09/422, 945 filed October 22,1999, in the name of Tittjung, which is assigned to the same assignee as the present invention.

Background of the Invention Field of the Invention This invention relates to a locking differential that includes a pair of coaxial-arranged axially-spaced clutch members that are connected against rotation by cooperating locking lug and slot means contained on the adjacent faces of the clutch members. In a preferred embodiment, the adjacent faces of the clutch members also contain diametrically extending cam grooves that receive a driving cross pin the ends of which are supported by a tubular sleeve that is non-rotatably mounted concentrically within the cylindrical housing of the differential.

Brief Description of the Prior Art Locking differentials for automotive vehicles are well known in the patented prior art, as evidenced by the patents to Lewis No. 2,555, 044, Zentmyer No.

5,413, 015, and Valente Nos. 5,590, 572 and 5,727, 430, and Dissett No. 5,715, 733.

In these known differentials, it is common to utilize a pair of annular coaxially-arranged axially-spaced clutch members arranged on opposite sides of a diametrically extending driving cross pin that extends within mating cam grooves

contained in the adjacent faces of the clutch members. Spring means normally bias the clutch members apart, and a locking pin extends axially from one face into a recess contained in the adjacent face of the other clutch member, thereby to prevent relative rotational movement between the clutch members. The locking pins are generally separate components, used in connection with a plurality of biasing springs and spacer disks or plugs, thereby causing assembly of the differential to be relatively labor intensive and manually difficult.

In the differential conversion market, it is common to retrofit one type of differential into the housing of another type of differential. For example, in certain automotive environments such as in high-performance all terrain four-wheel drive vehicles, it is desirable, to substitute within a given casing a fully locking type differential for a limited slip differential. In one specific instance, it may be desired to retrofit within the differential housing of a limited slip differential mechanism of the fully locking type.

Summary of the Invention Accordingly, a primary object of the present invention is to provide a fully locking differential mechanism that is adapted to be retrofit within the housing of another type of differential, use being made of a mounting sleeve adapted for insertion and non-rotatable connection within the housing, which mounting sleeve carries the diametrically arranged cross pin the differential mechanism.

According to another object of the invention, the locking means for preventing relative rotation between the clutch members arranged on opposite sides of the cross pin comprises locking lugs that extend axially from one face of one clutch member into corresponding locking slots contained in the adjacent face of the other clutch member. In one embodiment, each clutch member contains a single

locking lug and a single diametrically arranged locking slot operable to cooperate with a corresponding locking slot and locking lug on the adjacent face of the other clutch member. In a second embodiment, one clutch member carries two diametrically arranged locking lugs, and the other clutch member carries a corresponding pair of locking slots.

Owing to the use of the. locking lugs and slots, the use of dowel-type locking pins and the associated machining of the holes therefore are eliminated, thereby reducing the number of parts and machining steps, whereby the overall cost of the clutch members is reduced. The resulting locking lug and slot design is more robust and durable, than the prior weak dowel pins, which often fail through use. Another advantage of the invention is that by the use of the locking lugs and slots; more space is provided for accommodating four biasing springs, rather than the two springs of the prior art. In the embodiment wherein each clutch member carries at least one locking lug and at least one locking slot, the further advantage is achieved that a pair of identical clutch members can serve as the clutch members of the differential, whereby the inventory of the types of clutch members required for production is reduced to one.

Brief Description of the Drawings Other objects and advantages of the invention will become apparent from a study of the following specification when viewed in the light of the accompanying drawings, in which: Figs. 1 and 2 are longitudinal sectional and prospective views, respectively, of a limited slip differential of the prior art ;

Fig. 3 is a longitudinal sectional view of the improved differential of the present invention, and Fig. 4 is a similar sectional view displaced by 90° about the axis of the differential ; Figs. 5 and 6 are end and side elevation views, respectively, of the sleeve member of the invention of Figs. 3 and 4; Figs. 7 and 8 are perspective views illustrating the clutch member of the prior art and a first embodiment of the clutch member of the present invention, respectively; Fig. 9 is an end view of the clutch member of Figs. 3,4, and 8, and Figs. 10- 13 are sectional and side views taken along lines 10-10,11-11, 12-12, and 13-13, respectively, of Fig. 9; Fig. 14 is a right-hand end view of the clutch member of Fig. 11, and Fig. 15 is a diagrammatic enlarged view of the clutch portion A of the Fig. 9; Fig. 16 is a longitudinal sectional view of a second embodiment of the invention wherein the mounting sleeve of Figs. 3 and 4 has been eliminated; and Figs. 17 and 18 are perspective views of a further embodiment of a pair of clutch members of the present invention.

Detailed Description Referring first more particularly to Figs. 1 and 2, it is known in the prior art, as shown, for example, by the illustrated A. P. SURETRAC differential produced by Automotive Products plc, to provide a limited slip differential having an outer casing 2 in which is rotatably mounted a housing 4 containing a central chamber for receiving a gearing arrangement including side gears 6 that are keyed with the left and right output shafts 8 and 10, respectively. The side gears 6 are connected by follower gears 12 that are rotatably mounted on a transverse shaft 14. The housing 4 is

rotatably driven from drive shaft 18 via pinion gear 20 and a ring gear 22 that is bolted to the housing 4. The side gears are supported for rotation relative to the housing 4 by needle bearing means 22, and Belleville washer means 24.

As best shown in Fig. 2, the inner circumferential surface of the housing 4 provided with a plurality of longitudinally extending splines 30 that are engaged by corresponding splines 32 carried by the follower ring 34. In this limited slip differential, when one output shaft 8 or 10 overruns the other output shaft (such as might occur during the vehicle making a turn), the output shafts remain connected via the side gear 6 and the follower gear 12.

In accordance with the present invention, the differential mechanism of the apparatus of Figs. 1 and 2 may be replaced by a fully locking differential mechanism as illustrated in Figs. 3 and 4. To this end, use is made of a tubular mounting sleeve 40 having a plurality of circumferentially spaced longitudinally-extending splines 40a that engage the internal circumferential splines 30 on the inner surface of the housing 4, thereby to prevent relative rotation between the sleeve 40 and the housing 4. The sleeve 40 contains a pair of diametrically arranged openings 42 that receive the end portions 44a and 44b of the cross pin 44, as shown in Fig. 4. Arranged on opposite sides of the cross pin 44 are a pair of coaxially-arranged axially-spaced annular clutch members 46 and 48. The adjacent faces of the clutch members 46 and 48 contain cam grooves 50 that are diametrically arranged for receiving the driving cross pin 44.

The clutch members 46 and 48 are arranged in concentrically spaced relation about a pair of side gears 54 and 56 that are internally splined for non-rotational connection with the output shafts 8 and 10. The remote ends of the clutch members 46 and 48 contain counter bores 60 and 62 that receive friction clutch packs 64 and 66, respectively. As known in the art, the clutch packs 64 and 66 include annular friction disks that are arranged in a stack, a first set of alternate frictions disks being

externally splined against rotation relative to the splined inner circumferential surface of the associated clutch member (Fig. 14), and the remaining alternate friction disks being internally splined for non-rotational connection with the associated side gear.

Thus, as will be described in greater detail below, when either of the clutch members 46 or 48 is axially displaced outwardly relative to the drive cross pin 44, the associated friction pack 64 or 66 will be compressed, thereby to non-rotatably connect the clutch member with the associated side gear.

As is known in the art, the clutch members 46 and 48 and normally biased axially apart by a plurality of circumferentially arranged compression springs 70. As shown in Fig. 9, each face of the clutch member contains four bores 72 for receiving the ends of four compression springs 70, respectively.

In accordance with a characterizing feature of the invention, rotation of the clutch members 46 and 48 relative to each other is prevented by the cooperation between locking lugs 78 that extend axially from one face of the clutch member into a corresponding locking slot or groove 80 contained in the opposing adjacent face of the other clutch member. As shown in Fig. 9, the radian angle « subtended by the locking lug 78 is less than the radian angle ß defined by the locking slot 80. Thus, a slight angular adjustment between the clutch members is permitted, as will be described below. In the illustrated embodiment, the angle-is 26. 5°, and the angle ils 35'.

In accordance with an important feature of the invention, the cam grooves 50 have a generally V-shaped configuration and include side walls 50a and 50b that are generally planar but are skewed by the angle y, as shown in Fig. 15. Fig. 15 is an enlarged diagrammatic view of the portion A of Fig. 9. As shown in Fig. 15, the wall surfaces 50a and 50b are inclined at an angle of 30° relative to the face of the

associated clutch member 48, and the skew angle y is 4. 25° relative to the center line of the cross pin.

Operation In operation, assume that the limited slip differential of Figs. 1 and 2 has been disassembled and the housing sections 4a and 4b are disconnected by unbolting the fastening bolts 5. The differential mechanism is axially removed from the housing section 4a by axially sliding the follower carrier 34 relative to the housing 4, thereby removing the cross shaft 14, pinions 12, side gear 6, and associated bearings from the chamber contained in housing 4. The fully locking differential of Figs. 3 and 4 is then inserted within the chamber contained in housing section 4a, whereupon the housing sections 4a and 4b are again bolted together by the bolts 5, and the driven output shafts 8 and 10 are inserted axially within the housing 4 into splined non- rotatable connection with the side gears 54 and 56, respectively.

Owing to the fact that the angle p of the groove 80 is larger than the « of the locking lug 78, there is a limited amount of angular play between the two clutch members 46 and 48. Furthermore, owing to the skew angle y between the wall surfaces 50a and 50b of the cam groove 50, that is, when the full differential assembly is in a neutral position so that the cross pin does not make contact with either of the side walls 50a and 50b of the cam groove 50, there is a specific amount of clearance and play in the unit. The cross pin rotates around and touches the V-slot surfaces of the cam groove, and starts to run up the ramps of the V-slots. This forces the clutch members 46 and 48 to separate axially outwardly, and eliminates the aforementioned end play. Once the end play is eliminated, the two clutch packs lock up, thereby permitting torque to flow to both axles. The point where the end play is eliminated can be measured by the angle y (in this case, at an skewing angle of 4. 25°).

The condition described above simulates a vehicle being driven in a straight ahead mode or a straight reverse mode. When the vehicle begins to make a turn in either direction, the outside faster running wheel and the clutch member associated therewith pulls forward of the ramps 50a or 50b, thereby allowing the end play to return on that side, deactivating the associated clutch pack to the non-compressed condition, thereby allowing the outside wheel to be driven at ground speed. This mode is operable for left-and right-hand turns, and for forward and reverse operation.

Referring now to Fig. 7, it will be seen that in the prior art clutch member 48, a single dowel locking pin 278 projects from one face of the clutch member, which face contains a diametrically arranged bore 279 for receiving the dowel locking pin of the associated clutch member. A pair of diametrically arranged bores 272 are provided for receiving two biasing compression springs. As shown in Fig. 8, the clutch member 48 of the present invention, on the other hand, contains four bores 72 for receiving four biasing compression springs, thereby to allow a more even axial displacement of the clutch members.

According to the modified embodiment of the invention shown in Fig. 16, the mounting sleeve 40 of the embodiment of Figs. 3 and 4 is omitted, and the cross pin 144 has end portions 144a and 144b extend within through bores 145 contained in the housing 104. Otherwise, the operation of the second embodiment of the differential is identical to that of the embodiment of Figs. 3 and 4.

Referring now to Figs. 17 and 18, according to another modification of the invention, the clutch member 346 is provided with two diametrically opposed locking lugs 378, and the opposing face of the second clutch member 348 contains a pair of corresponding locking grooves or slots 380. This embodiment is easier to produce from a manufacturing standpoint, has less material waste, and thus is cheaper to produce.

While specific examples of the radian angles of the locking slots and locking lugs have been set forth, it is apparent that a certain degree of variation of these angles is permitted. Similarly, the skew angle of the side walls of the V-shaped drive groove may be varied as desired.

While in accordance with the provisions of the Patent Statutes the preferred forms and embodiments of the invention have been illustrated and described, it will be apparent to those skilled in the art that various changes may be made without deviating from the inventive concepts set forth above.