JP4901304B2 - Differential equipment - Google Patents

Description

  The present invention relates to a differential device (hereinafter referred to as LSD) called a limited slip differential gear or the like in which a limited slip differential case is provided in a differential carrier, and in particular, the degree of use of accelerator work or engine brake, etc. The present invention relates to a differential device that makes a differential limiting force different between a low load such as a city ride and a high load such as a sports run according to increase or decrease of a driving load.

  In LSD, it has been proposed to change the differential limiting force in accordance with the driving load during travel of the vehicle (Patent Document 1).

  When a driving force is transmitted and a limited slip differential case (hereinafter simply referred to as a case) rotates, the LSD has a pair of pressure rings that are opposed to each other in the case, and the LSD is located between the case and each pressure ring. Rotational force is transmitted from the case via a multi-plate friction clutch disposed in the casing. In addition, cross-shaped pinion shafts are disposed at the opposing portions of the pair of pressure rings, and pinion gears pivotally attached to the four pinion shafts mesh with the left and right side gears, respectively. Left and right axles are attached to the left and right side gears.

  Cam groove portions that engage with cam portions formed on the pinion shafts are formed on the outer peripheral portions of the pair of pressure rings, and the pair of pressure rings are formed by a cam component mechanism that includes the cam portions and the cam groove portions. The pressure ring moves outward in the axial direction and presses the multi-plate friction clutch to increase the differential limiting force. The mechanism for increasing the pressing force with respect to the multi-plate friction clutch is that when the drive torque increases, the drive torque applied to the pair of pressure rings also increases, and the cam surface of the cam groove portion is obtained in contact with the cam portion in the axial direction. By increasing the component force.

  Therefore, in Patent Document 1 described above, the inclination angle (angle with respect to the axle direction) of the cam surface constituting the cam groove portion can be changed, and a movable member having a cam surface that comes into contact with the cam portion is formed of an elastic member. Alternatively, it is supported by a spring or an elastic body. Therefore, since the inclination angle of the movable member is small in the low torque state, the component force (hereinafter referred to as thrust force) that pushes the pair of pressure rings in the axle direction is small, and in the high torque state, the inclination angle of the movable member is greatly changed. For this reason, the thrust force of the pair of pressure rings is increased.

In this case, by setting various spring constants for the movable member, or springs for supporting the movable part or springs for the elastic body, switching points are set in the drive region at a low load and the drive region at a high load. It becomes possible to do.
Japanese Patent Application Laid-Open No. 07-293665

  In the LSD disclosed in Patent Document 1 described above, the movable members that are independently arranged on the left and right have variations in individual spring constants when the movable member itself is a spring member. If there is, there will be a difference in the thrust force applied to the left and right pressure rings. Further, since the movable member itself is a spring member, it is subjected to bending deformation as a whole by contact with the cam portion, and a predetermined thrust force cannot be applied to the pressure ring, which is not realistic.

  On the other hand, in the configuration in which the movable member is supported by an elastic body such as a spring member or a rubber member, the left and right elastic members are provided on the left and right movable members. If the spring constant of the body varies, there will be a difference in the thrust force applied to the left and right pressure rings. In addition, since the movable member is arranged between the cam portion and the cam groove, and the elastic body is arranged between the cam surface of the cam groove and the movable member, the elastic body exceeds the most bent state. The movable member cannot be inclined. For this reason, when the load is high, the movable member cannot be adjusted to the angle of the cam surface provided in the cam groove, and the thrust force depends on the maximum contraction length of each elastic body in each cam mechanism provided in a plurality of locations. As a result, the thrust force against the pressure ring varies in the circumferential direction.

  In order to solve such problems, the object of the present invention is to uniformly apply a thrust force to the left and right pressure rings without variation, to generate a predetermined thrust force even at a low load, and at a high load. For example, thrust force can be generated by directly contacting the cam surface provided on the pressure ring with the cam part, and depending on the driving load increase / decrease, such as the degree of acceleration work or engine brake work, The differential device is provided with a differential limiting function that makes the differential limiting force different between a low load such as sports driving and a high load such as sports driving.

  In addition to the above object, another object of the present invention is to provide a differential device that can easily change the switching point of the drive region at the time of high load and low load.

  According to a first configuration of a differential device that realizes the object of the present invention, an axle of a driving wheel is arranged oppositely in a differential case that is rotated by a driving force transmitted from a driving force source. A pair of left and right pressure rings that are movable in the direction, a pinion gear that is rotatably attached to a cross-shaped pinion shaft sandwiched between the pair of pressure rings, and a pinion gear that is sandwiched from both sides. Each of the pressure rings arranged between a pair of left and right side gears that mesh with the pinion gears and transmit a driving force to the axle of the drive wheel, and the pair of pressure rings and the inner wall surface of the differential case, respectively. When the shaft moves outward in the axial direction, a plurality of friction clutch members are crimped and the differential Cam component force that generates a thrust force in the axle direction by abutting the left and right multi-plate friction clutches for connecting the case and the pinion gear to limit the differential and the cam portion provided on each pinion shaft Each cam component force mechanism includes at least a cam component mechanism for forward drive that generates the thrust force on the pair of pressure rings by the forward drive force transmitted to the pair of pressure rings. The forward drive cam force distribution mechanism includes a first cam surface provided on the pair of pressure rings and a pair of left and right pressure rings that are movable relative to the pair of left and right pressure rings along a front-rear direction perpendicular to the pinion shaft. A thruster for forward driving and low load, each of which is guided by each of the pressure rings so as to be movable in the direction, and has a second cam surface at each tip surface; A pressing body that transmits the driving force from the pressure ring to the pinion shaft from the pair of forward drive low-load thrusters via elastic means, and the forward driving force transmitted to the pair of pressure rings The pair of pressure rings are moved by a thrust force by the second cam surface in a low load region until the elastic means is displaced, and by a thrust force by the first cam surface in a high load region after the elastic means is displaced. Features.

  According to a second configuration of the differential device that realizes the object of the present invention, as set forth in claim 2, in the first configuration described above, the cam component force mechanism for forward drive includes the pair of pressure rings. The pressing body is movably disposed in a bottomed groove formed along a direction orthogonal to the pinion shaft between the opposed portions, and the elastic body is provided via an action shaft that contacts the rear inner wall surface of the groove. A driving force is transmitted to the motor.

  According to a third aspect of the present invention, as described in claim 3, in the second configuration described above, the elastic means is constituted by one or a plurality of disc springs inserted through the action shaft. The number of disc springs can be adjusted by inserting and removing the action shaft from the pressing body.

  According to another aspect of the present invention for realizing the above object, in any one of the above structures, the differential case may include the cam component force corresponding to the pinion shaft. A working hole having a size that the mechanism can face is formed.

  Furthermore, as another configuration for realizing the above object of the present invention, as described in claim 5, a cap member covering the cam component mechanism is detached from the outer side in the radial direction at the tip of the pinion shaft. It is attached to be possible.

  According to the present invention, the elastic means for setting the switching driving force between the low load region and the high load region acts on the left and right thrusters having the second cam surface, so the left and right thrusters each having the second cam surface are formed. Thus, the thrust force can be generated at the same time, and a differential limitation without causing variations in the left and right drive wheels can be obtained.

  Further, the first cam surface for high load is provided on the left and right pressure rings, and the second cam surface for low load is provided on each of the left and right thrusters that can move in the front-rear direction and the thrust direction. The thruster to which the driving force from the ring is transmitted can generate a thrust force without bending deformation, and for example, can perform a differential limiting operation on the accelerator work without a response delay.

  According to the third aspect of the invention, in addition to the above effect, the switching point of the drive region at the time of high load and low load can be changed only by adjusting the number of disc springs.

  According to the invention of claim 4, the cam component mechanism can be disassembled and assembled through the work hole of the differential case. At that time, disassembling and assembling the cam component mechanism with the differential device mounted on the automobile by matching the work hole of the case with the lid of the differential carrier that houses the differential case. Can do.

  Further, according to the invention of claim 5, it is possible to prevent the members constituting the cam component mechanism from being separated by the cap member, and to prevent dust and the like from entering through the work hole of the differential case. Can be prevented.

  Hereinafter, the present invention will be described based on embodiments shown in the drawings.

  1 is a top view of a cam component force mechanism of a differential device showing an embodiment of the present invention, FIG. 2 is a longitudinal sectional view taken along the line AA of FIG. 1, and FIG. 3 is an enlarged view of the cam component mechanism shown in FIG. FIG. 4 is a longitudinal sectional view of the entire configuration of the differential device showing an embodiment of the present invention, and FIG. 5 is a diagram showing an arrangement state of pressurizing springs of the differential device shown in FIG.

  First, an overall configuration of a differential device (LSD) having a differential limiting function will be described with reference to FIGS. 4 and 5. 4 shows the left and right pressure rings 3 in order to show the relationship between the arrangement positions of the right side gear 6 and the left side gear 7 and the arrangement positions of the pinion gears 5 arranged between the side gears 6 and 7. 2, the cam surface constituting the cam component mechanism formed in 2 is omitted, and FIG. 5 omits the cam component mechanism.

  In the LSD of this embodiment, a ring gear 12 is fixed to a differential case (hereinafter abbreviated as a case) 1, and a pinion gear 13 to which the rotation of the engine is transmitted meshes with the ring gear 12 to drive from the engine (motor). The case 1 is rotated by the force. A pair of pressure rings 2 and 3 are accommodated in the case 1 so as to be movable in the axial direction of the axles 10 and 11 of the drive wheels. A pinion shaft (formed in a cross shape) 4 is disposed between the pair of pressure rings 2 and 3, and a pinion gear 5 is rotatably attached to the tip of each shaft 4. A pair of side gears 6 and 7 are meshed with each other so as to be sandwiched from both the left and right sides. The left and right axles 10 and 11 are splined to the pair of left and right side gears 6 and 7, respectively, and rotate integrally.

  Multi-plate friction clutches 8 and 9 are disposed between the left and right pressure rings 2 and 3 and the left and right inner side walls of the case 1, respectively. The multi-plate friction clutches 8 and 9 are, for example, odd-numbered friction clutch plates. Is attached to the case 1 so as to be axially movable and non-rotatable, and even-numbered friction clutch plates are attached to the side gears 6 and 7 so as to be axially movable and non-rotatable.

  Further, a pressurizing spring 14 is disposed between the left and right pressure rings 2 and 3, and the left and right pressure rings 2 and 3 are pressed so that the friction clutch plates of the left and right multi-plate friction clutches 8 and 9 are preliminarily provided. Crimping is performed at a predetermined pressure.

  In this embodiment, the cam component force mechanism functions as a differential limit during forward drive (ON), and when the drive force is transmitted from the drive wheel side using the engine brake during forward drive, the load is low. Then, the thrust force is not generated in the left and right pressure rings 2 and 3 simply by pressing the cancel thruster 48, and when the load is high, the reverse drive cam surface 50 formed on the left and right pressure rings 2 and 3 is formed on the curved surface of the pinion shaft 4. Although the formed cam surface is in contact and the differential limiting function is turned on, the present invention is not limited to this.

  For example, when the driving force is transmitted from the drive wheel side using the engine brake during forward drive, the differential limiting function can be turned off for both low and high loads by eliminating the reverse drive cam surface. it can. In addition, by providing the cancel thruster 48 with the same member as the forward thruster 46, when the driving force is transmitted from the driving wheel side using the engine brake during forward driving, the operation is limited at both low load and high load. The function can be turned on.

  In order to obtain this configuration, the pinion shaft 4 is provided with a cam portion 4A that constitutes a part of the cam component mechanism using the shaft shape of the pinion shaft, at a radially outer position than the pinion gear 5. The cam portion 4A has a substantially D-shaped axial cross section having a linear end face 4AA and an arcuate curved surface 4AB that are parallel to each other along the axle direction.

  When the forward drive force F is transmitted from the engine side to the LSD, the drive force is transmitted from the case 1 to the multi-plate friction clutches 8 and 9 to the pressure rings 2 and 3. Then, the pressure rings 8 and 9 press the multi-plate friction clutches 8 and 9 by the action of the cam component force mechanism to add the friction force to the initial friction force by the pressurizing spring 14 and further increase the friction force. The ratio of directly transmitting the rotation from the multi-plate friction clutches 8 and 9 to the side gears 6 and 7 increases. If the foot is released from the accelerator pedal during the forward travel (OFF), the engine speed decreases and the drive torque is reduced, whereby the multi-plate friction clutches 8 and 9 are pressed with the initial frictional force, and the pressure rings 3 and 4 The transmission path of the driving force is connected to the pinion shaft 4 → the pinion 5 → the side gears 6 and 7, and the differential function between the pinion 5 and the side gears 6 and 7 is turned ON.

  Next, the cam component mechanism will be described with reference to FIGS. In the description, the left-right direction refers to the left-right direction of the drive wheels when attached to the vehicle, and the front-rear direction refers to the direction perpendicular to the drive shaft of the drive wheels, and the front-rear direction of the vehicle when attached to the vehicle.

  In the present embodiment, four working holes 1 a are formed at equal intervals in the circumferential direction of the body portion of the case 1, and the axis of each pinion shaft 4 is located in the approximate center of these working holes 1 a. Assemble.

  The left pressure ring 3 and the right pressure ring 2 are formed symmetrically about the axis L extending in the front-rear direction, and the pressure rings 2 and 3 are for U-shaped inspection along the left-right direction. The first cam surfaces 21 and 31 for high load by the forward drive extending obliquely rearwardly from the openings of the long groove portions 20 and 30, and extending obliquely forwardly from the opening portions of the long groove portions 20 and 30. Further, reverse drive cam surfaces 22 and 32 are formed. The left and right pressure rings 2 and 3 have left and right first cam surfaces 21 and 31 and left and right reverse drive cam surfaces 22 and 32 having a predetermined clearance with respect to the cam portion 4A of the pinion shaft 4. It is attached.

  The left pressure ring 3 and the right pressure ring 2 are arranged with almost no gap between the opposed surfaces, and the amount of pressing the multi-plate friction clutches 8 and 9 to contract in the axial direction is actually There are few.

  Further, the pressure rings 2 and 3 are formed in a cylindrical shape. For example, in a state where the left and right pressure rings 2 and 3 are joined with the gap, the countersinking with a radius r is performed around the axis of the pinion shaft 4. The cap recess 40 is formed.

  On the opposing surfaces of the pressure rings 2, 3, three spring holes 41 in which end portions of the pressurizing springs 14 made of coil springs are fitted are arranged in a pressurizing spring section 42 arranged at a pitch of 90 degrees along the circumferential direction. Each pressurizing spring section 42 is formed between the pinion shafts 4. The number of spring holes 41 formed in the pressurizing spring section 42 is not limited to three, but may be two or four, and the pressurizing springs 14 are attached to all the spring holes 41. do not have to.

  Between the pressure spring sections 42 described above, a bottom 43 parallel to the seating surface of the cap recess 40 (in a direction perpendicular to the axis of the pinion shaft) in a state where the end faces of the pressure rings 2 and 3 are aligned. An elongated rectangular groove 44 is formed along the front-rear direction. The rectangular groove 44 has both ends in the front-rear direction and inner wall surfaces in the left-right direction when the opening is directed upward, and the rear rectangular groove 45 behind the long groove portions 20 and 30 includes a cam. A forward drive low-load thruster (hereinafter referred to as forward thruster) 46 that constitutes a component force mechanism is disposed so as to be movable in the front-rear direction. A thruster (hereinafter abbreviated as a cancel thruster) 48 is arranged so as to be movable in the front-rear direction.

  The forward thruster 46 is urged by a spring-loaded pressing block 49 </ b> A disposed between the rear rectangular groove 45 and the rear wall 45 a and is pressed against the arcuate curved surface 4 </ b> AB in the cam portion 4 </ b> A of the pinion shaft 4. Similarly, the cancel thruster 48 is urged by a spring-loaded pressing block 49 </ b> B disposed between the front rectangular groove 47 and the front wall surface 47 a and is pressed against the linear end surface 4 </ b> AA in the cam portion 4 </ b> A of the pinion shaft 4. .

  In this embodiment, the forward thruster 46 is formed in a rectangular parallelepiped shape, and is disposed on both the left and right sides with the central axis L interposed therebetween, and a low-load cam surface 46a is formed at the tip. The left and right forward thrusters 46 are in contact with both side walls of the rear rectangular groove 45, that is, the end surfaces of the left and right pressure rings 3 and 2, and in a non-driven state, the low load cam surface (hereinafter referred to as second cam surface). 46a is in contact with the arcuate curved surface 4AB of the cam portion 4A. The arcuate curved surface 4AB has a certain clearance from the left and right first cam surfaces 21 and 31 formed on the left and right pressure rings 3 and 2, respectively. Have.

  The spring-loaded pressing block 49A transmits the driving force of the pair of pressure rings 2 and 3 to which the forward driving force is transmitted to the left and right forward thrusters 46 via an elastic body such as a disc spring, and at that time, the circular portion in the cam portion 4A. The thrust force generated by the contact with the arcuate curved surface 4AB serves to guide the left and right forward thrusters 46 to be slidable in the left and right directions.

  Further, the spring-loaded pressing block 49A sets the spring constant of the spring as appropriate, thereby making contact with the second cam surface 46a of the left and right forward thrusters 46 with respect to the arcuate curved surface 4AB of the cam portion 4A. The contact function with the first cam surfaces 21 and 31 formed on the pressure rings 2 and 3 is switched and the control function is achieved. If the spring constant is increased, the drive region at a low load can be widened, and the spring constant can be reduced. For example, the driving region at a low load can be narrowed and the driving region at a high load can be increased.

  That is, if the elastic body has a large spring constant, the elastic body will not be displaced until a large forward driving force is transmitted to the pair of pressure rings 2 and 3, so that the pair of pressure rings 2 and 3 and the forward thruster The relative position to 46 does not change. Therefore, until the elastic body is displaced, the second cam surface 46a of the forward thruster 46 abuts on the curved surface 4AB of the cam portion 4A, and the forward movement moves in the left-right direction in accordance with the change of the driving force during this time. The thrust force of the thruster 46 moves the pair of pressure rings 2 and 3 in the left-right direction to adjust the friction force of the multi-plate friction clutches 8 and 9, thereby changing the differential limiting force.

  Since the driving force during this period is not large, a certain amount of slip is allowed between the friction clutches of the multi-plate friction clutches 8 and 9, the differential function by the pinion gear 5 and the side gears 6 and 7 works, and the left turn and right turn in urban driving , Can run smoothly on the curve.

  When the forward drive force transmitted to the pair of pressure rings 2 and 3 is in a high load state that is large enough to displace the elastic body, the pair of pressure rings 2 and 3 approaches the pinion shaft 4 and the pair of pressure rings 2 , 3 are in contact with the curved surface 4AB of the cam portion 4A. In this state, since the first cam surfaces 21 and 31 are in contact with the cam portion 4A, the pair of pressure rings 2 and 3 move in the left-right direction in accordance with the forward driving force in the high load region, and the multi-plate friction The clutches 8 and 9 are pressed to generate a large frictional force and enhance the differential limiting function.

  The cancel thruster 48 is formed in a rectangular parallelepiped shape, and a contact surface that contacts the linear end surface 4AA of the cam portion 4A is a flat surface parallel to the linear end surface 4AA so that a component force does not act in the left-right direction. Yes. For this reason, when the engine brake is applied during forward running, the driving force from the driving wheel side is transmitted to the cancel thruster 48 via the left and right side gears 6, 7 → pinion gear 5 → pinion shaft 4, but as described above. In addition, since the pair of pressure rings 2 and 3 are not moved in the left-right direction, the differential restriction is canceled, and the differential function of the left and right side gears 6 and 7 and the pinion gear 5 works.

  The spring-loaded pressing block 49A and the spring-loaded pressing block 49B are configured in the same structure, and the configuration of one spring-loaded pressing block 49A will be described.

  The spring-loaded pressing block 49A has a metal block main body 51 that fits in the rear rectangular groove 45 and is movable in the front-rear direction. The block main body 51 accommodates a plurality of disc springs 57 in a stacked state. The spring accommodating portion 53 and the rectangular parallelepiped pressing body 54 extending forward from the spring accommodating portion 53 are integrally formed, and the pressing body 54 is placed on the bottom 43 of the rectangular groove 44 as shown in FIG. The front wall surface of the spring accommodating portion 53 is engaged with the bottom portion 43, and the block main body 51 restricts the forward movement amount by the spring force.

  The spring accommodating portion 53 and the pressing body 54 are formed with a shaft hole 55a through which the action shaft 55 is inserted at a position (left side pressure ring 3 side) shifted from the central axis L to the left side (or right side). A plurality of disc springs 57 are stacked on the portion 53 and inserted through the action shaft 55. Further, a disc-shaped shim 56 is overlapped on the back side of the outermost disc spring 57 through the action shaft 55, and a stopper member such as a snap ring (not shown) is fixed to the action shaft 55, and the shim 56 and the plurality of disc springs are fixed. The forward drive force acting on the rear end of the action shaft 55 presses the plurality of disc springs 57 against the inner wall surface of the spring accommodating portion 53 through the shim 56 so that the rear end side does not come out from the rear end side. A driving force is transmitted to the pressing body 54.

  Since the rear end of the action shaft 55 is located on the left side of the central axis L, it abuts on the rear wall surface 45a of the rear rectangular groove 45. Since the driving force is not separately transmitted to the pair of pressure rings 2 and 3, even if the operating shaft 55 contacts the left pressure ring 3 and the driving force is transmitted, the pair of pressure rings 2 is substantially transmitted. , 3 is not different from the transmission of the driving force.

  In this way, since the forward drive force is transmitted to the left and right advance thrusters 46 by the single spring-loaded pressing block 49A, the left and right advance thrusters 46 simultaneously act on the thrust, and the plurality of disc springs 57 are elastically deformed. Switching from the low load region to start the high load region is also performed at the same timing.

  Further, the left and right advance thrusters 46 are formed in a rectangular parallelepiped shape, and the longitudinal direction thereof is disposed between the spring-loaded pressing block 49A and the cam portion 4A. The forward thruster 46 is not displaced by bending, so that the forward drive force can be transmitted to the pinion shaft 4 without loss and converted into a thrust force.

  The amount of displacement of the pair of left and right pressure rings 2 and 3 in the left and right direction under the thrust force by the action of the thrust first cam surfaces 21 and 31 and the second cam surface 46a and the cam portion 4A is small. For this reason, the groove width of the rectangular groove 44 into which the spring-loaded pressing blocks 49A and 49B are fitted slightly increases, and the spring-loaded pressing blocks 49A and 49B and the rectangular groove 44 (the rear rectangular groove portion 45 and the front rectangular groove portion 47) are defined as follows. Smooth relative movement along the front-rear direction.

  Further, in the present embodiment, the switching point between the low load region and the high load region can be changed by adjusting the number of the disc springs 57.

  To adjust the number of disc springs 57, for example, the block body 51 is pushed backward to provide a clearance between the left and right advance thrusters 46, and the left and right advance thrusters 46 are taken out using this clearance. Thereby, the block main body 51 can be taken out in a free state in the rear rectangular groove 45. The number of disc springs 57 can be increased or decreased by extracting the action shaft 55. The block body 51 can be removed by pushing the shim 56 forward to make the action shaft 55 free, moving the action shaft 55 forward, and lifting the block body 51 diagonally.

  The spring-loaded pressing blocks 49A and 49B, the left and right advance thrusters 46, and the cancel thruster 48 that constitute the cam component mechanism are configured to be able to be taken out radially outward. It is done.

  Therefore, in the present embodiment, a disc-like cap 58 formed around the hole 58a is attached to the outer end side of the cam portion 4A of the pinion shaft 4 so as to be removable. The cap 58 is fitted with a gap in a cap recess 40 formed as a circle having a radius r around the axis of the pinion shaft 4 formed on the left and right pressure rings 2 and 3.

  Since the area covered by the cap 58 is the left and right forward thrusters 46, the cancel thruster 48, and the pressing bodies 54 of the spring-loaded pressing blocks 49A and 49B, these members do not float and come out. As shown in FIG. 2, a circumferential groove 59 is formed at the upper end of the pinion shaft 4, and the cap 58 is inserted from the tip of the pinion shaft 4 through the hole 58 a, and the snap ring 60 is inserted into the circumferential groove 59. By mounting, the cap 58 is prevented from coming off.

  The pinion shaft 4 and the pressure rings 2 and 3 only move slightly relative to the front-rear direction and do not hinder this relative movement.

  This cap 58 not only prevents the rectangular groove 44 from covering the above-described members constituting the cam component mechanism, but also, for example, when the disc spring 57 or the like is exchanged, the exchange operation is not performed. It is possible to prevent dust and the like from entering the pair of pressure rings 2 and 3 from the work hole 1a of the case 1.

  The case 1 is rotatably accommodated in a differential carrier (not shown), and the work hole 1a of the case 1 is aligned with the work hole with a lid formed in the differential carrier, so that the differential device is attached to the automobile. In the mounted state, the above-described cam component mechanism and the like can be disassembled and replaced.

  In the above-described embodiment, the spring accommodating portion 53 has a configuration in which the wall surface 53a is provided only on one side portion located radially outward. However, the spring accommodating portion 53 may have a casing shape surrounding the disc spring 57 and the shim 56. good.

The figure which looked at a part of differential apparatus which shows embodiment of this invention from upper direction. AA arrow sectional drawing of FIG. The figure which shows the whole of FIG. The longitudinal cross-sectional view of the whole structure of the differential apparatus of FIG. The figure which shows the arrangement | positioning state of the pressurization spring of the differential apparatus shown in FIG.

Explanation of symbols

F Forward drive force L from engine side Center axis 1 Differential case (case)
1a Working hole 2, 3 Pressure ring 4 Pinion shaft 4A Cam part 4AA Linear end face 4AB Curved surface 5 Pinion gear 6, 7 Side gear 8, 9 Multi-plate friction clutch 10, 11 Axle 12 Ring gear 13 Pinion gear 14 Pressing spring 20, 30 Long groove portions 21, 31 First cam surfaces 22, 32 Reverse drive cam surface 40 Cap recess 41 Spring hole 42 Pressurized spring section 43 Bottom 44 Rectangular groove 45 Rear rectangular groove 45a Rear wall 46 Thruster for forward drive low load (Forward thruster)
46a Cam surface for low load (second cam surface)
47 Front rectangular groove portion 47a Front wall surface 48 Thruster for canceling differential restriction (cancellation thruster)
49A Spring-equipped pressure block 49B Spring-equipped pressure block 51 Block body 53 Spring housing portion 54 Press body 55 Action shaft 55a Shaft hole 56 Shim 57 Belleville spring 58 Cap 58a Hole portion 59 Groove 60 Snap ring

Claims (5)

A pair of left and right pressure rings arranged opposite to each other in a differential case that is rotated by a driving force transmitted from a driving force source, and is movable in the axle direction of the driving wheels;
A pinion gear rotatably attached to a cross-shaped pinion shaft sandwiched between the pair of pressure rings,
A pair of left and right side gears arranged so as to sandwich the pinion gear from both sides, and each meshing with the pinion gear to transmit driving force to the axle of the drive wheel;
Each of the pressure rings is disposed between the pair of pressure rings and the inner wall surface of the differential case. When each of the pressure rings moves outward in the axial direction, a plurality of friction clutch members are pressure-bonded to connect the differential case and the pinion gear. Left and right multi-plate friction clutch to connect and limit differential,
A cam component force mechanism for generating a thrust force in the axle direction by contact with a cam portion provided on each pinion shaft;
Have
Each of the cam component force mechanisms includes at least a cam component mechanism for forward drive that generates the thrust force on the pair of pressure rings by the forward drive force transmitted to the pair of pressure rings,
The forward drive cam component mechanism includes a first cam surface provided on the pair of pressure rings and a pair of left and right pressure rings along a front-rear direction orthogonal to the pinion shaft, and is movable in the left-right direction. A thruster for forward drive and low load, each of which is movably guided by each of the pressure rings and having a second cam surface at each end surface, and the pair of forward drive lows via elastic means by means of driving force from the pressure ring. A thrust member formed by the second cam surface in a low load region until the elastic means is displaced by a forward driving force transmitted to the pair of pressure rings. In the high load region after the displacement of the elastic means, the pair of pressure pressures are caused by the thrust force generated by the first cam surface. Differential apparatus characterized by moving the grayed.   The forward drive cam component force mechanism movably disposes the pressing body in a bottomed groove formed along a direction orthogonal to the pinion shaft between the opposing portions of the pair of pressure rings, The differential device according to claim 1, wherein a driving force is transmitted to the elastic means through an action shaft that abuts against a rear inner wall surface of the groove portion.   The elastic means comprises one or a plurality of disc springs inserted through the action shaft, and the number of disc springs can be adjusted by inserting and removing the action shaft from the pressing body. Item 3. The differential device according to Item 2.   The differential apparatus according to any one of claims 1 to 3, wherein a working hole having a size that the cam component mechanism faces is formed in the differential case so as to correspond to the pinion shaft. The differential device according to claim 1, wherein a cap member that covers the cam component mechanism is detachably attached to a distal end portion of the pinion shaft from a radially outer side.

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