CN111853201A

CN111853201A - Overrunning differential mechanism

Info

Publication number: CN111853201A
Application number: CN202010768364.XA
Authority: CN
Inventors: 周殿玺; 鞠传喜
Original assignee: Shiyan Rongma Automobile Special Drive Co ltd
Current assignee: Shiyan Rongma Automobile Special Drive Co ltd
Priority date: 2020-08-03
Filing date: 2020-08-03
Publication date: 2020-10-30

Abstract

The invention provides an overrunning differential, which consists of five parts, namely a main differential power transmission, a differential controller, a clutch, a left driving shaft and a right driving shaft, wherein the main differential power transmission of the overrunning differential has the same principle and different structure with a symmetrical conical planetary gear differential in the prior art, and the differential controller and the clutch are arranged on the basis, so that the purposes that the driving force of a vehicle does not have slip loss when the vehicle runs on a smooth road surface, the vehicle runs under the muddy and ice-snow non-road condition, or the vehicle only has 20% speed loss when the wheel slides in a single-side idle mode and has no adhesive force, the vehicle still drives the vehicle to run at the revolving speed of 80%, and the driving force efficiency of 80% can be kept at the lowest.

Description

Overrunning differential mechanism

Technical Field

The invention belongs to the field of vehicle differentials, and relates to an overrunning differential, which can ensure that the driving torque force of each wheel can be rigidly controlled to reach the maximum value at all times under all-terrain and all-weather working conditions when a vehicle runs at a normal differential state, and is suitable for all transmission vehicles needing differential.

Background

The symmetrical conic planetary gear differential mechanism for common automobile consists of planetary gear, planetary frame, differential casing, half axle gear and other parts. The power of the engine enters the differential mechanism through the transmission shaft to directly drive the planet carrier, and then the planet wheel drives the left and right two half-axle gears to respectively drive the left and right wheels. The design requirements of the differential are met: (left axle speed n₁) + (right half-shaft speed n₂) = (double planet carrier speed 2 n). When the automobile runs straight, the left wheel, the right wheel and the planet carrier rotateThe speed is equal and in equilibrium, the driving force reaches a maximum. When the automobile turns, the balance state of the three is destroyed, so that the rotating speed of the inner side wheel is reduced, the rotating speed of the outer side wheel is increased in a required range to work normally, when the rotating speed of one side wheel is reduced to exceed the normal differential speed on muddy and icy and snowy ground, the rotating speed of the other side wheel is increased to be the same as the required rotating speed, the differential mechanism is a balancer for the left wheel and the right wheel, the differential mechanism has a direct relation to the driving work efficiency of the automobile in terms of the driving distance of the automobile, when the rotating speed of one side wheel is reduced to n/2, the driving power is not generated when the rotating speed is reduced to zero, and when the rotating speed of the other side is 2. The present wheel type vehicle is widely used in symmetrical conic planetary gear differential mechanism, which has the advantages of simple structure, smooth operation, low cost, etc. however, it has the demerits that when one driving wheel slips and idles, the rotation speed of the other driving wheel is zero, the vehicle stops moving forward, the driving force is zero, so it must work under good environment condition to keep the maximum working efficiency, if the driving efficiency changes randomly in the process from normal differential speed to rotation speed changing to zero, the driving force changes from maximum to zero, thus greatly affecting the fuel utilization rate and adapting to the working condition.

Although the existing self-locking differential has better automatic anti-skidding capacity, the existing self-locking differential generally has the locking and no steering, can be limited and controlled only by high friction torque, and the general control force is within 25% -30%, so that the self-locking differential has limited adaptation conditions and can not work all over the terrain; the electronic technology lock control force can only act at about 30 percent, can not be used for a cart, can only be used for a trolley, and can not achieve all-terrain all-weather adaptation conditions and driving efficiency even if the electronic technology lock control force is applied to the trolley.

Disclosure of Invention

In order to solve the above-mentioned disadvantages of vehicle differential speed, in order to raise the power utilization efficiency, save oil, raise the adaptation environment, have the great benefit to civil vehicle, military vehicle, special vehicle, engineering machinery, the invention provides a kind of overriding differential mechanism, have rigidity to control every wheel constantly, no matter big car, all-round car drive torque force reach the maximum value under all terrain, all weather working condition, and ensure the mechanical controller that turns to normally, namely walk under the muddy, ice and snow no road condition, or have only 20% speed loss while the wheel unilateral has no adhesive force while running, can keep 80% of driving force efficiency at minimum.

Therefore, the technical scheme of the invention is as follows: an overrunning differential, comprising: the differential mechanism consists of a main differential transmission device, a differential controller, a clutch, a left driving shaft and a right driving shaft;

the main differential transmission device consists of a differential left shell, a disc inner bevel gear planet carrier, a differential right shell pin shaft, a planetary gear, a left transmission gear and a right transmission gear;

the differential speed controller is arranged in an inner cavity of a disc inner bevel gear planet carrier of the main differential speed power transmission device; the differential controller is an inner ring wheel rotating speed control unit for turning of the automobile, which is composed of a controller planet carrier, an outer lap planetary gear, a main lap planetary gear, a tower shaft planetary gear, an outer gear ring, a speed reduction overrunning clutch gear ring, an outer gear ring and a spring I; the automobile turning outer wheel rotating speed control unit consists of a main tower gear, a tower shaft planetary gear, a tower ring gear, a tower shaft force transmission toothed disc, an inner toothed ring and a spring II;

the inner spline of the controller planet carrier is fixedly connected with the outer spline of the left driving shaft in the main differential transmission device to form a rigid body, so that the revolution speed of the differential controller is completed; an inner bevel gear in a disc inner bevel gear planet carrier in the main differential transmission device is normally meshed with a main tower planet gear to finish the transmission main rotating speed of the differential controller;

an external tower planetary gear and a main tower planetary gear are sleeved on a shaft spline of a tower shaft planetary gear in the differential controller, and the three are fixed into a rigid whole to form a tower wheel and are arranged in a fan-shaped through hole of a controller planet carrier; the rotating speed angles of three planetary gears in the cone pulley are the same; the rotating speed of the main tower planetary gear is determined by the revolution speed of the main differential transmission device; the outer tower planetary gear is normally meshed with an outer gear ring, and the rotating speed of the outer gear ring is lower than the revolution speed of the main differential transmission device; the design rotation speed of the tower shaft planetary gear is faster than the revolution speed of the main differential transmission; the outer gear ring is slidably sleeved on the excircle of the controller planet carrier, and an inner spline of the outer gear ring is fixedly connected with an outer spline of the deceleration overrunning clutch gear ring to form a rigid whole; one end of the deceleration overrunning clutch tooth ring is in a sawtooth shape and is occluded with the outer tooth ring; after meshing, the rotation direction of a stress plane of the tooth shape of the decelerating overrunning clutch tooth ring is ensured to be the same direction of revolution, an outer spline is arranged on the excircle of the outer tooth ring, a symmetrical long strip-shaped through hole is radially arranged on the outer spline of the outer tooth ring, the outer spline of the outer tooth ring is sleeved with a right force transmission gear large-hole inner spline in a main differential force transmission device in a sliding manner, a spring I is pressed on the plane of the other end of the outer tooth ring in a jacking manner, the right force transmission gear small-hole inner spline and a right driving shaft outer spline are fixed into a rigid body, and the wheel rotation speed control unit of the inner ring right driving shaft is formed;

a tower shaft planetary gear in the differential controller is constantly meshed with a tower shaft ring gear, and an internal spline of the tower shaft ring gear is fixedly connected with an external spline of a tower shaft force transmission toothed disc to form a rigid whole; one end face of the tower shaft force transmission toothed disc is designed with saw-shaped clutch teeth which are meshed with an inner toothed ring, the force bearing plane direction of the saw-shaped teeth of the tower shaft force transmission toothed disc is opposite to the revolution direction, the excircle of the inner toothed ring is symmetrically and radially provided with a long through hole, an inner spline is arranged in a cavity ring of the inner toothed ring and is slidably sleeved with a right driving shaft outer spline in a main differential force transmission device, and a small hole inner spline of a right force transmission gear in the main differential force transmission device is fixedly connected with an outer spline of a right driving shaft into a whole; a spring II is pressed on the plane of one end of the inner tooth ring to form a wheel rotating speed control unit of the outer ring right driving shaft when the automobile turns left;

the clutch comprises a sliding ring, a pin column, a bolt shaft and a shifting fork ring, wherein the sliding ring is sleeved between an inner hole of an outer tooth ring and an outer circle of an inner tooth ring, symmetrical pin holes are formed in the outer circle of the sliding ring, the pin column is tightly installed in the pin hole, two protruding ends of the pin column are respectively inserted into a strip-shaped through hole of the outer tooth ring and a strip-shaped through hole of the inner tooth ring in a sliding mode, bolt holes are symmetrically and uniformly distributed in the circumference of the other end face of the sliding ring, the bolt shaft is installed in the bolt holes, and the bolt shaft penetrates out of the uniformly distributed holes in the tail portion of the right force transmission gear in a sliding mode and is fixed with the shifting fork.

The invention has the beneficial effects that: the main differential transmission device of the overrunning differential mechanism has the same principle and different structure with the symmetrical conical planetary gear differential mechanism in the prior art, and is provided with the differential controller and the clutch device on the basis, so that the driving force of a vehicle is not subjected to slip loss when the vehicle runs on a smooth road, the vehicle only has 20% speed loss when the vehicle runs under muddy and ice-snow non-road conditions or the vehicle wheels are subjected to single-side idle slip and no adhesive force, the vehicle is driven to run at a rotating speed of 80% of revolution, and the driving force efficiency of 80% can be kept at the lowest.

Drawings

FIG. 1 is a schematic representation of the construction of an overrunning differential of the present invention.

FIG. 2 is a diagrammatic view of the operating principle of an overrunning differential of the present invention.

Fig. 3 is a structural view of a bevel gear carrier in a disc in the present invention.

Fig. 4 is a structural diagram of a controller carrier in the present invention.

FIG. 5 is a three-dimensional structure view showing the engagement of the slip ring, the pin and the bolt shaft of the clutch device of the present invention.

FIG. 6 is a three-dimensional structure view of the outer ring and the decelerating overrunning clutch ring engaged in the present invention.

FIG. 7 is a three-dimensional structure diagram of the tower shaft force transmission chain wheel and the inner tooth ring in the invention.

FIG. 8 is a schematic diagram of the transmission of the meshing of the transmission chain wheel and the inner tooth ring of the tower shaft of the present invention.

FIG. 9 is the driving principle diagram of the decelerating overrunning clutch tooth ring and the outer tooth ring.

Fig. 10 is a first directional three-dimensional structural view of a right force transmission gear in the main differential force transmitter.

Fig. 11 is a second directional three-dimensional structural view of a right force transmission gear in the main differential force transmitter.

Fig. 12 is a graph of the left and right wheel no power loss control in the controller.

Detailed Description

The invention is further described below with reference to the accompanying drawings.

Referring to fig. 1-11, an overrunning differential mechanism is composed of five parts, namely a main differential transmission device 1, a differential controller 2, a clutch 3, a left driving shaft 4 and a right driving shaft 5, and is suitable for all vehicles and engineering machinery with differential mechanisms;

the main differential transmission device 1 is different from a symmetrical cone planetary gear differential in the prior art in the same structure of working principle, and consists of a differential left shell 1-1, a disc inner cone gear planet carrier 1-2, a differential right shell 1-5, a pin shaft 1-3, a planetary gear 1-4, a left transmission gear 1-7 and a right transmission gear 1-6; the differential mechanism comprises a left differential mechanism shell 1-1, a disc inner bevel gear planet carrier 1-2 and a right differential mechanism shell 1-5 which are fixed into a whole by bolts, wherein a cavity is formed inside the disc inner bevel gear planet carrier 1-2, a bevel gear is designed in the cavity and is marked with N' in figure 3, a plurality of planetary gear sector through holes are uniformly distributed on the circumference of the end plane of the cavity, a plurality of pin shafts 1-3 are arranged in the holes of the pin shafts 1-3, the pin shafts 1-3 are sleeved with respective planetary gears 1-4 and are symmetrically and normally meshed with a left force transmission gear 1-7 and a right force transmission gear 1-6, and an inner spline is designed in the inner hole of the left force transmission gear 1-7 and is connected with an outer spline of a left driving shaft 4; the right force transmission gear 1-6 is provided with a large hole spline and an inner small hole spline in the center part thereof, which are respectively shown as the mark B in fig. 1 and 11₃、B'₃A ring groove-shaped plane is arranged on a ring bottom plane between the large hole spline and the inner small hole spline, as shown in figure 1, and figure 11 is marked with W, and a plurality of circular through holes are uniformly drilled in the circumferential direction of the ring groove-shaped plane, as shown in figure 1, and as shown in figure 10, as marked with Z;

the differential controller 2 is an automobile turning inner ring wheel speed control unit which consists of a controller planet carrier 2-1, an outer tower planet gear 2-2 in a tower wheel, a main tower planet gear 2-3 and a tower shaft planet gear 2-11, an outer gear ring 2-12, a deceleration overrunning clutch gear ring 2-4, an outer gear ring 2-5 and a spring I2-6, and an automobile turning outer wheel speed control unit which consists of the tower shaft planet gear 2-11, the tower ring gear 2-10, a tower shaft force transmission gear disc 2-9, an inner gear ring 2-8 and a spring II 2-7. The differential speed controller 2 is arranged in an inner cavity of a disc inner bevel gear planet carrier 1-2 of the main differential speed power transmission 1; the inner spline of the controller planet carrier 2-1 in the differential controller 2 is fixedly connected with the inner spline of the left force transmission gear 1-7 in the main differential force transmission device 1 and the outer spline of the left driving force transmission shaft 4 to form a rigid body, thus completing the common body of the differential controller 2The rotation speed is shown as F in figure 1 and n in figure 2₁；

The inner bevel gear in the disc inner bevel gear planet carrier 1-2 in the main differential transmission device 1 is shown in figure 1 and figure 3 marked N' and is in constant mesh with the main tower planet gear 2-3 to complete the transmission main rotating speed N of the differential controller 2_kI.e. the revolution speed n of the main differential transmission 1 is represented by n of the differential controller 2_kRotational speed n of the left drive shaft 4₁And the main speed n = n of force transmission in the differential controller 2_kThe condition of the external force to become the differential controller 2 is shown in fig. 2;

the shaft spline of a tower shaft planetary gear 2-11 in the differential controller 2 is sleeved with an outer tower planetary gear 2-2. And a main cone pulley planet gear 2-3, which are fixed into a rigid whole and are arranged in a fan-shaped through hole of the controller planet carrier 2-1, and the figure 4 is marked with K; the angular speeds of three planetary gears in the cone pulley are the same, and the rotating speed n of the planetary gears 2-3 of the main tower_kThe revolution speed n of the main differential transmission 1 determines that the outer tower planet gear 2-2 is constantly meshed with the outer gear ring 2-12, and the rotation speed of the outer tower planet gear is designed to be n₃Indicating that it is below the revolution n of the main differential transmission 1, i.e. n₃＜n=n_k(shown in FIG. 2); in normal differential speed n₃＜n₂The differential speed is not influenced, see figure 9, when the rotating speed of the right wheel is reduced to n₂=n₃When n- Δ n, n is equal to₃Flip the right wheel to force it at n₂=n₃Normal walking within the range of (1); the outer gear ring 2-12 is sleeved on the outer circle of the controller planet carrier 2-1 in a sliding manner, and the inner spline of the outer gear ring 2-12 is fixedly connected with the outer spline of the deceleration overrunning clutch gear ring 2-4 to form a rigid integral figure 1 marked D; the deceleration overrunning clutch tooth ring 2-4 is meshed with the outer tooth ring 2-5; one end tooth of the deceleration overrunning clutch tooth ring 2-4 is in a sawtooth shape, and the stressed tooth plane of the deceleration overrunning clutch tooth ring is in the same direction of the revolution speed, and is marked H 'in figure 6'₁The inclined plane is in the opposite direction, see FIG. 6 mark G₁The tooth shape of one end of the outer tooth ring 2-5 is zigzag, the stress tooth plane of the outer tooth ring is the reverse direction of the revolution speed, and the mark H in figure 6₁The inclined plane is the same as the revolution, and is denoted by G in FIG. 6₁And the other end is a plane, and an external spline is arranged on the excircle of the plane and is shown as mark B 'of figure 6'₃The radial direction of the external round spline is provided with symmetrical lengthThe strip-shaped through hole is shown in figure 1 and marked B in figure 6₁The external splines of the external tooth rings 2-5 and the large-hole internal splines of the right force transmission gears 1-6 in the main differential force transmission device 1 are sleeved together in a sliding way as shown in the reference mark B in figure 1₃A speed reduction overrunning clutch toothed ring rotating speed n formed by a spring I2-6 is pressed between the end plane of the outer toothed ring 2-5 and the inner end plane of the right force transmission gear 1-6_3，The right force transmission gear 1-6 inner small hole spline is fixedly connected with the right driving shaft 5 outer spline to form a rigid body, and the rotating speed n of the inner ring right driving shaft 5 wheel is formed when the automobile turns right₃=n₂And a control unit of = n- Δ n. When the rotating speed n₃＜n₂At normal differential speed, when the rotation speed of the right drive shaft 5 is reduced to n₃=n₂And the right driving wheel is controlled to idle beyond the normal differential speed, so that the normal differential speed is completed and the maximum driving efficiency is obtained. n is₃＞n₂The situation of (a) does not hold for the present technology;

at the right wheel speed n of a left-turn vehicle₂，n₂₌n + Δ n, n in the differential controller 2₃The rotating speed is less than the right driving shaft n₂I.e. n₃＜n＜n₂At this time, the inclined planes of the deceleration overrunning clutch tooth ring 2-4 are shown in figure 6 and figure 9 marked G₁The inclined plane of the extrusion outer tooth ring 2-5 is shown as a mark G' in figure 9 to force the backward movement, and the pressure spring I2-6 is shortened to complete the differential function;

the tower shaft planetary gears 2-11 in the differential controller 2 are normally meshed with the tower shaft ring gears 2-10, and the internal splines of the tower shaft ring gears 2-10 are fixedly connected with the external splines of the tower shaft force transmission chain wheel 2-9 to form a rigid integral figure 1 marked E; a tower shaft force transmission toothed disc 2-9 is meshed with an inner toothed ring 2-8, one end surface of the tower shaft force transmission toothed disc 2-9 is designed with a saw-shaped clutch tooth, the force bearing direction of the end tooth plane of the saw-shaped clutch tooth is the reverse direction of the revolution direction, see the mark H 'in figure 7'₂(ii) a The inner ring teeth of the inner teeth rings 2-8 are saw-toothed, the force plane is the same with the revolution n direction, see figure 7 mark H₂Which are mutually engaged, the outer circle of the inner tooth ring 2-8 is symmetrically provided with long through holes as shown in figure 7 marked B₂An inner spline is arranged in a cavity ring of the inner tooth ring 2-8 and is slidably sleeved with an outer spline of a right driving shaft 5 in the main differential force transmission device 1, and a small-hole inner spline of the right force transmission gear 1-6 is fixedly connected with the outer spline of the right driving shaft 5Is an integral body. A spring II 2-7 is pressed between the plane of one end of the inner tooth ring 2-8 and the plane of the inner end of the right force transmission gear 1-6, when the rotating speed n of the right wheel is₂Rising to tower shaft force transmission fluted disc at 2-9 rotating speed n₄See fig. 2, 7, 8, i.e. n₂=n₄Time is totally controlled n₂The non-work-done speed of the wheel exceeding the normal differential speed is n₄=n₂N + Δ n, and can satisfy both the differential function and the control function, thereby constituting a wheel rotation speed control unit of the outer ring right drive shaft 5 when the automobile turns left; absence of n₂=n+Δn＞n₄The situation arises that maximum drive efficiency is achieved.

When the automobile turns right, the left wheel n₁N + Δ n, the rotational speed n of the right-hand wheel drive shaft 5₂，

n₂Tower shaft force transmission chain wheel of = n-delta n ratio 2-9n₄Low, i.e. n₄＞n₂N- Δ n. At the moment, the rotating speed n of the tower shaft force transmission chain wheel 2-9₄The rotating speed n2 is higher than that of the inner tooth rings 2-8, the mutual inclined plane extrusion springs II are shortened, the inner tooth rings are moved backwards, and the marks G 'in figures 8 and 7'₂And G₂In relation to the differential function by disengaging the engagement;

the clutch devices 3 are composed of a sliding ring 3-1, a pin column 3-2, a bolt column 3-3 and a shifting fork ring 3-4, wherein the sliding ring 3-1 is sleeved between an inner hole of an outer tooth ring 2-5 and an excircle of an inner tooth ring 2-8, symmetrical pin holes are symmetrically arranged on the circle of the sliding ring 3-1, a pin 3-2 is tightly fixed in the pin holes, two protruding ends of the pin 3-2 are respectively inserted into long holes of the inner tooth ring 2-8 and the outer tooth ring 2-5 in a sliding manner, and reference B in figures 6 and 7 shows that₂、B₁The circumference of the plane of the other end of the sliding ring 3-1 is provided with bolt holes which are uniformly distributed in the circumferential direction, bolt shafts 3-3 are arranged in the bolt holes, and the bolt shafts 3-3 respectively slide out of uniformly distributed holes at the tail part of a right force transmission gear 1-6 in the main differential force transmission 1 and are fixed with a shifting fork ring 3-4 to form a clutch device shown in figure 10 marked Z. The disengaging and the meshing of the speed reduction overrunning clutch toothed ring 2-4 and the outer toothed ring 2-5 as well as the tower shaft force transmission toothed disc 2-9 and the inner toothed ring 2-8 are completed when the automobile turns sharply in a reverse turning process, and the disengaging and the meshing are not disengaged when the automobile turns a large circle in a forward differential speed and a reverse turning process.

Their working principle:

1. the working principle of the main differential transmission device 1 is the same as that of a conventional differential mechanism, and the structure is different.

2. The working principle of the differential speed control 2 in the invention is as follows:

the internal spline of a controller planet carrier 2-1 in a differential controller 2, the internal spline of a left force transmission gear 17 in a main differential force transmission device 1 and the external spline of a left driving shaft 4 are fixedly connected together to form a rigid body, so that the revolution speed of the differential controller 2 is finished, wherein the reference numeral F in figure 1 and the reference numeral n in figure 2 are marked as_1，I.e. the rotational speed n of the left drive shaft 4₁Is revolution in the differential controller 2;

the main speed of the differential controller 2 is accomplished by the constant meshing of the inner bevel gear 3 marked N' in the disc inner bevel gear planet carrier 1-2 in the main differential transmission 1 and the main tower planet gear 2-3, i.e. the revolution speed N of the main differential transmission 1 represents the N of the differential controller 2_kI.e. n = n_k. Rotational speed n of the left drive shaft 4₁And main speed of force transmission n = n_kThe external force condition to become the differential controller 2 is shown in fig. 2;

the rotating speed of the right driving shaft 5 is n when the automobile turns right₂The shaft spline of a tower shaft planet gear 2-11 in the n-delta n differential controller 2 is sleeved with an outer tower planet gear 2-2 and a main tower gear planet gear 2-3 which are fixed into a rigid whole, the rigid whole is arranged in a fan-shaped through hole of a controller planet carrier 2-1 and is marked K in figure 4, and the revolution speed n = n of the main differential force transmission 1_kDrives the main tower planet gear 2-3 of the differential controller 2, drives the outer tower planet gear 2-2 to rotate, drives the deceleration overrunning clutch teeth to rotate, and has the rotating speed of n₃N- Δ n, when the right drive shaft and the rotation speed n₂From n down to n₂=n₃At this time, the deceleration clutch teeth 2-4 are engaged with the tooth force-receiving plane of the outer ring teeth 2-12 as shown in FIG. 1 by reference H₂H 'is symbol in FIGS. 6 and 9'₁、H₁The rotation speed of the right drive shaft 5 is maximized within the range of the normal differential speed.

Right side wheel n of automobile capable of turning left₂，n₂When the speed is n + delta n, the speed reduction overrunning clutch teeth 2-4 in the differential speed controller 2 rotate at the speed n₃Smaller than the outer teethThe rings 2-5 are also smaller than the rotational speed n at which the right drive shaft 5 is connected together₂I.e. n₃＜n＜n₂At this time, the inclined planes of the decelerating overrunning clutch tooth ring 2-4 and the outer tooth ring 2-5 are mutually extruded to force the backward movement as shown in the mark G of figure 9₁And the pressure spring I2-6 is shortened, so that the finished differential speed is free from interference. Speed n of left-hand right-hand drive shaft 5₂The control function of the = n + delta n is that the tower shaft planet gears 2-11 and the tower shaft ring gears 2-10 in the differential controller 2 are constantly meshed, the internal splines of the tower shaft ring gears 2-10 are fixedly connected with the external splines of the tower shaft force transmission crankset 2-9 to form a rigid whole as shown by a mark E in figure 1, and the tower shaft force transmission crankset 2-9 is meshed with the internal crankset 2-8 as shown by a mark H in figure 1₁At the moment, the rotating speed of the tower shaft force transmission chain wheel 2-9 is n₄The rotating speed for controlling the inner tooth rings 2 to 8 and the right driving shaft 5 as a whole is n₂= n + Δ n, see fig. 7, 8 labeled H'₂、H₂The designed rotating speed of the tower shaft force transmission chain wheel 2-9 of the controller is n₄I.e. n₂=n₄= n + Δ n, when n₂The speed of rotation increasing from n to n₂=n₄N is controlled by the tower shaft force transmission chain wheel 2-9 occluding the inner tooth ring 2-8₂＞n₄The right driving shaft 5 can only be at n when the automobile turns left₂=n₄The maximum driving efficiency is achieved. Make them turn left n₄And right turn n₃The right-hand drive shaft 5 is controlled separately for wheel-free idle slip at normal differential speeds, by the differential properties 2n = n₁+n₂And the maximum driving efficiency of the whole vehicle is achieved in real time by obtaining the maximum driving efficiency of the right driving shaft 5 and the maximum driving efficiency of the left driving shaft 4 in the same way.

The working principle of the clutch device 3 in the invention is as follows:

when the automobile runs forwards and turns a big bend or backs linearly, the clutch is not disengaged, when the automobile backs and turns a small bend, the clutch teeth are disengaged, the shifting fork ring 3-4 pulls the bolt column 3-3 under the action of external force, and the pin shaft 3-2 fixed by the sliding ring 3-1 connected with the bolt column 3-3 through threads pulls the inner and outer tooth rings 2-5, 2-8 to compress the springs I2-6 and II 2-7 to shorten, so that the differential speed of the reverse turning small bend can be completed by the tooth disengagement. When the vehicle moves forwards, the external force of the shifting fork ring 3-4 is cancelled, the teeth automatically return to the original position, and the normal occlusion constant differential speed of arbitrary differential speed driving and linear reversing is achieved when the vehicle moves forwards.

The working sequence of the main differential transmission device is as follows: the differential comprises a left differential shell, a disk inner bevel gear planet carrier, a right differential shell, a pin shaft, a planetary gear, a left force transmission gear shaft, a right force transmission gear, a left driving shaft and a right driving shaft.

The working sequence of the differential speed controller in the invention is as follows:

a. form the revolution speed n of the controller₁Main speed of force transmission n = n_kThe working sequence of (1):

a disc inner cone gear planet carrier, a main tower planet gear, a controller planet carrier, a left force transmission gear and a right driving shaft;

b. the working sequence of the right-turning right driving shaft rotating speed control unit is as follows:

an outer tower planet gear, an outer gear ring, a reduction overrunning clutch gear ring, an outer gear ring, a spring I and a right driving shaft;

c. the working sequence of the left-turning right driving shaft rotating speed control unit is as follows:

a tower shaft planetary gear, a tower ring gear, a tower shaft force transmission toothed disc, an inner toothed ring, a spring II and a right driving shaft;

the working sequence of the clutch in the invention is as follows: a shifting fork ring, a bolt column, a sliding ring, a pin column, an outer tooth ring, an inner tooth ring, a spring I and a spring II.

The invention discloses a functional analysis of an overrunning differential, which comprises the following steps: maximum drive efficiency when verifying steering flexibility while maintaining all terrain weather:

the invention relates to a revolution speed n (n = n) of a reduction overrunning clutch ring of a differential controller and a main differential transmission in an overrunning differential_k) Has a speed reduction multiple relation K₁Revolution n (n = n) of the main differential transmission_k) Rotating speed n of toothed disc for transmitting force with tower shaft₄Has a speed increasing multiple relation K₂N is determined₃、n₄By the differential property 2n = n₁+ n₂See FIG. 2 for derivation of K₁、K₂Calculating the formula:

example (c): the rotation speed of the rear inner wheel and the outer wheel is n when a certain automobile turns under the conditions that the wheel and wheel base parameters are fixed and the minimum turning diameter of the automobile is limited when the automobile turns left and right₁、n₂，n₁=n±Δn，n₂The maximum increase and decrease Δ n = ± 200 is calculated for n ± Δ n, and the following are obtained: k₁=1.143、K₂=1.5, in the process of straight-line driving to the turning limit Δ n =200, let

Calculating differential rotation speed n of controller in left and right turning based on the conditions of delta n =50, delta n =100, delta n =150 and delta n =200_3、n₄And differential speed n of main differential_1、n₂See figure 12 for the differential speed versus drive capability efficiency,

where a represents the curve of the left turn right outside wheel drive shaft speed of the vehicle,

a' -represents controller K₂N of =1.5₄The curve of the speed of rotation is,

in the figure B-representing the right inner wheel drive shaft speed curve when the vehicle is turning right,

b' -represents the controller K₁N of =1.143₃The curve of the speed of rotation is,

from the vehicle driving force utilization map 12, it is explained that: when the automobile turns left, the working efficiency of the automobile is n₄Control of normal driving turning differential n₂The line A' is controlled by the line A which can not exceed the unnecessary high rotating speed, so that the maximum working efficiency is achieved;

when the automobile turns right n₂N-delta n, the operating efficiency of the vehicle is n₃Control of n by the B' curve of₂The B line can only work at normal differential speed to reach n₂Operation efficiency maximization of = n- Δ n;

thus, the automobile turns left and right n₄、n₃Respectively control n₂Let n be₂=n₄Or n₂=n₃Never exceed n₁=n±Δ n or n₂And the rotating speed range of n +/-delta n ensures the maneuverability and the maximum driving force of the left and right differential running of the single-side wheel. By differential 2n = n₁+n₂The technology of the invention completely controls n when the automobile turns left and right₁And n₂The normal differential range is satisfied and the maximum driving efficiency is obtained.

Claims

1. An overrunning differential, comprising: the differential mechanism consists of a main differential transmission device, a differential controller, a clutch, a left driving shaft and a right driving shaft;

the main differential force transmission device consists of a differential left shell, a disc inner bevel gear planet carrier, a differential right shell, a pin shaft, a planetary gear, a left force transmission gear and a right force transmission gear;

the differential speed controller is arranged in an inner cavity of a disc inner bevel gear planet carrier of the main differential speed power transmission device; the differential controller is an inner ring wheel rotating speed control unit for turning of the automobile, which is composed of a controller planet carrier, an outer lap planetary gear, a main lap planetary gear, a tower shaft planetary gear, an outer gear ring, a speed reduction overrunning clutch gear ring, an outer gear ring and a spring I; the automobile turning outer wheel rotating speed control unit consists of a main tower planetary gear, a tower shaft planetary gear, a tower ring gear, a tower shaft force transmission toothed disc, an inner toothed ring and a spring II;