1871results about "Differential gearings" patented technology

The invention relates to the technical field of intelligent oil injection control, in particular to a limited slip differential gear oil performance directional optimization method and system.The limited slip differential gear oil performance directional optimization method comprises the following steps that the temperature rise rate is collected through a temperature sensor to calculate the gear shaft elongation, and a meshing clearance trend vector is generated by combining differential temperature time sequence analysis; the stability correction is calculated by fusing oil film thickness data, the injection angle compensation driving servo motor is solved based on vector projection, the adhesion factor index is constructed by coupling the oil injection feedback and the oil film difference, the oil product meeting the tension condition is switched when the limit is exceeded, and the lubrication recovery performance is evaluated. According to the method, gear shaft temperature rise and differential mechanism temperature gradient data are collected in real time, meshing clearance accurate prediction is achieved by combining expansion coefficient analysis, stability judgment is improved by fusing oil film thickness data, jet precision is optimized based on a vector projection dynamic compensation jet angle, and an adhesion factor index containing a phase difference is constructed to achieve lubrication attenuation early warning. And oil products are accurately switched by dynamically matching tension and viscosity threshold values, so that friction loss is reduced.

A vehicle drive device includes a rotating electric machine disposed on a first axis, an output gear mechanism and an output member disposed on a second axis, and a case that houses these elements. The second axis is disposed below the first axis, a suction port of an oil pump is disposed below the first axis and the second axis and between the first axis and the second axis in a width direction, an outermost gear is disposed so that a direction of rotation at a lower end portion of the outermost gear during forward movement of a vehicle points toward the suction port, and a part of a peripheral wall section of the case that faces a lower surface of the rotating electric machine is inclined downward toward the suction port.

In a left-right wheel drive device (10) that accommodates, in a casing (4), two electric motors (1, 2) spaced apart from each other and a planetary gear mechanism (3) arranged so as to be offset on a first side in an axial direction, a pair of motor shafts (11), a pair of counter shafts (12), and two output shafts (13, 14) are arranged in parallel. The first output shaft (13) is arranged on the first side from the planetary gear mechanism (3) and is fixed with a carrier (3C) at an end portion of a second side thereof. The second output shaft (14) is longer than the first output shaft (13) and is fixed with the second sun gear (3S2) at an end portion on the first side thereof. The second output shaft (14) is rotatably supported by roller bearings (35, 36) at the end portion on the second side and a position on the second side from a driven gear meshing with the second counter gear.

The invention discloses a transmission mechanism and an all-terrain vehicle using the transmission mechanism, the transmission mechanism comprises a linkage assembly, an output shaft, two sets of transmission parts, a sensor module and a controller, the linkage assembly is connected with the output shaft, and the two sets of transmission parts are arranged on the two sides of the linkage assembly respectively; each transmission part comprises a first transmission part, a second transmission part, a supporting part, a first friction part, a second friction part, an extrusion module and a driving unit, the first transmission parts are connected with the output shaft, the second transmission parts are rotationally connected with the supporting parts, and the first friction parts are connected with the first transmission parts; the second friction piece is connected with the second transmission piece and abuts against the first friction piece, the extrusion module abuts against the first friction piece or the second friction piece, the driving unit is connected with the extrusion module, and the controller is electrically connected with the driving unit and the sensor module. According to the transmission mechanism, the power loss is reduced, the all-terrain vehicle is helped to escape, and the control stability of a driver is improved.

A carrier rotatably supports a first pinion gear and a second pinion gear that rotate integrally with each other. One of the carrier and a ring gear is connected to a first gear so as to rotate integrally with the first gear. A second gear meshes with the first gear. The first gear and the second gear are each a double helical gear having a pair of tooth portions with mutually opposite helix directions. The first pinion gear and the second pinion gear are each a helical gear. The helix directions of the tooth portions of the first pinion gear and the second pinion gear are set such that the thrust load that the first pinion gear receives from a sun gear and the thrust load that the second pinion gear receives from the ring gear are opposite to each other.

The invention relates to an assembly (110) for a differential unit (10) of a vehicle (1), comprising: - a differential housing (24a, 24b) having a longitudinal axis (23), the differential housing (24a, 24b) being provided with a plurality of through-holes (25) formed therein; - a differential side gear (18) configured to be connected to a drive shaft (11) capable of being connected to a wheel of a vehicle, the differential side gear (18) being located inside the differential housing (24a) and being rotatably mounted relative to the differential housing (24a) around the longitudinal axis (23); - a blocking system (100) for blocking the differential unit (10) operation, comprising : • a blocking member (30) movable between a released position and a blocking position, and • an actuation system (50) for moving the blocking member (30) between said released and blocking positions.

The utility model discloses a limited slip locking differential which comprises a driving ring and a driven ring, the driving ring is connected with the driven ring in a meshed mode, and a separating mechanism is arranged between the driving ring and the driven ring. The driven ring sleeves the outer side of the shaft side gear and is in transmission connection with the shaft side gear; a limiting protruding ring and transmission teeth are integrally formed on the periphery of the shaft side gear, and the transmission teeth are located on one side of the limiting protruding ring and connected with a first transmission tooth groove formed in the inner circumferential side wall of the driven ring in a meshed mode. A positioning ring is arranged between the limiting convex ring and the driven ring, a second transmission tooth groove is formed in the inner circumferential side wall of the positioning ring, the positioning ring is in meshed connection with the transmission teeth through the second transmission tooth groove, and one side of the positioning ring makes contact with the limiting convex ring to achieve abutting limiting. The other side of the positioning ring is connected with the side wall of the side, away from the driving ring, of the driven ring through a damping mechanism.

[Problem] To provide an axle driving device with a locking differential gear assembly, wherein the pressing force from the clutch pack does not act on the bearings of a differential case when the differential function is restricted.[Solution] The clutch pack includes a clutch housing, a first friction plate, a second friction plate, and a reaction plate, the clutch housing is engaged with the differential case relatively non-rotatably and axially movably, the friction plates are engaged with an axle and the clutch housing, respectively, relatively non-rotatably and axially movably and in a superposed manner, the reaction plate adjacent to the friction plates can freely press them, and the clutch housing is disposed opposite to the reaction plate to face a wall, and a first thrust bearing is disposed therebetween.

The invention discloses a protection control method for a differential mechanism of a pure electric vehicle, which relates to the technical field of electric vehicle driving, and comprises the following steps: acquiring wheel speed signals of wheels on two sides of a vehicle driving shaft, and calculating the rotating speed difference of the wheels on two sides; according to the rotating speed difference, a protection torque upper limit value and a protection torque lower limit value under the current rotating speed are determined through a preset rotating speed and protection torque threshold value mapping table; judging whether the motor request torque exceeds the upper limit value or the lower limit value of the protection torque; if the time exceeds the preset activation delay time, activating the differential protection function; and in the state that the differential protection function is activated, the actual output torque is controlled to be between the protection torque upper limit value and the protection torque lower limit value. Abnormal abrasion or impact damage of internal elements of the differential mechanism caused by excessive slip of a single-side wheel can be effectively avoided, so that the service life of the differential mechanism is greatly prolonged, the maintenance cost is reduced, and intense driving control and power requirements are met.

A coaxial drive unit is provided with a motor coaxial with a first axis. The drive unit has a differential that is coaxial with the first axis and includes a differential gear set for differential torque transmission to paired axles, an output shaft driven by the motor to rotate about the first axis and having a through-hole that allows one of the paired axles to reach the differential from an exterior. A transmission shaft is rotatable about a second axis parallel with the first axis and in mesh with both the output shaft and the differential to transmit the torque from the motor to the differential, a clutch is disposed between the motor and the differential gear set to limit a differential motion or disconnectably connect the output shaft with the differential, and an actuator is disposed above the first axis and configured to drive the clutch.

A locking differential may be an electric locking differential with a bushing and an annular position sensor which are affixed. The bushing and the annular position sensor may axially translate relative to an actuation side housing of the electric locking differential. A target ring may be affixed to the actuation side housing. The target ring may be at a fixed axial position relative to a locking side gear. The annular position sensor may be at a fixed axial position relative to a clutch plate. The annular position sensor may determine a relative axial position between the annular position sensor and the target ring. The relative axial position may indicate a relative axial position between the clutch plate and the locking side gear, thereby indicating whether the electric locking differential is locked or unlocked.

A roller spring member for an overrunning clutch is provided. A first bridge connecting portion couples a bridge to a first spring central location of a first leaf spring. A second bridge connecting portion couples the bridge to a second spring central location of a second leaf. The roller spring member further includes at least one of, each of the first bridge connecting portion and the second bridge connecting portion including an undercut radius section, each of the first leaf spring and the second leaf spring being tapering from an associated one of the first spring central location of the first leaf spring and the second leaf spring central location of the second leaf spring to a first end and a second end, and each of the first leaf spring and the second leaf spring including a straight portion proximate the central locations.

The invention relates to a drive device for a vehicle axle of a two-track vehicle, having a drive unit (EM), in particular an electric motor, the power output shaft (5) of which delivers a drive torque to the two vehicle wheels of the vehicle axle via a reduction gear (3), wherein the reduction gear (7) has at least one gear stage (11) close to the unit and one gear stage (12) close to the wheel, wherein the vehicle axle is designed without an axle differential, and wherein each vehicle wheel is assigned a clutch (23) which can be controlled by a control unit and which, as a torque splitter, effects any desired torque distribution of the drive torque to the two vehicle wheels. According to the invention, the two clutches (23) acting as torque splitters are arranged in the gear stage (11) close to the unit.

A second gear meshes with a first gear and is connected to an output member so as to rotate integrally with each other. A rotor, a planetary gear mechanism, and the first gear are disposed on a first axis in a described order from an axial first side toward an axial second side. A connecting member, a differential gear mechanism, and the second gear are disposed on a second axis parallel to the first axis in a described order from the axial first side toward the axial second side. The planetary gear mechanism has a smaller diameter than a rotating electric machine and a larger diameter than the first gear. The differential gear mechanism has a smaller diameter than the second gear and larger diameter than the connecting member.

Methods and systems are provided for an electric axle. The electric axle system includes, in one example, an electric machine, a multi-speed transmission that is rotationally coupled to the electric machine, rotationally coupled to two output shafts, and including a Ravigneaux gear set rotationally coupled and positioned coaxial to a differential. The electric axle system further includes a mode clutch configured to selectively ground a carrier or a ring gear in the Ravigneaux gear set, ground a sun gear in the Ravigneaux gear set, and couple the carrier or the ring gear to the sun gear in the Ravigneaux gear set.

The invention provides a multi-gear electric drive axle system, a combined structure and a vehicle. The multi-gear electric drive axle system comprises a motor, a differential mechanism, an output shaft, a first intermediate shaft, a second intermediate shaft and a third intermediate shaft. The motor inputs power through the first intermediate shaft, the third intermediate shaft and the second intermediate shaft in sequence, and the third intermediate shaft is hollowly sleeved on the output shaft; a first gear set and a first gear shifting mechanism are arranged on the third intermediate shaft; a second gear set, a second gear shifting mechanism and a third transmission gear are arranged on the second intermediate shaft, and the third transmission gear is meshed with the differential mechanism; gears in the first gear set are kept in a constant meshing state with corresponding gears in the second gear set to form a plurality of transmission gear pairs, and the transmission gear pairs have different transmission ratios; through different combination states of the first gear shifting mechanism, the second gear shifting mechanism and the corresponding gear sets, power transmission of multiple different gears can be achieved.

The invention provides a differential mechanism and a vehicle. In the differential mechanism, the sliding sleeve is driven by the driving mechanism to move relative to the output gear, so that the differential mechanism is located at a first gear, a second gear or a third gear. The first clutch unit is connected, and the sliding sleeve is in transmission connection with a half shaft of the vehicle through the first clutch unit. The second clutch unit is connected, and the sliding sleeve is in transmission connection with the input gear through the second clutch unit. When the differential mechanism is in the first gear, the first clutch unit and the second clutch unit are separated; when the differential mechanism is located at the second gear, the first clutch unit is connected, and the second clutch unit is separated; and when the differential mechanism is located at the third gear, the first clutch unit and the second clutch unit are both connected. In this way, the differential mechanism achieves both a power interruption function and a slip limiting function with a relatively simple structure, so that the structure of the vehicle including the differential mechanism can be relatively simple and low-cost.

The case needed to be strong enough to withstand the thrust force acting on the ring gear, which could have led to an increase in the case's size. [Solution] The power transmission device comprises a sun gear fixed to a rotatable shaft, a ring gear coaxially arranged with the sun gear and fixed to a case housing a planetary gear mechanism, planetary gears meshing with the sun gear and the ring gear, and a carrier that rotatably supports the planetary gears, is coaxially arranged with the sun gear, and is rotatably supported relative to the case. The sun gear and the ring gear are each helical gears, and the twist angles of the teeth of the sun gear and the ring gear are set such that the thrust force acting on the sun gear and the thrust force acting on the ring gear are in opposite directions. The device further comprises a load transmission path between the sun gear and the ring gear through which the thrust force acting on the sun gear and the thrust force acting on the ring gear are transmitted, and the load transmission path is configured to include at least a part of the carrier.

The invention discloses a vehicle differential protection method and device, a medium and a vehicle. The method comprises the steps that the current differential power of a differential is obtained, and the current temperature of lubricating oil in the differential is obtained; according to pre-measured relational data, a first power threshold value matched with the current temperature is determined, and the relational data is a reverse relation representing the relation between the lubricating oil temperature and the power threshold value; and if the current differential power is larger than the first power threshold value, the differential mechanism is triggered to be protected. The performance of the differential mechanism is not limited.

The invention discloses a dual-motor power assembly system and a vehicle, the dual-motor power assembly system is used for driving wheels to rotate, and the dual-motor power assembly system comprises a first motor and a second motor; the two transmission mechanisms are in power connection with the output shaft end of the first motor and the second output end of the second motor respectively, and each transmission mechanism is provided with an output shaft end; the output end of the planetary gear mechanism is in power connection with a wheel half shaft and is selectively in power connection with the output shaft end; and the differential lock device selectively enables the output shaft ends of the two sets of transmission mechanisms to be in power connection. Therefore, multiple power output modes can be achieved to drive the wheels to rotate, the power output mode of the dual-motor power assembly system is matched with the working condition of the vehicle, the reliability of the vehicle in the advancing process can be improved, and the cross-country escape performance of the whole vehicle can be improved.

A differential drive device for a transmission system for a motor vehicle, having an axis of rotation (X) includes a planet carrier supporting engagement toothing, notably axial engagement toothing. An output ring gear is rotatable about the axis of rotation and supporting engagement toothing, notably radial engagement toothing. An axially movable blocking sliding gear is provided with engagement toothing, notably radial engagement toothing, and an axially movable connection sliding gear is provided with engagement toothing, notably axial engagement toothing. The connection sliding gear and the blocking sliding gear are movable in order to assume three axial positions: a disconnected position, a connected position, and a blocked position.

A differential module having a first axis of rotation and including a planet carrier, a planet pinion pivotably mounted on the planet carrier, and a first and a second sun gear pivoting about the first axis of rotation. Also included is a first and a second wheel-driving half-shaft, the first wheel-driving half-shaft being rotationally connected to the first sun gear. A sliding sleeve is configured to occupy, selectively, four axial positions for the coupling of the differential module.

The invention relates to a differential gear (1) for a motor vehicle comprising: - a drive wheel (2), - two output gears (3, 4), - two differential bevel gears (5, 6) and a bolt (7) on which the two differential bevel gears (5, 6) are rotatably arranged, and - a housing (8, 9) for the structural connection of the driven gears (3, 4), the differential bevel gears (5, 6) and the bolt (7) with the drive gear (2), - wherein the drive wheel (2) and the housing (8, 9) are caulked or hot-caulked together. Furthermore, the invention relates to a method for producing a differential gear (1) for a motor vehicle.

A device (5) for a vehicle drive train with an axle differential (6), with a differential locking device (18) for locking and releasing the compensating function of the axle differential (6), with a parking lock (7) for locking and releasing the output (8) of the vehicle drive train (1), and with an actuating mechanism (30) drivable by a drive unit (31). The differential locking device (18) and the parking lock (7) can be actuated by the drive unit (31) via the actuating mechanism. The actuation of the parking lock (7) and the actuation of the differential locking device (18) by the drive unit (31) and the actuation mechanism (30) are coordinated with one another such that at the end of a first phase of actuation of the parking lock (7) and the actuation of the differential locking device (18), only the compensating function of the axle differential (6) can be locked and the parking lock (7) is in the disengaged state.Furthermore, the adjustment is such that at the end of a second phase of actuation of the parking lock (7) and the differential lock device (18), the compensation function of the axle differential (6) can be locked and the parking lock (7) can be engaged.

Provided is a unit including: a housing configured to accommodate a differential gear mechanism, in which the housing has a flow path through which a coolant flows, the flow path has a portion that overlaps the differential gear mechanism when viewed in a radial direction, and the flow path has a portion that is positioned above a horizontal plane passing through an axis of an output shaft of the differential gear mechanism and orthogonal to a gravity direction.

This invention relates to the field of vehicle transmission technology, and more particularly to a high-strength, highly responsive front and rear axle electronic differential lock, comprising a differential housing assembly, a differential gear mechanism, and a differential lock thrust actuator. The rear end of the differential housing mount and the front end of the differential housing cover of the differential housing assembly are connected by differential housing connecting bolts. The differential gear mechanism includes a left half-shaft gear, an embedded cross shaft, planetary gears, and a right locking half-shaft gear. The left half-shaft gear, planetary gears, and right locking half-shaft gear are sequentially meshing bevel gears. A differential lock thrust actuator is located on the rear side of the right locking half-shaft gear to prevent its rotation. In this invention, the differential lock thrust actuator, the embedded cross shaft, and the sliding track plate are all arranged on the differential housing cover, which not only improves the structural compactness of the differential lock but also significantly enhances the differential lock's response speed and locking stability, while reducing the complexity of installation and maintenance.

A transmission for an integral differential, the transmission having a fixed housing part, and a first planetary gear set defining an axis of rotation. The first planetary gear set has a planet carrier fixed to the fixed housing part to seal a lubricant chamber spatially delimited by the planet carrier and the fixed housing part, where at least a portion of the lubricant chamber extends around the axis of rotation. The first planetary gear set further includes planetary bearings, the planetary bearings being supplied with lubricant from the lubricant chamber. Moreover, the first planetary gear set includes planet gears, each of the planet gears being rotatably mounted on the planet carrier via at least one respective bearing of the planetary bearings. Additionally, the first planetary gear set includes a sun gear and a ring gear, each meshing with the planet gears.

The invention discloses a differential mechanism and a vehicle, and relates to the field of new energy automobiles, the differential mechanism comprises a main reduction gear and a straight-line-shaped shaft, an inner hole of the main reduction gear is provided with two opposite seam allowances, each end of the straight-line-shaped shaft is provided with a transmission assembly, and each transmission assembly comprises a planetary gear and a cushion block which are sequentially connected to the end of the straight-line-shaped shaft in a sleeving mode; a through hole is formed in the center of the cushion block, the end of the linear shaft extends out of the cushion block through the through hole, the part, extending out of the cushion block, of one end of the linear shaft is clamped and pressed on one seam allowance, the other end of the linear shaft is clamped and pressed on the other seam allowance, and the face, away from the planetary gear, of the cushion block is fixedly connected with the seam allowances. Wherein the middle of the straight shaft is sleeved with a supporting seat, the two ends of the supporting seat are sleeved with half-axle gears, the half-axle gears are meshed with the planetary gears, and bearings are arranged outside the half-axle gears in a sleeving mode. Through close fit of the cushion blocks and the spigots, it is ensured that the planetary gears cannot generate too large radial displacement when transmitting torque, and the shell-free differential mechanism is achieved.