CN111442073A - Non-locking anti-skid differential mechanism - Google Patents

Abstract

The invention discloses a non-locking antiskid differential mechanism, which mainly comprises a power input cross direction changing part, an intermediate power transmission distribution and overrunning clutch part, a clutch direction control part, a speed reduction and torque increase and power output part, a shell, an outer cover and the like.

Description

Non-locking anti-skid differential mechanism

Technical Field

The invention relates to a differential mechanism of a wheeled vehicle, in particular to a differential mechanism capable of reliably preventing skidding without a differential lock.

Background

The differential is an important part of the automobile, and has the main function of automatically distributing power to the left wheel and the right wheel according to the conditions of different speeds of the left wheel and the right wheel caused in the process of turning and the like of the automobile, so that the left wheel and the right wheel do not interfere with each other, and the safe running of the automobile is ensured. However, it also causes a problem that when the vehicle runs on a road with poor road conditions, when one of the left and right wheels slips rather than rolls with the road due to poor road adhesion, power is intensively directed to the wheel, which is commonly called as "slipping", so that the vehicle loses driving force and cannot run. In order to prevent the situation, the anti-skid technology is adopted for the differential mechanism, and the anti-skid technology implemented on the automobile at present mainly comprises three limited-skid differential mechanisms of a torque sensitive type, a rotating speed sensitive type and an active control type according to a working principle and an operation method. However, the three kinds of limited slip technologies essentially realize anti-slip by a locking mode, lose the differential function in the action process, and have the defects of delayed action time, incomplete power loss inhibition, difficulty in accurately grasping the control timing of limited slip and the like.

Disclosure of Invention

The invention provides a non-locking antiskid differential mechanism, overcomes the defects of delayed action time, incomplete power loss inhibition, difficult accurate control of the control time of whether to limit slip and the like of three commonly used torque sensitive type, rotating speed sensitive type and active control type limited slip differential mechanisms at present, has the characteristics of instant and reliable functions of the limited slip and differential mechanism and capability of providing large torque output, and is divided into a basic type and a through type.

The non-lock anti-skid differential function is realized through the following technical scheme: a non-locking antiskid differential is characterized by mainly comprising a power input cross turning part, an intermediate power transmission distribution and overrunning type clutch part, a clutch direction control part, a speed reduction, torque increase and power output part, a shell, an outer cover and the like.

The power input cross turning part mainly comprises a driving bevel gear, a driving bevel gear seat, a driven bevel gear, a related bearing and a sealing element.

The intermediate power transmission distribution and overrunning clutch part mainly comprises a rotary bearing seat sleeve, an intermediate transmission left sleeve, an intermediate transmission right sleeve, an intermediate transmission shaft, a roller rotation left fork shifting frame, a roller rotation right fork shifting frame, a roller spring, a related bearing and the like.

The clutch direction control part mainly comprises a bearing type displacement fork-shifting frame, a slide rail slide block, a displacement fork-shifting rod, a rotary fork-shifting rod, a fork-shifting displacement control mechanism and the like.

The speed-reducing torque-increasing and power output part mainly comprises a planet carrier power output shaft, a planet gear, an end cover with an external gear ring, a relevant bearing sealing element and the like.

Preferably, the rotary bearing sleeve is a flange type rotary body with a shaft neck, a bearing seat hole is arranged in the shaft neck, and a connecting screw hole is axially arranged along the outer side of the flange.

Preferably, the intermediate transmission left sleeve is an axial sectional type rotating body (a driving body of the overrunning clutch), one end of the intermediate transmission left sleeve is a polygonal shaft, the intermediate transmission left sleeve is connected with a hollow shaft body, the outer diameter of the shaft body is axially provided with a linear slide rail mounting position, a part of the outer diameter of the shaft body is hollowed, the intermediate transmission left sleeve is connected with a built-in hollow uniformly-distributed polyhedral flange (the driving body of the overrunning clutch) with a larger relative diameter, and the outer side of the flange is axially provided with a thread hole which corresponds to the thread hole of the rotating bearing seat.

Preferably, the middle transmission right sleeve is similar to the middle transmission left sleeve, one end of the middle transmission right sleeve is a hollow polygonal shaft corresponding to the polygonal shaft of the middle transmission left sleeve, the hollow polygonal shaft is connected with the shaft body, the flange is basically the same as the middle transmission left sleeve, and a driven bevel gear is arranged on the inner side of the flange in a radial direction and coaxially.

Preferably, the intermediate transmission shaft (driven member of the overrunning clutch) is a multi-section shaft-shaped rotating body, the large-diameter end is a round shaft (the diameter is as large as possible to increase torque), then a shaft neck is formed, and then a gear (sun gear) is formed, and a thrust bearing seat hole is axially arranged on the outer side of the gear.

Preferably, the roller rotating left fork-moving frame is a rotating body which is corresponding to the middle transmission right sleeve and is provided with a multi-surface flange block, the rotating body mainly comprises two areas with different diameters, the large diameter area is formed by uniformly distributing the flange blocks on the outer diameter side (the number of the flange blocks is the same as the number of the edges of a flange polyhedron of the middle transmission sleeve), the flange blocks are internally provided with spring holes, the small diameter area is firstly a shaft neck and then a shaft body, a spiral chute is axially arranged on the outer diameter of the shaft body, and a spline shaft (an internal spline or an external spline) is arranged at the port of.

Preferably, the roller rotating right yoke is substantially the same as the above roller rotating left yoke except that the small diameter region hollow cylinder has no helical runner with which a port spline shaft (external spline or internal spline) is mated.

Preferably, the bearing type displacement fork frame is a rotating body which takes a bearing (mainly bearing axial force) as a main body, a slider seat is arranged on an inner ring of the bearing, a rotary fork rod hole seat is arranged on the slider seat, and a displacement fork rod hole seat is arranged on an outer ring of the bearing.

Preferably, the shifting fork displacement control mechanism is a mechanism for controlling the bearing type shifting fork frame to realize displacement, and the shifting fork displacement control mechanism can be in a hydraulic mode, a pneumatic mode or an electromagnetic mode.

Preferably, one axial side of the planet carrier power output shaft is a conventional planet carrier, the conventional planet carrier is provided with a planet gear shaft, a planet gear is mounted on the shaft, the modulus of the planet gear is the same as that of a sun gear of the intermediate transmission shaft, a thrust bearing hole seat is axially arranged in the center of the planet carrier and matched with a bearing seat hole of the intermediate transmission shaft, and the other axial side of the planet carrier is provided with an internal spline slot hole matched with the output half shaft.

Preferably, the end cover with the external gear ring is a multifunctional flange plate type end cover, a bearing seat hole and an internal gear ring are arranged at corresponding positions of the end cover, the modulus of the internal gear ring is the same as that of the planetary gear, a screw hole is arranged at one side of the end cover and corresponds to the screw hole of the shell, and a sealing ring seat hole is arranged at the other side of the end cover.

Preferably, the shell is a shell for bearing the functional parts and is provided with four (five through ports), one power input port is connected with the power input transmission shaft (the through port and the rear shaft cascade port), the other two power output ports are connected with the half shaft, and one shifting fork displacement control mechanism is provided with a port.

The basic type non-locking antiskid differential comprises the following working procedures: the clutch direction control part controls the axial movement of the displacement shifting fork rod (the left direction and the right direction are respectively for advancing or backing) according to an advancing and backing instruction, controls the axial displacement of the bearing type displacement shifting fork frame along a slide rail on the left intermediate transmission sleeve (the bearing realizes the displacement control in the relative dynamic rotation of the outer ring displacement shifting fork rod and the inner ring rotation shifting fork rod), further drives the rotation shifting fork rod to axially displace, further drives the roller rotation left shifting fork frame and the roller rotation right shifting fork frame to rotate for a certain angle relative to the left (right) intermediate transmission sleeve through the coaction with a spiral chute on the roller rotation left shifting fork frame, roller springs on the roller rotation left shifting fork frame and the roller rotation right shifting fork frame pre-compress the respective corresponding rollers, so that the left (right) intermediate transmission sleeve is used as a driving body, one of the left and right intermediate transmission shafts is used as a driven body, and an overrunning clutch function structure is formed between the rollers, the sun gear of the middle transmission shaft, the planetary gear on the power output shaft of the planet carrier and the gear ring on the end cover (one left gear and one right gear) with the external gear ring form a planetary gear mechanism, and the power is output through the half shaft after the speed is reduced and the torque is increased. The through type non-locking anti-skid differential is characterized in that a rear-stage bevel gear (the module and the tooth number are the same as those of the driving bevel gear) crossed with the driven bevel gear is arranged at the other end of the driving bevel gear on the basis of a basic type and is used as a power input end of a next axle.

The invention has the positive improvement effects that: the non-locking antiskid differential can be used in various wheeled vehicles needing antiskid, can make the wheels mounted with the differential antiskid instantly, and has no interference phenomenon between wheels, and solves the contradiction between differential speed and interference well.

Drawings

FIG. 1 is a schematic exterior view of a basic non-locking limited slip differential assembly.

FIG. 2 is a schematic view of the through type non-locking limited slip differential assembly.

Fig. 3 is a schematic diagram of the main structure of a basic type non-locking antiskid differential.

Fig. 4 is a schematic view of a rotary bearing sleeve.

Fig. 5 is a schematic diagram of the structure of the intermediate transmission left sleeve.

Fig. 6 is a schematic diagram of the structure of the intermediate transmission right sleeve.

Fig. 7 is a schematic structural view of the intermediate transmission shaft.

Fig. 8 is a schematic diagram of the structure of the roller rotating left fork frame.

Fig. 9 is a schematic diagram of a roller rotating right fork carriage structure.

Fig. 10 is a schematic view of a bearing type displacement fork.

FIG. 11 is a schematic diagram of the power output shaft of the planetary carrier.

FIG. 12 is a schematic structural view of an end cover with an external gear ring.

FIG. 13 is a schematic view of a basic type non-locking limited slip differential housing configuration.

FIG. 14 is a schematic view of a through-type, non-locking limited slip differential housing configuration.

Fig. 15 is a schematic diagram of the left output end overrunning type function clockwise rotation state.

Fig. 16 is an operation diagram of the direction control mechanism.

Detailed Description

The following provides a detailed description of the preferred embodiments of the present invention with reference to the accompanying drawings.

Fig. 1 is a schematic view of an appearance of a basic non-locking limited slip differential assembly, in which 0101 is a left output half shaft and a right output half shaft, 0102 is a drive bevel gear, 0103 is a drive bevel gear seat, 0104 is an outer cover, 0105 is an outer ring gear end cover, and 0106 is an outer cover.

FIG. 2 is an external view of a through type non-locking limited slip differential assembly, wherein 0201 is a rear stage bevel gear seat and 0202 is a rear stage bevel gear.

Fig. 3 shows the main structure of the basic non-locking antiskid differential without the housing, the outer cover, the driving bevel gear seat, the single-side end cover and the related bearings, wherein 0301 is a dc motor for realizing clutch direction control, 0302 is a lead screw nut with screw holes, 0303 is a shift fork lever, 0304 is one of roller springs, 0305 is one of rollers, 0306 is one of the flanges of the rotating left fork frame, 0307 is a power output shaft of the planet carrier (left output end), 0308 is one of the planet gears, 0309 is an intermediate transmission shaft (left output end), 0310 is an intermediate transmission left sleeve, 0311 is a driven bevel gear, 0312 is an intermediate transmission right sleeve, and 0313 is a rotating bearing sleeve (right output end).

Fig. 4 shows a schematic view of a rotary bearing housing, wherein 0401 is a shaft neck, 0402 is a bearing housing hole, and 0403 is one of the coupling screw holes.

Fig. 5 is a schematic diagram of the structure of the intermediate transmission left sleeve, where 0501 is a polygonal shaft, 0502 is a hollow shaft body, 0503 is a linear slide rail mounting position, 0504 is a hollow region, 0505 is a polyhedral flange, 0506 is one of thread holes, and 0507 is one surface of the polyhedral flange.

Fig. 6 is a schematic diagram of a structure of the intermediate transmission right sleeve, wherein 0601 is an inner hollow polygonal shaft, 0602 is a shaft body, 0603 is a flange, and 0604 is a driven bevel gear.

Fig. 7 is a schematic structural view of an intermediate transmission shaft, wherein 0701 is a round shaft, 0702 is a journal, 0703 is a gear, and 0704 is a bearing seat hole.

Fig. 8 is a schematic structural view of the roller rotating left fork-moving frame, wherein 0801 is a flange block, 0802 is a spring hole, 0803 is a shaft neck, 0804 is a shaft body, 0806 is a spiral chute, and 0805 is an external spline shaft.

Fig. 9 is a schematic diagram of a roller rotating right fork frame structure, wherein 0901 is a female spline shaft, and 0902 is a journal.

Fig. 10 is a schematic diagram of a bearing type displacement fork carriage, wherein 1001 is a bearing body, 1002 is a slider holder, 1003 is a rotary fork lever socket, and 1004 is a displacement fork lever socket.

Fig. 11 is a schematic diagram of a power output shaft of a planet carrier, wherein 1101 is one of planet shafts, 1102 is a bearing hole seat, 1103 is a shaft journal, and 1104 is an internal spline hole.

Fig. 12 is a schematic structural view of an end cap with an external gear ring, where 1201 is a bearing seat hole, 1202 is an internal gear ring, 1203 is one of screw holes, and 1204 is a seal ring seat hole.

Fig. 13 is a schematic structural diagram of a basic non-locking limited slip differential case, wherein 1301 is a base, 1302 a direction control mechanism and a housing mount, 1303 is a control mechanism nut displacement limiting groove, 1304 is a driving bevel gear base mount, and 1305 is one of outer ring gear end cap mount.

Fig. 14 is a schematic structural diagram of a through type non-locking anti-skid differential housing, wherein 1401 is a rear stage bevel gear seat mounting position.

Fig. 15 is a schematic diagram of the left output end overrunning type function clockwise rotation state.

Fig. 16 is a schematic diagram of the operation of the direction control mechanism, wherein 1601 is a rotary fork lever.

The working principle of the invention is as follows: as shown in fig. 3, a direct current motor 0301 of the directional control mechanism controls the steering of the motor under the command of a vehicle reverse signal, and further drives a lead screw to rotate through a gear, and further drives a nut 0302 to displace, and further drives a bearing type displacement fork carriage to axially displace through a displacement fork arm 0303 (as shown in fig. 16), and further drives a rotary fork arm 1601 to axially displace, so that a roller rotary left fork carriage and a roller rotary right fork carriage rotate together by an angle through acting on a spiral chute, and each flange block (0306 is one of them) is rotated to press each roller spring (0304 is one of them), so that each roller (0305 is one of them) is wedged between a polyhedral flange (0507 is one of them) of a middle transmission left sleeve and a middle transmission right sleeve and a middle transmission 0309 (left and right) and a driven bevel gear 0311 is driven to rotate through a driving bevel gear 0102, the intermediate transmission (left and right) sleeve is driven to rotate, the intermediate transmission shaft is driven to rotate under the function of the overrunning clutch, the gear 0703 of the intermediate transmission shaft, the planetary gear (0308 is one of the gears) and the external teeth with the external gear ring end cover form a planetary gear system together, and after speed reduction and torque increase, power is output to the half shaft through the power output shaft (0307 is one of the gears) of the planet carrier, so that the vehicle can move. When the left wheel and the right wheel have different speeds due to reasons such as turning of the vehicle and the like, the wheel with high rotating speed can not generate interference phenomenon with other wheels under the action of the overrunning clutch function of the vehicle body and the unlocked antiskid differential, and the complete differential function is realized. When one side wheel loses the grip force and slips due to the reasons of road surface and the like, the non-locking antiskid differential can immediately stop power transmission to the wheel, the power is distributed to the wheel with the grip force, and the power is always transmitted to the wheel with the grip force.

Various modifications and changes may be made by those skilled in the art to the present invention, and it is intended that the present invention cover such modifications and changes as fall within the scope of the appended claims and their equivalents.

Claims (13)

1. A non-locking antiskid differential is characterized by mainly comprising a power input cross turning part, an intermediate power transmission distribution and overrunning clutch part, a clutch direction control part, a speed reduction, torque increase and power output part, a shell, an outer cover part and the like;

the power input cross turning part mainly comprises a driving bevel gear, a driving bevel gear seat, a driven bevel gear, a related bearing and a sealing element;

the middle power transmission distribution and overrunning clutch part mainly comprises a rotary bearing seat sleeve, a middle transmission left sleeve, a middle transmission right sleeve, a middle transmission shaft, a roller rotation left fork shifting frame, a roller rotation right fork shifting frame, a roller spring, a related bearing and the like;

the clutch direction control part mainly comprises a bearing type displacement fork-shifting frame, a slide rail slide block, a displacement fork-shifting rod, a rotary fork-shifting rod, a fork-shifting displacement control mechanism and the like;

the speed-reducing torque-increasing and power output part mainly comprises a planet carrier power output shaft, a planet gear, an end cover with an external gear ring, a relevant bearing sealing element and the like.

2. The rotary bearing sleeve according to claim 1, wherein the rotary bearing sleeve is a flange-type rotary body having a journal, a bearing hole is also formed in the journal, and a coupling screw hole is axially formed along an outer side of the flange.

3. The left intermediate driving sleeve as claimed in claim 1 is an axially segmented rotating body (driving body of overrunning clutch), one end of which is a polygonal shaft, and is followed by a hollow shaft body, and the outer diameter of the shaft body is axially provided with linear slide rail mounting positions, and a part of the region is hollowed, and is followed by a built-in hollow uniformly-distributed polyhedral flange (driving body of overrunning clutch) with a relatively large diameter, and the outer side of the flange is axially provided with thread holes corresponding to the thread holes of the rotating bearing seat.

4. The right intermediate left drive sleeve as set forth in claim 1 is similar to the left intermediate left drive sleeve as set forth in claim 3 in that one end is a hollow polygonal shaft corresponding to the polygonal shaft of the left intermediate left drive sleeve, followed by a shaft body, followed by a flange substantially identical to the left intermediate left drive sleeve, and a driven bevel gear is coaxially disposed radially inside the flange.

5. The intermediate transmission shaft (driven member of overrunning clutch) according to claim 1 is a multi-stage shaft-shaped rotating body, the large diameter end is a round shaft (with a diameter as large as possible to increase torque), then a journal, then a gear (sun gear), and a thrust bearing housing hole is axially arranged outside the gear.

6. The roller rotation left fork as claimed in claim 1 is a rotary body with multi-face flange block corresponding to the middle transmission right sleeve, mainly having two areas with different diameters, the large diameter area is the one with flange blocks distributed uniformly on the outer diameter side (the number is the same as the number of the edges of the flange polyhedron of the middle transmission sleeve), the spring hole is arranged in the flange block, the small diameter area is the shaft neck first, then the shaft body, the spiral chute is arranged on the outer diameter of the shaft body axially, and the spline shaft (internal spline or external spline) is arranged on the shaft body end.

7. The roller rotation right yoke according to claim 1 is substantially the same as the roller rotation left yoke according to claim 6 except that the small diameter region hollow cylinder has no spiral groove and a port spline shaft (male spline or female spline) is mated therewith.

8. The bearing type displacement fork carriage as claimed in claim 1, wherein the bearing type displacement fork carriage is a rotary body having a bearing (mainly receiving an axial force) as a main body, the inner race of the bearing is provided with the slider holder, the slider holder is provided with the rotary fork lever hole holder, and the outer race of the bearing is provided with the displacement fork lever hole holder.

9. The fork displacement control mechanism of claim 1, which is a mechanism for controlling the displacement of the bearing type displacement fork carriage, and which may be hydraulic, pneumatic, or electromagnetic.

10. The power take-off shaft of planetary carrier as claimed in claim 1, wherein the power take-off shaft of planetary carrier is provided with a planetary gear shaft, the shaft is provided with a planetary gear, the module of the planetary gear is the same as that of the sun gear of the intermediate transmission shaft, the central axis of the planetary carrier is provided with a thrust bearing hole seat which is matched with the bearing seat hole of the intermediate transmission shaft, and the other axial side of the planetary carrier is provided with an internal spline slot hole which is matched with the output half shaft.

11. The end cap with an external gear ring of claim 1 is a multifunctional flange type end cap, a bearing seat hole and an internal gear ring are arranged at corresponding positions of the end cap, the module of the internal gear ring is the same as that of the planetary gear, a screw hole is arranged at one side of the end cap and corresponds to the screw hole of the shell, and a sealing ring seat hole is arranged at the other side of the end cap.

12. The housing according to claim 1 is a housing for carrying the functional elements according to the preceding claims, and has four (five through) ports, one power input port being connected to the power input drive shaft (through plus one rear shaft cascade port), two power output ports being connected to the half shafts, and a fork displacement control mechanism being provided.

13. Realizing the working principle of the non-locking antiskid differential of claim 1: the clutch direction control part controls the axial movement of the displacement shifting fork rod (the left direction and the right direction are respectively for advancing or backing) according to an advancing and backing instruction, controls the axial displacement of the bearing type displacement shifting fork frame along a slide rail on the left intermediate transmission sleeve (the bearing realizes the displacement control in the relative dynamic rotation of the outer ring displacement shifting fork rod and the inner ring rotation shifting fork rod), further drives the rotation shifting fork rod to axially displace, further drives the roller rotation left shifting fork frame and the roller rotation right shifting fork frame to rotate for a certain angle relative to the left (right) intermediate transmission sleeve through the coaction with a spiral chute on the roller rotation left shifting fork frame, roller springs on the roller rotation left shifting fork frame and the roller rotation right shifting fork frame pre-compress the respective corresponding rollers, so that the left (right) intermediate transmission sleeve is used as a driving body, one of the left and right intermediate transmission shafts is used as a driven body, and an overrunning clutch function structure is formed between the rollers, a sun gear of the middle transmission shaft, a planetary gear on a power output shaft of the planet carrier and gear rings on end covers (one left gear and one right gear) with external gear rings form a planetary gear mechanism, and power is output through a half shaft after speed reduction and torque increase; the through type non-locking anti-skid differential is characterized in that a rear-stage bevel gear (the module and the tooth number are the same as those of the driving bevel gear) crossed with the driven bevel gear is arranged at the other end of the driving bevel gear on the basis of a basic type and is used as a power input end of a next axle.

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