JPS6262040A - Limited slip differential gear - Google Patents

Abstract

PURPOSE:To prevent a slip of a tire, when it is in curved road running, with an engine brake in use, by limiting differential rotation only when driving power in one direction, for instance, in the forward direction is transmitted to a differential gear case. CONSTITUTION:The captioned differential gear, housing a pair of pressure rings 20, 20 movably in the axle direction in a differential case 1 rotated by driving power from an engine, moves each pressure ring 20 to the outside in the axial direction so as to forcedly press a multiple disc clutch 9 and limit differential action of right and left side gears (not shown in the drawing). A pinion shaft 7 is held between the pair of pressure rings 20, 20, but here the pinion shaft 7 is formed into a cross sectional shape as shown in the drawing, and a notched groove 21 is formed into a shape, enabled to receive said shaft 7 to be contained, in an opposed surface of each pressure ring 20. In this way, the differential gear operates so as to laterally press the both rings 20, 20 to be opened only when the driving power in the forward direction is transmitted.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a limited slip differential gear (differential limiting device) suitable for driving around curves at high speed in automobile races and the like.

[Background of the invention]

Figure 2 shows 1. Conventional limited pickpocket, f-defer.

It shows Lenshal Gya (hereinafter referred to as LSD).

Reference numeral 1 denotes a differential gear case, to which a ring gear 3 that meshes with a drive pinion 2 is fixed, and is rotated by a driving force from an engine (not shown) transmitted to the drive pinion 2. Inside this case 1, there are side gears 5.
A cross-shaped pinion shaft 7 rotatably supported at the end
and are arranged oppositely by sandwiching the pinion shaft 7,
A pair of pressure rings 8, 8 fitted together so as to be movable in the direction of the axle 6; , a flexible that operates integrally with the disc 9a and the case l.

A multi-disc friction clutch mechanism 9 consisting of a multi-plate friction clutch mechanism 9b is housed therein.

Furthermore, V-shaped grooves 8m and 8m of equal sides and equal angles are notched in the opposing surfaces of the pair of pressure rings 8, 8, respectively, and the pinion shaft 70 is further cut into the opposing openings of the V-shaped grooves 8a #8&. The prismatic shaft ends 71 are fitted together to form a cam force component mechanism of the LSD.

That is, when the differential gear case 1 is rotated by the drive pinion 2 via the ring gear 3,
A pair of plain year rings 8 fixed in the rotational direction
, 8 rotate at the same speed as the case 1. Since the pair of pressure rings 8.8 and the pinion shaft 7 are engaged with each other via the cam force component mechanism, the pair of pressure rings 8.8 and the pinion shaft 7 are engaged with each other through the cam force component mechanism, so that the pair of pressure rings 8.8 and the pinion shaft 7 are engaged with each other through the cam force component mechanism. The pinion shaft 7 rotates. At that time, when the pair of pressure rings 8.8 rotates, for example, in the direction of the arrow, the V-shaped grooves 8, 8 of the pressure rings 8, 8 press the shaft end 7& of the 8 m cupinion shaft 7 (pressing force F
), a cam component force P is generated, and both pressure rings 8, 8 are pushed open in the left and right directions, pressing the friction disc 9a, the friction disc 9a, and the insolate 9b, and applying the torque of the case 1 to the compression. It is transmitted to side gear 5.5 according to the force.

If the resistance of the left and right wheels is equal.

Since the resistance applied to the left and right side gears 5, 5 is equal, the pinion gear 6 does not rotate and the axle shaft 4 is rotated along with the case 1.
It revolves around the center, and the torque input from the drive pinion 2 is distributed evenly in the order of ring gear 3 → Kennis 1 → pre, shearing 8.8 → pinion shaft 7 → pinion gear 6 → side gear 5.5 → axle 4, 4. communicated.

Also, for example, if the right wheel has less road resistance and the left wheel also rotates faster, the right axle 4 will rotate the fastest.
In Case L, the rotation of the left axle 4 is the slowest, but since the left and right clutches rotate under the cam component force P generated by the cam force component mechanism, the right axle 4, which rotates faster, is the clutch. Since the case 1 is driven through the clutch, the torque due to the clutch resistance is added to the torque transmitted to the left axle 4 which rotates at a low speed.

In other words, when there is a rotation difference between the left and right wheels, LSD
This system has the feature that more torque is distributed to the wheels that rotate more slowly, so even if one wheel falls into mud and the road resistance decreases, more torque is transmitted to the other wheel and the vehicle When one wheel temporarily leaves the road surface and re-touches the ground when turning, etc., a normal differential gear can reduce the inertia caused by slipping when the wheel on the idling side touches the ground. The sudden increase in torque causes the vehicle to shake, but since the wheel on the idling side is suppressed from idling by the clutch, and the torque in the direction of travel is transmitted to the other wheel, the difference in rotation between the two wheels is reduced. This prevents the vehicle from shaking its tail.

By the way, when vehicles equipped with such conventional LSDs are used in automobile races such as rallies and enter a curve at high speed while applying sudden braking using the foot brake and engine brake, the tires tend to slip. There are nine problems.

That is, during engine braking, the cam force component mechanism of the LSD transmits input torque from the tires to the pusher ring 8 through the pinion shaft 7,
The shaft end 7a has a V-shaped groove 8a.

81 (pressing force F') and the cam component force P' pushes the pressure rings 8, 8 apart to the left and right, which activates the differential limiting function. The necessary differential rotational force i between the left and right wheels is limited, making it difficult to turn, and the lateral load on the tires increases, causing them to slip.

[Purpose of the invention]

The present invention was made to solve these conventional problems, and operates the differential limiting function only when forward driving force is transmitted from the engine, thereby preventing input torque from the tires from being transmitted. By disabling the differential limiting function when this occurs, the engine brake is used to enter the curve, and the car speeds up from the latter half of the curve to accelerate and exit the curve. The purpose of the present invention is to provide a limited slip deflection gear that can obtain high performance.

[Summary of the invention]

Limited slig de 7 lexi according to the invention.

The gear includes a differential gear case that rotates by driving force from the engine, a pair of pressure rings that are housed in the case facing each other so as to be movable in the axle direction, and a pinion shaft that is held between the pair of pressure rings. a pinion gear rotatably provided on the pinion shaft; a pair of side gears that mesh to sandwich the pinion gear from both sides and transmit driving force to the axles on both sides; and a pair of side gears provided between the case and each of the side gears. , a limiter, a dosuri, and an f-tiff differential gear comprising a multi-disc clutch mechanism which is pressed together by the axial outward movement of the pair of pre and shirrings and limits the differential movement of both the side gears; A contact surface is formed between the shaft and the pair of pressure rings, which causes the pres and shear rings to move in the operating direction of the multi-disc clutch mechanism only when driving force in one direction is transmitted to the case. shall be.

[Embodiments of the Invention] ゛The present invention will be described in detail based on the embodiment shown in FIG. The reference numerals are given to the structures in this embodiment, and the explanation thereof will be omitted.

FIG. 1 shows an example of a cam force component mechanism of a limited slip differential gear according to the present invention.

In the figure, 20.20 is a pressure ring, which rotates together with the case 1 in the direction of arrow A when forward rotational force is transmitted from the engine (not shown) to the f4 differential gear case 1, and also rotates in the reverse direction. The rotational force of case 1 is
When the signal is transmitted to the case 1, the case 1 rotates in the direction of arrow B. Cutout grooves 21, 21 are formed on opposing surfaces of the pair of pre-shirrings 20 and 20. This notch groove 21 is connected to an engagement surface 21 m cut out along the axial direction of the axle on the upstream side of the pressure ring 20 in the forward rotational direction, and to the engagement surface 21 'a. The side wall surface 21b is notched along the circumferential direction of the pressure ring 20, and the inclined surface 21c is connected to the side wall surface 21b and is notched toward the upstream side in the forward rotational direction of the pressure ring 20. A pair of opposing notch grooves 21 and 21 form a wa-shaped opening.

The shaft end 7a/ of the pinion shaft 7, which fits into the opposing opening and forms a cam surface, is fitted into the opposing opening formed by the pair of notched grooves 21,21.

Therefore, when forward driving force is transmitted to the differential gear case 1, the pressure ring 20
．． 20 rotates in the direction indicated by the arrow, and the inclined surfaces 21c, 21c of the notch grooves 21.21 are aligned with the shaft end 7 of the pinion shaft 7.
Pressing m' (pressing force F), both pre and shearing 20, 20t - cam component force P that tries to push open left and right
is obtained, both pressure rings 20, 20 are pressed together by a multi-disc friction clutch mechanism of 9.9 tons, the torque from the differential gear case I is transmitted to the left and right side gears (not shown), and the differential limiting function is activated. do.

On the other hand, during engine braking, the input torque from the tires is transmitted to the pinion shaft 7 through all the side gears and pinion gears.
aK The abutting shaft end 71' engages with the engagement surface 21& along the side wall surface 21b'. That is, the engagement surface 21
Since m is formed parallel to the axle, there is no cam component force that pushes the pre and shearing 20°20't left and right to open, and the pre and shearing 20, 20 of both of the pre and shear rings Because it is pushed back to the center by force nine,
When the differential restriction function is not activated, the restriction on the differential rotation of the left and right wheels is released.

Therefore, when entering a curve at high speed using the foot brake and engine brake, the left and right drive wheels rotate differentially without being restricted in their respective rotations, so it is possible to enter the curve without slipping. When you press the accelerator pedal down the road in the latter half of a curve to increase speed, the differential limiting function activates, allowing torque to be transmitted to the drive wheels without loss, allowing you to exit the curve quickly.

〔Effect of the invention〕

As described above, according to the present invention, the differential rotation is limited only when driving force in one direction, for example, driving force in the forward direction, is transmitted to the differential gear case. As shown in the figure, differential restriction is canceled when input torque is transmitted from the tire side, so when entering a curve while using the foot brake or engine brake, the drive wheels will rotate differentially. It is possible to turn a curve without causing the tire to slip or f, and it is possible to obtain the effect that the car 2 can turn at a high speed, especially in an automobile race such as a rally.

[Brief explanation of the drawings] Fig. 1 is a schematic diagram of the cam force component mechanism of the limited slip differential gear made by BJIIC, Fig. 2 is a sectional view of a conventional limited slip differential gear, and Fig. 3 is the cam of the limited slip differential gear. A schematic diagram of the force component mechanism is shown. 1. Near" differential gear case, 2. Drive pinion, 3. Ring gear, 4. Axle,
5: Side gear, 6: Pinion gear, 7: Binion shaft, 7 m': '/Yaf) i,
8 near 'reshear ring, 8a: V-shaped groove,
9: Multi-disc friction clutch, 9a: 7 friction disk, 9b: Friction plate, 20: Solder, shirring, 21: Notch groove, 21 Tortoise: Engagement surface, 21b Two side wall surfaces, 21c: Inclined surface .

Claims (1)

[Claims] a differential gear case that rotates by driving force from an engine; a pair of pressure rings that are movable in the axle direction and housed in the case facing each other; a pinion shaft that is held between the pair of pressure rings; and the pinion. a pinion gear that is rotatably provided on the shaft; a pair of side gears that mesh to sandwich the pinion gear from both sides and transmit driving force to the axles on both sides; and a pair of side gears that are provided between the case and each of the side gears; In a limited slip differential gear equipped with a multi-disc clutch mechanism that is compressed by axially outward movement of a pressure ring and limits differential motion between the two side gears, a mechanism is provided between the pinion shaft and the pair of pressure rings. A limited slip differential gear, characterized in that a contact surface is formed that moves the pressure ring in the operating direction of the multi-plate clutch mechanism only when driving force in one direction is transmitted to the case.