An overrunning differential

Abstract

The present invention proposes an overrunning differential, which consists of five parts: a main differential transmission, a differential controller, a clutch, a left drive shaft, and a right drive shaft. The main differential transmission of the overrunning differential in the present invention is the same in principle as the symmetrical conical planetary gear differential in the prior art, but different in structure. On this basis, a differential controller and a clutch are arranged, so that the vehicle has no slip loss in driving force when driving on a smooth road, only 20% speed loss when driving in muddy, icy and snowy conditions without roads, or when one side of the wheel slips without adhesion, and still drives forward at 80% of the revolution speed, and can maintain a minimum driving efficiency of 80%.

Description

Technical Field

[0001] The invention belongs to the field of vehicle differentials and relates to an overrunning differential, which ensures that when the vehicle is running in a normal differential state, the driving torque of each wheel can be rigidly controlled to reach a maximum value all the time under all-terrain and all-weather conditions. The invention is suitable for all transmission vehicles requiring differentials. Background Art

[0002] The symmetrical bevel planetary gear differential of ordinary automobiles is composed of planetary gears, planetary carriers, differential cases, half-axle gears and other parts. The power of the engine enters the differential through the transmission shaft, directly drives the planetary carrier, and then the planetary gears drive the left and right half-axle gears to drive the left and right wheels respectively. The design requirements of the differential meet the following requirements: (left half-axle speed n 1 )+(right half shaft speed n 2 ) = (twice the planetary wheel carrier speed 2n). When the car is going straight, the speeds of the left and right wheels and the planetary carrier are equal and in a balanced state, and the driving force reaches the maximum value at this time. When the car turns, the balance of the three is destroyed, resulting in a decrease in the speed of the inner wheel and an increase in the speed of the outer wheel. It is normal operation within the required range. On muddy, icy and snowy ground, when the speed of one wheel drops beyond the normal differential, the other wheel increases by the same amount and exceeds the required speed. Since the differential is a balancer for the left and right wheels, it has a direct relationship with the driving efficiency of the vehicle in terms of the vehicle's driving distance. When one wheel slows down to n / 2, the driving efficiency drops by half. When the speed drops to zero, no driving force is generated. When the speed of the other side is 2n, the wheel idling driving force is also invalid. The most widely used differential in existing wheeled vehicles is the symmetrical conical planetary gear differential, which has the advantages of simple structure, stable operation and low cost. However, it has a disadvantage. When one driving wheel slips and idles, the speed of the other driving wheel is zero, the vehicle stops moving and the driving force is zero. Therefore, it must work under good environmental conditions to maintain maximum working efficiency. If the driving efficiency changes randomly and the driving force changes from maximum to zero during the process from normal differential to zero speed, it will greatly affect the fuel utilization and adaptability to working conditions.

[0003] Although the self-locking differentials currently available have good automatic anti-skid capabilities, they generally have the problem of locking without steering and can only be controlled with limited high-friction torque. The general control force is within 25%-30%, so its adaptability is limited and it cannot work in all terrains. The electronic technology locking control force can only work at around 30%, and it cannot be used for large vehicles, only small vehicles. Even if it is used on small vehicles, it cannot achieve all-terrain, all-weather adaptability and driving efficiency. Summary of the invention

[0004] In order to solve the above-mentioned shortcomings of vehicle differentials, to improve power utilization efficiency, save fuel, and improve environmental adaptability, which are of great benefit to civilian vehicles, military vehicles, special vehicles, and engineering machinery, the present invention proposes an overtaking differential with rigid constant control of each wheel, which can achieve maximum driving torque under all-terrain and all-weather conditions for both large and small vehicles, and ensure normal steering through a mechanical controller, that is, when traveling in muddy, icy and snowy conditions with no roads, or when one side of the wheel has no adhesion during driving, there is only a 20% speed loss, and a minimum driving efficiency of 80% can be maintained.

[0005] To this end, the technical solution of the present invention is: an overrunning differential, characterized in that it is composed of five parts: a main differential force transmitter, a differential controller, a clutch, a left drive shaft, and a right drive shaft;

[0006] The main differential transmission consists of the left differential housing, the disc inner bevel gear planetary carrier, the right differential housing pin shaft, the planetary gear, the left transmission gear, and the right transmission gear;

[0007] The differential controller is arranged in the inner cavity of the bevel gear planet carrier of the main differential force transmitter; the differential controller is a speed control unit for the inner wheel of the car turning, which is composed of the controller planet carrier, the outer planetary gear, the main planetary gear, the tower shaft planetary gear, the outer gear ring, the speed reduction overrunning clutch tooth ring, the outer tooth ring, and the spring I; the speed control unit for the outer wheel of the car turning, which is composed of the main tower gear, the tower shaft planetary gear, the tower ring gear, the tower shaft transmission tooth plate, the inner tooth ring, and the spring II;

[0008] The inner spline of the controller planet carrier and the outer spline of the left drive shaft in the main differential force transmitter are fixed together to form a rigid body, completing the public speed of the differential controller; the inner bevel gear in the disc inner bevel gear planet carrier in the main differential force transmitter is constantly meshed with the main tower planet gear to complete the main speed of the differential controller;

[0009] The outer tower planetary gear and the main tower planetary gear are mounted on the shaft spline of the tower shaft planetary gear in the differential controller. The three of them are fixed into a rigid whole to form a tower wheel, and are installed in the fan-shaped through hole of the controller planetary frame; the speed angles of the three planetary gears in the tower wheel are the same; the speed of the main tower planetary gear is determined by the public speed of the main differential power transmission; the outer tower planetary gear is constantly meshed with the outer gear ring, and the speed of the outer gear ring is lower than the public speed of the main differential power transmission; the tower shaft planetary gear is constantly meshed with the tower shaft ring gear, and the design speed of the tower shaft planetary gear is faster than the public speed of the main differential power transmission; the outer gear ring is slidably mounted on the outer circle of the controller planetary frame, and the inner spline of the outer gear ring and the speed reduction overrunning The outer splines of the clutch tooth ring are fixedly connected to form a rigid whole; the tooth shape of one end of the speed reduction overrunning clutch tooth ring is sawtooth-shaped and bites the outer tooth ring; after the bite, it is ensured that the force plane rotation direction of the tooth shape of the speed reduction overrunning clutch tooth ring is the same direction of the revolution, and an outer spline is arranged on the outer circle of the outer tooth ring, and a symmetrical long strip through hole is radially arranged on the outer circle spline of the outer ring, and its outer spline is slidably sleeved with the inner spline of the large hole of the right power transmission gear in the main differential power transmission device, and a spring I is pressed on the other end plane of the outer tooth ring, and the inner spline of the small hole of the right power transmission gear and the outer spline of the right drive shaft are fixed as a rigid body, forming a wheel speed control unit of the inner right drive shaft when the car turns right;

[0010] The tower shaft planetary gear and the tower shaft ring gear in the differential controller are constantly meshed, and the inner spline of the tower shaft ring gear is fixedly connected with the outer spline of the tower shaft transmission tooth plate to form a rigid whole; a saw-shaped clutch tooth is designed on one end face of the tower shaft transmission tooth plate to bite the inner tooth ring, and the bearing plane direction of the saw-shaped tooth of the tower shaft transmission tooth plate is opposite to the direction of revolution, and long through holes are symmetrically opened radially on the outer circle of the inner tooth ring, and an inner spline is provided in the cavity ring of the inner tooth ring to slide together with the outer spline of the right drive shaft in the main differential transmission device, and the inner spline of the small hole of the right transmission gear in the main differential transmission device is fixedly connected with the outer spline of the right drive shaft to form a whole; a spring II is pressed on the plane of one end of the inner tooth ring, forming a wheel speed control unit of the outer ring right drive shaft when the car turns left;

[0011] The clutch is composed of a sliding ring, a pin, a bolt shaft and a shift fork ring. The sliding ring is sleeved between the inner hole of the outer tooth ring and the outer circle of the inner tooth ring. Symmetrical pin holes are arranged on the outer circle of the sliding ring, and the pin is fastened into the pin holes. The protruding ends of the pin are respectively slid into the strip-shaped through holes of the outer tooth ring and the strip-shaped through holes of the inner tooth ring. Symmetrical and evenly distributed bolt holes are arranged on the circumference of the other end face of the sliding ring. Bolt shafts are installed in the bolt holes. The bolt shafts slide out from the evenly distributed holes at the tail of the right power transmission gear and are fixed together with the shift fork ring to form a clutch.

[0012] The beneficial effects of the present invention are as follows: the main differential transmission device of the overrunning differential in the present invention has the same principle as the symmetrical conical planetary gear differential in the prior art but has a different structure. On this basis, a differential controller and a clutch device are provided, so that the vehicle has no slip loss in driving force when traveling on a smooth road, and only has a 20% speed loss when traveling in muddy, icy and snowy conditions without roads, or when one side of the wheel slips without adhesion, and still drives forward at 80% of the revolution speed, and can maintain a minimum driving efficiency of 80%. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of an overrunning differential of the present invention.

[0014] Figure 2 The figure is a schematic diagram of the working principle of an overrunning differential of the present invention.

[0015] Figure 3 It is a structural diagram of the disc inner bevel gear planet carrier in the present invention.

[0016] Figure 4 It is a structural diagram of the planetary frame of the controller in the present invention.

[0017] Figure 5 A three-dimensional structural diagram of the sliding ring, pin and bolt shaft of the clutch device in the present invention.

[0018] Figure 6 It is a three-dimensional structural diagram of the engagement of the outer tooth ring and the speed reduction overrunning clutch tooth ring in the present invention.

[0019] Figure 7 A three-dimensional structural diagram of the engagement of the tower shaft force transmission toothed disc and the inner toothed ring in the present invention.

[0020] Figure 8 It is a transmission principle diagram of the engagement of the tower shaft force transmission toothed disc and the inner toothed ring in the present invention.

[0021] Fig. 9 It is a transmission principle diagram of the speed reduction overrunning clutch tooth ring and the outer tooth ring in the present invention.

[0022] Fig.10 It is the first direction three-dimensional structure diagram of the right power transmission gear in the main differential power transmission.

[0023] Fig.11 It is the second direction three-dimensional structure diagram of the right power transmission gear in the main differential power transmission.

[0024] Fig.12 It is the power loss-free control curve of the left and right wheels in the controller. DETAILED DESCRIPTION

[0025] The present invention is further described below in conjunction with the accompanying drawings.

[0026] Combination Figure 1-Figure 11 As shown, an overrunning differential consists of a main differential force transmitter 1, a differential controller 2, a clutch 3, a left drive shaft 4, and a right drive shaft 5. It is suitable for all vehicles and engineering machinery with differentials.

[0027] The main differential force transmitter 1 has the same working principle as the symmetrical bevel planetary gear differential in the prior art, but has a different structure. It is composed of a left differential housing 1-1, a disc inner bevel gear planet carrier 1-2, a right differential housing 1-5, a pin shaft 1-3, a planetary gear 1-4, a left power transmission gear 1-7, and a right power transmission gear 1-6. The left differential housing 1-1, the disc inner bevel gear planet carrier 1-2, and the right differential housing 1-5 are fixed as a whole with bolts. The interior of the disc inner bevel gear planet carrier 1-2 is a cavity, and a bevel gear is designed in the cavity. Figure 3 The mark N' in the figure has a plurality of planetary gear sector-shaped through holes evenly distributed on the circumference of its end plane. Figure 3 The mark N in the figure has a plurality of pins 1-3 installed in its hole, and each of the planetary gears 1-4 is mounted on the plurality of pins 1-3, and is symmetrically meshed with the left power transmission gear 1-7 and the right power transmission gear 1-6. The left power transmission gear 1-7 has an internal spline designed in its inner hole, which is connected to the external spline of the left drive shaft 4; the right power transmission gear 1-6 has a large hole spline and an inner small hole spline designed in its center, respectively. Figure 1 , Fig.11 Mark B in 3 , B' 3 , and a ring groove plane is set on the bottom plane of the circular ring between the large hole spline and the inner small hole spline. Figure 1 , Fig.11 Marked W, and multiple round through holes are drilled evenly distributed around the annular groove plane. Figure 1 , Fig.10 Middle mark Z;

[0028] The differential controller 2 is composed of a rigid body consisting of a controller planetary carrier 2-1, an outer tower planetary gear 2-2 in the tower wheel, a main tower planetary gear 2-3, and a tower shaft planetary gear 2-11. The outer gear ring 2-12, a speed reduction overrunning clutch gear ring 2-4, an outer gear ring 2-5, and a spring Ⅰ2-6 are composed of an inner wheel speed control unit for turning the car. The outer wheel speed control unit for turning the car consists of a tower shaft planetary gear 2-11, a tower ring gear 2-10, a tower shaft transmission tooth plate 2-9, an inner gear ring 2-8, and a spring Ⅱ2-7. The differential controller 2 is arranged in the inner cavity of the disc inner bevel gear planetary carrier 1-2 of the main differential transmission 1; the inner spline of the controller planetary carrier 2-1 in the differential controller 2 is fixedly connected with the inner spline of the left transmission gear 1-7 in the main differential transmission 1 and the outer spline of the left drive transmission shaft 4 to form a rigid body, completing the differential controller 2. Figure 1 Mark F, Figure 2 Mark n1 ;

[0029] The internal bevel gear of the disc in the main differential transmission 1 and the internal bevel gear of the planet carrier 1-2 are shown in FIG. Figure 1 , Figure 3 Marked N', it is constantly meshed with the main tower planetary gear 2-3, completing the transmission of the differential controller 2 to the main speed n k , that is, the main differential transmission 1's public speed n represents the differential controller 2's n k Speed ​​n of left drive shaft 4 1 and the main transmission speed n=n in the differential controller 2 k The external force conditions for the differential controller 2 are shown in ( Figure 2 shown);

[0030] The outer tower planetary gear 2-2 and the main tower wheel planetary gear 2-3 are mounted on the shaft spline of the tower shaft planetary gear 2-11 in the differential controller 2, and the three of them are fixed into a rigid whole and installed in the fan-shaped through hole of the controller planetary frame 2-1. Figure 4 Mark K; the angular speeds of the three planetary gears in the tower wheel are the same, and the speed of the main tower planetary gear 2-3 is n k Determined by the public speed n of the main differential transmission 1, the outer tower planetary gear 2-2 is always meshed with the outer gear ring 2-12, and its speed is designed to be n 3 It means that it is lower than the revolution n of the main differential transmission 1, that is, n 3 <n=n k ( Figure 2 In normal differential n 3 <n 2 Does not affect the differential Fig. 9 , when the right wheel speed drops to n 2 =n 3 =n-Δn, by n 3 Stir the right wheel to force it to n 2 =n 3 The outer gear ring 2-12 is slidably mounted on the outer circle of the controller planetary frame 2-1, and the inner spline of the outer gear ring 2-12 and the outer spline of the speed reduction overrunning clutch gear ring 2-4 are fixedly connected together to form a rigid whole. Figure 1 Mark D; deceleration overrunning clutch tooth ring 2-4 bites the outer tooth ring 2-5; the tooth shape of one end of the deceleration overrunning clutch tooth ring 2-4 is sawtooth-shaped, and its force-bearing tooth plane is in the same direction as the public speed, see Figure 6 The mark H' 1 , the slope is in the opposite direction, see Figure 6 Mark G 1 The tooth shape of one end of the outer tooth ring 2-5 is sawtooth, and its force-bearing tooth plane is the opposite of the normal speed. Figure 6 Middle mark H 1 , the inclined plane is the same as the revolution, Figure 6 The mark G in 1 The other end is a flat surface with external splines on its outer circle. Figure 6 Mark B' 3 In the radial direction of the outer circular spline, there are symmetrical long strip through holes. Figure 1 , Figure 6 Mark B 1 The outer spline of the outer tooth ring 2-5 and the inner spline of the large hole of the right power transmission gear 1-6 in the main differential power transmission device 1 are slid together to see Figure 1 Mark B 3 The speed n of the overrunning clutch tooth ring formed by the spring Ⅰ2-6 is pressed between the end plane of the outer tooth ring 2-5 and the inner end plane of the right power transmission gear 1-6. 3， The inner small hole spline of the right transmission gear 1-6 and the outer spline of the right drive shaft 5 are fixedly connected to a rigid body, which constitutes the wheel speed n of the inner ring right drive shaft 5 when the car turns right 3 =n 2 =n-Δn control unit. When the speed n 3 <n 2 Normal differential, when the speed of the right drive shaft 5 drops to n 3 =n 2 When the right driving wheel is controlled to idle beyond the normal differential, the normal differential is completed and the maximum driving efficiency is obtained. 3 >n 2 This situation does not apply to this technology;

[0031] The speed of the right wheel of the car turning left is n 2 , n 2= n+Δn, n in differential controller 2 3 The speed is less than the right drive shaft n 2 , that is, n 3 <n<n 2 At this time, the deceleration overtaking clutch ring 2-4 slope is Figure 6 , Fig. 9 Mark G 1 The inclined surface of the extruded outer tooth ring 2-5 is shown Fig. 9 Mark G' forces the rearward movement, and the compression spring Ⅰ2-6 becomes shorter, completing the differential function;

[0032] The tower shaft planetary gear 2-11 and the tower shaft ring gear 2-10 in the differential controller 2 are always meshed, and the inner spline of the tower shaft ring gear 2-10 is fixedly connected with the outer spline of the tower shaft transmission tooth plate 2-9 to form a rigid whole. Figure 1 Mark E; the tower shaft transmission tooth plate 2-9 bites the inner tooth ring 2-8, and the tower shaft transmission tooth plate 2-9 is designed with a saw-shaped clutch tooth on one end surface, and its end tooth plane bearing direction is opposite to the direction of revolution, see Figure 7 Mark H' 2; The inner ring teeth of the inner ring 2-8 are sawtooth-shaped, and the force plane is the same as the direction of revolution n, see Figure 7 Mark H 2 , bite together, the inner tooth ring 2-8 has long through holes symmetrically opened on the outer circle Figure 7 Mark B 2 The inner spline of the inner tooth ring 2-8 is slidably mounted with the outer spline of the right drive shaft 5 in the main differential transmission 1. The inner spline of the small hole of the right transmission gear 1-6 is fixedly connected with the outer spline of the right drive shaft 5 as a whole. A spring Ⅱ2-7 is pressed between the plane of one end of the inner tooth ring 2-8 and the inner plane of the right transmission gear 1-6. When the right wheel speed n 2 Rise to the tower shaft transmission gear 2-9 speed n 4 See Figure 2 , 7 、8 is n 2 =n 4 Full control of n 2 The wheel speed exceeds the normal differential speed and is not doing work, which is n 4 =n 2 =n+Δn, which can satisfy both the differential function and the control function, and constitutes the wheel speed control unit of the outer ring right drive shaft 5 when the car turns left; there is no n 2 =n+Δn>n 4 situation occurs, achieving maximum driving efficiency.

[0033] When the car turns right, the left wheel 1 =n+Δn, right wheel drive shaft 5 speed n 2 ,

[0034] n 2 =n-Δn ratio tower shaft transmission tooth plate 2-9n 4 Low, that is, n 4 >n 2 =n-Δn. At this time, the speed of the tower shaft transmission toothed disc 2-9 is n 4 The speed n2 of the inner tooth ring 2-8 is greater than that of the inner tooth ring 2-8, and the inclined surfaces between them squeeze the spring II to shorten, causing the inner tooth ring to move backward. Figure 8 , 7 Mark G' 2 With G 2 The relationship between the two is to disengage the differential function completed by the bite;

[0035] The clutch device 3 is composed of a sliding ring 3-1, a pin column 3-2, a bolt column 3-3, and a fork ring 3-4. The sliding ring 3-1 is set between the inner hole of the outer tooth ring 2-5 and the outer circle of the inner tooth ring 2-8. Symmetrical pin holes are symmetrically arranged on its circle, and the pin 3-2 is fastened into the pin hole. The protruding ends of the pin 3-2 are respectively slidably inserted into the long holes of the inner and outer tooth rings 2-8 and 2-5. Figure 6 , Figure 7 Mark B 2 , B 1 The other end plane of the sliding ring 3-1 is provided with circumferentially uniformly distributed bolt holes, and bolt shafts 3-3 are installed in the bolt holes. The bolt shafts 3-3 slide through the uniformly distributed holes at the tail of the right power transmission gear 1-6 in the main differential power transmission device 1. Fig.10 The clutch device is marked Z and fixed together with the fork ring 3-4. It completes the disengagement of the deceleration overtaking clutch tooth ring 2-4 and the outer tooth ring 2-5 and the tower shaft transmission tooth plate 2-9 and the inner tooth ring 2-8 when the car reverses and turns sharply, and does not disengage when the car is in forward differential and reverse turns a large circle.

[0036] How they work:

[0037] 1. The working principle of the main differential force transmitter 1 in the present invention is the same as that of a conventional differential, but the structure is different.

[0038] 2. The working principle of the differential control 2 in the present invention is:

[0039] The internal spline of the planetary carrier 2-1 in the differential controller 2, the internal spline of the left power transmission gear 17 in the main differential transmission 1, and the external spline of the left drive shaft 4 are connected together to form a rigid body, completing the public speed of the differential controller 2. Figure 1 Mark F, see Figure 2 Display 1， That is, the speed n of the left drive shaft 4 1 It is the revolution in differential controller 2;

[0040] The internal bevel gear in the disc internal bevel gear planet carrier 1-2 in the main differential transmission 1 Figure 3 The mark N' is always meshed with the main tower planetary gear 2-3 to complete the main speed of the differential controller 2, that is, the main speed n of the differential force transmission device 1 represents the n of the differential controller 2. k That is, n=n k The speed n of the left drive shaft 4 1 And the main speed of transmission n=n k , becomes the external force condition of differential controller 2. Figure 2 Show;

[0041] Assume that when the car turns right, the speed of the right drive shaft 5 is n 2 =n-Δn The outer tower planetary gear 2-2 and the main tower planetary gear 2-3 are mounted on the shaft spline of the tower shaft planetary gear 2-11 in the differential controller 2. The three of them are fixed into a rigid whole and installed in the fan-shaped through hole of the controller planetary frame 2-1. Figure 4 Mark K, the main differential transmission 1 has a rotation speed n=n kThe main tower planetary gear 2-3 drives the differential controller 2, drives the outer tower planetary gear 2-2 to rotate, and drives the deceleration overrunning clutch teeth to rotate, and its speed is n 3 =n-Δn, when the right drive shaft and the speed n 2 From n down to n 2 =n 3 When the deceleration clutch tooth 2-4 and the outer ring tooth 2-12 are engaged with each other, the tooth force plane is Figure 1 Mark H 2 , Figure 6 , Fig. 9 Mark H' 1 , H 1 , so that the rotation speed of the right drive shaft 5 reaches the maximum driving force within the normal differential range.

[0042] Assume that the right wheel of the car turning left is n 2 , n 2 =n+Δn speed, the speed of the deceleration overrunning clutch teeth 2-4 in the differential controller 2 is n 3 Smaller than the outer tooth ring 2-5 and also smaller than the right drive shaft 5 connected together with the speed n 2 , that is, n 3 <n<n 2 At this time, the inclined surface of the deceleration overtaking clutch tooth ring 2-4 and the inclined surface of the outer tooth ring 2-5 squeeze each other and force it to move backward. Fig. 9 Mark G 1 , compression spring Ⅰ2-6 becomes shorter, and the differential is completed without interference. The speed n of the right drive shaft 5 when turning left 2 =n+Δn is controlled by the tower shaft planetary gear 2-11 in the differential controller 2, and the tower shaft ring gear 2-10 is always meshed, and the inner spline of the tower shaft ring gear 2-10 is shown in FIG. Figure 1 Mark E is connected with the outer spline of the tower shaft transmission tooth plate 2-9 to form a rigid whole. The tower shaft transmission tooth plate 2-9 bites the inner tooth ring 2-8. Figure 1 Mark H 1 At this time, the speed of the tower shaft transmission toothed disc 2-9 is n 4 Control the rotation speed of the inner tooth ring 2-8 and the right drive shaft 5 as a whole to be n 2 =n+Δn, see Figure 7 , Figure 8 Mark H' 2 , H 2 The design speed of the controller tower shaft transmission toothed disc 2-9 is n 4 , that is, n 2 =n 4 =n+Δn, when n 2 The speed increases from n to n 2 =n 4 When the tower shaft force transmission tooth plate 2-9 bites the inner tooth ring 2-8, n is controlled. 2>n 4 In the case of a car turning left, the right drive shaft 5 can only be in n 2 =n 4 to maximize the driving efficiency. 4 and right turn n 3 The right drive shaft 5 is controlled to rotate without wheel slip in normal differential. According to the differential property 2n=n 1 +n 2 , it is concluded that the present technology maximizes the driving efficiency of the right drive shaft 5 , and similarly maximizes the driving efficiency of the left drive shaft 4 , achieving the maximum driving efficiency of the entire vehicle in real time.

[0043] The working principle of the clutch device 3 in the present invention is:

[0044] The clutch does not disengage when the car is moving forward and turning a big curve or reversing in a straight line. When reversing and turning a small curve, the clutch teeth are disengaged. They are pulled by the bolt column 3-3 by the external force of the shift fork ring 3-4, and the protruding part of the pin shaft 3-2 fixed by the sliding ring 3-1 itself connected by the thread of the bolt column 3-3 pulls the inner and outer tooth rings 2-5, 2-8 to shorten the compression springs I2-6, II2-7 to complete the teeth disengagement and complete the differential speed of reversing and turning a small curve. When the vehicle is moving forward, the external force of the shift fork ring 3-4 is cancelled, and the teeth automatically return to their positions, achieving the constant engagement and constant differential speed of the vehicle moving forward at any differential speed and reversing in a straight line.

[0045] The working sequence of the main differential power transmission device in the present invention is: differential left housing - disc inner bevel gear planet carrier - differential right housing - pin shaft - planetary gear - left power transmission gear shaft - right power transmission gear - left drive shaft - right drive shaft.

[0046] The working sequence of the differential controller in the present invention is:

[0047] a. The speed n of the controller 1 , the main speed of transmission n=n k Working order:

[0048] Disc inner bevel gear planet carrier - main tower planet gear - controller planet carrier - left power transmission gear - right drive shaft;

[0049] b. Working order of the right drive shaft speed control unit for right turn:

[0050] Outer tower planetary gear - outer gear ring - speed reduction overrunning clutch gear ring - outer gear ring - spring I - right drive shaft;

[0051] c. Working order of the right drive shaft speed control unit for left turning:

[0052] Tower shaft planetary gear - tower ring gear - tower shaft transmission toothed disc - inner toothed ring - spring II - right drive shaft;

[0053] The clutch working sequence of the present invention is: shift fork ring - bolt column - sliding ring - pin column - outer tooth ring - inner tooth ring - spring I - spring II.

[0054] Functional analysis of an overrunning differential of the present invention: verifying steering flexibility while maintaining maximum driving efficiency in all terrains and weather conditions:

[0055] The speed n (n=n) of the differential controller of the overrunning differential and the main differential transmission device is k ) has a deceleration multiple relationship K 1 , the revolution n of the main differential transmission (n=n k ) and the tower shaft transmission tooth plate speed n 4 There is a growth rate multiple relationship K between 2 , to determine n 3 、n 4 The respective rotation parameters of the differential are 2n=n 1 + n 2 Theory, see Figure 2 Derived K 1 , K 2 Calculation formula:

[0056]

[0057] For example, when a certain car has certain wheel and wheelbase parameters and its minimum turning diameter when turning left or right, the speed of the rear inner and outer wheels when turning is n 1 、n 2 , n 1 =n±Δn,n 2 =n±Δn calculate the maximum increase or decrease Δn=±200, and get: K 1 =1.143, K 2 =1.5, in the process from straight-line driving to turning limit Δn=200, suppose

[0058] Δn=50, Δn=100, Δn=150, Δn=200 are used as the basis to calculate the controller differential speed n when turning left or right 3、 n 4 and the main differential speed n 1、 n 2 The relationship between the differential speed and the driving capacity is shown in Fig.12 ,

[0059] In the figure, A represents the speed curve of the right outer wheel drive shaft when the car turns left.

[0060] A'—represents controller K 2 = 1.5 4 Speed ​​curve,

[0061] In the figure, B represents the speed curve of the right inner wheel drive shaft when the car turns right.

[0062] B'—represents controller K 1 = 1.143 3 Speed ​​curve,

[0063] From the automobile driving force utilization control Fig.12 Explanation: When a car turns left, its working efficiency is n 4 A' line control normal driving cornering differential n 2 =n+Δn, A' line controls A line so that it cannot exceed the unnecessary high speed to achieve the maximum working efficiency;

[0064] When the car turns right 2 =n-Δn, the working efficiency of the car is n 3 The B' curve controls n 2 The B line can only work at normal differential speed and reach n 2 =n-ΔnWork efficiency is maximized;

[0065] It can be seen that the car turns left and right 4 、n 3 Controlled n 2 Make 2 =n 4 or 2 =n 3 , will never exceed n 1 =n±Δn or n 2 =n±Δn speed range, thus ensuring the maneuverability and maximum driving force of the left and right differential driving of the single-side wheels. 1 +n 2 The technology of the present invention completely controls the left and right turning of the car. 1 and n 2 The normal differential range is met and maximum driving efficiency is achieved.

Claims

1. An overrunning differential, Features: It consists of five parts: main differential force transmitter, differential controller, clutch, left drive shaft and right drive shaft; The main differential transmission consists of a left differential housing, a disc inner bevel gear planet carrier, a right differential housing, a pin shaft, a planetary gear, a left transmission gear, and a right transmission gear; The differential controller is arranged in the inner cavity of the bevel gear planet carrier of the main differential force transmitter; the differential controller is a speed control unit for the inner wheel of the car turning, which is composed of the controller planet carrier, the outer planetary gear, the main planetary gear, the tower shaft planetary gear, the outer gear ring, the speed reduction overrunning clutch gear ring, the outer gear ring, and the spring I; the speed control unit for the outer wheel of the car turning, which is composed of the main tower planetary gear, the tower shaft planetary gear, the tower ring gear, the tower shaft transmission tooth plate, the inner gear ring, and the spring II; The inner spline of the controller planet carrier and the outer spline of the left drive shaft in the main differential force transmitter are fixed together to form a rigid body, completing the public speed of the differential controller; the inner bevel gear in the disc inner bevel gear planet carrier in the main differential force transmitter is constantly meshed with the main tower planet gear to complete the main speed of the differential controller; The outer tower planetary gear and the main tower planetary gear are mounted on the shaft spline of the tower shaft planetary gear in the differential controller. The three of them are fixed into a rigid whole to form a tower wheel, and are installed in the fan-shaped through hole of the controller planetary frame; the speed angles of the three planetary gears in the tower wheel are the same; the speed of the main tower planetary gear is determined by the public speed of the main differential power transmission; the outer tower planetary gear is constantly meshed with the outer gear ring, and the speed of the outer gear ring is lower than the public speed of the main differential power transmission; the tower shaft planetary gear is constantly meshed with the tower shaft ring gear, and the design speed of the tower shaft planetary gear is faster than the public speed of the main differential power transmission; the outer gear ring is slidably mounted on the outer circle of the controller planetary frame, and the inner spline of the outer gear ring and the speed reduction overrunning The outer splines of the clutch tooth ring are fixedly connected to form a rigid whole; the tooth shape of one end of the speed reduction overrunning clutch tooth ring is sawtooth-shaped and bites the outer tooth ring; after the bite, it is ensured that the force plane rotation direction of the tooth shape of the speed reduction overrunning clutch tooth ring is the same direction of the revolution, and an outer spline is arranged on the outer circle of the outer tooth ring, and a symmetrical long strip through hole is radially arranged on the outer circle spline of the outer ring, and its outer spline is slidably sleeved with the inner spline of the large hole of the right power transmission gear in the main differential power transmission device, and a spring I is pressed on the other end plane of the outer tooth ring, and the inner spline of the small hole of the right power transmission gear and the outer spline of the right drive shaft are fixed as a rigid body, forming a wheel speed control unit of the inner right drive shaft when the car turns right; The tower shaft planetary gear and the tower shaft ring gear in the differential controller are constantly meshed, and the inner spline of the tower shaft ring gear is fixedly connected with the outer spline of the tower shaft transmission tooth plate to form a rigid whole; a saw-shaped clutch tooth is designed on one end face of the tower shaft transmission tooth plate to bite the inner tooth ring, and the bearing plane direction of the saw-shaped tooth of the tower shaft transmission tooth plate is opposite to the direction of revolution, and long through holes are symmetrically opened radially on the outer circle of the inner tooth ring, and an inner spline is provided in the cavity ring of the inner tooth ring to slide together with the outer spline of the right drive shaft in the main differential transmission, and the inner spline of the small hole of the right transmission gear in the main differential transmission is fixedly connected with the outer spline of the right drive shaft to form a whole; a spring II is pressed on the plane of one end of the inner tooth ring, forming a wheel speed control unit of the outer ring right drive shaft when the car turns left; The clutch is composed of a sliding ring, a pin, a bolt shaft and a shift fork ring. The sliding ring is sleeved between the inner hole of the outer tooth ring and the outer circle of the inner tooth ring. Symmetrical pin holes are arranged on the outer circle of the sliding ring, and the pin is fastened into the pin holes. The protruding ends of the pin are respectively slid into the strip-shaped through holes of the outer tooth ring and the strip-shaped through holes of the inner tooth ring. Symmetrical and evenly distributed bolt holes are arranged on the circumference of the other end face of the sliding ring. Bolt shafts are installed in the bolt holes. The bolt shafts slide out from the evenly distributed holes at the tail of the right power transmission gear and are fixed together with the shift fork ring to form a clutch.

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