CN117345834A - Automatic limited slip interaxial differential of fixed-axis gear train - Google Patents
Automatic limited slip interaxial differential of fixed-axis gear train Download PDFInfo
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- CN117345834A CN117345834A CN202311307586.1A CN202311307586A CN117345834A CN 117345834 A CN117345834 A CN 117345834A CN 202311307586 A CN202311307586 A CN 202311307586A CN 117345834 A CN117345834 A CN 117345834A
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- 230000007246 mechanism Effects 0.000 description 25
- 238000010586 diagram Methods 0.000 description 3
- 230000008878 coupling Effects 0.000 description 2
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- 238000005859 coupling reaction Methods 0.000 description 2
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H48/00—Differential gearings
- F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H48/00—Differential gearings
- F16H48/06—Differential gearings with gears having orbital motion
- F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H48/00—Differential gearings
- F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
- F16H2048/202—Arrangements for suppressing or influencing the differential action, e.g. locking devices using freewheel clutches
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Abstract
The invention provides an automatic limited slip inter-axle differential of a fixed-axis gear train, which consists of a shell, a main differential, a fixed-axis gear train differential controller, a front driving half axle and a rear driving half axle, wherein the main differential has the same principle as an open differential and has the function of automatic differential, the fixed-axis gear train differential controller consists of a fixed-axis gear train unit, a front clutch unit and a rear clutch, the fixed-axis gear train unit and the front clutch unit are arranged on the front driving half axle, the rear clutch is arranged on the rear front driving half axle, the fixed-axis gear train differential controller can automatically limit the maximum speed and the minimum speed of the front driving half axle and the rear driving half axle, has the function of automatic limited slip, can automatically distribute the torque of a driving half axle on the slip side to the driving half axle on the normal running side, and can realize full-time full-driving by matching with the limited-pulley inter-differential so that the vehicle has the full-terrain full-working condition passing capability.
Description
Technical Field
The invention belongs to the technical field of automobile differentials, and particularly relates to an automatic limited slip interaxle differential of a fixed-axis gear train.
Background
The interaxle differential is also referred to as a center differential. For a multi-axis drive vehicle, the drive axles are connected by a drive shaft. The inter-axle differential may provide different input angular velocities to each drive axle to eliminate slippage of each axle drive wheel. When a four-wheel drive vehicle turns, the rotation speed of each wheel is different because the turning radius of each wheel is different, if the rotation speed of each wheel is the same, the vehicle has no way to turn at all, and if the vehicle turns forcibly, a driving shaft between two driving axles breaks, in this case, the vehicle needs to be provided with an inter-axle differential mechanism between the two driving axles to realize differential speed, and one fixed rotation speed output by a gearbox is decomposed into different rotation speeds to be transmitted to different driving axles. If a wheel of a four-wheel drive vehicle loses traction and the slipping vehicle loses most of its power, a limited slip inter-axle differential is required to limit the rotational speed of the slipping drive axle to help the vehicle better break free of dilemma.
Currently, mainstream inter-axle differentials such as multi-disc clutch type inter-axle differential, viscous coupling type inter-axle differential and the like have the capability of adjusting the torque of front and rear axles, but all have the defects of small torque distribution proportion, easy overheat failure during high-load operation and the like, are difficult to adapt to complex environments, are more difficult to apply to commercial vehicles with large torque, are generally only used on small passenger vehicles, and the inter-axle differential needing electronic control is poorer in reliability in severe environments, has higher cost and is difficult to apply to heavy vehicles, so that the general heavy vehicles commonly use differential locks to meet the limited slip requirement.
Disclosure of Invention
The invention aims to provide a novel automatic limited slip interaxial differential of a fixed-axis gear train, so as to solve the problems of the conventional interaxial differential. The invention has the advantages of pure mechanical structure, high reliability, large transmission torque, difficult damage and difficult interference, and can automatically adjust the rotation speed of the front and rear axles of the vehicle and automatically distribute the torque of the front and rear axles according to the running condition. The invention can realize the automatic distribution of the rotating speeds and the torques among different tires under the condition of being matched with the differential mechanism among the automatic limiting pulleys, so that the vehicle can have the passing capability of all-terrain all-condition, if the vehicle slides on a certain wheel when driving on a severe road surface, the invention can limit the rotating speed of a driving axle at the sliding wheel side, the torque of the driving axle at the sliding side can be automatically distributed on other driving axles, and the vehicle can stably get rid of the trouble and then normally drive.
In order to achieve the above purpose, the present invention adopts the following technical scheme: an automatic limited slip interaxial differential of a fixed-axis gear train is characterized in that: the automatic clutch comprises a shell, a main differential, a fixed-axis gear train differential controller, a front driving half shaft and a rear driving half shaft, wherein the fixed-axis gear train differential controller comprises a fixed-axis gear train unit, a front clutch unit and a rear clutch unit, the fixed-axis gear train unit and the front clutch unit are arranged on the front driving half shaft, the rear clutch unit is arranged on the rear driving half shaft, the front clutch unit comprises a front clutch and a front overrunning clutch, the rear clutch unit comprises a rear clutch and a rear overrunning clutch, the output end of the front overrunning clutch is connected with the front driving half shaft through a spline, the output end of the rear overrunning clutch is connected with the rear driving half shaft through a spline, and then the front spring of the front overrunning clutch and the rear spring of the rear overrunning clutch are matched;
can be realized by a differential controller of a fixed-axis gear train, and the rotation speed of the front driving half shaft is limited not to be lower than the minimum rotation speed n min And not higher than the maximum rotation speed n max Limiting the rotational speed of the rear drive half shaft not to be lower than the minimum rotational speed n min And not higher thanMaximum rotation speed n max 。
The fixed-axis gear train unit comprises a first internal gear, a second internal gear, a first gear, a second gear, a first support, a second support, a gear support and a transmission shaft, wherein the first support and the driven gear as well as the first internal gear are connected into a whole through bolts, the first gear and the second gear are connected with the transmission shaft through splines, the transmission shaft is fixed on the gear support, the gear support is fixed on the differential shell, and the second internal gear is connected with the second support into a whole through bolts; the fixed axis gear train unit proportionally amplifies the rotation speed of the driven gear to the maximum rotation speed n max The front clutch unit is matched again to limit the rotation speed of the front driving half shaft not to be higher than the maximum rotation speed n max And limiting the rotation speed of the rear drive half shaft not to be lower than the minimum rotation speed n min 。
Further, the front clutch and the second internal gear are connected into a whole through a bolt, the front overrunning clutch is positioned at the front side of the front clutch, the inner side of the output end of the front overrunning clutch is connected with the front driving half shaft through a spline, the front spring of the front overrunning clutch is a wave spring and is positioned at the front side of the front overrunning clutch to help the front overrunning clutch reset, the rear clutch is positioned at the rear side of the planet carrier, the input end of the rear clutch is connected with the planet carrier into a whole through a bolt, the rear overrunning clutch is positioned at the rear side of the rear clutch, the inner side of the output end of the rear overrunning clutch is connected with the rear driving half shaft through a spline, and the rear spring of the rear overrunning clutch is a wave spring and is positioned at the rear side of the rear overrunning clutch to help the rear overrunning clutch reset.
Furthermore, the front overrunning clutch and the rear overrunning clutch are of inclined tooth-shaped embedding structures, the output end rotating speed of the front overrunning clutch and the rear overrunning clutch is in a disengaging state when being smaller than the input end rotating speed, otherwise, the front overrunning clutch and the rear overrunning clutch are in an engaging state, and the front overrunning clutch and the rear overrunning clutch are engaged when rotating in the forward direction and disengaged when rotating in the reverse direction.
The main differential consists of an input gear shaft, a driven gear, a small central gear, a planetary gear, a large central gear and a planetary carrier, wherein the input gear shaft is meshed with the driven gear, the driven gear is connected with the planetary carrier through bolts, the small central gear is connected with a front driving half shaft through a spline, and the large central gear is connected with a rear driving half shaft through a spline, so that automatic differential and torque distribution of the front and rear driving half shafts are realized.
In the present invention, if the rotation speed of the driven gear is n 0 Then the rotation speed of the ordinary gear train is increased to n in equal proportion max While the rotation speed of the planet carrier is still n 0 The rotational speed of the current drive half shaft is increased to n max When the front overrunning clutch is in the engaged state, the front driving half shaft is equivalent to being connected with the differential mechanism controller of the fixed-axis gear train into a whole, and the differential mechanism controller of the fixed-axis gear train can limit the rotation speed of the front driving half shaft to continuously rise so that the rotation speed of the front driving half shaft does not exceed the maximum speed n max At the same time, the rotation speed of the rear driving half shaft is not lower than the minimum speed n min While the rotational speed of the rear drive half shaft is increased to n max When the rear overrunning clutch is engaged, the rear driving half shaft is equivalent to being connected with the planet carrier into a whole, and the planet carrier can limit the rotation speed of the rear driving half shaft to be continuously increased, so that the rotation speed of the rear driving half shaft does not exceed the maximum speed n max At the same time, the rotating speed of the front driving half shaft is not lower than the minimum speed n min 。
In the invention, when the vehicle is reversed, the front clutch and the rear clutch are in a disengaged state, and the differential controller of the fixed-axis gear train is invalid, so that the invention can avoid damage caused by motion conflict.
In the invention, when the vehicle normally moves straight or turns, the front overrunning clutch and the rear overrunning clutch are in a disengaged state, the ordinary gear train differential controller is in an idle state and does not work, when the front wheel or the rear wheel of the vehicle slips, the front overrunning clutch or the rear overrunning clutch is in an engaged state, and the other overrunning clutch is in a disengaged state, and the rotating speed of the front driving half shaft can be limited to n through the ordinary gear train differential controller and the main differential mechanism min To n max In between, the rotation speed of the rear driving half shaft is limited to n min To n max The front and rear driving half axle torque can be automatically distributed, and the front and rear driving half axle torque automatic differential speed limiting device has the functions of automatic differential speed, automatic slip limiting and automatic torque distribution.
The beneficial effects of the invention are as follows: the working principle of the main differential mechanism in the invention is similar to that of an open differential mechanism, but the main differential mechanism can distribute torque according to the gear ratio; the key mechanism in the invention is a differential controller of a fixed-axis gear train, which can realize automatic differential and simultaneously has the capability of automatically limiting the rotation speed of a driving half shaft at the slip side when a vehicle slips, and simultaneously automatically distributes the torque of a front driving half shaft and a rear driving half shaft; the invention can realize the full-time full-drive function under the cooperation of the limited slip differential between the front wheel and the rear wheel, so that the vehicle has the passing capability of all-terrain full-working conditions, and even if only one wheel has adhesive force, the vehicle still has the escaping capability; the invention is of a pure mechanical structure, has the advantages of large bearing torque, high reliability, low cost, easy production and the like, is relatively suitable for being applied to heavy vehicles such as heavy off-road vehicles, commercial vehicles and the like, can replace differential locks, fills the blank of an interaxle differential in the field of heavy vehicles, and has very wide market prospect.
Drawings
FIG. 1 is a general cross-sectional view of the structure of an automatic limited slip interaxle differential of a fixed-axis gear train of the present invention.
FIG. 2 is a schematic diagram of the operation of an automatic limited slip interaxle differential of the present invention.
FIG. 3 is a schematic diagram of the exploded structure of a portion of the automatic limited slip interaxle differential of the present invention.
FIG. 4 is a schematic diagram of the external configuration of an automatic limited slip interaxle differential of a fixed-axis gear train according to the present invention.
Fig. 5 is a schematic view of the structure of the main differential portion in the present invention.
Fig. 6 is a schematic structural view of the ordinary gear train unit in the present invention.
Fig. 7 is a schematic structural view of the front clutch unit in the present invention.
Fig. 8 is a schematic structural view of the rear clutch unit in the present invention.
Fig. 9 is a front view of the carrier in the present invention.
Fig. 10 is a cross-sectional view A-A of fig. 9.
Detailed Description
Embodiments of the present invention are described in further detail below with reference to the accompanying drawings.
As shown in fig. 1 and 3, an automatic limited slip interaxial differential of a fixed-axis gear train consists of a shell, a main differential, a fixed-axis gear train differential controller, a front driving half shaft 23 and a rear driving half shaft 24; the differential controller of the ordinary gear train consists of an ordinary gear train unit, a front clutch unit and a rear clutch unit, wherein the ordinary gear train unit and the front clutch unit are arranged on a front driving half shaft, the rear clutch unit is arranged on a rear driving half shaft, the front clutch unit comprises a front clutch and a front overrunning clutch, the rear clutch unit comprises a rear clutch and a rear overrunning clutch, the output end of the front overrunning clutch is connected with the front driving half shaft through a spline, the output end of the rear overrunning clutch is connected with the rear driving half shaft through a spline, and then the front spring of the front overrunning clutch and the rear spring of the rear overrunning clutch are matched to realize automatic engagement and disengagement;
can be realized by a differential controller of a fixed-axis gear train, and the rotation speed of the front driving half shaft is limited not to be lower than the minimum rotation speed n min And not higher than the maximum rotation speed n max Limiting the rotational speed of the rear drive half shaft not to be lower than the minimum rotational speed n min And not higher than the maximum rotation speed n max 。
Further, as shown in fig. 1, the housing includes an upper housing 28 and a lower housing 29, and the upper housing 28 and the lower housing 29 are connected by a bolt assembly.
As shown in fig. 1 and fig. 3-fig. 9, the working principle of the main differential mechanism is similar to that of the open differential mechanism, and the main differential mechanism is a differential gear train, but the main differential mechanism is structurally different from the open differential mechanism, and the main differential mechanism structurally comprises a driving gear 1, a driven gear 2, a planet carrier 3, a planet gear 4, a small central gear 5 and a large central gear 6, wherein the power output by an engine is transmitted through an input shaft 22 after passing through a gearbox, the driving gear 1 is connected with the input shaft 22 through a flat key, the driven gear 2 is meshed with the driving gear 1 and is arranged on a front driving half shaft 23, the planet carrier 3 is positioned at the rear side of the driven gear 2, a plurality of support shafts 3-1 are uniformly distributed along the circumference of the planet carrier 3, the planet gear 4 is arranged on the planet carrier 3 through the support shafts 3-1, the planet gear 4 is externally meshed with the small central gear 5, the planet gear 4 is internally meshed with the large central gear 6, the inner side of the small central gear 5 is connected with the front driving half shaft 23 through the flat key, and the large central gear 6 is connected with a rear driving half shaft 24 through the flat key into a whole; the input shaft 22, the front drive half shaft 23, and the rear drive half shaft 24 are rotatably supported on the housing by bearings, respectively, and first, second, and third couplings 25, 26, and 27 are mounted at the ends of the input shaft 22, the front drive half shaft 23, and the rear drive half shaft 24, respectively.
As shown in fig. 1, 3 and 6, the ordinary gear train unit includes a first bracket 7, a first internal gear 8, a first gear 9, a transmission shaft 10, a second bracket 11, a second gear 12, a second internal gear 13, the first bracket 7 being located on the front side of the driven gear 2 and connected thereto by bolts, the first internal gear 8 being connected to the first bracket 7 by bolts as a unit, the first internal gear 8 being internally meshed with the first gear 9, the first gear 9 and the second gear 12 being connected to the transmission shaft 10 by splines as a unit, the transmission shaft 10 being arranged on the second bracket 11, the second bracket 11 being fixed to the upper case by bolts, the second gear 12 being internally meshed with the second internal gear 13.
As shown in fig. 1, 3, 6, 7 and 8, the front clutch unit comprises a front clutch input end 14, a front overrunning clutch input end 15, a front overrunning clutch output end 16 and a front spring 17 of the front overrunning clutch, the rear clutch unit comprises a rear clutch input end 18, a rear overrunning clutch output end 19, a rear overrunning clutch output end 20 and a rear spring 21 of the rear overrunning clutch, the front clutch input end 14 is positioned at the front side of the second internal gear 13 and is connected with the second internal gear 13 into a whole through bolts, the front overrunning clutch input end 15 is positioned at the front side of the front overrunning clutch input end 14, the front overrunning clutch output end 16 and a front driving half shaft 23 are connected into a whole through splines, the front spring 17 of the front overrunning clutch is positioned at the front side of the front overrunning clutch output end 16 and resets the front overrunning clutch output end 16, the rear clutch input end 18 is positioned at the rear side of the planet carrier 3 and is connected with the rear overrunning clutch through bolts, the rear overrunning clutch output end 20 is positioned at the rear overrunning clutch output end 20 and the rear overrunning clutch output end 20 is connected with the rear overrunning clutch output end 20 through the rear overrunning clutch output end 24;
the front overrunning clutch input end 15 and the front overrunning clutch input end 15 are integrated, the rear overrunning clutch input end 19 and the front overrunning clutch input end 15 are integrated, the front overrunning clutch input end 15 and the front overrunning clutch input end 14 are connected through an inclined jaw structure, the front overrunning clutch input end 15 and the front overrunning clutch output end 16 are connected through an inclined jaw structure, the rear overrunning clutch input end 18 and the rear overrunning clutch input end 19 are connected through an inclined jaw structure, the rear overrunning clutch input end 19 and the rear overrunning clutch output end 20 are connected through an inclined jaw structure, the front springs 17 and the rear springs 17 and 21 are wave springs, and the front springs 17 and the rear springs 17 and 21 respectively support the front overrunning clutch output end 16 and the rear overrunning clutch output end 20 to enable the front overrunning clutch output end and the rear overrunning clutch output end 16 and the rear overrunning clutch output end 20 to automatically recover to the original positions through elastic potential energy.
In the present invention, when the rotational speeds of the output ends 16, 20 of the front and rear overrunning clutches are respectively smaller than the rotational speeds of the input ends 15, 19 of the front and rear overrunning clutches, the front and rear overrunning clutches are in a disengaged state, whereas when the rotational directions of the front and rear clutch input ends 14, 18 are in a forward direction, the front and rear clutch input ends 14, 18 are respectively in a engaged state with the front and rear overrunning clutch input ends 15, 19, and when the rotational directions are in a reverse direction, the front and rear overrunning clutches are in a disengaged state.
In the present invention, if the rotation speed of the driven gear 2 is n 0 The rotational speed of the input end 15 of the front overrunning clutch is amplified to n by the constant ratio of the ordinary gear train max And the rotation speed of the planet carrier 3 is n 0 The rotational speed of the current drive half shaft 23 is increased to n max When the front overrunning clutch input end 15 and the front overrunning clutch output end 19 are in the fit state, the front driving half shaft 23 is equivalent to being connected with the fixed-axis gear train into a whole, and the differential speed controller of the fixed-axis gear train can limit the rotation speed of the front driving half shaft 23 to continuously rise so that the rotation speed of the front driving half shaft 23 does not exceed the maximum speed n max While the rotational speed of the rear drive half shaft 24 is not lower than the minimum speed n min And when the rotational speed of the rear drive half shaft 24 increases to n max At this time, the rear overrunning clutch input 19 and the rear overrunning clutch output20 are in engagement, the rear drive half shaft 24 is equivalent to being integrally connected with the planet carrier 3, and the planet carrier 3 limits the rotation speed of the rear drive half shaft 24 to be increased continuously, so that the rotation speed of the rear drive half shaft 24 does not exceed the maximum speed n max While the rotational speed of the front drive half shaft 23 is not lower than the minimum speed n min 。
In the present invention, the speed of the front drive half shaft 23 can be limited to n by the differential controller of the fixed-axis train when the vehicle is running in the forward direction min To n max Between, limiting the speed of the rear drive half shaft 24 to n min To n max The front and rear clutch inputs 14, 18 and the front and rear overrunning clutch inputs 15, 19 are automatically disconnected when the vehicle runs in the reverse direction, and the differential gear of the fixed-axis gear train is disabled, so that the damage caused by the motion collision can be avoided.
The working principle of the invention is described as follows: the working principle of the differential mechanism between the automatic limited slip shafts of the fixed-axis gear train is shown in figure 2, the working principle of the differential mechanism is similar to that of the open differential mechanism, the differential mechanism can realize the differential function, but the differential mechanism is structurally different, power from the gear box is input through the input shaft 12 and distributed to the front driving half shafts 13 and the rear driving half shafts 14 through the main differential mechanism, the normal differential function can be realized, the torque input to the front driving half shafts 13 and the rear driving half shafts 14 is distributed according to the gear ratio of the small central gear 4 and the large central gear 5, the driven gear 2 is connected with the differential mechanism of the fixed-axis gear train and drives the differential mechanism to rotate, the rotating speed of the input end of the front overrunning clutch 10 is amplified in the same proportion as that of the driven gear 2 through the fixed-axis gear train, the rotating speed of the output end of the front overrunning clutch 10 and the output end of the rear overrunning clutch 11 are not greater than the rotating speed of the input end when the normal differential mechanism is in a disengaging state, the differential mechanism of the fixed-axis gear train is not in an idle state, and the overrunning clutch is in a maximum slip state when the wheels slip is carried out, and the overrunning clutch is in a slip limit state when the wheels slip is realized.
The working principle of the present invention will be described in detail with reference to fig. 2:
let the rotation speed input to the driven gear 2 be n 0 Torque is M 0 。
The tooth number relation of each gear in the main differential is as follows:
the transmission ratio of the small sun gear 4 and the large sun gear 5 is:
is provided with->
From the above, the rotational speed relationship between the small sun gear 4 and the large sun gear 5 is:
because the small sun gear 4 and the front drive half shaft 13 are integrated, the large sun gear 5 and the rear drive half shaft 14 are integrated, n 13 ＝n 4 ，n 14 ＝n 5 The torque relationship of the small sun gear 4 and the large sun gear 5 is:
the transmission ratio of the fixed-axis gear train in the fixed-axis gear train differential controller is as follows:
let k be 2 ＝i 69 ，
The rotational speed n of the second internal gear 9 can be obtained 9 Then the maximum rotational speed n of the front drive half shaft 13 max The method comprises the following steps:
n max ＝n 9 ＝k 2 ·n 0
when determining the maximum rotational speed of the front drive half shaft 13, the minimum rotational speed n of the rear drive half shaft can be obtained from the rotational speed relationship of the small sun gear 4 and the large sun gear 5 min ，
For convenience of explanation of practical situation, let k be 1 ＝2.33,k 2 =1.15, then the torques of the small sun gear 4 and the large sun gear 5 can be calculated as M according to the formula 4 ＝0.3M 0 And M 5 ＝0.7M 0 Maximum rotational speed n of the front drive half shaft 13 max ＝1.15n 0 Minimum rotational speed n of rear drive half shaft 14 min ＝0.936n 0 ；
When the vehicle is normally in straight running or steering, the rotation speed of the front driving half shaft 13 and the rear driving half shaft 14 is not higher than the maximum speed, the front overrunning clutch 10 and the rear overrunning clutch 11 are in a disengaging state, the fixed-axis differential controller is in an idle state and is not in action, and power is transmitted to the front driving half shaft 13 and the rear driving half shaft 14 through the main differential, and the specific transmission paths are as follows: power is input from the input shaft 12, transmitted through the driving gear 1 to the driven gear 2 and then to the planetary gears 3, with some power being transmitted through the small sun gear 4 to the front drive half shaft 13 connected thereto and some power being transmitted through the large sun gear 5 to the rear drive half shaft 14 connected thereto. When the vehicle is traveling straight, the rotation speed of the driven gear 2 and the front drive half shaft 13 and also the rear drive half shaft 14 is n 2 ＝n 13 ＝n 14 ＝n 0 Their torque is M 2 ＝M 0 、M 13 ＝0.3M 0 、M 14 ＝0.7M O . When steering, the rotation speed of the front driving half shaft 13 is higher because the turning radius of the front wheel is larger and the rotation speed of the front driving half shaft 13 is higher, and the rotation speeds of the driven gear 2, the front driving half shaft 13 and the rear driving half shaft 14 are respectively n 2 ＝n 0 、n 0 <n 13 <n max ＝1.15n 0 、0.936n 0 ＝n min <n 14 <n 0 Their torque is M 2 ＝M 0 、M 13 ＝0.3M 0 、M 14 ＝0.7M O ；
When the front wheel of the vehicle slips, the front overrun clutch 10 is in the engaged state, the rear overrun clutch 11 is in the disengaged state, power is transmitted to the front and rear drive half shafts 13, 14 via the main differential, the rotational speed of the front drive half shaft 13 is increased due to the increase of the rotational speed of the front wheel, and the speed of the front drive half shaft 13 and the rotational speed n of the front overrun clutch 10 are increased 10 In the same way, the front overrunning clutch 10 is engaged and the rotational speed of the front drive half shaft 13 is limited not to exceed the maximum rotational speed n max The rotational speed of the rear drive half shaft 14 is now the minimum rotational speed n min The method comprises the steps of carrying out a first treatment on the surface of the The power is transmitted to the front driving half shaft 13 and the rear driving half shaft 14 through the main differential, and part of the power of the front driving half shaft 13 is transmitted back to the main differential through the fixed-axis differential controller and then transmitted to the rear driving half shaft 14, wherein the specific transmission path is as follows: the power is transmitted to the front driving half shaft 14 and the rear driving half shaft 15 through the main differential, part of the power transmitted to the front driving half shaft 13 passes through the front overrunning clutch 10, the second internal gear 9, the second gear 8, the first gear 7, the first internal gear 6 and the driven gear 2, and then is transmitted to the rear driving half shaft 14 through the main differential, so that the torque in the front driving half shaft 13 can be distributed to the rear driving half shaft 14 more, the automatic limited slip and the automatic torque distribution can be realized, and the vehicle can be smoothly and quickly separated from the dilemma. The rotational speeds of the driven gear 2 and the front and rear drive half shafts 13, 14 are n, respectively 2 ＝n 0 、n 13 ＝n max ＝1.15n 0 、n 14 ＝n min ＝0.936n 0 Their torque is M 2 ＝M 0 、M 13 <0.3M 0 、M 14 >0.7M O ；
When the rear wheel of the vehicle slips, the rear overrunning clutch 11 is in the engaged state, the front overrunning clutch 10 is in the disengaged state, and the rear driving half shaft 14 rotatesThe speed increases due to the rising speed of the rear wheels, when the speed of the rear drive half shaft 14 and the speed n of the driven gear 2 are increased 0 In the same way, the rear overrunning clutch 11 is engaged, and the rotational speed of the rear drive half shaft 14 is limited not to exceed the maximum rotational speed n 0 At this time, the rotation speed of the front driving half shaft 13 is the minimum rotation speed n 0 . The power is transmitted to the front driving half shaft 13 and the rear driving half shaft 14 through the main differential, and part of the power of the rear driving half shaft 14 is transmitted back to the main differential through the rear overrunning clutch 11 and then transmitted to the front driving half shaft 13, wherein the specific transmission path is as follows: the power is transmitted to the front driving half shaft 13 and the rear driving half shaft 14 through the main differential, part of the power transmitted to the rear driving half shaft 14 is transmitted to the driven gear 2 through the matched rear overrunning clutch 11, and then transmitted to the front driving half shaft 13 through the main differential, so that the torque in the rear driving half shaft 14 can be distributed to the front driving half shaft 13 more, the automatic limited slip and the automatic torque distribution are realized, and the vehicle can be smoothly and quickly separated from the dilemma. The rotational speeds of the driven gear 2 and the front and rear drive half shafts 13, 14 are n, respectively 2 ＝n 0 、n 13 ＝n 0 、n 14 ＝n 0 Their torque is M 2 ＝M 0 、M 13 >0.3M 0 、M 14 <0.7M O ；
When the vehicle runs in a reverse way, the connection between the fixed-axis differential controller unit and the front driving half shaft and the rear driving half shaft is automatically disconnected, the fixed-axis differential controller unit does not work, and the power transmission path is as follows: power is input from the driven gear 2 and transferred to the planetary gears 3, a portion of which is transferred through the small sun gear 4 to the front drive half shaft 13 connected thereto and another portion of which is transferred through the large sun gear 5 to the rear drive half shaft 14 connected thereto. The rotation speed of the driven gear 2 is n 2 ＝n 0 The rotational speeds of the front and rear drive half shafts 13, 14 are automatically distributed according to the driving situation, and the torques thereof are respectively M 2 ＝M 0 、M 13 ＝0.3M 0 、M 14 ＝0.7M O 。
In summary, the invention can meet the requirements of automatic differential and automatic limited slip of the vehicle no matter the vehicle is in a state of straight running, steering or slipping, and can ensure that the vehicle can quickly and stably get rid of the problem when facing bad road conditions.
In summary, the four-wheel drive vehicle can meet the requirements of automatic differential speed and automatic limited slip of the vehicle and automatic torque distribution no matter in a straight running, steering or slipping state, can ensure the normal running of the vehicle, and has the function of automatic differential speed even when the vehicle is reversed.
Claims (4)
1. An automatic limited slip interaxial differential of a fixed-axis gear train is characterized in that: the automatic clutch comprises a shell, a main differential, a fixed-axis gear train differential controller, a front driving half shaft and a rear driving half shaft, wherein the fixed-axis gear train differential controller comprises a fixed-axis gear train unit, a front clutch unit and a rear clutch unit, the fixed-axis gear train unit and the front clutch unit are arranged on the front driving half shaft, the rear clutch unit is arranged on the rear driving half shaft, the front clutch unit comprises a front clutch and a front overrunning clutch, the rear clutch unit comprises a rear clutch and a rear overrunning clutch, the output end of the front overrunning clutch is connected with the front driving half shaft through a spline, the output end of the rear overrunning clutch is connected with the rear driving half shaft through a spline, and then the front spring of the front overrunning clutch and the rear spring of the rear overrunning clutch are matched;
can be realized by a differential controller of a fixed-axis gear train, and the rotation speed of the front driving half shaft is limited not to be lower than the minimum rotation speed n min And not higher than the maximum rotation speed n max Limiting the rotational speed of the rear drive half shaft not to be lower than the minimum rotational speed n min And not higher than the maximum rotation speed n max 。
2. The automatic limited slip interaxle differential of a common-axis gear train of claim 1, wherein: the fixed axis gear train unit comprises a first internal gear, a second internal gear, a first gear, a second gear, a first bracket, a second bracket, a gear bracket and a transmission shaft, wherein the first bracket and the driven gear and the first internal gear are connected into a whole through bolts, and the first gear is connected with the second gear through boltsThe second internal gear is connected with the second bracket through bolts into a whole; the fixed axis gear train unit proportionally amplifies the rotation speed of the driven gear to the maximum rotation speed n max The front clutch unit is matched again to limit the rotation speed of the front driving half shaft not to be higher than the maximum rotation speed n max And limiting the rotation speed of the rear drive half shaft not to be lower than the minimum rotation speed n min 。
3. The automatic limited slip interaxle differential of a common-axis gear train of claim 2, wherein: the input end of the front clutch is connected with the second bracket into a whole, the output end of the front clutch is connected with the input end of the front overrunning clutch into a whole, the output end of the rear clutch is connected with the input end of the rear overrunning clutch into a whole, the output end rotating speed of the front overrunning clutch and the rear overrunning clutch is in a disengaging state when being lower than the rotating speed of the input end, otherwise, the front overrunning clutch and the rear overrunning clutch are in an engaging state when rotating in the forward direction, and the front overrunning clutch and the rear overrunning clutch are in an engaging state when rotating in the reverse direction; when the vehicle is reversed, the front clutch and the rear clutch are in a disengaged state, and the differential controller of the fixed-axis gear train can be disabled.
4. A fixed-axis gear train automatic limited slip inter-axle differential according to claim 1 or 2 or 3, wherein: the main differential consists of an input gear shaft, a driven gear, a small central gear, a planetary gear, a large central gear and a planetary carrier, wherein the input gear shaft is meshed with the driven gear, the driven gear is connected with the planetary carrier through bolts, the small central gear is connected with a front driving half shaft through a spline, the large central gear is connected with a rear driving half shaft through a spline, and automatic differential and torque distribution of the front and rear driving half shafts can be realized.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311307586.1A CN117345834A (en) | 2023-10-10 | 2023-10-10 | Automatic limited slip interaxial differential of fixed-axis gear train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311307586.1A CN117345834A (en) | 2023-10-10 | 2023-10-10 | Automatic limited slip interaxial differential of fixed-axis gear train |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117345834A true CN117345834A (en) | 2024-01-05 |
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ID=89368562
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311307586.1A Pending CN117345834A (en) | 2023-10-10 | 2023-10-10 | Automatic limited slip interaxial differential of fixed-axis gear train |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117345834A (en) |
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2023
- 2023-10-10 CN CN202311307586.1A patent/CN117345834A/en active Pending
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