WO2017042882A1 - Différentiel à glissement limité - Google Patents

Différentiel à glissement limité Download PDF

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Publication number
WO2017042882A1
WO2017042882A1 PCT/JP2015/075469 JP2015075469W WO2017042882A1 WO 2017042882 A1 WO2017042882 A1 WO 2017042882A1 JP 2015075469 W JP2015075469 W JP 2015075469W WO 2017042882 A1 WO2017042882 A1 WO 2017042882A1
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WO
WIPO (PCT)
Prior art keywords
clutch
plate
axis
gear
torque
Prior art date
Application number
PCT/JP2015/075469
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English (en)
Japanese (ja)
Inventor
功 廣田
Original Assignee
Ｇｋｎ ドライブライン ジャパン株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ｇｋｎ ドライブライン ジャパン株式会社 filed Critical Ｇｋｎ ドライブライン ジャパン株式会社
Priority to PCT/JP2015/075469 priority Critical patent/WO2017042882A1/fr
Publication of WO2017042882A1 publication Critical patent/WO2017042882A1/fr

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Classifications

    • 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
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/22—Arrangements for suppressing or influencing the differential action, e.g. locking devices using friction clutches or brakes

Definitions

  • This disclosure relates to a limited slip differential that limits the differential in response to torque, and more particularly to a limited slip differential that can be applied to a front-wheel drive vehicle and that has a different torque bias ratio between a drive state and a course state.
  • an automobile includes one or more differential devices, each of which includes a differential gear set for allowing a differential between output shafts, for example, a pair of torques input to a differential case. Transmit differentially to the output shaft.
  • LSD limited slip differentials
  • the LSD include a super LSD that limits differential by a cone clutch, a multi-plate LSD that limits differential by a multi-plate clutch, and a helical LSD that uses the tooth surface resistance of a cylindrical gear.
  • TBR Torque bias ratio
  • the differential limiting device of the differential device is symmetrical so that the force acting on the gear is symmetrical.
  • Such a structure inevitably increases the size in the width direction in a multi-plate LSD.
  • FF front-wheel drive
  • Characteristics such as TBR and asymmetry must be sacrificed.
  • the limited slip differential differentially transmits the torque input to the differential case rotating around the shaft to the output shaft.
  • the limited slip differential is rotatable around the axis and extends radially from the axis, and a plurality of pinion shafts rotatably supported by the plurality of pinion shafts, respectively.
  • a face gear type differential gear set comprising a spur gear, and first and second crown gears that mesh with each other orthogonally to the spur gear and are rotatable about the axis; and the first crown gear And one or more first clutch plates engaged with the first crown gear to rotate together with the first clutch plates to alternately press and brake the first clutch plate.
  • the multi-plate clutch provided with the second clutch plate described above, a ring member that receives torque and rotates around an axis, and engages with the ring member, and receives the received torque.
  • the cam is engaged with the plurality of pinion shafts to form a cam that partially converts the received torque into a pressing force in the axial direction while transmitting to the plurality of pinion shafts, and the second force is applied by the pressing force.
  • a cam member that is in contact with the multi-plate clutch to press the first clutch plate against the clutch plate, and the first and second crown gears are supported in the direction of the shaft, and can be rotated around the shaft. And a thrust bearing.
  • FIG. 1 is an elevational cross-sectional view of a limited slip differential according to an embodiment, and is a cross-sectional view taken along the rotation axis thereof.
  • 2 is a cross-sectional plan view of the multi-plate clutch, cam member, and pinion shaft taken from line II-II in FIG.
  • FIG. 3 is an elevational sectional view of a limited slip differential according to another embodiment.
  • axis means the rotational axis of a limited slip differential unless otherwise specified. Further, there is a case where upper and lower sides or right and left sides are distinguished, but these are merely for convenience of explanation and do not limit the embodiments.
  • the limited slip differential 1 generally includes a casing 3, a differential gear set 5 accommodated in the casing 3, and a limiting device 7 that limits the differential of the differential gear set 5.
  • the differential gear set 5 is a face gear type, and the limiting device 7 brakes only one of the side gears.
  • the casing 3 has a generally cylindrical shape around the axis, and is rotatable around the axis.
  • the casing 3 can be disassembled into a plurality of members so that components can be incorporated therein, and includes, for example, a ring member 21, a case main body 23, and a cover body 25.
  • the case main body 23 and the cover body 25 sandwich the ring member 21 and are coupled to each other by a plurality of bolts 27.
  • the entirety encloses a chamber that houses the differential gear set 5 and the limiting device 7.
  • the ring member 21 projects in a radial direction from the casing 3 in a flange shape.
  • the ring member 21 may itself be integrally provided with a gear 31 to receive torque from the engine and / or motor, or is configured to couple with a separate ring gear as shown in FIG. May be.
  • the ring member 21 preferably extends integrally to the inside of the casing 3, and more preferably has a spline 33 at its inner end, and engages with a cam member 71 described later to transmit torque thereto.
  • the boss portion 23B extends integrally from the case body 23 in the axial direction, and the boss portion 25B integrally extends from the cover body 25 in the axial direction. Since these are rotatably supported by the housing, the entire casing 3 can be rotated around its axis.
  • the differential gear set 5 generally includes a plurality of pinion shafts 41, a pinion gear 51 that is rotatably supported by the pinion shaft 41, and a right side gear 53 and a left side gear 55 that are respectively meshed with the pinion gear 51.
  • the plurality of pinion shafts 41 engage with the cam member 71 and rotate together therewith.
  • a plurality of pinion shafts 41 are engaged with any other part of the casing 3.
  • the plurality of pinion shafts 41 extend radially from the axis and are preferably axisymmetric.
  • the inner end of each pinion shaft 41 may project in a flange shape to prevent the pinion gear 51 from falling off, and such flange portions may be integrally joined to form a ring.
  • Each pinion gear 51 is fitted to and supported by each pinion shaft 41 so that it can rotate around it.
  • Each pinion gear 51 is a so-called spur gear whose gear teeth 57 are correctly oriented in the radial direction with respect to the pinion shaft.
  • the side gears 53 and 55 are so-called crown gears or disk gears whose gear teeth 59 and 61 are oriented in the axial direction and mesh with each gear tooth 57 of each pinion gear 51 orthogonally.
  • the differential gear set 5 is a face gear type. Reaction forces due to the meshing of the gear teeth do not occur in the axial direction of the pinion shaft and cancel each other in the radial direction of the pinion shaft. That is, since the reaction force does not substantially act on the pinion gear 51, no special means is required to support the pinion gear 51. On the other hand, a reaction force acts on the side gears 53 and 55 in the axial direction. Therefore, preferably, thrust bearings 65 and 67 are provided between the side gears 53 and 55 and the casing 3 to support the side gears 53 and 55 in the axial direction so as to be able to bear such reaction force. As the thrust bearings 65 and 67, for example, a needle thrust bearing can be applied.
  • the inner peripheries of the side gears 53 and 55 are, for example, splined, and are connected to the output shaft or axle, respectively.
  • the limiting device 7 generally includes a multi-plate clutch 75 and the cam member 71 described above.
  • the multi-plate clutch 75 includes one or more inner clutch plates coupled to the left side gear 55 and one or more outer clutch plates coupled to the cover body 25 of the casing 3, for example. These clutch plates are arranged alternately. Alternatively, as shown in FIG. 3, one clutch plate may be coupled to the right side gear 53, and the other clutch plate may be coupled to the ring member 21.
  • the cam member 71 can be provided with a spline 73 protruding outward in the radial direction, which can engage with the spline 33 of the ring member 21 and directly receive torque.
  • the cam member 71 may receive torque from the case body 23 or the pinion shaft 41.
  • the case main body 23 (or any member of the casing 3) includes a notch 23C, and the cam member 71 also includes corresponding notches 71F and 71S.
  • the pinion shaft 41 exclusively engages with the notches 71F and 71S and rotates around the axis together with the cam member 71. Further, torque is transmitted between the cam member 71 and the pinion shaft 41 via the notch. There can be appropriate play in the circumferential direction between the pinion shaft 41 and the notch 23C.
  • the pinion shaft 41 and these notches need not be symmetrical.
  • one surface 41F of the pinion shaft 41 is a flat surface parallel to the axial direction, and the other surface 41S is inclined with respect to the axial direction.
  • the cutout of the cam member 71 may include a flat surface 71F and an inclined surface 71S correspondingly.
  • both sides of the notch may be inclined surfaces, and the inclined surfaces may have different angles. If the angle is different, the generated cam force is different.
  • the illustrated structure makes the torque bias ratio in the driving state (a state in which the engine torque is actively transmitted to the wheels) different from the torque bias ratio in the course state (a state in which the vehicle travels inertially), and is therefore limited. Asymmetry is imparted to the slip differential 1.
  • a pressing force is generated only after the drive state is reached, but means for constantly pressing the multi-plate clutch 75 may be used so that a certain pressing force is generated from the beginning.
  • Such means is, for example, a leaf spring 77, which is interposed between the casing 3 and the multi-plate clutch 75, for example. Such means help to adjust the initial torque where differential limiting begins to occur.
  • this embodiment uses the differential limitation by the multi-plate clutch, but does not increase the dimension in the width direction, and therefore, a limited slip differential applicable to the FF vehicle is provided.
  • reaction force to the side gear is not used to operate the multi-plate clutch, and the thrust bearing bears the reaction force. Even if the limiting device for limiting the differential is not asymmetric, no problem occurs.
  • each side gear is supported by a thrust bearing, it can rotate without resistance. Furthermore, since it is a face gear type, no reaction force is generated in the pinion gear, and these can rotate without resistance.
  • the traction bias ratio can be set freely. Further, by using an asymmetric cam mechanism, the traction bias ratio can have asymmetry. These significantly contribute to the improvement of the traction performance of the vehicle.
  • the input torque can be transmitted to the differential gear set via the cam member rather than the casing. Since it is not necessary to give high strength and rigidity to the entire casing, weight can be easily reduced. This also contributes to the improvement of vehicle motion characteristics. Moreover, since it is sufficient to give high strength and rigidity to a specific part or member, it is advantageous in that the freedom of selection of materials is improved and heat treatment is facilitated.
  • a limited slip differential that can be applied to a front-wheel drive vehicle but has a different torque bias ratio between the driving state and the course state is provided.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)

Abstract

L'invention concerne un différentiel à glissement limité (1), lequel différentiel comporte : un embrayage à plaques multiples (75) comprenant un ensemble d'engrenages différentiels du type engrenage droit (5), au moins une première plaque d'embrayage en prise avec une première couronne dentée (55) et au moins une seconde plaque d'embrayage disposée de manière alternée avec ladite première plaque d'embrayage afin d'exercer une pression sur ladite première plaque d'embrayage et de freiner celle-ci ; un élément annulaire (21) pour recevoir un couple et tourner autour d'un arbre ; un élément came (71), qui vient en prise avec l'élément annulaire (21), qui vient en prise avec de multiples arbres de pignon (41) afin de configurer des cames pour transmettre le couple reçu auxdits multiples arbres de pignon (41) tout en convertissant partiellement le couple reçu en une force de pression dans la direction de l'arbre, et bute contre l'embrayage à plaques multiples afin de faire en sorte que la seconde plaque d'embrayage appuie contre la première plaque d'embrayage à l'aide de ladite force de pression ; et des paliers de poussée (67, 65) pour supporter des première et seconde couronnes dentées (55, 53) dans la direction dudit arbre et rendre la rotation de celles-ci autour de l'arbre possible.
PCT/JP2015/075469 2015-09-08 2015-09-08 Différentiel à glissement limité WO2017042882A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2015/075469 WO2017042882A1 (fr) 2015-09-08 2015-09-08 Différentiel à glissement limité

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2015/075469 WO2017042882A1 (fr) 2015-09-08 2015-09-08 Différentiel à glissement limité

Publications (1)

Publication Number Publication Date
WO2017042882A1 true WO2017042882A1 (fr) 2017-03-16

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PCT/JP2015/075469 WO2017042882A1 (fr) 2015-09-08 2015-09-08 Différentiel à glissement limité

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WO (1) WO2017042882A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220213952A1 (en) * 2021-01-07 2022-07-07 Gkn Automotive Limited Differential apparatus
WO2024100734A1 (fr) * 2022-11-07 2024-05-16 ジーケーエヌ オートモーティブ リミテッド Dispositif de transmission de force d'entraînement pour véhicule

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09217814A (ja) * 1996-02-09 1997-08-19 Tochigi Fuji Ind Co Ltd 予圧式差動制限装置
JPH11247969A (ja) * 1998-02-27 1999-09-14 Root Six:Kk リミテッドスリップディファレンシャルギヤ
JP2002276767A (ja) * 2001-03-14 2002-09-25 Os Giken:Kk 差動装置
JP2008095724A (ja) * 2006-10-06 2008-04-24 Ｇｋｎ ドライブライン トルクテクノロジー株式会社 フェースギア及びこれを用いたデファレンシャル装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09217814A (ja) * 1996-02-09 1997-08-19 Tochigi Fuji Ind Co Ltd 予圧式差動制限装置
JPH11247969A (ja) * 1998-02-27 1999-09-14 Root Six:Kk リミテッドスリップディファレンシャルギヤ
JP2002276767A (ja) * 2001-03-14 2002-09-25 Os Giken:Kk 差動装置
JP2008095724A (ja) * 2006-10-06 2008-04-24 Ｇｋｎ ドライブライン トルクテクノロジー株式会社 フェースギア及びこれを用いたデファレンシャル装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220213952A1 (en) * 2021-01-07 2022-07-07 Gkn Automotive Limited Differential apparatus
US11649885B2 (en) * 2021-01-07 2023-05-16 Gkn Automotive Limited Differential apparatus
WO2024100734A1 (fr) * 2022-11-07 2024-05-16 ジーケーエヌ オートモーティブ リミテッド Dispositif de transmission de force d'entraînement pour véhicule

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