JPH0681909A - Differential gear - Google Patents

Abstract

PURPOSE:To provide a differential gear which can obtain even differential control characteristics in idling rotation of one side gear and in idling rotation of the other side gear, and equalize the length of power transmission shafts. CONSTITUTION:A differential gear mechanism 75 has a pinion gear and one and the other side gears 39, 37 in an axial direction which are meshed with each other, and is offset-arranged on one side of a differential case in an axial direction. A speed-sensing coupling 111 is offset-arranged on the other side of the differential case in the axial direction, and performs differential controlling while sensing the differential rotation. One side hub 53 is provided with a side gear of one side and one power transmission shaft connected thereto. A hub 41 of the other side is provided with is connected to the other power transmission shaft. The hub 41 is connected to the side gear 37 through one side members 43, 45, 47 of the coupling 111. A member 91 of the other side of the coupling 111 is connected to the one side hub 53 or the one side power transmission shaft piercing through a portion between the hub 41 and the side gear 37.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a differential device used in a vehicle.

[0002]

2. Description of the Related Art Differential devices 201 and 203 as shown in FIGS. 6 and 7 are described in Japanese Utility Model Publication No. 63-78746 and Japanese Utility Model Publication No. 62-172842, respectively.

The differential devices 201 and 203 are bevel gear type differential gear mechanisms 207 and 209, differential limiting viscous couplings 211 and 213, and a multi-plate clutch 215.
217 and 217, respectively. The viscous couplings 211 and 213 are speed-sensitive type differential limiting means that generate a larger differential limiting force as the differential rotation speed increases. or,
The multi-plate clutches 215 and 217 are side gears 21 respectively.
The multi-plate clutches 215 and 217 are of the torque sensitive type because the engagement reaction force of the gears 9, 221 against the pinion gears 223, 225 is fastened, and the engagement reaction force becomes stronger as the transmission torque of the differential gear mechanism 207, 209 increases. It is a differential limiting means.

[0004]

As shown in FIG. 6, in the differential device 201, the left side gear 219 in the figure is connected to the left axle 233 via the hub 231 and the right side gear 23 is connected.
5 is connected to the right axle 237. Multi-plate clutch 2
Reference numeral 15 is an SH type (S: shaft, H: housing) arranged between the hub 231 and the differential case 239 (housing). Further, as shown in FIG. 7, in the differential device 203, the multi-plate clutch 217 is disposed between the right side gear 221 and the differential case 241 in the figure, and the viscous coupling 213 is disposed between the left side gear 243 and the differential case 241. They are arranged, and all are S-H type.

In the differential device 201, the multi-plate clutch 2
The transfer ratios (R _t ) of the left and right axles 233, 237 caused by 15 are set to R _tL and R _tR , respectively.

[0006]

[Equation 1] f _L : Friction torque generated in the multi-plate clutch 215 according to the input torque and transmitted to the left axle 233 side.

F _R : Multi-plate clutch 2 according to the input torque
Friction torque generated in 15 and transmitted to the right axle 237 side.

Since f _L = 0 here

[Equation 2] Therefore, R _tL ≠ R _{tR and} one-sided effect occurs.

In this case, in FIG. 6, the left and right axles 233,
The driving force indicated by the thick arrow 244 is input to 237, and the driving force indicated by the broken arrow 251 is applied to the right axle 237 to strengthen the right axle 237.

As described above, when the differential limiting means is arranged at S-H, the differential limiting forces become non-uniform on the left and right sides, resulting in a one-sided effect.

FIG. 8 is a graph showing the differential limiting characteristic of the differential device 201, in which the vertical axis represents the axial torque sent to the right wheel when the left wheel idles, and the horizontal axis sends the left wheel when the right wheel idles. It is the shaft torque. Graphs 253 and 255 are the right shaft torque and the left shaft torque by the multi-plate clutch 215, respectively, and are asymmetric with respect to the straight line 257 of 45 °, and show that the right shaft torque is larger than the left shaft torque as described above. ing. The gradient of the graph 253 with respect to the horizontal axis and the gradient of the graph 255 with respect to the vertical axis are referred to as a transfer ratio (R _t ).

Therefore, the characteristics of the differential device 201 as a whole are graphs 259 and 261 in which the differential limiting force by the viscous coupling 211 is evenly applied to the graphs 253 and 255.

FIG. 9 is a graph showing a differential limiting characteristic of the differential device 203, and graphs 263 and 265 are characteristics of the multi-plate clutch 217. Since the multi-plate clutch 217 is S-H arranged on the right side gear 221, the left shaft torque is larger than the right shaft torque. Therefore, the characteristics of the differential device 203 as a whole are shown in graphs 263 and 265.
Graphs 267 and 26 in which the differential limiting forces of 13 are applied unevenly
9, which is asymmetric with respect to the straight line 257.

As described above, conventionally, there has not been a differential device having a torque-sensitive type characteristic and a speed-sensitive type characteristic and having a uniform differential limiting characteristic on one side and the other side. Further, in order to arrange the speed-sensitive type differential limiting means in the SS configuration, the right axle 237 must be longer than the left axle 233 in order to connect the viscous coupling 211 to the differential 201, for example. Thus, the power transmission shaft becomes unequal length.

Therefore, the present invention is provided with a torque sensitive type speed limiting type differential velocity limiting type differential limiting function, and obtains a uniform differential limiting characteristic when one side gear idles and the other side gear idles. An object of the present invention is to provide a differential device in which both power transmission shafts can be made equal in length.

[0016]

A differential device according to the present invention comprises a differential case, a pinion gear slidably and rotatably housed in a housing hole provided in the diff case, one side in the axial direction meshing with the pinion gear, and the other. Side gear and a differential gear mechanism offset on one side of the differential case in the axial direction, and a speed-sensitive type that is offset on the other side of the differential case in the axial direction to limit the differential in response to the differential rotation speed. Coupling, a hub on one side to which a side gear on one side is formed and a power transmission shaft is connected, and a hub on another side to which another power transmission shaft is connected, wherein the hub and side gear on the other side are The coupling is connected via one side member, and the other side member of the coupling penetrates between the other side hub and the side gear and is connected to the one side hub or the one side power transmission shaft. And said that you are.

[0017]

A differential gear mechanism is provided on one side of the differential case in the axial direction, and a speed-sensitive type coupling that is sensitive to the differential rotation speed and generates a differential limiting force is arranged on the other side.

When the differential case is rotationally driven, this driving force is distributed from the pinion gear to each side gear. The distributed driving force is transmitted to the power transmission shaft on one side via the hub on the one side, and is transmitted to the power transmission shaft on the other side via the one side member of the coupling and the hub on the other side. Further, the side gears differentially rotate via the pinion gears according to the difference in drive resistance between the power transmission shafts, and the driving force is differentially distributed to the power transmission shafts.

Further, the differential rotation of the side gear is appropriately braked by the frictional resistance between the pinion gear and the housing hole, and the differential rotation of the differential gear mechanism is limited. Since this frictional resistance is proportional to the transmitted torque, the differential gear mechanism has a torque-sensitive differential limiting function.

The frictional resistance between the pinion gear and the housing hole is the same regardless of which side gear is on the idling side. Therefore, the grounding side power transmitting shaft depends on whether one side of the power transmitting shaft idles or the other side idles. The driving force sent to is equal, and the differential limiting force is uniform on one side and the other side.

Further, one side member and the other side member of the coupling are connected to their respective power transmission shafts via a hub, and S-S
It is arranged. As described above, since the coupling characteristic is added evenly to the equal characteristic of the torque sensitive type differential limiting function, the entire differential limiting characteristic is also equal on the one side and the other side, which deteriorates the operability. There is no one-sided effect.

The hub on the other side and the side gear are connected to each other via the one side member of the coupling, and the other side member of the coupling is passed through between the hub on the other side and the side gear to arrange the S-S arrangement of the coupling. In addition to being established, by extending the one side member to one side in this way, it is not necessary to extend the one side power transmission shaft to the coupling side for connection with the coupling, and both power transmission shafts can be made equal in length. .

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment will be described with reference to FIGS. FIG. 1 shows the differential device of this embodiment,
FIG. 4 shows a power system of a vehicle using this differential device. Further, the left and right directions are the left and right directions in this vehicle and FIG. 1, and members and the like without reference numerals are not shown.

As shown in FIG. 4, this power system includes an engine 1,
Transmission 3, propeller shaft 5, rear differential 7 (differential device of FIG. 1 arranged on the rear wheel side), rear axles 9 and 11 (power transmission shafts), left and right rear wheels 1
3, 15 and left and right front wheels 17, 19 and the like. In the rear differential 7, the differential case 21 is rotatably arranged in the differential carrier 23.
The ring gear 25 fixed to the drive pinion gear 2
It is in mesh with 7. The drive pinion gear 27 is formed integrally with a drive pinion shaft 29 connected to the propeller shaft 5 side. In this way, the driving force of the engine 1 is transmitted to the rear differential 7 via the transmission 3 and the propeller shaft 5, and rotationally drives the differential case 21.

As shown in FIG. 1, the differential case 21 has a main body 31.
And a cover 35 fixed to the main body 31 with screws 33, and a pair of side gears 37 and 39 are arranged inside. The left hub 41 is arranged on the left side of the side gear 37, and the flange portion 43, the cylindrical member 45, the right flange 47, and the left side gear 37 are integrally formed by welding. The hub 41 is the shaft support 4 of the cover 35.
It is rotatably supported by 9, and a washer 51 is arranged between the flange portion 43 and the cover 35.
The right side gear 39 is formed on the right hub 53, and the hub 53 is rotatably supported by the shaft support 55 of the main body 31. The left rear axle 9 is spline-connected to the left hub 41 and is prevented from falling off by a retaining ring 57. The right hub 53 is spline-connected to the right rear axle 11 and is prevented from falling off by a retaining ring 59. There is.

The main body 31 is provided with a long storage hole 61 and a short storage hole circumferentially adjacent to the storage hole 61 in the axial direction. A pinion gear 63 is slidably and rotatably housed in the housing hole 61, and a short pinion gear is slidably and rotatably housed in the short housing hole.

The long pinion gear 63 includes the left and right gear parts 6
5, 67 and a shaft portion 69 connecting them, and the shaft portion 69 has a small diameter to avoid interference with the right side gear 39. The left gear portion 65 meshes with the left side gear 37, and the right gear portion 67 meshes with the right end portion of the short pinion gear. The short pinion gear meshes with the right side gear 39 at the left end. A thrust washer 71 and retaining rings 73, 73 are attached to the body 31 to prevent the long and short pinion gears from falling off. In this way, the differential gear mechanism 75 is configured.

The driving force of the engine 1 for rotating the differential case 21 is distributed from the pinion gears to the side gears 37, 39, and the left and right rear wheels 13, 15 via the rear axles 9, 11.
Be transmitted to. When a driving resistance difference occurs between the rear wheels, the driving force of the engine 1 is differentially distributed to the left and right sides by the rotation of each pinion gear.

Each gear of the differential gear mechanism 75 is a helical gear. When the differential case 21 is rotationally driven when the vehicle is moving forward, the side gears 37, 39 are pushed and slid by the sliding portions 81 between them due to the thrust forces 77, 79 generated by the meshing with the pinion gears. When the differential case 21 is rotationally driven in the rotational direction when the vehicle is traveling in reverse, the side gear 37
The flange portion 43 slides on the sliding portion 85 with the washer 51 by the meshing thrust force 83 of
Thus, the side gear 39 slides on the sliding portion 89 with the main body 31. The friction coefficient of the sliding portion 81 is set to be larger than the friction coefficients of the sliding portions 85 and 89.

Further, the left end of the long pinion gear 63 slides on the flange 47 and the right end slides on the thrust washer 71 due to the meshing thrust force. The left end of the short pinion gear slides on the main body 31, and the right end slides on the thrust washer 71. These sliding parts have the same friction coefficient.
Further, a rotational friction resistance can be obtained between each pinion gear and its housing hole.

The rotation of each pinion gear and the side gears 37, 39 is braked by the frictional resistance of each pinion gear and the frictional resistance of each sliding portion due to the meshing thrust force, and the differential rotation of the differential gear mechanism 75 is restricted. Since this frictional resistance changes in proportion to the transmission torque of the differential gear mechanism 75, each sliding portion constitutes a torque sensitive differential limiting means.

A hub 91 is arranged between the flange portion 43 and the flange 47 on the left side gear 37 side.
It is rotatably supported on the outer circumference of. The hub 91 is provided with a connecting portion 95 penetrating rightward through the gap 93 between the left side gear 37 and the hub 41, and the connecting portion 95 is spline-connected to the right hub 53. Flange part 43
A working chamber 97 is formed between the cylindrical member 45, the flange 47, and the hub 91. The working chamber 97 is filled with high-viscosity silicon oil from a filling hole 99 and sealed by a ball 101 caulked in the filling hole 99. Has been done. Cylindrical member 45
A large number of outer plates are engaged with the hub 91, and inner plates alternately arranged with the outer plates are engaged with the hub 91. An X ring 1 is provided between the hub 91 and the hub 41.
03 (X-shaped cross section seal) and backup ring 1
No. 05 is arranged, and an X ring 107 and a backup ring 109 are arranged between the side gear 37 and the connecting portion 95 to prevent leakage of silicone oil.

Thus, the viscous coupling 111
(Velocity sensitive coupling) is configured. Since the outer plate is connected to the left rear axle 9 via the hub 41 and the inner plate is connected to the right rear axle 11 via the hub 91 and the hub 53, the viscous coupling 111 is in the S-S arrangement. The differential rotation of the differential gear mechanism 75 is limited.

The left hub 41 and the side gear 37 are connected via the flange portion 43 of the viscous coupling 111, the cylindrical member 45, and the flange 47, and a connecting portion 95 penetrating between the hub 41 and the side gear 37. Since the hub 91 is connected to the hub 53 by the above, the left and right rear axles 9 and 11 can be made equal in length, unlike the conventional example of FIG. In this way, the rear differential 7 is configured.

Next, the differential limiting characteristic of the rear differential 7 will be described with reference to FIGS. 2 and 3.

FIG. 2 is a graph showing the transfer ratio (R _t ) of the rear differential gear 7, in which the first quadrant is the forward drive side area and the third quadrant is the reverse drive side (coasting side) area. The upper part of the first quadrant and the lower part of the third quadrant of the straight line 113 of 45 ° are the regions of the axial torque sent to the right rear wheel 15 via the rear differential gear 7 when the left rear wheel 13 idles. The lower side of the three quadrants is a region of the axial torque sent to the left rear wheel 13 when the right rear wheel 15 idles.

Graphs 115, 117, 119 and 121 are transfer ratios of the torque sensitive type differential limiting means, and graphs 123, 125, 127 and 12 obtained by adding the differential limiting force of the viscous coupling 111 to these graphs.
9 is the differential limiting characteristic of the entire rear differential 7.

The friction resistance between the pinion gear of the torque-sensitive differential limiting means and the housing hole is equal to that when the left side gear 37 rotates ahead and when the right side gear 39 rotates ahead, and each pinion gear is caused by the mesh thrust force. The sliding frictional resistances at the ends are equal to each other as described above.
Therefore, the differential limiting means has no one-sided effect in both forward and backward movements, and graphs 115 and 117 and graphs 119 and 121 are symmetrical with respect to the straight line 113. Further, as described above, since the sliding resistance of the sliding portion 81 is made larger than the sliding resistance of the sliding portions 85 and 89, the R _t of the graphs 115 and 117 when moving forward is larger than the R _t when moving backward. . In addition, since the viscous coupling 111 is arranged in SS, the differential limiting force is set to the graphs 115 and 11 respectively.
Graphs 123, 125, 1 added to 7, 119, 121
27 and 129 are also symmetrical with respect to the straight line 113, and the rear differential 7 does not have a one-sided effect.

In the vehicle of FIG. 4, for example, even when the left rear wheel 13 idles and the left axle torque drops to T _L1 when the vehicle travels on a rough road, a large TR _R1 axle torque is sent to the right rear wheel 15 to drive the vehicle on a bad road. Running performance is greatly improved. At this time, since there is no one-sided effect, the driving force sent to the rear wheel on the grounding side is equalized regardless of whether the idling side is on the left or right, and the maneuverability and safety are greatly improved. or,
Obtaining such a large differential limiting force improves the stability of the vehicle body at the time of large torque, and is suitable for sporty traveling.

Further, as shown in FIG. 2, the graphs 123, 12 are
The gradients of 5, 127, 129 are the graphs 115, 117, 1
It depends on the slope of 19,121. Therefore, the effect of the differential limiting force of the viscous coupling 111 is also shown in graph 11.
5, 117, 119, and 121, and the difference in this effect is the initial torque T _iD at the time of forward movement, which is the contact piece between the graph 123 and the vertical axis, and the backward travel, which is the contact point between the graph 129 and the vertical axis. It is expressed as a difference from the initial torque T _iC of. Here, the gradients of the graphs 123 and 129 are respectively R
_tD, and R _tC, when a single torque of the viscous coupling 111 and T _VC, a _{T iD = T VC (R tD} +1) T iC = T VC (R tC +1), because it is R _tD> R _tC , T _iD > T _iC .

As described above, by combining with the torque sensitive differential limiting means in which R _t is changed in forward and backward movement, the entire characteristic including the characteristic of the viscous coupling 111 can be changed in forward and backward movement.

FIG. 3 is a graph showing the differential limiting force with respect to the input torque of the rear differential 7. The graph 131 is improved because the differential limiting force at the time of forward movement is large due to the large R _t of the graphs 123 and 125 of FIG. 2, and the graph 133 is at the differential limiting force at the time of reverse traveling and during engine braking.
It is shown that R _{t of} 9 is reduced by being small. Further, a broken line 135 indicates the limit torque of ABS (anti-lock brake system), and if the maximum input torque during engine braking is T ₁ , the differential limit torque T _{2 at} that time will not exceed the limit torque of ABS. , ABS
Interference with can be avoided.

As described above, the rear differential 7 has the speed-sensitive viscous coupling 111 in addition to the torque-sensitive differential limiting means in which the left and right transfer ratios are equal to each other. It has a symmetrical differential limiting characteristic, which greatly improves the steering stability of the vehicle.
Further, by adopting this structure, it becomes easy to make the transfer ratio of the torque sensitive type differential limiting means large when moving forward of the vehicle and small when moving backward, so that the differential limiting force of the viscous coupling 111 remains symmetric. However, a large differential limiting force can be obtained when moving forward, and interference with the ABS of the vehicle can be prevented during engine braking. or,
In addition to this, the rear axles 9 and 11 can be made equal in length.

Next, the second embodiment will be described with reference to FIG. This embodiment corresponds to the rear differential 7 of the first embodiment in which another type of coupling is arranged instead of the viscous coupling 111. Hereinafter, differences from the rear differential 7 will be mainly described. 5, members having the same functions as those in FIG. 1 are designated by the same reference numerals as those in FIG. The left and right directions are the left and right directions in FIG. 5, and members without reference numerals are not shown. The differential device of this embodiment is used as the rear differential 137 of the vehicle of FIG. 4 similarly to the rear differential 7 of the first embodiment.

As shown in FIG. 5, the differential gear mechanism 75 is arranged on the right side of the differential case 21, and the orifice coupling 139 (speed-sensitive type coupling) is arranged on the left side. Similar to the first embodiment, the differential gear mechanism 75 is bilaterally symmetrical and has a torque-sensitive type differential limiting function in which the differential limiting force when the vehicle is moving forward is greater than when the vehicle is moving backward.

The orifice coupling 139 includes a cam case 141, a rotor 143, a piston 145, a cylinder 147, a differential limiting force adjusting mechanism 149 and the like. The rotor 143 is arranged inside the cam case 141 so as to be relatively rotatable. A left hub 151 is spline-connected to the left end side of the cam case 141, and the left rear axle 9 is spline-connected to this hub 151, and a retaining ring 57 prevents the left rear axle 9 from falling off. A washer 51 is arranged between the hub 151 and the cover 35. Further, the hub 151 is supported by the shaft supporting portion 152 of the cover 35. The rotor 143 penetrates between the hub 151 and the left side gear 37 and extends rightward. The right rear axle 11 is spline-connected to the right end portion of the rotor 143 and the right hub 153, and is prevented from falling off from the hub 153 by the retaining ring 59. A right side gear 39 is formed on the hub 153, and a right end portion of the hub 153 is provided on the right end portion of the shaft support portion 15 of the differential case 21.
4 and the free ends thereof are supported by a shaft support portion 155 formed between the rotor 143 and the rotor 143.

A plurality of cylinders 147 are radially provided on the rotor 143, and a piston 145 is engaged with each cylinder 147 via a seal 157.

The cam case 141 is provided with a cam surface 159 that slides on the top of the piston 145. Cam surface 1
59 is provided with a profile that moves the pair of pistons 145 in the same phase with the differential rotation of the cam case 141 and the rotor 143. Also, each cylinder 1
47 is an axial oil passage 163 via a radial oil passage 161.
Is in communication with.

The differential limiting force adjusting mechanism 149 includes a rotor 143.
Right retainer 165 and left retainer 167 mounted on
And springs 169 and 170 mounted between the retainers 165 and 167, a plate valve 171, and an orifice plate 173. The orifice plate 173 is fixed to the rotor 143 with two bolts, and when an oil pressure is received from the oil passage 163, its outer edge portion is bent to the right.

An accumulator 175 is formed between the plate valve 171 and the orifice plate 173, and the orifice plate 173 is provided with a restriction hole 177 that connects the oil passage 163 and the accumulator 175. The rotor 143 is provided with an oil passage 181 communicating with the cylinder 147 via a one-way valve 179. The accumulator 175 is a plate valve 171.
Is communicated with the oil passage 181 through a gap 183 between the rotor plate 173 and the orifice plate 173, and the oil passage 163 is connected through the gap 185 between the rotor 143 and the orifice plate 173.
Is in communication with. Cylinder 147, oil passages 161, 16
3, 181 and the accumulator 175 are filled with hydraulic oil. The one-way valve 179 prevents the hydraulic oil from moving from the cylinder 147 directly to the gaps 183 and 185. The gaps 183 and 185 are provided with springs 169,
It receives the urging force of 170 so that it will not open unless the hydraulic pressure rises to some extent. A seal 187 is attached to the left retainer 167, and the valve hole 18 is attached to the rotor 143.
9 is provided, and the valve hole 189 communicates with the accumulator 175 side by the rightward movement of the retainer 167 before the hydraulic pressure of the accumulator 175 becomes excessive, thereby performing a relief valve function of releasing the hydraulic pressure.

As described above, since the cam case 141 is connected to the left rear axle 9 and the rotor 143 is connected to the right rear axle 11, when the differential rotation occurs between the rear wheels 13 and 15, the cam surface 141 and the cam surface 159 are connected to each other. A part of the piston 145 is pushed inward by the sliding, and an internal pressure is generated in the cylinder 147, and the internal pressure causes the piston 145 to be pressed against the cam case 141. By this pressing force, the cam case 141 and the rotor 143 are
The differential rotation between them is braked, and the differential rotation between the rear wheels 13 and 15 (the differential gear mechanism 75) is limited. Cylinder 147
Since the internal pressure of is proportional to the differential speed, this differential limiting function is speed sensitive.

The internal pressure of the cylinder 147 is reduced by a hole 177.
A pressure difference is generated between the accumulator 175 and the accumulator 175. The accumulator 17 increases as the differential rotation speed increases.
When the internal pressure of 5 becomes larger than the biasing force of the springs 169 and 170, oil flows from the gap 183 to the oil passage 181, and when the internal pressure of the cylinder 147 rises, the orifice plate 17
3 bends, and oil flows from the gap 185 to the oil passage 181. Thus, the accumulator 175 increases as the differential rotation speed increases.
Or oil passage 163 to oil passage 181 and one-way valve 179.
The amount of oil returning to the cylinder 147 via the cylinder increases.

Thus, the orifice coupling 139
Is configured.

Comparing the differential limiting characteristic of the orifice coupling 139 with that using a fixed orifice with a constant opening, the gaps 183, 185 are generated by the biasing force of the springs 169, 170 in the low differential rotation region where the cylinder internal pressure is low.
Is a fully closed state, a larger differential limiting force than the fixed orifice type can be obtained. The fixed orifice type opens the gaps 183, 185 in the high differential rotation range where the differential limiting force increases excessively, and the differential limiting force is increased. Is moderately suppressed. Thus, the differential limiting characteristic in which the differential limiting force changes substantially linearly with respect to the differential rotation speed from the low differential rotation range to the high differential rotation range is obtained, and the piston 145 receives the differential rotation even when the differential rotation is zero. Differential limiting force is obtained by centrifugal force. Also, the spring 16
The differential limiting characteristic can be easily changed by changing the biasing force of 9,170.

As described above, the orifice coupling 1
Since 39 connects the left hub 151 and the side gear 37 via the cam case 141 and connects the rotor 143 to the right side gear 39 side to form the SS arrangement, the torque-sensitive differential of the differential gear mechanism 75 is shown. Rear differential 137 that combines the characteristics of the limiting function and the orifice coupling 139
The differential limiting characteristic of does not have one-sided effect on the left and right of the differential limiting force when moving forward and backward, and a large differential limiting force is obtained when moving forward and the differential limiting force can be reduced when moving backward (during coasting). As a result, the vehicle is provided with excellent maneuverability and sporty running performance, and interference with the ABS can be avoided when the engine brake is used.

Since the rotor 143 of the orifice coupling 139 is connected to the right rear axle 11 by penetrating between the hub 151 and the side gear 37, it is not necessary to extend the right rear axle 11 to the left side. 9 and 11 can be made equal length.

[0057]

The differential device of the present invention has a pinion gear slidably accommodated in the accommodating hole of the differential case and a pair of side gears meshing with the pinion gear, and has a uniform torque sensing on one side and the other side. Type differential gear mechanism with differential limiting function is arranged on one side in the axial direction of the differential case,
The hub on the other side and the side gear are connected via one side member of the coupling having a speed-sensitive differential limiting function arranged on the other side of the differential case, and the other side member of the coupling is connected to the hub of the other side. By penetrating and extending between the side gears and connecting to one side hub or power transmission shaft, SS
The arrangement was approved. Therefore, a uniform differential limiting characteristic can be obtained on one side and the other side, and the coupling effect can also be obtained by changing the differential limiting characteristic of the torque sensitive differential limiting function in the differential rotation direction. It is possible to change in the differential rotation direction while maintaining the equality with and. Further, the power transmission shafts on one side and the other side can be made equal in length.

[Brief description of drawings]

FIG. 1 is a sectional view of a first embodiment.

FIG. 2 is a graph showing the differential limiting characteristic of the first embodiment.

FIG. 3 is a graph showing a differential limiting characteristic of the first embodiment.

FIG. 4 is a skeleton mechanism diagram showing a power system of a vehicle using each embodiment.

FIG. 5 is a sectional view of a second embodiment.

FIG. 6 is a cross-sectional view of a first conventional example.

FIG. 7 is a sectional view of a second conventional example.

FIG. 8 is a graph showing a differential limiting characteristic of the first conventional example.

FIG. 9 is a graph showing a differential limiting characteristic of a second conventional example.

[Explanation of symbols]

7,137 Rear differential (differential device) 9 Left rear axle (other side power transmission shaft) 11 Right rear axle (one side power transmission shaft) 21 Differential case 37 Side gear (other side) 39 Side gear (one side) 41, 151 Hub (Other side) 43 Flange part (one side member of coupling) 45 Cylindrical member (one side member of coupling) 47 Flange (one side member of coupling) 53,153 Hub (one side) 63 Pinion gear 75 Differential gear Mechanism 91 Hub (other side member of coupling) 111 Viscous coupling (speed-sensitive coupling) 139 Orifice coupling (speed-sensitive coupling) 141 Cam case (one side member of coupling) 143 Rotor (coupling) Other member)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shuhei Ono 2388 Omiyacho, Tochigi City, Tochigi Prefecture Tochigi Fuji Industrial Co., Ltd.

Claims (1)

[Claims] 1. A differential case having a differential case, a pinion gear slidably and rotatably accommodated in an accommodating hole provided in the differential case, and axial side one and side gears respectively meshing with the pinion gear. A differential gear mechanism offset on one side, a speed-sensitive coupling offset on the other side of the differential case in the axial direction to limit the differential by sensing the differential rotation speed, and a side gear on the one side are formed. A hub on one side to which the power transmission shaft is connected and a hub on the other side to which another power transmission shaft is connected, and the hub and the side gear on the other side are connected via one member of the coupling. In addition, the other side member of the coupling penetrates between the other side hub and the side gear and is connected to the one side hub or the one side power transmission shaft.