KR20030004859A - A limited slip differential for automobile - Google Patents

Abstract

PURPOSE: A differential limiting device is provided to be installed and maintained easily by simplifying its structure. CONSTITUTION: A differential case(32) is rotated when power is transmitted from a transmission. A differential device(30) changes RPM(Revolution Per Minute) of driving wheels by distributing the power according to resistance from the road surfaces. Driving shafts(42,44) connect the driving wheels. An elastic device(50) limits the differential device by a torsion strain according to a relative rotation difference between the differential case and the driving shafts by installing between the differential case and the driving shafts. Thereby, the differential limiting device are installed and maintained easily.

Description

A vehicle slip limiter {A limited slip differential for automobile}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle differential limiter, and more particularly, to a vehicle differential limiter having a simple structure and easy installation and maintenance.

In general, automobiles use clutches, transmissions, and differentials to properly transmit power generated from engines to wheels. At this time, the front wheel drive vehicle directly connects the output from the transmission to the differential, and the rear wheel drive vehicle transmits the output from the transmission to the differential through the propulsion shaft.

Here, the differential device is a device for smoothly changing the direction of the vehicle by changing the number of rotation of the inner and outer rings when the vehicle is turning, and also to ensure the driving safety of the vehicle on the uneven terrain.

However, in the differential device as described above, if the frictional force difference between the road surface in which the driving wheels are in contact is large, the driving wheel of the less frictional force is idle and the driving wheel of the greater frictional force is stopped, which makes it difficult to operate the vehicle normally. Therefore, a differential limiting device is installed to improve this.

Hereinafter, a vehicle differential equipped with a differential limiting device will be described in detail with reference to the accompanying drawings.

1 is a cross-sectional view of a differential device equipped with a vehicle differential limiter according to the prior art.

Such a differential device is formed integrally with a drive pinion (not shown), a ring gear 4 engaged with the drive pinion, and a ring gear 4 engaged with a propulsion shaft for transmitting power of an engine shifted from a transmission. Orthogonal to the differential case 6, the differential pinion gears 8 and 10 respectively fitted to the two pinion shafts 7 and 9 coupled to the differential case 6, and the differential pinion gears 8 and 10; Side gears 12 and 14, which are engaged with each other and splined to the drive shafts 16 and 18, respectively, and are installed between the differential case 6 and the side gears 12 and 14 so that any one of the driving wheels of the vehicle It is made of a differential limiting device (20), etc. to prevent only the driving wheel falling in the bog by the differential device when falling into the bog.

The differential limiter 20 is splined to the friction plates 22 and 24 splined to the differential case 6 and to the side gears 12 and 14, respectively, and between the friction plates 22 and 24. Friction disks 26 and 28 which are arranged to be rubbed with the friction plates 22 and 24 when a force pushing the side gears 12 and 14 to the outside due to a difference in resistance received by the left and right wheel driving wheels from the road surface, respectively. ) And the like.

Looking at the operation of the prior art configured as described above are as follows.

First, when power is transmitted from the transmission, the drive pinion is rotated to drive the ring gear 4 to rotate the differential case 6, and as a result, the differential pinion gears 8 and 10 are interlocked with the differential case 6. By driving the side gears 12 and 14, the drive shafts 16 and 18 are rotated to transmit rotational force to the drive wheels.

Here, when there is a difference in the resistance force received by both driving wheels from the road surface, such as when the vehicle is turning or driving in an uneven road, the differential pinion gears 8 and 10 are different from the side wheels of the drive wheel which receive more resistance from the road surface. As the slip is generated in between, the number of revolutions of the side gear on the side of the driving wheel on the side that is less resistance from the road surface is increased than the number of revolutions of the side gear on the side of the resistance to achieve a differential action.

Here, when the vehicle falls into a bog such as mud, the driving wheel side in the bog becomes a no load state and the wheel on the opposite side becomes a high load so that the side gear in a high load state is in a state where rotation is constrained.

In this state, since the differential pinion gears 8 and 10 must roll over the side gears of the driving wheel with a high load in order to be interlocked with the differential case 6, the differential pinion gears 8 and 10 rotate while rotating, so that the side gears in the no-load state can be rotated. The differential pinion gears 8 and 10 are driven at twice the rotational speed than when idle only.

However, the differential pinion gear (8, 10) is a friction disk on the side gear side while pushing the side gear to the outside while slipping with the side gear on the side that is more resistance due to the difference in resistance received by the drive wheel from the road surface Make contact with the friction plate.

In the state as described above, the rotational force of the differential case 6 is directly transmitted to the drive shaft through the side gear to limit the differential action.

However, as described above, the differential limiting device has a complicated structure, which makes it difficult to mount the differential device, difficult to install and maintain, and high component cost.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems of the prior art, and its object is to provide a differential limiting device for a vehicle including a differential limiting device having a simple structure, easy installation and maintenance, and low cost.

1 is a cross-sectional view of a differential device with a differential vehicle limiter according to the prior art

2 is a cross-sectional view of a differential device equipped with a vehicle differential limiter according to the present invention.

<Explanation of symbols on main parts of the drawings>

32: differential case 34: ring gear

36: differential pinion gear 38, 39: side gear

42, 44: drive shaft 42a, 44a: first fastening groove

32a, 32b: second fastening groove 50: coil spring

The vehicle differential limiting device according to the present invention for solving the above problems is a differential case that is rotated when the power is transmitted from the transmission, and receives the power from the transmission to distribute the power in accordance with the resistance received by the two driving wheels from the road surface, respectively Differential device for changing the rotational speed of both drive wheels and the drive shaft connecting the drive wheel, and the differential device and the drive shaft is installed between the differential case and the drive shaft by the torsional deformation according to the relative rotation difference between the drive shaft It is configured to include an elastic means for limiting.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 is a cross-sectional view of a differential device equipped with a vehicle differential limiter according to the present invention.

As shown in FIG. 2, the differential limiting device for a vehicle according to the present invention includes a differential case 32 which is rotated when power is transmitted from a transmission, and a resistance of both driving wheels received from the transmission by receiving power from the transmission. The differential case 30 is installed between the differential shaft 30 and the drive shaft 40 for connecting the drive wheels, and the differential case 32 and the drive shafts 42 and 44 to change the rotational speed of both driving wheels. And an elastic means (50) for limiting the action of the differential device (30) by the torsional deformation caused by the relative rotational difference between the (32) and the drive shafts (42, 44).

The differential device 30 includes a drive pinion (not shown) that rotates when power is transmitted from a transmission, a ring gear 34 engaged with the drive pinion, and a ring gear 34 integrally formed with the ring gear 34. A differential case 32 interlocked with the 34 and two differential pinion gears 36 interlocked with the differential case 32 by shafts 35 and 37 projecting inwardly from the differential case 32. And two side gears 38 and 39 which are respectively engaged with the two differential pinion gears 36 in an orthogonal state and splined to the drive shafts 42 and 44 fitted with both driving wheels, respectively.

Here, the differential case 32 is coupled to the ring gear 34 and the bolt 33 to move integrally.

One side of the drive shafts 42 and 44 is rotatably inserted into the differential case 32.

One end of the elastic means 50 is fitted into and fixed to the first fastening grooves 42a and 44a formed in the circumferential direction of the drive shafts 42 and 44, and the other end of the elastic means 50 is formed outside the differential case 32. It consists of a coil spring 40 is inserted into the fastening grooves (32a, 32b) fixed.

The coil spring 50 is a differential case 32 so that the differential action is not hindered even when a relative rotation difference between the differential case 32 and the drive shafts 42 and 44 occurs when the vehicle is normally turning or driving on an uneven road. The side diameter is formed larger than the side diameter of the drive shafts 42 and 44.

Since both ends of the coil spring 50 are fixed to the differential case 32 and the drive shafts 42 and 44, respectively, when the relative rotation difference between the differential case 32 and the drive shafts 42 and 44 occurs. Torsional deformation.

At this time, the coil spring 50 is no longer deformed when the torsional deformation reaches a threshold value because the relative rotation difference becomes a predetermined value or more so that the differential case 32 and the drive shafts 42 and 44 interlock with each other.

That is, the rotation of the differential case 32 and the drive shafts 42 and 44 are free to each other in a state where the relative rotation difference is less than or equal to a certain level, but when the relative rotation difference becomes more than a predetermined state, the differential case 32 and the drive shafts 42 and 44 are The coil spring 50 is directly affected by relative motion.

In other words, the relative rotation difference generated when the vehicle turns or passes through the uneven road is regarded as normal so that the action of the differential device 30 is not disturbed by the differential limiting device, and one of the driving wheels of the vehicle is bogeyed. Relative differences that occur when power is transmitted only to drive wheels that are bogged down and are impregnated are considered abnormal and limit the differential action.

Looking at the operation of the vehicle differential limiting apparatus according to the present invention configured as described above are as follows.

First, when the vehicle travels straight on the flat road, since both driving wheels have the same resistance received from the road surface, the driving wheels receive the same power by the differential device 30.

At this time, the coil spring 50 is not torsionally deformed because the rotational speeds of the differential case 32 and the drive shafts 42 and 44 are the same.

Next, when the vehicle is turning or driving on an uneven road, the resistances received from the road surface are different, so that the frictional force is generated on the side gears 38 and 39 of the differential device 30 by the resistance. The power transmitted by the driving wheels is distributed differently, so that the vehicle can run smoothly.

At this time, the coil spring 50 is torsionally deformed by the relative rotation difference generated between the differential case 32 and the drive shafts 42 and 44.

In addition, since the coil spring 50 is not formed in a constant diameter and a torsional deformation margin is secured, the coil spring 50 does not interfere with the operation of the differential device 30 when the vehicle runs normally.

However, if any one of the drive wheels fall into the bog, the bog drive wheels are in a state that receives little resistance from the road surface, so that the wheels that are not in the bog become no-loaded and only the driving wheels with no power. By transmission, the bogged wheels are idle and the non-bogd drive wheels are stationary.

In such a state, the relative rotation difference between the differential case 32 and the drive shaft on the side of the driving wheel which is not bogged down becomes a predetermined reference value or more, so that the coil spring 50 is torsionally deformed and is no longer deformed when the limit value is reached. Rotation force of the differential case 32 is transmitted to the drive wheel side drive shaft that is not directly bogged down by interlocking the drive case side shaft with the differential case 32 and the bog.

When the differential operation is limited as described above, the driving wheels that are not in the bog are directly transmitted with the rotational force from the differential case 32 so that the vehicle can be safely exited from the bog.

In addition, since the coil spring 50 having elastic force is used to limit the differential, it is possible to absorb the impact force generated when the differential is limited.

The vehicle differential limiting device of the present invention configured as described above includes a differential case, a drive shaft for transmitting power distributed from the differential device to the drive wheels, one end of which is fitted into the first fastening groove of the drive shaft and the other end of the differential case. 2 is inserted into the fastening groove and the diameter of the differential case side is formed larger than the diameter of the drive shaft side is torsionally deformed by the relative rotation difference between the differential case and the drive shaft when the vehicle travels or turns, such as one of the drive wheels When the relative rotation difference becomes more than a certain amount by falling into a bog, and the torsional deformation of the coil spring reaches a limit value, the rotational force of the differential case is directly transmitted to the drive shaft, so the structure is simple, installation and maintenance are easy, and production cost is low. There is an advantage that the mounting ratio of the differential limiter attached to the vehicle can be increased.

In addition, the mechanical impact force generated during the differential limit is canceled by the elastic force of the coil spring has the advantage that the operability of the differential limiting device can be improved.

Claims (5)

The differential case is rotated when the power is transmitted from the transmission, and the differential device and the driving wheel which change the rotational speed of both driving wheels by distributing the power according to the resistance received from the road surface by receiving the power from the transmission, respectively. A vehicle differential limiter, comprising: a drive shaft to be connected; and an elastic means provided between the differential case and the drive shaft to limit the action of the differential device by torsional deformation according to the relative rotation difference between the differential case and the drive shaft. Device. The method of claim 1, One end of the elastic means is inserted into the first fastening groove formed in the drive shaft and the other end is inserted into the second fastening groove formed in the differential case so that the relative rotational difference between the drive shaft and the differential case is torsionally deformed to the limit value of the torsional deformation. The differential limiting device for a vehicle, comprising: a coil spring that interlocks the differential case and a drive shaft when the motor reaches the differential case. The method of claim 2, The coil spring is a differential limiting device for a vehicle, characterized in that the diameter of the differential case side is formed larger than the diameter of the drive shaft side to ensure the amount of torsional deformation margin when the relative rotation difference between the differential case and the drive shaft occurs. The method of claim 2, The first fastening groove is a vehicle differential limiting device, characterized in that formed long in the circumferential direction of the drive shaft. The method of claim 2, The second fastening groove is a vehicle differential limiting device, characterized in that formed on the outside of the differential case.