JPH04113357U - anti-spin differential - Google Patents

Abstract

(57)【要約】 （修正有） 【目的】駆動環と被動盤との噛合解除を円滑確実に行っ
て性能を向上するとともに耐久性をより向上する。 【構成】エンジンからの駆動力を受けるケース１と一体
に設けられたピン５と、ケースに対して回転自在な第
１，第２被動部材１３，１５と、両被動部材に噛合可能
な第１，第２駆動環７，９と、ケース側の角速度が第
１，第２被動部材の角速度を上回るときに被動部材と駆
動環との噛合を行わせる方向に駆動環を移動させる第１
カム手段１１と、前記一方の被動部材の角速度がケース
の角速度を上回るときに噛合を解除する方向に駆動環を
移動させる第２カム手段２５，２７と、両駆動環の相対
回転を規制するストッパ手段２３とよりなり、両駆動環
を両被動部材に噛合する方向に付勢する第１弾性体２９
と解除する方向に付勢する第２弾性体３１，３３とを設
け、前記第１弾性体と両第２弾性体との付勢力を駆動環
と被動部材との噛合途中で釣合うように設定した。 (57) [Summary] (with modifications) [Purpose] To improve performance and durability by smoothly and reliably disengaging the drive ring and driven plate. [Structure] A pin 5 provided integrally with the case 1 that receives driving force from the engine, first and second driven members 13 and 15 rotatable with respect to the case, and a first driven member that can mesh with both driven members. , second drive rings 7 and 9, and a first drive ring that moves the drive ring in a direction that causes the driven member to engage with the drive ring when the angular velocity on the case side exceeds the angular velocity of the first and second driven members.
cam means 11; second cam means 25, 27 for moving the drive rings in a direction to release the mesh when the angular velocity of the one driven member exceeds the angular velocity of the case; and a stopper for regulating the relative rotation of both drive rings. a first elastic body 29 consisting of means 23 and biasing both drive rings in the direction of meshing with both driven members;
and second elastic bodies 31 and 33 that bias in the releasing direction, and the biasing forces of the first elastic body and both second elastic bodies are set so as to be balanced in the middle of engagement between the drive ring and the driven member. did.

Description

【考案の詳細な説明】[Detailed explanation of the idea]

【０００１】0001

【産業上の利用分野】[Industrial application field]

この考案は、スピン防止差動装置に関する。 This invention relates to an anti-spin differential.

【０００２】0002

【従来の技術】[Conventional technology]

従来のこの種のスピン防止差動装置として、例えば実公昭５３−３９９４１号 公報に記載されたようなものがある。これはエンジン側から入力を受けるケース と、ケース内に収納された駆動環と、駆動環の内側に設けられたカム盤とを貫通 するピンが設けられ、駆動環のクラッチ歯とカム盤のカム歯に噛合する歯を有し 、左右両出力軸にスプライン結合された被動盤が設けられている。 As a conventional spin prevention differential device of this kind, for example, Japanese Utility Model Publication No. 53-39941 There are some that are listed in the official bulletin. This is a case where input is received from the engine side penetrates the drive ring housed in the case and the cam disk provided inside the drive ring. The pin has teeth that mesh with the clutch teeth of the drive ring and the cam teeth of the cam disc. , spline-coupled driven plates are provided on both the left and right output shafts.

【０００３】 そして、車両の旋回時には外輪側の被動盤の角速度がケースの角速度を上回る ため、この被動盤は駆動環およびカム盤との噛合が外れ出力軸に沿って移動し、 ケース側に対してフリー回転可能となる。0003 When the vehicle turns, the angular velocity of the driven plate on the outer wheel side exceeds the angular velocity of the case. As a result, this driven plate disengages from the drive ring and cam disk and moves along the output shaft. It can rotate freely relative to the case side.

【０００４】0004

【考案が解決しようとする課題】[Problem that the idea aims to solve]

しかしながら、このような従来のスピン防止差動装置は、出力軸にスプライン 結合された被動盤が出力軸に沿って互いに回転力を伝達しながら摺動する構成と なっているため、スプライン結合部に摺動抵抗が生じ、被動盤と駆動環およびカ ム盤との噛合解除が円滑に行われず性能低下を来たす恐れがあった。また、被動 盤と駆動環およびカム盤との噛合の解除後に確実に被動盤と駆動環側とを切離す 機構が設けられていないため、前記噛合の解除が確実に行われず、旋回時に十分 な機能を発揮し得ないという問題があった。さらには、被動盤はピンで支持され た駆動環、カム盤から離間方向に移動するように構成されているから、被動盤と ケース内には移動スペースを持たざるを得なかった。 However, such conventional anti-spin differentials have splines on the output shaft. A configuration in which the connected driven plates slide along the output shaft while transmitting rotational force to each other. Because of this, sliding resistance occurs at the spline joint, and the driven plate, drive ring, and There was a risk that the meshing with the disc would not be released smoothly, resulting in a decrease in performance. Also, the driven After releasing the engagement between the disk, drive ring, and cam disk, securely separate the driven disk from the drive ring side. Since no mechanism is provided, the engagement cannot be released reliably, and the mesh cannot be released sufficiently when turning. There was a problem that it could not perform its functions properly. Furthermore, the driven platen is supported by pins. Since the drive ring is configured to move away from the cam disk, it is difficult to connect to the driven disk. It was necessary to have some movement space inside the case.

【０００５】 このような問題点を解決するために、本願出願人は、被動盤を出力軸に対し軸 方向に移動不能とし、被動盤とスパイダとの間に配設した駆動環を被動盤とスパ イダとにそれぞれ噛合可能に設け、旋回時に被動盤と駆動環との間で形成される 第２カム手段により外輪側の被動盤と駆動環とのカム噛合を解除する方向に駆動 環を移動させ、かつ、この駆動環と内輪側の駆動環との相対回転をストッパー手 段により所定範囲に規制するように構成し、被動盤と駆動環との噛合解除を円滑 かつ確実に行なわれるようにしたスピン防止差動装置を既に提案している（実開 昭６１−８１０１６号公報参照) 。[0005] In order to solve these problems, the applicant has proposed that the driven plate be rotated relative to the output shaft. The drive ring installed between the driven plate and the spider is fixed to the driven plate and the spider. The ring is formed between the driven plate and the drive ring when turning. Driven by the second cam means in a direction to release the cam engagement between the driven plate on the outer ring side and the drive ring. The ring is moved and the relative rotation between this drive ring and the inner drive ring is controlled by a stopper. It is configured to be restricted to a specified range by stages, and the meshing disengagement between the driven plate and the drive ring is smooth. We have already proposed an anti-spin differential device that ensures this (See Publication No. 1981-81016).

【０００６】 しかしながら、上記のようなスピン防止差動装置では、一方の被動盤の角速度 がケースの角速度を上回るときに、すなわちオーバラン時に第２カム手段の使用 により、被動盤と駆動環との噛合が解除されてカム面のスラスト力がなくなると 、駆動の付勢力で駆動環が移動し、駆動環を被動盤側へ向けて付勢するリターン スプリングの作用で駆動環が被動盤に噛合するため、被動盤と駆動環との噛合解 除と噛合が繰り返されることになる。[0006] However, in the anti-spin differential device as described above, the angular velocity of one driven plate is use of the second cam means when exceeds the angular velocity of the case, i.e. during overrun. As a result, the engagement between the driven plate and the drive ring is released and the thrust force on the cam surface disappears. , a return that moves the drive ring due to the biasing force of the drive and biases the drive ring toward the driven platen. Because the drive ring engages with the driven plate due to the action of the spring, the engagement and disengagement between the driven plate and the drive ring occurs. Removal and engagement will be repeated.

【０００７】 これにより、被動盤と駆動環の両カム面間の歯打ち音が発生するとともに、こ の歯打ちによってカム面にタレやピッチング等が生じる恐れがあり耐久性に限界 があった。[0007] This causes rattling noise between the cam surfaces of the driven plate and the drive ring, and also There is a risk of sagging or pitching on the cam surface due to tooth striking, which limits durability. was there.

【０００８】 そこでこの考案は、駆動環と被動盤との噛合解除を円滑かつ確実に行って性能 をより向上することができるとともに、耐久性をより向上することができるスピ ン防止差動装置の提供を目的とする。[0008] Therefore, this idea was developed to smoothly and reliably disengage the drive ring and driven plate, thereby improving performance. A spindle that can further improve durability as well as improve durability. The purpose of this invention is to provide a differential device that prevents locking.

【０００９】[0009]

【課題を解決するための手段】[Means to solve the problem]

上記目的を達成するためにこの考案は、エンジン側からの駆動力を受けるケー ス１と一体に設けられたピン５と、前記ケース１に対して回転自在な各別の第１ ，第２被動部材１３，１５と、前記ピン５と第１，第２被動部材１３，１５との 間に配設され両被動部材１３，１５に各別に噛合可能な第１，第２駆動環７，９ と、前記ピン５と両駆動環７，９との間に設けられケース１側の角速度が第１， 第２被動部材１３，１５の角速度を上回るときに両被動部材１３，１５と両駆動 環７，９との噛合を行わせる方向に両駆動環７，９を移動させる第１カム手段１ １と、前記一方の被動部材１３（１５）の角速度がケース１の角速度を上回ると きにこの一方の被動部材１３（１５）とこれに噛合する駆動環７（９）との噛合 を解除する方向に駆動環７（９）を移動させる第２カム手段２５（２７）と、前 記両駆動環７，９の相対回転を所定範囲に規制するストッパ手段２３とよりなる スピン防止差動装置であって、前記両駆動環７，９を両被動部材１３，１５に噛 合する方向に付勢する第１弾性体２９と、前記両駆動環７，９を両被動部材１３ ，１５との噛合を各別に解除する方向に付勢する第２弾性体３１，３３とを設け 、前記第１弾性体２９と両第２弾性体３１，３３との付勢力を駆動環７，９と被 動部材１３，１５との噛合途中で釣合うように設定してなる構成とした。 In order to achieve the above purpose, this idea uses a case that receives driving force from the engine side. a pin 5 provided integrally with the case 1; and separate first pins rotatable with respect to the case 1; , the second driven members 13 and 15, and the pin 5 and the first and second driven members 13 and 15. First and second drive rings 7 and 9 are arranged between them and can be engaged with both driven members 13 and 15 separately. is provided between the pin 5 and both drive rings 7 and 9, and the angular velocity on the case 1 side is the first, When the angular velocity exceeds the angular velocity of the second driven members 13, 15, both driven members 13, 15 and both drives A first cam means 1 for moving both drive rings 7 and 9 in a direction that causes them to mesh with the rings 7 and 9. 1, and the angular velocity of the one driven member 13 (15) exceeds the angular velocity of case 1. Meshing between one driven member 13 (15) and the drive ring 7 (9) that meshes with it a second cam means 25 (27) for moving the drive ring 7 (9) in the direction of releasing the It consists of a stopper means 23 for regulating the relative rotation of the drive rings 7 and 9 within a predetermined range. The anti-spin differential device includes both drive rings 7 and 9 engaged with both driven members 13 and 15. A first elastic body 29 that biases the driving rings 7 and 9 in the direction of mating, and the driving rings 7 and 9 , 15 are respectively provided. , the biasing force of the first elastic body 29 and both second elastic bodies 31, 33 is applied to the drive rings 7, 9 and The configuration is such that the balance is set in the middle of meshing with the moving members 13 and 15.

【００１０】0010

【作用】[Effect]

上記構成によれば、一方の被動部材１３（１５）の角速度がケース１の角速度 を上回るときに、被動部材１３（１５）と駆動環７（９）との噛合解除と噛合の 繰り返しが発生した場合でも第１弾性体２９と第２弾性体３１（３３）との付勢 力によって駆動環７（９）の移動力が抑制される。従って、被動部材１３（１５ ）と駆動環７（９）の両カム面間の歯打ち音が軽減される。 According to the above configuration, the angular velocity of one driven member 13 (15) is the angular velocity of case 1. is exceeded, the driven member 13 (15) and the drive ring 7 (9) are disengaged and disengaged. Even if repetition occurs, the bias between the first elastic body 29 and the second elastic body 31 (33) The force suppresses the moving force of the drive ring 7 (9). Therefore, the driven member 13 (15 ) and the cam surfaces of the drive ring 7 (9) are reduced.

【００１１】[0011]

【実施例】【Example】

以下、この考案の実施例を図面に基づいて説明する。 Hereinafter, embodiments of this invention will be described based on the drawings.

【００１２】 図１はこの考案の一実施例に係るスピン防止差動装置の断面図を示すものであ る。0012 FIG. 1 shows a cross-sectional view of an anti-spin differential device according to an embodiment of this invention. Ru.

【００１３】 エンジン側からの駆動力を受けるケースとしてのデフケース１は、図示しない 車体側のハウジングに軸受を介して回転自在に設けられている。このデフケース １のフランジ３には図示しないリングギヤが取付けられており、このリングギヤ は図示しないピニオンギヤと噛合っている。[0013] The differential case 1, which is a case that receives driving force from the engine side, is not shown. It is rotatably installed in a housing on the vehicle body via a bearing. this differential case A ring gear (not shown) is attached to the flange 3 of 1. meshes with a pinion gear (not shown).

【００１４】 前記デフケース１内の略中央位置にはピン５が固着されており、このピン５の 左右両側部のデフケース１の内壁面近傍には第１，第２駆動環としての第１，第 ２ドリブンクラッチ７，９が配設されている。この第１，第２ドリブンクラッチ ７，９には前記ピン５の外周面５ａと噛合可能な圧力角θをもった従動カム面７ ａ，９ａが形成され、このピン外周面５ａと従動カム７ａ，９ａとで第１カム手 段１１を構成している。[0014] A pin 5 is fixed at a substantially central position inside the differential case 1. Near the inner wall surface of the differential case 1 on both left and right sides are first and second drive rings. 2 driven clutches 7 and 9 are provided. This first and second driven clutch 7 and 9 are driven cam surfaces 7 having a pressure angle θ that can mesh with the outer circumferential surface 5a of the pin 5. a, 9a are formed, and the first cam hand is formed by the pin outer peripheral surface 5a and the driven cams 7a, 9a. It constitutes stage 11.

【００１５】 前記第１カム手段１１は、デフケース１側の角速度が後述する第１，第２被動 部材１３，１５の角速度を上回るときに、第１，第２ドリブンクラッチ７，９を 図１中で左右方向外方へ移動させて第１，第２被動部材１３，１５と噛合せる作 用を有している。[0015] The first cam means 11 is configured such that the angular velocity on the differential case 1 side is controlled by the first and second driven When the angular velocity exceeds the angular velocity of members 13 and 15, the first and second driven clutches 7 and 9 are activated. The operation of moving outward in the left-right direction in FIG. 1 and engaging with the first and second driven members 13 and 15 I have something to do.

【００１６】 第１，第２被動部材１３，１５は、デフケース１に対して回転自在に支持され ている。第１，第２被動部材１３，１５は、第１，第２ドリブンクラッチ７，９ の内周近傍位置に配置されたチューブ１７左右両側部に当接し、図４（ａ），（ ｂ）、図５（ａ），（ｂ）に模型的に示す左右両車軸１８，２０にスプライン結 合されている。第１，第２被動部材１３，１５の内側端部にはフランジ部１３ａ ，１５ａが形成され、このフランジ部１３ａ，１５ａの外端側とデフケース１の 左右内壁１ａとの間にはワッシャ１４が介設されている。[0016] The first and second driven members 13 and 15 are rotatably supported with respect to the differential case 1. ing. The first and second driven members 13 and 15 are the first and second driven clutches 7 and 9. 4(a), ( b), both the left and right axles 18, 20 schematically shown in Figs. are combined. A flange portion 13a is provided at the inner end of the first and second driven members 13 and 15. , 15a are formed, and the outer end sides of the flanges 13a, 15a and the differential case 1 are connected to each other. A washer 14 is interposed between the left and right inner walls 1a.

【００１７】 前記第１，第２ドリブンクラッチ７，９には軸心側に突出して先端にラグ７ｂ ，９ｂが形成されたばね受座７ｄ，９ｄが設けられ、チューブ１７には前記ラグ ７ｂ，９ｂが挿入されラグ７ｂ，９ｂより回転方向の幅が十分大きい係合部１９ ，２１が形成されている。この係合部１９，２１とラグ７ｂ，９ｂとでストッパ 手段２３を構成している。[0017] The first and second driven clutches 7 and 9 have lugs 7b at their tips that protrude toward the axis. , 9b are provided, and the tube 17 is provided with spring seats 7d, 9d formed with the lugs 7b, 9b are inserted, and the engaging portion 19 has a sufficiently larger width in the rotational direction than the lugs 7b, 9b. , 21 are formed. The engaging portions 19, 21 and the lugs 7b, 9b form a stopper. It constitutes means 23.

【００１８】 このストッパ手段２３は、第１（第２）ドリブンクラッチ７（９）と第１（第 ２）被動部材１３（１５）との噛合が解除されるときに、両ドリブンクラッチの 相対回転を所定範囲に規制するものである。[0018] This stopper means 23 connects the first (second) driven clutch 7 (9) and the first (second) driven clutch 7 (9). 2) When the engagement with the driven member 13 (15) is released, both driven clutches This restricts the relative rotation within a predetermined range.

【００１９】 前記第１，第２被動部材１３，１５のフランジ部１３ａ，１５ａの内端側には 図４（ａ），（ｂ）、図５（ａ），（ｂ）に示すようにカム面１３ｂ，１５ｂが 形成され、このカム面１３ｂ，１５ｂと前記第１，第２ドリブンクラッチ７，９ の左右方向外側端に形成された圧力角βをもったカム面７ｃ，９ｃ（図４参照） とで第２カム手段２５，２７が構成されている。前記カム面７ｃ，９ｃの圧力角 βは前記従動カム面７ａ，９ａの圧力角θに対し小さく（θ＞β）形成されてい る。この第２カム手段２５，２７は車両が旋回走行するときに外輪側の被動部材 １３（１５）と、これと噛合する第１（第２）ドリブンクラッチ７（９）との噛 合を解除する方向、すなわち図１中で右（左）方向に第１（第２）ドリブンクラ ッチ７（９）を移動させる作用をもっている。[0019] On the inner end sides of the flange portions 13a, 15a of the first and second driven members 13, 15, As shown in FIGS. 4(a), (b) and 5(a), (b), the cam surfaces 13b and 15b cam surfaces 13b, 15b and the first and second driven clutches 7, 9. Cam surfaces 7c and 9c with pressure angle β formed at the outer ends in the left-right direction (see FIG. 4) The second cam means 25 and 27 are constituted by the second cam means 25 and 27. Pressure angle of the cam surfaces 7c and 9c β is formed to be smaller than the pressure angle θ of the driven cam surfaces 7a and 9a (θ>β). Ru. The second cam means 25 and 27 are used as driven members on the outer wheel side when the vehicle turns. 13 (15) and the first (second) driven clutch 7 (9) that meshes with it. Move the first (second) driven club in the direction to release the connection, that is, in the right (left) direction in Figure 1. It has the effect of moving the switch 7 (9).

【００２０】 前記第１，第２ドリブンクラッチ７，９のばね受座７ｄ，９ｄ間には、第１， 第２ドリブンクラッチ７，９を図１中で左右方向外方、すなわち、第１，第２被 動部材１３，１５側へ付勢するばね等の第１弾性体２９が介装されている。[0020] Between the spring seats 7d and 9d of the first and second driven clutches 7 and 9, a first The second driven clutches 7 and 9 are located outward in the left-right direction in FIG. A first elastic body 29 such as a spring that urges the moving members 13 and 15 is interposed.

【００２１】 一方、前記第１，第２ドリブンクラッチ７，９の外端側にはばね受座７ｅ，９ ｅが形成されており、このばね受座７ｅ，９ｅとデフケース１の左右内壁１ａと の間には、第１，第２ドリブンクラッチ７，９を図１中で左右方向内方、すなわ ち第１，第２被動部材１３，１５から離間する側へ付勢するばね等の第２弾性体 ３１，３３が介装されている。[0021] On the other hand, spring seats 7e and 9 are provided on the outer end sides of the first and second driven clutches 7 and 9. e is formed, and these spring seats 7e, 9e and the left and right inner walls 1a of the differential case 1 In between, the first and second driven clutches 7 and 9 are moved inward in the left-right direction in FIG. A second elastic body such as a spring that biases the first and second driven members 13 and 15 away from each other. 31 and 33 are interposed.

【００２２】 前記第１弾性体２９と第２弾性体３１（３３）の弾性力は、図２および図３に 示すように第１（第２）ドリブンクラッチ７（９）のカム面７ｃ（９ｃ）と第１ （第２）被動部材１３（１５）のカム面１３ａ（１５ａ）とが若干の隙間ｅをも って完全に噛合う少し手前の噛合った状態で釣合うように設定されている。そし て、第１（第２）ドリブンクラッチ７（９）にトルクが加わると第１（第２）ド リブンクラッチ７（９）の従動カム面７ａ（９ａ）の圧力角θに対して第１（第 ２）従動部材１３（１５）のカム面１３ｂ（１５ｂ）と噛合うカム面７ｃ（９ｃ ）の圧力角βが小さく（θ＞β）設定されていることから、第１弾性体２９のば ね荷重に第１カム手段１１で発生するカムスラスト力を加えた力が第２弾性体３ １（３３）のばね荷重に第２カム手段２５，２７で発生するカムスラスト力を加 えた力より大きくなり、第１（第２）ドリブンクラッチ７（９）のカム面７ｃ（ ９ｃ）か第１（第２）被動部材１３（１５）のカム面１３ｂ（１５ｂ）に完全に 噛合う。[0022] The elastic forces of the first elastic body 29 and the second elastic body 31 (33) are shown in FIGS. 2 and 3. As shown, the cam surface 7c (9c) of the first (second) driven clutch 7 (9) and the first (Second) There is a slight gap e between the driven member 13 (15) and the cam surface 13a (15a). It is set so that the balance is set slightly before the fully engaged state. stop When torque is applied to the first (second) driven clutch 7 (9), the first (second) driven clutch 7 (9) The first (first) pressure angle θ of the driven cam surface 7a (9a) of the ribbed clutch 7 (9) 2) Cam surface 7c (9c) that meshes with cam surface 13b (15b) of driven member 13 (15) ) is set small (θ>β), the pressure angle β of the first elastic body 29 is The force obtained by adding the cam thrust force generated by the first cam means 11 to the spring load is applied to the second elastic body 3. The cam thrust force generated by the second cam means 25 and 27 is added to the spring load of 1 (33). cam surface 7c (of the first (second) driven clutch 7 (9)). 9c) completely on the cam surface 13b (15b) of the first (second) driven member 13 (15). mesh.

【００２３】 つぎに、上記一実施例の作用について説明する。 図４（ａ）は通常の前進直 進走行時を示すもので、デフケース１側の角速度が第１，第２被動部材１３，１ ５の角速度を上回っている。このときピン５はエンジン側からの駆動力を受けた デフケース１とともに回転することで、ピン５の外周面５ａが第１，第２ドリブ ンクラッチ７，９の従動カム面７ａ，９ａと噛合い第１，第２ドリブンクラッチ ７，９を回転させる。すなわち、このとき第１カム手段１１が噛合していること となり、第２カム手段２５，２７は前記第１カム手段１１およびばね２９の作用 により噛合したままであるから、第１，第２被動部材１３，１５は第１，第２ド リブンクラッチ７，９とともに回転する。従って、デフケース１に入力された駆 動力は、ピン５、第１，第２ドリブンクラッチ７，９、第１，第２被動部材１３ ，１５を経て左右両車軸１８，２０に伝達され、デフケース１と両車軸１８，２ ０とは一体的に回転する。[0023] Next, the operation of the above embodiment will be explained. Figure 4(a) shows the normal forward straight line. This shows when the vehicle is moving forward, and the angular velocity on the differential case 1 side is equal to the first and second driven members 13, 1. It exceeds the angular velocity of 5. At this time, pin 5 received the driving force from the engine side. By rotating together with the differential case 1, the outer circumferential surface 5a of the pin 5 becomes the first and second dribbling. The first and second driven clutches mesh with the driven cam surfaces 7a and 9a of the clutches 7 and 9. Rotate 7 and 9. That is, at this time, the first cam means 11 is engaged. Therefore, the second cam means 25 and 27 are operated by the action of the first cam means 11 and the spring 29. Since the first and second driven members 13 and 15 remain in mesh with each other, the first and second driven members 13 and 15 remain engaged with each other. It rotates together with the ribbed clutches 7 and 9. Therefore, the drive input to differential case 1 Power is provided by the pin 5, the first and second driven clutches 7 and 9, and the first and second driven members 13. , 15 to both the left and right axles 18, 20, and the differential case 1 and both axles 18, 2 It rotates integrally with 0.

【００２４】 図４（ｂ）は上記の直進走行時においてエンジンブレーキを使用した状態を示 している。このときはエンジン側から駆動力がデフケース１に与えられておらず 、路面側から左右両車軸１８，２０を介して第１，第２被動部材１３，１５に回 転力が与えられる。このとき第２カム手段２５，２７はばね２９の作用により噛 合したままであるから、前記回転力は第１，第２被動部材１３，１５から第１， 第２ドリブンクラッチ７，９に伝達され、第１，第２ドリブンクラッチ７，９が 第１，第２被動部材１３，１５とともに回転することで第１，第２ドリブンクラ ッチ７，９の従動カム７ａ，９ａがピン５の円周面５ａと噛合いピン５を介して デフケース１に伝達される。従って、両車軸１８，２０とデフケース１とは一体 的に回転する。[0024] Figure 4(b) shows the state in which the engine brake is used when driving straight ahead. are doing. At this time, driving force is not being applied to differential case 1 from the engine side. , from the road surface to the first and second driven members 13 and 15 via both the left and right axles 18 and 20. Gives turning power. At this time, the second cam means 25 and 27 are engaged by the action of the spring 29. Since the rotational force remains connected, the rotational force is transferred from the first and second driven members 13 and 15 to the first and second driven members 13 and 15. The signal is transmitted to the second driven clutches 7 and 9, and the first and second driven clutches 7 and 9 The first and second driven members rotate together with the first and second driven members 13 and 15. The driven cams 7a and 9a of the switches 7 and 9 engage with the circumferential surface 5a of the pin 5 via the meshing pin 5. The signal is transmitted to the differential case 1. Therefore, both axles 18, 20 and the differential case 1 are integrated. rotate.

【００２５】 図５（ａ），（ｂ）は旋回走行時を示すものである。このとき図中左側を外輪 側とすると、デフケース１の角速度より外輪側、すなわち図中左側の第１被動部 材１３の角速度が上回っている。このため第２カム手段２５により第１ドリブン クラッチ７が図中右方向に移動して第２カム手段２５の噛合が図５（ａ）の状態 から図５（ｂ）に示すように解除され、外輪側の第１被動部材１３はデフケース １に対してフリー回転可能となる。このような第２カム手段２５の噛合状態が解 除時には、第１ドリブンクラッチ７のラグ７ｂがチューブの係合部１９に係合し 、第１，第２ドリブンクラッチ７，９の相対回転が所定範囲内に規制され、第２ カム手段２５の噛合状態の解除が確実に行われる。[0025] FIGS. 5(a) and 5(b) show the vehicle when the vehicle is turning. At this time, the left side in the figure is the outer ring. side, the first driven part is on the outer ring side relative to the angular velocity of the differential case 1, that is, on the left side in the figure. The angular velocity of the material 13 is higher. Therefore, the second cam means 25 causes the first driven The clutch 7 moves rightward in the figure, and the second cam means 25 is engaged as shown in FIG. 5(a). As shown in FIG. 5(b), the first driven member 13 on the outer ring side is released from the differential case. Free rotation is possible with respect to 1. When the meshing state of the second cam means 25 is released, When released, the lug 7b of the first driven clutch 7 engages with the engaging portion 19 of the tube. , the relative rotation of the first and second driven clutches 7, 9 is regulated within a predetermined range, and the second The meshing state of the cam means 25 is reliably released.

【００２６】 このときに、第１被動部材１３と第１ドリブンクラッチ７との噛合解除と噛合 の繰り返しが発生しても第１弾性体２９と第２弾性体３１との付勢力によって第 １ドリブンクラッチ７の移動力が抑制される。従って、第１被動部材１３と第１ ドリブンクラッチ７の両カム面１３ｂ，７ｃ間の歯打ち音が軽減される。[0026] At this time, the first driven member 13 and the first driven clutch 7 are disengaged and engaged. Even if the above repetition occurs, the urging force of the first elastic body 29 and the second elastic body 31 The moving force of the 1-driven clutch 7 is suppressed. Therefore, the first driven member 13 and the first The rattling noise between the cam surfaces 13b and 7c of the driven clutch 7 is reduced.

【００２７】 なお、後退走行時にはデフケース１が送回転して上記とは逆の作用になる。[0027] It should be noted that when the vehicle is traveling backwards, the differential case 1 rotates and has the opposite effect to that described above.

【００２８】[0028]

【考案の効果】[Effect of the idea]

以上の説明より明らかなように、この考案の構成によれば、両駆動環を両被動 部材に噛合する方向に付勢する第１弾性体と、前記両駆動環を両被動部材との噛 合を各別に解除する方向に付勢する第２弾性体とを設け、前記第１弾性体と両第 ２弾性体との付勢力を駆動環と被動部材との各別の噛合状態が完全噛合より少し 手前の噛合状態で釣合うように設定したため、被動部材と駆動環との噛合解除が 円滑かつ確実に行われ、また、被動部材と駆動環との噛合解除と噛合の繰り返し が発生しだ場合でも前記第１弾性体と第２弾性との付勢力によって駆動環の移動 力が抑制され、両カム面間に歯打ち音を軽減することができる。 As is clear from the above explanation, according to the configuration of this invention, both driving rings can be connected to both driven rings. A first elastic body that urges the members in the direction of engagement, and a first elastic body that urges the drive rings in the direction of engagement with the driven members. a second elastic body that biases in a direction to release the coupling separately; 2. The biasing force with the elastic body is applied to the drive ring and the driven member when each engagement state is slightly less than complete engagement. Since the setting is made so that the mesh is balanced in the front mesh state, the meshing between the driven member and the drive ring can be disengaged. This is done smoothly and reliably, and the engagement and disengagement of the driven member and drive ring are repeated. Even if this occurs, the driving ring can be moved by the biasing force of the first elastic body and the second elastic body. The force is suppressed, and rattling noise between both cam surfaces can be reduced.

【図面の簡単な説明】[Brief explanation of drawings]

【図１】この考案の一実施例に係るスピン防止差動装置
の断面図である。FIG. 1 is a sectional view of an anti-spin differential according to an embodiment of the invention.

【図２】図１の第１弾性体と第２弾性体との釣合い状態
における駆動環と被動部材との噛合状態を示す拡大図で
ある。FIG. 2 is an enlarged view showing a state in which a drive ring and a driven member are engaged with each other in a balanced state between a first elastic body and a second elastic body in FIG. 1;

【図３】ばね荷重と噛合状態との関係を示す図である。FIG. 3 is a diagram showing the relationship between spring load and meshing state.

【図４】図１のピン、駆動環および被動部材の各噛合状
態を示す拡大図で、（ａ）は通常の前進直進走行時の作
用説明図、（ｂ）は直進走行時にエンジンブレーキを使
用したときの作用説明図である。FIG. 4 is an enlarged view showing the meshing state of the pin, drive ring, and driven member in FIG. 1, where (a) is an explanatory diagram of the operation during normal forward straight running, and (b) is an enlarged view when engine braking is used when traveling straight. It is an explanatory diagram of the effect when

【図５】旋回走行時の作用説明図である。FIG. 5 is an explanatory diagram of the operation during cornering.

【符号の説明】[Explanation of symbols]

１ デフケース（ケース） ５ ピン ７ 第１ドリブンクラッチ（第１駆動環） ９ 第２ドリブンクラッチ（第２駆動環） １１ 第１カム手段 １３ 第１被動部材 １５ 第２被動部材 ２３ ストッパ手段 ２５，２７ 第２カム手段 ２９ 第１弾性体 ３１，３３ 第２弾性体 1 Differential case (case) 5 pins 7 First driven clutch (first drive ring) 9 Second driven clutch (second drive ring) 11 First cam means 13 First driven member 15 Second driven member 23 Stopper means 25, 27 Second cam means 29 First elastic body 31, 33 Second elastic body

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 【請求項１】 エンジン側からの駆動力を受けるケース
と一体に設けられたピンと、前記ケースに対して回転自
在な各別の第１，第２被動部材と、前記ピンと第１，第
２被動部材との間に配設され両被動部材に各別に噛合可
能な第１，第２駆動環と、前記ピンと両駆動環との間に
設けられケース側の角速度が第１，第２被動部材の角速
度を上回るときに両被動部材と両駆動環との噛合を行わ
せる方向に両駆動環を移動させる第１カム手段と、前記
一方の被動部材の角速度がケースの角速度を上回るとき
にこの一方の被動部材とこれに噛合する駆動環との噛合
を解除する方向に駆動環を移動させる第２カム手段と、
前記両駆動環の相対回転を所定範囲に規制するストッパ
手段とよりなるスピン防止差動装置であって、前記両駆
動環を両被動部材に噛合する方向に付勢する第１弾性体
と前記両駆動環を両被動部材との噛合を各別に解除する
方向に付勢する第２弾性体とを設け、前記第１弾性体と
両第２弾性体との付勢力を駆動環と被動部材との噛合途
中で釣合うように設定してなるスピン防止差動装置。Claim 1: A pin provided integrally with a case that receives a driving force from an engine side, separate first and second driven members rotatable with respect to the case, and the pin and the first and second driven members. first and second drive rings disposed between the pin and the driven members and capable of meshing with the driven members separately; a first cam means for moving both drive rings in a direction in which both driven members and both drive rings are brought into engagement when the angular velocity exceeds the angular velocity of the case; a second cam means for moving the drive ring in a direction to disengage the driven member and the drive ring that meshes with the driven member;
The anti-spin differential device includes a stopper means for regulating the relative rotation of the two drive rings within a predetermined range, the spin prevention differential device comprising a first elastic body that urges the two drive rings in a direction to mesh with the driven members; A second elastic body is provided that biases the drive ring in a direction to release the engagement with both driven members separately, and the biasing force of the first elastic body and both second elastic bodies is applied to the biasing force between the drive ring and the driven member. An anti-spin differential device that is set to balance mid-mesh.