JPH0392429A - Differential limiting device - Google Patents
Differential limiting deviceInfo
- Publication number
- JPH0392429A JPH0392429A JP22758689A JP22758689A JPH0392429A JP H0392429 A JPH0392429 A JP H0392429A JP 22758689 A JP22758689 A JP 22758689A JP 22758689 A JP22758689 A JP 22758689A JP H0392429 A JPH0392429 A JP H0392429A
- Authority
- JP
- Japan
- Prior art keywords
- air
- compressor
- tank
- differential
- condition
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 241000239290 Araneae Species 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H48/00—Differential gearings
- F16H48/38—Constructional details
- F16H48/42—Constructional details characterised by features of the input shafts, e.g. mounting of drive gears thereon
- F16H2048/423—Constructional details characterised by features of the input shafts, e.g. mounting of drive gears thereon characterised by bearing arrangement
- F16H2048/426—Constructional details characterised by features of the input shafts, e.g. mounting of drive gears thereon characterised by bearing arrangement characterised by spigot bearing arrangement, e.g. bearing for supporting the free end of the drive shaft pinion
Landscapes
- Motor Power Transmission Devices (AREA)
- Retarders (AREA)
Abstract
Description
【発明の詳細な説明】
く産業上の利用分野〉
本発明は、入力軸の回転動力を左右２つの駆動軸に配分
し、一方の駆動軸が空転したときの回転動力を他方の駆
動軸に伝えるようにした差動制限装置に関するものであ
る．
〈従来の技術〉
一般に差動制限装置は、Ｒ路脱出等の場合にデフをロッ
クして左右駆動輪に駆動力を伝達し、脱出等を確実に行
うものであるが、この差動制限装置を車速に応じて制御
し、高速走行時にはデフロックして操向安定性を図るよ
うにした技術が公知となっている．
く発明が解決しようとする課題〉
ところで、このような差動制限装置の制御には、サイド
ギヤとデフケースとの間に多板クラッチを設け、エアシ
リンダ内に車速等に応じて電磁弁を制御して供給される
エアによってピストンを押動し、前記多板クラッチを接
続状態にしてトルクを伝達している．この場合、伝達ト
ルクはエア圧、ピストン並びに多板クラッチの径の大き
さによって決るので、多板クラッチの押付力を増大して
トルクアップを図るためにはスペースの上で困難性があ
った．殊に、車両が持っているブレーキ用エアを使用し
ているため、そのエア圧は７〜８．５ｋｇ／一までしか
使えず効力が不十分であった．
く課題を解決するための手段〉
本発明は上記の問題を解決したものであり、その特徴と
する構成は、一方のサイドギヤとデフケースとの間に多
板クラッチを設け、この多板クラッチをエアシリンダ内
に供給されるエアによって押動するピストンにて接続状
態にすることにより差動制限を行うようにした差動制限
装置において、前記エアシリンダへのエア供給経路にメ
インタンクのエアを増圧するコンプレッサと、このコン
プレッサで増圧したエアを蓄圧する高圧のサブタンクを
設けたものである．く作 用〉
上記の構成により、エアシリンダには、メインタンクの
エアをコンプレッサによって増圧された高圧のエアが供
給され、多板クラッチの押付力を増大し、伝達トルクを
増大する．く実施例〉
以下本発明の実施例を図面に基づいて説明する．第１図
において、１０はキャリアゲース、１１はキャリアケー
ス１０に回転自在に軸承された入力軸、１２はキャリア
ケース１０に入力軸１１の回転軸線と直交する軸線回り
に回転可能に軸承されたデフゲース、１３ａ 、１３ｂ
はデフケース１２の回転軸線と同軸にそれぞれ左右方向
に延びる駆動軸であり駆動輪が取り付けられる。[Detailed description of the invention] Industrial application field> The present invention distributes the rotational power of an input shaft to two left and right drive shafts, and when one drive shaft idles, the rotational power is transferred to the other drive shaft. This relates to a differential limiting device designed to transmit information. <Prior art> In general, a differential limiting device locks the differential when escaping from the R road, transmits driving force to the left and right drive wheels, and ensures the escaping. There is a known technology in which the differential is controlled according to the vehicle speed, and the differential is locked when driving at high speeds to improve steering stability. Problems to be Solved by the Invention> By the way, in order to control such a differential limiting device, a multi-disc clutch is provided between the side gear and the differential case, and a solenoid valve is controlled in the air cylinder according to the vehicle speed, etc. The piston is pushed by the air supplied by the engine, and the multi-disc clutch is connected to transmit torque. In this case, the transmitted torque is determined by the air pressure, the piston, and the diameter of the multi-disc clutch, so it is difficult to increase the torque by increasing the pressing force of the multi-disc clutch due to space constraints. In particular, since the vehicle's own brake air was used, the air pressure could only be used up to 7 to 8.5 kg/1, making it insufficiently effective. Means for Solving the Problems> The present invention has solved the above problems, and its characteristic configuration is that a multi-plate clutch is provided between one side gear and the differential case, and this multi-plate clutch is operated by air. In a differential limiting device that limits differential differential by connecting a piston that is pushed by air supplied into the cylinder, the air in the main tank is increased in pressure in the air supply path to the air cylinder. It is equipped with a compressor and a high-pressure sub-tank that stores the air pressurized by the compressor. With the above configuration, the air cylinder is supplied with high-pressure air, which is made by increasing the pressure of air in the main tank by a compressor, increasing the pressing force of the multi-disc clutch and increasing the transmitted torque. Embodiments> Examples of the present invention will be described below based on the drawings. In FIG. 1, 10 is a carrier gauge, 11 is an input shaft that is rotatably supported on the carrier case 10, and 12 is a differential gear that is rotatably supported on the carrier case 10 around an axis perpendicular to the rotational axis of the input shaft 11. , 13a , 13b
is a drive shaft extending in the left and right direction coaxially with the rotation axis of the differential case 12, and a drive wheel is attached to the drive shaft.
入力軸１１には入力ビ二オンギャ１４が形成され、この
入カビニオンギャ１４に噛み合うリングギャ１５がデフ
ケース１２の外周に固定されている．デフゲース１２内
には、デフケース１２の回転軸線と直交してスパイダ１
６が固定され、このスパイダ１６にビニオンギャ１７ａ
、１７ｂが回転可能に軸承されている．
前記ピニオンギャ１７ａ ， １７ｂの左右両側で一対
のサイドギヤ１８ａ 、１８ｂが噛み合い、このサイド
ギヤ１８ａ 、１８ｂはデフケース１２にデフケース１
２の回転軸線と同軸に回転可能に軸承され、左開のサイ
ドギヤ１８ａには左側の駆動軸１３ａが動軸線でスプラ
イン結合し、右測のサイドギヤ１８ｂには右側の駆動軸
１３ｂが同軸線でスプライン結合されている．
前記左右のサイドギヤ１ａａ ， １８ｂの何れか一方
のサイドギヤ１８ａ（サイドギヤ１８ｂ ＩＦＩでもよ
い）のシャフト部１９の外周と、このシャフト部１９と
対向するデフケース１２の内周との間に駆動軸１３ａの
軸線方向に押圧接触してデフケース１２の回転をサイド
ギヤ１８ａに伝達する多板クラッチ２０が設けられてい
る．
さらに、デフゲース１２には前記多板クラッチ２０を接
続方向に押圧する加圧ピストン２１が設けられている．
この加圧ピストン２１はデフケース１２の設けられたシ
リンダ２２内に進退可能に嵌装され、前進作動により前
記多板クラッチ２０を圧接する，
前記加圧ピストン２１を前進作動するエアの供給手段は
、前記シリンダ２２の近傍のデフケース１２の外周にシ
ールリングを介してジョイントリング２４が相対回転可
能に嵌合され、このジョイントリング２４にエアバイプ
２３を結合した構造であり、エアパイプ２３からのエア
をデフケース１２に設けた通路を介してシリンダ２２に
供給されるようになっている．
前記多板クラヅチ２０の制御構戒について説明する．５
０はメインタンクであり、前記シリンダ２２のエアバイ
ブ２３とエア配管５１によって接続されている．このエ
ア配管５１には前記メインタンク５０側から駆動源６１
によって作動するコンプレ・ｙサ６０、このコンプレッ
サ６０で増圧したエアを蓄圧する高圧のサブタンク６２
及び第１電磁制御弁５２が配置され、この第１電磁制御
弁５２の後のエア配管５１に大気に通じる分岐配管５３
が接続されている．この分岐配管５３には第２電磁制御
弁５４と圧カセンサ５８とが配置されている．尚、前記
第１電磁制御弁５２並びに第２電？ｉｉｉ制御弁５４は
ボベット弁、デューティバルブあるいは電磁絞り弁等で
ある．６３はプロテクションバルブである．
５５はコントローラであり、前記圧カセンサ５８の圧力
信号を入力すると共に、手動スイッチ５６のＯＮ， Ｏ
ＦＦ信号、車速センサ５７からの信号を入力して前記第
１電磁制御弁５２並びに第２電磁制御弁５４を制御する
ものである．
次に上記構成の作用について説明する．メインタンク５
０のエアをコンプレッサ６０によって増圧し、これをサ
ブタンク６２に蓄圧する．そこで、手動スイッチ５７の
ＯＮ状態では第１、２電磁制御弁５２． ５４はＯＮと
なる．この第１電磁制御弁５２のＯＮではエア配管５１
を開口し、第２電磁制御弁５４のＯＮでは分岐配管５３
を閉じるようになっている．従って、サブタンク６２か
らのエア圧の全部がシリンダ２２に供給され、多板クラ
ッチ２０を接続して車速等に関係なくデフロックする．
一方、手動スイッチ５７のＯＦＦ状態での走行時では、
車速が低速のときは第１、２電磁制御弁５２、５４はＯ
ＦＦであり、デフロックは解除されている．
しかし、例えば、車速か７０ｂ／ｈ以上の高速になると
第１、２電磁制御弁５２、５４はＯＮとなりデフロック
作動を行うのである．
く発明の効果〉
以上のように本発明によると、多板クラッチを押圧する
加圧ピストンが嵌装されたエアシリンダに供給するエア
は、メインタンクのエアをコンプレッサによって増圧し
た高圧エアを用いるため、加圧ピストンの押付力が増大
し、加圧ピストン並びに多板クラッチの径を大きくする
ことなく伝達トルクの増大が得られる．An input gear 14 is formed on the input shaft 11, and a ring gear 15 that meshes with the input gear 14 is fixed to the outer periphery of the differential case 12. Inside the differential case 12, a spider 1 is arranged perpendicularly to the rotational axis of the differential case 12.
6 is fixed, and a pinion gear 17a is attached to this spider 16.
, 17b are rotatably supported. A pair of side gears 18a and 18b mesh with each other on both left and right sides of the pinion gears 17a and 17b, and these side gears 18a and 18b are connected to the differential case 12 and the differential case 1.
The left drive shaft 13a is spline-coupled to the left-opening side gear 18a along the moving axis, and the right-hand drive shaft 13b is coaxially spline-coupled to the right-opening side gear 18b. It is connected. An axis of the drive shaft 13a is located between the outer periphery of the shaft portion 19 of one of the left and right side gears 1aa, 18b (the side gear 18b may be IFI) and the inner periphery of the differential case 12 facing this shaft portion 19. A multi-disc clutch 20 is provided which transmits the rotation of the differential case 12 to the side gear 18a through pressure contact in the direction. Further, the differential gear 12 is provided with a pressurizing piston 21 that presses the multi-disc clutch 20 in the connecting direction.
This pressurizing piston 21 is fitted in a cylinder 22 in which a differential case 12 is provided so as to be able to move forward and backward, and presses the multi-disc clutch 20 when operated forward.Air supply means for moving the pressurizing piston 21 forward is as follows: A joint ring 24 is fitted to the outer periphery of the differential case 12 near the cylinder 22 via a seal ring so as to be relatively rotatable, and an air pipe 23 is connected to the joint ring 24, so that air from the air pipe 23 is transferred to the differential case 12. It is designed to be supplied to the cylinder 22 through a passage provided in the cylinder 22. The control structure of the multi-plate clutch 20 will be explained. 5
0 is a main tank, which is connected to the air vibrator 23 of the cylinder 22 through an air pipe 51. A drive source 61 is connected to this air pipe 51 from the main tank 50 side.
A compressor/ysa 60 operated by the compressor 60, and a high-pressure sub-tank 62 that stores the air pressurized by the compressor 60.
A first electromagnetic control valve 52 is arranged, and a branch pipe 53 communicating with the atmosphere is connected to the air pipe 51 after the first electromagnetic control valve 52.
is connected. A second electromagnetic control valve 54 and a pressure sensor 58 are arranged in this branch pipe 53. Incidentally, the first electromagnetic control valve 52 and the second electromagnetic control valve 52 are connected to each other. iii. The control valve 54 is a bobbet valve, a duty valve, an electromagnetic throttle valve, or the like. 63 is a protection valve. 55 is a controller which inputs the pressure signal from the pressure sensor 58 and also controls whether the manual switch 56 is ON or OFF.
The first solenoid control valve 52 and the second solenoid control valve 54 are controlled by inputting the FF signal and the signal from the vehicle speed sensor 57. Next, we will explain the effect of the above configuration. main tank 5
The pressure of zero air is increased by a compressor 60 and the pressure is stored in a sub tank 62. Therefore, when the manual switch 57 is in the ON state, the first and second electromagnetic control valves 52. 54 is turned ON. When the first solenoid control valve 52 is ON, the air pipe 51
When the second electromagnetic control valve 54 is turned on, the branch pipe 53 is opened.
It is designed to close. Therefore, all of the air pressure from the sub-tank 62 is supplied to the cylinder 22, which connects the multi-disc clutch 20 and locks the differential regardless of the vehicle speed. On the other hand, when driving with the manual switch 57 in the OFF state,
When the vehicle speed is low, the first and second electromagnetic control valves 52 and 54 are set to O.
It is FF and the differential lock is released. However, when the vehicle speed reaches a high speed of 70 b/h or higher, for example, the first and second electromagnetic control valves 52 and 54 are turned ON and the differential lock is activated. Effects of the Invention> As described above, according to the present invention, the air supplied to the air cylinder fitted with the pressurizing piston that presses the multi-disc clutch uses high-pressure air obtained by increasing the pressure of air in the main tank using a compressor. Therefore, the pressing force of the pressure piston increases, and an increase in transmitted torque can be obtained without increasing the diameter of the pressure piston or multi-disc clutch.
第１図は本発明装置の断面図である．
１２・・・デフゲース、１８ａ 、１８ｂ・・・サイド
ギヤ、２０・・・多板クラッチ、２１・・・ピストン、
２２・・・シリンダ、２３・・・エアパイプ、５０・・
・メインタンク、５１・・・エア配管、５２・・・第１
電磁制御弁、５３・・・分岐配管、５４・・・第２電磁
制御弁、５５・・・コントローラ、５６・・・手動スイ
ッチ、５７・・・車速センサ、６０・・・コンプレッサ
、６２・・・サブタンク．Figure 1 is a sectional view of the device of the present invention. 12...Diff gear, 18a, 18b...Side gear, 20...Multi-plate clutch, 21...Piston,
22...Cylinder, 23...Air pipe, 50...
・Main tank, 51...Air piping, 52...1st
Electromagnetic control valve, 53... Branch pipe, 54... Second electromagnetic control valve, 55... Controller, 56... Manual switch, 57... Vehicle speed sensor, 60... Compressor, 62...・Subtank.
Claims (1)
設け、この多板クラッチをエアシリンダ内に供給される
エアによって押動するピストンにて接続状態にすること
により差動制限を行うようにした差動制限装置において
、前記エアシリンダへのエア供給経路にメインタンクの
エアを増圧するコンプレッサと、このコンプレッサで増
圧したエアを蓄圧する高圧のサブタンクを設けたことを
特徴とする差動制限装置。A multi-disc clutch is installed between one side gear and the differential case, and the multi-disc clutch is connected by a piston that is pushed by air supplied into an air cylinder, thereby limiting the differential. A differential movement limiting device, characterized in that the air supply path to the air cylinder is provided with a compressor that increases the pressure of air in the main tank, and a high-pressure sub tank that accumulates the air pressure increased by the compressor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22758689A JPH0392429A (en) | 1989-09-04 | 1989-09-04 | Differential limiting device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22758689A JPH0392429A (en) | 1989-09-04 | 1989-09-04 | Differential limiting device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0392429A true JPH0392429A (en) | 1991-04-17 |
Family
ID=16863240
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22758689A Pending JPH0392429A (en) | 1989-09-04 | 1989-09-04 | Differential limiting device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0392429A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012096728A (en) * | 2010-11-04 | 2012-05-24 | Ohbayashi Corp | Vehicular turn table and vehicular direction changing method using vehicular turn table |
| CN107444111A (en) * | 2016-04-14 | 2017-12-08 | 株式会社捷太格特 | Drive force transfering device and four-wheel drive vehicle |
| PL425264A1 (en) * | 2018-04-18 | 2019-10-21 | Zachodniopomorski Uniwersytet Technologiczny W Szczecinie | Differential mechanism |
-
1989
- 1989-09-04 JP JP22758689A patent/JPH0392429A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012096728A (en) * | 2010-11-04 | 2012-05-24 | Ohbayashi Corp | Vehicular turn table and vehicular direction changing method using vehicular turn table |
| CN107444111A (en) * | 2016-04-14 | 2017-12-08 | 株式会社捷太格特 | Drive force transfering device and four-wheel drive vehicle |
| PL425264A1 (en) * | 2018-04-18 | 2019-10-21 | Zachodniopomorski Uniwersytet Technologiczny W Szczecinie | Differential mechanism |
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