A vehicle anti-slip differential mechanism equipped with a one-way device

Abstract

A car anti-slip differential mechanism equipped with a one-way device includes a power input shaft, a driven shaft, a reversing sleeve and a power output shaft, the teeth on the power input shaft mesh with the driven gear on the driven shaft; the position of the reversing sleeve corresponds to the position of the driven shaft, and the reversing sleeve is provided with a running mechanism for allowing the reversing sleeve to move axially; a reverse one-way device and a forward one-way device are arranged and distributed between the reversing sleeve and the power output shaft. The beneficial effects of the present invention are as follows: through the radial synchronous rotation and axial relative displacement of the driven shaft and the reversing sleeve, and the one-way device structure between the reversing sleeve and the power output shaft, the force transmission between the power input shaft and the power output shaft is realized, which not only solves the wear of the tires due to the different wheel speeds of the wheels on both sides when the vehicle turns, but also solves the problem that the vehicle cannot travel when the wheels slip on muddy roads, and at the same time reduces the cost of the vehicle due to the configuration of differential locks or limited slip differentials.

Description

Technical Field

[0001] The invention relates to the field of automobile driving, in particular to an automobile anti-slip differential mechanism equipped with a one-way device. Background Art

[0002] Existing cars often need to turn during driving. Since the turning radius of the left and right wheels is different, the wheel speeds on both sides are different, which causes wear on the tires and damage to the transmission mechanism. In order to solve this problem, an open differential is generally used. The differential is driven by a bevel gear and a frame, and contains a sun gear and a planetary gear. When the vehicle turns, due to the different resistance of the inner and outer wheels, the sun gear set forces the planetary gear to rotate due to the resistance, thereby generating a differential, and then adjusting the speed of the left and right output shafts. When the vehicle is driving straight, the sun gear, the planetary gear and the frame will revolve with the bevel gear, and no differential will be generated at this time. Although it solves the aforementioned tire wear and other problems; when the friction of the wheel on one side is too small, making the rotation speed of the bevel gear equal to the rotation speed of the sun gear on that end, the wheel on the side without friction will obtain all the power and rotation speed of the bevel gear, causing the wheel on that side to slip, and the wheel on the other side stops rotating due to loss of power, causing the vehicle to be unable to drive. Specifically, its structure is as follows Fig.10 shown.

[0003] In order to solve the above-mentioned problem of wheels slipping and being unable to drive, the following methods are commonly used to solve it:

[0004] 1. Limited slip differential: When one wheel slips, the electronic sensor collects the speed difference of the wheels on both sides. When the computer finds that the speed difference exceeds the set value, the ABS starts the braking work on the slipping wheel side, thereby forcibly reducing the speed of the slipping wheel, making the speed of the bevel gear greater than the speed of the sun gear on the slipping end. The remaining speed can be transmitted to the stationary wheel through the planetary gear, so that the vehicle can get out of trouble. However, since the system detects that one side of the wheel is slipping, the ABS system will brake the wheel on that side, and there are many uncertain factors when the vehicle slips, such as: the slope, vehicle weight and road friction coefficient are not the same, so the computer can only dynamically adjust the braking torque, which is easy to cause insufficient braking torque or lag, making it difficult for the vehicle to get out of trouble. This kind of differential structure requires ABS braking work at the expense of power. At the same time, since the control system needs to frequently adjust the working state, long-term braking will cause the brake system to overheat and fail.

[0005] 2. Differential lock: When a driving wheel slips, the differential case and the half shafts on both sides are locked together, so that the differential loses its differential function, allowing the wheels on both sides to obtain the same torque and speed at the same time, helping the vehicle to move forward or backward. However, when the vehicle turns, the speed of the outer wheel is greater than that of the inner wheel, and the differential lock makes there is no differential between the wheels, so the vehicle cannot travel on paved roads, otherwise the excessive friction will damage the transmission mechanism and wheels.

[0006] In summary, existing automobiles have problems of tire wear and transmission mechanism damage during driving due to structural reasons, and existing technologies for solving such problems also have problems of slippage or wear due to their own structural reasons, and are relatively costly. Summary of the invention

[0007] The purpose of the present invention is to provide a vehicle limited slip differential mechanism equipped with a one-way device, which not only solves the wear of the tires due to the different wheel speeds on both sides of the vehicle when turning, but also solves the problem that the vehicle cannot drive when the wheels slip on muddy roads, while reducing the cost of configuring the vehicle with a differential lock or a limited slip differential.

[0008] The objective of the present invention is achieved through such a technical solution: a vehicle anti-slip differential mechanism equipped with a one-way device, comprising a power input shaft, a driven shaft, a reversing sleeve and a power output shaft, wherein the teeth on the power input shaft mesh with the driven gear on the driven shaft; the position of the reversing sleeve corresponds to the position of the driven shaft, and the reversing sleeve is provided with a traveling mechanism for allowing the reversing sleeve to be displaced axially; and a reverse one-way device and a forward one-way device are distributed and arranged between the reversing sleeve and the power output shaft.

[0009] Due to the adoption of the above technical scheme, the present invention has the following advantages: through the radial synchronous rotation and axial relative displacement of the driven shaft and the reversing sleeve, and the one-way device structure between the reversing sleeve and the power output shaft, the force transmission between the power input shaft and the power output shaft is realized, which not only solves the wear of the tires due to the different wheel speeds on both sides when the vehicle turns, but also solves the problem that the vehicle cannot drive when the wheels slip on muddy roads, and at the same time reduces the cost of configuring the vehicle with a differential lock or a limited slip differential. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 The figure is a schematic diagram of the structure of a vehicle in a reversing state according to an embodiment of the present invention.

[0011] Figure 2 for Figure 1 Schematic diagram of the transition condition of a vehicle from forward to reverse or reverse to forward.

[0012] Figure 3 for Figure 1Schematic diagram of the vehicle's forward state structure.

[0013] Figure 4 This is a schematic diagram of the structure of a vehicle in a reversing state according to another embodiment of the present invention.

[0014] Figure 5 for Figure 4 Schematic diagram of the transition condition of a vehicle from forward to reverse or reverse to forward.

[0015] Figure 6 for Figure 4 Schematic diagram of the vehicle's forward state structure.

[0016] Figure 7 This is a schematic diagram of the structure of a vehicle in a reverse or forward state according to another embodiment of the present invention.

[0017] Figure 8 for Figure 7 Schematic diagram of the transition condition of a vehicle from forward to reverse or reverse to forward.

[0018] Fig. 9 for Figure 7 Schematic diagram of the vehicle's forward or reverse state structure.

[0019] Fig.10 It is a schematic diagram of the open differential structure of the prior art.

[0020] In the figure: 1. power input shaft; 2. driven shaft; 3. reversing main gear; 4. reversing slave gear; 5. reversing sleeve; 6. reverse one-way device; 7. forward one-way device; 8. power output shaft; 9. working cam; 10. wheel; 11. meshing teeth; 12. bevel gear; 13. frame; 14. sun gear; 15. planetary gear; 16. input shaft; 17. output shaft; 21. driven gear. DETAILED DESCRIPTION

[0021] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0022] like Figures 1 to 9 As shown, a vehicle anti-slip differential mechanism equipped with a one-way device includes a power input shaft 1, a driven shaft 2, a reversing sleeve 5 and a power output shaft 8, wherein the meshing teeth 11 on the power input shaft 1 are meshed with the driven gear 21 on the driven shaft 2; the position of the reversing sleeve 5 corresponds to the position of the driven shaft 2, and the reversing sleeve 5 is provided with a running mechanism for allowing the reversing sleeve 5 to move axially; a reverse one-way device 6 and a forward one-way device 7 are distributed and arranged between the reversing sleeve 5 and the power output shaft 8.

[0023] The working principle of the present invention is as follows: the driving power is directly transmitted from the power input shaft 1 to the driven shaft 2, and then to the reversing sleeve 5, so that the driven shaft 2 and the reversing sleeve 5 have the same speed and direction. Under the forward or reverse logic control, the reversing main gear 3 rotates forward or reverse, and the corresponding reversing slave gear 4 can drive the reversing sleeve 5 to move left and right in the horizontal direction. When the reversing sleeve 5 is in Figure 1 In the position shown, its working cam 9 is directly connected to the reverse isolator 6. Since the isolator has the characteristic that when the speed of the inner ring is greater than the speed of the outer ring under the same direction, the isolator will be locked, so that the inner ring drives the outer ring to rotate synchronously; if the speed of the outer ring is greater than the speed of the inner ring, the isolator will be in a free state; when the inner ring rotates in the opposite direction, it can be understood that the speed of the outer ring is greater than the speed of the inner ring in the same direction. At this time, if the reverse speed of the reversing sleeve 5 is greater than the reverse speed of the wheel 10, the reverse isolator 6 is in a locked state, and the power is synchronously transmitted to the wheel 10 by the driven shaft 2. If due to external forces, such as: downhill, turning, etc., the reverse speed of the wheel 10 is greater than the reverse speed of the reversing sleeve 5, the reverse isolator 6 is in a free state, and the differential can be achieved. The differential means that the wheel 10 reverses at a speed not less than that of the reversing sleeve 5. Similarly, when the reversing sleeve 5 is in Figure 3 When the reversing sleeve 5 is in the position shown, the wheel 10 can only rotate forward at a speed not less than that of the reversing sleeve 5. Since the left and right power output structures are exactly the same, under the forward or reverse logic control, the corresponding wheels all move forward or backward at a speed not less than that of the driven shaft 2, which not only realizes the differential speed, but also ensures that each wheel can obtain the power of the driven shaft 2. In order to prevent the reversing sleeve 5 from being connected to the reverse one-way device 6 and the forward one-way device 7 at the same time during the reversing process, causing the forward and reverse rotation to be locked, thereby resulting in no differential speed between the left and right wheels and the driven shaft 2, so in Figure 2 A transition condition is added to allow the reversing sleeve 5 to form a neutral position during operation.

[0024] Furthermore, the traveling mechanism includes a reversing slave tooth 4 on the outer side of the reversing sleeve 5 and a reversing master tooth 3 meshing with the reversing slave tooth 4 .

[0025] like Figures 1 to 3 As shown, the reversing sleeve 5 is arranged on the driven shaft 2, and a working convex ring 9 matching with the reverse check valve 6 and the forward check valve 7 is arranged on the reversing sleeve 5. The reverse check valve 6 and the forward check valve 7 are arranged and fixed on the inner wall of the power output shaft 8 at intervals, and the minimum distance between the end faces of the reverse check valve 6 and the forward check valve 7 is greater than or equal to the width of the working convex ring 9, and the center distance between the reverse check valve 6 and the forward check valve 7 is equal to the travel distance of the reversing sleeve 5. Its working principle is the same as above.

[0026] like Figures 4 to 6As shown, the reversing sleeve 5 is arranged on the driven shaft 2, and a working convex ring 9 is provided on the power output shaft 8 to cooperate with the reverse check valve 6 and the forward check valve 7. The reverse check valve 6 and the forward check valve 7 are arranged and fixed on the inner wall of the reversing sleeve 5 at intervals. The minimum distance between the end faces of the reverse check valve 6 and the forward check valve 7 is greater than or equal to the width of the working convex ring 9, and the center distance between the reverse check valve 6 and the forward check valve 7 is equal to the travel distance of the reversing sleeve 5. Its working principle is as follows:

[0027] The driving power is directly transmitted from the power input shaft 1 to the driven shaft 2, and then to the reversing sleeve 5, so that the driven shaft 2 and the reversing sleeve 5 have the same speed and direction. Under the forward or reverse logic control, the reversing main gear 3 rotates forward or reverse, and the corresponding reversing slave gear 4 can drive the reversing sleeve 5 to move left and right in the horizontal direction. Figure 6 or Figure 4 When the position is shown, it is directly connected to the reverse one-way device 6 or the forward one-way device 7. Since the one-way device has the characteristics of locking when the inner ring speed is greater than the outer ring speed under the same direction, the inner ring drives the outer ring to rotate synchronously; if the outer ring speed is greater than the inner ring speed, the one-way device will be in a free state; when the inner ring rotates in the opposite direction, it can be understood that the outer ring speed is greater than the inner ring speed in the same direction. At this time, if the reverse speed of the reversing sleeve 5 is greater than the reverse speed of the wheel 10, that is, the forward speed of the inner ring of the forward one-way device 7 (from the driven shaft end) is greater than the forward speed of its outer ring, then the reverse 6 or forward one-way device 7 is in a locked state, and the power is synchronously transmitted from the driven shaft 2 to the wheel 10. If the reverse speed of the wheel 10 is greater than the reverse speed of the reversing sleeve 5 due to external forces, such as downhill, turning, etc., then the reverse 6 or forward one-way device 7 is in a free state, and differential speed can be achieved, that is, the wheel 10 reverses at a speed not less than that of the reversing sleeve 5. Similarly, when the reversing sleeve 5 is in Figure 4 or Figure 6 When the reversing sleeve 5 is in the position shown, the wheel 10 can only rotate forward at a speed not less than that of the reversing sleeve 5. Since the left and right power output structures are exactly the same, under the forward or reverse logic control, the corresponding wheels all move forward or backward at a speed not less than that of the driven shaft 2, which not only realizes the differential speed, but also ensures that each wheel can obtain the power of the driven shaft 2. In order to prevent the reversing sleeve 5 from being connected to the reverse one-way device 6 and the forward one-way device 7 at the same time during the reversing process, causing the forward and reverse rotation to be locked, thereby resulting in no differential speed between the left and right wheels and the driven shaft 2, so in Figure 5 A transition condition is added to allow the reversing sleeve 5 to form a neutral position during operation.

[0028] like Figures 7 to 9As shown, a reverse isolator 6 and a forward isolator 7 are arranged side by side on the inner wall of the reversing sleeve 5, and the isolators are arranged in such a way that adjacent isolators are in opposite directions. A working convex ring 9 cooperating with the isolators is provided on the driven shaft 2 and the power output shaft 8, respectively. The width of the working convex ring 9 is greater than the width of one isolator and less than or equal to the width of two isolators. The width of the isolator is less than or equal to the travel distance of the reversing sleeve 5. Its working principle is as follows:

[0029] The driving power is directly transmitted from the power input shaft 1 to the driven shaft 2, and is connected to the one-way device at the driven shaft 2 through the working convex ring 9 at the driven shaft 2. Under the forward or reverse logic control, the reversing main gear 3 rotates forward or reverse, and the corresponding reversing slave gear 4 can drive the reversing sleeve 5 to move left and right in the horizontal direction. Figure 7 In the position shown, the working cam 9 at the end of the driven shaft 2 is connected to the reverse isolator 6 and the forward isolator 7 respectively. Same as the principle of the aforementioned isolator, at this time, the working cam 9 at the end of the driven shaft 2 will always lock one isolator regardless of forward or reverse rotation, and the outer walls of the forward isolator 7 and the reverse isolator 6 are connected together through the reversing sleeve 5, so the driven shaft 2 is meshed with the reversing sleeve 5 through the working cam 9, and finally the working cam 9 at the end of the power output shaft 8 is connected to the reverse isolator 6 at the end of the power output shaft 8. According to the characteristics of the isolator, at this time, the isolator 6 on the reversing sleeve will positively drive the working cam 9 at the end of the output shaft 8 to perform a positive locking rotation, and the principle is the same as above, thereby driving the wheel 10 to move forward at a forward driving speed not less than that of the driven shaft 2. Similarly, when the reversing sleeve 5 is in Fig. 9 In the position shown, the output shaft 8 is meshed with the reversing sleeve 5, and the working convex ring 9 at the end of the driven shaft 2 is connected to the reverse isolator 6 at the end of the driven shaft 2, so the wheel 10 can only reverse at a reverse driving speed not less than that of the driven shaft 2. Since the left and right power output structures are exactly the same, under the forward or reverse logic control, the corresponding wheels 10 both move forward or backward at a speed not less than that of the driven shaft 2, thus achieving differential speed and ensuring that each wheel 10 can obtain the power of the driven shaft 2. This structure will form during the reversing process Figure 8 The transitional working condition shown will cause the driven shaft 2 to directly mesh with the power output shaft 8. However, in actual operation, when reversing is required, the vehicle clutch will be disconnected, otherwise the vehicle cannot shift into gear, so this structure has no effect in actual use.

Claims

1. A vehicle anti-slip differential mechanism equipped with a one-way device, comprising a power input shaft (1), a driven shaft (2), a reversing sleeve (5) and a power output shaft (8), characterized in that: The meshing teeth (11) on the power input shaft (1) mesh with the driven gear (21) on the driven shaft (2); the position of the reversing sleeve (5) corresponds to the position of the driven shaft (2); the reversing sleeve (5) is provided with a running mechanism for allowing the reversing sleeve (5) to move in the axial direction; a reverse check valve (6) and a forward check valve (7) are arranged between the reversing sleeve (5) and the power output shaft (8); the reversing sleeve (5) is arranged on the driven shaft (2); a working convex ring (9) matched with the reverse check valve (6) and the forward check valve (7) is provided on the reversing sleeve (5); the reverse check valve (6) and the forward check valve (7) are arranged at intervals and fixed on the power output shaft (8); 8) inner wall, the minimum distance between the end faces of the reverse one-way device (6) and the forward one-way device (7) is greater than or equal to the width of the working convex ring (9), and the center distance between the reverse one-way device (6) and the forward one-way device (7) is equal to the travel distance of the reversing sleeve (5); the one-way device has the characteristics that when the inner ring speed is greater than the outer ring speed under the same direction, the one-way device will be locked, so that the inner ring drives the outer ring to rotate synchronously; if the outer ring speed is greater than the inner ring speed, the one-way device will be in a free state; when the inner ring rotates in the opposite direction, it can be understood that the outer ring speed is greater than the inner ring speed in the same direction; it also includes a wheel (10), and the wheel (10) is connected to the power output shaft (8).

2. The automobile anti-slip differential mechanism equipped with a one-way device as claimed in claim 1, characterized in that: The walking mechanism comprises a reversing slave tooth (4) on the outer side of a reversing shaft sleeve (5) and a reversing master tooth (3) meshing with the reversing slave tooth (4).

3. A vehicle anti-slip differential mechanism equipped with a one-way device, comprising a power input shaft (1), a driven shaft (2), a reversing sleeve (5) and a power output shaft (8), characterized in that: The meshing teeth (11) on the power input shaft (1) mesh with the driven gear (21) on the driven shaft (2); the position of the reversing sleeve (5) corresponds to the position of the driven shaft (2), and the reversing sleeve (5) is provided with a running mechanism for allowing the reversing sleeve (5) to move in the axial direction; a reverse check valve (6) and a forward check valve (7) are arranged between the reversing sleeve (5) and the power output shaft (8); the reversing sleeve (5) is arranged on the driven shaft (2), and a working convex ring (9) cooperating with the reverse check valve (6) and the forward check valve (7) is provided on the power output shaft (8); the reverse check valve (6) and the forward check valve (7) are arranged at intervals and fixed on the reversing sleeve (5) The minimum distance between the end faces of the reverse one-way device 6 and the forward one-way device 7 is greater than or equal to the width of the working convex ring (9), and the center distance between the reverse one-way device (6) and the forward one-way device (7) is equal to the travel distance of the reversing sleeve (5); the one-way device has the characteristics that when the inner ring speed is greater than the outer ring speed under the same direction, the one-way device will be locked, so that the inner ring drives the outer ring to rotate synchronously; if the outer ring speed is greater than the inner ring speed, the one-way device will be in a free state; when the inner ring rotates in the opposite direction, it can be understood that the outer ring speed is greater than the inner ring speed in the same direction; it also includes a wheel (10), and the wheel (10) is connected to the power output shaft (8).

4. A vehicle anti-slip differential mechanism equipped with a one-way device, comprising a power input shaft (1), a driven shaft (2), a reversing sleeve (5) and a power output shaft (8), characterized in that: The meshing teeth (11) on the power input shaft (1) mesh with the driven gear (21) on the driven shaft (2); the position of the reversing sleeve (5) corresponds to the position of the driven shaft (2), and the reversing sleeve (5) is provided with a running mechanism for allowing the reversing sleeve (5) to move in the axial direction; a reverse one-way device (6) and a forward one-way device (7) are arranged in a distributed manner between the reversing sleeve (5) and the power output shaft (8); the reverse one-way device (6) and the forward one-way device (7) are arranged side by side on the inner wall of the reversing sleeve (5), and the one-way devices are arranged in a manner that adjacent one-way devices are in opposite directions to each other, and the driven shaft (2) and the power output shaft (8) are provided with a one-way device (6) and a forward one-way device (7) respectively. The invention relates to a working convex ring (9) for cooperating with the one-way device, wherein the width of the working convex ring (9) is greater than the width of one one-way device and less than or equal to the width of two one-way devices, and the width of the one-way device is less than or equal to the travel distance of the reversing shaft sleeve (5); the one-way device has the characteristics that when the speed of the inner ring is greater than the speed of the outer ring under the same direction, the one-way device will be locked, so that the inner ring drives the outer ring to rotate synchronously; if the speed of the outer ring is greater than the speed of the inner ring, the one-way device will be in a free state; when the inner ring rotates in the opposite direction, it can be understood that the speed of the outer ring is greater than the speed of the inner ring in the same direction; and the one-way device also includes a wheel (10), and the wheel (10) is connected to the power output shaft (8).

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