increased, and due to the expansion caused by the sliding of the pinion gear, an appropriate clearance from the differential case housing hole cannot be ensured, and seizure may occur.

(4) When the pinion gear becomes large, the pinion gear is easily affected by centrifugal force due to an increase in the mass of the pinion gear. As a result, since the force generated in the pinion gear receiving portion outside the pinion gear changes, the differential limiting force fluctuates and stable performance cannot be obtained.

  Accordingly, an object of the present invention is to provide a hybrid differential for a vehicle that can perform good driving force transmission, reduce the axial direction, improve the seizure resistance of the pinion gear, and obtain stable performance. To provide an apparatus.

(1) In order to achieve the above object, the present invention provides a first input member that is rotationally driven, and a first input member for a front wheel and a rear wheel that are rotationally driven by receiving a rotational driving force from the first input member. A first differential device having first and second output members; a second input member that is rotationally driven in response to a rotational driving force from the first or second output member; and rotational drive from the second input member Receiving a second differential device having third and fourth output members for left and right wheels for front wheels or rear wheels that are rotationally driven by receiving force, and the first and second differential devices, And a casing for rotationally driving the first input member, wherein the first differential is rotatably supported in a plurality of pinion gear insertion holes formed in a differential case and having an extending portion extending into the differential case. A plurality of shaftless type pinion gears It is provided as a member, has an outer diameter larger than the outer diameter of the plurality of pinion gears, and is engaged with the plurality of pinion gears by being incorporated into the inside of the differential case from a side gear passage hole formed in the differential case. There is provided a hybrid differential device for a vehicle comprising a pair of side gears rotatably supported inside as the first and second output members.

(2) In order to achieve the above object, the present invention provides a first input member that is rotationally driven, and a first input member for a front wheel and a rear wheel that are rotationally driven by receiving a rotational driving force from the first input member. A first differential device having first and second output members; a second input member that is rotationally driven in response to a rotational driving force from the first or second output member; and rotational drive from the second input member Receiving a second differential device having third and fourth output members for left and right wheels for front wheels or rear wheels that are rotationally driven by receiving force, and the first and second differential devices, A casing for rotating the first input member, and the second differential device is rotatably supported in a plurality of pinion gear insertion holes formed in a differential case and having an extending portion extending into the differential case. Shaftless type pinion gear input to the second input As a material, it has an outer diameter larger than the outer diameter of the plurality of pinion gears, and is engaged with the plurality of pinion gears by being incorporated into the inside of the differential case from a side gear passage hole formed in the differential case. There is provided a hybrid differential device for a vehicle comprising a pair of side gears rotatably supported inside as the third and fourth output members.

(3) In order to achieve the above object, the present invention provides a first input member that is rotationally driven, and a first input member for a front wheel and a rear wheel that are rotationally driven by receiving a rotational driving force from the first input member. A first differential device having first and second output members; a second input member that is rotationally driven in response to a rotational driving force from the first or second output member; and rotational drive from the second input member Receiving a second differential device having third and fourth output members for left and right wheels for front wheels or rear wheels that receive rotational force to receive a force, and the first and second differential devices, A casing for rotating the first input member, and the first and second differential devices are respectively formed in the first and second differential cases and have an extending portion extending into the differential case. A shaft support rotatably supported in a plurality of pinion gear insertion holes. A plurality of pinion gears of the mold as the first and second input members, having an outer diameter larger than the outer diameter of the plurality of pinion gears, and from the side gear passage holes formed in the first and second differential cases, respectively. A pair of side gears, which are incorporated in the first and second differential cases and meshed with the plurality of pinion gears and supported rotatably in the first and second differential cases, are the first and second output members. In addition, the present invention provides a hybrid differential device for a vehicle that is provided as the third and fourth output members.

  According to the present invention, it is possible to perform good driving force transmission, reduce the axial size, prevent the occurrence of seizure of gears, and obtain stable performance.

The disassembled perspective view shown in order to demonstrate the differential for vehicles which concerns on the 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS The front view which abbreviate | omits one part and shows it, in order to demonstrate the vehicle differential apparatus which concerns on the 1st Embodiment of this invention. AA sectional drawing of FIG. The side view shown in order to demonstrate the differential for vehicles which concerns on the 1st Embodiment of this invention. BB sectional drawing of FIG. The rear view shown in order to demonstrate the differential for vehicles which concerns on the 1st Embodiment of this invention. The front view shown in order to demonstrate the differential case of the differential for vehicles which concerns on the 1st Embodiment of this invention. CC sectional drawing of FIG. (A) And (b) is a front view shown in order to demonstrate the pinion gear in the vehicle differential gear which concerns on the 1st Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification of the ring for pinion gear retaining rings in the differential for vehicles which concerns on the 1st Embodiment of this invention. Sectional drawing shown in order to demonstrate the case where the thrust washer is interposed between the ring for pinion gear retaining ring and the pinion gear in the differential for vehicles which concerns on the 1st Embodiment of this invention. The disassembled perspective view shown in order to demonstrate the differential for vehicles which concerns on the 2nd Embodiment of this invention. Sectional drawing shown in order to demonstrate the differential for vehicles which concerns on the 2nd Embodiment of this invention. The perspective view which fractures | ruptures and shows in part in order to demonstrate the vehicle differential gear which concerns on the 2nd Embodiment of this invention. The perspective view shown in order to demonstrate the differential case of the differential for vehicles which concerns on the 2nd Embodiment of this invention. (A) And (b) is the perspective view which looked at the pinion gear of the differential for vehicles concerning a 2nd embodiment of the present invention from the upper and lower sides, respectively. (A) And (b) is the bottom view and front view of a pinion gear of the differential for vehicles which concern on the 2nd Embodiment of this invention. (A) And (b) is the front view (2) and top view of a pinion gear of the differential for vehicles concerning a 2nd embodiment of the present invention. BB sectional drawing of FIG.18 (b). Sectional drawing shown in order to demonstrate the assembly method (incorporation of a pinion gear) of the differential for vehicles which concerns on the 2nd Embodiment of this invention. Sectional drawing shown in order to demonstrate the assembly method (incorporation of a side gear) of the differential for vehicles which concerns on the 2nd Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification of the differential case (pinion gear insertion hole) in the differential for vehicles which concerns on the 2nd Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification of the side gear receiving part of the differential case in the differential for vehicles which concerns on the 2nd Embodiment of this invention. Sectional drawing shown in order to demonstrate the differential for vehicles which concerns on the 3rd Embodiment of this invention. The 1st sectional view shown in order to explain the differential for vehicles concerning a 4th embodiment of the present invention. The 1st sectional view shown in order to explain the differential for vehicles concerning a 4th embodiment of the present invention. Sectional drawing shown in order to demonstrate the other example of arrangement | positioning of the pinion gear in the differential for vehicles which concerns on the 4th Embodiment of this invention. The 1st sectional view shown in order to explain the differential for vehicles concerning a 5th embodiment of the present invention. The 2nd sectional view shown in order to explain the differential for vehicles concerning a 5th embodiment of the present invention. Sectional drawing shown in order to demonstrate the modification of the pinion gear in the differential for vehicles which concerns on the 5th Embodiment of this invention. Sectional drawing shown in order to demonstrate the other support example of the pinion gear in the vehicle differential apparatus which concerns on the 5th Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification of the side gear in the differential for vehicles which concerns on the 5th Embodiment of this invention. Sectional drawing which expands and shows the principal part of FIG. Sectional drawing shown in order to demonstrate the differential for vehicles which concerns on the 6th Embodiment of this invention. Sectional drawing shown in order to demonstrate the other support example of the pinion gear in the vehicle differential apparatus which concerns on the 6th Embodiment of this invention. (A) And (b) is sectional drawing shown in order to demonstrate the assembly procedure of the pinion gear in FIG. Sectional drawing shown in order to demonstrate the modification of the ring for pinion gear retaining rings in the vehicle differential gear which concerns on the 6th Embodiment of this invention. Sectional drawing shown in order to demonstrate the hybrid differential device for vehicles which concerns on the 7th Embodiment of this invention. It is a figure shown in order to demonstrate the multiplication effect of the torque bias ratio in the hybrid differential system for vehicles which concerns on the 7th Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification (1) of the hybrid differential device for vehicles which concerns on the 7th Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification (2) of the hybrid differential device for vehicles which concerns on the 7th Embodiment of this invention. Sectional drawing shown in order to demonstrate the hybrid differential apparatus for vehicles which concerns on the 8th Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification (1) of the hybrid differential device for vehicles which concerns on the 8th Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification (2) of the hybrid differential device for vehicles which concerns on the 8th Embodiment of this invention. Sectional drawing shown in order to demonstrate the modification (3) of the hybrid differential device for vehicles which concerns on the 8th Embodiment of this invention. Sectional drawing shown in order to demonstrate the conventional vehicle differential gear.

[First embodiment]
FIG. 1 is an exploded perspective view for explaining a vehicle differential according to the first embodiment of the present invention. FIG. 2 is a front view (a view taken in the direction of arrow L in FIG. 3) with a part thereof omitted to illustrate the vehicle differential device according to the first embodiment of the present invention. FIG. 3 is a cross-sectional view taken along the line AA of FIG. FIG. 4 is a side view for explaining the vehicle differential according to the first embodiment of the present invention. 5 is a cross-sectional view taken along the line BB in FIG. FIG. 6 is a rear view (viewed in the direction of arrow R in FIG. 3) for explaining the vehicle differential device according to the first embodiment of the present invention. FIG. 7 is a front view for explaining the differential case of the vehicle differential device according to the first embodiment of the present invention. 8 is a cross-sectional view taken along the line CC of FIG. FIGS. 9A and 9B are front views illustrating the pinion gear in the vehicle differential device according to the first embodiment of the present invention.

[Overall configuration of vehicle differential device]
1 and 3, a vehicle differential device denoted by reference numeral 1 includes a differential case 2 that rotates by receiving engine torque, and two upper and lower portions that are parallel to each other along an axial direction perpendicular to the rotational axis O of the differential case 2. The pinion gears 3 and 4 are roughly composed of two left and right side gears 5L and 5R meshing with the two upper and lower pinion gears 3 and 4, and thrust washers 6L and 6R positioned on the back side of the two left and right side gears 5L and 5R. ing.

(Configuration of differential case 2)
As shown in FIG. 3, the differential case 2 has a space 7 (shown in FIG. 8) for accommodating the pinion gears 3 and 4 and the side gears 5L and 5R and the thrust washers 6L and 6R, and a bulge communicating with the space 7 A case main body 2a having portions 8L and 8R (shown in FIG. 8) and a pinion gear retaining ring 2b having a function of retaining the pinion gears 3 and 4 outside the differential case are provided.

  As shown in FIGS. 3 and 8, the case main body 2a is provided with two axis insertion holes 9L and 9R that are opened along the rotation axis O, and an axis line in a direction perpendicular to the axis lines of the axle insertion holes 9L and 9R. Two upper and lower pinion gear insertion holes 10 and 11 are provided. Further, the case main body 2a has side gear passage holes 12L and 12R (FIG. 5 and FIG. 5) that are located in regions symmetrical with respect to the rotation axis O and are spaced apart from the pinion gear insertion holes 10 and 11 at equal intervals in the circumferential direction. 6). As shown in FIGS. 1 to 8, an annular mounting flange 13 that extends in the circumferential direction in a plane perpendicular to the rotation axis O is integrally provided on the left axle side portion of the case body 2 a. .

  As shown in FIGS. 3 and 8, the axle insertion holes 9L and 9R are formed by stepped through holes including large diameter portions 9La and 9Ra and small diameter portions 9Lb and 9Rb having different inner diameters. Left and right axles (not shown) are inserted through the axle insertion holes 9L and 9R, respectively. As shown in FIGS. 3 and 8, thrust washer receiving portions 9Lc and 9Rc for receiving the thrust washers 6L and 6R are provided at the inner peripheral edges of the axle insertion holes 9L and 9R.

  The pinion gear insertion holes 10 and 11 are formed by through holes having a planar circular opening. The opening size is set to a size having an inner diameter that is substantially the same as the outer diameter of the pinion gears 3 and 4 (an inner diameter smaller than the outer diameter of the side gears 5L and 5R). As shown in FIG. 8, the inner surfaces of the pinion gear insertion holes 10 and 11 are first pinion gear support surfaces that rotatably support first held portions (portions excluding side gear meshing portions) 3a and 4a of the pinion gears 3 and 4, respectively. 10a and 11a. Extending portions 14 and 15 that are arranged in parallel at equal intervals in the circumferential direction and extend toward the rotation axis of the differential case 2 (inside the case) are integrally provided on the inner peripheral edges of the pinion gear insertion holes 10 and 11. Yes. The extending portions 14 and 15 may extend outside the differential case 2 or inside and outside the differential case 2. The extension parts 14 and 15 are connected to the first pinion gear support surfaces 10a and 11a and support the second held parts (at least a part of the side gear meshing parts) 3b and 4b of the pinion gears 3 and 4. Pinion gear support surfaces 14a and 15a are provided.

  As shown in FIGS. 1, 5, and 6, the side gear passage holes 12 </ b> L and 12 </ b> R are formed by through holes having a planar non-circular opening. The opening size is set larger than the opening size of the pinion gear insertion holes 10 and 11 so that the side gears 5L and 5R having an outer diameter larger than the outer diameter of the pinion gears 3 and 4 can be inserted into the differential case 2. ing. That is, the pinion gears 3 and 4 are connected to the outer peripheral portion of the meshing portion with the side gears 5L and 5R, or the extended portion 14 and the side gears 5L and 5R extending outside or inside the differential case 2 or inside and outside the differential case 2. Is held by the plurality of pinion gear insertion holes at the outer peripheral portion of the meshing portion.

  The mounting flange 13 is configured to mount a ring gear (not shown) that receives a driving torque from a drive pinion (not shown).

  On the other hand, the pinion gear retaining ring 2b is mounted on the outer surface of the case body 2a so as to cover the openings of the pinion gear insertion holes 10, 11 as shown in FIG. Pinion gear receiving portions 16 and 17 are provided on the inner surface of the pinion gear retaining ring 2b. The pinion gear receiving portions 16 and 17 are formed of spherical surfaces that receive the pinion gears 3 and 4 on which centrifugal force acts and have a predetermined curvature.

  In the present embodiment, the case where the inner surface of the pinion gear retaining ring 2b is formed as a spherical surface over the entire circumferential direction has been described. However, the present invention is not limited to this, and as shown in FIG. A part of the inner surface in the circumferential direction of the receiving portions 16 and 17 (only the pinion gear receiving portion 17 is shown) may be formed as a spherical surface.

(Configuration of pinion gears 3 and 4)
As shown in FIGS. 9A and 9B, the pinion gears 3 and 4 are substantially circular in which a gear portion A having convex teeth A1 and tooth grooves A2 alternately arranged in the circumferential direction is formed on the entire outer peripheral portion. It consists of a columnar shaftless gear and is rotatably supported by pinion gear insertion holes 10 and 11 and extending portions 14 and 15 as shown in FIG. As shown in FIG. 3, on the back surfaces of the pinion gears 3 and 4 (side surfaces of the pinion gear retaining ring), as shown in FIG. 3, sliding portions 3A formed of spherical surfaces that fit the pinion gear receiving portions 16 and 17 of the pinion gear retaining ring 2b 4A is provided.

  As shown in FIGS. 9A and 9B, the gear portion A includes a straight portion 18 including the first held portions 3a and 4a and the second holding portions 3b and 4b, and a tapered portion connected to the straight portion 18. 19, and is configured to mesh with the side gears 5 </ b> L and 5 </ b> R on the rotation axis side of the differential case 2. The tooth tip surface a1 of the convex tooth A1 in the straight portion 18 is (the tooth tip surface excluding the side gear meshing portion meshing with the side gears 5L and 5R and a part of the tooth tip surface of the side gear meshing portion continuous with the tooth tip surface). It is formed of a peripheral surface having a predetermined outer diameter. The tooth tip surface a1 of the convex tooth A1 in the taper portion 19 is formed with a circumferential surface that decreases from the gear base end portion toward the gear tip end portion.

(Configuration of side gears 5L, 5R)
As shown in FIG. 3, the side gears 5L and 5R are substantially circular gears (bevel gears having a single tip cone angle) having boss portions 5La and 5Ra and gear portions 5Lb and 5Rb having different outer diameters. Thus, the differential case 2 is disposed so as to be movable in the direction of the rotation axis, and is supported rotatably in the differential case 2 with the boss portions 5La and 5Ra facing the axle insertion holes 9L and 9R, respectively. The number of teeth of the side gears 5L and 5R is set to 2.4 or more times the number of teeth of the pinion gears 3 and 4 (for example, the number of teeth of the side gears 5L and 5R is 20 with respect to the number of teeth 6 of the pinion gears 3 and 4). Yes. In the side gears 5L and 5R, an axle is inserted into the axle insertion holes 9L and 9R, respectively, and is spline-fitted. The outer diameters of the side gears 5L and 5R are set to be larger than the outer diameter of the pinion gears 3 and 4 and the dimension between the extending portions 14 and 15. When assembling the side gears 5L and 5R, one of these is inserted into the differential case 2 from the side gear passage hole 12L or 12R, the boss portion is inserted into one of the axle insertion holes 9L and 9R, and the other side gear is then inserted into the differential case 2. This is done by inserting and inserting the boss into the other axle insertion hole.

(Configuration of thrust washers 6L and 6R)
The thrust washers 6L and 6R are annular washers as shown in FIG. 1, and are arranged around the bosses 5La and 5Ra as shown in FIG. 3, and the gear portions 5Lb and 5Rb (rear surface) of the side gears 5L and 5R. And the thrust washer receiving portions 9Lc, 9Rc. And it is comprised so that mesh | engagement with the side gears 5L and 5R and the pinion gears 3 and 4 may be adjusted.

  In the present embodiment, in order to adjust the meshing between the side gears 5L, 5R and the pinion gears 3, 4, thrust washers 6L, 6R are interposed between the side gears 5L, 5R and the thrust washer receiving portions 9Lc, 9Rc. However, the present invention is not limited to this, and the thrust washer 20 may be interposed only between the pinion gear retaining ring 2b and the pinion gears 3 and 4 as shown in FIG. . Of course, a thrust washer may be interposed between the side gears 5L and 5R and the thrust washer receiving portions 9Lc and 9Rc and between the pinion gear retaining ring 2b and the pinion gears 3 and 4 (only the pinion gear 3 is shown). . In this case, a plurality of types of thrust washers having different thicknesses are prepared, and a thrust washer to be used is selected according to machining errors of the pinion gears 3 and 4 and the side gears 5L and 5R.

[Operation of the differential 1 for a vehicle]
First, when torque from the engine side of the vehicle is input to the differential case 2 via the drive pinion and the ring gear, the differential case 2 is rotated about the rotation axis O. Next, when the differential case 2 is rotated, this rotational force is transmitted to the pinion gears 3 and 4 and further transmitted from the pinion gears 3 and 4 to the side gears 5L and 5R. In this case, since the axles are spline fitted to the left and right side gears 5L and 5R, the torque from the engine side is applied to the left and right side via the drive pinion and the ring gear, differential case 2, pinion gears 3, 4 and side gears 5L and 5R. Transmitted to the axle.

  Here, when the loads applied to the wheels on the left and right axles are equal, when torque from the engine side is transmitted to the differential case 2, the pinion gears 3, 4 revolve on the side gears 5L, 5R, and the pinion gears 3, 4 and the side gears 5L, 5R are rotated together with the differential case 2, so that torque from the engine side is equally transmitted to the left and right axles, and the left and right wheels are rotated at the same rotational speed.

  On the other hand, when the vehicle turns to the left, for example, or the right wheel falls in a muddy state during traveling, the pinion gears 3 and 4 rotate on the side gears 5L and 5R, and the torque from the engine side changes to the left and right. Differentially distributed between the axles (wheels) of the vehicle. That is, the left wheel is rotated at a speed lower than the rotational speed of the differential case 2, and the right wheel is rotated at a speed higher than the rotational speed of the differential case 2.

  Further, when the pinion gears 3 and 4 are rotated, the first pinion gear support surfaces 10a and 11a and the second pinion gear support surfaces 14a and 15a slide on the first pinion gear support surfaces 10a and 11a. 14a and 15a generate frictional resistance, and the differential rotation of the side gears 5L and 5R is limited by these frictional resistances.

  In this case, a thrust force is generated on the meshing surfaces with the side gears 5L and 5R by the rotation of the pinion gears 3 and 4, and these thrust forces cause the side gears 5L and 5R to move away from each other to move the thrust washers 6L and 6R. In order to press contact with the receiving portions 9Lc and 9Rc, a frictional resistance is generated between the thrust washers 6L and 6R and the thrust washer receiving portions 9Lc and 9Rc, and the differential rotation of the side gears 5L and 5R is also limited by these frictional resistances. .

  Next, a method for assembling the vehicle differential device according to the present embodiment will be described. In the method of assembling the vehicle differential shown in the present embodiment, the steps of “incorporating side gear / thrust washer”, “meshing pinion gear / side gear”, and “attaching pinion gear retaining ring” are sequentially performed. Therefore, each of these steps will be described sequentially.

"Incorporation of side gear and thrust washer"
First, the side gears 5L and 5R, in which the boss portions 5La and 5Ra are inserted in the thrust washers 6L and 6R in advance, are inserted into the space portion 7 of the differential case 2 through the side gear passage holes 12L and 12R with the axis thereof inclined. Next, the side gears 5L and 5R are moved toward one of the upper and lower bulges 8L and 8R, for example, the lower bulges 8L and 8R, while being inclined. At this time, the side gears 5L and 5R are moved in order to avoid interference between the side gears 5L and 5R and the extending portions 14 and 15 in the next procedure (when the side gears 5L and 5R are rotated). This is performed until the portion comes into contact with the bulging portions 8L and 8R. Thereafter, the side gears 5L, 5R are rotated in the direction in which the respective abutting portions are separated from each other with the contact portions of the side gears 5L, 5R as pivot pivots, so that the axes of the side gears 5L, 5R are connected to the differential case 2. To the rotation axis O. In this case, when the axis lines of the side gears 5L and 5R coincide with the rotational axis O of the differential case 2, the side gears 5L and 5R and the thrust washers 6L and 6R are incorporated at predetermined positions in the differential case 2.

"Meshing of pinion gear and side gear"
The pinion gears 3 and 4 are inserted into the pinion gear insertion holes 10 and 11 and meshed with the side gears 5L and 5R. In this case, the pinion gears 3 and 4 are rotatably held by the pinion gear insertion holes 10 and 11 and the extending portions 14 and 15 when meshed with the side gears 5L and 5R.

"Attaching the pinion gear retaining ring"
After the pinion gear insertion holes 10 and 11 of the differential case 2 are closed by the pinion gear receiving portions 16 and 17, respectively, into the pinion gear retaining ring 2b that has been heated and expanded in advance, the pinion gear retaining portions 16 and 17 are inserted through the case body 2a. The ring 2b is cooled. In this case, when the pinion gear retaining ring 2b is cooled, the pinion gear retaining ring 2b contracts and the sliding portions 3A and 4A are fitted to the pinion gear receiving portions 16 and 17, respectively. Mounted on the side.

[Effect of the first embodiment]
According to the first embodiment described above, the following effects can be obtained.

(1) Since the pinion gears 3 and 4 are shaftless gears, the outer diameter of the pinion gears 3 and 4 can be set to a relatively small size. As a result, the outer diameters of the side gears 5L and 5R can be set to large dimensions, so that the rotational backlash tan ⁻¹ (b / r) determined by the backlash b between the pinion gear and the side gear and the radius r of the side gear becomes small. Good driving force transmission can be performed.

(2) When the outer diameter of the pinion gears 3 and 4 is reduced, the dimension between the side gears 5L and 5R is reduced accordingly, and the differential case 2 can be reduced in the axial direction.

(3) When the outer diameter of the pinion gears 3 and 4 is reduced, the pinion gear sliding diameter is also reduced, and the seizure resistance due to sliding of the pinion gears 3 and 4 can be enhanced.

(4) When the pinion gears 3 and 4 are small, the pinion gears 3 and 4 are hardly affected by the centrifugal force due to the mass reduction of the pinion gears 3 and 4. As a result, fluctuations in the differential limiting force are reduced, and stable performance can be obtained.

(5) Since the pinion gears 3 and 4 are supported not only by the first pinion gear support surfaces 10a and 11a of the pinion gear insertion holes 10 and 11 but also by the second pinion gear support surfaces 14a and 15a of the extending portions 14 and 15, the pinion gears 3 and 4 are supported. Even when an external force acts on 4, the inclination can be reduced, and uneven wear of the pinion gears 3 and 4 can be suppressed.

(6) The fact that the inclination of the pinion gears 3 and 4 can be reduced provides a good meshing between the pinion gears 3 and 4 and the side gears 3 and 4. For this reason, the rotational driving force at the time of differential rotation can be smoothly moved from the high speed side to the low speed side, and the drive characteristics as a whole can be improved.

(7) Since the sliding portions 3A and 4A of the pinion gears 3 and 4 are formed of spherical surfaces that match the pinion gear receiving portions 16 and 17 of the pinion gear retaining ring 2b, an external force acts on the pinion gears 3 and 4. However, the distance between the centers is not changed, and the shift of the meshing position between the pinion gears 3 and 4 and the side gears 5L and 5R can be reduced.

[Second Embodiment]
FIG. 12 is an exploded perspective view shown for explaining the vehicle differential according to the second embodiment of the present invention. FIG. 13 is a cross-sectional view (a cross-sectional view corresponding to FIG. 3) for explaining the vehicle differential device according to the second embodiment of the present invention. FIG. 14 is a perspective view showing a part of the vehicle differential according to the second embodiment of the present invention, with a part thereof broken. FIG. 15 is a perspective view for explaining a differential case of the vehicle differential apparatus according to the second embodiment of the present invention. FIGS. 16-19 is a figure shown in order to demonstrate the pinion gear of the vehicle differential gear which concerns on the 2nd Embodiment of this invention. FIGS. 16A and 16B are perspective views viewed from above and below, respectively. FIGS. 17A and 17B are a front view (1) and a bottom view, respectively. 18A and 18B are a bottom view and a front view (2). FIG. 19 is a cross-sectional view taken along the line BB in FIG. 12 to 19, members that are the same as or equivalent to those in FIGS. 1 to 9 are given the same reference numerals (excluding the pinion gear and the differential case), and detailed description thereof is omitted.

  As shown in FIGS. 12 to 14, the vehicle differential device 21 shown in the second embodiment includes a one-piece differential case 22 that does not use the pinion gear retaining ring 2 b (shown in FIGS. 1 and 3). There is a feature in the prepared point.

  For this reason, as shown in FIG. 13, the differential case 22 has an axis in a direction perpendicular to the axis of the two left and right axle insertion holes 23L and 23R that open along the rotation axis O and the axle insertion holes 23L and 23R. Two upper and lower pinion gear insertion holes 24 and 25 are provided. Further, as shown in FIG. 15, the differential case 22 has a side gear passage hole 26 </ b> L located in a region that is symmetrical with respect to the rotation axis O and is spaced apart from the pinion gear insertion holes 24, 25 at equal intervals in the circumferential direction. 26R is provided.

  As shown in FIG. 13, the axle insertion holes 23L and 23R are formed by through holes having a uniform inner diameter. Left and right axles (not shown) are inserted through the axle insertion holes 23L and 23R, respectively. As shown in FIG. 13, thrust washer receiving portions 23La and 23Ra made of spherical surfaces for receiving the annular thrust washers 27L and 27R are provided on the inner peripheral edges of the axle insertion holes 23L and 23R.

  As shown in FIGS. 13 and 15, the pinion gear insertion holes 24 and 25 are formed by stepped through holes having planar circular openings. The opening size is set to a size having an inner diameter smaller than the outer diameter of the pinion gears 28 and 29 and the side gears 5L and 5R. The stepped surfaces of the pinion gear insertion holes 24 and 25 are provided with pinion gear receiving portions (top portions) 10A and 11A that receive the pinion gears 28 and 29 on which centrifugal force acts and are formed of spherical surfaces having a predetermined curvature. . Extending portions 14 and 15 that are arranged in parallel in the circumferential direction at equal intervals and extend toward the rotation axis of the differential case 2 (inside the case) are integrally provided on the inner peripheral edges of the pinion gear insertion holes 24 and 25. Yes. The extending portions 14 and 15 may extend outside the differential case 2 or inside and outside the differential case 2.

  Since the pinion gears 28 and 29 have the same configuration, for example, only the pinion gear 28 will be described. As shown in FIGS. 16 to 19, the pinion gear 28 has a base end portion B and a circular shape having a peripheral surface having a predetermined outer diameter. A gear portion C having convex teeth C1 and tooth grooves C2 alternately arranged in the circumferential direction is formed of a substantially cylindrical shaftless gear formed on the outer peripheral portion thereof, and as shown in FIG. 25 and extending portions 14 and 15 (shown in FIG. 5) are rotatably supported. As shown in FIG. 19, the pinion gears 28 and 29 are provided with through holes 28A and 29A that open in the gear axial direction. Thereby, not only the outer surface of the pinion gears 28 and 29 but also the inner surfaces of the through holes 28A and 29A can be heat-treated, and the mechanical strength of the pinion gears 28 and 29 can be further increased. The through holes 28A and 29A are configured to function as a centering hole when the pinion gear is formed, a lubricating oil supply hole when using the differential gear, and a gear support rod insertion hole when storing the pinion gear.

  The base end B is an end opposite to the side gear side end of the pinion gears 28 and 29, and is disposed in a portion excluding the side gear meshing portion meshing with the side gears 5L and 5R. It is comprised so that it may function as a to-be-supported surface supported by. As shown in FIG. 13, sliding portions 28 </ b> B and 29 </ b> B formed of spherical surfaces that fit the pinion gear receiving portions 24 </ b> A and 25 </ b> A of the pinion gear insertion holes 24 and 25 are provided on the back surfaces of the pinion gears 28 and 29.

  As shown in FIGS. 17A and 18B, the gear portion C includes a straight portion Cs including first held portions 28a and 29a and second holding portions 28b and 29b, and a taper connected to the straight portion Cs. The portion Ct is configured to mesh with the side gears 5L and 5R on the rotation axis side of the differential case 22. The tooth tip surface c of the convex tooth C1 in the straight portion Cs is (a peripheral surface of the base end portion B excluding the side gear meshing portion meshing with the side gears 5L and 5R and a part of the tooth tip surface of the side gear meshing portion continuing to this circumferential surface. ) Is formed of a peripheral surface having a predetermined outer diameter. The tooth tip surface c of the convex tooth C1 in the taper portion Ct is formed by a circumferential surface that decreases from the gear base end portion toward the gear tip end portion.

  As shown in FIG. 12, the side gear passage holes 26 </ b> L and 26 </ b> R are formed by through holes having a planar non-circular opening. The opening size is set to such a size that the pinion gears 28 and 29 and the side gears 5L and 5R can be inserted into the differential case 2.

  The side gears 5L and 5R are substantially annular gears (bevel gears having a single tip cone angle) having an outer diameter larger than that of the pinion gears 28 and 29 as shown in FIG. It is supported freely and is configured to mesh with the pinion gears 28 and 29. Sliding portions 5La and 5Ra made of spherical surfaces that are fitted to the thrust washers 23La and 23Ra via the thrust washers 27L and 27R are provided on the rear surfaces of the side gears 5L and 5R.

  Next, a method for assembling the vehicle differential device according to the present embodiment will be described with reference to FIGS. FIG. 20 is a cross-sectional view for explaining an assembling method (incorporation of a pinion gear) for a vehicle differential according to the second embodiment of the present invention, and FIG. 21 similarly explains the incorporation of a side gear. FIG. In the method of assembling the vehicle differential shown in the present embodiment, the steps of “incorporation of pinion gear”, “incorporation of side gear”, and “meshing of pinion gear and side gear” are sequentially performed. A description will be made sequentially.

"Incorporation of pinion gear"
After the pinion gears 24 and 25 are inserted into the differential case 22 from the side gear passage holes 26L and 26R, they are inserted and held in the pinion gear insertion holes 24 and 25 until their sliding portions 28B and 29B come into contact with the pinion gear receiving portions 10A and 11A. To do. In this case, when the pinion gears 28 and 29 are held in the pinion gear insertion holes 24 and 25, the pinion gears 28 and 29 are assembled at predetermined positions in the differential case 22.

"Incorporation of side gear"
The side gears 5L and 5R are inserted into the differential case 22 through the side gear passage holes 26L and 26R while sliding from the mutually different directions (directions indicated by arrows in FIG. 21) along the thrust washer receiving portions 23La and 23Ra. Is aligned with the rotation axis O. In this case, the side gears 5 </ b> L and 5 </ b> R are incorporated in the differential case 22 when they coincide with the rotation axis O.

  In order to insert the side gears 5L and 5R into the differential case 22, the opening size of the side gear passage holes 26L and 26R is set larger than the opening size shown in FIG. 21, and the distance between the thrust washer receiving portions 23La and 23Ra is shown. If the washers 27L and 27R are made thicker than the distance shown in FIG. 21, the side gears 5L and 5R can be executed while sliding the thrust washers receiving portions 23La and 23Ra in the same direction. However, according to the method of incorporating the side gears 5L and 5R from different directions as described above, the side gears 5L and 5R are rotated from both directions while rotating the pinion gears 24 and 25 while the side gears 5L and 5R mesh with the pinion gears 24 and 25. Since 5R can be incorporated, there is an advantage that the rigidity of the differential case 22 can be ensured without increasing the opening size of the side gear passage holes 26L, 26R.

"Meshing of pinion gear and side gear"
While adjusting the axial dimension between the thrust washer receiving portions 23La, 23Ra and the side gears 5L, 5R, the thrust washers receiving portions 23La, 23Ra of the sliding portions 5La, 5Ra of the side gears 5L, 5R and the axle insertion holes 23L, 23R are adjusted. Thrust washers 27L and 27R are interposed between the two. In this case, the thrust washers 27L and 27R are meshed with the pinion gears 28 and 29 when they are interposed between the side gears 5L and 5R and the thrust washer receiving portions 23La and 23Ra. In order to smoothly and reliably perform the connection (spline fitting) between the side gears 5L and 5R and the axle (not shown), when the pinion gears 24 and 25 are engaged with the side gears 5L and 5R, the left and right side gears 5L. , 5R is preferably provided with a stopper (not shown) as an axle movement restricting member.

[Effect of the second embodiment]
According to the second embodiment described above, the following effects can be obtained in addition to the effects (1) to (7) of the first embodiment.

(1) Since the base end portion B always functions as a supported surface with respect to the support surface of the pinion gear insertion holes 24 and 25, the support positions when the pinion gears 28 and 29 are rotated by the pinion gear insertion holes 10 and 11 are different. A certain area of the supported surface can be secured, and the mechanical strength as a gear can be increased. Further, a good meshing state between the pinion gears 28 and 29 and the side gears 5L and 5R can be obtained, and noise during gear rotation can be reduced.

(2) The fact that the base end portion B functions as a supported surface increases the area of the supported surface in the entire pinion gears 28 and 29, so that the pinion gears 28 and 29 extend into the pinion gear insertion holes 24 and 25 and extend when the gear rotates. The surface pressure received from the portions 14 and 15 can be dispersed, and the seizure resistance of the pinion gears 28 and 29 can be improved.

(3) The side gears 5L and 5R are inserted into the differential case 22 through the side gear passage holes 26L and 26R while sliding from the different directions (directions indicated by arrows in FIG. 20) along the thrust washer receiving portions 23La and 23Ra, respectively. Thus, since the side gears 5L and 5R are incorporated, the opening size of the side gear passage holes 26L and 26R can be set to a relatively small size, and the mechanical strength of the differential case 22 can be increased.

  In the present embodiment, the case where the pinion gear retaining ring is not used has been described. However, as shown in FIG. 22, the inner diameter set to be approximately the same as the outer diameter of the pinion gears 28 and 29 is used. By providing the pinion gear insertion holes 10 and 11 in the differential case 22, it is possible to change to a structure using the pinion gear retaining ring 2 b.

  In the present embodiment, the case where the rear surfaces of the side gears 5L and 5R and both surfaces of the thrust washers 27L and 27R (thrust washer receiving portions 23La and 23Ra) are spherical has been described, but the present invention is as shown in FIG. It may be a flat surface.

[Third embodiment]
FIG. 24 is a cross-sectional view (a cross-sectional view corresponding to FIG. 5) shown for explaining the vehicle differential according to the third embodiment of the present invention. 24, the same or equivalent members as in FIG. 5 are denoted by the same reference numerals (excluding the pinion gear and the pinion gear insertion hole), and detailed description thereof is omitted.

  As shown in FIG. 24, the vehicle differential 31 shown in the third embodiment includes three pinion gears (first pinion gear 32a to third pinion gear 32c) that mesh with the side gears 5L and 5R in the differential case 2. There is a feature in the point used.

  Therefore, in the differential case 2, as shown in FIG. 24, the first pinion gear insertion hole 33a to the third pinion gear insertion hole 33c as through holes are arranged at equal intervals in the circumferential direction.

  The first pinion gear 32a to the third pinion gear 32c are rotatably supported in the first pinion gear insertion hole 33a to the third pinion gear insertion hole 33c and the extending portions 14 and 15, respectively.

[Effect of the third embodiment]
According to the third embodiment described above, in addition to the effects (1) to (7) of the first embodiment, the following effects can be obtained.

  Since the first pinion gear 32a to the third pinion gear 32c are meshed with the side gears 5L and 5R, the mechanical strength as a gear mechanism can be increased as compared with the first embodiment, and at the time of gear meshing. An automatic alignment function can be demonstrated.

[Fourth embodiment]
FIG. 25 is a first cross-sectional view (a cross-sectional view corresponding to FIG. 3) shown to explain the vehicle differential device according to the fourth embodiment of the present invention. FIG. 26 is a second cross-sectional view (a cross-sectional view corresponding to FIG. 5) for explaining the vehicle differential device according to the fourth embodiment of the present invention. 25 and 26, the same or equivalent members as those in FIGS. 3 and 5 are denoted by the same reference numerals (except for the differential case and the pinion gear / pinion gear insertion hole / pinion gear retaining ring), and detailed description thereof is omitted. .

  As shown in FIG. 26, the vehicle differential 41 shown in the fourth embodiment uses four pinion gears (first pinion gear 42a to fourth pinion gear 42d) that mesh with the side gears 5L and 5R in the differential case 2. There is a feature in the point.

  Therefore, as shown in FIG. 25, the differential case 2 includes a first case element 2A having an axle insertion hole 9L, and first to fourth pinion gear insertion holes 43a to 43d (second pinion gear insertion holes 43b and third pinion gear insertion holes 43b and 3rd). The pinion gear insertion hole 43d is shown in FIG. 26), a second case element 2B having an extension part (not shown), an axle insertion hole 9R, and a space part 7, and a third case element 2C having pinion gear receiving parts 16 and 17. (Pinion gear retaining ring 2b) is formed by three pieces, and is configured to accommodate the first to fourth pinion gears 42a to 42d and the side gears 5L and 5R.

  As shown in FIG. 26, the first pinion gear insertion hole 43a to the fourth pinion gear insertion hole 43d configure the first pinion gear insertion hole group by bringing the first pinion gear insertion hole 43a and the second pinion gear insertion hole 43b closer to each other. At the same time, the third pinion gear insertion hole 43c and the fourth pinion gear insertion hole 43d are brought close to each other to form a second pinion gear insertion hole group, and the first pinion gear insertion hole group and the second pinion gear insertion hole group are formed in the differential case 2. They are arranged at symmetrical positions with respect to the rotation axis O.

  As shown in FIG. 26, the pinion gear 42a to the fourth pinion gear 42d are rotatably supported in the first pinion gear insertion hole 43a to the fourth pinion gear insertion hole 43d and the extension part (not shown), respectively.

[Effect of the fourth embodiment]
According to the fourth embodiment described above, in addition to the effects (1) to (7) of the first embodiment, the following effects can be obtained.

  Compared to a 4-pinion gear type with a pinion shaft, the number of parts can be reduced and the cost can be reduced.

  In the present embodiment, the first pinion gear insertion hole group (first pinion gear insertion hole 43a and second pinion gear insertion hole 43b) and second pinion gear insertion hole group (third pinion gear insertion hole 43c and fourth pinion gear insertion hole). 43d) are arranged at positions symmetrical with respect to the rotation axis O of the differential case 2, and a structure for supporting the first pinion gear 42a to the fourth pinion gear 42d in the first pinion gear insertion hole 43a to the fourth pinion gear insertion hole 43d, respectively, is described. However, the present invention is not limited to this, and as shown in FIG. 27, the first pinion gear insertion hole group (first pinion gear insertion hole 430a and second pinion gear insertion hole 430b) and the second pinion gear insertion hole group (third pinion gear insertion hole). The insertion hole 430c and the fourth pinion gear insertion hole 430d) of the differential case 200. Disposed at a position not symmetrical relates Utatejikusen O, it may be these first pinion gear insertion hole 430a~ fourth pinion gear insertion hole 430d respectively first pinion gear 420a~ fourth pinion gear 420d in a structure for supporting. In this case, one area of the differential case 200 between the first pinion gear insertion hole group and the second pinion gear insertion group is formed wider in the circumferential direction than the other area. Side gear passage holes 12L are arranged in this wide region.

  Further, according to the present invention, the first pinion gear insertion hole to the fourth pinion gear insertion hole arranged in parallel at equal intervals in the circumferential direction are arranged in the differential case, and the first pinion gear insertion hole to the fourth pinion gear insertion hole have the first pinion gear to the first pinion gear insertion hole to the fourth pinion gear insertion hole. It is good also as a structure which supports a 4th pinion gear.

[Fifth embodiment]
FIG. 28 is a first cross-sectional view (a cross-sectional view corresponding to FIG. 3) shown to explain the vehicle differential according to the fifth embodiment of the present invention. FIG. 29 is a second cross-sectional view (a cross-sectional view corresponding to FIG. 5) for explaining the vehicle differential device according to the fifth embodiment of the present invention. 28 and 29, the same or equivalent members as in FIGS. 3 and 5 are denoted by the same reference numerals (excluding the pinion gear, the pinion gear insertion hole, and the pinion gear retaining ring), and detailed description thereof is omitted.

  As shown in FIG. 29, the vehicle differential 51 shown in the fifth embodiment uses six pinion gears (first pinion gear 52a to fifth pinion gear 52f) that mesh with the side gears 5L and 5R in the differential case 2. There is a feature in the point.

  Therefore, as shown in FIG. 28, the differential case 2 includes a first case element 2A having an axle insertion hole 9L, a first pinion gear insertion hole 53a to a sixth pinion gear insertion hole 53f (shown in FIG. 29), and an extending portion. 4 consisting of a second case element 2B having 14 and 15, a third case element 2C having an axle insertion hole 9R, and a fourth case element 2D (pinion gear retaining ring 2b) having pinion gear receiving portions 16 and 17. The first pinion gear 52a to the sixth pinion gear 52f and the side gears 5L and 5R are formed by pieces.

  As shown in FIG. 29, the first pinion gear insertion hole 53a to the sixth pinion gear insertion hole 53f are arranged in the differential case 2 (second case element 2B) at equal intervals in the circumferential direction.

  As shown in FIG. 29, the first pinion gear 52a to the sixth pinion gear 52f are rotatably supported in the first pinion gear insertion hole 53a to the sixth pinion gear insertion hole 53f and the extending portion (not shown). .

[Effect of the fifth embodiment]
According to the fifth embodiment described above, in addition to the effects (1) to (7) of the first embodiment, the following effects can be obtained.

  Compared with a 6-pinion gear type with a pinion shaft, the number of parts can be reduced and the cost can be reduced.

  In the present embodiment, pinion gears having no through holes are used as the first pinion gear 52a to the sixth pinion gear 52f. However, as shown in FIG. 30, the first pinion gear 520a to the sixth pinion gear 520f with through holes are used. May be. In this case, as shown in FIG. 31, the taper portion Ct (part) and the straight portion Cs of the first pinion gear 520a to the sixth pinion gear 520f are connected to the first pinion gear insertion hole 53a to the sixth pinion gear insertion hole 53f and the extension portion 14. , 15 may be supported in a rotatable manner. As a result, the areas of the supported surfaces of the first pinion gear 520a to the sixth pinion gear 520f with respect to the first pinion gear insertion hole 53a to the sixth pinion gear insertion hole 53f and the extending portions 14 and 15 are increased, and therefore the first pinion gear 520a to the second pinion gear 520a to the second pinion gear. The surface pressure received by the 6-pinion gear 520f from the first pinion gear insertion hole 53a to the sixth pinion gear insertion hole 53f and the extending portions 14 and 15 can be dispersed, and the seizure resistance of the first pinion gear 520a to the sixth pinion gear 520f is improved. be able to. Further, by supporting the taper portion Ct (part) and the straight portion Cs of the first pinion gear 520a to the sixth pinion gear 520f in the first pinion gear insertion hole 53a to the sixth pinion gear insertion hole 53f and the extending portions 14 and 15, respectively. Further, it is possible to prevent the first pinion gear 520a to the sixth pinion gear 520f from being tilted, and it is possible to obtain a good meshing state between the first pinion gear 520a to the sixth pinion gear 520f and the side gears 5L and 5R.

  In the present embodiment, the case of using the side gears 5L and 5R having a single tip cone angle has been described. However, the present invention is not limited to this, and each tip tip cone angle is shown in FIG. Side gears 500L and 500R having gear inner peripheral portions 500La and 500Ra and gear outer peripheral portions 500Lb and 500Rb that are different from each other may be used. In this case, the tooth tip cone angle α of the gear outer peripheral portions 500Lb and 500Rb is set to be larger than the tooth tip cone angle β of the gear inner peripheral portions 500La and 500Ra. Further, as shown in FIG. 33, a portion of the pinion gear support surface of the extension portions 14 and 15 (only the extension portion 15 is illustrated) extending to the rotation axis side of the differential case 2 is the gear outer peripheral portion 500Lb of the side gears 500L and 500R. , 500Rb, it has a shape (width dimension W) that extends. Thereby, the area of the whole gear support surface of the extension parts 14 and 15 can be widened, and accordingly, the first pinion gear with respect to the first pinion gear insertion hole 53 a to the sixth pinion gear insertion hole 53 f and the extension parts 14 and 15. Since the area of the supported surface of 52a to 6th pinion gear 52f is increased, the 1st pinion gear 52a to 6th pinion gear 52f (only the 1st pinion gear 52a and the 3rd pinion gear 52c are shown) 1st pinion gear insertion hole 53a to 6th pinion gear. The surface pressure received from the insertion hole 53f (only the first pinion gear insertion hole 53a and the third pinion gear insertion hole 53c) and the extending portions 14 and 15 can be dispersed, and the first pinion gear 52a to the sixth pinion gear 52f are seized. Can increase the sex.

[Sixth embodiment]
FIG. 34 is a cross-sectional view (a cross-sectional view corresponding to FIG. 5) for explaining the vehicle differential according to the sixth embodiment of the present invention. 34, the same or equivalent members as in FIG. 5 are denoted by the same reference numerals (excluding the pinion gear and the pinion gear insertion hole), and detailed description thereof is omitted.

  As shown in FIG. 34, the vehicle differential device 61 shown in the sixth embodiment includes eight pinion gears (first pinion gears 62a to 62a) that mesh with the side gears 5L and 5R (only the side gear 5L is shown) in the differential case 2. This is characterized in that the eighth pinion gear 62h) is used.

  Therefore, in the differential case 2, as shown in FIG. 34, the first pinion gear insertion hole 63a to the eighth pinion gear insertion hole 63h are arranged at equal intervals in the circumferential direction.

  The first pinion gear 62a to the eighth pinion gear 62h are supported rotatably in a first pinion gear insertion hole 63a to an eighth pinion gear insertion hole 63h and an extension part (not shown).

[Effect of the sixth embodiment]
According to the sixth embodiment described above, the same effects as the effects (1) to (7) of the first embodiment can be obtained.

  As mentioned above, although the vehicle differential gear of this invention was demonstrated based on said embodiment, this invention is not limited to said embodiment, In various aspects in the range which does not deviate from the summary. For example, the following modifications are possible.

(1) In each embodiment (using the pinion gear retaining ring 2b), the case where the pinion gears 28, 29, etc. are supported by the differential case 220 (supporting surfaces of the pinion gear insertion hole and the extending portion) will be described. However, the present invention is not limited to this, and a bottomless cylindrical pinion gear support member 221 may be interposed between the pinion gears 28 and 29 and the differential case 220 (gear mounting hole) as shown in FIG. In this case, the differential case 220 is provided with a through hole 220 a for attaching the pinion gear support member 221. The inner diameter of the through hole 220a is set to be approximately the same as the outer diameter of the pinion gear support member 221. The inner diameter of the pinion gear support member 221 is set to be approximately the same as the outer diameter of the pinion gears 28 and 29. The inner surface of the pinion gear support member 221 is formed by a gear support surface that supports at least a part of the gear portion C (side gear meshing portion) and the base end portion B of the pinion gears 28 and 29. Thereby, since the space part 7 in the differential case 220 becomes comparatively large, it becomes unnecessary to provide the bulging part 8 (refer FIG. 8) inside the differential case 220, and the freedom degree in case design can be raised. Further, by applying surface treatment for increasing the mechanical strength only to the pinion gear support member 221, the intended purpose can be achieved, and the cost can be reduced.

  In the above modification, in order to assemble the pinion gear support member 72 and the pinion gears 28 and 29 to the differential case 71, as shown in FIG. 36 (a), the through hole 71a of the differential case 71 in which a side gear (not shown) is incorporated. A part of the pinion gear is extended to the rotation axis O side and the pinion gear support member 72 is attached, and then the pinion gears 28 and 29 are inserted into the pinion gear support member 72 in the direction of the arrow as shown in FIG.

(2) In the present embodiment (using the pinion gear retaining ring 2b), the case where the pinion gear retaining ring 2b is attached to the case body 2a by heating and expansion has been described. However, the present invention is limited to this. If, as shown in FIG. 37, the third case element 2C (pinion gear retaining ring 2b) provided with notches 2C1 and 2C2 for releasing part of the sliding portions 3A and 4A of the pinion gears 3 and 4 is used. The heat treatment at the time of mounting the pinion gear retaining ring 2b can be omitted, and the cost can be reduced. In addition, the number of pinion gears may be five or seven. Moreover, the cylindrical diameter of the pinion gear may be further reduced and nine or more may be installed.

[Seventh embodiment]
FIG. 38 is a cross-sectional view for explaining the hybrid differential device for a vehicle according to the seventh embodiment of the present invention. In FIG. 38, members that are the same as or equivalent to those in FIGS.

  As shown in FIG. 38, the hybrid differential device 71 for a vehicle shown in the seventh embodiment includes a bevel gear type differential device (a shaftless type pinion gear is added to the first differential device 72 and the second differential device 73. This is characterized in that the differential devices 72 and 73 are arranged in parallel along the rotation axis O of the casing 74.

  Therefore, the casing 74 includes a first casing element 75 having an axle insertion hole 75L and a second casing element 76 having pinion gear insertion holes 76a and 76b and a side gear cylinder part insertion hole 76c. And it is comprised so that the 2nd differential device 73 may be accommodated.

  The pinion gear insertion holes 76a and 76b are formed by stepped through holes having planar circular openings. Pinion gear receiving portions (top portions) 76a1 and 76b1 formed on a spherical surface having a predetermined curvature and receiving pinion gears 280 and 281 (to be described later) on which centrifugal force acts are provided at the inner peripheral edges of the pinion gear insertion holes 76a and 76b. It has been.

  The first differential device 72 includes two pinion gears 280 and 281 (only the pinion gear 281 shown in the drawing) parallel to each other along an axial direction perpendicular to the rotation axis O of the casing 74, and left and right 2 meshing with the pinion gears 280 and 281. It has the side gears 77L and 77R and is configured to function as a center differential.

  The pinion gears 280 and 281 function as a first input member, and are rotatably supported by the pinion gear insertion holes 76a and 76b and an extending portion (not shown). When the rotational driving force of any one of the vehicles (four-wheeled vehicle) decreases, the engine-side rotation determined by multiplying the torque bias ratio of the side gears 77L and 77R and the torque bias ratio of the side gears 79L and 79R. The driving force is received from the casing 74 and input to the side gears 77L and 77R.

  The side gears 77L and 77R are annular bevel gears that mesh with the pinion gears 280 and 281 and are rotatably supported in the second casing element 76. The side gear 77L functions as a first output member, and the side gear 77R functions as a second output member. A case 78 having pinion gear insertion holes 78a and 78b is attached to the back surface of the side gear 77L. A thrust washer 710 is interposed between the back surface of the side gear 77L and the back surface of the side gear 79R (described later). On the rear surface of the side gear 77R, a side gear cylinder portion 77Ra for inserting an axle that is rotatably inserted into the side gear cylinder portion insertion hole 76c is integrally provided. A thrust washer 711 is interposed between the back surface of the side gear 77R and the inner opening periphery of the side gear cylinder part insertion hole 76c. A rear axle (not shown) is connected to the side gear cylinder portion 77Ra via a propeller shaft (not shown) or the like.

  The second differential device 73 includes two pinion gears 282 and 283 (only the pinion gear 283 is shown) parallel to each other along an axial direction perpendicular to the rotation axis O of the casing 74, and left and right 2 meshing with the pinion gears 282 and 283. It has two side gears 79L and 79R, and is configured to function as a front differential.

  The pinion gears 282 and 283 function as a second input member, and are rotatably supported by the pinion gear insertion holes 78a and 78b and an extending portion (not shown). When the rotational driving force of any one of the vehicles (four-wheeled vehicle) decreases, the rotational driving force on the engine side determined by the torque bias ratio of the side gears 79L and 79R is obtained from the first differential device 72 (case 78). It is configured to receive and input to the side gears 79L, 79L.

  The side gears 79L and 79R are substantially annular gears having boss portions 79La and 79Ra and gear portions 79Lb and 79Rb having different outer diameters. The side gears 79L and 79R mesh with the pinion gears 282 and 283, and the boss portions 79La and 79Ra are respectively inserted into axle insertion holes. It is rotatably supported in the casing 74 so as to face the 75L and the side gear 77L. Left and right front axles (not shown) are respectively spline-fitted to the side gears 79L and 79R. The side gear 79L functions as a third output member, and the side gear 79R functions as a fourth output member. A thrust washer 712 is interposed between the back surface of the side gear 79L and the inner opening periphery of the axle insertion hole 75L.

[Operation of Hybrid Differential Device 71 for Vehicle]
First, when torque from the engine side of the vehicle is input to the casing 74 via the drive pinion and the ring gear, the casing 74 is rotated around the rotation axis O. Next, when the casing 74 is rotated, this rotational force is transmitted to the pinion gears 280 and 281 and further transmitted from the pinion gears 280 and 281 to the side gears 77L and 77R. Thereby, the side gears 77L and 77R are rotated, and the rotational force of the side gear 77L is transmitted to the pinion gears 282 and 283 via the case 78. Then, the pinion gears 282 and 283 are rotated, and this rotational force is transmitted to the side gears 79L and 79R.

  In this case, the rear axle is connected to the side gear 77R (side gear cylinder portion 77Ra), and the left and right front axles are spline-fitted to the side gears 79L and 79R, respectively, so that torque from the engine side is driven by the drive pinion and ring gear. The casing 74 and the first differential device 72 (pinion gears 280 and 281 and the side gear 77R) are transmitted to the rear axle and the casing 74 and the first differential device 72 (pinion gears 281 and 282 and the side gears 77L and 77R). Transmission to the left and right front axles via the case 78 and the second differential device 73 (pinion gears 282 and 283 and side gears 79L and 79R).

  Here, when the loads applied to the respective wheels on the front and rear left and right axles are equal, when torque from the engine side is transmitted to the casing 74, the pinion gears 280 and 281 revolve on the side gears 77L and 77R. Since the pinion gears 282 and 283 revolve on the side gears 79L and 79R, and the pinion gears 280 to 283 and the side gears 77L, 77R, 79L and 79R are rotated together with the casing 74, torque from the engine side is applied to the front and rear left and right axles. It is transmitted equally and the front and rear left and right wheels are rotated at the same rotational speed.

  On the other hand, when the vehicle turns to the left, for example, or the front right wheel falls into a muddy state during traveling, the pinion gears 280 and 281 rotate on the side gears 77L and 77R, and are driven to rotate from the engine side. The force is differentially distributed between the second differential device 73 and the rear shaft via the first differential device 72. Further, in the second differential device 73, the pinion gears 282 and 283 rotate on the side gears 79L and 79R, and the rotational driving force is differentially distributed between the left and right wheels of the front shaft. For this reason, the front left wheel and the rear shaft (left and right wheels) are rotated at a speed lower than the rotational speed of the differential case 2, and the front right wheel is rotated at a speed higher than the rotational speed of the differential case 2.

  In this case, the pinion gears 280 and 281 of the first differential device 72 generate the rotational driving force from the engine side determined by multiplying the torque bias ratio of the side gears 77L and 77R and the torque bias ratio of the side gears 79L and 79R. The pinion gears 282 and 283 of the second differential device 73 input the rotational driving force from the side gear 77R determined by the torque bias ratio of the side gears 79L and 79R to the side gears 79L and 79R.

For this reason, a large rotational driving force can be moved from the high speed (low load) side to the low speed (high load) side during differential rotation by multiplying the torque bias ratio, and the overall rotational driving force can be increased. it can. For example, it is assumed that the torque bias ratio a of the side gears 77L and 77R and the torque bias ratio b of the side gears 79L and 79R are both a and b = 2, and the torque T ₁ of the front right wheel is reduced to T ₁ = 10. In this case, as shown in FIG. 39, the torque T ₂ of the front left wheel is T ₂ = T ₁ × b = 20, so the torque T ₃ input to the second differential device 73 is T ₃ = T. ₁ + T ₂ = 30. Further, the torque T ₄ input to the first differential device 72 is T ₄ = T ₃ × a = 60. Accordingly, the torque T ₅ from the engine side _{T 5 = T 3 + T 4} = 90 , and the torque from the engine side is increased.

[Effect of the seventh embodiment]
According to the seventh embodiment described above, in addition to the effects (1) to (7) of the first embodiment, the following effects can be obtained.

(1) The pinion gears 280 and 281 input the rotational driving force from the engine side determined by multiplying the torque bias ratio of the side gears 77L and 77R and the torque bias ratio of the side gears 79L and 79R to the side gears 77L and 77R, and the second difference Since the pinion gears 282 and 283 of the moving device 73 input the rotational driving force from the side gear 77R determined by the torque bias ratio of the side gears 79L and 79R to the side gears 79L and 79R, the load is low during differential rotation due to the multiplication effect of the torque bias ratio. A large rotational driving force can be moved from the side to the high load side, and the rotational driving force as a whole can be increased.

(2) Since the first differential device 72 and the second differential device 73 have a torque bias function, it is not necessary to add a differential limiting device separately, and the cost can be reduced.

  As mentioned above, although the hybrid differential apparatus for vehicles of this invention was demonstrated based on said embodiment, this invention is not limited to said embodiment, In the range which does not deviate from the summary, it is various aspects. For example, the following modifications are possible.

(1) In the present embodiment, a case where both the first differential device 72 and the second differential device 73 are bevel gear type differential devices (vehicle differential devices having shaftless pinion gears) will be described. However, the present invention is not limited to this, and as shown in FIG. 40, a vehicle differential with a shaftless pinion gear is used as the first differential 401 and another bevel gear type is used as the second differential 402. A differential device may be used. As shown in FIG. 41, a vehicle differential device (bevel gear type differential device) provided with a pinion gear with a shaft is used as the first differential device 403, and a shaftless pinion gear is provided as the second differential device 404. A vehicle differential device may be used.

(2) In the present embodiment, the case where the first differential device 72 functions as a center differential and the second differential device 73 functions as a front differential has been described. However, the present invention is not limited to this, The first differential device may function as a center differential, and the second differential device may function as a rear differential.

[Eighth embodiment]
FIG. 42 is a cross-sectional view for explaining a hybrid differential apparatus for a vehicle according to an eighth embodiment of the present invention. In FIG. 42, the same or equivalent members as in FIGS.

  As shown in FIG. 42, the hybrid differential apparatus 81 for a vehicle shown in the eighth embodiment is used as a first differential apparatus 82 with a planetary gear differential apparatus, and a bevel gear differential is used as the second differential apparatus 83. Using a moving device (a vehicle differential equipped with a shaftless pinion gear), these differentials 82 and 83 are arranged in parallel along a direction perpendicular to the rotation axis O of the casing 84.

  For this reason, the casing 84 includes a first casing element 85 having an axle insertion hole 85L and a second casing element 86 having a sun gear cylinder portion insertion hole 86c. The first differential device 82 and the second differential device 83 are provided. Is configured to accommodate.

  The first differential device 82 includes a planetary gear 290 positioned on the rotation axis O, a first case 291 with an internal gear positioned outside the planetary gear 290, and a sun gear facing the first case 291. The second case 292 is configured to function as a center differential.

  The planetary gear 290 functions as a first input member that rotates together with the casing 84 and is rotatably disposed in the casing 84 (second casing element 86). When the rotational driving force of any one wheel of the vehicle decreases, the torque bias ratio of the first case 291 (internal gear 291a) and the second case 292 (sun gear 292a) and the side gears 295L and 295R (described later) A rotational driving force determined by multiplication with the torque bias ratio is input to the second differential device 83 (pinion gears 293 and 294).

  The first case 291 has an internal gear 291 a that meshes with the planetary gear 290, and is configured to receive a rotational force from the planetary gear 290 as a first output member and output it to the second differential device 83. The first case 291 is provided with pinion gear insertion holes 291b and 291c that open in a direction perpendicular to the rotation axis O. The first case 291 is provided with side gear insertion holes 291d and 291e that open in the direction of the rotation axis O.

  The second case 292 has a sun gear 292a meshing with the planetary gear 290b on its outer surface, and is configured to receive a rotational force from the planetary gear 290 as a second output member and output it to the rear shaft. Pinion gear receiving portions (top portions) 292b and 292c formed on a spherical surface having a predetermined curvature are provided on the inner surface of the second case 292 to receive pinion gears 293 and 294 (described later) on which centrifugal force acts. The second case 292 is provided with a sun gear cylinder portion 292d that is inserted through the sun gear cylinder portion insertion hole 86c.

  The second differential device 83 includes two pinion gears 293 and 294 that are parallel to each other along an axial direction perpendicular to the rotation axis O of the casing 84, and two left and right side gears 295L and 295R that mesh with the pinion gears 293 and 294. And is configured to function as a front differential.

  The pinion gears 293 and 294 function as a second input member, and are rotatably supported by the pinion gear insertion holes 291b and 291c and an extension part (not shown). When the rotational driving force of any one of the vehicles (four-wheeled vehicle) decreases, the rotational driving force on the engine side determined by the torque bias ratio of the side gears 295L and 295R is changed to the first differential device 82 (first case 291). ) And input to the side gears 295L and 295R.

  The side gears 295L and 295R are substantially ring-shaped bevel gears having boss portions 295La and 295Ra and gear portions 295Lb and 295Rb having different outer diameters. It is rotatably supported in the casing 84 so as to face the hole 85L and the sun gear cylinder portion 292d. The left and right front axles (not shown) are spline-fitted to the side gears 295L and 295R, respectively. The side gear 295L functions as a third output member, and the side gear 295R functions as a fourth output member. A thrust washer 296 is interposed between the back surface of the side gear 295L and the inner opening periphery of the axle insertion hole 85L, and a thrust washer 297 is interposed between the back surface of the side gear 295L and the inner surface of the second case 292. .

[Operation of Hybrid Differential Device 81 for Vehicle]
First, when torque from the engine side of the vehicle is input to the casing 84 via the drive pinion and the ring gear, the casing 84 is rotated around the rotation axis O. Next, when the casing 84 is rotated, this rotational force is transmitted to the planetary gear 290, and further transmitted to the internal gear 291a of the first case 291 and the sun gear 292a of the second case 292 via the planetary gear 290. . Thereby, the internal gear 291a and the sun gear 292a are rotated, and this rotational force is transmitted to the pinion gears 293 and 294 via the first case 291. Thereafter, the pinion gears 293 and 294 are rotated, and this rotational force is transmitted to the side gears 295L and 295R.

  In this case, since the rear axle is connected to the second case 292 (sun gear cylinder portion 292d) and the left and right front axles are spline-fitted to the side gears 295L and 295R, the torque from the engine side is driven by the drive pinion. And the ring gear, the casing 84, and the first differential device 82 (the planetary gear 290 and the first case 291 and the first case 292) are transmitted to the rear axle, and the casing 84 and the first differential device 72 (the planetary gear 290). And the first case 291, the second case 292) and the second differential device 73 (pinion gears 293, 294 and side gears 295L, 295R) are transmitted to the left and right front axles.

  Here, in the case where the loads applied to the respective wheels on the front and rear left and right axles are equal, when the torque from the engine side is transmitted to the casing 84, the planetary gear 290 receives this rotational driving force and the first case 291 is received. And rotated together with the second case 292. Of these rotational driving forces, the rear shaft is rotated by receiving the rotational driving force from the second case 292 as it is. Further, the pinion gears 293 and 294 receive the rotational driving force from the first case 291 and revolve on the side gears 295L and 295R, and the pinion gears 293 and 294 and the side gears 295L and 295R are rotated together with the casing 84. For this reason, the torque from the engine side is equally transmitted to the front and rear left and right axles, and the front and rear left and right wheels are rotated at the same rotational speed.

  On the other hand, when the vehicle turns to the left, for example, or the front right wheel falls into a muddy state during traveling, torque from the engine side is transmitted via the first differential device 82 to the second differential device. 83 and differentially distributed to the rear shaft. Further, in the second differential device 83, the pinion gears 293 and 294 rotate on the side gears 295L and 295R, and the rotational driving force is differentially distributed between the left and right wheels of the front shaft. For this reason, the front left wheel and the rear shaft (left and right wheels) are rotated at a speed lower than the rotational speed of the casing 84, and the front right wheel is rotated at a speed higher than the rotational speed of the casing 84.

  In this case, the planetary gear 290 of the first differential device 82 generates a rotational driving force from the engine side determined by multiplying the torque bias ratio of the internal gear 291a and sun gear 292a and the torque bias ratio of the side gears 295L and 295R. , 294, and the pinion gears 293, 294 of the second differential device 83 input the rotational driving force from the internal gear 291a determined by the torque bias ratio of the side gears 295L, 295R to the side gears 295L, 295R.

  For this reason, as in the seventh embodiment, a large rotational driving force can be moved from the high speed (low load) side to the low speed (high load) side during differential rotation by the multiplication effect of the torque bias ratio, The rotational driving force as a whole can be increased.

[Effect of the eighth embodiment]
According to the eighth embodiment described above, in addition to the effects (1) to (7) of the first embodiment, the following effects can be obtained.

(1) The planetary gear 290a inputs the rotational driving force from the engine side determined by the multiplication of the torque bias ratio of the internal gear 291a and the sun gear 292a and the torque bias ratio of the side gears 295L and 295R to the pinion gears 293 and 294. 2 Since the pinion gears 293 and 294 of the differential gear 83 input the rotational driving force from the pinion gears 293 and 294 determined by the torque bias ratio of the side gears 295L and 295R to the side gears 295L and 295R, the differential is caused by the multiplication effect of the torque bias ratio. A large rotational driving force can be moved from the low load side to the high load side during rotation, and the overall rotational driving force can be increased.

(2) Since the first differential device 82 and the second differential device 83 have a torque bias function, it is not necessary to add a differential limiting device separately, and the cost can be reduced.

  As mentioned above, although the hybrid differential apparatus for vehicles of this invention was demonstrated based on said embodiment, this invention is not limited to said embodiment, In the range which does not deviate from the summary, it is various aspects. For example, the following modifications are possible.

(1) In the present embodiment, the case where the first output member is the first case 291 with an internal gear and the second output member is the second case 292 with a sun gear has been described. The first output member is a first case 391 with a sun gear as shown in FIG. 43, and the second output member may be a second case 392 with an internal gear as shown in FIG.

(2) In the present embodiment, the case where the first differential device 82 and the second differential device 83 are juxtaposed in a direction perpendicular to the rotation axis O (radial type) has been described. 44 and 45, the first differential device 82 and the second differential device 83 may be arranged in parallel in the direction of the rotation axis O (axial type). In this case, in FIG. 44, the first output member is constituted by a first case 393 with an internal gear, and the second output member is constituted by a second case 394 with a sun gear. In FIG. 45, the first output member is constituted by a first case 395 with a sun gear, and the second output member is constituted by a second case 396 with an internal gear.

(3) In the present embodiment, the case where the first differential device 82 functions as a center differential and the second differential device 83 functions as a front differential has been described. However, the present invention is not limited to this, The first differential device may function as a center differential, and the second differential device may function as a rear differential.

  While the preferred embodiments of the invention have been illustrated and described, it will be clear that such embodiments have been presented by way of example. Those skilled in the art may make various modifications, changes and substitutions within the scope of the present invention. Therefore, the present invention should be defined by the spirit and scope described in the claims.

1, 21, 31, 41, 51, 61 ... differential gears 2, 22, 72, 200, 220 ... differential case 2A ... first case element 2B ... second case element 2C ... third case element 2D ... fourth Case element 2a ... Case body 2b ... Pinion gear retaining ring,
3, 4, 28, 29, 281, 283, 293, 293, 294... Pinion gears 3A, 4A, 28B, 29B... Sliding parts 3a, 4a, 28a, 29a ... first held parts 3b, 4b, 28b, 29b ... 2nd held part 5L, 5R, 77L, 77R, 79L, 79R, 295L, 295R ... 500L, 500R ... Side gear 5La, 5Ra, 79La, 79Ra, 295La, 295Ra ... Boss part 5Lb, 5Rb, 79Lb, 79Rb, 295Lb , 295Rb: Gear portions 6L, 6R, 20, 27L, 27R, 296, 297, 710, 711, 712 ... Thrust washers 7 ... Space portions 8L, 8R ... Swelling portions 9L, 9R, 23L, 23R, 75L, 85L ... Axle insertion holes 9La, 9Rb... Large diameter portions 9Lb, 9Rb... Small diameter portions 9Lc, 9Rc, 23La, 23Ra. Stasher receiving portions 10, 11, 24, 25, 76a, 76b, 78a, 78b, 291b, 291c ... pinion gear insertion holes 10a, 11a ... first pinion gear support surfaces 12L, 12R, 26L, 26R ... side gear passage holes 13 ... for mounting Flange 14, 15 ... Extension portion 14a, 15a ... Second pinion gear support surface 16, 17, 10A, 11A, 76a1, 76b1, 292b, 292c ... Pinion gear receiving portion 18, Cs ... Straight portion 19, Ct ... Tapered portion A, C ... Gear portion B ... Base end portions 28A, 29A, 71a ... Through holes 32a, 42a, 52a, 62a, 420a, 520a ... First pinion gears 32b, 42b, 52b, 62b, 420b, 520b ... Second pinion gears 32c, 42c , 52c, 62c, 420c, 520c... 3rd pinion gear 32d 42d, 52d, 62d, 420d, 520d ... 4th pinion gears 32e, 42e, 52e, 62e, 520e ... 5th pinion gears 32f, 42f, 52f, 62f, 520f ... 6th pinion gears 33a, 43a, 53a, 63a, 430a, 530a ... 1st pinion gear insertion hole 33b, 43b, 53b, 63b, 430b, 530b ... 2nd pinion gear insertion hole 33c, 43c, 53c, 63c, 430c, 530c ... 3rd pinion gear insertion hole 33d, 43d, 53d, 63d, 430d, 530d ... fourth pinion gear insertion holes 33e, 43e, 53e, 63e, 530e ... fifth pinion gear insertion holes 33f, 43f, 53f, 63f, 530f ... sixth pinion gear insertion hole 62g ... seventh pinion gear 62h ... eighth pinion gear 63g ... 7 pinio Gear insertion hole 63h ... eighth pinion gear insertion holes 71, 81 ... vehicle hybrid differential device 72, 82 ... first differential device 73, 83 ... second differential device 74, 84 ... casing 75, 85 ... first casing Element 76, 86 ... second casing element 76c ... side gear cylinder part insertion hole 77Ra ... side gear cylinder part 78 ... case 220a ... through hole 221 ... pinion gear support member 290 ... planetary gears 291, 391, 393, 395 ... first case 291a ... Internal gears 291d, 291e ... side gear insertion holes 292, 392, 394, 396 ... second case 292a ... sun gear 292d ... sun gear cylinder 500La, 500Ra ... gear inner periphery 500Lb, 500Rb ... gear outer periphery 2C1, 2C2 ... notch A1, C2 ... convex teeth A2, C1 ... tooth gap a1, c ... tooth tip surface O ... rotation axis

Claims (6)

A first differential member having a first input member that is rotationally driven, and first and second output members for front wheels and rear wheels that are rotationally driven in response to a rotational driving force from the first input member;
A second input member that is rotationally driven by receiving a rotational driving force from the first or second output member, and a front wheel or a rear wheel that is rotationally driven by receiving a rotational driving force from the second input member; A second differential having third and fourth output members for left and right wheels;
A casing that houses the first and second differential devices and that rotationally drives the first input member;
The first differential device is:
A plurality of shaftless pinion gears that are rotatably supported in a plurality of pinion gear insertion holes that are formed in the differential case and have extensions extending into the differential case, are provided as the input member,
It has an outer diameter larger than the outer diameter of the plurality of pinion gears, and is incorporated into the differential case from a side gear passage hole formed in the differential case so as to mesh with the plurality of pinion gears and freely rotate inside the differential case. And a pair of side gears supported by the vehicle as the first and second output members. The first input member of the first differential device has a torque bias ratio of the first and second output members and the third and fourth output members when the rotational driving force of any one wheel is reduced. Enter the rotational driving force determined by multiplication with the torque bias ratio of
The hybrid differential system for a vehicle according to claim 1, wherein the second input member of the second differential device inputs a rotational driving force determined by a torque bias ratio of the third and fourth output members. A first differential member having a first input member that is rotationally driven, and first and second output members for front wheels and rear wheels that are rotationally driven in response to a rotational driving force from the first input member;
A second input member that is rotationally driven by receiving a rotational driving force from the first or second output member, and a front wheel or a rear wheel that is rotationally driven by receiving a rotational driving force from the second input member; A second differential having third and fourth output members for left and right wheels;
A casing that houses the first and second differential devices and that rotationally drives the first input member;
The second differential device is:
A shaftless pinion gear formed in the differential case and rotatably supported in a plurality of pinion gear insertion holes having an extending portion extending into the differential case is provided as the second input member.
It has an outer diameter larger than the outer diameter of the plurality of pinion gears, and is incorporated into the differential case from a side gear passage hole formed in the differential case so as to mesh with the plurality of pinion gears and freely rotate inside the differential case. A hybrid differential device for a vehicle comprising a pair of side gears supported by the first and second output members as the third and fourth output members. The first input member of the first differential device has a torque bias ratio of the first and second output members and the third and fourth output members when the rotational driving force of any one wheel is reduced. Enter the rotational driving force determined by multiplication with the torque bias ratio of
The hybrid differential device for a vehicle according to claim 3, wherein the second input member of the second differential device inputs a rotational driving force determined by a torque bias ratio of the third and fourth output members. A first differential member having a first input member that is rotationally driven, and first and second output members for front wheels and rear wheels that are rotationally driven in response to a rotational driving force from the first input member;
A second input member that is rotated by receiving a rotational driving force from the first or second output member, and a front wheel or a rear wheel that is rotated by receiving a rotational driving force from the second input member; A second differential having third and fourth output members for the left and right wheels;
A casing that houses the first and second differential devices and that rotationally drives the first input member;
The first and second differential devices are:
A plurality of shaftless pinion gears, which are respectively formed in the first and second differential cases and are rotatably supported in a plurality of pinion gear insertion holes having extending portions extending into the differential cases, are provided in the first and second differential cases. 2 as input members,
The plurality of pinion gears has an outer diameter larger than the outer diameter of the plurality of pinion gears, and is incorporated into the first and second differential cases from side gear passage holes formed in the first and second differential cases, respectively. And a pair of side gears that are rotatably supported inside the first and second differential cases as the first and second output members and the third and fourth output members. Hybrid differential for vehicles. The first input member of the first differential device has a torque bias ratio of the first and second output members and the third and fourth output members when the rotational driving force of any one wheel is reduced. Enter the rotational driving force determined by multiplication with the torque bias ratio of
The hybrid differential apparatus for a vehicle according to claim 5, wherein the second input member of the second differential apparatus inputs a rotational driving force determined by a torque bias ratio of the third and fourth output members.

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