Vehicle drive train component having a differential with an asymmetric differential gearing
阅读说明:本技术 具有带非对称差速齿轮装置的差速器的车辆传动系部件 (Vehicle drive train component having a differential with an asymmetric differential gearing ) 是由 保罗·J·瓦伦特 道格拉斯·J·舍梅利 詹姆斯·P·唐斯 于 2019-07-12 设计创作,主要内容包括:本公开涉及一种具有带非对称差速齿轮装置的差速器的车辆传动系部件。特别地,本公开涉及一种车辆传动系部件,其具有带差速齿轮组和一对离合器组的限滑差速器,该差速齿轮组和一对离合器组被接纳在差速器壳体中。所述差速齿轮组采用与第一差速小齿轮和第二差速小齿轮啮合的侧齿轮,所述第一差速小齿轮围绕第一销轴线安装,所述第二差速小齿轮围绕不垂直于所述第一销轴线的第二销轴线安装。所述第一差速小齿轮的齿形成有具有第一压力角的驱动侧。所述第二差速小齿轮的齿形成有具有第二压力角的滑行侧,所述第二压力角不同于所述第一压力角。所述侧齿轮的齿是非对称的,并且具有形成有第一压力角的第一侧和形成有第二压力角的第二侧。(The present disclosure relates to a vehicle driveline component having a differential with an asymmetric differential gearing. In particular, the present disclosure relates to a vehicle driveline component having a limited slip differential with a differential gear set and a pair of clutch packs received in a differential housing. The differential gear set employs side gears that mesh with a first differential pinion mounted about a first pin axis and a second differential pinion mounted about a second pin axis that is not perpendicular to the first pin axis. The teeth of the first differential pinion are formed with a drive side having a first pressure angle. The teeth of the second differential pinion are formed with a coast side having a second pressure angle that is different than the first pressure angle. The teeth of the side gears are asymmetrical and have a first side formed with a first pressure angle and a second side formed with a second pressure angle.)
1. A vehicle driveline component comprising:
a differential housing rotatable about a differential axis, the differential housing defining a housing cavity; and
a differential gear set received in said housing cavity, said differential gear set including a first plurality of differential pinions having first pinion teeth and coupled to said differential housing for rotation about a first differential pinion axis perpendicular to said differential axis, a second plurality of differential pinions having second pinion teeth and coupled to said differential housing for rotation about a second differential pinion axis perpendicular to said differential axis but not perpendicular to said first differential pinion axis, and a pair of side gears each rotatable about said differential axis and having side gear teeth in meshing engagement with said first pinion teeth and said second pinion teeth;
wherein the side gear teeth are asymmetric and have a first side and a second side, wherein the first side of the side gear teeth and the first pinion teeth have a first pressure angle, and wherein the second side of the side gear teeth and the second pinion teeth have a second pressure angle that is different than the first pressure angle.
2. The vehicle driveline component of claim 1, further comprising a ring gear fixedly coupled to the differential housing.
3. The vehicle driveline component of claim 2, wherein the ring gear is a spiral bevel gear.
4. The vehicle driveline component of claim 3, wherein the ring gear is a hypoid gear.
5. The vehicle driveline component of claim 2, further comprising:
a housing defining a differential cavity in which the differential housing is received, the housing supporting the differential housing for rotation about the differential axis; and
a pinion gear received in the housing and extending into the differential cavity, the pinion gear being rotatable about a pinion axis transverse to the differential axis and in meshing engagement with the ring gear.
6. The vehicle driveline component of claim 1, further comprising a first pin mounted to the differential housing, and wherein the first differential pinion is rotatably received on the first pin.
7. The vehicle driveline component of claim 6, further comprising at least one second pin mounted to the differential housing, wherein at least one of the second differential pinions is rotatably received on the at least one second pin.
8. The vehicle driveline component of claim 7, further comprising a pin retainer received in the housing cavity, the pin retainer received on the first pin between the first differential pinion, each of the at least one second pin mounted to the sleeve.
9. The vehicle driveline component of claim 8, wherein the pin retainer is a hollow sleeve having a first set of holes through which the first pin is received and a second set of holes that receive the second and third pins.
10. The vehicle driveline component of claim 1, further comprising a pair of clutch packs, each clutch pack received in the housing cavity between the differential housing and an associated one of the side gears, each clutch pack having a plurality of first clutch plates interleaved with at least one second clutch plate, the first clutch plates being axially slidably but non-rotatably coupled to one of the differential housing and a respective one of the side gears, the at least one second clutch plates being axially slidably but non-rotatably coupled to the other of the differential housing and a respective one of the side gears.
11. The vehicle driveline component of claim 10, further comprising a ring gear fixedly coupled to the differential housing.
12. The vehicle driveline component of claim 11, wherein the ring gear is a spiral bevel gear.
13. The vehicle driveline component of claim 12, wherein the ring gear is a hypoid gear.
14. The vehicle driveline component of claim 11, further comprising:
a housing defining a differential cavity in which the differential housing is received, the housing supporting the differential housing for rotation about the differential axis; and
a pinion gear received in the housing and extending into the differential cavity, the pinion gear being rotatable about a pinion axis transverse to the differential axis and in meshing engagement with the ring gear.
15. The vehicle driveline component of claim 10, further comprising a first pin mounted to the differential housing, and wherein the first differential pinion is rotatably received on the first pin.
16. The vehicle driveline component of claim 15, further comprising at least one second pin mounted to the differential housing, wherein at least one of the second differential pinions is rotatably received on the at least one second pin.
17. The vehicle driveline component of claim 16, further comprising a pin retainer received in the housing cavity, the pin retainer received on the first pin between the first differential pinion, each of the at least one second pin mounted to the sleeve.
18. The vehicle driveline component of claim 17, wherein the pin retainer is a hollow sleeve having a first set of holes through which the first pin is received and a second set of holes that receive the second and third pins.
Technical Field
The present disclosure relates to a vehicle driveline component having a limited slip differential with asymmetric differential gearing.
Background
This section provides background information related to the present disclosure that is not necessarily prior art.
In certain vehicle driveline components having a differential, it may be desirable to configure the differential with a first Torque Bias Ratio (TBR) associated with a driving condition in which rotational power is input to the differential through the differential case and output through a pair of side gears, and a second torque bias ratio associated with a coast condition in which rotational power is input to the differential through the side gears and output through the differential case. It is known to vary the torque bias ratio in a limited slip differential using mechanisms for controlling or limiting the compression of the clutch pack and/or using complex friction materials within the clutch pack to provide different torque bias ratios in driving and coasting conditions. These solutions may be relatively complex, expensive, and/or difficult to manufacture. Accordingly, there is a need in the art for a differential that is relatively less complex, less costly, and easier to manufacture, having different torque bias ratios associated with driving and coasting conditions.
Disclosure of Invention
This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.
In one form, the present disclosure provides a vehicle driveline component having a differential case and a differential gear set. The differential housing is rotatable about a differential axis and defines a housing cavity. The differential gear set is received in the housing cavity and includes a plurality of first differential pinions, a plurality of second differential pinions, and a pair of side gears. The first differential pinion gear has first pinion gear teeth and is coupled to the differential housing for rotation about a first differential pinion axis that is perpendicular to the differential axis. The second differential pinion has second pinion gear teeth and is coupled to the differential housing for rotation about a second differential pinion axis that is perpendicular to the differential axis but not perpendicular to the first differential pinion axis. Each of the side gears is rotatable about the differential axis and has side gear teeth in meshing engagement with the first pinion gear teeth and the second pinion gear teeth. The side gear teeth are asymmetrical and have a first side and a second side. A first side of the teeth of the side gear and the teeth of the first pinion gear have a first pressure angle, while a second side of the teeth of the side gear and the teeth of the second pinion gear have a second pressure angle that is different than the first pressure angle.
Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
Drawings
The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.
FIG. 1 is a perspective view, partially in section, of an exemplary vehicle driveline component constructed in accordance with the teachings of the present disclosure;
FIG. 2 is a cross-sectional view taken through the vehicle driveline components of FIG. 1;
FIG. 3 is an exploded perspective view of a portion of the vehicle driveline components of FIG. 1 illustrating the differential gear set of the limited slip differential in greater detail;
FIG. 4 is a cross-sectional view of a portion of the vehicle driveline components of FIG. 1 illustrating a portion of a limited slip differential in greater detail;
FIG. 5 is a perspective view of a portion of a limited slip differential illustrating a differential gear set in greater detail; and
FIG. 6 is an enlarged portion of FIG. 5 illustrating an asymmetrical configuration of the side gears in the differential gear set.
Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.
Detailed Description
Referring to FIG. 1, an exemplary vehicle powertrain component constructed in accordance with the teachings of the present disclosure is indicated generally by the reference numeral 10. In the particular example provided, the vehicle driveline component 10 is a rear axle assembly, but it will be appreciated that the teachings of the present disclosure may be applied to a variety of other vehicle driveline components, including front axle assemblies, transmissions, center differentials, and power take-off units. The vehicle driveline component 10 may include a housing 12, an
The housing 12 may define a differential cavity 24, and the
Referring to fig. 2 and 3, the
Referring to fig. 3 and 4, the
Referring to fig. 2, 3 and 5, the first
Referring to fig. 2, 3, 5, and 6, the first and
Returning to fig. 2, each
The
Each
Referring to fig. 2, 3, 5, and 6, rotational power may be input to the limited slip differential 16 via the
When rotational power is input to the limited slip differential 16 via the
In view of the above discussion, it will be understood that the first pressure angle may be selected to provide a first torque bias ratio, while the second pressure angle may be selected to provide a second torque bias ratio different from the first torque bias ratio.
While the vehicle driveline component 10 has been described herein as having a limited slip differential 16, it will be appreciated that the teachings of the present disclosure have broader application. In this regard, the teachings of the present disclosure may be applied to an open differential (i.e., a differential similar to the limited slip differential 16, but with only a pair of thrust washers instead of a clutch pack). In this alternative example, the different levels of thrust due to the difference between the first and second pressure angles produce proportionally different frictional resistances between the thrust washers and the first and second side gears 50, 52.
The foregoing description of the embodiments has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. It can also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.
- 上一篇:一种医用注射器针头装配设备
- 下一篇:垫片、差速器及变速箱