Patent Application
20090215576
The present application claims priority under 35 U.S.C. §119 to Japanese Patent Application No. 2008-043019, filed on Feb. 25, 2008. The contents of the application are incorporated herein by reference in their entirety.
1. Field of the Invention
The present invention relates to a gear and a differential apparatus provided therewith for a vehicle, and more particularly relates to the gear having two gear portions and the differential apparatus with the gear for a vehicle disposed between a right and a left tire wheels or between front tire wheels and rear tire wheels.
2. Description of the Related Art
It is well known for this kind of the differential apparatus for the vehicle as shown in a prior art as disclosed in a document of a Tokkaihei No. 8-247253, especially in its
This conventional differential apparatus for the vehicle as the prior art mainly constitutes of a differential case rotated by receiving a torque from an engine, a pair of side gears respectively disposed on a rotational axis O of the differential case, a first pinion gear intermeshing with one of the pair of the side gears and a second pinion gear intermeshing with the first pinion gear and the other of the pair of the side gears respectively. The second pinion gear includes two gear portions.
The differential case has a pair of tire shaft inserting holes inserted by two tire shafts respectively. In the differential case are mounted a gear accommodating space accommodating the pair of side gears, the first pinion gear and the second pinion gear.
The pair of side gears are accommodated in the gear accommodating space and positioned on the rotational axis of the differential case. The one of pair of side gears is set to have a smaller pitch diameter than that of the other side gear. The tire shafts are respectively connected in a spline fitting to an inner surface of the pair of side gears.
The first pinion gear is positioned at a periphery of the one side gear having the smaller pitch diameter.
The second side gear is a step gear having a step or neck portion between two gears. One gear portion having the smaller pitch diameter of the two gear portions are disposed to engage with the first pinion gear and with the one of the pair of side gears and the other gear portion having the larger pitch diameter is disposed to engage with the other side gear of the pair of side gears.
Upon the construction of the prior differential apparatus for the vehicle, when torque from the engine of the vehicle is input to the differential case, the rotational torque is transmitted to the first pinion gear and the second pinion gear in the gear accommodating space of the differential case. Because the pair of side gears are engaged with the tire shafts in spline fitting respectively, torque from the engine is distributed according to a driving stage of the vehicle to be transmitted to the right and left tire shafts through the differential case, the first pinion gear, the second pinion gear and the pair of side gears.
In this case, when the first pinion gear and the second pinion gear tend to rotate around their own axis upon a differential between the side gears, this cause to slide the first and the second pinion gears on inner surfaces defining the gear accommodating space of the differential case, thereby to generate frictional resistance between the first/second gears and the inner surfaces to generate a restriction of the differential rotation of the pair of side gears.
And also, there are no disclosures in this document, it is obvious for an ordinary skilled person in this technology that where each of the gears is constructed by an helical gear, thrust force is generated at intermeshing portion upon a transmission of torque from the first pinion gear and the second pinion gear to the pair of side gears, then the pair of side gears move along their axis by the thrust force. Then, the pair of side gears are pressed to each other or to inner opening peripheral edges of the tire shaft inserting holes so that rotational frictional resistance is generated between the pair of side gears.
However, in the prior art of the conventional differential device for the vehicle disclosed in the patent document, because there is the step portion, the mechanical strength of the second pinion gear according to torsion torque generated at the step portion is weak. Therefore, in order to keep substantial strength of the second pinion gear against the torsion torque, it should be constructed that a diameter of the second pinion gear is larger or a set number of the first pinion gear and the second pinion gear is larger. As a result, the apparatus itself becomes large when the diameter of the gear is large or the total cost of the apparatus becomes high when the set number is large.
And also, where the conventional differential apparatus for the vehicle disclosed in the patent document is disposed between the right tire shaft and the left tire shaft, it is required a strictly same differential rotational ratio or differential restricting performance between a pair of side gears connecting to right and left tire shafts compared to that equipped between the front and rear tire shafts. However, it is difficult to achieve the completely same differential rotational ratio or differential restricting performance so that there happen any difference torque transmitting performance to the right and left tire shafts at a straight driving or any unbalance in the differential rotational ratio or the differential restricting performance at a right or left turning.
In view of the previously mentioned circumstances, it is an object of the present invention to provide a gear obtaining a sufficient mechanical strength against any torsion torque and to provide a differential apparatus for a vehicle with the gear preventing from being large and heavy as a whole and preventing from making a high manufacturing cost.
It is second object of the present invention to provide a differential apparatus for a vehicle with a gear performing balanced differential speed ratio and torque distributing performance to be able to be disposed not only between the front and rear tire shafts but also between the right and left tire shafts.
In order to achieve the above and other objects, one feature of the present invention provides a gear comprising a large and a small gear portions each of which pitch diameter is different respectively and each of which tooth number is same respectively and a tooth lead and a tooth space formed to be shared by the large and the small gear portions continuously from the large gear portion to the small gear portion. Thereby, since there are no step or neck portion between two gear portions of the second pinion gear as the previous second pinion gear in the prior art of the differential apparatus for the vehicle has, the gear according to the present invention can obtain a sufficient mechanical strength against any torsion torque.
Second feature of the present invention provides a differential apparatus for a vehicle with a gear including mainly a pair of output gears, a first pinion gear intermeshing with one of output pinion gears with a parallel gear axis to the first pinion gear, a second pinion gear intermeshing with both of the other of output pinion gears and the first pinion gear with parallel gear axes to the second pinion gear respectively, and a differential case accommodating the pair of output gears, the first pinion gear and the second pinion gear, the second pinion gear has a large and a small gear portions each of which pitch diameter is different respectively and each of which tooth number is same respectively and a tooth lead and a tooth space formed to be shared by the large and the small gear portions continuously from the large gear portion to the small gear portion. Thereby, the differential apparatus for the vehicle with the gear according to the present invention can reduce the diameter of the second pinion and the set number of the pinion gear as the conventional apparatus needs so that it is restrained for the apparatus as a whole from being large, heavy and high cost.
Third feature of the present invention provides a differential apparatus for a vehicle with a gear according to the second feature further including a gear supporting portion positioned between the small gear portion and the one of output gears and having an inner surface fit to a tooth edge surface of the small gear portion of the second pinion gear. Thereby, moment from the small gear portion of the second pinion gear toward the rotational axis O of the differential case is supported by the gear supporting portion so that this prevents the incline movement of the second pinion gear to maintain a best intermeshing of gears.
Fourth feature of the present invention provides a differential apparatus for a vehicle with a gear constructed mainly that the second pinion gear is disposed at the position to generate moment from the intermeshing point with the first pinion gear to the rotational axis of the differential case in the coast mode. Thereby, it is possible to generate the moment largely in the coast mode and it is possible to restrict the generation of the moment in the driving mode.
Fifth feature of the present invention provides a differential apparatus for a vehicle with a gear constructed mainly that the intermeshing tooth lengths in the side of driving is different from the intermeshing tooth lengths in the side of the coast. Thereby, the second pinion gear can receive load more widely in the driving than in the coast.
Sixth feature of the present invention provides a differential apparatus for a vehicle with a gear constructed mainly that one of the output gears has a wider tooth width intermeshing with the first pinion gear than a tooth width of the other of the side gears intermeshing with the second pinion gear. Thereby, the side gear can intermesh with the first pinion gear over full wide range along its axial direction so that the first pinion gear can be stably intermeshed with the side gear and the second pinion gear, thereby achieving enough mechanical strength.
Various other objects, features and many of the attendant advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description of the preferred embodiments when considered in connection with the accompanying drawings, in which:
In
As shown in
The first case element 20 is provided with a gear accommodating space 20B communicating to the parts inserting opening 20A and accommodating therein the side gears 3, 4, the first pinion gear 5 and the second pinion gear 6 as shown in
The first case element 20 is also provided with a tire shaft inserting hole 20C communicating to the gear accommodating space 20B and opening to an outside of the differential case 2 along the rotational axis O. The tire shaft inserting hole 20C includes a stepped penetrating hole having an approximately equal inner diameter and being inserted by an unillustrated right tire shaft. On an inner peripheral opening edge of the tire shaft inserting hole 20C is provided a supporting portion 20D supporting slidably a back surface portion of the right side gear 4.
On an end portion of the first case element 20 at a side of the parts inserting opening is provided an annular flange 20E projecting from an outer peripheral surface of the differential case 2 for assembling a ring gear and the case elements 20, 21. On the flange 20E are a plurality of penetrating holes 20e formed at a predetermined distances from each other along to a circumferential direction.
On an inner portion of the first case element 20 is provided a gear supporting portion 20F, as a whole, positioned between the side gear 3 and a small gear potion 6A of the second pinion gear 6 and projected from an inner opening peripheral edge of the shaft inserting hole 20C to a direction of the second case element 21. The small gear portion 6A of the second pinion gear 6 has a smaller pitch diameter than a large gear portion 6B described in detail later. The gear supporting portion 20F formed as a bow in cross section, as shown in
On the other hand, in the second case element 21 is provided a tire shaft inserting hole 21A communicating to the gear accommodating space 20B and opening to out of the differential case 2 along to the rotational axis O as shown in
In the second case element 21 also is provided a convex portion 21C projecting from the inner opening peripheral edge of the tire shaft inserting hole 21A and supporting one side of edge surfaces of the first pinion gear 5.
On an opening edge of the second case element 21 at a side of first case element 20 is provided a flange 21D projecting from a peripheral surface of the differential case 2 for assembling the ring gear and the both case elements 20, 21. On the flange 21D are a plurality of penetrating holes 21 d formed at a predetermined distances from each other along to a circumferential direction.
The side gear 3 is an annular helical gear, as shown in
The side gear 3 has a wider tooth width “a” engaging in mesh with the first pinion gear 5 than a tooth width “b” of the side gear 4 engaging in mesh with the large gear portion 6B of the second pinion gear 6. The large gear portion 6B of the second pinion gear 6 has a larger pitch diameter than that of a small gear portion 6A. Thereby, the side gear 3 can intermesh with the first pinion gear 5 over full wide range along its axial direction so that the first pinion gear 5 engaging with two different gears of the side gear 3 and the second pinion gear 6 can be stably intermeshed with both gears 3, 6 and can be achieved enough mechanical strength. An inner portion of the side gear 3 intermeshes in spline fitting with the unillustrated right tire shaft inserted into the tire shaft inserting hole 20C.
The side gear 4 is an annular helical gear, as shown in
The side gear 4 has a larger pitch diameter than that of the side gear 3 and a number of tooth of the side gear 4 is same to that of the side gear 3. An inner portion of the side gear 4 intermeshes in spline fitting with the unillustrated left tire shaft inserted into the tire shaft inserting hole 21A.
The side gear 3 and the side gear 4 has respectively one side end surfaces 30A, 40A facing each other through a washer 100 and it is constructed that a frictional sliding diameter or area and a friction coefficient of the side gear 3 against the washer 100 are equal respectively to those of the side gear 4 against the washer 100. The side gear 3 and the side gear 4 has respectively the other side end surfaces 30B, 40B, each of which has the same frictional sliding diameter or area and the same friction coefficient each other by the construction that an annular recess portion 210B is provided on the supporting portion 21B for the left side gear as shown in
The side gear 3 has an undercut portion 300C at a part of an inner hole 30C so that a spline engaging length of the side gear 3 with the right tire shaft is almost same to a spline engaging length of the side gear 4 with the left tire shaft.
The first pinion gear 5 is a helical gear, as shown in
The second pinion gear 6 is a helical gear, as shown in
Engaging reaction force of the small gear portion 6A with the first pinion gear 5 is changeable sequentially by torque transmitted to the right tire wheel through the side gear 3. And also engaging reaction force of the large gear portion 6B with the side gear 4 is changeable sequentially by torque transmitted to the left tire wheel. Therefore, there are needs to countervail substantially each of axial components of forces generated on the small gear portion 6A and the large gear portion 6B in a state of same torque of right and left tire wheels in order to make minimum difference between right and left performances of distributed torque in a straight driving (non differential) or a turning (differential).
Where the tangent component, that is circumferential component, of force generated at the small gear portion 6A is Ft1 and the tangent component of force generated at the large gear portion 6B is Ft2 at the state of the same torque in right and left tire wheels, the equation “Ft2=Ft1*(d1/d2)” is established. In this equation where the pitch diameter d1 is smaller than the pitch diameter d2 as d1<d2, the equation follows as Ft2>Ft1.
Where the axial or thrust component of force generated at the small gear portion 6A is Fx1 and the axial component of force generated at the large gear portion 6B is Fx2, these equations “Fx1=Ft1*tan β1” and “Fx2=Ft2*tan β2” are established.
Conditions to balance and countervail all axial components of force generated at each of gears is represented as the equation “Ft1*tan β1=Ft2*tan β2=Ft1*(d1/d2)*tan β2”.
Therefore, the equation is solved as “β2=tan−1((d2/d1)*tan β1)” so that it should be set that the “β2” is larger corresponding to the equation than “β1” at the condition of d1<d2.
The pitch diameter d2 of the large gear portion 6B is set to be larger than the pitch diameter d1 of the small gear portion 6A. In this embodiment of the present invention, the pitch diameter d2 of the large gear portion 6B is set to be 10% more than the pitch diameter d1 of the small gear portion 6A.
The helix angle β1 of the small gear portion 6A is set to be smaller than the helix angle β2 of the large gear portion 6B. In this embodiment of the present invention, the helix angle β1 of the small gear portion 6A is set to be 30 degrees and the helix angle β2 of the large gear portion 6B is set to be about 32.4 degrees.
Thereby, where same rotational torque acts on each of the gear portions 6A, 6B as a reaction force, each of axial components of force generated at each of the gear portions 6A, 6B are countervailed each other so that it can be relieved to generate any differences in each of torque transmitting performances to the right and left tire wheels and any imbalance of each of speeds of tire wheels and torque distributing performances at vehicle turning to right and left directions.
Besides, if each of helix angles of both gear portions 6A, 6B is set to be same each other as the conventional differential apparatus, after a driving force is transmitted from the differential case 2 to the first pinion gear 5 and the second pinion gear 6 at the straight driving (non differential) and even torque of right and left wheels, the axial component of force generated at the second pinion gear 6 by intermeshing of the large gear portion 6B with the side gear 4 is smaller than the axial component of force generated at the second pinion gear 6 by intermeshing of the small gear portion 6A with the first pinion gear 5. The last axial component of force is thrust force generated to an opposite direction to thrust force generated at the second pinion gear 6 by intermeshing of the large gear portion 6B with the side gear 4. As this result of the conventional apparatus, the thrust force generated at the side gear 3 is larger than the thrust force generated at the side gear 4 even though each of right and left wheel torques is same each other so that the torque transmitting performance is unbalance between the right and left wheels at non differential or differential. However, according to the present invention, each of the helix angles of the both gear portions 6A, 6B is not set to be same each other, that is to say the helix angle of the small gear portion 6A is set to be smaller than the helix angle of the large gear portion 6B.
The gear portions 6A, 6B of the second pinion gear 6 have respectively taper portions at its opposite ends in order to prevent outer peripheral portions of the opposite ends from contacting directly with inner surfaces of the first case element 20 and the second case element 21 of the differential case 2. By adjusting taper amounts of the gear portions 6A, 6B, a diameter “g” of a circular flat area of the edge of the large gear portion 6B contacting with the inner surface of the second case element 21 of the differential case 2 is set to be equal to a diameter “h” of a circular flat area of the edge of the small gear portion 6A contacting with the inner surface of the first case element 20 of the differential case 2 as shown in
The second pinion gear 6 is disposed at a position to generate moment M from an engaging point with the first pinion gear 5 to the rotational axis O of the differential case 2 in a coast mode. Thereby, as shown in
As shown in
As explained above, the gear portions 6A, 6B are set to have same tooth number each other and to share the tooth lead 60 and the tooth space 61 formed continuously from the small gear portion 6A to the large gear portion 6B as shown in
First of all, when torque from the engine of the vehicle is input to the differential case 2 through the drive pinion and the ring gear, the differential case 2 is rotated around the rotational axis O. Upon the rotation of the differential case 2, rotational force is transmitted to the first pinion gear 5 and the second pinion gear 6, then to the side gears 3, 4 through the first pinion gear 5 and the second pinion gear 6. Because the right and left side gears 3, 4 are intermeshed with the unillustrated tire shafts in spline fitting, torque from the engine is transmitted to the right and left tire shafts through the drive pinion, the ring gear, the differential case 2, the first pinion gear 5, the second pinion gear 6 and the side gears 3, 4.
Where the vehicle is driven in straight line and there is no slip between the road and each tire wheel on the right and left tire shafts, the first pinion gear 5 and the second pinion gear 6 are revolved, without self-rotation, around the center axis of the side gears 3, 4 upon the transmission of the torque from the engine to the housing. The first pinion gear 5, the second pinion gear 6 and the side gears 3, 4 are rotated as a body with the differential case 2 so that torque from the engine is transmitted equally to right and left tire shafts on a basis of equality basically but in adjusting instantly any unbalance in road reactions within the differential restricting torque distribution, thereby to rotate each tire wheel at the same rotational speed.
Where the right tire drops into a muddy ground to occur a slip, the first pinion gear 5 and the second pinion gear 6 are rotated around its own axis as the self-rotation with intermeshing with the side gears 3, 4 so that torque from the engine is distributed differently to the right and left tires. In actual, the left tire wheel is rotated at lower speed than the speed of the differential case 2 and the right tire wheel is rotated at higher speed than the speed of the differential case 2. The torque from the engine is distributed more amount of torque to the left tire wheel receiving the larger road reaction as a predetermined uneven distribution ratio between the right and left tire shafts or tire wheels so that it reduces any driving force loss at a sum of right and left. And also, it relaxes any slippage stage of right tire wheel by way of reducing transmission of torque to the right tire wheel.
Where the first pinion gear 5 and the second pinion gear 6 are rotated around its own axis during the torque acts on the differential case 2, because each of tooth edge faces of the first pinion gear 5 and the second pinion gear 6 slides on the inner surface defining the gear accommodating space 20B there occurs frictional resistance between them, so that the differential restricting torque is generated at the side gears 3, 4 by these frictional forces.
By the rotation of the first pinion gear 5 and the second pinion gear 6 around each of their axes, thrust force is generated on each of the engagement surfaces with the side gears 3, 4 to the each rotational axis direction of the gears which are the first pinion gear 5, the second pinion gear 6 and the side gears 3, 4. In the driving mode to drive the right and left tire wheels by the engine in twisted directions of each gear shown in
And also, where the side gears 3, 4 have different transmitting torque, it tends to generate the thrust force toward either gear of the first pinion gear 5 or the second pinion gear 6 which has a smaller torque. In this case, each of the end surfaces of these pinion gears 5, 6 are pushed in contact with the corresponding inner surfaces of the first case element 20 and the second case element 21 so that frictional resistance is occurred against the self-rotation of the first pinion gear 5 and the second pinion gear 6 around its own axis. Therefore, the differential restricting torque is generated at the side gears 3, 4 by this third frictional resistance.
The gear and the differential apparatus provided therewith for the vehicle according to the present invention achieve next effects.
While the invention has been described in detail with reference to the preferred embodiment, it will be apparent to those skilled in the art that the invention is not limited to the present embodiments, and that the invention may be realized in various other embodiments within the scope of the claims. For example, next items are possible for other embodiments.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2008-043019 | Feb 2008 | JP | national |
