JP2014109344A - Bearing gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine the size of a gear by setting a gear tooth shape to an involute curve at all the time and setting a gear-module while considering transmission torque or an impact coefficient, to determine a gear effective radius while considering a reduction ratio of the gear or a safety coefficient, and to reduce an outer shape of an effective diameter as further as possible although the outer shape becomes significantly large in the case where the transmission torque ot the impact coefficient is large.SOLUTION: In a gear device, conventional involute type gears are changed to a drive pinion gear 9 including a semicircular convex gear on a cross section in a rotating direction and a ring gear 8 with a semicircular concave gear on a cross section in a rotating direction. Further, performance improvement is achieved by adding a torsion angle to the shape of teeth. The gear is changed to a semicircular concave gear by a pinion gear 5 and a side gear 6 and a roller 3 is inserted thereto, thereby achieving larger transmission power in a structure having a number of contact areas in a differential mechanical portion. The semicircular concave and convex gears of the pinion gear and the ring gear are disposed successively while adding a tilt angle thereto. Thus, round torsion for winding around a rotary shaft is added further.

Description

The present invention is used in a device (differential) that transmits and distributes the rotational force of a four-wheeled vehicle to the left and right. In particular, a four-wheel drive vehicle requires a third differential for not only the left and right but also the differential of the front and rear rotational speeds. This is a technique for reducing the volume of the differential by changing it to a semicircular uneven gear.

At present, the differential type (differential) uses a helical-involute gear, and this tooth type is changed to a semicircular uneven gear.
Furthermore, in order to transmit high horsepower, a semi-circular uneven spiral bevel gear is adopted.

JP 63-53036, JP-B 47-14528, US 3748920,

The gear tooth profile must be an involute curve, and the gear size is determined by setting the gear module in consideration of the transmission torque and impact coefficient. The effective gear radius is determined in consideration of the gear reduction ratio and safety factor. When the transmission torque and impact coefficient are large, it becomes considerably large. I want to make the effective diameter as small as possible.

It is impossible to reduce the surface pressure between gears using involute gears because they are in line contact with each other. The friction resistance of the gear is determined by (torque force) / (contact area). Since the frictional strength is determined by the gear thickness-width portion, the gear thickness must be increased.

1) If you want to make a differential, review the two types of gear shapes, where a differential that combines two pairs of pinions and side gears is essential. In other words, the easy-to-break shape is semicircular concave (Mt. Fuji) and the root is configured to the maximum, making it as small as possible.
2) Insert and place a conical roller in the pinion and side gear gap.
3) Place the front and rear rings on the outside of the roller and fix them so that they do not come off.
4) Change the ring gear rotational surface to a semicircular concave gear, and change the drive pinion gear to a semicircular convex gear.
5) Change the ring gear and drive pinion gear semi-circular uneven gear into a spiral bevel gear with a twist angle with respect to the shaft.

1) Two pairs of pinions and side gears, where the root part of the gear is easy to break, has become the most difficult to break, increasing durability.
2) Inserting a conical roller into the gap distributed stress and increased durability.
3) Easy assembly with front and rear rings.
4)) The ring gear and the drive pinion gear are semi-circular uneven gears, so that they are the most unbreakable, further improving durability.
5) By attaching a twist angle to the semi-circular uneven gear of the ring gear and drive pinion gear, it becomes strong against impact.

The semicircular concave shape can be cut with a very simple gear, with a semicircle cut and a reverse Mt. Fuji cut. In all cases, this simplicity is the greatest attraction, and it is much more wear resistant than involute gears with line contact, because it can withstand the entire semicircle even if it is worn by friction.

The rotational force of the drive pinion gear 9 connected to the input shaft 15 is a semicircular concave gear, and the transmission force is increased by providing a gap so that the gear for the concave portion has sufficient strength. The involute gear is already at its limit, and the only transmission means is the bearing gear (semi-circular uneven gear) of the present invention.

<< First Claim Embodiment >> (See FIGS. 1 to 9)
The overall structure is: input shaft 15 → drive pinion gear 9 → ring gear 8 → pinion gears 5a, 5b → side gears 6a, 6b → left and right rear shafts 14a, 14b → left and right rear tires. A semicircular concave gear is adopted for the pinion gear 5 side gear 6 so that the roller 3 is engaged with the concave groove in the semicircular concave portion.

The contact cross section is shown in FIG. Further, inside the ring gear 8, there is a gear case 12 in which a pinion gear, a roller, and a side gear are vertically meshed. The pinion gear 5 fixes the front part of the roller 3 with the front ring 1. The rear part of the roller 3 is fixed by the rear ring 2, and the roller is engaged with the concave groove of the side gear 6 to form a cross section as shown in FIG.

Roller 3 has a triangular pyramid shape with a roller shaft 4a at the front and a roller shaft 4b at the back. This part has a small radius of rotation, and front ring 1 and rear ring 2 enter this part. Combined in shape. The front ring 1 and the rear ring 2 are fixed to the pinion gear 5 with bolts.

The front ring 1 and the rear ring 2 do not rotate because they are fixed with bolts. However, the roller 3 has a rotatable structure. This is because the pinion gear and the side gear 6 are subjected to intense pressing force and become shock absorbers. Roller 3 itself does not rotate. The front ring 1 and the rear ring 2 are round and circular.

Push the opponent's side gear 6 and rotate. In the side gear 6, rear shafts 14a and 14b penetrate through a spline groove portion of the central axis. The rear shafts 14a and 14b are connected to tires. The distribution of the rotational speeds of the pinion gear and the side gear 6 creates a rotational difference between the left and right rear shafts 14a and 14b.

The pinion gear and the side gear 6 repeatedly rotate vigorously and are subject to pressing force and frictional force, but the rollers serve as cushions and there are front and rear rings so that they do not disassemble. The rotation is transmitted from the input shaft to the gear case 12, and the difference in rotation speed between the pinion gears 5a and 5b becomes the rotation difference between the side gears 6a and 6b. The side gear is directly connected to the tire.

≪Design specifications≫ When designing the present invention, in order to reduce the volume as much as possible,
I want to increase the transmission torque by increasing Z (module).
This is because, if Z (module) is large, the transmission horsepower is naturally large, but it cannot be rotated unless the meshing ratio of the semicircular uneven gear is 1 or more.
Roller 3 is a normal bearing-ring relationship that requires significant hardness.

<< Example of Second Claim >> (See FIGS. 10 to 12, 16C as viewed)
A feature of the present invention is that a simpler semi-convex gear is employed in the drive pinion gear 9 so that the semi-circular convex portion is engaged with the concave groove of the ring gear 8.
In the first embodiment, the pinion gear 5 and the side gear 6 are semicircular concave gears.

In the second embodiment (see FIG. 16), the drive pinion gear 9 is a semicircular convex gear and the ring gear 8 is a semicircular concave gear. The teeth of the drive pinion gear 9 have a semicircular convex shape, and the semicircular portion engages with the semicircular concave portion of the ring gear 8.
Both are circular, the contact area is the entire semicircle, and the semicircle X tooth thickness = contact area.

<< Third embodiment of the third claim >> (see FIGS. 13 to 16) D view As shown in the third embodiment, the drive pinion gear 18 and the ring gear 17 are also semi-circular concave and convex gears. (Tilt and twist) (with bevel gear).
A constant twist angle is provided between the two gears so that they are engaged with each other and transmitted. Each part meshes with a certain twist angle with respect to the shaft.
Spiral bevel gears are used in many automobile differentials. FIG. 16 is a view as viewed in the direction of arrow D in FIG. Since there are various constant twist angles, there is no limitation (9 ° to 20 °).

<< Fourth Example of Third Claim >> (FIG. 15, on the back side of the arrow E)
A straight semicircular concavo-convex gear having a straight slope on the gear surface can also be manufactured (helical bevel semicircular gear). This is a product manufactured with a straight tooth inclination (inclination with respect to the rotation axis), and is a simple manufacturing method. The twist angle between the gears not only transmits higher horsepower-high torque, but also is more resistant to impact.

A method of shifting the central rotation axis of the spiral semicircular concavo-convex gear in parallel should be put into practical use (hypoid gear).
FIGS. 13 and 14 show a spiral semicircular convex gear and a semicircular concave gear. Since there are various torsion angles between the gears, even if the circumferential error or backlash is large or small, it is sufficient. These structures are certainly inexpensive when used as mass-produced parts. In addition, the durability and impact resistance are considerably high, which makes it convenient for producers who want to make them as small as possible.

In the first, second and third embodiments, the concave and convex shapes of the drive pinion gear 7 and the ring gear 8 can be reversed. Even if the drive pinion gear 7 is a semicircular concave gear and the ring gear 8 is reversed to the semicircular convex gear, the function is not changed in the same manner. The drive pinion gear can transmit high torque by separating the gap between the concave teeth.

In particular, a four-wheel drive vehicle requires a differential that adjusts the rotational difference between the front wheels and the rear wheels, and a third differential is also required for the front and rear differentials. Any differential machine wants to be smaller, so cheap and lightweight machines are possible, but the benefits are immeasurable, unsprung weight is minimized. Miniaturization of the differential is a necessary and sufficient condition above all for four-wheel drive vehicles.

Reducer of the present invention, center vertical sectional view Enlarged view of the center of FIG. A view of arrow A in FIG. Schematic diagram of roller and side gear in Fig. 2 Front ring, rear ring front, sectional view Front and rear ring schematic Front view of pinion gear, center section Side gear front view B arrow view of Figure 2 Ring gear, drive pinion gear center vertical section Ring gear front view Schematic diagram of ring gear and drive pinion gear Ring gear front view of the third embodiment Schematic diagram of ring gear and drive pinion gear in FIG. Front view of ring gear and drive pinion gear of the third embodiment View C in FIG. 10, view D in FIG. 13, view E in FIG.

1 ・ ・ Front ring 2 ・ ・ Rear ring 3 ・ Colo
4a ... Roller shaft 4b ... Roller shaft 5a, b ... Pinion gear
6 a, b ... side gear 7a, b ... pinion shaft
8. Ring gear 9 Drive pinion gear
10. ・ Bearing 11. ・ Bearing
12. ・ Gear case 13 ・ ・ Differential housing
14a ・ ・ Rear shaft 14b ・ ・ Rear shaft
15. ・ Input shaft 16 ・ ・ Third embodiment of bolt (magbular bevel gear)
17 ・ ・ Ring gear 18 ・ ・ Drive pinion gear
19 ・ ・ Oil seal 20 ・ ・ Colour 4th embodiment (helical bevel gear)
21 ・ ・ Ring gear 22 ・ ・ Drive pinion gear
twenty three··

Claims (3)

In a four-wheeled vehicle differential, the rotation direction of the pinion gear 5 and the side gear 6 is a semi-circular concave gear provided on the entire circumference, and at least one roller 3 is disposed between the two gears, and the front part of the roller. A bearing gear characterized by having a front ring 1 on the rear and a rear ring 2 on the rear, which are fixed to the pinion gear 5 and rotated. In the above-described differential device, the rotational direction cut surface of the drive pinion gear 9 connected to the input shaft 15 is a semicircular convex gear, and the rotational direction cut surface of the ring gear 8 connected thereto is a semicircular concave gear all around. The bearing gear according to claim 1, characterized in that it is provided on the bearing. In the above-described differential device, the rotational direction cut surface of the drive pinion gear 9 is a semicircular convex gear and has a constant twist angle with respect to the rotational axis, and the rotational direction cut surface of the ring gear 8 connected thereto is a semicircular concave gear. The bearing gear according to claim 1, wherein a semicircular concave spiral bevel gear having a twist angle equivalent to that of a drive pinion gear is provided on the entire circumference.

Images