JPH0225951Y2 - - Google Patents

Description

[Detailed description of the invention] (Field of industrial application) This invention is installed in a vehicle differential gear, and by stopping the differential of the differential gear, it can be The present invention relates to a deflock device that aims to improve the drivability of a vehicle under driving conditions such as roads and rocky roads.

(Prior Art) Conventionally, there are various types of this type of differential lock device, but among them, there are a differential case rotatably supported by a differential carrier in a vehicle differential gear, and a side gear in the case. An example of a device in which a dog clutch that can engage with each other is provided between a sleeve that is spline-slidingly fitted onto an axle shaft connected to the hub, and that the dog clutch can be disconnected and disconnected by movement of the hub sleeve is as follows. It is described in 1982-98227.

(Problem to be solved by the invention) However, in the past, when the vehicle was turning on normal asphalt with the differential lock device operating, that is, with the differential gear differentially fixed, In the event that
It is predicted that an excessive torque equivalent to the maximum traction of the wheels (tires) will act on the axle shaft, and there is a problem in that there is a concern that the drive power transmission system parts may be damaged. Further, there is a problem in that there is a concern that steering system parts may be damaged if forced turns are made in this state. Note that one way to solve these problems is to increase the strength of the parts, but this cannot be said to be an appropriate solution because the parts would have to be made larger.

(Means for Solving the Problems) This invention for solving the problems in the conventional technology described above consists of a differential case rotatably supported by a differential carrier in a differential gear for a vehicle, and a differential case within the case. A first dog clutch capable of engaging with each other is provided between the side gear and the hub sleeve which is spline-slidingly fitted onto the axle shaft connected to the side gear, and the dog clutch can be engaged and engaged by movement of the hub sleeve. The axle shaft is divided into an intermediate shaft on the hub sleeve side and an output shaft on the wheel side, and a second dog clutch that can engage with each other is provided between the hub sleeve and the output shaft,
The dog clutch can be connected and disconnected by moving the hub sleeve, which is contrary to the first dog clutch, and a brake device is provided at the opposing ends of the intermediate shaft and the output shaft to connect them to each other through frictional contact. The gist of the composition is what has been achieved.

(Function) According to the above-described means, when the first dog clutch is connected due to movement of the hub sleeve and the differential gear is differentially fixed, the second dog clutch is
When the dog clutch is disengaged, the driving force is transmitted between the intermediate shaft and the output shaft only by the brake device connecting the two shafts, and when the vehicle turns in this state, the wheel When an excessive torque equivalent to the maximum traction is applied to the axle shaft, the friction torque of the brake device is overcome by the same torque, causing relative rotation between the two shafts, causing unnecessary excessive damage to the drive power transmission system parts and steering system parts. No torque will be applied. Furthermore, when the first dog clutch is disengaged due to the movement of the hub sleeve and the differential fixation of the differential gear is released, the second dog clutch is connected.
By connecting the intermediate shaft and the output shaft, the driving force from the intermediate shaft is reliably transmitted to the output shaft.

(Example) An example of this invention will be described below with reference to the drawings. In FIG. 1, which shows a cross section of a vehicle differential gear, a differential case 11 is rotatably supported inside a differential carrier 10 via tapered roller bearings 12 . As is well known, a ring gear 13 fixed to the differential case 11 meshes with a drive pinion gear 14 rotatably supported by the differential carrier 10. The drive pinion gear 14 is connected to the output section of the engine via a power transmission system (not shown), and is adapted to transmit driving force from the engine to the ring gear 13.

Inside the differential case 11, there is a pinion shaft 15 installed therein, pinion gears 16, 16 rotatably disposed on the shaft 15, and opposing ends of left and right axle shafts 17, 17 that mesh with the gears 16, 16. Side gears 18, 18, which are spline-fitted to each other, are respectively assembled. The axle shafts 17, 17 are projected laterally through the left and right hub portions of the differential case 11, and left and right wheels (not shown) are mounted on the tips of the axle shafts 17, 17, respectively.

Thus, the right axle shaft 17 is divided into an intermediate shaft a on the side gear 18 side and an output shaft b on the wheel side. The right end portion of the intermediate shaft a projects laterally beyond the hub portion of the differential case 11, and a hub sleeve 19 is disposed thereon so as to be movable in the axial direction and rotatable in the same direction by spline fitting. ing.

A shift fork 21 is engaged in an annular groove 20 formed on the outer periphery of the hub sleeve 19 so as to be relatively rotatable. The operating rod 22 of this shift fork 21 is connected to the differential carrier 1.
It is supported movably in the left and right direction by an axle housing 23 that is connected to the housing 23. The operating rod 22 is connected via a remote mechanism (not shown) to an appropriate operating lever located near the driver's seat of the vehicle, and the hub sleeve 19 is moved by the operation of the remote mechanism (not shown). It's getting old.

A first dog clutch 24 is provided at a portion where the hub sleeve 19 and the differential case 11 face each other. That is, one end surface (the left end surface in the drawing) of the hub sleeve 19 is provided with uneven clutch teeth 25.
is formed in a ring shape. Furthermore, clutch teeth 26 that can mesh with the clutch teeth 25 are formed on the end surface of the hub portion of the differential case 11 facing the clutch teeth 25. mutual clutch teeth 25,
26 is adapted to be interrupted by movement of the hub sleeve 19.

Also, flanges 27,
28 is formed. A through hole 29 is provided around the axis of the intermediate shaft a. Between the hub sleeve 19 and the output shaft b,
A second dog clutch 30 is provided, through which each through hole 29 of the intermediate shaft a is interrupted.
That is, on the other end surface (the right end surface in the drawing) of the hub sleeve 19, a clutch tooth 31 having an uneven shape is formed in an annular shape. The clutch teeth 31 correspond to respective through holes 29 of the intermediate shaft a. Further, the flange 28 of the output shaft b is formed with clutch teeth 32 that can mesh with the clutch teeth 31 of the hub sleeve 19. Mutual clutch teeth 3
1 and 32 are adapted to be interrupted by movement of the hub sleeve 19.

The engagement and disengagement of the second dog clutch 30 is done in contrast to the engagement and disengagement of the first dog clutch 24, and as shown in FIG. When the dog clutch 24 is engaged, the second dog clutch 30 is disengaged; conversely, when the hub sleeve 19 is moved to the right and the first dog clutch 24 is disengaged, the second dog clutch 30 is disengaged. are connected ((see Figure 2)).

Next, the brake device 33 disposed between the flanges 27 and 28 of the intermediate shaft a and the output shaft b of the right axle shaft 17 will be described with reference to FIG. Inside the axle housing 23, both flanges 2 are provided.
A support case 34 having a substantially U-shaped cross section and a ring shape that surrounds the outer peripheries of 7 and 28 is fixed via bolts 35. intermediate shaft a
A spring 36 is interposed between the flange 27 of the intermediate shaft a and the left flange 34a of the support case 34, and the flange 27 of the intermediate shaft a is biased against the flange 28 of the output shaft b.
Appropriate frictional resistance is provided between the contact surfaces of flanges 27 and 28 of both shafts a and b. Therefore, between the flange 27 of the intermediate shaft a and the spring 36, there is a thrust needle bearing 3.
7 is interposed so that the flange 27 can rotate relative to the spring 36. Also,
A thrust needle bearing 38 is interposed between the right flange 34b of the support case 34 and the flange 28 of the output shaft b, so that the flanges 34b and 28 can rotate relative to each other.

In the above-described differential lock device, when the hub sleeve 19 is moved (positioned) to the left as shown in FIG. 1, the first dog clutch 24 is connected and the differential case 11 and the right axle are The shaft 17 and the intermediate shaft a are integrally connected via the hub sleeve 19, thereby differentially fixing the differential gear. In this case, the second dog clutch 30 is disengaged, and the driving force is transmitted between the intermediate shaft a and the output shaft b only by the brake device 33. Therefore, when an excessive torque corresponding to the maximum traction of the wheels when the vehicle is turned in this state is applied to the output shaft b of the axle shaft 17, the friction torque of the brake device 33 is defeated by the excessive torque, By generating relative rotation between the shafts a and b, unnecessary excessive torque will not act on the driving force transmission system components and the steering system components.

Further, when the hub sleeve 19 is moved to the right from the above state, the first dog clutch 24 is disengaged and the differential fixation of the differential gear is released, and the second dog clutch 24 is disengaged and the differential fixation of the differential gear is released. 30 are connected and the intermediate shaft a and output shaft b are integrally connected, so that the driving force of the intermediate shaft a is reliably transmitted to the output shaft b.

In addition, in the above-described embodiment, the brake device 33
Although the spring 36 was adopted as the preloading means,
Alternatively, hydraulic means may be employed. Further, the frictional torque of the brake device 33 is appropriately selected by adjusting the elastic force of the spring 36, the frictional resistance between the contact surfaces of the intermediate shaft a and the output shaft b, and the like.

(Effects of the invention) In other words, this invention has the structure described in the column of "Means for solving the problem" mentioned above as a gist, and the first dog clutch is connected by the movement of the hub sleeve and the differential is connected. When the gears are differentially fixed, the second dog clutch is disengaged and the driving force is transmitted between the intermediate shaft and the output shaft only by the brake device connecting the intermediate shaft and the output shaft. If an excessive torque corresponding to the maximum traction of the wheels when the vehicle is turned in this state is applied to the axle shaft, the friction torque of the brake device will be defeated by the torque, and relative rotation will occur between the two shafts. Unnecessary excessive torque will not act on the drive force transmission system parts and the steering system parts. This has the effect of preventing damage to various parts, unlike the conventional method.

Furthermore, when the first dog clutch is disengaged due to movement of the hub sleeve and the differential fixation of the differential gear is released, the second dog clutch is connected and the intermediate shaft and output shaft are connected. By being connected, the driving force from the intermediate shaft is reliably transmitted to the output shaft.

[Brief explanation of the drawing]

The drawing shows one embodiment of this invention.
The figure is a cross-sectional view showing the differential lock in a vehicle differential gear in a fixed differential state, Figure 2 is a cross-sectional view of the same differential device in normal driving condition, and Figure 3 is an enlarged view of the brake device. FIG. 10...Differential carrier, 11...Differential case,
17... Axle shaft, 18... Side gear, 19... Hub sleeve, 24... First dog clutch, 30... Second dog clutch, 3
3... Brake device, a... Intermediate shaft, b...
...output shaft.

Claims (1)

[Scope of utility model registration request] In a differential gear for a vehicle, a differential case rotatably supported by a differential carrier and a bub sleeve that is spline-slidingly fitted on an axle shaft connected to a side gear in the case are provided with a second valve sleeve that can engage with each other. The axle shaft is divided into an intermediate shaft on the hub sleeve side and an output shaft on the wheel side. A second dog clutch capable of meshing with each other is provided between the hub sleeve and the second dog clutch, which can be engaged and engaged in a manner opposite to that of the first dog clutch by movement of the hub sleeve.
What is claimed is: 1. A defrock device, characterized in that a brake device is interposed between opposing ends of an intermediate shaft and an output shaft, which can connect the intermediate shaft and the output shaft to each other through frictional contact.