JPWO2004076891A1 - Vehicle differential - Google Patents

Vehicle differential Download PDF

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JPWO2004076891A1
JPWO2004076891A1 JP2004568759A JP2004568759A JPWO2004076891A1 JP WO2004076891 A1 JPWO2004076891 A1 JP WO2004076891A1 JP 2004568759 A JP2004568759 A JP 2004568759A JP 2004568759 A JP2004568759 A JP 2004568759A JP WO2004076891 A1 JPWO2004076891 A1 JP WO2004076891A1
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shaft
pinion
support member
vehicle differential
shaft support
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菅田　充陽
充陽 菅田
和洋 重政
和洋 重政
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ONDO CORPORATION
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ONDO CORPORATION
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0482—Gearings with gears having orbital motion
    • F16H57/0483—Axle or inter-axle differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • F16H2048/085—Differential gearings with gears having orbital motion comprising bevel gears characterised by shafts or gear carriers for orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H2048/385—Constructional details of the ring or crown gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/40—Constructional details characterised by features of the rotating cases

Abstract

車両のエンジンからの回転駆動力をドライブシャフトに伝達する車両用差動装置において、ピニオン軸を支持する支持剛性を高めた車両用差動装置が開示されている。この車両用差動装置１は１対のサイドギヤ９と、これらサイドギヤ９に噛合する３個のピニオン１０と、これらピニオン１０を夫々枢支する３つのピニオン軸１１と、これらピニオン軸１１の内端部を支持する環状の軸支持部材１２とを有し、軸支持部材１２の内周側には、３つのピニオン軸１１の内端部が周方向に移動しないように規制する規制リブ１７が一体的に形成されている。ピニオン軸１１のサイドギヤ側の側面部には、１対のオイル溝１８と、そのオイル溝１８を連通させるオイル穴１９が形成され、オイル穴１９の一部が軸支持部材１２により塞がれ、一部が規制リブ１７の間に露出状態で臨んでいる。2. Description of the Related Art In a vehicle differential device that transmits a rotational driving force from a vehicle engine to a drive shaft, a vehicle differential device having an increased support rigidity for supporting a pinion shaft is disclosed. The vehicle differential 1 includes a pair of side gears 9, three pinions 10 that mesh with the side gears 9, three pinion shafts 11 that pivotally support the pinions 10, and inner ends of the pinion shafts 11. And a regulating rib 17 that regulates the inner end portions of the three pinion shafts 11 so as not to move in the circumferential direction on the inner peripheral side of the shaft supporting member 12. Is formed. A pair of oil grooves 18 and an oil hole 19 that communicates with the oil groove 18 are formed in a side surface portion of the pinion shaft 11 on the side gear side, and a part of the oil hole 19 is blocked by the shaft support member 12. A part is exposed between the regulating ribs 17.

Description

本発明は、車両用差動装置に関し、特に差動ギヤ機構に３組のピニオンとピニオン軸を設け、これらピニオンを支持する支持剛性を高め、ピニオンやピニオン軸を潤滑する潤滑性能を高めた車両用差動装置に関する。  TECHNICAL FIELD The present invention relates to a vehicle differential device, and more particularly, a vehicle in which three sets of pinions and pinion shafts are provided in a differential gear mechanism, support rigidity for supporting these pinions is enhanced, and lubrication performance for lubricating the pinions and pinion shafts is enhanced. The present invention relates to a differential device.

車両用差動装置は、一般に、左右１対のサイドギヤと複数のピニオンとピニオンを枢支するピニオン軸を含む差動ギヤ機構と、この差動ギヤ機構を収容するギヤケースとを有する。車両の直進走行時には、エンジンからの回転駆動力が、車両用差動装置のギヤケースに伝達され、そのギヤケースと複数のピニオンがドライブシャフトの軸心を中心として回転し、エンジンからの駆動力がギヤケースと複数のピニオンから１対のサイドギヤに伝達され、１対のサイドギヤから１対のドライブシャフトに伝達される。車両の旋回走行時には、複数のピニオンの自転を介して、左右のドライブシャフトが異なる回転速度で回転可能となる。
従来、前記車両用差動装置として、２つのピニオンを有する２ピニオン型差動装置と、４つのピニオンを有する４ピニオン型差動装置が種々実用化されている。例えば、特開２００２−１２２２１２号公報には、２ピニオン型車両用差動装置が記載されている。この差動装置の差動ギヤ機構は、２つのピニオンを１本のピニオン軸により枢支し、このピニオン軸の両端部がギヤケースに支持されているので、ピニオン軸を支持する支持剛性を確保できるけれども、各ピニオンの駆動力による負荷が大きいため、ピニオンが摩耗しやすく耐久性を高めることが難しい。
一方、特開２００２−３６４７３０号公報には、４ピニオン型車両用差動装置が記載されている。この差動装置の差動ギヤ機構においては、ギヤケースに内嵌固定された中間リングを設け、この中間リングに４つのピニオン軸の外周側端部を装着し、中間リングに４つのピニオン軸を自転不能に片持ち状態に支持している。
次に、従来の技術とその課題について説明する。
特開２００２−３６４７３０号公報の車両用差動装置では、４つのピニオン軸が、中間リングに片持ち状態に支持されているので、各ピニオン軸を支持する支持剛性が低くなってしまう。そのため、ピニオン軸がピニオンと共に所期の位置から傾いたり、ずれたりする。その結果、４つのピニオンと２つのサイドギヤとの噛み合いが悪化し、それらピニオンやサイドギヤの摩耗が進行するため寿命が短くなり、振動騒音も発生しやすくなる。
しかも、ピニオンとギヤケースとが接触する摺動部を潤滑する潤滑油は、遠心力により中心部からピニオン軸に沿って外周側へ流れるが、ピニオン軸の偏摩耗の進行により、潤滑油の流れが阻害され、潤滑性も低下する。また、この４ピニオン型車両用差動装置においては、部品数も多く、構造も複雑になり、製造コストも高くなる。
そこで、本願出願人は、先の国際出願（ＰＣＴ／ＪＰ０２／０７９３５）において、３つのピニオンを有する３ピニオン型車両用差動装置を提案した。この差動装置では、差動ギヤ機構の中心部に、３つのピニオン軸の内端部を支持する環状の軸支持部材を設けている。この軸支持部材の半径方向の厚さを大きくすると、差動ギヤ機構の中心部に流入する潤滑油の流れが低下しやすい。この反対に、軸支持部材の半径方向の厚さを小さくすると、ピニオン軸の内端部を支持する支持剛性を高めるのが難しい。
本発明の目的は、３ピニオン型車両用差動装置を提供することである。本発明の他の目的は、ピニオン軸を支持する支持剛性を高めた車両用差動装置を提供することである。本発明の他の目的は、ピニオンの周辺を潤滑する潤滑性能を高めた車両用差動装置を提供することである。本発明のその他の目的は、本発明の効果の記載及び実施の形態の記載からも判るであろう。A vehicle differential device generally includes a differential gear mechanism including a pair of left and right side gears, a plurality of pinions, and a pinion shaft that pivotally supports the pinions, and a gear case that houses the differential gear mechanism. When the vehicle is traveling straight, the rotational driving force from the engine is transmitted to the gear case of the vehicle differential, and the gear case and a plurality of pinions rotate about the axis of the drive shaft, and the driving force from the engine is the gear case. And transmitted from the plurality of pinions to the pair of side gears and from the pair of side gears to the pair of drive shafts. When the vehicle turns, the left and right drive shafts can rotate at different rotational speeds through the rotation of the plurality of pinions.
Conventionally, various two-pinion differential devices having two pinions and four-pinion differential devices having four pinions have been put to practical use as the vehicle differential device. For example, Japanese Patent Application Laid-Open No. 2002-122212 describes a two-pinion type vehicle differential. In the differential gear mechanism of this differential device, two pinions are pivotally supported by a single pinion shaft, and both ends of the pinion shaft are supported by the gear case, so that the supporting rigidity for supporting the pinion shaft can be secured. However, since the load due to the driving force of each pinion is large, the pinion is likely to wear and it is difficult to increase the durability.
On the other hand, Japanese Unexamined Patent Application Publication No. 2002-364730 discloses a 4-pinion type vehicle differential. In the differential gear mechanism of this differential device, an intermediate ring that is internally fitted and fixed to a gear case is provided, and the outer peripheral side ends of the four pinion shafts are attached to the intermediate ring, and the four pinion shafts are rotated on the intermediate ring. It is impossible to support in a cantilever state.
Next, the prior art and its problems will be described.
In the vehicle differential device disclosed in Japanese Patent Application Laid-Open No. 2002-364730, the four pinion shafts are supported by the intermediate ring in a cantilevered state, so that the support rigidity for supporting each pinion shaft is lowered. Therefore, the pinion shaft tilts or deviates from the intended position together with the pinion. As a result, the meshing between the four pinions and the two side gears deteriorates, the wear of these pinions and the side gears progresses, the life is shortened, and vibration noise is likely to occur.
Moreover, the lubricating oil that lubricates the sliding part where the pinion and the gear case come into contact flows from the center part to the outer peripheral side along the pinion shaft due to centrifugal force, but the flow of the lubricating oil flows due to the progression of uneven wear of the pinion shaft. It is hindered and the lubricity is lowered. In addition, this 4-pinion type vehicle differential device has a large number of parts, a complicated structure, and a high manufacturing cost.
Therefore, the applicant of the present application has proposed a three-pinion type vehicle differential device having three pinions in the previous international application (PCT / JP02 / 07935). In this differential device, an annular shaft support member that supports the inner ends of the three pinion shafts is provided at the center of the differential gear mechanism. When the thickness of the shaft support member in the radial direction is increased, the flow of the lubricating oil flowing into the center portion of the differential gear mechanism is likely to decrease. On the other hand, if the radial thickness of the shaft support member is reduced, it is difficult to increase the support rigidity for supporting the inner end portion of the pinion shaft.
An object of the present invention is to provide a three-pinion type vehicle differential. Another object of the present invention is to provide a differential for a vehicle having increased support rigidity for supporting a pinion shaft. Another object of the present invention is to provide a vehicle differential apparatus having an improved lubricating performance for lubricating the periphery of a pinion. Other objects of the present invention will be understood from the description of the effects of the present invention and the description of the embodiments.

本発明の車両用差動装置は、車両のエンジンからの回転駆動力を駆動車軸に伝達する車両用差動装置において、１対のサイドギヤと、これらサイドギヤに噛合する３個のピニオンと、これらピニオンを夫々枢支する３つのピニオン軸と、これらピニオン軸の内端部を支持する環状の軸支持部材とを備えた差動ギヤ機構を設け、前記軸支持部材は、３つのピニオン軸の内端部を夫々支持する３つの軸穴と、前記軸支持部材の内周側に一体的に形成された３つの規制リブであって３つのピニオン軸の内端部が周方向に移動しないように規制する３つの規制リブとを有することを特徴とするものである。
差動ギヤ機構の軸支持部材に３つの規制リブを設けるため、ピニオン軸の内端部が周方向へ移動しないように規制する支持剛性が高くなり、ピニオン軸が所期の位置から傾いたりせずに所期の位置を保持するため、ピニオンとサイドギヤの噛み合いが良好となり、差動ギヤ機構の摩耗が低減して耐久性が増し、振動騒音も改善される。３つの規制リブにより、前記のように支持剛性を高めることができるため、環状の軸支持部材の半径方向の厚さを小さくして、軸支持部材の内部への潤滑油の流入を促進でき、軸支持部材の内部からピニオン軸に沿って外周側へ向かう潤滑油の流動を促進でき、潤滑性能を高めることができる。
この車両用差動装置は、３ピニオン型車両用差動装置であるので、部品数も少なく、各ピニオンの駆動力による負荷も過大になることもない。
次に、本発明の構成に関する好ましい形態について説明する。
ａ）前記規制リブは、前記軸支持部材の内周側における、軸穴と軸穴の間に対応する位置に且つ軸支持部材の軸心方向両端部から中央側へ退いた位置に形成される。
ｂ）前記ピニオン軸の外周部のうち１対のサイドギヤ側の部位に、ピニオン軸の長さ方向の略全長に亙る１対のオイル溝を設け、ピニオン軸の内端部に前記１対のオイル溝を連通させるオイル穴を設ける。
ｃ）前記オイル穴は、前記軸支持部材の軸心と平行に形成されている。
ｄ）前記オイル穴は、一部が軸支持部材によって塞がれる位置に設けらる。
ｅ）前記ピニオン軸の内端部に形成されたオイル穴の一部は、１対の規制リブの間に露出状態に臨んでいる。A vehicle differential of the present invention is a vehicle differential that transmits a rotational driving force from a vehicle engine to a drive axle. A pair of side gears, three pinions meshed with these side gears, and these pinions Are provided with a differential gear mechanism including three pinion shafts for pivotally supporting each other, and an annular shaft support member for supporting the inner end portions of these pinion shafts. The three shaft holes for supporting the respective portions and the three regulating ribs integrally formed on the inner circumferential side of the shaft supporting member are regulated so that the inner end portions of the three pinion shafts do not move in the circumferential direction. And having three regulating ribs.
Since the three support ribs are provided on the shaft support member of the differential gear mechanism, the support rigidity that restricts the inner end of the pinion shaft from moving in the circumferential direction is increased, and the pinion shaft may be tilted from its intended position. Therefore, the engagement between the pinion and the side gear becomes good, wear of the differential gear mechanism is reduced, durability is increased, and vibration noise is also improved. Since the support rigidity can be increased by the three restriction ribs as described above, the radial thickness of the annular shaft support member can be reduced, and the inflow of lubricating oil into the shaft support member can be promoted. The flow of the lubricating oil from the inside of the shaft support member toward the outer peripheral side along the pinion shaft can be promoted, and the lubricating performance can be enhanced.
Since this vehicle differential device is a three-pinion type vehicle differential device, the number of components is small, and the load due to the driving force of each pinion does not become excessive.
Next, the preferable form regarding the structure of this invention is demonstrated.
a) The restricting rib is formed at a position corresponding to the space between the shaft holes on the inner peripheral side of the shaft support member and at a position retracted from the both ends in the axial center direction of the shaft support member to the center side. .
b) A pair of oil grooves is provided in a portion on the side gear side of the outer peripheral portion of the pinion shaft so as to extend over substantially the entire length in the length direction of the pinion shaft, and the pair of oils is provided at the inner end of the pinion shaft. Provide an oil hole to communicate the groove.
c) The oil hole is formed in parallel with the axis of the shaft support member.
d) The oil hole is provided at a position where a part of the oil hole is blocked by the shaft support member.
e) A part of the oil hole formed in the inner end portion of the pinion shaft is exposed between the pair of regulating ribs.

図１は、本発明の実施の形態に係る車両用差動装置の断面図であり、図２は図１のＩＩ−ＩＩ線断面図であり、図３は軸支持部材の斜視図であり、図４はギヤケースの斜視図であり、図５は図４の矢印Ｖ方向から見たギヤケースの側面図であり、図６は図４の矢印ＶＩ方向から見たギヤケースの底面図である。  1 is a cross-sectional view of a vehicle differential device according to an embodiment of the present invention, FIG. 2 is a cross-sectional view taken along the line II-II of FIG. 1, and FIG. 3 is a perspective view of a shaft support member. 4 is a perspective view of the gear case, FIG. 5 is a side view of the gear case seen from the direction of arrow V in FIG. 4, and FIG. 6 is a bottom view of the gear case seen from the direction of arrow VI in FIG.

次に、本発明を実施するための最良の形態について説明する。
本実施の形態は、前輪駆動型の車両においてエンジンからの回転駆動力をドライブシャフトに伝達する車両用差動装置に本発明を適用した場合の一例である。図１，図２に示すように、この車両用差動装置１は、差動ギヤ機構２と、この差動ギヤ機構２を収容する一体構造のギヤケース３と、ギヤケース３のフランジ部４に複数のボルト５で固定されたリングギヤ６と、潤滑油と共に車両用差動装置１の全構成部材を収容するミッションケース７とを有する。リングギヤ６は、フランジ部４とは別体に形成され、このリングギヤ６が複数のボルト５でフランジ部４に固定され、エンジンの回転駆動力がこのリングギヤ６に入力される。
前記差動ギヤ機構２は、左右１対のドライブシャフト８の端部に夫々相対回転不能に連結された左右１対のサイドギヤ９と、これらサイドギヤ９に噛合する３個のピニオン１０と、これらピニオン１０を夫々枢支する３つのピニオン軸１１と、３つのピニオン軸１１の内端部を夫々支持する環状の軸支持部材１２と、ギヤケース３とサイドギヤ９の間に装着されたスラストワッシャ１３ａと、ピニオン１０とギヤケース３との間に装着されたスラストワッシャー１３ｂとを備えている。
３つのピニオン１０は、それらの軸心間の位相角が１２０度をなすように配設され、ピニオン１０の軸心と平行に形成された軸穴３０にピニオン軸１１が挿通されて、ピニオン１０はピニオン軸１１により回転自在に支持されている。
図１〜図３に示すように、軸支持部材１２は軸心方向の長さの短い環状に形成され、この軸支持部材１２は、環状の環状部１２ａと、３つのピニオン軸１１の内端部を夫々支持する３つの軸穴１６と、軸支持部材１２の内周側に一体的に形成された３つの規制リブ１７であって３つのピニオン軸１１の内端部が周方向に移動しないように規制する３つの規制リブ１７とを有する。この規制リブ１７は、軸支持部材１２における、軸穴１６と軸穴１６との間に対応する位置に形成され、規制リブ１７は、軸支持部材１２の軸心方向両端部から中央側へ退いた位置に形成されている。規制リブ１７の軸心方向の厚さは、軸支持部材１２の軸心方向の長さの約２／３程度であり、規制リブ１７は、軸支持部材１２の長さ方向の中央部に対して図１において左右対称に形成されている。
各ピニオン軸１１の外端部には、ピン穴１５ａが形成され、このピン穴１５にスプリングピン１５を挿通してピニオン軸１１の外端部がギヤケース３に固定されている。各ピニオン軸１１の内端部は、軸支持部材１２の軸穴１６に貫通させて支持されている。各ピニオン軸１１の内端部は、その両側の１対の規制リブ１７により軸支持部材１２の周方向に移動しないように支持されている。
そのため、ピニオン軸１１を軸支持部材１２に支持する支持剛性が高くなり、ピニオン軸１１とピニオン１０は所期の位置を保持し、ピニオン１０とサイドギヤ９との噛み合いが良好になり、ピニオン１０やピニオン軸１１やサイドギヤ９が偏摩耗しにくくなり、差動ギヤ機構２の耐久性が向上し、差動ギヤ機構２のから発生する振動音も低減する。
ピニオン１０やピニオン軸１１に偏摩耗が発生しないため、ピニオン軸１１のオイル溝１８が塞がれることもなく、遠心力により軸支持部材１２の内側からピニオン軸１１に沿ってピニオン軸１１の外端部へ（つまり、ギヤケース３の方へ）流れる潤滑油の流動が促進される。
ピニオン軸１１の外周部のうち、１対のサイドギヤ９側の部位には、ピニオン軸１１の長さ方向の略全長に亙る１対のオイル溝１８が形成され、ピニオン軸１１の内端部には、１対のオイル溝１８を連通させるオイル穴１９が設けられている。オイル溝１８は、円柱状のピニオン軸１１の側面部を面取りして形成された平面部１８ａと、その平面部１８ａに形成した溝部１８ｂとを有し、オイル溝１８の内端部から流入した潤滑油は、遠心力によりオイル溝１８に沿って外端部へと流れ、ピニオン１０の外面に供給される。オイル穴１９は、軸支持部材１２の軸心と平行に形成され、その一部が軸支持部材１２によって塞がれ、一部が１対の規制リブ１７の間に露出状態で臨むような位置に設けられている。このようにオイル穴１９を設けることで、例えば、潤滑油が図１の左から右の方へ流動するような場合に、オイル穴１９の左端に流入した潤滑油の一部がオイル穴１９の右端の一部を塞ぐ軸支持部材１２によって右側のオイル溝１８の方へ方向変換されて、右側のオイル溝１８へ流れるため、ピニオン１０の外面（ギヤケース３に臨む面）に供給される潤滑油が増加する。潤滑油が図１の左から右の方へ流動するような場合には、前記とは反対になる。
図４〜図６に示すように、ギヤケース３は、ケース本体１４と、フランジ部４と、サイドギヤ９とピニオン１０とを組み込むための３つの開口部２０，２１，２２とを有する。ケース本体１４の周壁１４ａのうち、３つの開口部２０，２１，２２の間に位置する強度周壁１４ｂには、３つのピニオン軸１１の外端部を夫々支持する３つの軸穴２３が周方向１２０度間隔に形成されている。
３つの開口部２０，２１，２２は、側面視にてフランジ部４側がストレートの略Ｄ形の開口部であってピニオン１０を組み込む為の第１開口部２０，２１と、第１開口部２０，２１とは異なる形状であってサイドギヤ９を傾けた姿勢にして組み込み可能な特殊な形状の第２開口部２２とを有する。サイドギヤ９の組込みを容易にするために、フランジ部４には第２開口部２２に連なる凹部２２ａが形成されている。
次に、差動ギヤ機構２をギヤケース３に組み込む方法について簡単に説明する。最初に、左右のサイドギヤ９を夫々のスラストワッシャ１３ａと共に約３０度傾けた姿勢にして第２開口部２２からギヤケース３内に導入し、図１に示す位置に組み込む。次に、２つの第１開口部２０，２１から２つのピニオン１０を夫々のスラストワッシャ１３ｂと共に組込み、組み込んだ２つのサイドギヤ９と２つのピニオン１０を１２０度回転させた後、一方の第１開口部２０から軸支持部材１２を組み込み、次に、残りのピニオン１０を先に組み込んだ２つのピニオン１０に対して１２０度の位相角となるように片方の第１開口部２０から組み込む。次に、それらのサイドギヤ９とピニオン１０と軸支持部材１２とをギヤケース３の中で６０度回転させて各ピニオン１０の軸穴３０とギヤケース３の軸穴２３と軸支持部材１２の軸穴１６とを一致させて、その一致した軸穴３０，２３，１６に、ギヤケース３の外側からピニオン軸１１を挿通させ、そのピニオン軸１１をスプリングピン１５でギヤケース３に固定する。
図１に示すように、ミッションケース７は、リングギヤ６の付近において左側のミッションケース本体と右側のハウジングとに分割可能であって、それらを複数のボルトにて固定した構造のものである。ミッションケース７は、差動ギヤ機構２を収容したギヤケース３とリングギヤ６の外周側を囲繞して潤滑油を収容するものである。ミッションケース７の左端部のリング部２５ａと、ケース本体１４の間にベアリング２６ａが装着され、リング部２５ａとドライブシャフト８との間にはオイルシール２７ａが装着されている。ミッションケース７の右端部のリング部２５ｂと、ケース本体１４の間にはベアリング２６ｂが装着され、リング部２５ｂとドライブシャフト８との間にはオイルシール２７ｂが装着されている。
次に、以上説明した車両用差動装置１の作用について説明する。
車両のエンジンからの回転駆動力がリングギヤ６に入力されると、その回転駆動力によりギヤケース３がドライブシャフト８の軸心を中心として自転する。車両が直進走行する場合には、ギヤケース３の自転によりギヤケース３にピニオン軸１１を介して枢支されているピニオン１０がドライブシャフト８の軸心を中心として公転し、ピニオン１０と噛合している左右のサイドギヤ９とドライブシャフト８が回転駆動される。車両が旋回走行する場合には、ピニオン１０が公転しながら、ピニオン軸１１の回りに自転し、左右の車輪の差動回転を許容する。
以上説明した車両用差動装置１によれば、以下の効果が得られる。
この車両用差動装置１は、３つのピニオン１０を有する３ピニオン型差動装置であるので、４ピニオン型差動装置に比べて部品数も少なく、構造が簡単になる。また、この車両用差動装置１は、２ピニオン型差動装置に比べて各ピニオン１０の負荷も小さくなり、ピニオン１０の耐久性も高くなる。
差動ギヤ機構２の軸支持部材１２の内周側に一体的にピニオン軸１１の内端部が周方向へ移動しないように規制する３つの規制リブ１７を形成したため、ピニオン軸１１を支持する支持剛性が格段に向上し、３つのピニオン１０と１対のサイドギヤ９の噛み合いが良好になり、サイドギヤ９とピニオン１０とピニオン軸１１に偏摩耗が発生しにくくなり、それらの耐久性が向上し、差動ギヤ機構２における振動音も低減する。
３つの規制リブ１７により３つのピニオン軸１１を支持する周方向支持剛性を高めることができるため、軸支持部材１２の環状部１２ａの厚さを小さくして、軸支持部材１２の内側への潤滑油の流入を促進し、軸支持部材１２の軽量化を図ることができる。ピニオン軸１１に１対のオイル溝１８とそれらのオイル溝１８を連通させるオイル穴１９を形成し、そのオイル穴１９の一部を軸支持部材１２により塞ぎ、前記オイル穴１９の残りの一部を露出させたので、潤滑油の流入を促進し、潤滑性能が向上させくことができる。
即ち、潤滑油は遠心力により中心側からピニオン軸１１に沿って外側へ流動することになるが、図１の左から右へ潤滑油が流れるような場合には、オイル穴１９の左端に流入した潤滑油の一部は、オイル穴１９の右端において軸支持部材１２により右側のオイル溝１８の方へ方向変換されて右側のオイル溝１８に流入するため、ピニオン１０の外面に供給される潤滑油の量が増大する。尚、図１の右から左へ潤滑油が流れるような場合には、前記とは反対の流れとなる。しかも、規制リブ１７は潤滑油をオイル穴１９の方へ案内する機能もある。
本発明は以上説明した実施の形態に限定されるものではなく、当業者であれば、本発明の趣旨を逸脱しない範囲で、前記実施の形態に種々の変更を付加して実施することができ、本発明はそれらの変更形態をも包含するものである。
前記規制リブ１７の形状、ピニオン軸１１に形成されたオイル溝１８及びオイル穴１９の形状は一例を示すものであり、図示の形状に限定されるものではない。前記車両用差動装置１は、前輪駆動車の３ピニオン型差動装置の一例であったが、後輪駆動車の差動装置にも、本発明を同様に適用可能である。尚、後輪駆動車の差動装置のリングギヤは平歯車ではなく、ハス歯歯車とする。Next, the best mode for carrying out the present invention will be described.
The present embodiment is an example in which the present invention is applied to a vehicle differential device that transmits a rotational driving force from an engine to a drive shaft in a front-wheel drive type vehicle. As shown in FIGS. 1 and 2, the vehicle differential apparatus 1 includes a differential gear mechanism 2, a gear case 3 having an integral structure that accommodates the differential gear mechanism 2, and a plurality of flange portions 4 of the gear case 3. A ring gear 6 fixed with a bolt 5 and a transmission case 7 for housing all components of the vehicle differential 1 together with lubricating oil. The ring gear 6 is formed separately from the flange portion 4, the ring gear 6 is fixed to the flange portion 4 with a plurality of bolts 5, and the rotational driving force of the engine is input to the ring gear 6.
The differential gear mechanism 2 includes a pair of left and right side gears 9 connected to end portions of a pair of left and right drive shafts 8 so as not to rotate relative to each other, three pinions 10 meshing with these side gears 9, and these pinions. Three pinion shafts 11 that pivotally support 10, annular shaft support members 12 that respectively support the inner ends of the three pinion shafts 11, a thrust washer 13 a mounted between the gear case 3 and the side gear 9, A thrust washer 13b mounted between the pinion 10 and the gear case 3 is provided.
The three pinions 10 are arranged so that the phase angle between their axes is 120 degrees, and the pinion shaft 11 is inserted into the shaft hole 30 formed in parallel with the axis of the pinion 10. Is rotatably supported by the pinion shaft 11.
As shown in FIGS. 1 to 3, the shaft support member 12 is formed in an annular shape having a short axial length. The shaft support member 12 includes an annular portion 12 a and inner ends of the three pinion shafts 11. The three shaft holes 16 for supporting the respective portions and the three regulating ribs 17 integrally formed on the inner peripheral side of the shaft support member 12 and the inner end portions of the three pinion shafts 11 do not move in the circumferential direction. And three restricting ribs 17 for restricting in this manner. The restriction rib 17 is formed at a position corresponding to the shaft hole 16 between the shaft hole 16 and the shaft support member 12, and the restriction rib 17 is retracted from both axial ends of the shaft support member 12 to the center side. It is formed at the position. The thickness of the regulating rib 17 in the axial direction is about 2/3 of the axial length of the shaft support member 12, and the regulating rib 17 is in relation to the central portion of the longitudinal direction of the shaft support member 12. In FIG. 1, they are formed symmetrically.
A pin hole 15 a is formed in the outer end portion of each pinion shaft 11, and the outer end portion of the pinion shaft 11 is fixed to the gear case 3 by inserting a spring pin 15 into the pin hole 15. The inner end portion of each pinion shaft 11 is supported by penetrating through the shaft hole 16 of the shaft support member 12. The inner end portion of each pinion shaft 11 is supported so as not to move in the circumferential direction of the shaft support member 12 by a pair of regulating ribs 17 on both sides thereof.
For this reason, the support rigidity for supporting the pinion shaft 11 on the shaft support member 12 is increased, the pinion shaft 11 and the pinion 10 maintain their intended positions, and the engagement between the pinion 10 and the side gear 9 is improved. The pinion shaft 11 and the side gear 9 are less likely to be unevenly worn, the durability of the differential gear mechanism 2 is improved, and vibration noise generated from the differential gear mechanism 2 is also reduced.
Since the pinion 10 and the pinion shaft 11 are not unevenly worn, the oil groove 18 of the pinion shaft 11 is not blocked and the centrifugal force causes the outside of the pinion shaft 11 along the pinion shaft 11 from the inside of the shaft support member 12. The flow of the lubricating oil flowing toward the end portion (that is, toward the gear case 3) is promoted.
A pair of oil grooves 18 extending substantially along the entire length of the pinion shaft 11 is formed in a portion of the outer periphery of the pinion shaft 11 on the side of the pair of side gears 9, and is formed at the inner end of the pinion shaft 11. Are provided with an oil hole 19 through which a pair of oil grooves 18 communicate. The oil groove 18 has a flat surface portion 18 a formed by chamfering the side surface portion of the cylindrical pinion shaft 11, and a groove portion 18 b formed in the flat surface portion 18 a, and flows from the inner end portion of the oil groove 18. The lubricating oil flows to the outer end along the oil groove 18 by centrifugal force, and is supplied to the outer surface of the pinion 10. The oil hole 19 is formed in parallel with the shaft center of the shaft support member 12, a part thereof is blocked by the shaft support member 12, and a part is exposed between the pair of regulating ribs 17. Is provided. By providing the oil hole 19 in this manner, for example, when the lubricating oil flows from the left to the right in FIG. 1, a part of the lubricating oil flowing into the left end of the oil hole 19 is Lubricating oil supplied to the outer surface of the pinion 10 (surface facing the gear case 3) is changed in the direction toward the right oil groove 18 by the shaft support member 12 blocking a part of the right end and flows to the right oil groove 18. Will increase. In the case where the lubricating oil flows from the left to the right in FIG.
As shown in FIGS. 4 to 6, the gear case 3 includes a case main body 14, a flange portion 4, and three openings 20, 21, and 22 for incorporating the side gear 9 and the pinion 10. Of the peripheral wall 14a of the case body 14, the strength peripheral wall 14b positioned between the three openings 20, 21, 22 has three shaft holes 23 for supporting the outer end portions of the three pinion shafts 11, respectively. It is formed at intervals of 120 degrees.
The three openings 20, 21, and 22 are substantially D-shaped openings having a straight flange part 4 in a side view, and first openings 20 and 21 for incorporating the pinion 10, and the first openings 20. , 21 and a second opening 22 having a special shape that can be assembled with the side gear 9 tilted. In order to facilitate the incorporation of the side gear 9, the flange portion 4 is formed with a recess 22 a continuous with the second opening 22.
Next, a method for incorporating the differential gear mechanism 2 into the gear case 3 will be briefly described. First, the left and right side gears 9 are introduced into the gear case 3 from the second opening 22 in a posture inclined about 30 degrees together with the respective thrust washers 13a, and assembled at the position shown in FIG. Next, the two pinions 10 are assembled together with the respective thrust washers 13b from the two first openings 20, 21, and the incorporated two side gears 9 and the two pinions 10 are rotated by 120 degrees, and then one of the first openings is opened. The shaft support member 12 is assembled from the portion 20, and then the remaining pinion 10 is assembled from the first opening 20 on one side so as to have a phase angle of 120 degrees with respect to the two pinions 10 previously assembled. Next, the side gear 9, the pinion 10, and the shaft support member 12 are rotated 60 degrees in the gear case 3, and the shaft hole 30 of each pinion 10, the shaft hole 23 of the gear case 3, and the shaft hole 16 of the shaft support member 12. And the pinion shaft 11 is inserted into the matched shaft holes 30, 23, 16 from the outside of the gear case 3, and the pinion shaft 11 is fixed to the gear case 3 with the spring pin 15.
As shown in FIG. 1, the mission case 7 can be divided into a left mission case body and a right housing in the vicinity of the ring gear 6, and these are fixed by a plurality of bolts. The transmission case 7 surrounds the outer peripheral side of the gear case 3 and the ring gear 6 in which the differential gear mechanism 2 is accommodated, and contains lubricating oil. A bearing 26 a is mounted between the ring portion 25 a at the left end of the transmission case 7 and the case body 14, and an oil seal 27 a is mounted between the ring portion 25 a and the drive shaft 8. A bearing 26 b is mounted between the ring portion 25 b at the right end of the transmission case 7 and the case body 14, and an oil seal 27 b is mounted between the ring portion 25 b and the drive shaft 8.
Next, the operation of the vehicle differential device 1 described above will be described.
When a rotational driving force from the engine of the vehicle is input to the ring gear 6, the gear case 3 rotates around the axis of the drive shaft 8 by the rotational driving force. When the vehicle travels straight, the pinion 10 pivotally supported on the gear case 3 via the pinion shaft 11 by the rotation of the gear case 3 revolves around the axis of the drive shaft 8 and meshes with the pinion 10. The left and right side gears 9 and the drive shaft 8 are rotationally driven. When the vehicle turns, the pinion 10 revolves around the pinion shaft 11 while revolving, allowing differential rotation of the left and right wheels.
According to the vehicle differential device 1 described above, the following effects can be obtained.
Since the vehicle differential device 1 is a three-pinion type differential device having three pinions 10, the number of parts is smaller than that of the 4-pinion type differential device, and the structure is simplified. Further, in the vehicle differential device 1, the load on each pinion 10 is reduced as compared with the 2-pinion type differential device, and the durability of the pinion 10 is increased.
Since the three restriction ribs 17 for restricting the inner end of the pinion shaft 11 from moving in the circumferential direction are integrally formed on the inner peripheral side of the shaft support member 12 of the differential gear mechanism 2, the pinion shaft 11 is supported. The support rigidity is remarkably improved, the meshing of the three pinions 10 and the pair of side gears 9 is improved, and the side gear 9, the pinion 10 and the pinion shaft 11 are less likely to be unevenly worn, and their durability is improved. Also, vibration noise in the differential gear mechanism 2 is reduced.
Since the circumferential support rigidity for supporting the three pinion shafts 11 by the three restricting ribs 17 can be increased, the thickness of the annular portion 12a of the shaft support member 12 is reduced to lubricate the shaft support member 12 inside. The inflow of oil can be promoted, and the weight of the shaft support member 12 can be reduced. A pair of oil grooves 18 and an oil hole 19 for communicating these oil grooves 18 are formed in the pinion shaft 11, a part of the oil hole 19 is closed by the shaft support member 12, and the remaining part of the oil hole 19 is formed. As a result, the inflow of lubricating oil can be promoted and the lubricating performance can be improved.
That is, the lubricating oil flows from the center side to the outside along the pinion shaft 11 due to centrifugal force. However, when the lubricating oil flows from left to right in FIG. 1, it flows into the left end of the oil hole 19. Since a part of the lubricating oil is changed in direction toward the right oil groove 18 by the shaft support member 12 at the right end of the oil hole 19 and flows into the right oil groove 18, the lubrication supplied to the outer surface of the pinion 10 is performed. The amount of oil increases. In addition, when the lubricating oil flows from right to left in FIG. 1, the flow is opposite to the above. In addition, the regulating rib 17 has a function of guiding the lubricating oil toward the oil hole 19.
The present invention is not limited to the above-described embodiments, and those skilled in the art can implement various modifications to the above embodiments without departing from the spirit of the present invention. The present invention includes those modifications.
The shape of the restriction rib 17 and the shape of the oil groove 18 and the oil hole 19 formed in the pinion shaft 11 are merely examples, and are not limited to the illustrated shapes. The vehicle differential 1 is an example of a three-pinion differential for a front-wheel drive vehicle, but the present invention can be similarly applied to a differential for a rear-wheel drive vehicle. Note that the ring gear of the differential of the rear wheel drive vehicle is not a spur gear but a helical gear.

Claims (6)

車両のエンジンからの回転駆動力を駆動車軸に伝達する車両用差動装置において、
１対のサイドギヤと、これらサイドギヤに噛合する３個のピニオンと、これらピニオンを夫々枢支する３つのピニオン軸と、これらピニオン軸の内端部を支持する環状の軸支持部材とを備えた差動ギヤ機構を設け、
前記軸支持部材は、３つのピニオン軸の内端部を夫々支持する３つの軸穴と、前記軸支持部材の内周側に一体的に形成された３つの規制リブであって３つのピニオン軸の内端部が周方向に移動しないように規制する３つの規制リブとを有する、
ことを特徴とする車両用差動装置。In a vehicle differential device that transmits a rotational driving force from a vehicle engine to a drive axle,
A difference provided with a pair of side gears, three pinions meshing with these side gears, three pinion shafts that pivotally support these pinions, and an annular shaft support member that supports the inner ends of these pinion shafts A dynamic gear mechanism is provided,
The shaft support member includes three shaft holes that respectively support inner end portions of three pinion shafts, and three restriction ribs integrally formed on the inner peripheral side of the shaft support member. Having three regulating ribs for regulating the inner end portion of the inner circumferential portion so as not to move in the circumferential direction,
A vehicle differential device. 前記規制リブは、前記軸支持部材の内周側における、軸穴と軸穴の間に対応する位置に且つ軸支持部材の軸心方向両端部から中央側へ退いた位置に形成されていることを特徴とする請求の範囲第１項に記載の車両用差動装置。The restriction rib is formed at a position corresponding to the space between the shaft holes on the inner peripheral side of the shaft support member, and at a position retracted from both ends in the axial center direction of the shaft support member to the center side. The vehicle differential device according to claim 1, characterized in that: 前記ピニオン軸の外周部のうち１対のサイドギヤ側の部位に、ピニオン軸の長さ方向の略全長に亙る１対のオイル溝を設け、ピニオン軸の内端部に前記１対のオイル溝を連通させるオイル穴を設けたことを特徴とする請求の範囲第１項の車両用差動装置。A pair of oil grooves is provided in a portion on the side gear side of the outer peripheral portion of the pinion shaft so as to extend over substantially the entire length of the pinion shaft in the length direction, and the pair of oil grooves is formed at the inner end of the pinion shaft. 2. The vehicle differential device according to claim 1, further comprising an oil hole for communication. 前記オイル穴は、前記軸支持部材の軸心と平行に形成されていることを特徴とする請求の範囲第３項の車両用差動装置。4. The vehicle differential according to claim 3, wherein the oil hole is formed in parallel with an axis of the shaft support member. 前記オイル穴は、一部が軸支持部材によって塞がれるような位置に設けられたことを特徴とする請求の範囲第３項の車両用差動装置。4. The vehicle differential according to claim 3, wherein the oil hole is provided at a position where a part of the oil hole is blocked by a shaft support member. 前記ピニオン軸の内端部に形成されたオイル穴の一部は、１対の規制リブの間に露出状態に臨んでいることを特徴とする請求の範囲第４項の車両用差動装置。5. The vehicle differential according to claim 4, wherein a part of the oil hole formed in the inner end portion of the pinion shaft is exposed between the pair of regulating ribs.
JP2004568759A 2003-02-27 2003-02-27 Vehicle differential Pending JPWO2004076891A1 (en)

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US20080108471A1 (en) * 2006-11-02 2008-05-08 Deutsch Laurence A Lubrication ports for a differential housing
CN102667254B (en) * 2009-12-25 2014-12-24 丰田自动车株式会社 Differential device for vehicle
JP5400915B2 (en) * 2012-02-27 2014-01-29 トヨタ自動車株式会社 Differential
EP3277982B1 (en) * 2015-04-03 2020-12-30 Eaton Intelligent Power Limited Cross-shaft for three pinion differential
EP4310366A1 (en) 2021-03-19 2024-01-24 Jatco Ltd. Power transmission device

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JP2842165B2 (en) * 1993-09-21 1998-12-24 三菱自動車工業株式会社 Vehicle differential device
US5643127A (en) * 1995-03-06 1997-07-01 Toyota Jidosha Kabushiki Kaisha Vehicle power transmission having fluid-tight enclosure accommodating lubricating points and storing lubricating oil delivered from mechanical oil pump
JPH08261313A (en) * 1995-03-23 1996-10-11 Nissan Diesel Motor Co Ltd Lubricating structure for bevel gear type differential gear
JPH09184561A (en) * 1995-12-29 1997-07-15 Suzuki Motor Corp Differential gear
JP2002364730A (en) * 2001-06-06 2002-12-18 Tochigi Fuji Ind Co Ltd Differential gear

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