Locking slip-limiting speed reducer of execution motor

Abstract

The utility model discloses an execution motor locking limited slip speed reducer, which belongs to the technical field of vehicle transmission and comprises a box body, a differential shell, a first half axle gear and a second half axle gear, a locking clutch sleeve and an actuating device are arranged in the box body, the locking clutch sleeve acts to enable the second half axle gear and the differential shell to be combined and locked, and the actuating device actuates the locking clutch sleeve. The locking clutch sleeve synchronously rotates relative to the second half axle gear but can axially move, and tooth-shaped locking pieces matched with each other are arranged between the locking clutch sleeve and the differential mechanism shell; the actuating device comprises a shifting fork, a transmission assembly and an execution motor. The execution motor drives the shifting fork through the transmission assembly to shift the locking clutch sleeve to axially move between the locking position and the unlocking position. A slip limiting friction plate set is arranged between at least one of the first half axle gear and the second half axle gear and the differential mechanism shell. The differential locking device is small in size, good in locking effect and capable of achieving the passive differential locking function and automatically controlling torque distribution of the left wheel and the right wheel to achieve the slip limiting function.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle transmission, in particular to an execution motor locking limited slip reducer. Background Art

[0002] The differential is an important part of the vehicle's powertrain system. Its function is to achieve differential effect when the wheel speeds on both sides of the drive shaft are inconsistent (such as when the vehicle turns), to prevent the wheels from slipping, and to reduce driving resistance and tire wear. The disadvantage of ordinary planetary gear differentials is that when the vehicle is driving on muddy and slippery roads, it is easy to slip and lose traction due to insufficient wheel adhesion.

[0003] In order to solve the problem of vehicle slippage, people have developed a differential with a differential lock, but the existing differential lock has the problem of large size and not compact structure. In this regard, a Chinese patent with announcement number CN219911665U discloses an actuator motor locking limited slip reducer, including a differential housing, left and right half-shaft gears, planetary gears, a locking clutch sleeve and a thrust structure for driving the movement thereof. The axial movement of the locking clutch sleeve can cause the right half-shaft gear to be locked or separated from the differential housing; the thrust structure The structure includes a shift fork, a swing assembly and an actuator motor; the front end of the motor shaft of the actuator motor is fixedly connected to an eccentric plate with an eccentric rod; the swing assembly includes a swing shaft and a swing plate, the axis of the swing shaft is parallel to the motor shaft, a slide groove is provided on the swing plate, and the eccentric rod is inserted into the slide groove; the shift fork arm of the shift fork rides on the locking clutch sleeve, and the shift fork rod is at least indirectly connected to the swing plate; the actuator motor drives the eccentric plate to rotate, causing the eccentric rod to drive the swing plate to swing, so that the shift fork drives the locking clutch sleeve to move axially to achieve locking. The differential lock structure of the differential is driven by an executive motor, with good locking effect, stable performance, small size and compact structure. However, it does not consider actively controlling the torque distribution and speed difference of the left and right wheels to optimize the vehicle's sports performance. In the case of sharp corners or low-difficulty escape, although the differential lock can solve the problem of insufficient driving force of the slipping wheels, the differential lock will affect the stability of the vehicle when locking and unlocking. At the same time, the use of the differential lock has high requirements on driving skills and operation. Improper operation can easily cause mechanical damage to the vehicle. It is more suitable for situations with high difficulty in escape. Therefore, it is necessary to design a differential with small size and compact structure, which can not only realize the passive differential locking function, but also actively control the torque distribution of the left and right wheels to realize the limited slip function. Utility Model Content

[0004] The technical problem to be solved by the utility model is to overcome the above problems and provide an execution motor locking limited slip reducer, which is not only small in size and has a good locking effect, but also can realize the passive differential locking function and actively control the torque distribution of the left and right wheels to realize the limited slip function.

[0005] The technical solution of the utility model is:

[0006] A motor-locked limited-slip speed reducer, comprising a housing, a differential housing rotatably arranged in the housing, a transmission gear fixedly connected to the differential housing, and an input gear shaft penetrating the housing and meshing with the transmission gear for transmission, wherein the differential housing is provided with a first half-shaft gear, a second half-shaft gear, and planetary gears meshing with the first and second half-shaft gears respectively, and the housing is also provided with a locking clutch sleeve for locking the second half-shaft gear in combination with the differential housing, and an actuating device for actuating the locking clutch sleeve, wherein the locking clutch sleeve is arranged to rotate synchronously with respect to the second half-shaft gear but can move axially, and a mutual engagement is provided between the locking clutch sleeve and the differential housing. The gear-matching toothed locking member is meshed with each other when the locking clutch sleeve is in the locking position, so that the second half-shaft gear is locked with the differential case; the actuating device comprises a shift fork, a transmission assembly and an execution motor, the shift fork is connected with the locking clutch sleeve, and the execution motor drives the shift fork to shift the locking clutch sleeve axially relative to the second half-shaft gear between the locking position and the unlocking position through the transmission assembly; a limited-slip friction plate group is provided between at least one of the first half-shaft gear and the second half-shaft gear and the differential case, the limited-slip friction plate group comprises a plurality of inner friction plates and outer friction plates arranged at intervals, the inner friction plates are connected with the half-shaft gears, and the outer friction plates are connected with the differential case.

[0007] When the left and right wheels need to be locked, the execution motor drives the shift fork to move the locking clutch sleeve to the locking position, causing the second half-axle gear to lock with the differential housing to realize the differential locking function; when turning sharply or getting out of trouble with low difficulty, the half-axle speed of the wheel on the slipping side is significantly higher than that of the other half-axle, causing the inner friction plate connecting the two half-axle gears and the outer friction plate connecting the differential housing to slide relative to each other at high speed, thereby generating a large resistance torque to limit wheel slippage, while transmitting more power to the other side wheel that is not slipping, controlling the torque distribution of the left and right wheels, realizing the active limited slip function, ensuring fast turning or getting out of trouble, without the need for driver operation, and without affecting the stability of the vehicle. Through the coordinated work of the electronically controlled locking device and the limited slip friction plate group, the differential locking and limited slip functions can be controlled according to the road conditions, significantly improving the power, passability and handling of the vehicle. At the same time, the differential locking device is driven by the execution motor, with large driving force, good locking effect, good driving load stability, small size and compact structure.

[0008] As an optimization, in the above-mentioned actuator motor locking limited slip reducer, the limited slip friction plate group is provided between the first half-shaft gear and the second half-shaft gear and the differential housing. The provision of a double-sided limited slip friction plate group can significantly increase the resistance torque, balance the power distribution, and enhance the limited slip capability.

[0009] As an optimization, in the above-mentioned actuator motor locking limited slip reducer, a retaining ring is provided at the axial inner end or outer end of the limited slip friction plate group. When the vehicle turns or one side of the wheel slips, the limited slip friction plate group will be subjected to centrifugal force and produce axial movement. The provision of the retaining ring can control this axial movement, thereby preventing excessive wear of the friction plate and extending the service life.

[0010] As a preferred solution, in the above-mentioned executive motor locking limited slip reducer, the first and second half-shaft gears are respectively connected to the first half-shaft and the second half-shaft, the axial outer ends of the first half-shaft and the second half-shaft extend out of the differential housing and extend outside the housing, the locking clutch sleeve is arranged on the part of the second half-shaft located between the differential housing and the housing, the part of the second half-shaft located between the differential housing and the housing is provided with an external spline, the locking clutch sleeve is provided with an internal spline matching the external spline, the locking clutch sleeve is connected to the second half-shaft spline, so as to rotate synchronously relative to the second half-shaft gear but can move axially.

[0011] As another preferred scheme, in the above-mentioned executive motor locking limited slip reducer, the axial outer end of the second half-shaft gear is fixedly connected to an integral or split extended sleeve, the extended sleeve is located outside the differential housing, the locking clutch sleeve is sleeved on the extended sleeve, the extended sleeve is provided with an external spline, the locking clutch sleeve is provided with an internal spline matching the external spline, the locking clutch sleeve is spline-connected to the extended sleeve, so that it rotates synchronously with the second half-shaft gear but can move axially.

[0012] As another preferred solution, in the above-mentioned actuator motor locking limited slip reducer, the axial outer ends of the first half-shaft gear and the second half-shaft gear are extended to form an integral extended sleeve, the extended sleeve extends outside the housing, the extended sleeve is sealed with the shaft hole of the housing through an oil seal, the axial inner ends of the first half-shaft gear and the second half-shaft gear are sealed with a plug, and a sealed cavity is formed between the plug, the first half-shaft gear, the second half-shaft gear, the extended sleeve, the oil seal and the housing. This structure makes the reducer self-sealing, and lubricating oil can be added before assembling the half shaft without contamination inside, and the internal lubricating oil can play a rust-proof role, so that the reducer will not rust when it is not in use such as storage and transportation.

[0013] Furthermore, in the above-mentioned actuator motor locking limited slip reducer, the toothed locking member is a mutually matching end face tooth formed on the opposite end faces of the differential housing and the locking clutch sleeve.

[0014] Furthermore, in the above-mentioned actuator motor locking limited slip reducer, the toothed locking member includes an internal spline formed on the inner surface of the end of the differential housing close to the locking clutch sleeve, and an external spline formed on the outer surface of the locking clutch sleeve, and the internal spline of the differential housing and the external spline of the locking clutch sleeve cooperate with each other.

[0015] Furthermore, in the above-mentioned actuator motor locking limited slip reducer, the actuator motor is fixed to the housing, and an eccentric rotating member is fixedly connected to the end of the motor shaft of the actuator motor; the transmission assembly includes a swing shaft and a swing plate rotatably connected to the swing shaft, the axis of the swing shaft is parallel to the motor shaft, and the swing plate is connected to the eccentric part of the eccentric rotating member and swings with the rotation of the eccentric rotating member; one end of the shift fork is connected to the locking clutch sleeve, and the other end is at least indirectly connected to the swing plate, and the back and forth swing of the swing plate causes the shift fork to drive the locking clutch sleeve to move axially.

[0016] As an optimization, in the above-mentioned executive motor locking limited slip reducer, the transmission assembly also includes a torsion spring, the center of which is sleeved on the swing shaft, and the first limiting part and the second limiting part are formed on the swing plate and the fork, respectively, and the two torsion spring arms of the torsion spring are buckled on the first limiting part and the second limiting part to make the swing plate and the fork move in a linkage. The torsion spring drives the fork to move, and the force of the torsion spring can be used to flexibly shift the locking clutch sleeve, thereby preventing the consequences of the motor being forced to push and causing the teeth to break or even burning the motor, and extending the service life.

[0017] The beneficial effects of the utility model are:

[0018] 1. Through the coordinated work of the electronically controlled locking device and the limited slip friction plate group, according to the road conditions, it can not only realize the passive differential locking function, but also automatically control the torque distribution of the left and right wheels to realize the limited slip function, significantly improving the power, passability and controllability of the vehicle; at the same time, the differential locking device is driven by the actuator motor, with good locking effect, stable performance, small size and compact structure;

[0019] 2. The differential locking device drives the shift fork to move the locking clutch sleeve back and forth to achieve locking or unlocking through the coordinated transmission of the eccentric rotating part and the swing plate. This transmission structure is compact and occupies little space. At the same time, the swing plate drives the shift fork to move through the torsion spring to achieve flexible transmission, thereby eliminating the consequences of the motor being forced to push and causing the gears to break or even burn out the motor, and extending the service life;

[0020] 3. It is compact, but has strong locking force and limited slip ability, which can effectively improve the vehicle's passability. It is suitable for all-terrain vehicles, amphibious vehicles, off-road vehicles, loaders, engineering vehicles, agricultural vehicles and other modified vehicles. It can be used for manual and automatic transmission models, both for front and rear axles and on intermediate drive shafts, and has a wide range of applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a structural diagram of the first embodiment of the present utility model.

[0022] Figure 2 This is another structural diagram of the first embodiment of the present utility model.

[0023] Figure 3 This is a structural diagram of the actuator.

[0024] Figure 4 It is a three-dimensional structural diagram of the actuator.

[0025] Figure 5 This is the assembly structure diagram of the motor and transmission components in the actuator.

[0026] Figure 6 Exploded view of the half-shaft gears, limited-slip friction plate group and differential housing.

[0027] Figure 7 This is a structural diagram of the second embodiment of the present utility model.

[0028] Figure 8 This is a structural diagram of the third embodiment of the present utility model.

[0029] In the figure, 1, housing; 11, transmission gear; 12, input gear shaft; 2, differential housing; 21, first half-shaft gear; 22, second half-shaft gear; 23, planetary gear; 24, first end face gear; 241, locking inner spline; 25, groove; 26, extension sleeve; 261, bearing; 27, oil seal; 28, plug; 3, locking clutch sleeve; 31, second end face gear; 311, locking outer spline; 4, shift fork; 41, shift fork arm; 42, shift fork Rod; 43, second limiting part; 5, executive motor; 51, eccentric rotating member; 511, turntable; 512, eccentric part; 61, swing shaft; 62, swing plate; 63, torsion spring; 631, torsion spring arm; 64, slide groove; 65, first limiting part; 66, limiting groove; 7, pin shaft; 8, limited slip friction plate group; 81, inner friction plate; 82, outer friction plate; 821, lug; 83, retaining ring; 91, first half shaft; 92, second half shaft; 93, bearing. DETAILED DESCRIPTION

[0030] The present invention will now be further described with reference to the accompanying drawings and embodiments:

[0031] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by the terms such as "left", "right", "inside" and "outside" are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, rather than indicating or implying that the device or original referred to must have a specific direction, and therefore cannot be understood as a limitation on the present invention. Example

[0032] like Figure 1As shown, the present embodiment provides an execution motor locking limited slip reducer, comprising a housing 1, a differential housing 2 rotatably disposed in the housing 1, a transmission gear 11 fixedly connected to the differential housing 2, and an input gear shaft 12 penetrating through the housing 1 and meshing with the transmission gear 11 for transmission, wherein a first half-shaft gear 21, a second half-shaft gear 22, and a planetary gear 23 respectively meshing with the first and second half-shaft gears 21 and 22 are disposed in the differential housing 2.

[0033] In order to realize the passive differential locking function, the housing 1 is also provided with a locking clutch sleeve 3 for locking the second side gear 22 and the differential housing 2 , and an actuating device for actuating the locking clutch sleeve 3 .

[0034] The locking clutch sleeve 3 is configured to rotate synchronously with the second half-shaft gear 22 but can move axially between the locking position and the unlocking position relative to the second half-shaft gear 22. A toothed locking member that cooperates with each other is provided between the locking clutch sleeve 3 and the differential case 2. When the locking clutch sleeve 3 is in the locking position, the toothed locking members mesh with each other so that the second half-shaft gear 22 is locked in combination with the differential case 2. In this embodiment, the first half-shaft gear 21 and the second half-shaft gear 22 are respectively connected with the first half-shaft 91 and the second half-shaft 92. The axial outer ends of the first half-shaft 91 and the second half-shaft 92 extend out of the differential case 2 and extend to the outside of the case 1. In this embodiment, the first and second half-shafts 91 and 92 are both ball cage half-shafts, and a bearing 93 is provided between the second half-shaft 92 and the shaft hole of the case 1. The locking clutch sleeve 3 is sleeved on the portion of the second half-shaft 92 located between the differential case 2 and the case 1. The portion of the second half-shaft located between the differential case 2 and the case 1 is provided with an external spline. The locking clutch sleeve 3 is provided with an internal spline that matches the external spline. The locking clutch sleeve 3 is connected with the second half shaft spline, so that it rotates synchronously with respect to the second half shaft gear 22 but can move axially; the toothed locking member is formed on the opposite end faces of the differential case 2 and the locking clutch sleeve 3. The first and second end face teeth 24 and 31 are formed to match each other. When the locking clutch sleeve 3 is in the locking position, the first and second end face teeth 24 and 31 are meshed to cause the differential case 2 to combine with the locking clutch sleeve 3, so that the differential case 2 and the second half shaft gear 22 rotate synchronously to achieve the locking of the differential. The toothed locking member is not limited to the structure of the end face teeth, but can also be a spline structure, such as Figure 2 As shown, it includes a locking inner spline 241 formed on the inner surface of the end of the differential case 2 close to the locking clutch sleeve 3, and a locking outer spline 311 formed on the outer surface of the locking clutch sleeve 3. The inner spline 241 of the differential case 2 and the outer spline 311 of the locking clutch sleeve 3 cooperate with each other. When the locking clutch sleeve 3 is in the locking position, the inner and outer splines are engaged to achieve the combined locking of the second side gear 22 and the differential case 2.

[0035] like Figure 3 , Figure 4 and Figure 5 As shown, the actuating device includes a shift fork 4, a transmission assembly and an actuator motor 5. The shift fork 4 is connected to the locking clutch sleeve 3. The actuator motor 5 drives the shift fork 4 through the transmission assembly to shift the locking clutch sleeve 3 to move axially between the locking position and the unlocking position relative to the second half-shaft gear 22. The actuator motor 5 is fixed to the housing 1, and the motor shaft of the actuator motor 5 extends into the housing 1. An eccentric rotating member 51 is fixedly connected to the end of the motor shaft. The eccentric rotating member 51 includes a rotating disk 511 fixedly connected to the motor shaft and an eccentric portion 512 arranged on the end surface of the rotating disk away from the motor shaft. The transmission assembly includes a swing shaft 61, a swing plate 62 and a torsion spring 63. The axis of the swing shaft 61 is parallel to the motor shaft. The swing plate 62 is rotatably connected to the swing shaft 61. The swing plate 62 is connected to the eccentric portion 512 of the eccentric rotating member 51. Specifically, a slide groove 64 is provided on the swing plate 62. The eccentric portion 512 is inserted into the slide groove 64. The swing plate 62 swings with the rotation of the eccentric rotating member 51. In this embodiment, the swing shaft 61 is fixed to the housing 1 by a bolt axially penetrating the swing shaft 61, but the swing shaft 61 can also be fixed to the motor housing of the actuator motor 5. The shift fork 4 includes a shift fork arm 41 and a shift fork rod 42 which are fixedly connected together. The middle part of the shift fork 4 is sleeved on a pin shaft 7. The axis of the pin shaft 7 is parallel to the axis of the second side gear 22. The shift fork arm 41 straddles the annular groove formed on the outer peripheral surface of the locking clutch sleeve 3, thereby connecting with the locking clutch sleeve 3. The shift fork rod 42 is at least indirectly connected with the swing plate 62. The motor shaft of the actuator motor 5 drives the eccentric rotating member 51 to rotate, causing the eccentric part 512 to move in a circular motion, thereby driving the swing plate 62 to swing around the swing shaft 61. The swinging back and forth of the swing plate 62 causes the shift fork 4 to drive the locking clutch sleeve 3 to move axially. Among them, the fork rod 42 is specifically flexibly connected to the swing plate 62 through a torsion spring 63. The center of the torsion spring 63 is sleeved on the swing shaft 61. A first limiting portion 65 is formed on the swing plate 62, and a second limiting portion 43 is formed on the fork rod 42. The two torsion spring arms 631 of the torsion spring 63 are buckled on the first limiting portion 65 and the second limiting portion 43 to enable the swing plate 62 to be linked with the fork 4. Specifically, one end of the swing plate 62 away from the swing shaft 61 extends along the direction of the swing shaft 61 to form the first "T"-shaped limiting portion 65, and two limiting grooves 66 are formed between the "T"-shaped first limiting portion 65 and the swing plate 62. The limiting grooves 66 extend along the swinging direction of the swing plate 62. The two torsion spring arms 631 of the torsion spring 63 pass through the two limiting grooves 66 respectively and are buckled at the bottom of the two limiting grooves 66. The torsion spring arms 631 can swing along the limiting grooves 66; the fork rod 42 protrudes toward the direction of the actuator motor 5 to form the second limiting portion 43, and the two torsion spring arms 631 of the torsion spring 63 pass through the limiting grooves 66 of the swing plate 62 and are buckled outside the second limiting portion 43.

[0036] like Figure 1 and Figure 6As shown, in order to actively limit the speed difference between the left and right wheels when turning sharply or getting out of trouble with low difficulty, and control the wheel torque distribution to realize the automatic limited slip function, a limited slip friction plate group 8 is provided between at least one of the first side gear 21 and the second side gear 22 and the differential case 2, and the limited slip friction plate group includes a plurality of inner friction plates 81 and outer friction plates 82 arranged at intervals, the inner friction plates 81 are connected to the side gears, and the outer friction plates 82 are connected to the differential case 2. In this embodiment, a limited slip friction plate group 8 is provided between the first side gear 21 and the second side gear 22 and the differential case 2. The specific structure is that the first half-shaft gear 21 and the second half-shaft gear 22 both include a gear hub portion and a shaft sleeve portion, and the limited-slip friction plate group 8 is axially arranged between the gear hub portion of the half-shaft gear and the inner end surface of the differential housing 2, and radially arranged between the shaft sleeve portion of the half-shaft gear and the inner circumferential surface of the differential housing 2, wherein a spline connection is adopted between the inner friction plate 81 and the shaft sleeve portion of the half-shaft gear to achieve synchronous rotation, a plurality of evenly distributed lugs 821 are circumferentially arranged on the outer peripheral edge of the outer friction plate 82, and an axially extending groove 25 matching the lug 821 is provided at a corresponding position on the inner circumferential surface of the differential housing 2, and the outer friction plate 82 and the differential housing 2 are connected by the lug 821 and the groove 25 to achieve synchronous rotation. In order to prevent the friction plate from axial movement and excessive wear, a retaining ring 83 is provided at the axial outer end of the limited-slip friction plate group 8, specifically between the limited-slip friction plate group 8 and the inner end surface of the differential case 2. The retaining ring 83 can also be provided at the axial inner end of the limited-slip friction plate group 8, that is, between the limited-slip friction plate group 8 and the gear hub of the half-shaft gear.

[0037] The working process of the utility model is as follows:

[0038] When driving on a flat road, the locking clutch sleeve 3 and the differential housing 2 are in a separated state, and the differential realizes the speed output and differential function of the left and right half shafts (i.e., the first and second half shafts 91 and 92);

[0039] When the vehicle encounters bad road conditions, the execution motor 5 is started manually or automatically, and the motor shaft of the execution motor 5 drives the eccentric rotating member 51 to rotate the set angle, and the eccentric part 512 drives the swing plate 62 to swing around the swing shaft 61, and the swing plate 62 drives the shift fork 4 to move axially along the pin shaft 7 toward the direction of the differential case 2 through the torsion spring 63, thereby driving the locking clutch sleeve 3 to move axially toward the direction close to the differential case 2 to the locking position, and the locking clutch sleeve 3 is meshed with the first and second end face teeth 24 and 31 of the differential case 2, so that the differential case 2 is combined with the locking clutch sleeve 3, so that the differential case 2 and the second half-shaft gear 22 rotate synchronously to achieve the locking of the differential, effectively preventing the wheels from slipping and improving the vehicle's passability; if the first and second half-shaft gears 24 and 31 are engaged with each other, the differential case 2 and the second half-shaft gear 22 rotate synchronously, so as ... When the two end face teeth 24 and 31 are engaged, the top teeth condition appears, the locking clutch sleeve 3 and the shift fork 4 stop moving, and the executive motor 5 continues to drive the swing plate 62 to rotate to the set position. The torsion spring arm 631 on one side of the torsion spring 63 rotates into place with the swing plate 62, and the torsion spring arm 631 on the other side is opened due to the stop of the second limit portion 43 of the shift fork rod 42, causing the torsion spring 63 to be torsionally deformed. When the top teeth condition disappears, the elastic deformation energy stored in the torsion spring 63 torsion deformation will be released, driving the shift fork 4 to continue to move until the locking clutch sleeve 3 is combined with the differential housing 2; after returning to the flat road surface, the executive motor 5 is manually or automatically started, the motor shaft is reversed, and the locking clutch sleeve 3 is driven away from the differential housing 2, the lock is unlocked, and the differential resumes differential speed;

[0040] When making sharp turns or getting out of trouble with low difficulty, the half-axle speed of the wheel on the slipping side is significantly higher than that of the half-axle on the other side, causing the inner friction plate 81 connecting the two half-axle gears and the outer friction plate 82 connected to the differential case 2 to slide relative to each other at high speed, thereby generating a larger resistance torque to limit wheel slippage. At the same time, more power is transmitted to the wheel on the other side that is not slipping, controlling the torque distribution between the left and right wheels, realizing the active limited slip function, and ensuring fast turning or getting out of trouble without the need for driver operation. Example

[0041] This embodiment is basically the same as the first embodiment, except that: Figure 7 As shown, the axial outer side end of the second side gear 22 is fixedly connected to an integral or split extension sleeve 26, the extension sleeve 26 is located outside the differential case 2, the locking clutch sleeve 3 is sleeved on the extension sleeve 26, the extension sleeve 26 is provided with an external spline, the locking clutch sleeve 3 is provided with an internal spline that matches the external spline, and the locking clutch sleeve 3 is spline-connected with the extension sleeve 26, so as to rotate synchronously with respect to the second side gear 22 but can move axially. In this embodiment, the extension sleeve 26 and the second side gear 22 are an integral structure, and the end of the extension sleeve 26 away from the second side gear 22 is supported in the shaft hole of the housing 1 through a bearing 261. Example

[0042] This embodiment is basically the same as the first embodiment, except that: Figure 8 As shown, the axial outer ends of the first side gear 21 and the second side gear 22 are extended to form an integral extended sleeve 26, the extended sleeve 26 extends to the outside of the housing 1, the extended sleeve 26 is sealed and connected to the shaft hole of the housing 1 through an oil seal 27, the axial inner ends of the first side gear 21 and the second side gear 22 are sealed and connected with a plug 28, and the plug 28, the first side gear 21, the second side gear 22, the extended sleeve 26, the oil seal 27 and the housing 1 form a sealed cavity, thereby forming a self-sealing. The locking clutch sleeve 3 is sleeved on the portion of the extended sleeve 26 located between the differential housing 2 and the housing 1, the portion of the extended sleeve 26 located between the differential housing 2 and the housing 1 is provided with an external spline, the locking clutch sleeve 3 is provided with an internal spline matched with the external spline, and the locking clutch sleeve 3 is spline-connected with the extended sleeve 26, so that it rotates synchronously relative to the second side gear 22 but can move axially. The bearing can be installed or removed between the extended shaft sleeve 26 and the shaft hole of the housing 1 as needed, and the bearing 261 must be arranged on the inner side of the oil seal 27 .

[0043] It is understandable that, for ordinary technicians in this field, various other corresponding changes and modifications can be made according to the technical concept of the utility model, and all these changes and modifications should fall within the protection scope of the claims of the utility model.

Claims

1. An actuator motor locking limited slip reducer, comprising a housing, a differential housing rotatably arranged in the housing, a transmission gear fixedly connected to the differential housing, and an input gear shaft penetrating the housing and meshing with the transmission gear, wherein the differential housing is provided with a first side shaft gear, a second side shaft gear, and a planetary gear meshing with the first and second side shaft gears respectively, a locking clutch sleeve that acts to lock the second side shaft gear with the differential housing, and an actuating device that actuates the locking clutch sleeve, characterized in that: The locking clutch sleeve is arranged to rotate synchronously with the second side shaft gear but can move axially. A toothed locking member that cooperates with each other is arranged between the locking clutch sleeve and the differential housing. When the locking clutch sleeve is in the locking position, the toothed locking members mesh with each other so that the second side shaft gear and the differential housing are combined and locked. The actuating device comprises a shift fork, a transmission assembly and an actuating motor, wherein the shift fork is connected to a locking clutch sleeve, and the actuating motor drives the shift fork through the transmission assembly to shift the locking clutch sleeve axially between a locking position and an unlocking position relative to the second half-shaft gear; A limited-slip friction plate group is provided between at least one of the first half-shaft gear and the second half-shaft gear and the differential housing. The limited-slip friction plate group includes a plurality of inner friction plates and outer friction plates arranged at intervals. The inner friction plates are connected to the half-shaft gears, and the outer friction plates are connected to the differential housing.

2. The actuator motor locking limited slip reducer according to claim 1, characterized in that: The limited-slip friction plate group is disposed between the first half-shaft gear, the second half-shaft gear and the differential housing.

3. The actuator motor locking limited slip reducer according to claim 1 or 2, characterized in that: A retaining ring is provided at the axial inner end or the outer end of the limited-slip friction plate group.

4. The actuator motor locking limited slip reducer according to claim 1, characterized in that: The first and second half-shaft gears are respectively connected to the first half-shaft and the second half-shaft, the axial outer ends of the first half-shaft and the second half-shaft extend out of the differential housing and extend outside the housing, the locking clutch sleeve is arranged on the portion of the second half-shaft located between the differential housing and the housing, the portion of the second half-shaft located between the differential housing and the housing is provided with an external spline, the locking clutch sleeve is provided with an internal spline matching the external spline, the locking clutch sleeve is connected to the second half-shaft spline, so as to rotate synchronously with respect to the second half-shaft gear but can move axially.

5. The actuator motor locking limited slip reducer according to claim 1, characterized in that: The axial outer end of the second half-shaft gear is fixedly connected to an integrated or split extended sleeve, the extended sleeve is located outside the differential housing, the locking clutch sleeve is sleeved on the extended sleeve, the extended sleeve is provided with an external spline, the locking clutch sleeve is provided with an internal spline matching the external spline, the locking clutch sleeve is spline-connected to the extended sleeve, so that they rotate synchronously with the second half-shaft gear but can move axially.

6. The actuator motor locking limited slip reducer according to claim 5, characterized in that: The axial outer ends of the first half-shaft gear and the second half-shaft gear are extended to form an integral extended sleeve, the extended sleeve extends outside the housing, the extended sleeve is sealed to the shaft hole of the housing through an oil seal, the axial inner ends of the first half-shaft gear and the second half-shaft gear are sealed with a plug, and a sealed cavity is formed between the plug, the first half-shaft gear, the second half-shaft gear, the extended sleeve, the oil seal and the housing.

7. The actuator motor locking limited slip reducer according to claim 4, 5 or 6, characterized in that: The toothed locking member is end face teeth formed on the opposite end faces of the differential housing and the locking clutch sleeve and matching with each other.

8. The actuator motor locking limited slip reducer according to claim 4, 5 or 6, characterized in that: The toothed locking member comprises an inner spline formed on the inner surface of the end of the differential housing close to the locking clutch sleeve, and an outer spline formed on the outer surface of the locking clutch sleeve. The inner spline of the differential housing cooperates with the outer spline of the locking clutch sleeve.

9. The actuator motor locking limited slip reducer according to claim 1, characterized in that: The actuator motor is fixed to the housing, and an eccentric rotating member is fixedly connected to the end of the motor shaft of the actuator motor; the transmission assembly includes a swing shaft and a swing plate rotatably connected to the swing shaft, the axis of the swing shaft is parallel to the motor shaft, the swing plate is connected to the eccentric portion of the eccentric rotating member, and swings with the rotation of the eccentric rotating member; one end of the shift fork is connected to the locking clutch sleeve, and the other end is at least indirectly connected to the swing plate, and the back and forth swing of the swing plate causes the shift fork to drive the locking clutch sleeve to move axially.

10. The actuator motor locking limited slip reducer according to claim 1, characterized in that: The transmission assembly also includes a torsion spring, the center of which is sleeved on the swing shaft, and a first limiting portion and a second limiting portion are respectively formed on the swing plate and the fork, and two torsion spring arms of the torsion spring are buckled on the first limiting portion and the second limiting portion to enable the swing plate and the fork to be linked.

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