A power distribution adaptive differential system

Abstract

The application belongs to the technical field of automobile differential systems, and particularly relates to a power distribution adaptive differential system, which comprises a one-way clutch type central differential and a differential assembly. The differential assembly comprises a pair of one-way coupling type front wheel differential assemblies and one-way coupling type rear wheel differential assemblies which are symmetrical and have the same structure. The one-way coupling type front wheel differential assemblies and the one-way coupling type rear wheel differential assemblies are symmetrically distributed on the two sides of the one-way clutch type central differential. The beneficial effects are as follows: the symmetrical differential assembly and the differential are matched, so that the differential can be opened at all times, the transition from straight driving to turning is not affected, the steering difficulty is overcome, the power transition is stable, the power distribution adaptivity improves the passing capacity and safety performance, the different modes can be switched freely, conveniently and quickly, the environmental adaptability is improved, and the structure is simple, low in cost and high in efficiency.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile differential systems, and particularly relates to a power distribution adaptive differential system. BACKGROUND

[0002] An automobile differential system is a necessary mechanical and electrical system for power distribution and rotational speed coordination during vehicle driving. The use of the differential system enables the vehicle to have driving modes such as front drive, rear drive, full-time four-wheel drive, part-time four-wheel drive, and on-time four-wheel drive.

[0003] The front drive and rear drive modes save fuel but have poor passing ability, and the four-wheel drive mode has strong passing ability.

[0004] Differential locks and Torsen limited slip differentials are commonly used in traditional four-wheel drive vehicles for power distribution. The differential lock has the disadvantages of slow response, insufficient steering, and complicated switching. The Torsen limited slip differential has the disadvantages of complex structure, high cost, low transmission efficiency, and loss of traction. SUMMARY

[0005] The purpose of the present application is to provide a power distribution adaptive differential system to solve the problems raised in the background.

[0006] To achieve the above purpose, the present application provides the following technical scheme:

[0007] A power distribution adaptive differential system, the differential system comprising:

[0008] The one-way clutch type central differential comprises a power input gear, a reduction gear, a one-way clutch outer support, a front power output half shaft, a rear power output half shaft, a first forward mode one-way clutch device, a first reverse mode one-way clutch device, a second reverse mode one-way clutch device, and a second forward mode one-way clutch device.

[0009] The power input gear and the reduction gear are connected in mesh, the first forward mode one-way clutch device, the first reverse mode one-way clutch device, and the power output half shaft are connected through one-way bearings respectively, and the second reverse mode one-way clutch device, the second forward mode one-way clutch device, and the rear power output half shaft are connected through one-way bearings respectively.

[0010] The first forward mode one-way clutch device comprises a clutch one-way bearing, a clutch inner support, and a friction plate set.

[0011] The differential assembly comprises a pair of one-way coupling type front wheel differential assemblies and a pair of one-way coupling type rear wheel differential assemblies which are the same in structure and symmetrically distributed on both sides of the one-way clutch type central differential.

[0012] The unidirectional coupling type front wheel differential assembly comprises a gear differential, a first adjustable unidirectional coupling and a second adjustable unidirectional coupling;

[0013] The gear differential comprises a multi-plate differential lock, a differential body, a power output half shaft and a power output half shaft.

[0014] The second adjustable unidirectional coupling comprises a slidable engaging sleeve, a forward mode unidirectional engaging ring gear, a reverse mode unidirectional engaging ring gear, a ring gear unidirectional bearing and a power output shaft.

[0015] The forward mode unidirectional engaging ring gear and the reverse mode unidirectional engaging ring gear are respectively assembled and connected with the power output shaft through the unidirectional bearing.

[0016] The slidable engaging sleeve is slidably installed relative to the power output half shaft, and the slidable engaging sleeve and the forward mode unidirectional engaging ring gear and the reverse mode unidirectional engaging ring gear are respectively meshed and connected with each other.

[0017] Preferably, the unidirectional clutch outer support is fixedly connected with the reduction gear through bolts.

[0018] Preferably, the first forward mode unidirectional clutch device, the first reverse mode unidirectional clutch device, the second reverse mode unidirectional clutch device and the second forward mode unidirectional clutch device are of the same structure and are symmetrically distributed.

[0019] Preferably, the first forward mode unidirectional clutch device, the first reverse mode unidirectional clutch device, the second reverse mode unidirectional clutch device and the second forward mode unidirectional clutch device share the unidirectional clutch outer support.

[0020] Preferably, the first adjustable unidirectional coupling and the second adjustable unidirectional coupling are of the same structure and are symmetrically arranged.

[0021] Preferably, the differential body and the power output half shaft and the power output half shaft are tightly locked through the multi-plate differential lock.

[0022] Preferably, the unidirectional clutch outer support and the clutch inner support are tightly locked through the friction plate set.

[0023] Preferably, the slidable engaging sleeve and the power output half shaft are assembled and connected through a slide key.

[0024] Compared with the prior art, the present application has the following beneficial effects:

[0025] This invention, through the setting of a symmetrical differential component and differential gear, can be opened at all times without affecting the transition from straight driving to turning, overcoming steering difficulties, providing fast response and smooth power transition, adaptive power distribution to improve passability and safety performance, free and quick switching between different modes, improving environmental adaptability, and having a simple structure, low cost and high efficiency. Attached Figure Description

[0026] Figure 1 This is a schematic diagram illustrating the overall principle of an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the principle of a one-way clutch center differential according to an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the one-way clutch device according to an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of the front wheel one-way coupling type differential assembly according to an embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the principle of the rear wheel one-way coupling type differential assembly according to an embodiment of the present invention.

[0031] Figure 6 This is a schematic diagram of the gear differential principle according to an embodiment of the present invention;

[0032] Figure 7 This is a schematic diagram of the principle of a one-way coupling according to an embodiment of the present invention;

[0033] Figure 8 This is a schematic diagram of the turning radius of the front and rear wheels of the present invention.

[0034] In the diagram: 1. One-way clutch type center differential; 1-1. Power input gear; 1-2. Reduction gear; 1-3. One-way clutch outer bracket; 1-4. Front power output half-shaft; 1-5. Rear power output half-shaft; 1-6. First forward mode one-way clutch device; 1-6-1. Clutch one-way bearing; 1-6-2. One-way clutch inner bracket; 1-6-3. Friction plate assembly; 1-7. First reverse mode one-way clutch device; 1-8. Second reverse mode one-way clutch device; 1-9. Second forward mode one-way clutch device; 2. One-way coupling type front wheel differential assembly; 2-1. Front wheel gear differential; 2- 1-1. Multi-friction plate type differential lock; 2-1-2. Differential body; 2-1-3. Power output half shaft; 2-1-4. Power output half shaft; 2-2. First adjustable one-way coupling; 2-3. Second adjustable one-way coupling; 2-3-1. Sliding engagement sleeve; 2-3-2. Forward mode one-way engagement gear ring; 2-3-3. Reverse mode one-way engagement gear ring; 2-3-4. Gear ring one-way bearing; 2-3-5. Power output shaft; 3. One-way coupling type rear wheel differential assembly; 3-1. Rear wheel gear differential; 3-2. First switchable one-way coupling; 3-3. Second switchable one-way coupling. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] Please see Figures 1 to 8 The present invention provides a technical solution:

[0037] An adaptive differential system for power distribution, the differential system includes a one-way clutch type central differential 1 and a differential assembly, the differential assembly includes a pair of one-way coupling type front wheel differential assembly 2 and one-way coupling type rear wheel differential assembly 3 with identical structures, the one-way coupling type front wheel differential assembly 2 and one-way coupling type rear wheel differential assembly 3 are symmetrically distributed on both sides of the one-way clutch type central differential 1.

[0038] The one-way clutch type center differential 1 includes a power input gear 1-1, a reduction gear 1-2, a one-way clutch outer bracket 1-3, a front power output half shaft 1-4, a rear power output half shaft 1-5, a first forward mode one-way clutch device 1-6, a first reverse mode one-way clutch device 1-7, a second reverse mode one-way clutch device 1-8, and a second forward mode one-way clutch device 1-9.

[0039] Specifically: the power input gear 1-1 and the reduction gear 1-2 are meshed and connected; the first forward mode one-way clutch device 1-6, the first reverse mode one-way clutch device 1-7 and the power output half shaft 1-4 are respectively assembled and connected by one-way bearings; the second reverse mode one-way clutch device 1-8, the second forward mode one-way clutch device 1-9 and the rear power output half shaft 1-5 are respectively assembled and connected by one-way bearings.

[0040] The first forward mode one-way clutch device 1-6 includes a one-way clutch bearing 1-6-1, a clutch inner support 1-6-2, and a friction plate assembly 1-6-3;

[0041] The one-way coupling type front wheel differential assembly 2 includes a gear differential 2-1, a first adjustable one-way coupling 2-2, and an adjustable one-way coupling 2-3;

[0042] The gear differential 2-1 includes a multi-friction plate type differential lock 2-1-1, a differential body 2-1-2, a power output half-shaft 2-1-3, and a power output half-shaft 2-1-4;

[0043] The second adjustable one-way coupling 2-3 includes a sliding engagement sleeve 2-3-1, a forward mode one-way engagement gear ring 2-3-2, a reverse mode one-way engagement gear ring 2-3-3, a gear ring one-way bearing 2-3-4, and a power output shaft 2-3-5.

[0044] The forward mode one-way engagement gear ring 2-3-2 and the reverse mode one-way engagement gear ring 2-3-3 are respectively assembled and connected to the power output shaft 2-3-5 through one-way bearings;

[0045] The sliding engagement sleeve 2-3-1 is slidably installed relative to the power output half shaft 2-1-4. The sliding engagement sleeve 2-3-1 is meshed with the forward mode one-way engagement gear ring 2-3-2 and the reverse mode one-way engagement gear ring 2-3-3 respectively.

[0046] The one-way clutch outer bracket 1-3 is fixedly connected to the reduction gear 1-2 by bolts. The one-way clutch device 1-6 in the first forward mode, the one-way clutch device 1-7 in the first reverse mode, the one-way clutch device 1-8 in the second reverse mode, and the one-way clutch device 1-9 in the second forward mode have the same structure and are symmetrically distributed.

[0047] The first forward mode one-way clutch device 1-6, the first reverse mode one-way clutch device 1-7, the second reverse mode one-way clutch device 1-8, and the second forward mode one-way clutch device 1-9 share the one-way clutch outer bracket 1-3. The one-way clutch outer bracket 1-3 and the clutch inner bracket 1-6-2 are pressed and locked together by the friction plate group 1-6-3.

[0048] The first adjustable one-way coupling 2-2 and the second adjustable one-way coupling 2-3 have the same structure and are arranged symmetrically. The differential body 2-1-2, the power output half shaft 2-1-3, and the power output half shaft 2-1-4 are locked together by a multi-friction plate differential lock 2-1-1. The sliding joint sleeve 2-3-1 and the power output half shaft 2-1-4 are connected by a sliding key assembly.

[0049] Working principle: For different car conditions:

[0050] When the vehicle is in drive:

[0051] In the first forward mode, the friction plate assembly 1-6-3 of the one-way clutch device 1-6 is pressed together, making the one-way clutch inner bracket 1-6-2 and the one-way clutch outer bracket 1-3 a single unit. Under the action of the clutch one-way bearing 1-6-1, the forward torque can be transmitted unidirectionally to the front power output half shaft 1-4.

[0052] Similarly, the forward mode one-way clutch device 1-9 can transmit forward torque to the rear power output half shaft 1-5 in one direction when it is pressed and locked. At the same time, the sliding engagement sleeve 2-3-1 of the first adjustable one-way coupling 2-2 slides to mesh with the forward mode one-way engagement gear ring 2-3-2 and becomes one with it. Under the action of the gear ring one-way bearing 2-3-4, the power output half shaft 2-1-4 can transmit torque to the power output shaft 2-3-5 in one direction, so that the first adjustable one-way coupling 2-2 is in the forward mode.

[0053] The second adjustable one-way coupling 2-3, the first switchable one-way coupling 3-2, and the second switchable one-way coupling 3-3 are all switched to forward mode, at which point the vehicle is in adaptive four-wheel drive mode.

[0054] In adaptive four-wheel drive mode:

[0055] When the vehicle starts moving forward and travels in a straight line without slipping, the power output from the transmission is input to the one-way clutch-type central differential 1 via the power input gear 1-1. This power then passes through the reduction gear 1-2, driving the one-way clutch outer bracket 1-3 to rotate. This, in turn, drives the first forward mode one-way clutch device 1-6 and the second forward mode one-way clutch device 1-9 to rotate, respectively transmitting torque unidirectionally to the front power output half-shaft 1-4 and the rear power output half-shaft 1-5. Furthermore, the front power output half-shaft 1-4 transmits torque to the front wheel gear differential 2-1 of the one-way coupling type front wheel differential assembly 2, and the rear power output half-shaft 1-5 transmits torque to the rear wheel gear differential 3-1 of the one-way coupling type rear wheel differential assembly 3.

[0056] Since the multi-friction plate differential lock 2-1-1 is in the released state at this time, the front wheel gear differential 2-1 has the function of normal differential power distribution. The power is further evenly distributed to the power output half-shafts 2-1-3 and 2-1-4. The power output half-shafts 2-1-4 then drive the second switchable one-way coupling 2-3 to rotate, which in turn drives the right front wheel forward through the power output shaft 2-3-5. Similarly, the power output half-shafts 2-1-3 drive the first switchable one-way coupling 2-2 to rotate, which in turn drives the left front wheel forward.

[0057] Similarly, the rear wheel gear differential 3-1 also has the function of normal differential power distribution at this time. The power is evenly distributed and drives the left rear wheel and the right rear wheel respectively through the first switchable one-way coupling 3-2 and the second switchable one-way coupling 3-3.

[0058] When the vehicle is turning and not skidding:

[0059] Because the average turning radius of the front wheels is greater than the average turning radius of the rear wheels (e.g.) Figure 8 As shown in the diagram, theoretically, the speed input to the front gear differential 2-1 through the front power take-off half-shaft 1-4 should be greater than the speed input to the rear gear differential 3-1 through the rear power take-off half-shaft 1-5. However, since the one-way clutch type center differential 1 outputs the same speed through the first forward mode one-way clutch device 1-6 and the second forward mode one-way clutch device 1-9 at all times and only transmits unidirectional torque, the one with the faster speed between the power take-off half-shaft 1-4 and the rear power take-off half-shaft 1-5 can reverse without resistance. Therefore, the front power take-off half-shaft 1-4 will be dragged without resistance at this time, and will no longer be subject to the torque output by the one-way clutch center differential 1 through the first forward mode one-way clutch device 1-6. At this time, the torque output by the one-way clutch center differential 1 will be transferred to the rear power take-off half-shaft 1-5, and further transferred to the rear wheel gear differential 3-1, and then evenly distributed to the left rear wheel and the right rear wheel. Under this condition, the zero-response time switch to rear wheel drive is achieved, and the front wheels are released to overcome the problem of front wheel steering difficulty, while improving transmission efficiency.

[0060] When the vehicle is turning and the rear wheels slip:

[0061] In a turning state, theoretically, the speed input to the front gear differential 2-1 through the front power output half-shaft 1-4 should be greater than the speed input to the rear gear differential 3-1 through the rear power output half-shaft 1-5. Therefore, power will be evenly distributed between the left and right rear wheels. At this time, rear wheel slippage will cause the speed input to the rear gear differential 3-1 through the rear power output half-shaft 1-5 to continuously increase. This means that the speed of the one-way clutch center differential 1, driving the first forward mode one-way clutch device 1-6 and the second forward mode one-way clutch device 1-9, will continuously increase. When the speed of the first forward mode one-way clutch device 1-6 reaches the speed of the front gear differential 2-1 through the front power output half-shaft 1-5... When the theoretical speed of the power output half-shaft 1-4 is reached, the front power output half-shaft 1-4 will again be subjected to the torque transmitted by the first forward mode one-way clutch device 1-6 and will continuously increase in a short period of time. This torque will then be transmitted to the front wheel gear differential 2-1 and evenly distributed to the left and right front wheels of the vehicle. At the same time, the speed of the rear wheel gear differential 3-1 input through the rear power output half-shaft 1-5 will no longer increase, and the torque transmitted by the rear wheel gear differential 3-1 through the rear power output half-shaft 1-5 will decrease in a short period of time. At this time, the torque output by the one-way clutch type center differential 1 will automatically be distributed to the front wheel gear differential 2-1 to the maximum extent, and the four-wheel drive mode will be automatically switched.

[0062] Considering the extreme case where the rear wheel traction is zero (complete slippage):

[0063] The torque output from the one-way clutch center differential 1 is fully transmitted to the front wheel gear differential 2-1 and evenly distributed, thereby driving the front wheels to rotate. When the rear wheels leave the slippage area, the vehicle returns to a state where the speed input to the front wheel gear differential 2-1 through the front power take-off half-shaft 1-4 is greater than the speed input to the rear wheel gear differential 3-1 through the rear power take-off half-shaft 1-5, and automatically switches to rear-wheel drive mode. Because the time from rear wheel slippage to the front power take-off half-shaft 1-4 receiving torque again from the first forward mode one-way clutch device 1-6 is extremely short under this condition, the response time is approximately zero, and power is automatically and maximized to the front wheels, achieving optimal four-wheel drive and greatly improving the vehicle's passability and safety performance.

[0064] Theoretically, when a vehicle is traveling close to a straight line without slipping:

[0065] The torque transmitted by the one-way clutch center differential 1 is eventually evenly distributed to the four tires. However, since the output speed of the one-way clutch center differential through the first forward mode one-way clutch device 1-6 and the second forward mode one-way clutch device 1-9 is always the same, vehicle slippage is caused by the torque on the tires being greater than the grip force. Therefore, if the front wheels suddenly slip, the speed input to the front wheel gear differential 2-1 through the front power output half shaft 1-4 will be greater than the speed input to the rear wheel gear differential 3-1 through the rear power output half shaft 1-5. At this time, the front wheels will instantly drag and lose power, and then instantly stop slipping and decelerate under the action of resistance, and then instantly regain power. Therefore, there is no slippage but only a slippage tendency. That is, although the grip force is very small, the minimum is the maximum static friction. Similarly, the rear tires also only have a slippage tendency. Therefore, the speed of the four tires is kept consistent in real time, overcoming the phenomenon of single-wheel slippage when the vehicle is traveling straight.

[0066] Since the vehicle continues to move forward, the power of the four wheels remains constant and stable without slippage. Therefore, the power distributed to each tire by the one-way clutch center differential 1 is no higher than the maximum grip (sliding friction), so that all four wheels have the best driving force in real time.

[0067] Since the slippage trend and power distribution occur simultaneously, achieving zero-response-time adaptive power distribution not only greatly improves the vehicle's safety and maneuverability but also further enhances transmission efficiency, avoids torque waste, and ensures vehicle stability by maintaining the same speed for all four wheels in real time without slippage, thus further improving driving safety.

[0068] Therefore, in adaptive four-wheel drive mode, the vehicle can switch to rear-wheel drive mode with zero response time when turning, automatically switch to four-wheel drive mode when the wheel slips while turning, and automatically distribute power to the optimal level in real time according to the tire grip when driving straight. The above process can be achieved without any control system operation, realizing adaptive power distribution.

[0069] When a vehicle encounters extremely harsh conditions, and both the front and rear tires have very little grip:

[0070] Since neither the front wheel differential 2-1 nor the rear wheel differential 3-1 is engaged, power will automatically transfer to the slipping front and rear tires, preventing effective passage. To address this, the multi-friction plate differential lock 2-1-1 of the front wheel differential 2-1 is engaged, locking the multi-friction plate differential lock 2-1-1, differential body 2-1-2, power take-off half-shaft 2-1-3, and power take-off half-shaft 2-1-4 into a rigid unit. Similarly, the rear wheel differential 3-1 is engaged. At this point, the vehicle switches to a four-wheel drive mode with differential lock. In this mode, the one-way clutch center differential 1, the one-way coupling front differential assembly 2, and the one-way coupling rear differential assembly 3 operate on the same principle.

[0071] In differential lock four-wheel drive mode:

[0072] When the vehicle is traveling in a straight line, the torque is transmitted from the one-way clutch-type center differential 1 through the front power output half shaft 1-4 and the rear power output half shaft 1-5 to the locked front wheel gear differential 2-1 and the rear wheel gear differential 3-1, respectively. Then, the locked front wheel gear differential 2-1 drives the left front wheel and the right front wheel in one direction through the first adjustable one-way coupling 2-2 and the second adjustable one-way coupling 2-3, respectively.

[0073] Since the front wheel differential 2-1, after being locked, drives the first switchable one-way coupling 2-2 and the second switchable one-way coupling 2-3 to rotate at the same speed in real time, theoretically the tire with the slower speed will receive power, while the tire with the faster speed will be dragged and will not be affected by torque. However, when the vehicle is traveling straight, the resistance will force the tires not to drag, so the two front wheels rotate at the same speed in real time. Similarly, the rear wheel differential 3-1, after being locked, drives the left rear wheel and the right rear wheel in one direction respectively through the first switchable one-way coupling 3-2 and the second switchable one-way coupling 3-3, and the rotation speed is the same in real time. Therefore, as long as one tire has good grip, the other tires will not slip.

[0074] This transforms the slipping state of the front and rear wheels in adaptive four-wheel drive mode into a state with only a tendency to slip in differential lock four-wheel drive mode.

[0075] Similarly, as the vehicle continues to move forward, the power to the four wheels remains equal and stable in real time without slippage. Therefore, the power distributed to each tire by the one-way clutch center differential 1 is no higher than the maximum grip (sliding friction), so that all four wheels have the best driving force in real time.

[0076] If all four wheels slip simultaneously while driving straight, all four wheels will reach their maximum power (maximum sliding friction), and their rotational speeds will be identical, which helps the vehicle get out of trouble and maintain vehicle stability. When turning in four-wheel drive mode with differential lock, due to the different turning radii of each wheel, the rotational speeds of the four wheels, when not slipping, will be low, second lowest, second highest, and highest, respectively. Power will be distributed to the tire with the lowest rotational speed. If that tire slips, and the rotational speed increases to the second lowest speed tire, that tire will receive the majority of the power, while the slipping tire provides very little grip (maximum sliding friction). If the second lowest speed tire also slips, and the rotational speed increases to the second highest speed tire, that tire will receive the majority of the power, while the slipping tire provides very little grip (maximum sliding friction). Similarly, if the second highest speed tire also slips, the tire with the highest rotational speed will receive the majority of the power, while the slipping tire provides very little grip (maximum sliding friction), thus helping the vehicle get out of trouble.

[0077] Furthermore, if all tires slip, then all four wheels rotate at the same speed, and the grip provided by all four wheels reaches its maximum (maximum sliding friction), thus ensuring vehicle stability and helping the vehicle get out of trouble. After the vehicle is out of trouble, the power will be redistributed to the tire with the lowest rotational speed.

[0078] Since the slippage trend and power distribution occur simultaneously, achieving zero-response-time adaptive power distribution not only greatly improves the vehicle's safety performance and passability, but also further improves transmission efficiency and avoids torque waste.

[0079] The aforementioned drive mode switching process can be completed automatically or manually via a button while the vehicle is in motion, and it can be activated at all times without affecting the transition from straight driving to turning.

[0080] When the road conditions are good, it will not slip. To reduce fuel consumption, the front wheel gear differential 2-1 or the rear wheel gear differential 3-1 can be automatically unlocked. Then, the torque transmitted by the one-way clutch central differential 1 will drive the rear wheel gear differential 3-1 or the front wheel gear differential 2-1 through the rear power output half shaft 1-5 or the front power output half shaft 1-4, thereby driving the rear wheel or the front wheel to rotate forward, realizing the free switching between front-wheel drive mode and rear-wheel drive mode.

[0081] The drive mode switching process can be completed through automatic system control or manual button selection while the vehicle is in motion.

[0082] When the vehicle is in reverse gear, simply tighten and lock the first reverse mode one-way clutch device 1-7 and the second reverse mode one-way clutch device 1-8, and release the first forward mode one-way clutch device 1-6 and the second forward mode one-way clutch device 1-9. At the same time, switch the first adjustable one-way coupling 2-2, the second adjustable one-way coupling 2-3, the first switchable one-way coupling 3-2, and the second switchable one-way coupling 3-3 to reverse mode.

[0083] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A power distribution adaptive differential system, characterized by: The differential system comprises: The one-way clutch type central differential (1) comprises a power input gear (1-1), a reduction gear (1-2), a one-way clutch outer support (1-3), a front power output half shaft (1-4), a rear power output half shaft (1-5), a first forward mode one-way clutch device (1-6), a first reverse mode one-way clutch device (1-7), a second reverse mode one-way clutch device (1-8) and a second forward mode one-way clutch device (1-9); The power input gear (1-1) and the reduction gear (1-2) are meshed, the first forward mode one-way clutch device (1-6), the first reverse mode one-way clutch device (1-7) and the power output half shaft (1-4) are connected through one-way bearing assembly respectively, and the second reverse mode one-way clutch device (1-8), the second forward mode one-way clutch device (1-9) and the rear power output half shaft (1-5) are connected through one-way bearing assembly respectively; The first forward mode one-way clutch device (1-6) comprises a clutch one-way bearing (1-6-1), a clutch inner support (1-6-2) and a friction plate group (1-6-3); The differential assembly comprises a pair of one-way coupling type front wheel differential assemblies (2) and a one-way coupling type rear wheel differential assembly (3) which are the same in structure and symmetrically distributed on both sides of the one-way clutch type central differential (1); The one-way coupling type front wheel differential assembly (2) comprises a gear differential (2-1), a first adjustable one-way coupling (2-2) and a second adjustable one-way coupling (2-3); The gear differential (2-1) comprises a multi-friction plate type differential lock (2-1-1), a differential body (2-1-2), a power output half shaft (2-1-3) and a power output half shaft (2-1-4); The second adjustable one-way coupling (2-3) comprises a slidable engagement sleeve (2-3-1), a forward mode one-way engagement gear ring (2-3-2), a reverse mode one-way engagement gear ring (2-3-3), a gear ring one-way bearing (2-3-4) and a power output shaft (2-3-5); The forward mode one-way engagement gear ring (2-3-2) and the reverse mode one-way engagement gear ring (2-3-3) are connected through one-way bearing assembly with the power output shaft (2-3-5) respectively; The slidable engagement sleeve (2-3-1) is slidably installed relative to the power output half shaft (2-1-4), and the slidable engagement sleeve (2-3-1) is meshed with the forward mode one-way engagement gear ring (2-3-2) and the reverse mode one-way engagement gear ring (2-3-3) respectively.

2. A power-splitting adaptive differential system according to claim 1, characterized in that: The one-way clutch outer support (1-3) is fixedly connected with the reduction gear (1-2) through bolts.

3. A power-splitting self-adapting differential system according to claim 2, characterized in that: The first forward mode one-way clutch device (1-6), the first reverse mode one-way clutch device (1-7), the second reverse mode one-way clutch device (1-8) and the second forward mode one-way clutch device (1-9) are of the same structure and symmetrically distributed.

4. A power-splitting self-adapting differential system according to claim 3, characterized in that: The first forward mode one-way clutch device (1-6), the first reverse mode one-way clutch device (1-7), the second reverse mode one-way clutch device (1-8) and the second forward mode one-way clutch device (1-9) share the one-way clutch outer support (1-3).

5. A power distributing self-adapting differential system according to claim 1, characterized in that: The first adjustable one-way coupling (2-2) and the second adjustable one-way coupling (2-3) are of the same structure and symmetrically arranged.

6. A power-splitting self-adapting differential system according to claim 5, characterized in that: The differential main body (2-1-2) and the power output half shaft (2-1-3) and the power output half shaft (2-1-4) are tightly locked by the multi-friction plate type differential lock (2-1-1).

7. A power distributing self-adapting differential system according to claim 4, characterized in that: The one-way clutch outer support (1-3) and the clutch inner support (1-6-2) are tightly locked by the friction plate group (1-6-3).

8. A power distributing self-adapting differential system according to claim 6, characterized in that: The slidable engagement sleeve (2-3-1) and the power output half shaft (2-1-4) are connected by the slide key assembly.

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