JPH0456182B2 - - Google Patents

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Publication number
JPH0456182B2
JPH0456182B2 JP61228861A JP22886186A JPH0456182B2 JP H0456182 B2 JPH0456182 B2 JP H0456182B2 JP 61228861 A JP61228861 A JP 61228861A JP 22886186 A JP22886186 A JP 22886186A JP H0456182 B2 JPH0456182 B2 JP H0456182B2
Authority
JP
Japan
Prior art keywords
wheel
engaging piece
groove
right wheels
chevron
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.)
Expired - Lifetime
Application number
JP61228861A
Other languages
Japanese (ja)
Other versions
JPS6383433A (en
Inventor
Yoshimasa Sato
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to JP22886186A priority Critical patent/JPS6383433A/en
Publication of JPS6383433A publication Critical patent/JPS6383433A/en
Publication of JPH0456182B2 publication Critical patent/JPH0456182B2/ja
Granted legal-status Critical Current

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Description

【発明の詳細な説明】 [産業上の利用分野] 本発明は、自動車などの左右のタイヤを差動さ
せる差動装置の改良に関するものである。
DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improvement in a differential device for differentially driving left and right tires of an automobile or the like.

[従来の技術] 自動車の差動装置(デフアレンシヤル)は、カ
ーブを曲るとき、左右のタイヤに円周上の差が生
じ、内側のタイヤがスリツプしてしまうので、外
側のタイヤを速く、内側のタイヤを遅くして、回
転に差をつける機構として用いられている。
[Prior Art] When a car's differential is turned, there is a difference in circumference between the left and right tires, causing the inner tire to slip, so the differential gear makes the outer tire go faster. , is used as a mechanism to slow down the inner tire and create a difference in rotation.

従来の差動装置は車軸を左右2つに分け、夫々
に差動大歯車を間隔をおいて対向して取付けこの
対向した差動大歯車の間に差動歯車箱に取付けた
2個の差動小歯車を歯合させ、エンジン駆動力の
よつて差動歯車箱を回転させる構造となつてい
る。
In conventional differential gears, the axle is divided into left and right parts, and a large differential gear is mounted on each side facing each other with a gap between them. It has a structure in which small moving gears are meshed and the engine driving force rotates the differential gear box.

この差動装置では、直進のとき差動小歯車は自
転せずに公転しながら左右の差動大歯車を回転さ
せて両車軸を同一回転させているが、カーブを曲
るときには、差動小歯車が公転しながら自転し、
左右の差動大歯車の回転に差を付けてつり合わせ
るようになつている。
In this differential gear, when driving straight, the differential pinion does not rotate but rotates the left and right differential large gears, causing both axles to rotate at the same time. However, when going around a curve, the differential small gear The gears rotate while revolving,
The rotation of the left and right differential gears is balanced by a difference.

つまり、カーブでは内側タイヤに大きな抵抗力
が加わると、その抵抗分だけ外側タイヤの回転力
を自動的に増やして、スムースにカーブが曲れる
ようになつている。
In other words, when a large amount of resistance is applied to the inside tire during a curve, the rotational force of the outside tire is automatically increased by the amount of resistance, allowing the car to curve smoothly.

しかしながら、このような従来の差動装置は抵
抗の少ない方に駆動力が多く伝達される特性があ
るため、片側のタイヤが、氷や雪、ぬかるみなど
に乗つて空転すると、抵抗がなくなるため、駆動
力がこの空転側に余計に伝わつて、更に空転が激
しくなると共に、駆動力を必要とする抵抗の大き
い接地側のタイヤに駆動力が伝わらず、脱出でき
ない問題があつた。
However, such conventional differentials have the characteristic that more driving force is transmitted to the side with less resistance, so if one tire spins on ice, snow, mud, etc., the resistance disappears, The problem was that the driving force was unnecessarily transmitted to the idling side, making the idling even more intense, and that the driving force was not transmitted to the tires on the grounding side, which required driving force and had greater resistance, making it impossible to escape.

このため、近年、片側のタイヤが、空転し始め
たとき、内蔵したクラツチが自動的に作動して差
動機構を一時的にロツクしてしまうノンスリプデ
フやリミテツドスリツプデフが開発されている
が、これらは構造が複雑で高価な欠点があつた。
For this reason, in recent years non-slip differentials and limited slip differentials have been developed in which a built-in clutch automatically operates to temporarily lock the differential mechanism when one tire begins to spin. These had the disadvantage of being complicated in structure and expensive.

[発明が解決しようとする問題点] 本発明はかかる従来の問題点に鑑み種々研究を
行つた結果、構造が簡単で且つ安価で、カーブで
もスムースに曲れると共に片側のタイヤが空転し
始めたとき、接地側のタイヤにも駆動力が加わつ
て悪路も容易に走行することができる差動装置を
提供するものである。
[Problems to be Solved by the Invention] The present invention was developed as a result of various researches in view of the conventional problems.The present invention has a simple and inexpensive structure, can curve smoothly, and one tire starts to spin. The purpose of the present invention is to provide a differential device that can easily drive even on rough roads by applying driving force to the tires on the ground contact side.

[問題点を解決するための手段] 本発明は、駆動軸に歯合して回転する歯車を外
周に形成した中央ホイールと、この中央ホイール
の両側に、これと摺接して回転する左右のホイー
ルと前記中央ホイールの側面部に、軸方向に貫通
し周方向に沿つて間隔をおいて形成された複数個
の開孔部と、この開孔部に夫々軸方向に沿つて可
動自在に挿着され、両側が山形に突出した平面六
角形状をなす係合コマと、この係合コマの中央部
に横方向に開口した貫通孔と、この貫通孔内に左
右に可動自在に挿着されたストツパーと、中央ホ
イールに接する左右ホイールの側面に前記係合コ
マの山形突出部と嵌合し、リング状に連続して形
成された複数のV溝と、左右ホイールに夫々接続
された左右出力軸とから成り、前記中央ホイール
の両面を貫通する各開孔部の、隣接する開孔部の
間隔を、この開孔部に挿着した係合コマの周方向
に沿つた幅の半幅又は倍数幅に半幅を加えた間隔
で形成すると共に、平面六角形状をなす前記係合
コマの軸方向に沿つた長さを、その片側の山形突
出部が左右一方のホイールのV溝と完全に嵌合し
た時に他方のホイールのV溝から脱出する長さに
形成して開孔部内を左右に摺動すると共に、係合
コマがV溝から脱出した側に貫通孔内のストツパ
ーが突出するようにしたことを特徴とするもので
ある。
[Means for Solving the Problems] The present invention provides a central wheel having a gear formed on its outer periphery that rotates in mesh with a drive shaft, and left and right wheels that rotate in sliding contact with the central wheel on both sides of the central wheel. and a plurality of apertures formed in the side surface of the center wheel in the axial direction and spaced apart along the circumferential direction, and each of the apertures is inserted into the apertures movably along the axial direction. an engaging piece having a planar hexagonal shape with chevron-shaped protrusions on both sides, a through hole opening laterally in the center of the engaging piece, and a stopper inserted into the through hole so as to be movable from side to side. and a plurality of V-grooves formed continuously in a ring shape that fit with the chevron-shaped protrusion of the engagement piece on the side surfaces of the left and right wheels in contact with the center wheel, and left and right output shafts connected to the left and right wheels, respectively. of each of the apertures passing through both sides of the central wheel, the interval between adjacent apertures is set to a half width or a multiple width of the width along the circumferential direction of the engaging piece inserted into the aperture. The length along the axial direction of the engagement piece, which is formed at intervals including half the width and has a planar hexagonal shape, is determined when the chevron-shaped protrusion on one side is completely fitted into the V-groove of one of the left and right wheels. It is formed to a length that allows it to escape from the V-groove of the other wheel so that it slides from side to side within the opening, and the stopper in the through-hole projects on the side where the engagement piece escapes from the V-groove. This is a characteristic feature.

[作用] 本発明の差動装置では中央ホイールの両側にこ
れと摺接して回転する左右のホイールに回転差を
生じた時に中央ホイールの側面開孔部に挿着され
た複数の係合コマが互いに逆向きに軸方向に沿つ
て往復移動し、左右ホイールの側面にリング状に
連続して形成された複数のV溝と、前記係合コマ
の山形突出部とが順次嵌合して、左右ホイールに
同一の駆動力を伝達しながら左右ホイールに回転
差を生じさせ円滑にカーブを曲ることができるよ
うにしたもので、緩いカーブのときは係合コマの
移動は遅く、急なカーブを曲るときは係合コマの
移動は速くなり、直進するときは係合コマは移動
せず左右ホイールは同一回転するようになつてい
る。また係合コマの貫通孔に装着したストツパー
はV溝に押されて係合コマの移動方向と逆向きに
貫通孔内を移動して、係合コマが脱出した側のV
溝内に突出して逆転を防止して、係合コマが隣接
するV溝に円滑に移動できるようになつている。
[Function] In the differential device of the present invention, when a rotation difference occurs between the left and right wheels that rotate in sliding contact with both sides of the center wheel, the plurality of engaging pieces inserted into the side openings of the center wheel A plurality of V-grooves continuously formed in a ring shape on the side surfaces of the left and right wheels reciprocate in opposite directions to each other along the axial direction, and the chevron-shaped protrusion of the engaging piece sequentially engages with the left and right wheels. This system creates a rotation difference between the left and right wheels while transmitting the same driving force to the wheels, making it possible to turn smoothly around curves.The movement of the engagement piece is slow when the curve is gentle, and when the curve is sharp. When turning, the engagement piece moves faster, and when going straight, the engagement piece does not move and the left and right wheels rotate at the same rate. In addition, the stopper attached to the through hole of the engaging piece is pushed by the V groove and moves inside the through hole in the opposite direction to the moving direction of the engaging piece, so that
It protrudes into the groove to prevent reverse rotation and allows the engagement piece to move smoothly to the adjacent V-groove.

[実施例] 以下本発明を、図面を参照して詳細に説明す
る。
[Example] The present invention will be described in detail below with reference to the drawings.

図において1は中央ホイールで、この両側に左
ホイール2Aと右ホイール2Bが摺接して設けら
れ、更にこの両側を押板3A,3Bで押えて支持
されている。
In the figure, reference numeral 1 denotes a central wheel, and a left wheel 2A and a right wheel 2B are provided on both sides of the central wheel in sliding contact with each other, and both sides of the central wheel are pressed and supported by press plates 3A and 3B.

前記中央ホイール1は外周に大径のカサ歯車4
が設けられ、エンジンに接続する駆動軸5の先端
に取り付けた小径のカサ歯車6の歯合して回転す
るようになつている。
The central wheel 1 has a large diameter bevel gear 4 on its outer periphery.
is provided, and rotates in mesh with a small diameter bevel gear 6 attached to the tip of a drive shaft 5 connected to the engine.

中央ホイール1は第2図に示すように、側面部
を軸方向に貫通し、周方向に沿つて間隔をおいて
複数個の扇状をなす開孔部7…が開口されてい
る。
As shown in FIG. 2, the central wheel 1 has a plurality of fan-shaped openings 7 extending through its side surface in the axial direction and spaced apart along the circumferential direction.

8は、この開孔部7に軸方向に沿つて可動自在
に挿着された係合コマで、この係合コマ8は第4
図および第5図に示すように、両側に山形の突出
部9A,9Bが形成され平面六角形状に形成され
ている。
Reference numeral 8 denotes an engaging piece that is movably inserted into the opening 7 along the axial direction, and this engaging piece 8 is the fourth engaging piece.
As shown in the drawings and FIG. 5, chevron-shaped protrusions 9A and 9B are formed on both sides to form a hexagonal planar shape.

係合コマ8の中央部には第4図に示すように横
方向に角筒状の貫通孔10が開口され、ここに両
端が山形の突起11A,11Bを形成したストツ
パー11が可動自在に挿着されている。左右のホ
イール2A,2Bは第1図に示すようにその中央
部側面に車軸12A,12Bが取付けられ、押板
3A,3Bを貫通して、先端にタイヤ13A,1
3Bが取付けられている。
As shown in FIG. 4, a rectangular cylindrical through hole 10 is laterally opened in the center of the engaging piece 8, into which a stopper 11 having chevron-shaped protrusions 11A and 11B at both ends is movably inserted. It is worn. As shown in FIG. 1, the left and right wheels 2A, 2B have axles 12A, 12B attached to the sides of their central parts, pass through push plates 3A, 3B, and have tires 13A, 1 at their tips.
3B is installed.

この左右ホイール2A,2Bは、第3図に示す
ように、前記中央ホイール1側に接する面の係合
コマ8と対向する位置に複数のV溝14…が連続
してリング状に形成されている。このV溝14…
は、展開した平面状態が第6図に示すように連続
した波形状に設けられている。
As shown in FIG. 3, the left and right wheels 2A, 2B have a plurality of V grooves 14 continuously formed in a ring shape at positions facing the engagement piece 8 on the surface in contact with the center wheel 1. There is. This V groove 14...
are provided in a continuous wave shape as shown in FIG. 6 in the unfolded planar state.

前記係合コマ8はその軸方向に沿つた長さが第
1図に示すようにその片側の山形突出部9Aが一
方の左ホイール2AのV溝14と完全に嵌合した
時に、他方の右ホイール2BのV溝14から脱出
する長さに形成して、開孔部7内を左右に摺動す
るようになつている。
As shown in FIG. 1, the length of the engagement piece 8 along the axial direction is such that when the chevron-shaped protrusion 9A on one side is completely fitted into the V-groove 14 of the left wheel 2A, the engagement piece 8 has a length along the axial direction. It is formed in such a length that it can escape from the V-groove 14 of the wheel 2B, so that it can slide left and right inside the opening 7.

中央ホイール1の両面を貫通する複数個の扇状
をなす開孔部7…は、その隣接する開孔部7の間
隔を、第6図に示すようにこの開孔部7に挿着し
た平面六角形状をなす係合コマ8Aの周方向に沿
つた幅の半幅の間隔で形成されている。
A plurality of fan-shaped apertures 7 passing through both sides of the central wheel 1 are arranged such that the distance between adjacent apertures 7 is equal to the flat hexagonal shape inserted into the aperture 7 as shown in FIG. They are formed at intervals of half the width of the shaped engaging pieces 8A along the circumferential direction.

この結果、隣接する2個の係合コマ8A,8B
の組合せ状態は、第6図の模型図に示すようにな
る。
As a result, two adjacent engaging pieces 8A, 8B
The combined state is as shown in the model diagram of FIG.

即ち係合コマ8Aの嵌合状態は、その隣接する
開孔部7との間隔が係合コマ8A,8Bの周方向
に沿つた幅の半幅に形成され、しかも平面六角形
状をなす前記係合コマ8A,8Bの軸方向に沿つ
た長さが、その片側の山形突出部9Aが一方の左
ホイール2AのV溝14A1と完全に嵌合した時
に、他方のホイール2BのV溝14B1から脱出
する長さに形成されているので、山形突出部9
A,9Bの接合面15,15は左右山形突出部9
A,9Bの頂点9a,9bを結ぶ中心線Lの片側
に位置するように嵌合している。
That is, the engaged state of the engaging piece 8A is such that the distance between the adjacent openings 7 is half the width of the engaging piece 8A, 8B along the circumferential direction, and the engaging piece has a hexagonal shape in plan view. The length along the axial direction of the pieces 8A, 8B is from the V groove 14B 1 of the other wheel 2B when the chevron-shaped protrusion 9A on one side is completely fitted with the V groove 14A 1 of the left wheel 2A. Since it is formed to a length that allows it to escape, the chevron-shaped protrusion 9
The joint surfaces 15, 15 of A and 9B are the left and right chevron-shaped protrusions 9
They are fitted so as to be located on one side of the center line L connecting the vertices 9a and 9b of A and 9B.

更に隣接する係合コマ8Bの接合面15,15
は係合コマ8Aの接合面15,15と両係合コマ
8A,8Bの中心点Cを挟んで対称になるように
V溝14A2,14B2に嵌合して、中心点Cを対
称に両係合コマ8A,8Bは開孔部7,7内を互
いに逆方向に摺動するようになつている。
Furthermore, the joint surfaces 15, 15 of the adjacent engaging pieces 8B
are fitted into the V grooves 14A 2 , 14B 2 so that they are symmetrical with respect to the joint surfaces 15, 15 of the engaging piece 8A and the center point C of both the engaging pieces 8A, 8B, and the center point C is symmetrical. Both engaging pieces 8A, 8B are configured to slide within the openings 7, 7 in mutually opposite directions.

従つて4個の係合コマ8A,8B,8C,8D
を設けた場合、係合コマ8A,8Cの接合面1
5,15はV溝14A1〜14A3の回転方向側の
面で接し、また係合コマ8B,8Dの接合面1
5,15はV溝14A1〜14A3の回転方向と反
対側の片面で接した状態となる。
Therefore, four engaging pieces 8A, 8B, 8C, 8D
If provided, the joint surface 1 of the engaging pieces 8A, 8C
5 and 15 are in contact with the V grooves 14A 1 to 14A 3 on the rotational direction side, and are in contact with the joint surfaces 1 of the engaging pieces 8B and 8D.
5 and 15 are in contact with the V grooves 14A 1 to 14A 3 on one side opposite to the rotational direction.

次に上記構造をなす差動装置の作用について説
明する。
Next, the operation of the differential device having the above structure will be explained.

先ずエンジンが回転し駆動力が伝達されると駆
動軸5の先端のカサ歯車6と中央ホイール1のカ
サ歯車4が歯合して中央ホイール1が回転する。
First, when the engine rotates and driving force is transmitted, the bevel gear 6 at the tip of the drive shaft 5 and the bevel gear 4 of the central wheel 1 mesh with each other, causing the central wheel 1 to rotate.

このとき係合コマ8A,8Bが第6図に示すよ
うに配置されているとすると、中央ホイール1の
開孔部7に挿着された係合コマ8A,8Bの山形
突出部9A,9Bの片面が左右ホイール2A,2
B側のV溝14A1,14B1,14A2,14B2
片面に夫々接触している。
At this time, assuming that the engaging pieces 8A, 8B are arranged as shown in FIG. One side has left and right wheels 2A, 2
It is in contact with one side of each of the V-grooves 14A 1 , 14B 1 , 14A 2 , and 14B 2 on the B side.

この場合、矢印で示す中央ホイール1の回転方
向側の接合面15,15で接しているのは係合コ
マ8Aで、係合コマ8Bの接合面15,15は回
転方向と反対側となるので回転駆動力は係合コマ
8Aから左右ホイール2A,2Bに伝達される。
In this case, the engaging piece 8A is in contact with the connecting surfaces 15, 15 on the rotational direction side of the central wheel 1 shown by the arrow, and the connecting surfaces 15, 15 of the engaging piece 8B are on the opposite side to the rotating direction. The rotational driving force is transmitted from the engagement piece 8A to the left and right wheels 2A, 2B.

この結果、中央ホイール1と左右ホイール2
A,2Aは係合コマ8Aにより一体になつて回転
し、左右のタイヤ13A,13Bには同一の駆動
力で同一の回転数が伝達され車は直進する。
As a result, center wheel 1 and left and right wheels 2
A, 2A are rotated as one by the engaging piece 8A, and the same driving force and the same rotational speed are transmitted to the left and right tires 13A, 13B, so that the vehicle moves straight.

また車が右カーブを曲るとき右タイヤ12Bに
比べて左タイヤ13Aが大きく回る必要がある。
このとき左ホイール2Aは、第7図に示すように
中央ホイール1に比べて回転が速くなり、左右ホ
イール2A,2Bは中央ホイール1の基準として
相対的に逆向きに進行することになる。
Furthermore, when the car makes a right curve, the left tire 13A needs to rotate more than the right tire 12B.
At this time, the left wheel 2A rotates faster than the center wheel 1, as shown in FIG. 7, and the left and right wheels 2A, 2B move in relatively opposite directions using the center wheel 1 as a reference.

このとき係合コマ8Aは右ホイール2BのV溝
14B1接して回転しているが、右ホイール2B
が中央ホイール1に対して相対的にずれてくるた
め、係合コマ8AとV溝14B1との接合面15
が滑りを生じる。このため係合コマ8Aは開孔部
7内を軸方向に沿つて矢印で示すように順次左側
に移動していき、左ホイール2AのV溝14A1
との接合面15が次第に大きくなつて行く。
At this time, the engaging piece 8A is rotating in contact with the V groove 14B of the right wheel 2B, but the right wheel 2B
is shifted relative to the center wheel 1, so the joining surface 15 between the engaging piece 8A and the V-groove 14B1
causes slippage. Therefore, the engaging piece 8A sequentially moves to the left along the axial direction inside the opening 7 as shown by the arrow, and the V-groove 14A 1 of the left wheel 2A.
The bonding surface 15 with the material gradually becomes larger.

一方、隣接する係合コマ8Bは、これとは逆に
左ホイール2Aが中央ホイール1に対して相対的
に速く進行するので、V溝14A2との接合面1
5で滑つてを軸方向に沿つて矢印で示すように順
次右側に移動していき右ホイール2BのV溝14
B2との接合面15が次第に大きくなつて行く。
On the other hand, since the left wheel 2A moves relatively quickly with respect to the center wheel 1, the adjacent engaging piece 8B has a contact surface 1 with the V groove 14A2 .
At step 5, slide the lever along the axial direction as shown by the arrows and move it to the right side one by one until it reaches the V groove 14 of the right wheel 2B.
The joint surface 15 with B2 gradually becomes larger.

左右ホイール2A,2Bのずれが大きくなる
と、第8図に示すように係合コマ8Aの山形突出
部9AはV溝14A1に、また係合コマ8Bの山
形突出部9BはV溝14B2に深く完全に嵌合し
て移動を停止する。
When the deviation between the left and right wheels 2A, 2B increases, as shown in FIG. 8, the chevron-shaped protrusion 9A of the engaging piece 8A becomes the V-groove 14A1 , and the chevron-shaped protrusion 9B of the engaging piece 8B becomes the V-groove 14B2. It fully engages deeply and stops moving.

このとき係合コマ8Aの長さは、その片側の山
形突出部9Aが一方の左ホイール2AのV溝14
A1と完全に嵌合した時に、他方の右ホイール2
BのV溝14B1から脱出する。また係合コマ8
Bは、山形突出部9Aが一方の左ホイール2Aの
V溝14A2から脱出する。
At this time, the length of the engaging piece 8A is such that the chevron-shaped protrusion 9A on one side is connected to the V groove 1 of the left wheel 2A on one side.
When fully mated with A 1 , the other right wheel 2
It escapes from the V groove 14B1 of B. Also, engaging piece 8
In B, the chevron-shaped protrusion 9A escapes from the V-groove 14A2 of one left wheel 2A.

更に左右ホイール2A,2Bのずれが大きくな
ると、第9図に示すように係合コマ8Aは反転し
て右側に移動し始め、山形突出部9AはV溝14
A1の回転方向と反対側の片面に接触し始め、ま
た山形突出部9BはV溝14B1を越えてV溝1
4B0に嵌り、回転方向と反対の面に接触して回
転駆動力の伝達は行なわれなくなる。
When the deviation between the left and right wheels 2A, 2B further increases, the engaging piece 8A reverses and begins to move to the right as shown in FIG.
The chevron-shaped protrusion 9B begins to contact one side of A 1 on the opposite side to the rotational direction, and the chevron-shaped protrusion 9B crosses the V-groove 14B 1 to form the V-groove 1.
4B 0 and comes into contact with the surface opposite to the rotational direction, so that no rotational driving force is transmitted.

一方、係合コマ8Bは左側に移動し始め山形突
出部9Bは右ホイール2BのV溝14B2の中央
ホイール1の回転方向側の片面で接触し、また山
形突出部9AはV溝14A2を越えてV溝14A3
の回転方向側の片面に接触し始める。
On the other hand, the engaging piece 8B begins to move to the left, and the chevron-shaped protrusion 9B contacts the V-groove 14B 2 of the right wheel 2B on one side of the rotation direction of the center wheel 1, and the chevron-shaped protrusion 9A contacts the V-groove 14B 2 of the right wheel 2B. Beyond V groove 14A 3
begins to make contact with one side of the rotating direction.

この結果、今度は係合コマ8Bによつて回転駆
動力は左右ホイール2A,2Bに伝達される。
As a result, the rotational driving force is now transmitted to the left and right wheels 2A, 2B by the engagement piece 8B.

なおこのときストツパー11はV溝14Aに押
されて係合コマ8Aの移動方向と逆向きに貫通孔
10内を移動し、係合コマ8Aの山形突出部9B
がV溝14B1からV溝14B0に円滑に移動させ
ることができる。
At this time, the stopper 11 is pushed by the V-groove 14A and moves inside the through hole 10 in the opposite direction to the moving direction of the engaging piece 8A, so that the stopper 11 moves inside the through hole 10 in the opposite direction to the moving direction of the engaging piece 8A, and the stopper 11 moves in the through hole 10 in the opposite direction to the moving direction of the engaging piece 8A.
can be smoothly moved from the V-groove 14B 1 to the V-groove 14B 0 .

更に左右ホイール2A,2Bのずれが大きくな
ると、第10図に示すように係合コマ8Aは単に
右側に移動し、係合コマ8Bは回転駆動力を伝え
ながら左方向に移動していく。
When the deviation between the left and right wheels 2A, 2B further increases, as shown in FIG. 10, the engagement piece 8A simply moves to the right, and the engagement piece 8B moves to the left while transmitting rotational driving force.

このようにして係合コマ8Aの山形突出部9B
がV溝14B0に、係合コマ8Bの山形突出部9
AがV溝14A3に深く嵌合して停止した後、第
7図に示すように再び向きを変えて交互に反対方
向に移動しながら左ホイール2Aを中央ホイール
1回転方向側に、右ホイール2Bを中央ホイール
1の回転方向と反対側に順次送つて行く。
In this way, the chevron-shaped protrusion 9B of the engaging piece 8A
is the chevron-shaped protrusion 9 of the engaging piece 8B in the V-groove 14B 0 .
After A is deeply fitted into the V-groove 14A3 and stopped, as shown in Fig. 7, the direction is changed again and the left wheel 2A is moved in the direction of one rotation of the center wheel, while moving in opposite directions alternately. 2B are sequentially sent to the opposite side of the rotational direction of the central wheel 1.

この結果、係合コマ8Aが左ホイール2AのV
溝14A1,14A2,14A3…と順次嵌合して1
回転して行く間に、右ホイール2BのV溝14
B1,14B0…と順次嵌合して逆方向に1回転さ
せ、左右ホイール2A,2Bに同一の駆動力を伝
達しながら左右ホイール2A,2Bは2回転の回
転差を生じる。
As a result, the engaging piece 8A moves to the V of the left wheel 2A.
Sequentially fit into the grooves 14A 1 , 14A 2 , 14A 3 .
While rotating, the V groove 14 of the right wheel 2B
B 1 , 14B 0 . . . are sequentially fitted and rotated once in opposite directions, and while transmitting the same driving force to the left and right wheels 2A, 2B, a rotation difference of two rotations is generated between the left and right wheels 2A, 2B.

従つて、円滑に右カーブを曲ることができ、緩
いカーブのときは係合コマ8A,8Bの移動は遅
く、急なカーブを曲るときは係合コマ8A,8B
の移動は速くなる。
Therefore, it is possible to turn a right curve smoothly, and when the curve is gentle, the movement of the engaging pieces 8A and 8B is slow, and when turning a sharp curve, the engaging pieces 8A and 8B move slowly.
moves faster.

カーブを曲り終つて直進状態になると、係合コ
マ8A,8Bは移動せず左右ホイール2A,2B
に同一の駆動力と回転数が伝達される。
After turning the curve and going straight, the engaging pieces 8A and 8B do not move and the left and right wheels 2A and 2B move.
The same driving force and rotational speed are transmitted to both.

左カーブを曲るときは、上記と逆の動作により
右ホイール2Bが左ホイール2Aより速く送られ
て回転数に差を生じる。
When turning a left curve, the right wheel 2B is moved faster than the left wheel 2A by an operation opposite to the above, resulting in a difference in rotational speed.

なお、後進する場合も、前述と同一の作用をな
すことができる。
Note that the same effect as described above can be achieved also when moving backward.

また左タイヤ13Aが氷や雪、ぬかるみなどに
入つたときには、接地している右タイヤ13Bの
抵抗が増え、左タイヤ13Aの抵抗がなくなり、
一時的に左タイヤ13Aが空転しようとする。こ
のため、右ホイール2Bに比べて左ホイール2A
が高速回転になるので、第6図乃至第10図に示
すように係合コマ8A,8Bは互いに逆向きに高
速移動しようとする。しかし係合コマ8A,8B
はギヤオイル内に封入されているのでその粘性に
より高速移動が妨げられ両タイヤ13A,13B
の極端な回転差が抑制される。しかも駆動力は左
右同じに伝達されるため、接地側のタイヤ13B
にも伝達されて、悪路を容易に脱出することがで
きる。
Furthermore, when the left tire 13A enters ice, snow, mud, etc., the resistance of the right tire 13B that is in contact with the ground increases, and the resistance of the left tire 13A disappears.
The left tire 13A tries to spin temporarily. Therefore, compared to the right wheel 2B, the left wheel 2A
6 to 10, the engaging pieces 8A and 8B tend to move at high speed in opposite directions. However, engaging pieces 8A and 8B
Since it is sealed in the gear oil, its viscosity prevents high-speed movement, causing both tires 13A and 13B to
Extreme rotation differences are suppressed. Moreover, since the driving force is transmitted equally to the left and right, the tire 13B on the ground contact side
This information is also transmitted, allowing you to easily escape from bad roads.

従つて従来の差動装置は、接地していない空転
側に駆動力が大きく伝達され、必要としている接
地側に駆動力が伝達されない構造のものに比べて
本発明は、抵抗が大きく、回転力が低くなつた方
にも効率的に駆動力を伝達することができる。
Therefore, compared to a conventional differential device in which a large amount of driving force is transmitted to the idling side that is not in contact with the ground, and the driving force is not transmitted to the necessary grounding side, the present invention has a large resistance and a large amount of rotational force. The driving force can be efficiently transmitted even to the side where the height is lower.

また上記実施例では隣接する開孔部7の間隙を
この開孔部7に挿着した係合コマ8A,8Bの周
方向に沿つた幅の半幅の場合について示したが倍
数幅に半幅を加えた間隔で形成しても、隣接する
係合コマ8A,8BはV溝14の半幅分ずれて、
この接触面が反対になるので摺動方向が互いに逆
向きになる。
Furthermore, in the above embodiment, the gap between adjacent openings 7 is half the width along the circumferential direction of the engaging pieces 8A, 8B inserted into the openings 7, but the half width is added to the multiple width. Even if they are formed at a certain interval, the adjacent engaging pieces 8A, 8B are shifted by half the width of the V-groove 14,
Since the contact surfaces are opposite, the sliding directions are opposite to each other.

また上記実施例では左右ホイール2A,2Bに
車軸12A,12Bを直接取付けた場合について
示したが、左右ホイール2A,2Bの外周に歯車
を形成し、歯車機構を介して車軸に伝達する機構
でもよい。
Furthermore, although the above embodiment shows a case in which the axles 12A, 12B are directly attached to the left and right wheels 2A, 2B, a mechanism may also be adopted in which gears are formed on the outer peripheries of the left and right wheels 2A, 2B, and the transmission is transmitted to the axles via a gear mechanism. .

また上記説明は車の差動装置に適用した場合に
ついて説明したが、本発明は他の差動機構にも利
用することができる。
Furthermore, although the above description has been made regarding the case where the present invention is applied to a differential device for a car, the present invention can also be used in other differential mechanisms.

[発明の効果] 以上説明した如く本発明に係わる差動装置によ
れば構造が簡単で且つ安価で、カーブでもスムー
スに曲れると共に片側のタイヤが、空転し始めた
とき、接地側のタイヤにも駆動力が加わるので悪
路も容易に走行することができるものである。
[Effects of the Invention] As explained above, the differential device according to the present invention has a simple and inexpensive structure, can smoothly curve, and when one tire starts to spin, the differential device according to the present invention Since the vehicle also receives driving force, it can easily travel on rough roads.

【図面の簡単な説明】[Brief explanation of the drawing]

第1図乃至第10図は本発明を示すもので、第
1図は差動装置の縦断面図、第2図は第1図の
−矢視図、第3図はホイールの側面図、第4図
は係合コマの平面図、第5図は係合コマの斜視
図、第6図乃至第10図は係合コマと左右ホイー
ルの動作を示す説明図である。 1……中央ホイール、2A,2B……左右ホイ
ール、4,6……カサ歯車、5……駆動軸、7…
…開孔部、8,8A,8B……係合コマ、9A,
9B……山形突出部、13A,13B……タイ
ヤ、14,14A1〜14A3……V溝、14B0
14B3……V溝、15……接合面。
1 to 10 show the present invention, in which FIG. 1 is a longitudinal sectional view of the differential gear, FIG. 2 is a view taken along the - arrow in FIG. FIG. 4 is a plan view of the engaging piece, FIG. 5 is a perspective view of the engaging piece, and FIGS. 6 to 10 are explanatory diagrams showing the operation of the engaging piece and the left and right wheels. 1... Central wheel, 2A, 2B... Left and right wheels, 4, 6... Bevel gear, 5... Drive shaft, 7...
...Opening part, 8, 8A, 8B...Engagement piece, 9A,
9B...Chevron protrusion, 13A, 13B...Tire, 14,14A 1 ~ 14A 3 ...V groove, 14B 0 ~
14B 3 ...V groove, 15...Joint surface.

Claims (1)

【特許請求の範囲】[Claims] 1 駆動軸に歯合して回転する歯車を外周に形成
した中央ホイールと、この中央ホイールの両側
に、これと摺接して回転する左右のホイールと前
記中央ホイールの側面部に、軸方向に貫通し周方
向に沿つて間隔をおいて形成された複数個の開孔
部と、この開孔部に夫々軸方向に沿つて可動自在
に挿着され、両側が山形に突出した平面六角形状
をなす係合コマと、この係合コマの中央部に横方
向に開口した貫通孔と、この貫通孔内に左右に可
動自在に挿着されたストツパーと、中央ホイール
に接する左右ホイールの側面に前記係合コマの山
形突出部と嵌合し、リング状に連続して形成され
た複数のV溝と、左右ホイールに夫々接続された
左右出力軸とから成り、前記中央ホイールの両面
を貫通する各開孔部の、隣接する開孔部の間隔
を、この開孔部に挿着した係合コマの周方向に沿
つた幅の半幅又は倍数幅に半幅を加えた間隔で形
成すると共に、平面六角形状をなす前記係合コマ
の軸方向に沿つた長さを、その片側の山形突出部
が左右一方のホイールのV溝と完全に嵌合した時
に他方のホイールのV溝から脱出する長さに形成
して開孔部内を左右に摺動すると共に、係合コマ
がV溝から脱出した側に貫通孔内のストツパーが
突出するようにしたことを特徴とする差動装置。
1 A central wheel having a gear formed on its outer periphery that rotates in mesh with a drive shaft, left and right wheels that rotate in sliding contact with this central wheel, and a side surface of the central wheel that penetrates in the axial direction. A plurality of apertures are formed at intervals along the circumferential direction, each of which is movably inserted in each of the apertures along the axial direction, and has a planar hexagonal shape with chevron-shaped protrusions on both sides. An engaging piece, a through hole opened laterally in the center of the engaging piece, a stopper inserted into the through hole so as to be movable left and right, and the engaging piece on the side surfaces of the left and right wheels in contact with the center wheel. It consists of a plurality of V-grooves formed in a continuous ring shape that fit into the chevron-shaped protrusion of the dowel, and left and right output shafts connected to the left and right wheels, respectively, and each opening that passes through both sides of the center wheel. The interval between adjacent openings of the hole is set to half the width of the engaging piece inserted in the opening along the circumferential direction, or half the width of a multiple width plus a half width, and the shape is hexagonal in plan view. The length along the axial direction of the engaging piece forming the shape is set to such a length that when the chevron-shaped protrusion on one side is completely fitted into the V-groove of one of the left and right wheels, it escapes from the V-groove of the other wheel. What is claimed is: 1. A differential device characterized in that the differential device is configured to slide from side to side in an opening portion, and a stopper in the through hole projects on the side where the engagement piece escapes from the V-groove.
JP22886186A 1986-09-27 1986-09-27 Differential device Granted JPS6383433A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP22886186A JPS6383433A (en) 1986-09-27 1986-09-27 Differential device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP22886186A JPS6383433A (en) 1986-09-27 1986-09-27 Differential device

Publications (2)

Publication Number Publication Date
JPS6383433A JPS6383433A (en) 1988-04-14
JPH0456182B2 true JPH0456182B2 (en) 1992-09-07

Family

ID=16883032

Family Applications (1)

Application Number Title Priority Date Filing Date
JP22886186A Granted JPS6383433A (en) 1986-09-27 1986-09-27 Differential device

Country Status (1)

Country Link
JP (1) JPS6383433A (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS52129124A (en) * 1976-04-05 1977-10-29 Knowles Reginald Differential gear mechanism

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS52129124A (en) * 1976-04-05 1977-10-29 Knowles Reginald Differential gear mechanism

Also Published As

Publication number Publication date
JPS6383433A (en) 1988-04-14

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