JPH0949560A - Differential device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate differential limit force regulation by equipping between a differential case and clutch members core clutches to limit coupling and differential by means of the meshing reaction of side gears and cam mechanisms to push-press the cone clutches by means of drive force in spaces between the clutch members and the side gears. SOLUTION: Cone clutches 37, 35 are arranged on the right and left of side gears 21, 23, and their cone parts 39, 41 are formed between taper plates 43, 45 (clutch members) and a differential case 3. The taper plates 43, 45 are connected to the outer peripheries of the boss parts 25, 27 of the side gears 21, 23 through helical spline parts 51, 53 (cam mechanisms). When torque is imposed on a differential mechanism 33, the side gears 23, 21 receive meshing reactions 61, 59 from a pinion gear 19 and retreat right and left and push-press and couple the cone clutches 37, 35 and limit differential movement. As above, by changing the torsion angles of the spline parts 51, 53, differential limit force regulation can be realized easily without changing gear meshing pressure angles and core clutch taper angles or the like.

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 for a vehicle.

[0002]

2. Description of the Related Art Japanese Patent Publication No. 47-10484 discloses a differential device 201 as shown in FIG.
FIG. 9 shows another conventional differential device 203.

A differential device 201 shown in FIG. 8 has a pinion shaft 207 fixed to a differential case 205.
A bevel gear type differential mechanism 215 including a pinion gear 209 rotatably supported on the pinion shaft 207 and side gears 211 and 213 meshing with the pinion gear 209; and a cone clutch 217 for limiting the differential.
219 and the like.

The cone clutches 217 and 219 are formed between the clutch members 221, 223 and the differential case 205, and these clutch members 221 and 223, along with the side gears 211 and 213, are separated from the axles 225 and 227 in the axial direction. It is splined so that it can move freely.

The driving force of the engine for rotating the differential case 205 is generated by the pinion shaft 207 and the pinion gear 20.
9 to the wheels via the side gears 211 and 213. At this time, the side gears 211 and 213 receive the meshing reaction force with the pinion gear 209 and retreat to the left and right to press the cone clutches 217 and 219 via the clutch members 221 and 223. In this way, the cone clutches 217 and 219 are engaged, and the differential device 20
The differential of 1 is limited.

Further, the differential device 203 shown in FIG.
Is a differential case 229 and a bevel gear type differential mechanism 23.
1, a pair of cams, and pressure rings 233, 233.
And multi-plate clutches 235, 235 and the like.

The multi-plate clutches 235, 235 are the differential mechanism 2
It is arranged between the side gears 237 and 239 of No. 31 and the differential case 229. In addition, the pair of cams is a differential mechanism 23.
1 pinion shaft 241 and pressure ring 23
3 and 233, respectively, and when torque is applied, the multiple disc clutches 235 and 235 are pressed and fastened via the pressure rings 233 and 233 to limit the differential of the differential device 203.

[0008]

In the differential device 201, the meshing reaction force of the side gears 211 and 213 is determined by the pressure angle with the pinion gear 209, and the friction torque of the cone clutches 217 and 219 is the cone portions 243 and 2 respectively.
It is determined by the taper angle of 45 and the radius of sliding weight. Therefore, in order to adjust the differential limiting force (transfer ratio), it is necessary to change the pressure angle, the taper angle, the sliding load radius, and the like. However, for that purpose, each gear of the differential mechanism 215,
The clutch members 221 and 223 forming the cone clutches 217 and 219 and the differential case 205 need to be replaced, and both of them are difficult, resulting in high cost.

Further, in the structure utilizing the meshing reaction force of the bevel gear type differential gear mechanism 215 like the differential device 201, the same differential limiting force is exerted even when the torque directions are opposite (forward traveling and backward traveling). Therefore, if the differential limiting force is made sufficiently large, A.D. B. Interference with S (anti-lock brake system) occurs, and if the differential limiting force is reduced in order to prevent this, the differential limiting force during normal traveling becomes insufficient.

Further, in the differential device 203, the torque applied to the cam when one wheel is idling on a bad road is the average value of the small torque on the idling side and the large torque on the grip side, and the larger differential It is not possible to generate a large differential limiting force using only the torque.

Therefore, according to the present invention, it is easy to adjust the differential limiting force generated by utilizing the meshing reaction force of the gears.
A. B. An object of the present invention is to provide a differential device that can prevent interference with S.

[0012]

According to another aspect of the present invention, there is provided a differential device including: a differential case which is rotationally driven by a driving force of an engine; and a differential gear mechanism which distributes rotation of the differential case to a wheel side through a pair of side gears. A cone clutch that is formed between the differential case and the clutch member and that is fastened by receiving the meshing reaction force of the side gear to limit the differential of the differential gear mechanism, and receives a driving force that is provided between the clutch member and the side gear. And a cam mechanism that operates to press the cone clutch.

When a driving torque is applied to the differential gear mechanism, the cone clutch is engaged by the meshing reaction force (including the meshing thrust force of the helical gear) generated in the side gear, and the differential of the differential gear mechanism is limited. In addition to this, a cam mechanism provided between the clutch member of the cone clutch and the side gear receives the driving torque to press the cone clutch, and strengthen the differential limiting force.

As described above, by providing the cam mechanism for pressing the cone clutch by receiving the driving torque, the differential limiting force can be strengthened, and by changing the cam angle of the cam mechanism, the conventional example can be obtained. Differently, without changing the meshing pressure angle of the gears of the differential gear mechanism, the taper angle of the cone clutch, the radius of sliding load, or the like, or the differential gear mechanism and the differential case and the clutch member constituting the cone clutch. The differential limiting force can be easily adjusted at a low cost without replacement of the above.

Since the cam mechanism is arranged between the clutch member and the side gear (the transmission path of the driving force distributed by the differential gear mechanism) as described above, the cone clutch and the cam mechanism are provided on both side gear sides. In this configuration, when one wheel spins on a bad road and the driving torque of the wheels on the idling side decreases and a large driving torque is applied to the wheels on the grip side, there will be a meshing reaction force generated by this large driving torque on the side gears on the grip side. A large differential limiting force is obtained due to the cam force of the cam mechanism, and the running performance on a rough road of the vehicle is greatly improved.

As described above, in the conventional example, even in the case of one-wheel idling in which only a moderate differential limiting force obtained by averaging the driving torques on the idling side and the grip side is obtained, the differential device according to claim 1 uses the large driving torque on the grip side. A large differential limiting force can be obtained.

A differential device according to a second aspect of the invention is a bevel gear having a differential gear mechanism including a pinion shaft supported by a differential case, a pinion gear rotatably supported on the pinion shaft, and a pair of side gears meshing with the pinion gear. 2. A differential gear mechanism of the type
Differential device.

The differential device according to claim 2 is similar to the differential device according to claim 1, in which the differential limiting force is strengthened by the cam mechanism, and the cam angle of the cam mechanism is changed, which is different from the conventional example. The differential limiting force can be easily adjusted at low cost without changing the pressure angle of the gear of the differential gear mechanism, the taper angle of the cone clutch, the radius of sliding weight, and the like. Further, when one wheel slips, a differential limiting force utilizing a large driving torque on the grip side is obtained, and the running performance on rough roads is greatly improved.

In addition to this, in the bevel gear type differential gear mechanism, a differential limiting force due to the meshing reaction force of the side gears can be obtained regardless of the rotation direction of the differential case.

A differential device according to a third aspect of the present invention is the differential device according to the first or second aspect, wherein the cam mechanism is a helical spline formed between the side gear and the clutch member.

The differential device according to claim 3 is similar to the differential device according to claim 1 or 2 in that the differential limiting force is enhanced by the meshing thrust force of the helical spline, and the twist angle (cam angle) of the helical spline is increased. By changing, the differential limiting force can be easily adjusted at low cost without changing the pressure angle of the gear of the differential gear mechanism, the taper angle of the cone clutch, the radius of sliding weight, and the like.
Further, when one wheel idles, a large differential drive force on the grip side provides a differential limiting force, which greatly improves the running performance on rough roads.

In addition to this, if the twist angle of the helical spline is set in such a direction that the cone clutch is pressed when the vehicle travels forward, the differential limiting force enhancement due to the mesh thrust force of the helical spline is stopped during braking. At the same time, the helical spline generates a meshing thrust force in the direction of reducing the meshing reaction force of the side gears. B. It is extremely convenient to prevent interference with S.

According to another aspect of the present invention, in the differential device, one side cam surface constituting the cam mechanism is formed in the side gear,
The differential device according to claim 1 or 2, wherein the cam surface on the other side is formed on the clutch member.

In the differential device of the fourth aspect, the differential limiting force is strengthened by the cam mechanism, the pressure angle of the gear of the differential gear mechanism and the cone clutch are the same as those of the differential device of the first aspect or the second aspect. The differential limiting force can be easily adjusted at low cost without changing the taper angle or the radius of sliding weight. In addition, a large differential limiting force is obtained when one wheel idles, and the running performance on rough roads is greatly improved.

In addition to this, since the cam surfaces of the cam mechanism are formed integrally with the side gear and the clutch member, an increase in the number of parts can be prevented and the cost can be reduced.

A differential device according to a fifth aspect of the present invention is the differential device according to the first or second aspect, wherein the cam mechanism comprises a pair of cam members each having a cam surface on one side and a cam surface on the other side.

In the differential device of the fifth aspect, the differential limiting force is strengthened by the cam mechanism as in the differential device of the first or second aspect, and the cam mechanism is separated from the gear, the cone clutch and the like. The differential limiting force can be easily adjusted at low cost without replacing them.
In addition, a large differential limiting force is obtained when one wheel idles, and the running performance on rough roads is greatly improved.

In addition to this, the pair of cam members constituting the cam mechanism are made into, for example, a washer shape, and by changing the thickness of the washer portion, the machining error of the cone clutch portion can be absorbed, and the cone clutch can be absorbed. Even when the parts are worn, the differential limiting characteristics can be easily adjusted by replacing the cam member with a washer having a different thickness.

A differential device according to a sixth aspect of the present invention is the differential device according to the first, second, fifth or fifth aspect, wherein the cam mechanism is provided with a cam angle at which a cam thrust force when the vehicle is traveling backward is smaller than that when the vehicle is traveling forward.

The differential device according to claim 6 is similar to the differential device according to claim 1, 2, 4 or 5,
The differential limiting force is strengthened by the cam mechanism, and the differential limiting force can be easily adjusted at low cost without changing the pressure angle of the gear of the differential gear mechanism, the taper angle of the cone clutch, the radius of sliding load, etc. You can do it. In addition, a large differential limiting force is obtained when one wheel idles, and the running performance on rough roads is greatly improved.

In addition to this, when the vehicle travels in the reverse direction, the fastening force of the cone clutch by the cam mechanism becomes smaller than that in the case of the forward travel, so that the braking force is applied by the cam mechanism when the torque is in the same direction as in the reverse travel. Since the strengthening of the differential limiting force is eased, B. The interference with S is effectively prevented, and the behavior of the vehicle body is stabilized.

[0032]

BEST MODE FOR CARRYING OUT THE INVENTION The first embodiment of the present invention will be described with reference to FIGS.
An embodiment will be described. This embodiment corresponds to claims 1, 2,
It has the features of 3 and 6, and FIG. 1 shows a differential device 1 of this embodiment. Note that the left and right directions are the left and right directions in FIG. 1, and the members and the like without reference numerals are not shown.

As shown in FIG. 1, the differential case 3 of the differential device 1 is constructed by fixing the casing body 5 and the cover 7 with bolts. The differential case 3 is arranged inside the differential carrier, and an oil reservoir is formed in the differential carrier.

The left and right boss portions 9 and 11 of the differential case 3 are supported by the differential carrier via bearings. A ring gear is fixed to the differential case 3 with bolts, and this ring gear meshes with the drive gear of the drive force transmission system. Thus, the differential case 3 is rotationally driven by the driving force of the engine via this driving force transmission system.

Inside the differential case 3, a plurality of pinion shafts 13 are arranged radially around the boss. The outer end of each pinion shaft 13 is engaged with a through hole 15 formed in the differential case 3, and is further retained by a spring pin 17. A pinion gear 19 is rotatably supported on each pinion shaft 13.

Inside the differential case 3, left and right output side gears 21, 23 are arranged. These side gears 21 and 23 are formed on the respective boss portions 25 and 27, and the side gears 21 and 23 are supported from the outside in the radial direction by meshing with the pinion gear 19. A spherical washer 29 is arranged between the pinion gear 19 and the differential case 3, and the centrifugal force of the pinion gear 19 and
The meshing reaction with the side gears 21 and 23 bears the meshing reaction force received by the pinion gear 19.

The side gears 21 and 23 have bosses 25 and 2 respectively.
The output shaft is spline-coupled via 7, and a thrust block 31 is arranged between the side gears 21 and 23.

Thus, the bevel gear type differential gear mechanism 3
3 are configured.

The driving force of the engine for rotating the differential case 3 is distributed from the pinion shaft 13 to the side gears 21 and 23 via the pinion gear 19 and transmitted to the wheel side via each output shaft. Further, for example, when a driving resistance difference is generated between the wheels during traveling on a rough road, the driving force of the engine is differentially distributed to each wheel side by the rotation of each pinion gear 19.

Cone clutches 35 and 37 are arranged on the left and right of the side gears 21 and 23. The cone portions 39 and 41 of the cone clutches 35 and 37 are tapered plates 4
It is formed between 3, 45 (clutch member) and the differential case 3. Washers 47, 49 are arranged between the taper plates 43, 45 and the side gears 21, 23.

The taper plates 43 and 45 are connected to the outer peripheries of the boss portions 25 and 27 of the side gears 21 and 23 via the helical spline portions 51 and 53 (cam mechanism). 2 and 3 show examples of the helical splines 55 and 57 on the boss portions 25 and 27 side. Boss 25, 2
7 is thus supported by the differential case 3 via the tapered plates 43 and 45.

When a torque is applied to the differential gear mechanism 33 while the vehicle is running, the side gears 21 and 23 are moved to the pinion gear 1 respectively.
When receiving the reaction force 59, 61 from 9
The cone clutches 35 and 37 are pressed and fastened to limit the differential. The meshing reaction forces 59 and 61 become stronger as the transmission torque of the differential gear mechanism 33 increases, and thus a torque sensitive differential limiting function is obtained.

In the differential gear mechanism 33, the meshing reaction force 59, regardless of the traveling direction of the vehicle (rotational direction of the differential case 3),
Since 61 is generated, such a torque-sensitive type differential limiting function is obtained both when the vehicle is traveling forward and when it is traveling backward.

Thrust block 31 and washers 47, 4
9 is a reaction force 59, 61 of the engagement of the side gears 21, 23.
Is properly transmitted to the cone clutches 35 and 37.

The twist angles of the helical spline portions 51 and 53 are such that the taper plates 43 and 4 are twisted when the vehicle travels forward.
5 is formed in a direction in which outward meshing thrust forces 63 and 65 are generated. Accordingly, when the vehicle travels forward, the mesh thrust forces 63 and 65 press the cone clutches 35 and 37 to enhance the differential limiting force.

When the vehicle is running backwards, when the torque is in the same direction as when the vehicle is running backwards, or when the engine brake is operating, the helical spline portions 51 and 53 mesh the thrust forces 63 and 65 in the opposite direction. Power 67,
69, the engagement force of the cone clutches 35 and 37 due to the meshing reaction forces 59 and 61 is reduced, and A. B. S
Interference with the vehicle body is prevented, and the behavior of the vehicle body during braking is stabilized.

Thus, the differential device 1 is configured.

A vehicle using the differential device 1 is
The enhanced torque-sensitive differential limiting function stabilizes the behavior of the vehicle body at the time of starting and accelerating, and at the time of turning without applying a large driving torque, it can perform a smooth and stable turning by an appropriate differential limiting force. Further, as described above, during braking, the A.D. B. Interference with S is prevented, and the behavior of the vehicle body is stabilized.

Further, in the differential device 1, by changing the twist angle (cam angle) of the helical spline portions 51 and 53, unlike the conventional example, the meshing pressure angle of each gear of the differential gear mechanism 33 and the cone. Clutch 35, 37
The differential limiting force can be easily adjusted at low cost without changing the taper angle, the radius of sliding weight, and the like.

Further, the helical spline portions 51 and 53 are arranged between the taper plates 43 and 45 and the side gears 21 and 23 (paths of the driving force distributed by the differential gear mechanism 33), and in the differential device 1, Cone clutches 35 and 37 are provided on the side gears 21 and 23, respectively.
And the helical spline parts 51 and 53 are arranged,
When one wheel spins on a bad road and the driving torque of the wheel on the idling side decreases and a large driving torque is applied to the wheel on the grip side, the meshing reaction force generated by the large driving torque of the side gear on the grip side and the meshing thrust force of the helical spline part. The cone clutch is engaged with and a large differential limiting force is obtained.

As described above, in the conventional example, the vehicle using the differential device 1 is operated on the grip side even when the single-wheel idle mode is obtained in which only a moderate differential limiting force obtained by averaging the drive torques on the idle side and the grip side is obtained. Due to the large differential limiting force due to the driving torque, the rough road running performance is greatly improved.

Next, a second embodiment of the present invention will be described with reference to FIGS. This embodiment comprises the features of claims 1, 2 and 4, and FIG. 4 shows a differential device 71 of this embodiment. The left and right directions are the left and right directions in FIGS. 4 and 5, and the members and the like without reference numerals are not shown.

4 and 5 and the differential device 7
In the description of item 1, members having the same functions as the members of the differential device 1 are given the same reference numerals, and description of these members having the same functions is omitted.

As shown in FIG. 4, the differential device 71
Includes a differential case 3, a differential gear mechanism 73, cone clutches 75 and 77, cam mechanisms 79 and 81, and the like.

The driving force of the engine for rotating the differential case 3 is distributed from the pinion shaft 13 of the differential gear mechanism 73 to the side gears 83 and 85 via the pinion gear 19, and is splined to the boss portions 87 and 89 of the side gears 83 and 85. It is transmitted to the wheel side via each output shaft.
Further, when a drive resistance difference occurs between the wheels on a bad road or the like, the driving force of the engine is differentially distributed to each wheel side by the rotation of each pinion gear 19.

Cone clutches 75 and 77 are side gears 8
It is arranged on the left and right of 3, 85. Each cone clutch 7
The cone portions 91 and 93 of 5 and 77 are tapered plates 9
It is formed between 5, 97 (clutch member) and the differential case 3.

The cam mechanisms 79 and 81 are formed between the taper plates 95 and 97 and the side gears 83 and 85, respectively. FIG. 5 shows the cam mechanism 81 on the right side gear 85 side as an example.
The cam surfaces 99 and 101 of one side and the other side of both 9 and 81 are formed on the side gears 83 and 85 and the taper plates 95 and 97, respectively.

When torque is applied to the differential gear mechanism 73, the cone clutches 75 and 77 are engaged by the meshing reaction forces 103 and 105 of the side gears 83 and 85, and the torque is applied both when the vehicle is traveling forward and when it is traveling backward. A sensitive differential limiting function can be obtained.

The thrust block 31 arranged between the side gears 83, 85 has a proper thickness so that the meshing reaction forces 103, 105 of the side gears 83, 85 are normally transmitted to the cone clutches 75, 77. Is selected.

Further, as shown in FIG. 5, each cam mechanism 79, 81
The cam surfaces 99 and 101 of the differential case 3 have the same cam angle with respect to both rotation directions of the differential case 3, and receive a driving torque during forward traveling and backward traveling of the vehicle to receive the respective taper plates 9
5, 97 outward thrust force 107, 109
(= T / r × tanα where T: each cam mechanism 79, 8
1), r: cam surface center radius of each cam mechanism 79, 81, α: cam angle of each cam mechanism 79, 81) are generated, the cone clutches 75, 77 are pressed, and the differential limiting force is strengthened. To be done.

In this way, the differential device 71 is constructed.

The vehicle using the differential device 71 stabilizes the behavior of the vehicle body at the time of starting and accelerating due to the torque-sensitive differential limiting function reinforced as described above, and makes a turn without applying a large driving torque. At the time, a smooth and stable turning can be performed with an appropriate differential limiting force.

Further, in the differential device 71, by changing the cam angle α of the cam mechanisms 79 and 81, unlike the conventional example, the pressure angle of each gear and the cone clutch 75,
The differential limiting force can be easily adjusted at low cost without changing the taper angle or the radius of sliding weight of 77.

Further, cam mechanisms 79 and 81 are arranged between the side gears 83 and 85 and the tapered plates 95 and 97, which are the transmission paths of the distributed driving force, and the differential device 71 includes the cone clutches 75 and 77. Since the cam mechanisms 79 and 81 are arranged on the side gears 83 and 85 side, respectively, when one wheel slips on a bad road or the like, the cone reaction is caused by the meshing reaction force generated by the large driving torque of the grip side gear and the cam force of the cam mechanism. The clutch is engaged and a large differential limiting force is generated.

As described above, in the conventional example, the vehicle using the differential device 71 is operated on the grip side even in the case of one-wheel idling in which only a moderate differential limiting force obtained by averaging the driving torques on the idling side and the grip side is obtained. Due to the large differential limiting force due to the driving torque, the rough road running performance is greatly improved.

Further, the cam surface 9 of each cam mechanism 79, 81
Since 9, 101 are integrally formed with the side gears 83, 85 and the taper plates 95, 97, respectively, an increase in the number of parts can be prevented and the cost can be reduced accordingly.

Next, a third embodiment of the present invention will be described with reference to FIGS. This embodiment has the features of claims 1, 2 and 5, and FIG. 6 shows a differential device 111 of this embodiment. The left and right directions are the left and right directions in FIGS. 6 and 7, and members and the like without reference numerals are not shown.

6 and 7 and the differential device 1
In the description of 11, the same reference numerals are given to the members having the same functions as the members of the differential device 1, and the description of these members having the same functions is omitted.

As shown in FIG. 6, the differential device 11
The reference numeral 1 includes a differential case 3, a differential gear mechanism 113, cone clutches 115 and 117, cam mechanisms 119 and 121, and the like.

The driving force of the engine for rotating the differential case 3 is distributed from the pinion shaft 13 of the differential gear mechanism 113 to the side gears 123 and 125 via the pinion gear 19, and the boss portions 127 of the side gears 123 and 125 are
It is transmitted to the wheel side through each output shaft spline-connected to 129. Further, when a driving resistance difference occurs between the wheels on a bad road or the like, the driving force of the engine is differentially distributed to the wheels by the rotation of the pinion gears 19.

The cone clutches 115 and 117 are arranged on the left and right of the side gears 123 and 125. The cone portions 131 and 133 of each of the cone clutches 115 and 117 are formed between the taper plates 135 and 137 (clutch members) and the differential case 3.

As shown in FIG. 7, the cam mechanisms 119 and 121
Are cam surfaces 139 and 141 and washers 143 and 145.
And a pair of cam washers 147 and 149 (cam members) having a pair of cam washers 147 and 149, which are arranged between the side gears 123 and 125 and the tapered plates 135 and 137, respectively.

When torque is applied to the differential gear mechanism 113,
The meshing reaction force 151, 1 of each side gear 123, 125
The cone clutches 115 and 117 are engaged by 53, and a torque-sensitive differential limiting function is obtained both when the vehicle is traveling forward and when it is traveling backward.

The thrust block 31 includes the side gear 12
An appropriate thickness is selected so that the meshing reaction forces 151 and 153 of 3, 125 are normally transmitted to the cone clutches 115 and 117.

Further, as shown in FIG. 7, each cam mechanism 119, 1
The cam surfaces 139 and 141 of 21 have the same cam angle with respect to both rotation directions of the differential case 3 and receive drive torque during forward traveling and backward traveling of the vehicle, and are outwardly directed to the respective taper plates 135 and 137. Meshing thrust force of 15
5, 157 are generated, the cone clutches 115, 117 are pressed, and the differential limiting force is strengthened.

In this way, the differential device 111 is constructed.

In the vehicle using the differential device 111, the behavior of the vehicle body at the time of starting and accelerating is stabilized by the torque-sensitive type differential limiting function reinforced as described above, and the turning without applying a large driving torque. At the time, a smooth and stable turning can be performed with an appropriate differential limiting force.

Further, in the differential device 111, by changing the cam angles of the cam mechanisms 119 and 121, different from the conventional example, the differential case 3 and the taper plate 135 which form the differential gear mechanism 113 and the cone clutches 115 and 117, The differential limiting force can be easily adjusted at low cost without replacing the 137 and the like.

Further, in the differential device 111,
The side gear 123, which is a transmission path of the distributed driving force,
Since the cam mechanisms 119 and 121 are arranged between the 125 and the taper plates 135 and 137, and the cone clutches 115 and 117 and the cam mechanisms 119 and 121 are arranged on the side gears 123 and 125 side, respectively, on a rough road or the like. When one wheel idles, the cone clutch is engaged by the meshing reaction force generated by the large driving torque of the grip side gear and the cam force of the cam mechanism, and a large differential limiting force is generated.

As described above, in the conventional example, the vehicle using the differential device 111 is operated on the grip side even when the one-wheel idle rotation is obtained in which only the moderate differential limiting force obtained by averaging the drive torques on the idle side and the grip side is obtained. Due to the large differential limiting force due to the driving torque, the rough road running performance is greatly improved.

Further, if the thickness of the washers 143, 145 of the cam mechanisms 119, 121 is changed, the cone clutch 1
It is possible to absorb the machining error of Nos. 15 and 117, and even when the cone portions 131 and 133 are worn, by replacing the cam washers 147 and 149 with washers 143 and 145 having different thicknesses, the differential limiting characteristic Can be easily adjusted.

In the present invention, a screw mechanism may be used as the cam mechanism.

The differential gear mechanism that can be used in the present invention is not limited to the bevel gear type. For example, a helical gear type differential gear mechanism that obtains a torque-sensitive differential limiting function by using the frictional resistance between gears or the frictional resistance between gears and a differential case, or the torque using the tooth surface frictional resistance of a worm gear. Even if a differential gear mechanism that obtains a sensitive differential limiting function is used, the cone clutch can be engaged using the meshing thrust force (meshing reaction force) of the helical side gears used on each output side. Good.

The differential device of the present invention includes a front differential (a differential device arranged on the axle of the front wheels), a rear differential (a differential device arranged on the axle of the rear wheels), and a center differential (the driving force of the engine to the front wheels). It can be used for any of the differential devices for distributing to the rear wheels.

[0085]

According to the differential device of the first aspect of the present invention, by providing the cam mechanism for pressing the cone clutch by receiving the driving torque, the differential limiting force can be enhanced and the cam angle of the cam mechanism can be changed. Different from the conventional example, without changing the pressure angle of the gear of the differential gear mechanism, the taper angle of the cone clutch, the radius of sliding weight, or the like, or the differential case that constitutes each gear of the differential gear mechanism or the cone clutch. The differential limiting force can be easily adjusted at low cost without replacing the clutch member and the like.

Further, by disposing the cone clutch and the cam mechanism on both side gear sides, the differential limiting force due to a large driving torque applied to the grip side gear is different from the conventional example when one wheel idles on a bad road or the like. Is obtained, and the running performance on a rough road of the vehicle can be greatly improved.

The differential device according to claim 2 has the same effect as that of the differential device according to claim 1, and by using a bevel gear type differential gear mechanism, the side gears do not mesh with each other regardless of the rotational direction of the differential case. Differential limiting force by force is obtained.

The differential device according to claim 3 has the same effects as the differential device according to claim 1 or 2, and if the helical spline twist angle is set in the direction in which the cone clutch is pressed when the vehicle is traveling forward. ,
During braking, strengthening of the differential limiting force by the meshing thrust force of the helical spline is stopped, and meshing thrust force is generated in the helical spline in the direction of reducing the meshing reaction force of the side gears. B. It is extremely convenient to prevent interference with S.

The differential device according to claim 4 has the same effects as the differential device according to claim 1 or 2, and since each cam surface of the cam mechanism is formed on the side gear and the clutch member, the number of parts is increased. It can be prevented, and the cost can be reduced accordingly.

The differential device according to claim 5 has the same effect as the differential device according to claim 1 or 2, and absorbs the machining error of the cone clutch portion by changing the thickness of the cam member constituting the cam mechanism. In addition to being able to do, when the cone clutch part wears,
The differential limiting characteristic can be easily adjusted by replacing the cam member with one having a different thickness.

The differential device according to claim 6 obtains the same effect as the differential device according to claims 1, 2, 4, and 5, and at the time of braking in which the direction of the torque is the same as that of the backward traveling, the cam mechanism is used. Since the strengthening of the differential limiting force is alleviated, A. B. The interference with S is effectively prevented, and the behavior of the vehicle body is stabilized.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a first embodiment of the present invention.

FIG. 2 is a perspective view showing an example of a helical spline used in the first embodiment.

FIG. 3 is a perspective view showing another example of the helical spline used in the first embodiment.

FIG. 4 is a sectional view showing a second embodiment of the present invention.

FIG. 5 is a view showing a cam mechanism used in the second embodiment.

FIG. 6 is a sectional view showing a third embodiment of the present invention.

FIG. 7 is a view showing a cam mechanism used in the third embodiment.

FIG. 8 is a sectional view of a conventional example.

FIG. 9 is a cross-sectional view of another conventional example.

[Explanation of symbols]

1, 71, 111 Differential device 3 Differential case 13 Pinion shaft 19 Pinion gear 21, 23, 83, 85, 123, 125 Side gear 33, 73, 113 Bevel gear type differential gear mechanism 35, 37, 75, 77, 115, 117 Cone clutch 43, 45, 95, 97, 135, 137 Tapered plate (clutch member) 51, 53 Helical spline part (cam mechanism) 55, 57 Helical spline 59, 61, 103, 105, 151, 153 Meshing reaction force 63, 65, 67, 69, 107, 109, 155, 1
57 Engaging thrust force (cam thrust force) 79, 81, 119, 121 Cam mechanism 99, 101, 139, 141 Cam surface 147, 149 Cam washer (cam member)

Claims (6)

[Claims] 1. A differential case which is rotationally driven by a driving force of an engine, a differential gear mechanism which distributes the rotation of the differential case to a wheel side through a pair of side gears, and a side gear which is formed between the differential case and a clutch member. A cone clutch that is fastened by receiving a meshing reaction force to limit the differential of the differential gear mechanism, and a cam mechanism that is provided between the clutch member and the side gear and that receives a driving force to operate to press the cone clutch A differential device characterized by that. 2. A bevel gear type differential gear mechanism in which the differential gear mechanism includes a pinion shaft supported by a differential case, a pinion gear rotatably supported on the pinion shaft, and a pair of side gears meshing with the pinion gear. The differential device according to claim 1, wherein 3. The cam mechanism is a helical spline formed between a side gear and a clutch member.
Or a differential device of 2. 4. The differential device according to claim 1 or 2, wherein one side cam surface of the cam mechanism is formed on a side gear and the other side cam surface is formed on a clutch member. 5. The differential device according to claim 1, wherein the cam mechanism includes a pair of cam members each having a cam surface on one side and a cam surface on the other side. 6. The differential device according to claim 1, wherein the cam mechanism is provided with a cam angle at which a cam thrust force when the vehicle is traveling backward is smaller than when the vehicle is traveling forward.