Full-gear mechanical differential lock

Abstract

The invention discloses a full-gear mechanical differential lock, which comprises an end cover, a left output shaft, a differential mechanism housing and a planet tapered gear; a left end cover (1) of the differential mechanism housing and a right end cover (9) of the differential mechanism housing are fixedly connected to two out ends of the differential mechanism housing (3), the left side and the right side of the mechanical differential lock are in point symmetry by using a cross point of a horizontal center line (24) and a vertical center line (27), the full-gear mechanical differential lock consists of two groups of left and right mutually-symmetrical planetary gear mechanisms, and the left side and the right side of each planetary gear mechanism are respectively in line symmetry by using a left axial line (25) and a right axial line (26). The invention can meet the demands of on torque distribution and locking conditions in various practical uses, and can be applied to a center, a front and a rear axle differential locks of a vehicle without changing other structures of the vehicle and structures on telex.

Description

technical field [0001] The invention relates to a self-locking device for automobile transmission parts, in particular to a full-gear mechanical differential lock. Background technique [0002] In terms of vehicle drive types, there are mainly some wheel drive models and all wheel drive models. From the perspective of safety, all wheel drive models have higher safety; taking our common four-wheel vehicles as an example, they can be divided into two types: Wheel drive vehicles, referred to as two-wheel drive vehicles, all-wheel drive vehicles, referred to as all-wheel drive vehicles, when the conditions are the same, such as: vehicle weight, road conditions, and tire type, driving status, etc. The average value of the friction force must be twice the average value of the friction force required by a single driving wheel of a four-wheel drive vehicle to drive the vehicle, and the maximum friction force between the wheel and the ground is equal. When the friction force reache...

AI Technical Summary

Problems solved by technology

[0002] In terms of vehicle drive types, there are mainly some wheel drive models and all wheel drive models. From the perspective of safety, all wheel drive models have higher safety; taking our common four-wheel vehicles as an example, they can be divided into two types: Wheel drive vehicles, referred to as two-wheel drive vehicles, all-wheel drive vehicles, referred to as all-wheel drive vehicles, when the conditions are the same, such as: vehicle weight, road conditions, and tire type, driving status, etc. The average value of the friction force must be twice the average value of the friction force required by a single driving wheel of a four-wheel drive vehicle to drive the vehicle, and the maximum friction force between the wheel and the ground is equal. When the friction force reaches the maximum friction force and dangerous situations such as tail flick, sideslip, understeer, and oversteer occur, the all-wheel drive vehicle can still drive normally; but the vehicle will face another problem when driving, when the driving wheels slip, such as: ice and snow roads When the driving wheel is suspended in the air, sandy ground, etc., the vehicle will not be able to transmit the driving force to the driving wheel with adhesion, causing the vehicle to be unable to drive. This often happens in poor road conditions or in the wild. At this time, Any one of the four driving wheels of the all-wheel drive slips, and the vehicle cannot run normally, and when any of the two drive wheels of the two-wheel drive slips, the vehicle cannot run normally, but the two random The slipping of the driving wheels does not affect the normal driving of the vehicle. From this point of view, the probability of vehicle slipping in an all-wheel drive vehicle is twice that of a two-wheel drive vehicle. Therefore, it is considered to equip the vehicle with a differential lock to lock the slipping driving wheels to prevent them from idling. The power is transmitted to the driving wheels with adhesion, so that the vehicle can get out of trouble. Therefore, when the all-wheel drive is equipped with a differential lock, it will have the greatest safety and passability compared with the two-wheel drive.

The current differential lock is mainly divided into a mechanical differential lock with a purely mechanical structure and an electronic differential lock that uses electronic equipment to monitor the wheel speed difference and locks the slipping drive wheel with a mechanical structure. Compared with a mechanical differential lock with a purely mechanical structure Representative ones are Tosen differential lock and viscous coupling differential. Tosen differential lock has the characteristics of linear locking and sensitive response, but the production cost is high and the power transmission efficiency is low. It is mainly used in high-end vehicles, and generally not in the bridge Differential lock use; viscous coupling differential lock, which has the characteristics of low production cost and high fuel economy, but slow response

The electronic differential lock locks the slipping wheels through the friction plate, which has the advantages of low production cost and linear locking, but the fuel economy is poor; and the electronic clutch differential locks that are widely used now have poor fuel economy and relatively slow response time. Long, hidden dangers of electronic equipment and other issues, not suitable for front and rear axle differential locks, generally used with the brake system

[0003] For a rear-wheel drive car, the rotational speed of the left and right axle shafts of the differential is consistent with the rotational speed of the differential housing when driving straight on normal roads, but when the car is turning, driving on uneven roads or roads with low adhesion When driving, the drive wheels have insufficient adhesion, and the wheels on both sides move at different distances at the same time, resulting in unilateral slippage, which makes it difficult to drive and turn the car, increases power consumption, and increases the wear of some parts and wheels in the transmission system.

This problem is now solved by driving the two semi-shafts and wheels of the car separately at a differential speed. There are many types of differentials, such as traditional planetary bevel gears and spur gears. The torque-sensing differential responds quickly and can Realize real full-time four-wheel drive, but high cost and high power consumption

The viscous coupling differential is low in cost and small in size, but the time-sharing four-wheel drive is usually the same as the two-wheel drive. According to the mode of the front drive plus the viscous coupling differential lock to drive the rear wheels, when the front wheels slip, the maximum can only send 50% of the power to the rear axle

Electronic clutch differential lock, the price is higher

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