LOCKING DIFFERENTIAL HAVING PRELOAD SPRING WEAR PADS
CROSS-REFERENCE TO RELATED APPLICATION
This application is being filed on 27 November 2013, as a PCT
International Patent application and claims priority to U.S. Patent Application Serial
No. 61/730,560 filed on 28 November 2012, the disclosure of which is incorporated
herein by reference in its entirety.
BACKGROUND
1. Field
The present teachings relate generally to locking differentials for
vehicles and, more specifically, to features of a locking differential having preload
spring wear pads.
2. Description of the Related Art
Locking differentials of the type contemplated by the present
teachings are employed as a part of a drive train and generally include a pair of
clutch members supported for rotation in a housing. A pair of side gears are splined
for rotation to corresponding axle half shafts. A clutch mechanism is interposed
between the clutch members and the side gears. A cross pin is operatively mounted
for rotation with the housing and is received in a pair of opposed grooves formed on
the inwardly facing surfaces of the clutch members. In an event requiring
differential rotation between the axle half shafts, such as cornering, the higher speed
axle shaft advances its clutch to an over-running condition, decoupling it from the
powertrain torque. If the driving terrain provides insufficient traction to activate the
over-running feature of the locking differential, or while driving in a straight line,
torque is applied equally to both axle shafts.
While locking differentials of this type have generally worked for
their intended purposes, certain disadvantages remain. More specifically, internally
pre-loaded locking differentials typically use compression springs to provide the
necessary slip resistance on the clutch packs to energize a ramping effect of the
clutch members to cross pin interface. Given the required relative motion between
the clutch members, the compression spring is "worked" between the two
components. This motion causes "sliding" wear to both the compression spring and
the clutch members. The interaction can also cause binding of the coils of the
compression spring to the edges of the corresponding cavity or pocket. These
conditions result in unintended forces acting within the interface that can increase
the propensity of the differential being damaged.
Thus, there remains a need in the art for a locking differential that is
designed so as to achieve control of the interaction of the clutch members and
compression springs, thereby providing for smoother operation and reduced spring
binding and breakage.
SUMMARY
One aspect of the present disclosure relates to structures for reducing
wear of pre-load springs in a differential.
Another aspect of the present disclosure relates to a differential that
uses end cap structures (i.e., wear pads) to allow springs of the differential to apply
pre-load forces between components of the differential while being completely
enclosed/retained in a cavity (e.g., opening, hole, passage, etc.) defined by only one
of the components.
A further aspect of the present disclosure relates to a locking
differential for a vehicle including a rotatable housing and a differential mechanism
supported in the housing. The differential mechanism includes a pair of clutch
members disposed in spaced axial relationship with respect to one another and
operatively supported for rotation with the housing. A pair of side gears is
operatively adapted for rotation with a corresponding pair of axle half shafts. A pair
of clutch mechanisms is operatively disposed between each corresponding pair of
clutch members and the side gears. The clutch members are axially moveable
within the housing to engage a respective one of the clutch mechanisms to couple
the axle half shafts together in the event of a predetermined amount of differential
movement between the axle half shafts. Each of the clutch members presents an
inwardly directed face. Each face includes a groove disposed in facing relationship
with respect to the other. A cross pin is received in each groove and operatively
connected for rotation with the housing. At least one biasing member is disposed
between the clutch members and at least one wear pad is disposed at the end of the
at least one biasing member to preload the at least one biasing member and to allow
the at least one biasing member to be acted upon by only a single clutch member.
In one aspect of the present teachings, by placing substantially
cylindrical "wear pads" at the end of the compression springs, the compression
springs are allowed to be acted upon by only a single clutch member. The "wear
pad" is piloted within a bore of the compression spring, which provides a "length
over distance" advantage to prevent "shear" or "wedging" effects. This also allows
for an intentional and engineered contact at the sliding interface between the clutch
member and the cross pin.
BRIEF DESCRIPTION OF THE DRAWINGS
Other aspects of the present teachings will be readily appreciated, as
the same becomes better understood after reading the subsequent description taken
in connection with the accompanying drawings wherein:
Figure 1 is a cross-sectional side view of a locking differential of the
present teachings illustrating a differential mechanism with preload spring wear
pads and a drive shaft, pinion gear and ring gear of the drive train in phantom;
Figure 2 is a fragmentary perspective view of a locking differential of
the present teachings illustrating a differential mechanism with preload spring wear
pads;
Figure 3 is an exploded perspective view of the preload spring wear
pad and spring arrangement of the present teachings;
Figure 4 is a fragmentary perspective view of another representative
example of the differential mechanism with preload spring wear pads of the present
teachings;
Figure 5 is an exploded perspective view of the preload spring wear
pad and spring arrangement of the present teachings; and
Figure 6 is an exploded view showing the clutch members, side gears
and one of the clutch packs of the locking differential of Figure 1with the springs
and associated structure not depicted.
DETAILED DESCRIPTION
One representative example of a locking differential of the type
contemplated by the present teachings is generally indicated at 10 in Figures 1 and
2. The locking differential 10 is designed to be employed as a part of a drive train
for any number of vehicles having a power plant that is used to provide motive force
to the vehicle, for example, an automotive vehicle.
Figure 1 illustrates an axle assembly incorporating the differential 10.
The axle assembly is part of a drive train used to transfer torque from a prime
mover 15 (e.g., an engine, a motor, or like power source) to left and right wheels 17,
19. The differential 10 includes a differential housing 12 (i.e., a differential case)
and a differential mechanism 38 (i.e., a differential torque transfer arrangement)
positioned within the differential housing 12. The differential housing 12 carries a
gear 14 (e.g., a ring gear) that intermeshes with a drive gear 16 driven by a
driveshaft 18 of the drivetrain. The differential mechanism 38 is configured to
transfer torque from the differential housing 12 to left and right axle shafts (e.g., half
axle shafts) 30, 32 that respectively correspond to the left and right wheels 17, 19.
The differential 10 is enclosed within an axle housing 2 1 that protects
the differential 10 and contains lubricant (e.g., oil) for lubricating moving parts
within the axle housing 21. The differential housing 12 is mounted to rotate relative
to the axle housing 2 1 about an axis of rotation A. In one example, bearings can be
provided between the differential housing 12 and the axle housing 2 1 to allow the
differential housing 12 to freely rotate about the axis of rotation A relative to the
axle housing 21. The left and right axle shafts 30, 32 are co-axially aligned along
the axis of rotation A.
In certain examples, the axle assembly can be incorporated into a
vehicle, such as an all-terrain vehicle, a light utility vehicle, or other type of vehicle.
The differential 10 of the axle assembly is configured to prevent or inhibit
individual wheel spin and to provide enhanced traction performance on a variety of
surfaces such as mud, wet pavement, loose dirt and ice. In use, torque for rotating
the differential housing 12 about the axis of rotation A is provided by the drive gear
16 that intermeshes with the ring gear 14 carried by the differential housing 12. The
differential mechanism 38 includes left and right clutches (e.g., disc-style clutches)
configured to transfer torque from the rotating differential housing 12 to the left and
right axle shafts 30, 32 thereby driving rotation of the left and right wheels 17, 19.
When the vehicle is driven straight, the left and right clutches are
both actuated such that torque from the differential housing 12 is transferred equally
to the left and right axle shafts 30, 32. When the vehicle turns right, the left clutch is
de-actuated while the right clutch remains actuated. In this state, the differential
mechanism 38 continues to drive rotation of the right axle shaft 32 while the left
axle shaft 30 is allowed to free wheel at a higher rate of rotation than the right axle
shaft 32. When the vehicle makes a left turn, the right clutch is de-actuated while
the left clutch remains actuated. In this state, the differential mechanism 38
continues to drive rotation of the left axle shaft 30 while the right axle shaft 32 is
allowed to free wheel at a higher rotational speed than the left axle shaft 30.
The ring gear 14, pinion gear 16, and drive shaft 18 are shown in
phantom in Figure 1. The housing 12 may be composed of a first body 20 and a
second body 22 that is fixedly mounted to the first body 20 via fasteners 24, such as
bolts or any other suitable fastening mechanism. The ring gear 14 also may be
mounted to the housing 12 via fasteners 26. Those skilled in the art will appreciate
in light of the disclosure that follows that the housing 12 may be defined by any
conventional structure known in the related art and that the present teachings are not
limited to a housing as defined. Similarly, the housing 12 may be driven by any
conventional drive mechanism known in the related art and that the present
teachings are not limited to a housing that is driven via a ring gear, pinion gear, and
drive shaft.
The first body 20 defines a hub 28 that supports one 32 of the pair of
axle shafts 30, 32. Similarly, the second body 22 defines an opposed hub 34 that
supports the other one 30 of the pair of axle shafts 30, 32. Together, the first body
20 and second body 22 of the housing 12 cooperate to define a cavity 36. As
illustrated in Figures 1 and 2, the locking differential 10 also includes a differential
mechanism, generally indicated at 38 and according to the present teachings,
supported in the cavity 36 defined by the housing 12.
The differential mechanism 38 includes a pair of clutch members
(e.g., left and right clutch members 40) disposed in spaced axial relationship with
respect to one another. The clutch members 40 are operatively supported for
rotation with the housing 12 and are co-axially aligned along the axis A. Left and
right side gears 42, 44 (i.e., side hubs) are each operatively adapted for rotation with
a corresponding one of the left and right axle shafts 30, 32. The side gears 42, 44
and axle shafts 30, 32 are co-axially aligned along the axis A. The side gears 42, 44
each define a plurality of splines 46 on the inner circumference thereof that are
matingly received in corresponding splines defined on their corresponding axle
shafts 30, 32. Left and right clutch mechanisms 48, 50 are operatively disposed
between the clutch members 40 and their corresponding side gears 42, 44. When
actuated, the clutch mechanisms 48, 50 are configured to transfer torque from the
clutch members 40 to their respective side gears 42, 44 so as to resist or prevent
relative rotation about the axis A between the clutch members 40 and their
respective side gears 42, 44.
The side gears 42, 44 include a plurality of splines 52 on the outer
circumferences thereof. The clutch mechanisms 48, 50 include a plurality of friction
disks 54 that are cooperatively splined to the outer circumferences of the side gears
42, 44 and are rotatable therewith. Similarly, each of the clutch members 40
includes a plurality of splines 56 formed on the inner circumference thereof. A
series of plates 58 have outer splines that engage the splined inner circumference 56
of the left and right clutch members 40. The plates 58 are interleaved between the
friction disks 54 supported on the side gears 42, 44. The plates 58 and the friction
discs 54 form clutch packs 59 (Figure 6).
The clutch members 40 are axially moveable along the axis A within
the housing 12 to engage/actuate their respective clutch mechanism 48, 50 by axially
compressing together the plates 58 and friction discs 54 (i.e., the clutch packs 59).
When the clutch mechanisms 48, 50 are actuated, torque is transferred from the
clutch members 40, through the clutch packs 59, to the side gears 42, 44 and their
corresponding axle shafts 30, 32. When both clutch mechanisms 48, 50 are fully
actuated, the housing 12, the clutch members 40, the side gears 42, 44, and the axle
shafts 30, 32 all rotate in unison with each other about the axis A. One
representative example of the locking differential 10 of the type contemplated by the
present teachings may also employ a plurality of biasing members (described below)
to pre-load the clutch packs. Also, thrust washers may be provided at inboard and
outboard sides of the clutch packs.
Referring to Figure 6, the clutch members 40 present inwardly
directed faces 62 (i.e., inboard sides) that face toward a cross shaft or pin 66
mounted between the clutch members 40. The clutch members 40 also include
outwardly directed faces 63 (i.e., outboard sides) that face away from the pin 66.
The inwardly directed faces 62 of the clutch members 40 oppose each other and are
disposed in spaced axial relationship to one another. Each of the inwardly directed
faces 62 of the clutch members 40 includes a groove 64 disposed in facing
relationship with respect to the other. The cross pin 66 is received in the grooves 64
and is operatively connected for rotation with the housing 12 about the axis A. The
cross pin 66 is generally cylindrical in shape and has an aperture 68 extending
radially therethrough at one end. Opposite ends of the cross pin 66 can fit within
corresponding radial openings defined by the housing 12 and the aperture 68 allows
the cross pin 66 to be pinned in place relative to the housing 12 to prevent the cross
pin 66 from sliding along its axis relative to the housing 12.
The grooves 64 are defined at the inwardly directed faces 62 of the
clutch members 40. Each groove 64 is defined by ramp surfaces 65 that converge
toward a neutral position 67. The neutral positions 67 form the deepest portions of
the grooves 64. The clutch members 40 can rotate a limited amount relative to the
cross pin 66 about the axis A between actuated positions where the cross pin 66
engages (e.g., rides on) the ramp surfaces 65 and non-actuated positions where the
cross pin 66 is offset from the ramp surfaces 65 and aligns with the neutral positions
67. Each groove 64 includes two groove portions 64a, 64b (see Figure 6) positioned
on opposite sides of the axis A. Each groove portion 64a, 64b includes a forward
ramp 65F and a rearward ramp 65R separated from one another by the neutral
position 67. During normal forward driving conditions, the cross pin 66 engages the
forward ramp surfaces 65F to force the clutch members 40 axially outwardly thereby
actuating the clutch mechanisms 48, 50. During normal rearward driving
conditions, the cross pin 66 engages the rear ramp surfaces 65R to force the clutch
members 40 axially outwardly thereby actuating the clutch mechanisms 48, 50.
When the cross pin 66 is aligned with the neutral positions 67 of the
grooves 64 of one of the clutch members 40, the corresponding clutch pack 59 is not
axially compressed by the corresponding clutch member 40 and is therefore not
actuated. When the clutch pack 59 is not actuated by its corresponding clutch
member 40, only pre-load is applied to the clutch pack. In this non-actuated state,
the clutch plates and the friction discs can rotate relative to one another during a
wheel overspeed condition. Thus, during a wheel overspeed condition, the nonactuated
clutch pack 59 corresponding to the overspeeding wheel permits the
corresponding side gear 42, 44 and its corresponding axle shaft 30, 32 to rotate
relative to the corresponding clutch member 40.
During normal straight driving conditions, the cross pin 66 engages
the ramp surfaces 65 causing actuation of the clutch mechanisms 48, 50 such that
the clutch packs 59 prevent relative rotation between the clutch members 40 and
their corresponding side gears 42, 44. Thus, driving torque is transferred from the
differential housing 12 and cross pin 66 through the clutch members 40, the clutch
packs, and the side gears 42, 44 to the axle shafts 30, 32 and the wheels 17, 19.
Thus, with both clutch packs 59 actuated, the differential housing 12, cross pin 66,
the clutch members 40, the side gears 42, 44, the axle shafts 30, 32, and the wheels
17, 19 all rotate in unison about the axis A. During an overspeed condition (e.g.,
during a turn), the clutch member 40 corresponding to the overspeeding wheel
rotates relative to the cross pin 66 such that the cross pin 66 disengages from the
ramp surfaces 65 and becomes aligned with the neutral positions 67 thereby causing
the corresponding clutch pack 59 to no longer be actuated. With the clutch pack 59
no longer actuated, only pre-load pressure is applied to the corresponding clutch
pack. The pre-load pressure is sufficiently low that the de-actuated clutch permits
relative rotation between the clutch member 40 and its corresponding side gear 42,
44 to accommodate the faster rotation of the overspeeding wheel relative to its
corresponding clutch member 40, the cross pin 66 and the differential housing 12.
An intermating stop arrangement 100 defined between the inboard
sides of the clutch members 40 allows for only a limited range of relative rotational
movement between the clutch members 40 about the axis A. The stop arrangement
100 ensures that the clutch members 40 don't over-rotate their corresponding neutral
positions 67 past the cross pin 66 during an overspeed condition. If the clutch
members 40 were to over-rotate during an overspeed condition, the cross pin 66
would inadvertently actuate a de-actuated clutch by engaging the ramp 65F, 65R on
the opposite side of the neutral position 67. The stop arrangement 100 prevents this
from happening thereby allowing the overspeeding wheel to maintain an overspeed
condition during a turn without interference from the clutch mechanisms 42, 44.
The clutch pre-load is sufficiently high to provide the necessary slip resistance on
the clutch packs 59 to energize the ramping effect of the clutch members to cross pin
interface during clutch actuation.
In one representative example of the locking differential 10 of the
type contemplated by the present teachings, the locking differential 10 includes a
plurality of biasing members 70 (e.g., springs) that are disposed between the clutch
members 40 and received in pockets or cavities 72 formed in the opposed clutch
members 40 at the inboard sides of the clutch members 40 to urge the clutch
members 40 away from one another. The biasing members 70 are depicted as
compression springs having a plurality of coils 73. The biasing members 70 are
made of a metallic material. The locking differential 10 also includes a plurality of
wear pads 74 that are disposed in the cavities 72 between the end of the biasing
members 70 and the clutch members 40 to preload the biasing members 70.
The wear pads 74 are generally or substantially cylindrical in shape.
The wear pads 74 are made of a metallic material. The wear pads 74 have an
enlarged head 76 which may include a recess 77. The wear pads 74 also have a
shaft 78 extending axially from the head 76. Each wear pad 74 is disposed in a
corresponding cavity 72 such that the shaft 78 extends into a bore 80 of the biasing
member 70 and the head 76 abuts one of the coils 73 of the biasing member 70 and
the opposed clutch member 40. It should be appreciated that, by placing the wear
pads 74 at the end of the biasing members 70, the biasing members 70 are allowed
to be acted upon by only a single clutch member 40. It should also be appreciated
that the wear pad 74 is piloted within the bore 80 of the biasing member 70, which
provides a "length over distance" advantage to prevent "shear" or "wedging" effects
and allows for an intentional contact at the sliding interface between the clutch
member 40 and the cross pin 66.
The wear pads 74 allow the biasing members 70 to apply a biasing
load while remaining fully enclosed/contained within their corresponding cavities
72. The biasing forces from the biasing members 70 are transferred axially through
the wear pads 74. The wear pads 74 traverse an interface gap between the clutch
members 40. In this way, the biasing members 70 do not traverse the interface gap
between the clutch members 40. Thus, the biasing members 70 are not exposed to
side loads generated when the clutch members 40 rotate relative to one another
about the axis A when one of the clutch members 40 encounters an overspeed
condition. Instead, such side loading is applied to the wear pads 74.
The biasing members 70 function to provide pre-load that precompresses
the clutch packs 59 to provide the necessary slip resistance to ensure
proper actuation of the clutch packs 59. The pre-load provided by the biasing
members 70 should be large enough such that the clutch packs 59 provide sufficient
resistance to rotational movement of the clutch members 40 about the axis A for the
cross pin 66 to ride up on the ramps 65 and cause actuation of the clutch
mechanisms as differential housing 12 and the cross pin 66 carried therewith are
rotated about the axis A during normal driving conditions. Also, the pre-load
provided by the members 70 should not be so large so as to cause the wheels to
slip/skid relative to the ground/road surface when encountering an overspeed wheel
condition. In one example, the clutch pre-load applied to each clutch pack 59 allows
the clutch packs 59 to transfer a pre-load torque value that is less than a
representative wheel slip torque value corresponding to the outside wheel during a
turn. The representative wheel slip torque value (i.e., the torque required to have the
wheel slip relative to the ground) is dependent upon the gross weight of the vehicle
and a selected coefficient of friction between the ground and the wheel that
corresponds to a low traction condition.
As illustrated in Figure 4, another representative example of the
locking differential 10 is shown. Like parts have like reference numerals. The
locking differential 10 includes the biasing members 70 disposed in the cavities 72
formed in the clutch members 40 on an outer axial surface thereof and between a
thrust washer 82 splined to the side gears 42, 44. The locking differential 10 also
includes the wear pads 74 disposed in the cavities 72 between the end of the biasing
members 70 and the clutch members 40 to preload the biasing members 70. Each
wear pad 74 is disposed in a corresponding cavity 72 such that the shaft 78 extends
into the bore 80 of the biasing member 70 and the head 76 abuts one of the coils 73
of the biasing member 70 and the thrust washer 80. It should be appreciated that, by
placing the wear pads 74 at the end of the biasing members 70, the biasing members
70 are allowed to be acted upon by only a single clutch member 40. It should also
be appreciated that, as illustrated in Figure 5, the head 76 of the wear pad 74 may be
flat or planar.
The biasing members 70 in the example of Figure 4 enhance
noise/vibration/harshness (NVH) performance by biasing the clutch members 40
against the cross pin 66. In this way, the clutch members 40 have a pre-load acting
on them, forcing maintained contact between the cross pin 66 and clutch members
40 and, in turn, preventing a "contact" noise during relative motion of the cross pin
66 and clutch members 40 during operation of the differential mechanism. The
magnitude of the pre-load provided to the clutch members for NVH performance is
coordinated with the pre-load provided to the clutch packs 59 to ensure that the pre
load applied to the clutch members 40 does not interfere with effective actuation of
the clutch packs 59.
The present teachings have been described in great detail in the
foregoing specification, and it is believed that various alterations and modifications
of the many aspects of the present teachings will become apparent to those ordinary
skilled in the art from a reading and understanding of the specification. It is
intended that all such alterations and modifications are included in the present
teachings, insofar as they come within the scope of the appended claims.
The following is a list of reference numerals used in the disclosure:
10 locking differential;
12 housing;
14 ring gear;
15 prime mover;
16 pinion gear;
17 left wheel;
18 drive shaft;
19 right wheel;
20 first body;
2 1 axle housing;
A axis of rotation;
22 second body;
24 fasteners;
26 fasteners;
28 hub;
30, 32 axle shafts;
34 hub;
36 cavity;
38 differential mechanism;
40 clutch members;
42, 44 side gears;
46 splines;
48, 50 clutch mechanisms;
52 splines;
54 friction disks;
56 splines;
58 plates;
59 clutch pack;
62 face;
64 groove;
64a groove portion;
b groove portion;
ramp surfaces;
F forward ramp;
rearward ramp;
cross pin;
neutral position;
biasing members
cavities;
coils;
wear pads;
head;
recess;
shaft;
bore; and
thrust washer.
WHAT IS CLAIMED IS:
1. A differential for a vehicle comprising:
a differential housing that is rotatable about an axis of rotation;
clutch members positioned along the axis of rotation within the differential
housing;
side gears adapted for rotation with corresponding axle half shafts relative to
the differential housing about the axis of rotation;
a cross pin carried with the differential housing as the differential housing
rotates about the axis of rotation;
clutch mechanisms each including clutch packs for transferring torque
between the clutch members and the side gears when actuated;
the clutch members being axially moveable along the axis of rotation to
actuate the clutch mechanisms, the clutch members presenting inwardly directed
faces between which the cross pin is disposed, the inwardly directed faces defining
opposing grooves in which the cross pin is received;
a pre-load spring positioned entirely within a cavity defined by one of the
clutch members; and
a wear pad positioned at one end of the pre-load spring, wherein pre-load
from the pre-load spring is transferred through wear pad.
2. The differential of claim 1, wherein the pre-load spring functions to pre-load
the clutch packs.
3. The differential of claim 2, wherein the wear pad traverses an interface gap
between inboard sides of the clutch members.
4. The differential of claim 3, wherein the wear pad is biased against the
inboard side of the other of the clutch members.
5. The differential of claim 1, wherein pre-load spring biases the clutch member
against the cross pin.
6. The differential of claim 1, wherein the wear pad includes an enlarged head
and a post, and wherein the post fits inside one end of the pre-load spring and the
head extends at least partially out of the cavity.
7. A locking differential for a vehicle comprising:
a rotatable housing and a differential mechanism supported in said housing,
said differential mechanism including a pair of clutch members disposed in spaced
axial relationship with respect to one another and operatively supported for rotation
with said housing;
a pair of side gears operatively adapted for rotation with a corresponding pair
of axle half shafts, and a pair of clutch mechanisms operatively disposed between
each corresponding pair of said clutch members and said side gears;
said clutch members being axially moveable within said housing to engage a
respective one of said clutch mechanisms to couple the axle half shafts together;
each of said clutch members presenting an inwardly directed face, each said
face including a groove disposed in facing relationship with respect to the other, and
a cross pin received in each said groove and operatively connected for rotation with
said housing; and
at least one biasing member disposed between said clutch members and at
least one wear pad disposed at an end of said at least one biasing member to preload
said at least one biasing member and to allow said at least one biasing member to be
acted upon by only a single one of said clutch members.
8. A locking differential as set forth in claim 7 wherein said at least one wear
pad is substantially cylindrical in shape.
9. A locking differential as set forth in claim 7 wherein said at least one wear
pad has an enlarged head and a shaft extending axially from said head.
10. A locking differential as set forth in claim 9 wherein said at least one biasing
member is a compression spring.
11. A locking differential as set forth in claim 10 wherein said clutch members
include at least one cavity extending axially therein to receive said at least one
biasing member.
12. A locking differential as set forth in claim 11 wherein said at least one wear
pad is disposed between one end of said at least one biasing member and one of said
clutch members.
13. A locking differential as set forth in claim 12 wherein said head is disposed
at one end of said at least one biasing member and said shaft extends into a bore of
said at least one biasing member.
14. A locking differential as set forth in claim 10 wherein said at least one cavity
extends into an axial inner surface of one of said clutch members.
15. A locking differential as set forth in claim 10 wherein said at least one cavity
extends into an axial outer surface of one of said clutch members.
16. A locking differential as set forth in claim 7 wherein said at least one wear
pad is made of a metallic material.
17. A locking differential as set forth in claim 7 wherein said at least one biasing
member is made of a metallic material.
18. A locking differential for a vehicle comprising:
a rotatable housing and a differential mechanism supported in said housing,
said differential mechanism including a pair of clutch members disposed in spaced
axial relationship with respect to one another and operatively supported for rotation
with said housing;
a pair of side gears operatively adapted for rotation with a corresponding pair
of axle half shafts, and a pair of clutch mechanisms operatively disposed between
each corresponding pair of said clutch members and said side gears;
said clutch members being axially moveable within said housing to engage a
respective one of said clutch mechanisms to couple the axle half shafts together;
each of said clutch members presenting an inwardly directed face, each said
face including a groove disposed in facing relationship with respect to the other, and
a cross pin received in each said groove and operatively connected for rotation with
said housing; and
one of said clutch members having a plurality of cavities extending axially
inward, a plurality of compression springs disposed in said cavities, and a plurality
of wear pads disposed between one end of said compression springs and one of said
clutch members to preload said compression springs.
19. A locking differential as set forth in claim 18 wherein each of said wear pads
is substantially cylindrical in shape.
20. A locking differential as set forth in claim 18 wherein each of said wear pads
has an enlarged head and a shaft extending axially from said head.
21. A locking differential as set forth in claim 20 wherein said compression
springs have a plurality of coils forming a bore therein.
22. A locking differential as set forth in claim 2 1 wherein said wear pads are
disposed between one end of said compression springs and one of said clutch
members.
23. A locking differential as set forth in claim 22 wherein said head is disposed
at one end of said coils and said shaft extends into said bore.
24. A locking differential as set forth in claim 20 wherein said cavities extend
into an axial inner surface of one of said clutch members.
25. A locking differential as set forth in claim 20 wherein said cavities extend
into an axial outer surface of one of said clutch members.
26. A locking differential for a vehicle comprising:
a rotatable housing and a differential mechanism supported in said housing,
said differential mechanism including a pair of clutch members disposed in spaced
axial relationship with respect to one another and operatively supported for rotation
with said housing;
a pair of side gears operatively adapted for rotation with a corresponding pair
of axle half shafts, and a pair of clutch mechanisms operatively disposed between
each corresponding pair of said clutch members and said side gears;
said clutch members being axially moveable within said housing to engage a
respective one of said clutch mechanisms to couple the axle half shafts together;
each of said clutch members presenting an inwardly directed face, each said face
including a groove disposed in facing relationship with respect to the other, and a
cross pin received in each said groove and operatively connected for rotation with
said housing; and
each of said clutch members having a plurality of cavities extending axially
inward, a plurality of compression springs having a plurality of coils forming a bore
therein and disposed in said cavities, and a plurality of wear pads having an enlarged
head and a shaft extending axially from said head, said head being disposed at one
end of said coils and said shaft extends into said bore, said head contacting one of
said clutch members to preload said compression springs.